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Subaru XV L 2012 review

EXPERT RATING
7

Be it an homage to Roman numerals, or an acronym from the adult film industry, the smallest of Subaru's new SUVs is leading the brand's showroom charge for 2012. 

Team with a new Impreza sibling, the XV (once a variant within the Impreza range but now a model in its own right) has been pumped up with ground clearance and a sterner look. 

We've spent time in the L six-speed manual middle child, followed by a week in the base-model, albeit fitted with the CVT with a six-step manual-change mode. 

VALUE

This is one of the XV's selling points, although it doesn't fight the pricepoint war with a 2WD model - it starts and finishes with all-wheel drive priced from $28,490, with the CVT adding $2500 to the ask. 

Standard fare includes the striking 17in alloy wheels, roof rails, fog lights, wheelarch flares and roof rails to differentiate it from the Impreza hatch. 

Inside, the cabin materials feel a little more upmarket, as does the features list - a super-informative trip computer, steering wheel (audio, cruise, phone and trip computer) controls, climate control, USB and Bluetooth (phone as well) connection for the decent six-speaker sound system, a reversing camera (displayed in the dash for the base model or on the satnav screen in the L), cruise control, power windows and mirrors. 

The CVT also gets paddles for the six-step manual change within the CVT - which actually holds in a "gear" as well, unlike some alleged manual shift options. The $31,990 L adds a leather-wrapped steering wheel and gearshift, dual-zone climate control, satellite navigation (with Handsfree SMS read functionality), a sunroof,  sliding centre console (which is largely useless) and rear "privacy" tinted windows for shy back-seat passengers. 

TECHNOLOGY

While the outputs and capacity are unchanged at 110kW, 196Nm and two litres, the engine is third-generation flat-four boxer engine with variable valve system, lighter-weight engine components and a longer stroke to improve fuel economy.

The outputs aren't going to set segment benchmarks but the emphasis is more towards fuel economy. The aims for better fuel economy are also assisted by the addition of Stop-Start - which Subaru says on its own is worth about five per cent in the chase for better fuel economy.

The trip computer showed 8.6 litres per 100km after our stint in the manual; the number on the trip computer at the end of our week in the CVT was 9.2. +For boffins looking for information overload, the trip computer information display gives all manner of other data - some of it even useful - including how much fuel has not been wasted idling at the traffic lights.

Our fortnight's tally was 986mL, all without making much of an effort, but the system also shows what's going on with the drivetrain - if you need that as the driver then perhaps you need to pay more attention to what you are doing, but it might keep passengers amused, or concerned.

DESIGN

The new-look Subaru small car's are dominated by a new snout and "hawkeye" headlights, as Subaru calls them, but it's got a more muscular look to it. The cabin is surprisingly roomy and comfortable for leg and head room front and rear, with a better feel to the cabin materials and no shortage of features. 

The quality feel of the cabin is only marred by a lightweight feeling to the doors, which don't close with the same sort of thud that some previous Subarus have managed. 

SAFETY

Subaru has - until the new test regime possibly alters this - a range-wide five-star ANCAP safety rating and the XV has seven airbags (including a driver's knee bag), front seatbelt pretensioners and load-limiters and a reversing camera.

It also has what Subaru calls the Vehicle Dynamics Control system - encompassing stability and traction control, anti-lock brakes with electronic brakeforce distribution, hill start assist (in the manual) and a brake-assist traction control system that works like a limited slip diff.

DRIVING

There's no turbos here and that's a shame for anyone looking to play rally driver in the back paddock, but the XV is more, it seems, about getting dirty in a more sedate fashion. First and foremost, the two litre engine is not going to bother the traction control much away from standstill, thanks to the all-wheel drive system and the sedate flat-four. 

Keep it in the top half of the tacho and a brisk pace can be maintained, but don't expect bucketloads of torque down low. The six-speed manual can be a bit vague and it's not hard to miss a gate or get the wrong gear - it becomes less of an issue with familiarity but the action could be cleaner.

The CVT is better than some other transmissions of that type previously sampled - it takes more throttle and steeper inclines to make the engine revs "flare" and it has a more direct feel (for a CVT) as well.

The ride quality decent and the handling is composed, on sealed or unsealed surfaces - with 220mm of ground clearance it's also able to clamber over a bit more stuff than your average soft-roader, although there's no low-range transfer case.

The manual model uses the old-school mechanical centre diff  with a viscous limited slip set-up that has a 50/50 torque split, while the CVT has an active torque split system that is constantly variable - having owned several Subaru all-wheel drive vehicles I have a personal preference for the mechanical system that doesn't have to react, but the active torque split systems are getting better.

Bootspace is listed as 310 litres, rising to 741 if the back seats are folded - it's not the biggest boot in the class and the boot floor set-up covering the (sadly) temporary spare is a little cumbersome and intrudes on useful space.

The stop-start fuel saver system is largely unobtrusive, working well enough with both the manual or automatic - it's subtle enough to work with differing brake pedal pressure (not just having the foot on or off the pedal). 

In the manual it needs the foot off the clutch pedal and in neutral, which doesn't always amount to a quick getaway from the lights if you're daydreaming. In the CVT model it's quicker but not as smooth - when releasing brake pedal pressure, there's some inching forward as pedal pressure is reduced, but on the whole it's a useful system.

VERDICT

The old Impreza range had been left behind in terms of transmissions a little, but the new models have caught up and time will tell if the CVT route is the best course. It's a sharper-looking and value-for-money package that won't pin your ears back but will impress for economy, space and features and breadth of ability.

Pricing guides

$14,888
Based on 136 cars listed for sale in the last 6 months
Lowest Price
$6,999
Highest Price
$20,990

Range and Specs

VehicleSpecsPrice*
2.0i 2.0L, ULP, CVT AUTO $14,300 – 18,810 2012 Subaru XV 2012 2.0i Pricing and Specs
2.0i-S 2.0L, ULP, CVT AUTO $14,080 – 18,480 2012 Subaru XV 2012 2.0i-S Pricing and Specs
2.0i-L 2.0L, ULP, CVT AUTO $13,970 – 18,370 2012 Subaru XV 2012 2.0i-L Pricing and Specs
EXPERT RATING
7
Stuart Martin
Contributing Journalist

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Pricing Guide

$6,999

Lowest price, based on 134 car listings in the last 6 months

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Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication.  Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.