Subaru reigns supreme off-road but gearbox is weak link
COMPACT crossover SUVs are everywhere right now.
Most look like rugged off-roaders with their high stance and ruftytufty styling. But, if truth be known, many are just based on front-wheeldrive hatchbacks with added ride height.
Bucking the trend is this ’ere, all-new, Subaru XV which features Subaru’s acclaimed all-wheel drive, regardless of which model or spec you choose.
It may look a lot like the outgoing XV but that’s slightly misleading. The new one features a platform that’s stiffer in every plane, allowing engineers to improve body roll, suspension behaviour and steering characteristics. It works, too. We got the chance to backto-back both versions and there’s a very noticeable improvement.
The same flat-four boxer engine is used, with a 1.6 version shortly joining the 2.0-litre petrol variant. These engines, thanks to their lack of height, are designed to submarine underneath the passenger compartment in the event of a head-on smash. This factor and a host of intelligent electronic safety features, resulted in a 5-star rating in Euro NCAP tests.
Apart from the choice of two petrol engines, there’s a choice of two specs – SE and SE Premium.
There is, however, only one gearbox option – the polarising Lineartronic system, which couples a torque converter with a CVT system that uses a metal belt between the expanding pulleys.
I suspect a manual version isn’t available because the CO2 figures are already high enough at 155g/km. Mazda’s 2.0 CX-3 achieves 137g/km.
In this respect, there’s no doubting the Lineartronic’s efficiency as it’s able to keep the engine operating in its sweet spot, far better than a human could. Frictional losses are lower and Subaru claim that the system is virtually maintenance free.
Win, win?
Hmmm. While initial touch acceleration is impressive and the system is near-perfect in low-load conditions, start asking more with your right foot and the engine screams away in a way that reminds you of a burned-out and slipping clutch.
It’s just not a nice noise. Used gently, it’s fine, though. Using the flappy paddles improves the experience but compared to, say, VW’s DCT system or a good manual ’box, Lineartronic is still not quite there in my opinion.
I’m not sure this would bother any prospective customer like it bothered me, though. This is a real Ronseal car. Its rugged practicality is coupled with much improved refinement in terms of NVH but it’s what it can do in atrocious conditions that really marks it out as unique in this category.
If your life – work or pleasure – involves anything remotely rural, this is a very sensible way to ensure you’ll never be stuck anywhere ever again. With an impressive 21cms of underbody ground clearance (practically the same as a Land Rover Discovery) and an all-wheel drive system that can achieve the most ridiculous muddy ascents and descents even on road tyres, the XV is the car to really get you out of trouble when everyone else’s commute is turning bad.
Engage the X-Mode button and the ECU takes charge of the engine, transmission, AWD system and brakes to offer extra grip in challenging conditions. Hill descent control is part of this electronic package.
Honestly, what this car can do and where it can get to in deep, viscous, cloying mud is massively impressive. The XV is not a soft-roader, that’s for sure.
So, after spending a whole day on and off-road in the new XV there are a couple of negative points concerning economy and emissions and that gearbox which, I have to say, you might actually like because it’s undemanding and easy to operate.
The plus point kind of outweighs these grumblings, though, on the basis that this five-seat hatchback will go where goats fear to tread. It’s not for everyone, granted, but the XV is a whole lot cheaper than any Chelsea tractor I can think of.