Welcome to our comprehensive 2024 Subaru Crosstrek review page, where we have collected all of our coverage of the 2024 Subaru Crosstrek, from the debut news and First Look Previews to our road tests: First Drives, Comparison Test and long-term test and road trip review. Here you’ll find everything you need to knoiw about the 2024 Subaru Crosstrek lineup and the new Wilderness model.
• 2024 Subaru Crosstrek unveiled, manual transmission no longer available
• 2024 Subaru Crosstrek shown at NY Auto Show with rugged Wilderness treatment
• 2024 Subaru Crosstrek is nimbler and easier to maneuver off-road
• Road Trip Review: 2024 Subaru Crosstrek
• Long-term Test Intro: 2024 Subaru Crosstrek Onyx
• Long-term Test Update: 2024 Subaru Crosstrek Onyx
• Long-term Test Wrap-up: 2024 Subaru Crosstrek Onyx
• SUV Review: 2024 Subaru Crosstrek Wilderness
Subaru unveils new 2024 Crosstrek, bins manual transmission
Chalk another one up to vanishing three-pedal options
Originally published Feb. 9, 2023 | by Matthew Guy
Heading into 2024, the third-generation Subaru Crosstrek will feature more tech, better performance — and fewer transmission choices.
That’s right. For the first time since the model appeared about a dozen years ago, the Crosstrek will not be available with a manual transmission. Instead, all trims will get a continuously variable transmission (CVT), marketed by the company as Lineartronic. Subaru promises ‘smoother and quieter’ performance out of this box, a commitment we plan to examine at the first opportunity.
Two engines will be on tap. Entry-level trims get a 2.0L four-cylinder mill producing 152 horsepower and 145 lb-ft of torque. Spendier models earn extra displacement, showing up in the form of a 2.5L engine delivering 182 hp and 178 torques. Some trims will feature paddle shifters behind the steering wheel, allowing the driver to control the Lineartronic transmission through an octet of pre-set ratios. While certainly better than enduring a CVT’s constant drone while accelerating, your author takes the presence of these ‘pre-set ratios’ in an infinite ratio transmission as a tacit admission by manufacturers that most consumers do not like the baleful mooing generally exhibited by a CVT.
Anyway, the world will keep turning. Also new on the 2024 Crosstrek is a fresh wardrobe, showing up with a frameless hexagonal grille, compact headlights, and a more broad-shouldered stance compared to the current car. Like it or lump it, black wheel-arch cladding and rocker panels provide a sharp contrast to the body colour. Small aero tweaks are said to improve fuel economy and driving stability.
Refinements continue inside the cabin, with engineers chasing noise and harshness by reducing sounds within a particular frequency. Different seat designs are said to reduce fatigue. Base trims remain saddled with the brand’s unfathomable dual-screen centre stack, comprised of two 7-inch monitors, while better-equipped models earn the corporate 11.6-inch tablet. The vehicle’s climate control system has been updated to focus on occupied seats instead of entire cabin in a bid to improve comfort and fuel economy; this is a trick taken from EVs and, reading between the lines, helps prep this model for an electrified powertrain at some point down the road.
Standard on all trims is the latest version of Subaru’s EyeSight driver assist technology, said to operate more smoothly and quickly and under a greater range of conditions thanks to a wider field of view and updated software. A new electric brake booster also helps. EyeSight can warn drivers of impending doom and, in some instances, apply braking to avoid collisions. Subaru can offer it on all trims now that they’ve gotten rid of the manual transmission.
Crosstrek models with the 2.0L engine should appear at dealers this Spring, with its 2.5L brother showing up in the Summer. Canadian pricing will be announced around the same time.
2024 Subaru Crosstrek gets rugged Wilderness treatment
With knobby tires, skid plates, and other tweaks, this trim makes the Crosstrek a commuter you can take into the bush
Originally published Apr. 5, 2023 | by Clayton Seams
The Subaru Crosstrek Wilderness adds some off-road style and capability to the brand’s popular compact CUV.
Is it gas-powered, hybrid, or EV?
The Crosstrek Wilderness is exclusively powered by a 2.5L gasoline boxer four-cylinder engine. There is no hybrid or EV option.
Why does it matter?
The Crosstrek Wilderness is part of a growing segment which aims to add some actual off-road capability to the AWD CUV segment. Subaru’s aim was not to make a full off-roader like a Jeep Wrangler Rubicon, but to add some capability to the model while maintaining daily usability.
To do this, the Wilderness rides a half-inch taller than standard, and has 9.3 inches of ground clearance. That’s more than any other model in Subaru’s lineup, even other Wilderness-trim models. The front corners of the bumper have been rounded off to aid approach angle, and a skidplate has been fitted. The knobby Yokohama Geolander all-terrain tires (with raised white lettering!) are driven by a lower (numerically higher) 4.11:1 final drive ratio, versus the standard 3.7:1. Subaru says this is for more powerful starts and increased torque while off-roading.
To make the Wilderness more capable in the, well, wilderness, the springs have a thicker coating for better chip resistance on gravel roads; and a high-strength rear differential has been fitted. The Wilderness can also tow a class-leading 3,500 lbs thanks to modifications like that lower gear ratio, a larger radiator and cooling fans, and a CVT oil cooler.
The Crosstrek Wilderness comes with a roof rack that is rated for a full 700 lbs. That’s enough for a roof-top tent and two adults sleeping comfortably in it, says Subaru. Otherwise, the car gets the usual yellow accents, Wilderness badges, and unique interior upholstery.
What are its competitors?
The Crosstrek Wilderness’ rivals include the Toyota RAV4 TRD, the Jeep Cherokee Trailhawk, and the Ford Bronco Sport Badlands. These are all CUVs that offer increased off-road capability while remaining more civil than true off-roaders like a Bronco or a Wrangler.
When will Canada get it?
Deliveries will start in fall of 2023 when it will arrive as a 2024-model-year car.
Should you buy it?
The Crosstrek Wilderness is now the most capable off-road Subaru, and it fills a hole between the base Crosstrek and something more rugged like a Wrangler. It’s also one of the few ways you can get real off-road durability in a small and economical package. Mind you, the chonky tires and raised ride height will compromise the fuel mileage versus the standard Crosstrek, but I don’t think buyers will mind. If you want to get out to the wilderness on the weekends and still have a comfy vehicle to drive to the office during the week, the Crosstrek Wilderness could fit the bill.
2024 Subaru Crosstrek is nimbler and easier to maneuver off-road
Subaru polishes up its littlest outdoorsy crossover — for a price
Originally published Apr. 29, 2023 | by Brendan McAleer
One of the drawbacks of being an outdoorsy person is being perpetually tired. Now, indoorsy folks, those are as well-rested as can be, lounging in front of Netflix documentaries about mountain-climbing and maybe having a light snack. If you’re into actually tramping around the peaks in person, you’ll often be coming back to the trailhead footsore and ready for a break.Happily, for the 2024 model year, the redesigned Subaru Crosstrek moves the slider bar further away from roughing it and closer to glamping. This is a kinder, gentler, quieter Crosstrek, and while it is festooned with more plastic cladding than ever before, it is a welcome improvement in refinement.
To Subaru, it’s also the company’s most important vehicle. In Canada, Crosstrek sales surpassed Forester numbers roughly five years ago, and it is easily the best-selling Subaru. Product planners are confident that — should enough Canadian allocation be wrestled out of the parent company — they can put as many as 20,000 Crosstreks in driveways with this new 2024 version.
They’re probably right, though the new Crosstrek comes with a higher pricetag to go with its improvements. With a $28,999 starting price just $2,000 less than the base model Forester, there’s bound to be some fierce cross-shopping right in the Subaru showroom. Which is obviously not a big problem for Subaru — but the Crosstrek has moved upmarket not just in feel, but also price.
Four trims are available: two with the 152 hp 2.0L four-cylinder engine, and two with the more powerful 182 hp 2.5L flat-four. Both powertrains are essentially carryover from the previous Crosstrek, and both are paired with Subaru’s Continuously Variable Transmission (CVT) and all-wheel-drive. The manual transmission 2.0L combo is dead for this year, which will doubtless disappoint both people who would have actually bought one.
Crosstreks powered by the 2.0L engine offer acceleration that is pretty modest. From previous experience, getting past a semi-trailer in a short mountain passing lane can be a little hair-raising as the smaller engine spools up to speed. The 2.5L motor, available in the Onyx and Limited trims, is not exactly a rocketship, but it makes the Crosstrek a much more competent touring companion. Further, the fuel penalty is minuscule: at 8.9 L/100 km city and 7.2 L/100 km highway, the 2.5 is rated at just 0.1 L/100 km worse than the 2.0L.
The Onyx is the approximate replacement for the previous Outdoor trim, though it is less of a bargain than the Outdoor was. As in the Outback, the Onyx gets a host of blacked out trim pieces, the most durable of three cloth interiors in the Crosstrek range, and Subaru’s dual-mode selectable terrain management system. Sitting on 18” black-painted wheels, it looks capable enough, a hiking shoe with neon-yellow foglights resembling shoelace eyelets. The slightly more urbane Premium is similarly capable in appearance.
The toughish looks aren’t just for show, but this Crosstrek is a big softie. Subaru claims a 10 per cent improvement in chassis rigidity, achieved through an increase in structural adhesives and some changes to spot welding points. A stiffer chassis allows for softer damping, and there’s also much more sound-damping material in the roof.
Further, Subaru put some R&D funds into improving seat mount stiffness in order to try to improve comfort. Of all these refinements, the reduction in cabin noise is the most noticeable, but the seats do seem more comfortable, and the Crosstrek skipped lightly across potholes and over cattle grates.
As mentioned, each trim of Crosstrek gets its own interior fabric. The cloth of the Onyx looks like it will hold up well to wear, and the leather of the Premium will wipe down clean. The Crosstrek’s interior is more functional than premium, but there are some nice carbon-fibre-look touches and some hidden mountain-pattern Easter eggs for personality.
The biggest change is the introduction of Subaru’s 11.6” touchscreen, as found in the Outback and WRX (the base Convenience model gets dual 7” touchscreens). The system is fairly easy to use, and Subaru deserves praise for keeping actual knobs and buttons for volume and temperature adjustment. And this year sees the Crosstrek get wireless CarPlay and Android Auto on all but the base model. However, that large screen does tend to wash out in bright sunlight.
Space for passenger and gear is good, with plenty of storage up front and 564L of space in the trunk (1,549L with seats folded flat). Headroom is a bit tight for taller drivers, especially with the sunroof standard on the top two trims. Four friends headed on a long drive to the trails better be comfortable getting cozy.
Over twisting roads through the Okanagan farmlands, the Crosstrek felt planted and capable. There are more sport-oriented crossovers in this segment, but the new steering rack is lifted out of the WRX, with a quick 13.0:1 steering ratio. If Subaru wanted to stiffen up the springs and damping a bit and slot a turbo 2.4L engine under the hood, it could turn the Crosstrek into quite the little hatchback rally car.
As it is, the Crosstrek is more day-hiking-boot than trail-running-shoe. It’s smooth on pavement, leaving passengers with more stamina to take on whatever today’s adventure is. And, should the trailhead be located several muddy kilometres from where the tarmac ends, this little Subaru is still surprisingly capable.
All Crosstreks come with a useful 220 mm (8.7-inch) of ground clearance, with approach and departure angles of 18 and 30.1 degrees respectively. The two-mode X-drive terrain management of the 2.5L-equipped models operates below 40 km/h and allows for handling muddy and snowy conditions, as well as gravel and sand. However, all Crosstreks get at least hill-descent assist, and all now get steering-responsive LED lighting — better for driving in all conditions after sundown.Bumping over ruts and around narrow hairpin bends, the Crosstrek’s small size is a real boon. This is soft-roading rather than true off-roading, but Subaru’s smallest crossover shrugs the task off easily.
A more aggressively-equipped Wilderness edition Crosstrek is planned, with towing capacity upgraded from the standard to 680 kg to 1,588 kg, 235 mm of ground clearance, and even more plastic cladding. You get the sense that someone in Subaru’s engineering department would cheerfully build an entire car out of plastic cladding if they could. Either way, pricing and availability on the Wilderness will emerge later in the year.
As it is, Subaru expects the $33,995 Onyx to be the volume model, and it’s already the one dealers are clamouring for. That’s $3,000 more than the previous Crosstrek Outdoor fetched, though the 2024 model has more equipment (a sunroof, for instance).
Though it’s no longer a bargain, the Crosstrek has evolved from an Impreza-on-stilts to a more polished product. If you don’t need the boxy space of a Forester, it’s nimbler and easier to squeeze down a narrow trail. It’s still capable, and the 2.5L models are great road-trip partners. More importantly, the level of polish that Subaru has applied here to its best-selling product makes it a better fit for the active lifestyle crowd. Get back to your Subaru, muscles aching from exertion, and the Crosstrek is a welcome refuge. It’s like you’re already home from the hills.
Road Trip Review: 2024 Subaru Crosstrek
Is Subaru’s smallest CUV road trip ready?
Originally published Oct. 8, 2023 | by Clayton Seams
Go to any trailhead in Canada on a weekend and you’re guaranteed to find at least one Subaru Crosstrek parked there. Make the journey up north of the grid of Toronto and the Crosstreks are thick as gnats buzzing around all the popular adventure-tourism destinations of Canada. You’ll see some lifted ones, some with parks stickers on the back, and most of them with roof racks carrying bikes, kayaks or skis. There’s clearly something about this little CUV that the Clif bar set really like.
What does it offer that competitors don’t?
Sure, on paper it’s an affordable compact CUV with AWD, just like roughly a dozen others available for sale today. But there’s just something unique about the Crosstrek that other’s don’t seem to have. Maybe it’s the car-like roofline, the useful ground-clearance, or the actual off-road capability. I’ve always been intrigued by this little CUV and I wanted to give it a proper test. I drove the all-new 2024 Crosstrek for 3,000 km on a Canadian road trip along the northern coast of Lake Superior from Toronto to Thunder Bay, Ontario. Along the way I visited five provincial parks and drove 700 km on gravel roads.
What’s new with the Subaru Crosstrek for 2024?
The Crosstrek is all new for 2024 and aside from the updated (and in my opinion, rather attractive) styling, there is a lot new under the skin. For 2024 we wave goodbye to the manual transmission option and the Crosstrek is available only with a CVT automatic. The other big news is that the more powerful 2.5L engine is now standard on all trims except the base “Convenience” which gets the 2.0L. The 2.0L makes just 152 hp while the 2.5 makes a much more sufficient 182. The base Convenience trim will run you $31,511 and our test car is a top-trim Limited which starts at $39,511.
Inside, all models — except the base Convenience — get a new 11.6” tablet-style centre touchscreen but only the top Limited trim gets built-in GPS navigation. (Base models make do with a 7” touchscreen.) The Limited also gets a 10-speaker Harmann Kardon premium audio system, contrasting orange stitching on the seats and 18” wheels. The Limited is also the only trim to receive a power-adjustable seat. One power-adjustable seat! Competitors offer dual power front seats and even memory seats on top-trim versions. With all the switching of drivers back and forth across our trip, the lack of a memory seating function was dearly missed.
Is Subaru’s smallest CUV road trip ready?
I did the trip with my mom, and a full write-up focusing more on the actual trip and our adventures — as opposed to mainly the car itself, which is what you’ll find in this post — will be on Driving.ca in the coming weeks. With such a long trip from Toronto to Thunder Bay and back, we had more than the usual amount of time to learn about the car and what it’s like to live with. Especially how it handles a road trip!
The first thing I noticed while driving the new Crosstrek is the reason why I think so many people like and buy them: The ride quality is superb. It didn’t seem to matter how rough the going got, the Crosstrek handled bumps without issue. This is especially impressive considering that our tester was equipped with larger 18” wheels than the other models in the lineup which use 17s. In fact, during our trip, the RCMP closed a massive (and very remote) stretch of the Trans Canada highway in both directions between White River and Mobert to investigate and clear a fatal crash. With talk that the road could be closed overnight, we decided to detour 700 km around it which forced us onto no less than 100 km of unmaintained gravel roads. Though our Crosstrek acquired an unbelievably thick coat of gravel dust, we made the drive in total comfort. The suspension smoothness on or off road really must be commended as best in class. If the roads are bad in your area, test drive one of these.
However, not every area of the Crosstrek is imbued with such grace. For example, the fuel-saving engine start/stop function is one of the roughest I have sampled. Perhaps a quirk of the boxer engine layout. The throttle pedal for said boxer is also very sensitive. It feels like 50 per cent of throttle happens in the first 10 per cent of pedal travel. It means that driving the Crosstrek smoothly at low speeds requires patience and delicate inputs. Two and a half litres is pretty large for a four-cylinder and there are noticeable engine vibrations present in pretty much all driving situations.
And believe me, the 2.5L is the engine you want! At 183 hp, it’s hardly a powerhouse’ and while we didn’t lack for power to pull our fully-loaded car up hills at 110 km/h, it sure didn’t have much left over. The 2.0L with 30 fewer hp would really be working on those hills.
How fuel efficient is the 2024 Subaru Crosstrek?
When climbing those hills we’d see a corresponding dip in fuel economy as you’d expect. Loaded heavily with two people and lots of outdoor gear, our Crosstrek averaged 7.0 L/100 km in real-world highway conditions. When the going took us up and over hills, that economy dropped to 7.3 L/100 km. Our best observed fuel mileage of the trip was a stint where we achieved 6.8 L/100 km.
Subaru Crosstrek interior features
Across our 3,000 km with the Crosstrek, it became our living room, storage area, and occasional kitchen. We got to know the inside of the ‘24 Crosstrek pretty well! I liked the contracting orange stitching throughout the interior of our Limited tester. All of the primary interior touchpoints had a quality feel to them and rests for your elbows were nicely padded. An electronic e-brake frees up space on the centre console for two deep cupholders but I found them to be too small for insulated water bottles or mugs. The 12V power port (a cigarette lighter in ye olden days) is awkwardly located near the base of the console. It meant that our charge wire had to run through the cabin to our suction-mounted GPS system. The Crosstrek has built-in navigation but it doesn’t interface well with CarPlay so I used my trusty Garmin unit. Cargo space was generous for a long weekend for two and we also used the rear seat as a secondary storage area.
One of the surprise hits of the Crosstrek was how smoothly the radar cruise operated. Usually these systems are less than graceful as they brake for slowing traffic or accelerate back to set speed when your lane is clear. But the Subaru system drives smoothly and gently. You could leave the system to itself for hours… if it would only stop beeping at me! For reasons unknown to me, the radar cruise will beep every time a car enters its periphery. And every time a car leaves its vision. The result is that as cars merge in and out of the lane in front of you, the system beeps endlessly. It gets pretty annoying on a long drive and I didn’t find a way to disable this “feature” in the system menu or in the operating manual.
Final thoughts about the 2024 Subaru Crosstrek
I learned a lot about the Crosstrek across my big road trip with it, and I have a little hypothesis about why it’s so popular at the trailhead. Part of the appeal are practical and tangible things like the useful ground clearance, integrated roof rack, or confidence-inspiring snow/mud modes. But to me, the Crosstrek just feels like a little adventure buddy. It drives halfway between a hatchback and a Jeep Wrangler. It’s buzzy, agile, and just seems ready for any activity you could throw at it. Beyond the specs, it just feels like a vehicle that can take you out there. Wherever there is.
Pros
✔ Amazing ride quality on and off the pavement
✔ Impressive fuel economy for full-time awd
✔ Very smooth radar cruise actuation. Some of the best I have ever experienced
Cons
✘Absolutely constant beeping. Incessantly. Stop beeping at me!✘Still kinda pokey even with the 2.5✘CVT lessens the sporty feeling
Long-term test intro: 2024 Subaru Crosstrek Onyx
The 2024 Subaru Crosstrek is an affordable SUV that gets the job done
Originally published Oct. 27, 2023 | by Renita Naraine
What a pleasant change from big, heavy SUVs!
Over the next couple months, we’ll be doing a long-term test of the 2024 Subaru Crosstrek. The tested Crosstrek came to us in the Onyx trim, and while it’s not the fanciest car around, it definitely gets the job done, and better than expected — so far. Plus, it’s got a price tag that’s lower than the average new car price in Canada, so it’s already winning in my books.
Since we’ve got the Crosstrek for an extended period of time, be sure to let us know in the comments if there’s anything specific you want to know about this crossover and we’ll be sure to answer!
Our plans for the 2024 Subaru Crosstrek
We’ve got some pretty big plans lined up for this Crosstrek which include putting it through a bit of early winter testing. Since we’ll have it over the holiday season, we’re “dreaming of a white Christmas,” where we’ll be able to test it out during a snowfall. And of course, the Crosstrek has no choice but to be given the Millennial-mom treatment because, quite frankly, I rarely travel anywhere without my three kids in tow (scroll down for some first impressions with the kids).
We’ll also be putting the Crosstrek up against the popular Hyundai Kona for a comparison test because we need to know which one comes out on top!
Finally, before our time is up, we want to get the Crosstrek out on another road trip. Driving’s Clayton Seams recently road-tripped a Crosstrek some 3,000 kilometres and had mostly good things to say. He drove the Limited trim, which is one trim above the Onyx we’re testing, but comparing the two trims using Driving’s Compare Tool shows there aren’t a whole lot of differences between the two, especially if you’re trying to save a few dollars. The Limited does have leather seats, as opposed to the “upgraded” cloth in the Onyx trim; and the Limited also features a sound system that’s a bit better than the Onyx’s — if you can live without those things, then the Onyx will help save some money up front.
2024 Subaru Crosstrek Canadian pricing and competition
This tested 2024 Subaru Crosstrek Onyx comes in jussssst under $34,000. When you add the $2,195 destination fee and taxes, it has a before-taxes total of $36,190. Not bad. Note that for 2024, Subaru isn’t offering the manual transmission for the Crosstrek lineup. The starting price for the automatic base trim comes in under $30k MSRP, but once you add the destination fee and taxes to that $28,995, you’re bumping up to well over $32k. The top Wilderness trim starts at $37,995 and for that extra money, you get some extra weight, and you’ll also have to spend a bit more on gas.
The Subaru Crosstrek has some pretty stiff competition such as the Hyundai Kona, Honda HR-V, Mazda CX-30 and Kia Seltos. On paper, each of the vehicles seem pretty similar when comparing them at similarly-priced trim levels, but there are some areas where one outshines the others and it’ll really come down to personal preferences and what’s most important to you in your almost-$40,000 vehicle. For example, if a bit of extra headroom is most important, then the Crosstrek is the way to go, but if you want additional cargo space, then it’s the Seltos. Meanwhile, if memory seating is of the utmost importance to you, well, none of these crossovers have that at this price point.
Compare similarly-priced crossovers, including the Crosstrek, Kona, and more
As previously mentioned, we’ll dig a little deeper when we compare the Hyundai Kona to the Subaru Crosstrek during this long-term test.
Is the Subaru Crosstrek a family car?
The Subaru Crosstrek may not be specifically made to fit a family of five but as long as you don’t have three large car seats, which I don’t anymore, then it’s adequate. Sure, I’ve already had to deal with complaints of one kid “leaning” on another, but that’s fairly normal and they’ll have to get used to it, especially as the winter jackets come out leaving less space in between them. Maybe the closeness will keep them warm in the winter months.
What’s the best Subaru vehicle for a family?
Obviously the Ascent would be the better choice for a large family, based on size and three rows of seating, and we’ve reviewed it and loved it. But if you don’t absolutely need a third row, then you’ve got options within Subaru’s lineup.
The Forester and Outback are slightly bigger, but when comparing the tested Crosstrek Onyx trim to that of the Outback Onyx and Forester Sport — there is no Onyx trim for the Forester — each comes with the same 2.5 litre boxer engine that puts out 182 horsepower and 178 pound-feet of torque. All three use the Symmetrical all-wheel drive system, and all three also come with 18-inch alloy wheels in this trim. Even fuel efficiency isn’t much different between the three with the Crosstrek coming in at 8.1 litres per 100 kilometres in combined highway and city driving, while the bigger Subarus are a touch higher. (Note, we’re already seeing numbers a bit lower than NRCan’s ratings.) Subaru’s EyeSight Driver Assist Technology is also present, and we’ll definitely dig deeper into that in the coming months.
The biggest differences between the Subaru SUVs is in size, but maybe not as big of a difference as you’d expect. When using Driving’s Find and Compare Tool on the website, it shows surprising dimensions when comparing the three models. While the Crosstrek is the shortest in height, it actually has a bit more rear headroom than the Forester, as well as the exact same wheelbase as the Forester. It has slightly more front legroom than the Outback and a bit less in the rear. As for hiproom, each SUV is within the difference of one inch! This means you’re not likely to fit three big car seats side by side whether you choose the Crosstrek or the Forester.
Lengthwise, the Outback wins, meaning you’ll get far more practical cargo space in the Outback, but how much do you really need? We’ll dive deeper into space issues over the next few months to see just how much we can fit into the Crosstrek’s trunk.
As Clayton noted, “There’s clearly something about this little CUV that the Clif bar set really like” And we’re keen to find out exactly what that is. Plus, we promise there’s more to come on that huge tablet-style infotainment screen!
Long-term test update: 2024 Subaru Crosstrek Onyx
Originally published Jan. 24, 2024 | by Renita Naraine
“Guys, driving was so peaceful.” That is a truly rare statement when it comes to driving with kids. However, way back in 2016, a dad of two-year-old triplets said just that. You may be wondering how someone with three kids managed a peaceful drive. I was wondering the same thing, especially since my two eldest kids have been non-stop bickering about space issues since we first started this long-term road test of the 2024 Subaru Crosstrek.
Well, it seems as though that dad made foam dividers to block his kids from interacting with each other in his vehicle. I’m not sure if it was a long-term fix for him, but he seems to have gotten some peace, and I’m happy for him. I, on the other hand, don’t have foam, and therefore I don’t have peace. We’ve discussed that this specific Subaru isn’t necessarily the best option for a family of five — an Outback, Forester, or the three-row Ascent would be better suited for a larger family — but I really thought I could make it work. Instead, I’ve been dealing with fights about elbows touching each other, feet accidentally kicking back and forth, and don’t even get me started on the arguments about someone leaning on someone at every single turn.
Is the Subaru Crosstrek a good family car?
I do think there are a few ways to make this SUV a little more family-friendly, but maybe the car isn’t the problem but rather my family needs to be a little more car-friendly. For example, fewer car seats would make a world of difference when it comes to space issues. The forward-facing car seat occupies so much hiproom space that it leaves far less space to share between the other two spots, car seat or not. It also boosts a child higher meaning their legs are left dangling — usually straight out into the seat directly in front. If my kids were a bit older, let’s say roughly pre-teen years, then the car seats wouldn’t be an issue, and their feet would likely use the legroom space more efficiently. So basically what I’m trying to say is the car seat is the real problem, but since that’s the safest way to haul my precious cargo, the car seats stay.
That said, over the last couple months, I’ve mentioned numerous times that the Crosstrek would make an awesome second car. It’s got a decent starting price, ample room if you’re not often hauling more than one or two kids around, with a fairly simple to use infotainment system, which could also make it a good starter car for new learners. Note, the seats will need to be adjusted every time, as there are no memory seats.
Is the infotainment system in the Subaru Crosstrek easy to use?
You may have noticed the tablet-styled infotainment setup in here. I’m not the biggest fan of something this big, but it kind of works here. There aren’t a whole lot of buttons, but I’ve gotten surprisingly used to not having them around because the screen is fairly intuitive — the functions used most often become easiest to find within a couple of uses. For example, I’m not usually happy about not having physical buttons for all the HVAC functions, but a quick tap on the bottom of the screen gives you easy access to a wider range of options that are simple to understand, and the main temperature controls are fixed up/down arrow buttons.
There’s a wireless phone charger and you can wirelessly connect to Apple CarPlay, but I have two minor issues to pick with this setup. Before we get to those, Managing Editor Jonathan Yarkony also wanted to chime in, noting that “I like the vertical screen because it projects the CarPlay setup more like the vertical layout we are used to in the iPhone, and for some reason, that has made it easier to navigate.” Back to my issues, now. First, it takes quite a while for the car to sync to my phone’s Apple CarPlay. Sometimes it takes a few minutes, which isn’t a dealbreaker or anything, but it just takes a lot longer than most other cars, and I don’t really understand why, and Yarkony heartily agrees because he hates waiting for anything.
The second is a general issue of the infotainment system overall, but because I’m so often connected to CarPlay, it seems to be the most annoying while I’m using Spotify (through CarPlay); the screen isn’t sensitive enough. I often find myself tapping a song and then waiting for it to play, only to realize a couple seconds later that I didn’t tap hard enough — and this is after driving this car for two months. It’s a small distraction to have to continuously look at the screen to ensure an icon or button was pressed. But then again, can you really complain when this car’s starting price is well below the average new car price of some-$60,000?
EyeSight Safety and driver’s aids in the Subaru Crosstrek
The 2024 Subaru Crosstrek doesn’t have an automatic remote start which means if you want to pre-warm your car, you’ll need to actually go out into the cold to do that. And I’d suggest doing that, especially after experiencing a couple cold mornings in the Crosstrek where EyeSight was unavailable for the first few minutes of the drive [I hate waiting for that, too… –Ed.]. Most likely, the EyeSight’s sensors needed to thaw out like the rest of the car in the early winter mornings, but the windows cleared up a lot faster than those sensors and I’m usually able to drive well in advance of EyeSight coming back to life. But when it’s on, it works well and does its job. While backing into my driveway, the car beeped at me as it saw me getting closer to my garbage bins at the top of the driveway, but when I didn’t stop, the car braked for me. However, I will note that when I tried to repeat the motion, it didn’t stop me, and I didn’t want to actually hit the garbage bins so I just stopped.
Another thing to note is that while the backup camera — not a surround camera — is generally very clear, the slightest bit of snowy slush made it dirty/foggy, and sunlight coming in from behind will make it very hard to see (see below).
Fuel consumption of the 2024 Subaru Crosstrek
The 2024 Subaru Crosstrek Onyx has an NRCan rated fuel consumption of 7.2 L/100 km on the highway and 8.9 L/100 km on city roads. When I wrote the introduction, I was pleasantly surprised by the observed averages of the Crosstrek which was coming in below the posted average of 8.1 L/100 km. However, since then, the Crosstrek has been showing an average of 9.2 L/100 km. Granted, I do a lot of back and forth driving within Guelph, meaning mostly to schools and groceries, but 9.2 — well, I was getting that average in the much larger 2024 Toyota Grand Highlander.
That said, we recently compared the 2024 Subaru Crosstrek to the 2024 Hyundai Kona, and there wasn’t a huge difference in fuel consumption between the two competitors. Look out for our full comparison of the two crossovers to find out which popular model came out on top.
Long-term test wrap-up: 2024 Subaru Crosstrek Onyx
Originally published Apr. 16, 2024 | by Renita Naraine and Jonathan Yarkony
Now that we’ve completed our long-term test of the 2024 Subaru Crosstrek, we’ve got just a few more things to add to all the testing notes we’ve gathered during the last few months. However, most notably, if you watch the wrap-up video below, you’ll notice Yours Truly is no longer in the driver’s seat — instead, it’s managing editor Jonathan Yarkony. You might be wondering why — or maybe you’re not, but you’re getting the answer anyway — I decided to give up testing such a great car, and, no, it’s not just because I wasn’t camera-ready that day.
I put the blame on my three young kids (four, seven, and nine years old) for not being able to get along with each other when placed close together (well, to be honest, they can’t get along from across a room either). I can’t put 100 per cent of the blame on them, though; I’m partly to blame, since I knew the Crosstrek was never meant to be a big-family car. It’s just that something inside me was set out to prove that wrong. I guess a part of me misses small vehicles — I love minivans, but I long for the convenience of a smaller car again.
I also love the station-wagon-esque look, and got excited because wagons make me think “family car.” But in reality, the Crosstrek is a mini-Outback, which is bigger and has slightly more space for the kids to move around. That said, I do think the Crosstrek would make an awesome second car for a bigger family — especially if you don’t need to leave the house with all the kids.
The winter days did not make things any easier, as big sweaters and jackets, snowpants, and all the layers that come with the cold season made the back seat space even tighter. And that is precisely why I asked Jon to take over this long-term test. It’s no fault of the car itself, I just couldn’t handle the constant bickering (not to mention the holidays were right around the corner, and I really didn’t want a packed back seat adding to the stress levels).
Let’s recap our likes and dislikes before Jon adds his final notes below.
2024 Subaru Crosstrek pros and cons
✔ It’s a super-simple vehicle, and isn’t overdoing it with trying to be modern and fancy just because other companies are doing that.
✘ While its simplicity can certainly work for it, it can also work against it at times. For example, I love simple, but I also want a few basic essentials, such as memory seats!
✔ Through rain and slush, the vehicle felt planted and secure — I didn’t get the chance to test it in heavy snowfall, but I’m sure Jon will have more to say about that.
✘ Despite no snow, there was definitely cold weather. And while EyeSight is a big highlight of this car, the system is disabled on chilly mornings, at least until the car warms up enough to defog everything. Granted, if you start the car earlier than when you’re ready to leave, then this shouldn’t be an issue — and if it’s any consolation, this happened to me while testing the Hyundai Kona during our comparison testing of the two vehicles.
✔ There’s an easy-to-use infotainment that’s laid out like a tablet-styled screen, which works well in this setup. And it’s worth mentioning there are still a few physical buttons in there — more importantly, they’re the ones that matter, and the rest are easily found within a tap of the screen.
✘ Apple CarPlay actually takes longer than expected to sync every time you get in the car, which isn’t a deal-breaker, but is annoying when compared to other new vehicles.
✔ There’s adequate cargo space, as long as you don’t need a large stroller or something, but Jon mentioned he managed to fit quite the load of things into the trunk.
✘ Legroom is okay, but with car seats in place, you won’t be able to fit someone tall in the front seats. So, it sort of becomes a question of whose legroom is more important? Back or front?
Let’s put it this way: If you’re looking for a small-ish car and this is the first one you drive, you’ll easily love it. However, the problem is the more you drive its competitors, the more you’ll realize just how many options you have! We compared the Crosstrek to the Hyundai Kona, and the Kona came out on top because it’s a bit of a smoother and quieter drive, with more features for the value. It also has a newer design that seems a bit more thought-out, as opposed to the Crosstrek, which feels something like a mini Outback — of course, that may be the exact reason some people love it.
I’ll let Jon take it from here.
Thanks, Renita, for setting me up in the story and for handing off the Crosstrek! With a family of four and both my kids out of car seats and boosters (11 and 14 years old) the small size was not a hindrance to family driving. Your first pro in the list is the one that stick out in my mind: “It’s a super-simple vehicle,” and from my perspective, it is simply fantastic because it feels like the Swiss Army knife of the entire automotive landscape.
It’s small enough to fit in pocket-sized parking at condos or crowded malls, but it has a wide array of other assets in its toolkit that make it suitable for so many lifestyles and purposes, or those with different hobbies all bundled into one family.
For starters, the upgraded 182-hp 2.5L four-cylinder boxer engine in the 2024 Subaru Crosstrek Onyx makes sufficient power for climbing up long hills or getting away from stoplights in a hurry. To get off the line more quickly, press the steering-wheel drive-mode button ‘S’ for Sport: that’ll make for a more immediate throttle response, as the CVT winds the engine up pronto and the all-wheel-drive grips at all four corners in any conditions, letting the light little Subaru scoot away.
While it moves swiftly enough, it is accompanied by a wailing groan and whine from the CVT and engine, so it will not inspire enthusiasts to record sweet launch vids, but it gets the job done when you really need it. The excessive engine noise is then replaced by significant wind and tire noise at high speeds, so it’s never a particularly quiet or serene car, except when the auto-start-stop shuts down the engine at red lights.
You could even consider the offending noises a benefit, as they discourage aggressive launches and very high highway speeds except when absolutely necessary, and since hard acceleration is the bane of fuel efficiency, it’s like a very annoying driving coach trying to get you to slow down.
It only worked up to a certain degree with me, and in my time with it, as fall crossed into winter, the cold-weather starts and my driving habits drove our observed fuel consumption up to 9.8 L/100 km, well above the NRCan estimates of 8.8 L/100 km in city driving, 7.1 on highway cycles, and 8.1 combined.
Renita’s less-frantic driving style and warmer early fall weather had her right on target at 8.2, and Clayton “Lightfoot” Seams managed a stellar 7.3 on a long road trip in an identical-trim Crosstrek back in the summer, even showing under seven for some stretches of highway driving. Moral of the story: The Subaru Crosstrek can be as efficient as you want it to be.
To get back to the Crosstrek’s well-rounded talents, we found the interior spacious for four, and although the cargo space does not measure as large as some of its competitors in this slightly-larger-subcompact segment (think Nissan Qashqai, Hyundai Kona, and Kia Seltos versus smaller subcompacts in their lineups, like the Kicks, Venue, and Soul, respectively) I was able to fit both my adult hockey bag and my son’s youth hockey bag stacked on top of one another in the trunk, with sticks easily sliding over the seats — a big reason why I love hatchbacks.
We also had a chance to prove the benefits of Crosstrek’s flexibility on a weekend hockey tournament, for which we also packed my adult skis and my son’s snowboard, with one side of the rear seats folded down; even with all that, there was still enough space for the weekend supplies, hockey gear, and alpine gear and seating for three. My skis fit on a slight angle from tailgate to just grazing the front seatback without compromising passenger comfort too drastically. All that, and we never even put the roof rails to good use with any sort of cargo box or storage. Also, while the Crosstrek is tallish, it’s not massive, so it’s not daunting to load bikes, skis, kayaks, or other adventure gear up on that roof.
Between the road trip and almost a month of suburban life, the Crosstrek also proved to be a fine driving vehicle. It’s fairly tall, with the best ground clearance in the segment a benefit to rural drivers or those needing to tackle driveway berms left behind by diligent city plows, and the tall suspension also handles rough roads with ease, although the short wheelbase does mean some severe bumps buck the car around a bit.
I found the handling to be exemplary for the segment, and the mild power and stability of all-wheel-drive meant it was always composed in the corners. and the steering well-calibrated. Together it made the Crosstrek both easy to manoeuvre in tight spaces; and steady at high speeds. By no means is it a sporty corner-carver, like some in the segment arguably are (the Mazda CX-30 or Hyundai Kona N, for example) but its rough-road and bad-weather capability is a fair price to pay.
Finally, despite us tagging the Crosstrek as “simple,” don’t let that fool you into thinking it is basic, as even this mid-level Onyx trim features Subaru EyeSight adaptive cruise and lane-keeping (which worked really well whenever I used it), a large vertical touchscreen with wireless Apple CarPlay, and a host of its own infotainment features to keep you safe and comfortable on your travels. We both had a few episodes where the CarPlay and Eyesight took a while to launch (over five minutes at times) so consider letting it warm up on cold winter mornings if you want those perks.
Overall, the 2024 Subaru Crosstrek gets a hearty recommendation as a small family car for small families, especially those with a taste for rugged, outdoorsy adventure or severe winter conditions.
Subaru’s signature all-wheel-drive is backed up by a modest but capable powertrain, excellent safety rating (IIHS Top Safety Pick), and the interior and ride are comfortable with as much practicality as you can pack into such a small footprint. It’s not perfect, with significant noise from the engine and road; and the technology was not always quick. And, sure, others in the segment pack more and better features for a similar price. But the Crosstrek and Subaru have carved out a niche for their brand, and this little vehicle simply fits.
Pros
✔ Efficient and just powerful enough
✔ Ground clearance and AWD capability
✔ Simple and practical
Cons
✘ Engine and road noise
✘ Not as well featured as competitors
✘ Infotainment and EyeSight delays
2024 Subaru Crosstrek Wilderness levels up for adventure
New off-road focused Wilderness trim will leave adventure-seekers both shaken and stirred
Originally published | by Brian Harper
Are you wired for the outdoors, game for adventure? While most might consider braving the Costco parking lot on a Saturday morning an extreme activity, there are those energetic types who actually seek out virgin powder, an extremely gnarly bike trail, or Class IV rapids.
If you are one of the latter, you might look at Subaru’s line of crossovers as suitable transportation to get you where you need to go, especially the ruggedly handsome Outback Wilderness and Forester Wilderness trims and their enhanced off-road capability. And for the new-for-2024, third-generation Crosstrek, Subaru Canada’s best-selling model can add this trim to its portfolio.
What makes this Subaru Crosstrek Wilderness special?
With an already substantial list of standard features, the 2024 Subaru Crosstrek Wilderness adds “exclusive mechanical, design, and functional enhancements for added capability on the roads and trails less travelled.” Deciphering Subaru-speak, the new model keeps the Crosstrek’s established bona fides of all-wheel-drive capability mixed with car-like ride and handling. What comes with the Wilderness trim are a number of exterior and interior details, none of which are exceptional individually, yet cumulatively imbue the crossover with a fresher appearance and persona, one that also, says Subaru, makes its “especially suited to carrying outdoor gear, even when wet or muddy.”
Externally, the US-built Crosstrek Wilderness adds new front and rear bumpers, a more overt hexagonal front grille, larger wheel arch cladding, metal front skid plate, unique hex-design LED fog lights and an anti-glare hood decal in matte-black finish. Wilderness badges adorn the front doors and rear gate. A body-colour roof spoiler and black side mirrors with integrated turn signals are the finishing touches to the makeover. Among the offered exterior paint options, the Wilderness gains two exclusive colours — Geyser Blue and Alpine Green.
For the campers out there, a versatile ladder-type roof rack system, with an 80-kilogram dynamic load capacity and a 317-kg static load limit, allow the safe use of larger roof-top tents.
What powers the 2024 Subaru Crosstrek Wilderness?
The Crosstrek Wilderness, like the carryover Onyx and Limited trims, is powered by a 2.5-litre, direct-injection boxer four-cylinder, pushing out a credible but by no means class-leading 182 horsepower and 178 pound-feet of torque. With acceleration to 100 km/h taking 9.4 seconds, “adequate motivation” would be the most politically correct description for what the boxer four provides. Subaru engineers have tweaked the Wilderness drivetrain for better off-road performance by installing a revised differential gear ratio and retuning the Lineartronic continuously variable transmission. The 4.111 final drive ratio (vs. 3.700) improves the crossover’s climbing ability and the new tuning for the CVT supposedly optimizes traction at low speeds and on slippery surfaces. Additionally, the maximum towing capacity more than doubles to 1,588 kg (3,500 pounds) thanks to the addition of a transmission oil cooler.
As for fuel economy, at 8.1 litres per 100 kilometres highway and 9.4 L/100 km in the city (25 city, 29 highway, 27 combined miles per gallon according to US EPA), the Wilderness is a bit thirstier than the Onyx and Limited trims.
How off-road capable is the Wilderness?
Suspension components have been upgraded to give the Crosstrek Wilderness a 235-millimetre (9.25-inch) ground clearance, a 15-mm increase over the other Crosstrek trims, which already were among the highest in their segment. Specially tuned longer coil springs and shock absorbers provide the added ground clearance. The longer travel strokes for the front and rear shocks help keep the Yokohama Geolandar P225/60R17 all-terrain tires in contact with rough surfaces, increasing vehicle stability. In addition, a longer damping compression stroke helps increase absorption on coarser roads, providing a smoother ride. Even with its added ground clearance, the Wilderness maintains a low step-in height for easier entry.
Those who take to off-road trails will appreciate the Crosstrek Wilderness’s improved approach and departure angles, an increase to 20 degrees on approach from the 18 degrees of other Crosstrek models, and to 33 degrees from 30.1 on departure. Ramp break-over angle moves up to 21.1 degrees from 19.7.
Now, about X-Mode
The Crosstrek Wilderness is equipped with Subaru’s driver-selectable, dual-function X-Mode, with Snow/Dirt and Deep Snow/Mud modes. The modes alter engine output and CVT ratio positions, increasing all-wheel drive engagement and enhancing the control logic of the Vehicle Dynamics Control with traction control. The X-Mode display features a roll-angle indicator to help the driver judge potentially hazardous situations.
When the X-Mode system is activated, Low Speed/Low Ratio Gradient Control is automatically put on standby to sense when the Wilderness is travelling on a steep incline at low speed. When it does, the system shifts the CVT to its lowest ratio (4.066:1). Combined with the Wilderness’s lower differential ratios, the system also enhances rough off-pavement, low-speed drivability over rocks and other situations that require repeated on/off accelerator usage (see below).
Standard hill descent control will automatically engage individual wheel braking control on downgrades when the vehicle is driven under 20 km/h with the gas pedal pressed less than about 10 per cent, thereby helping to control vehicle speed. Active Torque Vectoring, standard on all 2024 Crosstrek models, boosts handling stability on the road or trail.
What’s the 2024 Subaru Crosstrek Wilderness like to drive?
Well, Subaru didn’t have us in Sedona, Arizona to stock up on healing crystals. No, the company figured Coconino National Forest’s Diamondback Gulch Trail would be a more suitable test of the Crosstrek’s newest trim. For 15 kilometres we traversed the steep, rocky hills, loose rock hill climbs and steep drop-offs. Most guides say that with 4WD Low and good ground clearance it can be tackled, preferably with an experienced driver. The 2024 Subaru Crosstrek Wilderness doesn’t come with 4 Low and it would be fairer to say my driving partner and I were more game than experienced. Nonetheless, with the X-Mode set for Dirt/Snow, we bumped and bounced along the dusty trail, the Subaru determinedly and successfully clawing for grip. Impressive!
Off the trail and on the tarmac, the Crosstrek Wilderness displays much of the sporty agility endemic to the crossover. It counteracts the additional ground clearance with a low centre of gravity, so it inspires confidence whether off-road or on.
The smartest thing Subaru did with the Crosstrek was add the 2.5L engine, which it did a couple of years ago. The additional 30 hp and 31 pound-feet over the base 2.0L boxer — still used in the lower-priced Convenience and Touring trims — went a long way to addressing the primary criticism of the crossover, namely a lack of needed urge when called on to deliver meaningful acceleration. While far from turning it into a performance machine, the 2.5L does not require full pedal to the metal to get the necessary results.
What’s the cabin like in the Crosstrek Wilderness?
Inside, Subaru equipped the Crosstrek Wilderness cabin for comfort and durability. The seats are upholstered in a soft-touch all-weather material that features the Wilderness logo embossed in the front headrests. Copper-coloured contrast stitching accents the interior, a complement to the anodized copper-finish accents on the shifter, gauge meter rings and leather-wrapped steering wheel. Once behind the wheel, the driver is greeted with a Wilderness logo appearing in the meter display at start-up.
In the cargo area, a removable water-resistant rear cargo tray protects the load floor from wet, muddy gear tossed in the back. The rear gate comes equipped with an LED light for better nighttime visibility. Cargo room is generous — 566 litres behind the rear seats and 1,555 litres with the seats folded flat.
The 2024 Subaru Crosstrek Wilderness comes standard with the Subaru StarLink 11.6-inch tablet-style touchscreen infotainment system. The high-resolution touchscreen is equipped with wireless Apple CarPlay and wireless Android Auto with a full-screen display. Additional features include Bluetooth hands-free phone and audio streaming connectivity, AM/FM stereo, rear vision camera, SiriusXM Radio and SiriusXM Travel Link, and over-the-air updates. What it doesn’t include is built-in navigation, unusual in that the $1,000-lower-priced Limited trim does. Apparently, it’s both a price thing and a thought that any built-in navigation will be useless when it comes to exploring off-road trails.
The multimedia system also works as a centre information display with combination meter integration and on-screen controls for audio, climate, and vehicle functions. The Wilderness is also equipped with a wireless phone charger in the centre console.
What competes with the Crosstrek Wilderness?
While there is any number of compact crossovers that compete with Crosstrek — Honda HR-V, Toyota Corolla Cross, Mazda CX-30, Hyundai Kona and more than another half-dozen models — there are very few sub-$40K versions that have the overt ruggedness and off-road capability of the Wilderness. The universally unloved and now discontinued Jeep Renegade Trailhawk has a proper four-wheel drivetrain — one with a Hi/Lo range — that gives the little sport-ute some mud-churning chops. This leaves the pricier Jeep Compass Trailhawk to take up the slack, along with the Ford Bronco Sport Badlands and Toyota RAV4 Trail.
Compare the Crosstrek Wilderness to its closest competitors
How much for the 2024 Subaru Crosstrek Wilderness in Canada?
Available at dealerships now, the 2024 Crosstrek Wilderness is $37,995 Canadian. Unlike the Wilderness versions of the Outback and Forester, the Crosstrek Wilderness is that model’s top trim. The other four trims — Convenience, Touring, Onyx and Limited — range in price from $28,995 to $36,995.
Final Thoughts
Subaru Canada staff say the Wilderness trim has proven popular in both the Outback (a 20 per cent take rate) and Forester (about 15 per cent). They estimate the take rate for the Crosstrek will be in the 10 to 15 per cent range. Now, considering the Crosstrek accounts for more than 35 per cent of Subaru Canada’s annual sales — somewhere between 22,000 to 23,000 units moved during calendar year 2023 — there will be enough of them on the road next year to be noticed.
Does the Wilderness prove to be a giant leap forward for the Crosstrek? Not really, all trims are pretty tough and durable, with capability a cut above most of the soft-roader competition that will never see anything tougher than a cottage laneway. Still, the company says the Wilderness will move the Crosstrek into “a more rugged and adventure-focused space previously unexplored.”