SUBARU Crosstrek 2021

Body, cabin and cargo space

A Subaru Crosstrek is a raised Subaru Impreza hatchback, trimmed to look more rugged. And an Impreza is a compact car, whereas most of the Crosstrek’s rivals are subcompact-based.

It shows in the interior: the Crosstrek, with the Honda HR-V and Nissan Qashqai, is one of the rare vehicles of its category that can accommodate a small family without too much compromise. Even with a front seat pushed back, there is enough room behind for an average-sized person. The cabin is too narrow to seat three abreast in the back, but the rear seat is a far cry from the park-bench-type seats found in some other entry-level crossovers.

The trunk is longer and especially wider than usual for the category. It helps compensate for the relatively low load height below the windows, which is characteristic of most Subaru’s. All models come with a compact spare, which is becoming increasingly rare in the industry.

Another good Subaru feature, the front seats are snug and nicely padded without sacrificing support. However, their short bottom cushions provide poor thigh support for tall persons. The excellent driving position with just the right elevation is handicapped only by a rather short centre armrest.

Most driving functions are accessed via simple, traditional controls, including three large knobs for climate control and even a good old emergency brake lever. Hard buttons mounted on the steering wheel and ceiling allow access to driver-assistance functions without having to resort to the trip computer.

There are all of three screens, two in the centre and one between the gauges, for driving information and infotainment functions. However, the information is not always where you’d expect to find it and you sometimes have to search for the right sequence. Also, the touch screen on our test vehicle had a tendency to freeze up and occasionally made its own choices of music, bypassing ours. We experienced similar problems with other recently tested Subaru’s, an indication that the programming needs work.

Other highlights

Finish: superior-quality materials for the category. Pleasing design and contrasting and matching colours. Impeccable interior fit. Paint is uniform, but sometimes fragile. Bumper cover mounts vulnerable to minor impacts.

Convenience: audio system is an improvement over Subaru’s traditionally poor radios but sound is still somewhat lackluster. Android Auto, Apple CarPlay, USB port and alloy wheels are standard. You have to move up to Touring trim, which costs $2,400 more than the base model, to obtain everyday features such as welcome lighting, a luggage cover and, especially, heated seats.

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Hill start assist
• Hill descent control (automatic transmission only)
• Front airbags
• Driver knee airbags
• Front side airbags
• Side curtain airbags
• Front seatbelt pretensioners
• Five adjustable or folding head restraints
• Whiplash-reducing front seats (standard, Limited Plug-In Hybrid; unavailable, other models)
• Rearview camera
• Front camera (standard, Outdoor; unavailable, other models)
• Blind-spot monitoring and rear cross traffic alert (standard, Outdoor, Sport, Limited and Limited Plug-In Hybrid; unavailable, Convenience and Touring)
• Forward collision alert with automatic emergency braking and pedestrian detection, lane departure alert with automatic steering assist, lane centering system, adaptive cruise control, and rear-bench passenger alert (standard with automatic transmission; unavailable with manual)
• Automatic high-beams and automatic reverse emergency braking (standard, Sport with automatic transmission, Limited and Limited Plug-In Hybrid models; unavailable, other models)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 4 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick

Visibility

Visibility is excellent, as with nearly all Subaru’s, because it is of utmost importance to the automaker. Expansive glass surface, relatively narrow roof pillars and big exterior mirrors are worthy of note. In this context, it is easier to forgive the absence of blind-spot monitoring on the two lowest trims.

Headlights: the curve-adaptive LED projector headlights on Sport, Limited and Limited Plug-In Hybrid versions received a top rating from the Insurance Institute for Highway Safety, with limitations noted on left curves. Halogen headlights on the other models rated 1/4 because of just-adequate performance and excessive glare.

Mechanical overview

With the exception of the BRZ coupe, all Subaru’s use one version or another of the automaker’s global platform. The second-generation Subaru Crosstrek was one of the first to do so, a year after the Impreza. The two vehicles are closely linked mechanically, with the Crosstrek receiving a few added features to underscore its sport-ute affiliation.

The X-Mode feature, for example, modifies the settings of the all-wheel drive, throttle and continuously variable transmission to enhance off-road driving performance. The Crosstrek also gets a very efficient hill descent control system, and its 22‑cm ground clearance is significantly higher than the overall average of the competition.

The double-wishbone rear suspension also is also relatively advanced, in a segment mostly dominated by simple torsion beams.

The full-time all-wheel drive system is another exclusivity among the subcompact SUV’s. On the manual-transmission models, torque is split equally between the two axles using a mechanical viscous-coupling centre differential. Automatic models are equipped with an electronic multi-plate transfer clutch system that transmits 60 percent of power to the front in normal driving. The front-to-rear torque split can vary up to 50-50 in case of loss of grip.

However, the big news on the mechanical front is the arrival of a 2.5-litre engine on the Limited and the new Outdoor model. It is the same four-cylinder Boxer engine used for years on the Forester, Legacy and Outback. Launched in 2019, the latest evolution includes direct injection and modifications to internal components designed to put a stop to excessive oil consumption.

The 2.5‑litre outputs 182 horsepower and 176 pound-feet of torque, respectively 30 and 31 more than the 2.0‑litre base engine. The 2.0-litre is the only engine listed for Convenience, Touring and Sport versions.

Those models still come standard with a six-speed manual gearbox. That makes the Crosstrek one of the last three-pedal four-wheel-drive crossovers sold in Canada. If you’re a fan, get one now while the option is still listed.

You will, however, have to pass on the EyeSight package. It includes most of Subaru’s driving assistance systems and is available only with the continuously variable transmission. It is a questionable decision by Subaru, since several automakers include such equipment on their manual models. But it won’t make much difference to the majority of buyers, who will be opting for the CVT automatic. Standard with the 2.5-litre engine, it offers a manual mode with eight simulated speeds on all but the Convenience model.

CVT models also deliver the best fuel economy, according to Natural Resources Canada, with a combined city/highway average of 7.8 L/100 km. The manual gearbox increases that to 9.4 L/100 km. It is interesting to note that the larger engine consumes only 0.2 L/100 km more gas than the 2.0‑litre automatic. Our springtime test delivered a real-life result of 9.3 L/100 km, which is marginally better than a 2018 Outback tested in the same conditions.

Driving impressions

To paraphrase an old Loto-Quebec slogan, 30 horses won’t change the world, but… it changes a Crosstrek! The added power of the 2.5-litre engine is especially felt when you merge onto the highway or pass on a two-lane road. The new engine makes such manoeuvres easy, whereas the 2.0‑litre requires more serious pre-planning.

The interior sound level is reduced, simply because the larger engine does not have to work as hard. It is really worth considering for people who regularly drive on a variety of roads. Still, the base engine is fine for city and suburban because of sufficient low-end torque and lively throttle action.

The continuously variable transmission serves both engines well in normal driving, responding promptly to throttle inputs. It mimics the functioning of a traditional automatic in heavy or moderate acceleration, avoiding overly long and noisy high revs. However, the simulated shifts can be jerky at times.

Road comportment is resolutely comfort oriented thanks to the relatively compliant suspension tuning. The very rigid structure provides an uncommonly solid and stable feel, for the category. It also ensures secure cornering, helped by the excellent full-time all-wheel drive system.

But contrary to Subaru’s claims with each renewed edition, body lean is still too pronounced in sharp curves. The steering isolates the driver from the road and displays vagueness at centre that requires frequent corrections at highway speed.

Without generating much passion, Subaru’s overall approach delivers a more tranquil, mature and conciliatory driving experience than the majority of other subcompact SUV’s.

Other highlights

Braking: pedal is now relatively firm with good bite, rather than spongy, compared to the former generation. Larger brake rotors than most of the Impreza’s to offset the extra weight of the Crosstrek. Short, straight stops.

Soundproofing: ride noise is audible but much better filtered than in the 2013-2017 models. 2.0-liter engine is noisy during acceleration. Wind whistle is well controlled.

Driving assistance: the adaptive cruise control does not decelerate too quickly when approaching another vehicle but is a bit slow to reaccelerate when the road is clear. Lane-departure alert is well calibrated. Lane centering system is sufficiently linear to be tolerable.