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Bangkok Post
Bangkok Post
Technology
RICHARD LEU

Subaru XV 2.0i-P (2018) review

The XV has been redesigned, but so mild is the evolution that buyers new to the brand probably won’t even notice it.

The XV could be considered as Subaru’s most important product at the moment for it is based around the popular SUV concept and is pitched at the lowest end of the brand’s crossover portfolio.

Sure, models like the WRX STI high-performance saloon are iconic and appeal to true Subaru fans.

But from a financial sense, manufacturers need relevant choices for the broader set of buyers to survive in the cut-throat business of making cars.

Not only did the XV provide Subaru the chance to gain trust from new costumers when it was initially launched some five years back, but it also actually stood out among the brand’s various models with a more universally accepted design.

That’s one reason why Subaru has wasted no time in building the XV in Malaysia so that it can grow its business in other Asean markets as well. Over the past years, the XV has helped the Thai Subaru office recorded sales in hundreds and not tens annually.

So whether Subaru decided to stick with super-evolutionary looks for the XV in second-generation form was due to marketing aspirations or financial constraints remains to be seen. Let’s not forget that this brand is a diminutive player both in Japan and globally.

Take a quick look at the new XV. It hardly looks any different than before. The side profile looks unmistakably the same, while the front end needs a true Subaru fan to settle the score of what has changed. Perhaps the most notable difference is the rear light design which now is wider. Nevertheless, many body parts are new, when viewed very carefully.

Jump inside the XV and familiarity continues despite this and that being newly crafted. The biggest change on the fascia is the insertion of a new infotainment screen that’s effective to use but a little uninspiring on the eyes, particularly with those bland-looking 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 used on the dashboard and door panels, although bits in some places aren’t put that well together.

Just like 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.

            All-wheel-drive is standard.

The boot floor in the XV may feel unnecessarily high at first sight, but it actually aids for 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 floorplan 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 helps for increase driving security on slippery roads. 

There’s a new so-called X Mode and hill descent control for more optimum control of the car during off-roading, made better with the reasonably high ground clearance 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 abilities.

Although the 2.0-litre petrol engine and CVT automatic transmission sound like carried-over items, Subaru is keen to point out that both of these mechanical bits have been upgraded. The flat-four Boxer engine gets direct injection to increase power from 150hp to 156hp, while the CVT’s manual mode has been upped from to 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 know-how, 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 down to marketing reasons.

The rival that comes closest to matching the XV’s non-turbo engine is the CX-5’s 2.0-litre petrol unit which equally needs to be 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 also reduces fuel consumption. Although we didn’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 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 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 it gets. 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.

Key changes inside include new infotainment screen; materials are nice but shoddily put together in some areas.
Seats are good to sit in, while space is just ample.
Non-turbo engine has to be worked at times.
Rear light design is biggest differentiator on the outside.
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