Ford Tourneo Custom vs Subaru Crosstrek

What's the difference?

There’s absolutely no doubt that the van-based people-mover has some distinct advantages over a three-row SUV. The rear seat is bigger, access to it is far better and there’s more luggage space even when all eight seats are occupied. But the Tourneo goes a step or two further with the sliding, swivelling seats that make it one of the most practical and flexible interiors on the market.

True, the driving experience is a bit alien at first, but it’s a case of different, rather than worse. Meantime, the ride is excellent and the performance and economy from the turbo-diesel driveline are both absolutely spot on for this vehicle’s intended purpose.

And perhaps that’s the metaphor for the whole thing: By not trying to be something it’s not, and concentrating on what it needs to do, the Tourneo emerges as a bit of a quiet achiever.

As we said earlier, this type of vehicle concept is never a sure-fire proposition. Parcel vans converted to passenger duties haven’t always worked out. This time, though, it’s different.

The Crosstrek is good to drive with great ground clearance and an excellent all-wheel drive system for light off-road adventures. I’m also a fan of the styling and features for the money. But The letdowns comes in the form of limited boot space and cabin storage, a short warranty and pricey servicing. Still, it’s great to see Subaru has updated the car's safety systems, the most important part of any car.

Perhaps the biggest revision of the successful Transit Custom formula needed to make the leap from FedEx to Brady Bunch has been to the rear suspension. Where the Transit uses a leaf-sprung arrangement, the Tourneo has switched to coil rear springs. These technically offer much greater ride comfort at the expense of some load-carrying ability. Which is fine, even if your kids are the bigger variety.

The move to powered sliding side doors is a welcome one, but I found out the hard way that the doors will still open a fraction if you push the button while still travelling at low speed. Not sure why that would be, but at least the buttons in question are up front in Adult-Land, not within reach of you-know-who.

The reality is, too, that the Tourneo is destined to run with the air-con on any time you have bodes in the back. That’s because – like a lot of van conversions – there’s no opening side windows beyond the tiny, hinged windows that open an equally tiny amount. This has more to do with the Transit’s basic structure than any desire to oxygen-deprive the young `uns, but as any parent knows, a supply of fresh air on the move is sometimes the only thing between a happy day out and a clean up in Aisle five.

While SUVs tend to come in either a tall and boxy or coupe-like shape, the Crosstrek has a uniquely sleek and sporty wagon look that has stayed much the same over three generations.

Also while the Crosstrek competes with the Honda HR-V, Hyundai Kona, Mazda CX-30 and Toyota Corolla Cross the Subaru is the most off-road suitable thanks in part to its high 220mm ground clearance

As if to signal those adventurous aspirations the Crosstrek has a more rugged appearance with robust-looking plastic guards and chunky roof rails.

Inside the Crosstrek looks so much the same as most other new Subarus it's hard to work out which one you’re in. The materials are dark and soft, there is not much in the way of glitzy trimmings but there’s a high quality feeling throughout. 

Here’s where a vehicle like this stands or falls. Because if something like a Tourneo can’t cope with lots of people and their luggage in a single bound, then there’s really not much point to it, is there? I mean you’re not going to buy it for its sporty looks or supercar dynamics, so unless it works brilliantly as family transport, it’s kind of dead in the water. Fortunately Ford seems to have got it right. Mostly, anyway.

That starts up front where the two front seats feel like they’re metres apart. In reality, this huge gap forms a walk-through function for getting access to anything or anyone misbehaving in the second or third row of chairs. But you can’t help wondering what if… What if Ford had ditched the stubby centre console and added a third front-row seat? Wouldn’t a nine-seater be better than eight?

But the seats themselves are comfy and the high-and-mighty driving position gives plenty of vision in every direction. With one exception. And that is when you’re pulling out of a side street on to a main road and need to see what’s coming from the left. Depending on the angle you’re on, the fat frame of the pop-out side window (in the sliding door) becomes a blind spot, especially for taller drivers.

There’s nothing irretrievably wrong with the way the controls are laid out, but they will take some acclimatisation. That goes for the menu system on the touchscreen as well as the column-mounted shifter wand which is about the same size and shape (and in the same place) as a conventional indicator stalk. Tip the lever accidentally and you’ll wind up in neutral, wondering what just happened. The manual-shift mode is also fiddly to use and paddle sifters would be vastly better. Most won’t bother anyway.

The front cabin is home to a shallow lidded bin in the centre console, a deeper bin below that and a couple of charge points. There are also cup-holders in great spots up high in the corner of the dashboard, a shelf across the top of the dashboard and no less than two gloveboxes (the top one is pretty shallow) thanks to moving the passenger’s airbag into the roof lining. Both front doors also feature bins and storage nooks but there’s a fair bit of hard plastic on show, surely a legacy of the Tourneo’s parcel-van DNA.

The Tourneo’s party trick is the way both the second and third rows of seats can be slid to almost any point on a pair of tracks in the floor. The move is simply accomplished via a lever at the front or a rip-cord in the back of the seats, and all three centre-row seats can be moved individually (the third row is split 60:40). The upshot is that you can have all three rows bunched together for a large luggage space, or the rear row pushed right back to form a rear row with huge legroom. Don’t need all eight seats? How about a second row with the two outside chairs in place and the centre one folded forward to expose a work-surface with built-in cupholders.

But it gets even better, because individual seats can be removed to suit the weirdest of loads and the second-row seats even swivel 180-degrees to form a loungeroom on wheels. The kids will be begging you to take them for a drive in this thing.

The seats fold forward, but they don’t tumble. They don’t need to really, and they don’t fold into a bed either. But if you fancy camping in the Tourneo, you can remove both rows of rear seats for a huge flat floor.

The second row is home to storage bins in each sliding door (yes, a door on each side) a pop-put window that opens only about 40mm, temperature controls, air vents and reading lights. The third row, meantime, is not only easily accessed provided the second row isn’t slid all the way back (at which point you wouldn’t be using the third row anyway) but the good news is that the rearmost seat itself is basically three bucket seats with the same comfort levels (high) as the second row. There are also reading lights and a pair of phone pockets and cup-holders in the last row, too. Only the way the track system works and the shape of the seat base means that foot-room is limited to an extent.

With all three rows in place, but pushed as far forward as they can go, there’s a long load area of up to 725mm. But you can also push the second and third rows all the way back and have a cargo area 2622mm long behind the front seats. Maybe the van DNA is a good thing after all.

With all eight seats in place, there’s a minimum of 673 litres of luggage space which can be expanded all the way to a monster 4683 litres with the second and third rows removed.

There’s also a 12-volt power socket and a lighting system in the back, too, although while the side doors are automatic, the tailgate is manual. And you’ll need plenty of real estate to open it, too. Even tall folk will hit the button to open the tailgate, start the strut-assisted opening and then take a step or two back to allow the huge tailgate to rise without clobbering them. An automatic tailgate where you hit the button and run away to a safe distance would be much nicer.

The Crosstrek is a small SUV but its low and sleek shape doesn’t do it any practicality favours in terms of exiting and entering or storage in the boot.

Boot capacity is 291 litres which is very small compared to its rivals which have capacities closer to 350 or 400 litres.

People space inside, however, is good, and even for a tall (189cm) person like me there’s plenty of space up front and behind my driving position.

Storage space is passable with three cupholders and thin door pockets and a decent-size console bin.

Given the Crosstrek’s adventurous intent, the cabin should be more reflective of that rugged aspiration.

The Crosstrek range is divided into three petrol variants and two hybrids. With a list price of $43,990, our test Crosstrek 2.0S sits at the top of the petrols and second from the top of the line-up under the Crosstrek AWD Hybrid S flagship.

Standard features on our 2.0S include 18-in alloy wheels, roof rails, LED headlights and tail-lights, dual-zone climate control, push-button start, proximity unlocking , 10-speaker audio, wireless phone charging, Apple CarPlay and Android Auto, an 11.6-inch media touchscreen and leather-trimmed seats.

If you’re looking to save a few thousand dollars the 2.0R is almost as well equipped. 

Is it worth stepping up to the hybrid? Not in my opinion. The hybrid is the 'mild' kind and doesn't offer a great deal in terms of real-world fuel savings. You can read more on fuel efficiency below.

Because the platform is (mostly) borrowed from the Transit Custom, you get the same driveline. That starts with a 2.0-litre turbo diesel, good for 125kW of power and a useful 390Nm of torque. It drives through a conventional eight-speed automatic transmission and then to the front wheels as a means of keeping the load floor as flat and low as possible.

Ford claims a 2500kg towing capacity with a braked trailer, but on a wet road or damp boat ramp, that’s really going to test the limits of the front wheel’s grip which can be overcome even in the dry if you’re too hasty with the throttle.

The biggest engineering change in the move from Transit Custom to Tourneo has been the switch from leaf springs on the former to coil springs and an independent suspension on the latter. This is all in the name of ride quality and recognises the fact that the Transit will often be called on to cart heavier loads than eight humans.

The Crosstrek 2.0S uses a 2.0-litre, four-cylinder, horizontally-opposed 'boxer' petrol engine which makes 115kW and 196Nm. A continuously variable transmission (CVT) with eight 'speeds’ isn’t the most exhilarating automatic but all Subaru now use CVTs.

The boxer engine has advantageous in terms of a lower centre of mass and helps deliver better driving feel thanks to more adept handling. Boxer engines also sound better to my ears with their throaty burble.

Ford quotes an official combined fuel consumption figure of 7.4 litres for the Tourneo. Over a few days of running in a pretty broad mix of urban and country work, we saw an average of 8.6 litres per 100km which is still pretty good for a vehicle of this size.

With the standard 70-litre fuel tank, that gives the Tourneo a theoretical combined range of around 900km between fills, but the real-world number says closer to 800km is more realistic.

Don’t forget, either, that running costs will be a little higher than some diesels, as the Tourneo requires AdBlue at regular intervals, in line with its Euro 6 emissions levels.

The Crosstrek 2.0S's combined cycle (urban/extra-urban) fuel consumption is 7.2L/100km which aligns closely with our real-world test average of 8.7L/100km returned over mainly urban and city driving. That’s not bad, but given the price of fuel as well as the availability of EVs and excellent hybrids from other brands the Crosstrek is seriously behind the times.

Yes, yes, there is a hybrid Crosstrek, but it’s a mild-hybrid and the electric motor doesn't drive the wheels and doesn’t save much fuel. The hybrid Crosstrek has a claimed combined cycle consumption figure of 6.5L/100km, so there’s not much difference between the efficiency of the two. When you consider the price premium you need to pay it’s not worth stepping up into the hybrid.

If you haven’t driven a one-box van for a decade or more, you’re in for a treat. Just like the Transit Custom on which this car is based, the Tourneo represents a different experience to that of a conventional car or SUV, but one that is not without merit.

For a start, you sit very high which means a great view out across the traffic. And while the driving position is a little less laid-back than a modern car, once you get used to the almost square steering wheel, neither is it the dreaded sit-up-and-beg of older van designs.

The four-cylinder engine doesn’t make the Tourneo a fast vehicle, but it does give it lots of flexibility thanks to all that turbo-torque being available from just off idle. The eight-speed transmission helps, too, but the real surprise is just how quiet the Tourneo is when on a cruising setting. In fact, it’s almost uncanny how such a big, empty metal box could be so silent, but beyond a little tyre noise on coarse surfaces, the Ford pulls it off. As a result, it’s very relaxed and effortless feeling at freeway speeds.

The other surprise is how good the ride quality is. By swapping the cargo van’s leaf rear springs for coils, the Tourneo suddenly displays a very good match between the front and rear axles in terms of how they work to absorb bumps. You do still get some of the front-seat sensation that you’re sitting over the front axle, but it’s not terrible and the reality is that you simply sitting closer to the axle, not right over it.

For many drivers perhaps the over-riding impression will be of the vehicle’s external size. And, yes, it’s a long and wide piece of equipment, but at least the boxy shape means the corners are easy to place and the huge glass area and driver aids like parking sensors and blind-spot warnings help a lot in the daily cut and thrust.

Things are also improved by the fabulously small turning circle of 10.9m kerb-to-kerb (courtesy of the Transit’s role as an inner-city delivery van) that gives an agility the looks don’t suggest. But there’s a sense that the Tourneo is a little wider in the rear track than the front, as you’ll sometimes find the inside rear tyre finding the lips of roundabouts and suburban gutters.

I’ve never met a new Subaru that wasn’t good to drive, apart from that time a friend sent me his 30-year old Brumby minus brakes. But even that was fun, until it was time to stop… Anyway, in my view the Crosstrek is better than its rivals in multiple areas except one, which I’ll get to in a moment.

The Crosstrek 2.0S is comfortable to sit in and its ride and handling balance is exceptional for a vehicle in this class. Honestly, the ride quality, body control and steering outshines the HR-V, Kona, CX-30 and Corolla Cross in my view.

A big call out has to go to the Crosstrek's all-wheel drive system, which is exceptional. I have tested this vehicle in some pretty adventurous settings and the kind of terrain it can devour would frighten its rivals.  

But the one area that lets the experience down is the CVT auto. I feel this way about this type of transmission in any car and I’m not alone. CVTs provide smooth acceleration and deceleration but if you’re hoping for an engaging, sporty experience you’ll be left wanting.

That said, my wife also drove the car and thought it was perfect for city traffic. And I agree, it’s just on the motorway where you might notice the lack of oomph when overtaking.

Visibility is good and you sit quite high for a little SUV. That small size makes it easy to park and manage in the city’s tighter spaces.

Part of the reason we're testing the Crosstrek is because it was updated with more safety tech and equipment towards the end of last year. This safety boost means the Crosstrek continues to boast a maximum five-star ANCAP rating.

The big change was to the 'Eyesight' sensor system with better traffic sign recognition and enhanced AEB systems. An emergency vehicle stop system has also been added to bring the car to a halt if the driver becomes unresponsive.

The rest of the Crosstrek’s features carry over including AEB, lane-keeping assistance, front and rear cross-traffic alert (with braking) and blind-spot warning.

For child seats there are two ISOFIX points and three top tether anchor mounts across the second row.

There is a spare where but it's a temporary type which will get you to a repair place.  

Ford offers its standard five-year/unlimited kilometre warranty on the Tourneo. Five years is fair enough, but can’t match the seven years or even more that some of the competition offer. It‘s worth noting, however, that the warranty does match many of the makes and models that will be the Ford’s natural enemies.

Service intervals are 12 months or a very long 30,000km, but it’s unlikely many families will clock up 30,000km in a 12-month period, anyway. There’s no word on capped-price servicing yet, but the mechanically similar Transit Custom has a service plan that limits the cost of each of the first four services to around $500.

The biggest additional running cost for the Tourneo will be the AdBlue additive to control emissions. How frequently you need to top up will be determined by what type of driving you do.

Subaru’s five year united kilometre warranty is becoming less appealing as other brands offer seven or even 10 years of coverage. 

Servicing is recommended every 12 months/15,000km and a capped schedule is pricey relative to its competitors at more than $2400 over five years or about $400 on average per service.

The brand is represented by a long-established and stable network of close to 130 dealers covering metro, rural and regional locations across every state and territory.