Subaru XV: Launch Review

Subaru XV

Not so much
>> Gutless at low revs
>> Rubbery manual ‘box
>> Small boot

As the first of a number of new Subaru models set to land in Australia over the next 12 months, the high-riding XV should help to revitalise the six-star brand Down Under, with the new Impreza hatch and sedan just around the corner, followed by the rear-drive, BRZ sports car around mid-year, and the new-generation Forester around early-2012.

Now simply called XV – the Impreza tag was dropped to further differentiate it from the road-going hatchback – the sub-compact SUV arrives in Australia with a new, more frugal, version of Subaru’s trusty 2.0-litre, petrol ‘boxer’ engine. It also receives new CVT auto and manual transmissions, upgraded interior, bold exterior styling and strong equipment list across the range.

With a starting price higher than some of its rivals, the XV is being marketed as “premium value” sub-compact SUV, but with a swag of standard features across the range including Bluetooth iPod connectivity, hi-tech multi-function display, soft-touch interior, seven airbags and a reversing camera.

Add in Subaru’s renowned all-wheel drive system, and with pricing ranging from $28,990 to $36,990, Subaru is claiming better value, like-for-like, in terms of equipment levels, than the segment leading, front-drive Nissan Dualis and Mitsubishi ASX.

Throw in Forester-rivaling 220mm ground clearance and five-star ANCAP safety rating and the XV is a compelling package; joining one of the fastest growing vehicle segments in Australia, with sales of sub-compact and compact SUVs up by 45 per cent since 2009. 

Subaru is also banking on the XV’s funky styling, including unique, black-painted wheels, striking a chord with younger buyers not traditionally drawn to the Subaru brand. The Japanese car maker plans to sell 500 XVs a month in Australia; definitely doable when segment leader Nissan Dualis achieved more than double that last month.

PRICE AND EQUIPMENT

There are three grades: 2.0i, 2.0i-L, and 2.0i-S, all featuring all-wheel drive, unlike many of its softroader rivals, which offer cheaper, entry-level front-drive versions to entice buyers.

Kicking off at $28,490, the XV 2.0i comes well equipped with six-speaker CD audio with Bluetooth and USB connectivity, climate control, power windows and mirrors, remote central locking, cruise control, multi-function display, reversing camera, 17-inch alloy wheels, roof rails and spoiler with LED brake light.

The mid-spec XV 2.0i-L, from $31,990, adds dual zone climate control, leather covered steering wheel with audio and cruise control buttons, leather-trimmed gear knob, rear privacy glass, sat-nav with voice activation, sliding centre console and sunroof.

The top-spec 2.0i-S, from $34,490, also gets chrome-look exterior door handles, drilled alloy pedals, heated front seats, eight-way electronic adjustable driver’s seat, brighter HID headlights, leather trim, silver-coloured roof rails, and side mirror repeaters.

All manual XVs have Hill Start Assist which holds the car in place during take offs on inclines.

MECHANICAL

Running on 91RON unleaded, it punches out similar output as before – 110kW at 6200rpm and 196Nm at 4200rpm. But Subaru says a smaller 84mm bore and longer 90mm stroke as well as an active valve control system for intake/exhaust, has resulted in 10 per cent better fuel economy and improved low and mid-range torque.

Available as standard with auto stop-start technology, the Euro5 emissions compliant engine delivers a combined cycle average of just 7.0L/100km, while emitting 162g/km of CO2 with the optional CVT transmission. With the manual, it’s slightly less efficient with 7.3L/100km and 168 CO2.

The stop-start function, switches the engine off approximately 0.5 seconds after the car stops, and on again 0.35 sec after the brake is released (with CVT) or when the clutch is pressed (manual). It can be deactivated via a button on the dash.

The new six-speed manual transmission from the Liberty replaces the old five-speed ‘box, while the self-shifting ‘Lineartronic’ continuously variable CVT is in place of the previous four-speed automatic. The CVT has wider, “optimised” gear ratios and is said to be “quieter and more fuel efficient at higher speeds”. Paddle shifters, mounted behind the wheel, can be used for sportier, manual shifting.

All CVT-fitted XVs feature an electronically controlled AWD system with multi-plate transfer (MPT) to distribute torque to the rear wheels. Torque is split 60:40 (front:rear) in normal driving, but will increase torque to the rear wheels when front wheel slippage is detected.

The AWD system on manual XVs combines a centre differential with a mechanical centre viscous limited-slip differential, with traction split 50:50 (front:rear) unless slippage is detected.

Although other Subaru models are available with a diesel engine and automatic transmission, Subaru executives at the launch ruled out the same combo for the XV, insisting there will be “no diesel auto in the foreseeable future”.

Subaru’s engineers have also reworked the MacPherson strut-type front / double wishbone rear suspension set-up. It incorporates parts from the STI performance parts bin while calibrating the set-up for Australian conditions to deliver improved ride and handling over a variety of road surfaces. The rack and pinion electric power steering has also been tweaked to provide a “stiffer” response.

Both manual and CVT-equipped XVs have a maximum braked towing capacity of 1400kg and 140kg towball limit.

PACKAGING

Like a pumped-up version of the yet-to-be-released new Impreza hatchback, it looks ready for some outdoor action, with numerous offroad inspired design cues including a chrome-trimmed hexagonal grille, ‘hawk-eye’ headlights, wider front apron with fog lights and black wheel arch extensions.

Sleek roof rails, a rear spoiler, chunky 17-inch wheels and jacked-up stance, add to the rugged appeal.

The black and chrome details are particularly striking against the new Tangerine orange pearl ‘hero’ colour, although eight other less startling hues are available.

Inside, soft touch materials on the dash and front door panels add to the upmarket ambience, as does the uncluttered, VW-style layout. Complementing the sporty exterior is a trick, multi-coloured, multifunction display set high on the dash.

Described as being like a “high tech computer game” it offers up-to-date information including tyre wear indicator and fuel consumption via steering wheel-mounted controls.

The 6.1-inch sat-nav screen fitted to the 2.0i-L and 2.0i-S is compatible with a range of digital media and includes SMS functionality with text to speech and voice command.

At 4450mm long, 1780mm wide, and 1615mm high, the XV is slightly larger than the top-selling Dualis, which results in a reasonably roomy and airy cabin. Despite the jacked-up stance, it’s easy to step in and out of with wide opening doors and low sill height.

The seats are comfortable and supportive, with some handy side bolstering, and getting an ideal driving position was easy with height/reach adjustable steering and up to eight-way adjustable seats on the top-spec XV. Perched high, all-round vision is aided by the slimmed-down A-pillar and large, door-mounted side mirrors, not to mention the reversing camera.

More head, knee and shoulder room in the rear seats mean three average sized adults should be able to squeeze in, and rear seatbacks are contoured for improved support and comfort.

Storage compartments include a sliding console box on up-spec variants, with two cup holders, and there’s space for a drink bottle in the front door pockets. The centre armrest in the back folds down for an additional two cupholders, and there are two 12V sockets located at the front.

There’s just enough room for a few small bags or the weekly shopping with 310 litres cargo space, or the luggage space can be extended by folding flat the 60:40 split rear seats. The rear security blind can be stored under the cargo floor when not in use, alongside the spacesaver wheel.

Another improvement is tether anchor points for child seats located more conveniently in the back of the rear seats, rather than on the ceiling.

SAFETY

The XV’s safety credentials are also boosted by a high-tensile steel plate-reinforced safety cell incorporating “ring shaped reinforcements” built around the cabin.

Stability control, anti-lock brakes with discs all-round and Brake Assist, Hill Start Assist and a reversing camera also count among a long list of standard safety equipment. And of course, Subaru’s Symmetrical all-wheel drive system fitted to all its vehicles (except the forthcoming BRZ sports car).

COMPETITORS

Subaru execs went to great lengths at the local launch to promote the perceived value-for-money benefits of the XV over some of its main rivals; citing class-leading road clearance, the addition of stop-start technology, and the fact that at 1420kg (CVT) XV is lighter than its two-wheel drive rivals by up to 240kg, despite carrying a heavier AWD system.

In the sub-compact SUV class, major players include Mitsubishi ASX and Nissan Dualis, both of which offer similar powertrains and specifications, although Dualis does have a seven-seat option.

The XV also competes less directly with compact soft-roaders like the popular Hyundai ix35 and Volkswagen Tiguan, which can be better equipped but more expensive propositions.

The stiffer body, low centre of gravity, and locally-tuned suspension did a good job of soaking up a range of rough surfaces, while providing sharp handling to live up to the “fun-themed package” theme.

Although biased for the bitumen, the taut suspension handled small undulations well, although was less forgiving over larger potholes and ruts, banging and crashing if not driven over with care. While at home on smooth gravel surfaces, this harshness limits its off-road practicality.

Around town the light steering and tight turning circle is great for parking, but there’s enough feel through the wheel for confident, push-on driving. The Yokohama Geolander rubber provided a good compromise of on- and off-road grip, although was a tad noisy on coarse bitumen.

We had plenty of opportunity to provoke some rampant wheelspin on the slippery dirt surfaces, and the combination of all-wheel drive and an overactive ESP kept everything neatly in check.

It’s clearly evident Subaru’s engineers have paid close attention to NVH levels, with little mechanical or outside noise filtering into the cabin apart from some wind and tyre noise on the highway. The 2.0-litre boxer engine is in most cases extremely quiet and refined, albeit sounding a bit like a manic sewing machine when revved to its 6500rpm redline.

And it needed to be revved to extract decent performance while tackling some twisty mountain sections, with lacklustre acceleration under 4000rpm, particularly when trying to power out of corners or maintain speed up a hill. Driven sedately around town though, the engine provides adequate performance given its NVH and fuel economy benefits.

Our one real gripe, apart from the engine’s lack of low-down torque, was the notchy, long-throw changes required of the six-speed manual ‘box. Not helping matters was the long-travel clutch pedal with its touchy friction point.

The CVT is definitely worth the additional $2500, offering smooth, seamless changes in normal driving conditions, although paddle shifting was the preferred mode for ensuring the ideal gear during faster, twisty sections.

A question mark also hangs over the stop-start system, after some issues experienced during our first drive. Despite numerous attempts the system was reluctant to activate on more than one occasion when coming to a standstill, in the CVT-equipped XV we drove.

Fuel economy was a mixed bag, from 11.5L/100km during a particularly demanding leg of the drive route where the free-spinning engine was asked to work extremely hard up some steep inclines. A stint in the manual, on a less demanding but equally curvy section, was slightly better at 8.5L/100km. Highway driving got it down to 7.5 -- closer to the official combined figure of 7.0.

According to Akihide Takeuchi, the XV's project leader, Subaru used Volkswagen as the benchmark when developing the latest XV – and it shows. Although not quite up to the Tiguan’s level of on-road dynamics, refinement and interior finish, it’s not far behind.

The Japanese company has also hedged its bets with an edgy, eye-catching design that wouldn’t look out of place on a trend-setting Kia or Hyundai wagon.

It’s shaping up as a better year for Subaru…

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