By on February 13, 2017

2017 Subaru Crosstrek 2.0i Limited

2017 Subaru Crosstrek 2.0i Limited

2.0-liter flat-four, DOHC (148 horsepower @ 4,200 rpm; 145 lb-ft @ 4,200 rpm)

Continuously variable transmission, all-wheel drive

26 city / 33 highway / 29 combined (EPA Rating, MPG)

9.1 city / 7.2 highway / 8.2 combined (NRCan Rating, L/100 km)

25.6 mpg [9.2 L/100km] (Observed)

Base Price: $22,570 (U.S.) / $26,770 (Canada)

As Tested: $28,965 (U.S) / $34,070 (Canada)

Prices include $875 destination charge in the United States and $1,775 for freight, PDI, and A/C tax in Canada.

The 2017 Subaru Crosstrek has the bad luck of living in the shadow of a vehicle that doesn’t yet exist. That phantom would be the looming 2018 Crosstrek, which borrows the new-for-2017 Impreza’s modular platform and, no doubt, enough technological, mechanical and appearance upgrades to make the old model look ancient overnight.

So, if you’re stuck living in northern climes and counting pennies is your idea of a thrilling good time, now’s a great time to sit back and wait patiently for a killer deal on the outgoing model. Because, replacement or not, it’s popular for good reason. And no, not just because of Subaru’s newfound status as the go-to conveyor of the nonconformist middle class.

With little changed since its 2013 model year debut, save for the elimination of the “XV” prefix, a minor 2016 facelift, and the disappearance of a short-lived hybrid variant, the Crosstrek enters the last year of its first generation with confidence. This jacked-up Impreza 5-door has a life ahead of it and a fan base behind it. Anyone who questions the reasons for the model’s popularity had best pack their bags, head north, and experience a month where it snowed at least every other day.

Yes, that aptly describes winter’s arrival, at least here at Casa Steph. Winter didn’t just come in like a lion — it came in dragging the bloody, desiccated corpse of a lamb in its jaws. The local weather guesser has yet to recover from my vitriolic tweets, the poor guy.

2017 Subaru Crosstrek Limited

So it was in appropriate environs that this Crosstrek, comfortably furnished in Limited trim, was put through its paces. While power, at 148 horsepower and 145 lb-ft of torque, doesn’t make it a standout in its class, the Crosstrek’s charm lies elsewhere. This a “right-sized” vehicle for countless people. It forgoes the boxy, generic body of a crossover, even though that’s the segment it calls home, preferring to give owners welcome ground clearance and a higher seating position in a package that’s visually still a car.

A growing chorus of brand die-hards have criticized Subaru for edging ever closer to the dreaded (but profitable) mainstream with each passing year, but the Crosstrek remains the brand’s oddest creation, especially when outfitted in one of several garish paint colors.

Think of it as the AMC Eagle for modern suburbanites.

The Crosstrek balances an impressive 8.7 inches of clearance — three inches more than the Impreza — while maintaining most of its sibling’s driving manners. A healthy helping of matte cladding along the lower body and wheel wells tells everyone that this used to be a regular car, at least, until it was called up for a special mission. There are sales at stake. Frankly, Subaru would have been stupid to not give its compact the Outback treatment.

This tester came equipped with Subaru’s Lineartronic continuously variable transmission, which remains one of the brighter lights in the CVT world. Besides some muted droning during acceleration, the gearbox puts down the 2.0-liter Boxer four-cylinder’s modest power with zero drama. A solitary complaint is the unit’s nagging delay after shifting into drive or reverse. Let’s hope engineers dialed down the lag in the next-gen model.

2017 Subaru Crosstrek Limited

The Crosstrek often cried out for more torque while slogging through deep snow, but a quick bump of the shift lever into Sport mode brought higher revs online via the paddle shifters. This vehicle definitely has a playful side — it’s like the mild-mannered coworker who leaps into action, surprising everyone, when the going gets tough. Propelled by Subaru’s symmetrical full-time all-wheel-drive system — an AWD system even your grandmother talks about — the Crosstrek powers through corners with authority, exhibiting little to no front-end plow, and found piles of traction wherever it looked. Hanging the tail out on a slick surface is an ever-present option.

In dismal conditions like this, most drivers don’t have a big, dumb grin plastered all over their face. Yet there I was, praying a friend would call up to apologetically beg me to drive them somewhere.

Launches performed on dry pavement — a commodity in short supply that week — felt unusually brisk. There’s four-wheel motivation to thank for that sensation. However, all that traction does nothing to stop the buffeting this raised vehicle experienced while driving at high speeds in strong crosswinds. I swear, someone rigged a sail up top.

Without question, the Crosstrek comes alive while playing in the rough, but it masks its all-weather prowess with an attractive, well-laid-out interior. Few things feel out of place, minus the traction control button forever blocked from view by the steering wheel. (It’s a button you’ll want to leave in the off position for those dumb grins.) The Limited trim brings leather to the table, and though the flat-looking front seats proved supportive and immensely comfortable, they could use better bolstering for hard cornering. Overall, it’s a cabin with few gripes. Kudos to Subaru for the blast furnace heater and its boot-melting BTUs.

2017 Subaru Crosstrek Limited

The premium feel of this top-zoot tester tricked down into driving dynamics, too. Steering, on-point and nicely weighted, is complemented by a firm brake pedal and more than adequate stopping power. The word “refined” comes to mind. Maybe this explains why Subarus have replaced Volvos in the driveways of those most likely seen at neighborhood association meetings.

As this tester added the optional technology package on top of the Limited’s already packed roster of gadgetry, convenience and safety items weren’t lacking. Keyless entry and push-button start, a nice-to-have feature that’s quickly become a must-have, joined a 7-inch multimedia display (up from 6.2-inch in lesser trims) and 4.3-inch multi-function display. The later feature contains enough ways of measuring fuel economy to make you feel like a scientist. As I’ve said before, people crave the opportunity to feel like a scientist.

They also want to feel immune from bad things, which is where the tech package’s driver’s aids come in. Subaru’s EyeSight pre-collision braking (with brake assist), adaptive cruise control, lane departure warning, and lead vehicle start alert join the blind spot monitoring and rear cross traffic alert already found on the Limited. Being able to adjust the radius of that safety cocoon was a welcome option.

For normal tech functions, the Crosstrek’s navigation system proved up to the test of finding a location without annoying the hell out of its driver. The home-grown Starlink smartphone connectivity also earned a passing grade from a bored test passenger.

Rear seat passengers (or as I call them, “steerage folk”) get off pretty easy. Legroom for a normal-sized person is adequate, and the top-tier trim allows those unruly backseat denizens control of heating and air conditioning settings. Sit up front if you want to torch the seat of your pants, though. Backseat drivers can’t have it all. Spoiled as they are already, they’ll soon be spoiled just a bit more. The already upgraded Impreza sedan and five-door gains an inch of wheelbase and an extra 1.5 inches of width, with rear seat passengers enjoying an extra 1.1 inches of legroom.

2017 Subaru Crosstrek Limited

The abbreviated cargo hold, which many might already find a little tight, stands to decrease in capacity for the coming model year (from 22.3 cubic feet to the new Impreza‘s 20.8). But hey, if the Outback Light doesn’t swallow your gear, you know full well the solution.

One wonders if the new Crosstrek Limited will make do with the same wheel pattern as base Touring models. While I didn’t mind this tester’s machined-look 17 inchers, the design doesn’t scream premium. “Limited” implies looking the part.

As for fuel economy, it wasn’t really a fair test. Non-stop heavy snow (and infrequent plowing), coupled with winter rubber, cold temperatures and — just maybe — a heavy right foot conspired to knock the Crosstrek off the wagon. Average fuel economy for the week, which included a couple of lengthy highway jaunts, rang in at 25.6 mpg, less than the model’s EPA city rating of 26 mpg. EPA-rated highway mileage is pegged at 33 mpg.

A pleasant summer test, performed among the flowers and grass and warm sunshine and pedaling hipsters, would surely bring that number more in line with official ratings. I’ll never know.

Getting into all of this semi-premium convenience and capability means a buyer must part with $28,965 (U.S.), after delivery and options. That’s $6,395 above a base Crosstrek’s $22,570 starting price, which includes the same engine, all-wheel-drive system and suspension, but adds a gadgetry void and a five-speed manual transmission. It’s also nearly $2,500 more than the price of a base Outback 2.5i.

If you can live without the cocoon, there’s larger (or cheaper) alternatives to be had. If you can’t, well, just don’t expect to be the only person on the block with the technology. Or a Crosstrek.

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61 Comments on “2017 Subaru Crosstrek 2.0i Limited – You’re the Warrior Now...”

  • avatar

    It’s not only a hatchback; it’s what every hatchback should be (except for drivetrain).

    • 0 avatar

      What do want OMP?

      I-4, Hybrid?

    • 0 avatar

      OMP, check out prices on lightly used Prius Vs right now. I was floored. A genuine Toyota J-VIN car with at least some inkling of old school j-car velour of yore, roomy unobstructed front seating area, all for about $13-14k for a low mile 3/4 year old unit. Drive it until the next gas crunch and sell it for barely less than you bought it for.

      • 0 avatar

        Smart man.

      • 0 avatar

        Yeah, gtem, I love the Prius V and would think hard about a CPO. It’s a right-sizer for me.

      • 0 avatar

        gtem, I agree except for the last part: Why would you sell it during the next gas crunch? That’s exactly when you’ll want to keep it! It’s like when everybody says to sell your house when house prices get high. That’s fine, except you still have to live somewhere, and house prices will be high for the one you BUY, too.

        I have a friend who keeps buying Japanese CUVs. I keep recommending the Prius V because what they ostensibly want is cargo space. Of course, that’s not the real purchase motivation at all.

        • 0 avatar

          tony I’d be the guy buying the clean low mile SUV during a gas crunch when some desperate sob is dumping it. Catch the right point of the depreciation curve before the miles get too high on that Prius, and you could almost be driving for free through the cheap gas era. I guess I’m just a sucker for a good deal. My commute is short enough and I make enough that fuel costs don’t phase me too much.

          • 0 avatar
            Kyree S. Williams

            Yeah, I’m eyeing that Yukon XL Denali I’ll be buying in a couple of years, when gas is $5.00 a gallon.

  • avatar

    I have to confess…the Impreza I drove (a “Sport” wagon) had a certain agricultural charm.

    But $29,000 for a jacked-up version?

    No. F**king. Way.

  • avatar

    Think of it as the AMC Eagle for modern suburbanites.

    Yeah had ol’ AMC survived intact this is likely what the Eagle would have morphed into add TURBO and make a SX4 version? :-P

    Rang in at 25.6 mpg, less than the model’s EPA city rating of 26 mpg. EPA-rated highway mileage is pegged at 33 mpg.

    Forgive me sound like an old man, but that’s still pretty decent for what it is. Raised ground clearance AWD hatchback.

    However this is a vehicle you really have to LOVE to want. The Impreza is more practical (and cheaper), the Outback flirts with the price of this depending on trim level.

    Subaru gurus out there: With the new Impreza platform is there still a difference in the operation of the AWD system between the CVT and manual transmission models?

    • 0 avatar
      Pete Zaitcev

      Nobody knows yet.

      • 0 avatar

        I’m sure somebody knows.

        I know the AWD system for the manual trans models was 50/50 default split, the automatics were a 40/60 default split (40% to the front wheels/60% to the rear wheels), and the current CVT default is 60/40 with a FWD bias.

        Give me a choice for foul weather driving I’d take 50/50 with 40/60 following close behind – just because a RWD bias is so much nicer when weather is good.

        If they say 50/50 on the manuals that would be enough to make me choose the manual over the CVT.

        • 0 avatar

          I had to google this, b/c I had thought it was fwd biased in the autos, or at least it used to be. Then I went down a rabbit hole of forums and the answer seems to be “it’s complicated.” My scoobs are manuals, so I don’t know how to judge vs. the autos, but I have driven my mom’s Highlander in the snow and there is no comparison with the scoobs as far as traction. The Highlander was definitely a fwd car with a rear driveshaft tacked on.

    • 0 avatar

      Ah – the AMC Eagle. Way ahead of it’s time.

  • avatar

    I was perfectly satisfied driving my old dog-slow Vanagon Westfalia. The meager acceleration of my Geo Metro didn’t really grate on my nerves. I’m sure a new Crosstrek is quicker than my Audi 4kq or 5k were back in the day, as well as my ’90 Loyale wagon or ’02 Outback Sport.

    For some reason, though, the Crosstreks I test drove like one of those dreams where you can’t run, your legs are like molasses, and someone is chasing you. Painful. On paper, I’m sure it’s adequate, and my brain realizes that 10 seconds to sixty is pretty quick by historical econocar standards.

    Still, the test car felt like I was driving it through a foot of peanut butter with a clogged catalytic converter. Sheesh.

    I went back and test drove the car a couple of times, but I couldn’t get over the feeble engine. Something in the Crosstrek’s DNA amplifies the sensation of zero oomph. Can’t put my finger on it. But it was bad. I really wanted to like it.

    Form factor, though…love. Swap the 1.5T engine in from a Civic, the car would be great.

    I only drove CVT Crosstreks. Maybe the manual helps.

    Driving a Crosstrek with a few people aboard and the A/C running would have to be painful in city traffic, let alone in hill country.

    Despite my negative impression of the quickness of the car, I can see the appeal. I’m a sucker for wagony hatchy things. Maybe I could adjust to the weak sauce engine, I guess. Seems like such a shame they don’t put something decent under the hood, though.

    • 0 avatar

      I owned a 2013 Impreza. Worse, I traded in a 305HP STI for it. So I understand your comment about the molasses acceleration.

      That said, after a couple weeks I got the hang of the CVT and the Impreza started to feel moderately peppy, even fun. It takes a little practice to figure it out but once you do it’s a fine little car and the drivetrain is actually perfectly acceptable.

    • 0 avatar

      The hybrid really improves the responsiveness — not much more power but the torque curve is much flatter. My hybrid once had a glitch that caused the hybrid system to shut off. Without the electric boost it felt alarmingly slow to me in city driving. Luckily the problem, whatever it was, went away by the next morning. The hybrid price premium was definitely not worth it for the very minimal gas savings so I understand why the model was euthanized, but the in-town performance improvement was worth it to me.

  • avatar

    I liked to seat inside but switch gear is “chevy” quality

    • 0 avatar

      On that note, I’ve ridden in the back seat of a relative’s Crosstrek Limited several times, and I’d definitely categorize the leather as “workaday.” Mind you, I don’t think it’s inappropriate for the price point; as an owner I’d be perfectly happy with it, assuming it’s durable. I haven’t seen a fabric-equipped example, but I fear it would not live up to ’80s/’90s-sytle fabric that I miss. (I ding the whole industry here, not just Subaru.)

      I’d also categorize rear seat legroom as far better than adequate. Subaru seems to haven taken advantage of the wagonish-hatch body style by setting the rear seat relatively far to the rear. Rear headroom is good, but this is partly the result of the seatbacks being set at a near-gangsta lean. (I don’t think there’s a rake adjustment, though maybe I just didn’t find the handle.)

  • avatar

    Subaru should really spread the Forester’s 2.0 turbo mill to the XV and Outback. The H6 is neat sounding (and largely considered to be reliable), but generally underperforms in terms of both power and economy.

    Comparing the XV to Subaru’s own other offerings, I can’t see why someone would pick it over a Forester in terms of utility (price seems comparable), and the Forester gets a significantly torquier 2.5L NA motor to boot.

    • 0 avatar

      Crosstreks seem like the official vehicle of the masses here in Northern Michigan. They aren’t too expensive, handle the snow with aplomb, and are practical. One could say the same about a regular Impreza 5-door if one could find one in stock. It seems Subaru moved more production to the jacked up version which seems to deliver a LOT more margin.

      However, we found them pretty slow and noisy compared to the Forester which overlaps considerably in price. A lot of the choice comes down to styling. The Forester doesn’t offer the tonka truck styling or color options but is cavernous inside by comparison.

    • 0 avatar
      Steve Biro

      Exactly. I owned three Subarus (all of them Imprezas or Impreza variants) before I purchased my latest. I test drove the 2015 Crosstrek in July of 2015. It was a nicely equipped Premium model and I really liked the vehicle. Except for the 2-liter powerplant.

      The CVT came with paddle shifters and responded instantly to my commands. But all that did was generate a lot of fury under the hood with not a lot of motion. I can’t imagine what driving up an acceleration ramp onto a busy highway with four people on board must be like. Too bad. The Crosstrek is otherwise an excellent car..

      I bought a base Forester with 2.5-liter engine instead – one of the first 2016 models off the truck. For $1500 less than the 2015 Premium Crosstrek. Oh, by the way, I’ve put at least 100,000 miles on all of my Subarus and have never had a head gasket go, never burned oil and never cooked CV joints or boots.

      • 0 avatar

        “Oh, by the way, I’ve put at least 100,000 miles on all of my Subarus and have never had a head gasket go, never burned oil and never cooked CV joints or boots.”

        Congrats, many have been less fortunate. How have wheel bearings held up?

      • 0 avatar

        I’ll buy the head gasket and no oil burning, but I don’t think it’s physically possible to put 100k miles on a Subaru without cooking CV joints. It’s just a cost of Subaru ownership that they’ll go every few years.

      • 0 avatar

        The head gasket thing seems to be hit and miss and dependent on model year and engine and mileage. But literally every one of my many Subaru friends has had to replace CV joints, wheel bearings and some use a lot of oil with about 80-100K miles on them. They also go through sway bar bushings and ball joints here in Upstate, NY like candy and rust pretty bad underneath after about 5-6 Winters which of course starts to kill the expensive catalytic converter to exhaust manifold pipe, another rather pricey repair when it does go bad.

    • 0 avatar

      I agree with you that the Crosstrek makes no sense when the Forester is sitting across the showroom, often at a steep discount that makes it almost the same price. The cars sit on the same platform, but the Forester has far more room inside, and is faster as a nice bonus.

      But the masses here in Subaru-loving Seattle clearly disagree. People adore the Crosstrek here, especially in orange and nuclear green. I think they feel it doesn’t look as stodgy as a Forester.

      • 0 avatar

        The Forester is not the most beautiful thing ever, but compared to this? Stodgy or not, I would take the Forester.

        As an aside, how has the word “ugly” not yet been typed once by the author or commenters of this article?

  • avatar

    25.6 mpg is pretty good. I wouldn’t argue with that.

  • avatar

    I don’t want you testing the forward emergency braking but as more and more vehicles have the auto cruise and such, how about a little more detail on how well they work.

    I have the auto cruise with stop on my VW and actually think it works well for a moderately aggressive driver but would love to hear your thoughts on the ones you test.

  • avatar

    The Crosstek is the car that neither needs to exist nor deserves to exist. At base model, the Forester is a mere $900 more and the Impreza hatchback is $2,800 less. The Crosstek is designed and marketed as a “lifestyle” car and buyers pay a big premium for that either in more money over the Impreza or lost utility/space/power in the Forester.

    The loss of the WRX hatchback seems to be related to the introduction of the Crosstek as well – a serious loss to performance-oriented Subaru buyers who like to haul a little stuff once in a while.

    We bought a Forester, partly because it is available with the 6-speed manual transmission. The Crosstek only comes with the CV and the Impreza gets a 5-speed.

    I’m not saying the Crosstek is bad in any way, they are great cars at their price point and for the intended image and purpose they are a good buy in the market, but they don’t compete with the Impreza or Forester as a value proposition.

    • 0 avatar

      “The Crosstek is the car that neither needs to exist nor deserves to exist.”

      You need some help with Compliance. The rest of the country seems to scoff at your edict.

    • 0 avatar

      If customers want to buy the Crosstek it deserves to exist. Capitalism is funny that way. If value propositions dictated our vehicle choices the roads would be a dull place populated buy Versas, Prius clones, and base model pickups.

      • 0 avatar

        Hey, if someone wants to blow $29,000 on this thing, I’m not gonna stop him.

        But if I were going to buy this, I’d skip the Crosstrek and spend a LOT less on the more basic Impreza wagon.

        • 0 avatar

          Agreed. The Impreza is a great value, the Crosstek, not so much. But if people are willing to shell out a few grand for some cladding and a bit more clearance, I can’t blame Subie for taking their money.

  • avatar
    Peter Voyd

    “Steering, on-point and nicely weighted, is complimented by a firm brake pedal…”

    Complimented? Complemented?

  • avatar
    30-mile fetch

    Very very popular, Subaru nailed it. Not my cup of tea, though. I appreciate the admirable ground clearance and manageable size, but the powertrain is a real compromise and for not much more I could step up to a Forester and get a real engine and cargo bay.

    I don’t normally scoff at fully loaded economy cars, but something about patiently waiting for that 2.0 to wind up while being surrounded by leather, push button start, and a big touchscreen seems incongruous. Low- or mid-trim with the 5 speed manual seems more fitting.

    “Launches performed on dry pavement — a commodity in short supply that week — felt unusually brisk. There’s four-wheel motivation to thank for that sensation.”

    That’s an artifact of finally finding some dry pavement to launch from rather than any attribute of the car itself. With CVT this Subaru is Toyota-Yaris-4-Speed-Automatic slow. Nearly 4 seconds to 30mph. That makes every stoplight a chore.

  • avatar

    I tried very much to like the Subaru. Many up here in snow country. but the plethora of v belts and extensive/costly service requirements made Honda’s look like toyota’s. So i bought a rav hybrid and i think it will do anything a subaru will do plus get better mileage and require less service. I guess i just don’t see a good reason to buy a subaru with so many other good choices. I hate to have to take vehicles back to the dealer and that is what i see i would be getting into with a subaru. Nuff said

    • 0 avatar

      A RAV Hybrid is a fine vehicle, but don’t expect that on-demand AWD system to help much in the snow.

      • 0 avatar

        All on demand AWD systems are not created equally. From the reviews I’ve seen the RAV4 Hybrid system is predictive, not reactive and they can get away with giving the rear wheels all the torque they can handle any time since there isn’t a mechanical connection to wind up like other systems. If comparing it to a Subaru with the CVT I’d say the Rav4 will out perform it at pulling away from a stop or climbing a slippery hill if both have equal tires. The Subaru may have a slight handling advantage once you are up to speed as the maximum available torque from that electric motor will drop as speeds climb, however because it is powered separately in conjunction with stability control the Rav4 may out perform the Subaru.

        • 0 avatar

          Previous Toyota hybrid-SUV efforts have been let down by the very conservative ‘nannies’ that protect the motor from any excessive stress. That is, the rear wheels become inert all too easily after a bit of spin.

          My money would be on the Subie, CVT or not.

          • 0 avatar

            Sorry but there is no nanny trying to protect the rear motor in the Toyota, however there is the fact that available torque from an electric motor drops as it speed increases.

            The Subaru is the bottom of the barrel in winter performance period. Yes that test was bought and paid for by Toyota so the tests publicized are the ones in which the Toyota won but the fact remains that Subaru was in last place or very near across the board.

            The big question is why the Escape wasn’t shown at all, but I’m pretty sure that is because it probably beat Toyota in at least a few of the tests or at least matched it.

          • 0 avatar

            “Sorry but there is no nanny trying to protect the rear motor in the Toyota”

            I guess I’m speaking more generically of Toyota’s very obtrusive VSC system, that shuts down power early and often, instead of some kind of more intelligent functionality of braking individual spinning wheels to shuttle torque across the axle.


            “All-wheel drive is standard, but it’s a light-duty system. Some moderate snow and mud proved nearly too much for our test car, whose right wheels spun hopelessly while the left ones — which had far better traction — sat motionless. I was eventually able to coax the SUV out by rocking it back and forth. The regular Highlander has an all-wheel-drive locking mode to split power evenly between the front and rear wheels, which might help in certain situations (though not necessarily this one).”

            From your video with the non-Hybrid Rav4, the “bottom of the barrel” Forester was half a second slower to accelerate on a split traction surface. And them comparing stopping distances and such is wholly irrelevant to the AWD system, and everything to do with the factory tires that come on the car (and ABS activation threshold).

            Notably absent from these Toyota tests are any sort of hill climb.

            See here:


            Yes it’s Subaru propaganda of the same tier as the Toyota’s, but it is IMO a much more meaningful test of actual AWD system performance, and not crappy all season tires. The big differentiation of course was that unlike that half second acceleration difference, the contrast is much more stark: Forester climbed the obstacle, Rav4 did not. I do wonder if they engaged the Rav’s center diff lock (maybe not?)

            I’ll go one step further, here’s an unbiased source to either Subie or Toyota doing an acceleration test and a hill climb


            Guess who came out on top.

    • 0 avatar

      First time I’ve run across “plethora of v-belts” to describe one serpentine belt. Silly me. I learn something everyday.

  • avatar

    I got rid of a Subaru early, and a big reason was the road noise. Have they made progress with this? I felt like I was in a tin can. I couldn’t believe how tiring it was, just made me not want to drive it.

    Seemed an easy thing to fix.

  • avatar

    I had an orange 2013 one of these for 3 years. I loved the size, roominess, fuel economy, and how unstoppable it felt. It was fun to drive and got a lot of positive attention from onlookers, even a couple years in. But it was SO noisy. I occasionally take care of a child with special needs. Once when giving him a ride, he looked at me and said “why are there so many bumps?”

    Sounds like they may have fixed the noise problem mid-cycle. If so, it’s a great car if it meets your needs.

  • avatar

    My wife has one of these, a 2015 Crosstrek Limited. It’s a great car but the seats are incredibly painful for me! The lumbar support feels like it’s stabbing me in the back. NVH is reasonable for an economy car. Crosstreks are massively popular up here in New Hampshire where we have to deal with heavy snow and beat up rural roads.

  • avatar

    My friend’s brother has a 2016 Crosstrek with CVT. One thing that drives him nuts is the center console that slides for and aft with no way to lock it into place. Not sure if that is a design flaw or a problem only with his. I did a quick check but couldn’t find a way to lock it form moving for and aft. Am I missing something?

    The overall mileage with his sits at 25-26 MPG with about 75% suburban driving between cities. The stock 18″ rubber provides a rather firm noisy and thumpy ride and traction has deteriorated a bit with some tire wear now that he has 16K miles but it’s still rather good in the white stuff. The CVT is okay but none of us are very impressed with the 2.0 engine which is not very refined or powerful. Will be curious to see if his suffers any of the usual Subaru maladies that other friends have encountered when more miles accumulate.

  • avatar

    Not sure how a corpse can be bloody and desiccated, but any deal on the old model would have to be very good, to convince me not to hold out for the 2018.

  • avatar

    The best Subaru value by far is the Forester XT Premium. It’s the most diverse vehicle on the planet. The Subaru badge gives you the caché you need while shopping at the local farmers market, riding the kids to horseback lessons, and the occasional jaunts to do some social justice warrioring at (insert SJW cause here). With the XT badge, you get street cred from the flat brimmers, power to escape the suburban idiot masses on the freeway, and a modicum of driving pleasure from the power and upgraded handling and brakes. Couple all this with the versatility of the SUV/CUV platform…you have literally a Lord of the Rings vehicle…the one car to rule them all!

    I am going to annouce it here first…the Subaru Forester XT is the very first class (think gender) fluid vehicle on the market today!! Love, its what makes a Subaru, a Subaru!

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  • Adam Tonge
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