First Drive: 2013 Subaru XV Crosstrek [Review]

When you've got a good concept, it's best to stick with it, right?

That's what Subaru is thinking with its new XV Crosstrek, which is either a downsized Outback or an Impreza hatchback with a lift kit, depending on how you want to look at it. Either way, the glass is more than half full, since the Legacy-based Outback is something of a Holy Grail for Subaru in North America.

On the surface, it's definitely more of an Impreza since it shares that recently-redesigned compact's interior, exterior and body, but its notably more rugged "almost a crossover" stance and positioning were clearly inspired by the hot-selling Outback.

But wait, you say: Wasn't there an Impreza-based Outback Sport?

Why yes, there was, and it probably should have been called Outback Lite since it was really just a two-tone paint package that didn't include much in the way of suspension goodies. And that's where this new model diverges from its predecessor, starting with its edgier nameplate and less granola, more X Games looks and continuing to its taller suspension.

Charting the changes
Jacked up to the point where it has about 8.7 inches of rock-straddling ground clearance, the Crosstrek (we're dropping the dopey XV moniker from here on out and we bet you will, too) puts passengers at a vantage point that's decidedly more crossover or SUV than compact car. To better handle the rocky conditions Subaru rightly estimates more than a few Crosstrek buyers might encounter, a handful of modifications have been made to stiffen the chassis.

The result is a vehicle that certainly looks kind of like a modern AMC Eagle but boasts a ruggedness not seen in many crossover-type vehicles.

Other than new front and rear fascias and two exclusive colors, the 2013 Crosstrek is almost indistinguishable from the 2012 Impreza that went on sale late last year. That means a 148 horsepower 2.0-liter flat four sends its power to all four wheels through either a five-speed manual or a CVT. Stick-shifted Crosstreks get a simple permanent 50/50 split all-wheel-drive system, while the much higher-volume CVT models receive a more sophisticated variable system with an electronic clutch. To accommodate the suspension tweaks, both transmissions receive a few ratio changes.

Externally, the Crosstrek's new front and rear fascias give it a slightly bolder, more rugged look, although they don't do much to improve its approach and departure angles. Attractive 17-inch alloy wheels wrapped in extended unpainted fender flares are standard across the line.

Inside, the changes are much more subtle. Only revised upholstery (cloth or optional leather) and a rubber cargo mat stand out. Frankly, we think more interior upgrades were a missed opportunity. While the Impreza's inner trappings are attractive and conveniently laid out with extensive use of soft-touch plastics, a few "rugged" cues like unique dashboard and center stack trim would have made it feel more special. In addition, global market XVs (the Crosstrek moniker is for North America only) have a nifty available LCD screen at the top of the center stack). Subaru could have tried harder in this regard.

Two Crosstrek trim levels are available: The $21,995 Premium and the as-of-yet-unpriced Limited. Premiums come standard with the stick shift and offer either a dreadfully difficult navigation system (save your money) or a moonroof, while CVT-only Limiteds add leather to the seats and steering wheel, automatic climate control and an LCD audio head unit with a backup camera. A package combining both the moonroof and navigation is optional on Limiteds.

While full pricing won't be announced for about a month, it looks like Crosstrek should command a roughly $1,300 premium over an Impreza Sport.

Anywhere you want to go
Crosstrek's Impreza roots make themselves known immediately, and that's not a bad thing. The 2.0-liter isn't a rocket ship of a motor, but it works exceptionally well with the CVT. Careful tuning keeps most of the buzziness associated with infinite ratio gearboxes at bay, and much of the 148 lb-ft. of torque is accessible lower than its 4,200 rpm peak might imply.

We weren't quite as impressed with the five-speed stick shift, which suffered from a soft clutch and an occasionally cantankerous second gear. As much as we like rowing things ourselves, the down-a-gear five-speed doesn't make much of a case for itself - especially since it drops EPA-rated fuel economy from 25/33 mpg with the CVT to 23/30 mpg.

We were more enthusiastic about how the chassis stiffening has helped improved steering feel, however. While the tiller isn't exactly dripping in road feel, we felt that the cars we tested outside of Honolulu exhibited mildly better response than a recent Impreza Sport hatchback. The XV Crosstrek was a delight to toss into corners, even though Oahu's few roads are usually littered with traffic.

And that's a surprise, since the Crosstrek's suspension upgrades are designed to excel on unpaved surfaces. The suspension is composed and gentle over rocky surfaces, where it didn't bang over pockmarked surfaces the way many crossovers do. Getting muddy was where Crosstrek felt most at home, even though it proved to be an excellent urban adventurer and highway cruiser.

For the kind of unpaved forest roads many active Subaru owners might encounter, the Crosstrek will be just fine.

Leftlane's bottom line
A natural progression in the Impreza lineup, the XV Crosstrek capitalizes on Subaru's success at making tall, rugged station wagons.

The only difference is that the Crosstrek, with its trendier looks and lower price point, is more likely to resonate with younger buyers. It doesn't take a marketing genius to tell you that Subaru is onto something, especially since this is a likable mini-crossover with few obvious demerits.

Words and photos by Andrew Ganz.