SUBARU PLAYS IT SAFE WITH XV
The XV has been redesigned, but so mild is the evolution that buyers new to the brand probably won’t even notice it
the insertion of a new infotainment screen that’s effective to use but a little uninspiring visually, particularly for those bland fonts.
Another change on the console is the switch from a conventional handbrake to an electronic button. Ergonomically speaking, the XV’s cockpit is easy to use in the typical Subaru fashion.
There are now higher-quality materials on the dashboard and door panels, although bits in some places aren’t put that well together.
Just as before, the XV remains a five-seat SUV, contesting C-segment SUVs like the Mazda CX-5 and MG GS. Just as a refresh, the XV is slightly smaller and sportier to look at than the Forester, another C-segment SUV from Subaru that’s offered as a dearer but more practical option to competitors like the Honda CR-V and Nissan X-Trail.
Inevitably, the XV offers just enough head and legroom for all occupants (with seats that are nicer to sit in than ever) despite some marginal increases in overall dimensions, wheelbase included. The XV may have a touch less cabin room than in others but is clearly above B-segment SUVs like the Honda HR-V.
The boot floor in the XV may feel unnecessarily high at first sight, but it actually aids in the easy loading of stuff. As well, the rear seats easily fold down flat to increase cargo capacity. In short, it’s an easy SUV to live with.
Despite all the familiarities on the skin, the XV sits on Subaru’s new global platform designed for enhanced rigidity, crash test legislation (seven airbags is standard) and ride comfort. And yes, you can feel how this new floor plan has made the XV a better car on the move.
The most immediate improvement is external-noise suppression, plus a ride quality that’s quiet and absorbent at practically all times. It almost appears that all the engineering effort went straight to driving comfort because, despite some small tweaks made to the steering quickness, the XV largely remains a bland-handling SUV on the sealed tarmac.
As Subaru has built on a reputation of four-wheel-drive cars, the XV only comes in that format, which is a good thing since it increases driving security on slippery roads.
There’s a new so-called X Mode and hilldescent control for more optimum command of the car during off-roading, made better with the reasonably high groundclearance in the XV. Of course, buyers of SUVs hardly venture into the mud these days, but the XV stands out from the rest if you need a decent combination of on- and off-road aptitude.
Although the 2.0-litre petrol engine and CVT automatic transmission sound carried-over, Subaru is keen to point out that both these mechanical bits have been upgraded. The flat-four Boxer engine gets direct injection to increase its power from 150hp to 156hp, while the CVT’s manual mode has been upped from six to seven virtual steps.
These marginal enhancements can be felt on the move, but there’s no disguising the fact that performance can still be lacking when it comes to mid-range power. Yes, Subaru already has turbocharging knowhow, but it has yet to extend such a motor to the XV. The Levorg, for one, is armed with the brand’s latest, downsized 1.6-litre petrol-turbo unit, which might have been a perfect fit for the XV. It’s probably for marketing reasons.
The rival that comes closest to matching the XV’s non-turbo engine is the CX-5’s 2.0litre petrol unit, which is equally stressed out on demanding road conditions and is vocal when pushed. But when cruising in the XV, that Boxer’s quite well-muted.
The use of direct injection not only increases power but reduces fuel-consumption. Although it doesn’t achieve the claimed 14kpl-plus rating in the XV, we did note the slightly better economy it has over its predecessor in real-world driving (improving by a notch or so).
It’s just a shame that Subaru really hasn’t tried to shift some goalposts in the C-segment SUV class so that it can further widen its customer base with new conquest sales. Rather, the new XV looks like it’s about pleasing current owners with a slightly improved model.
At least the XV’s prices hasn’t changed much, despite the increased features and 4x4 hardware. The 2.0i-P spec, for one, goes for 1.159 million baht, and is one of the cheapest SUVs in its class. Well, it’s got to be because it isn’t the best around, amid a larger and improving competition, left and right.