2018 Subaru Crosstrek Road Test and Review

2018 Subaru Crosstrek driving hero ・ Photo by Subaru

The 2018 Subaru Crosstrek is all new. Really. Sure, it might look incredibly similar to the previous (first) generation, but underneath is a completely fresh platform. It’s the same base, incidentally, as the new generation of Impreza compact car that debuted for 2017. This is not inconsequential. The new shell is stiffer and stronger, giving rise to a noticeably more refined experience than the outgoing Crosstrek. This time, Subaru has endeavored to improve its sub compact crossover in various areas. This puts the company in an even better light than usual because the Crosstrek has remained a big seller despite the first generation's age. So it strives to be better just for the sake of it. Our test determines if Subaru has been successful.

Pricing

The 2018 Subaru Crosstrek starts with the base trim level, priced from $22,710. That’s only about $100 more expensive than the first-gen equivalent. The Premium trim starts at $23,510 and the top Limited trim begins in at $27,210. To put those figures into perspective, the 2017 Honda HR-V (one of the big players in this field) starts at $20,305, but all-wheel drive — standard on the Subaru — costs extra on the Honda. Furthermore, selecting AWD also means upgrading to the HR-V's continuously variable automatic transmission, bringing the initial outlay to $22,405. The Crosstrek also enjoys a more powerful engine.

Photo by Subaru

Equipment

All-wheel drive is standard in every Crosstrek. The basic transmission is a six-speed manual, standard on both the base and Premium trims. The CVT automatic transmission is newly optional on the base model, which also comes with 17-inch alloy wheels, rearview camera, 6.5-inch touchscreen, cloth upholstery, Bluetooth and Apple CarPlay/Android Auto smartphone integration. 

The Premium version adds touches like a sound-insulated windshield, automatic headlights, and a leather-wrapped steering wheel. The Limited brings some advanced driver aids, a power moonroof, and 18-inch alloy wheels. Options include a premium Harman Kardon audio system, LED headlights and an 8-inch dashboard display.

Photo by Subaru

Special Features

The Crosstrek is not a bonafide off-roader, given its lack of skid plates to protect the underside. However, with the automatic transmission, it does have an X-Mode feature that provides computer-guided control on slippery surfaces and steep inclines. There's also an advantageous 8.7 inches of ground clearance. Towing is not recommended for some rivals, but the Crosstrek can pull up to 1,500 pounds. The standard-issue roof rails can also handle 150 pounds, although the crossbars are optional. Subaru also offers Starlink, an array of features that include emergency assistance, automatic collision notification, remote lock/unlock and a stolen vehicle recovery service.

Photo by Subaru

Engine and Fuel Economy

Subaru is famous for its flat-four engines, known as boxers. Instead of arranging the four cylinders upright and in a row, Subaru configures them as two horizontally opposed pairs. The advantage is that the engine can be mounted lower in the vehicle, which in turn benefits the center of gravity and handling characteristics. The 2018 Crosstrek has a 2.0-liter unit, like the old model, but 80 percent of its components are new. Output is 152 horsepower and 145 lb-ft of torque. We said this was more than the Honda HR-V, but it’s still weak. However, the upshot comes with fuel consumption. With the manual transmission, we’re looking at 23 mpg city, 29 mpg highway and 25 mpg combined. The CVT version improves to 27/33/29 mpg.

Photo by Subaru

Interior Design

For a subcompact crossover, the Crosstrek's packaging is smart. Thin A-pillars and B-pillars, plus quarter windows at the fore and aft of the side glass areas, contribute to excellent outward visibility and a sense of airiness. The dashboard is tidy and functional, but it's otherwise unremarkable except for the line that sweeps around from one corner to the other. The quality of the materials is a step above Subaru’s former offerings. The only real disappointments are the sunshades. They seem unnecessarily small and don’t extend when pulled to the side. Surely they haven’t been victims of cost-cutting since the savings can’t be that significant.

Photo by Subaru

Exterior Design

The influence of the first Crosstrek is strong in this one. With respect, Subaru is not the kind of car company to flaunt its design skills in the same manner as, say, Audi. If the previous Crosstrek proved popular looking the way it did, then the company was disinclined to mess with the formula. Anyone who liked the look of the first Crosstrek but was waiting to buy the new version won’t suddenly be put off by the styling. Perhaps the most noticeable changes are the taillights. Sleeker units have replaced the old square versions. But there’s also a bit more swoosh to the character lines along the flanks. Oh, and the model's iconic orange paint job is available once again.

Photo by Subaru

Comfort and Cargo

With an adult male of average build ensconced in the driver’s seat, someone of the same size will be absolutely fine seated behind him. Passenger room is generous enough for people to forget they’re in a subcompact crossover. The front seats have unusually firm headrests; the rear seats’ headrests are much better cushioned. And the fronts could use a little more lower back support. The tailgate’s aperture is four inches wider than its predecessor's, thanks to those new 2-piece taillights. It makes things easier to stow. There are 20.8 cubic feet of space behind the rear seats, which fold flat to create a maximum of 55.3 cubic feet. That’s a 2.9-cubic feet improvement over the old Crosstrek, but the Honda HR-V is roomier still.

Photo by Subaru

Safety

The 2018 Crosstrek is too new to have been crash-tested just yet, but the previous model earned the maximum five stars overall from the National Highway Traffic Safety Administration and ideal ratings of Good from the Insurance Institute for Highway Safety. Considering that the new Impreza on which the Crosstrek is based achieved even better scores, this model should be no problems replicating those ratings. Meanwhile, the intelligent all-wheel drive system uses torque vectoring for stable cornering, sending power to whichever wheels have the best traction at the time. Optional safety equipment includes adaptive cruise control, blind spot monitoring with rear cross-traffic alert, steering-responsive lights and even automatic braking when going in reverse.

Photo by Subaru

Performance

We recommend the CVT automatic transmission over the standard manual. Subaru has increased the ratio at both extremes, so compared with the old Crosstrek, there’s a little more throttle response at low speeds and better fuel economy at higher speeds. That said, the lack of power that plagued the first-generation Crosstrek persists in the new model. Overtaking moves take a lot of planning by a super-cautious mind. Just pulling away from the line can sometimes be frustrating. Subaru doesn’t give a zero-to-60-mph figure, but a watch’s big hand is probably sufficient as a timer. Subaru uses turbocharging in the Forester, its next-largest crossover. Yet no such thing is offered even as an option. Here’s an idea: a separate trim level with a turbo engine. Call it the Crosstrek Sport.

Photo by Subaru

Final Thoughts

On our test run with a CVT model, we averaged 33.4 mpg without even trying. It was an enjoyable drive, with a refined ride quality that is a clear improvement over the old model. Sound insulation has also been improved — we only became aware of road noise with the larger wheel/tire combination. It’s no wonder these smaller crossovers are selling so well. They’re often the ideal size and come with plenty of current technology (when the budget allows). We could gripe a little more over the engine’s underwhelming output, but this is hardly a class overflowing with horsepower. Overall, the 2018 Subaru Crosstrek is a fine addition to the game.

Photo by Subaru