There are cars that dazzle you with digital gimmickry. There are those that promise Nürburgring lap times, even if their most spirited outing is the IKEA carpark. And then there’s the Subaru Forester.

Now in its sixth generation, the Forester isn’t here to trend on TikTok. It’s the automotive equivalent of that one friend who still wears the same fleece from 2002, not because they’re behind the times, but because it still works perfectly.

Built before SUVs were cool

Rewind to 1997. The term ‘SUV’ hadn’t yet become the genre-defining buzzword it is today. And yet, the first-generation Forester quietly carved a niche all its own part estate, part SUV, wholly practical. It was boxy, capable, and didn’t care for pretence. It still doesn’t.

And that’s precisely what makes this sixth-generation Forester so endearing. It hasn’t tried to reinvent itself as a fashion-forward urban soft-roader. Instead, it continues to serve adventure-seekers with unwavering dedication. AWD is standard. Ground clearance is a generous 220mm. And visibility? Practically panoramic.

What’s changed?

Well, not much, and that’s not a bad thing. Subaru has been careful here. The 2.5-litre flat-four e-Boxer engine still powers all four wheels via a CVT gearbox. The chassis remains largely the same. Even the footprint hasn’t grown much, which is a blessing when navigating tight roads.

What is new, though, is the design. Slimmer headlights and cleaner body lines bring a touch more sophistication.

Simple and sensible

Gone are the days of Subaru’s random smorgasbord of plastics and textures. The new cabin is calm, cohesive, and surprisingly modern. The instrument cluster is clear and mercifully free of overdesigned animations.

There’s wireless Apple CarPlay and Android Auto, a wireless charger, and USB-A and USB-C ports scattered front and back. Climate controls get their own permanent section on the screen, with real buttons for temperature and defrost. Glory be.

That said, the infotainment fonts are a jumbled mess, and the Starlink splash screen could give Elon Musk heart palpitations. But ergonomically, it all works.

The 487-litre boot is wide but shallow, thanks to the battery underneath, and there’s no spare tyre. A shame for a car built to explore the uncharted path.

e-Boxer: mild on power, milder on hybrid

Despite the flashy ‘e-Boxer’ badge, don’t expect any plug-in wizardry here. This is a hybrid at best, with an electric motor more akin to a helpful assistant than a co-pilot.

The century sprint is a leisurely 9.4 seconds. It’s not going to win any drag races at traffic lights, but the ride is smooth, the engine refined, and the CVT surprisingly bearable if you’re not trying to wring its neck.

Real-world fuel economy hovers around 8.0L/100km, which is stellar given the weight, drivetrain, and size of the Forester.

Still drives like a Subaru

There’s an honesty to the way the Forester handles itself. The steering is light but confident, body control is well managed, and the car seems to enjoy carving through corners far more than its spec sheet would suggest.

Yes, it’s slow. But once you’ve built up some speed, it holds momentum like a stubborn Labrador dragging its owner through the park. There’s traction for days, and with Subaru’s symmetrical all-wheel drive, it’ll laugh in the face of muddy trails and gravel paths.

Subaru’s EyeSight system is one of the more comprehensive safety suites out there. Adaptive cruise control with lane centring works well, and there are 360-degree cameras to aid with parking this boxy brute.

But the driver-monitoring system is… enthusiastic. On our test, driving into the sun with a squint apparently triggered a sleep warning. It screamed, flashed lights, and demanded our attention. It can be disabled, but it’s buried in a menu maze.

Built for the long haul, not the fast lane

The Subaru Forester e-Boxer is for people who want a practical, honest, go-anywhere machine that won’t quit halfway through the journey. It may not be as fast, but it’ll get you and your gear, dogs, or kids wherever you need to go.

It’s the sort of car that earns your respect over time, like a well-worn pair of hiking boots or your dad’s trusty Swiss Army knife. Dependable. Loyal. And with just enough quirks to keep things interesting.

The Forester dares to be old-school. And frankly, we need more cars like it.

Technical Specifications

Subaru Forester e-Boxer Hybrid

Engine: 2.5-litre inline 4
Drivetrain: All-Wheel Drive
Power: 194 bhp
Torque: 209 Nm
Gearbox: Hybrid Lineartronic CVT
0-100km/h: 9.4 seconds (claimed)
Top Speed: 182 km/h
Fuel Tank Capacity: 63 litres 
Fuel Economy: 16.9 km/litre (claimed)
Price: S$219,800 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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From rally stages to city streets, these STI Package Editions translate decades of rallying expertise into new and improved looks.

Forester e-Boxer Hybrid STI Package Edition

With the STI Package Edition, the Subaru Forester evolves into a head-turning adventurer. Highlights include:

• Aggressive Styling Enhancements: STI under spoilers, door garnishes, and 19-inch performance rims make a bold statement.
• Interior Refinement: Leather STI shift knob, sport pedals, and an exclusive push-start engine switch add a premium touch.
• Hybrid Efficiency: Subaru’s unique e-Boxer hybrid system marries smooth acceleration with fuel-saving technology, backed by the brand’s Symmetrical All-Wheel Drive for unparalleled stability.

BRZ STI Package Edition

For sports car purists, the BRZ STI Package Edition offers an exhilarating combination of form and function.

Aerodynamic enhancements such as a carbon-fibre rear spoiler and STI performance rims improve high-speed stability and handling precision.

WRX STI Package Edition

The WRX has always been a car for thrill-seekers, and the STI Package Edition dials up the excitement with its bold exterior design and enhanced aerodynamic elements.

While it’s not yet available for purchase, its Motorshow debut offers a glimpse into Subaru’s future.

More To Explore At The Singapore Motorshow

Beyond the STI Package Editions, Subaru’s booth will feature the Crosstrek e-Boxer Hybrid and the second-generation BRZ.

The Motorshow runs from 9 to 12 January 2025 at Suntec Singapore Convention and Exhibition Centre. Subaru fans can also visit the Subaru showroom at 25 Leng Kee Road to dive deeper into these exclusive models.

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First, some context. Sean and I previously had an agreement in that he would test the ZN8 Toyota GR86 and I would review the ZD8 Subaru BRZ. As we drew closer to the review date, and during the photoshoot of Subaru’s excellent WRX Wagon, word came through that the BRZ on test would be DUN DUN DUNNNNN!! an automatic.

Here I was looking forward to my first manual-transmission test-drive in three years, only to have those hopes utterly dashed, doused in petrol and immolated into a smouldering mess.

After I’d finished sobbing my eyes out, a period of internal reflection brought about a realisation. “Vivek, spare a thought for those who cannot drive manual or are unable to do so anymore, but still want to experience rear-wheel drive heaven.”

On To Business

When Subaru and Toyota first collaborated to bring forth a pure rear-wheel driven (RWD) coupe, the world awaited with bated breath. While the first iteration was great in handling, it was not so good in the engine department.

Here in its ZD8 second-generation, the engine grows in size from two-litres to 2.4-litres, but still remains naturally aspirated. A bit more power and torque means more flexibility on the streets and on track.

Sleek Coupe

One cannot help but to look longingly at that long bonnet as it curves it way up to the steeply-raked windscreen and low roofline, all hallmarks of a coupe whose front wheels do the turning and the rears do the propelling.

The multi-spoke 18-inch rims are sufficiently attractive, and in gunmetal, play well with the test vehicle’s shade of WR Blue, Subaru’s signature colour.

A clean design aesthetic is interspersed by STI bits below the front bumper, side skirts and, much more prominently, in the rear with that lower diffuser and swan-neck wing.

The STI Edition will cost you a cool $18,000 above the standard car’s price.

Since looks are subjective, decide for yourself whether the extra outlay is worth it for you or whether the standard coupe’s clean looks speaks more to your heart.

Yes, I said heart, because a BRZ purchase is based purely on emotion. Why?

Low Rider

Ya ain’t gonna reasonably fit anyone back there. Maybe, just maybe, if all four occupants are of a petite nature, or a child seat at a pinch, but that’s about it. This isn’t a family vehicle.

In other words, the BRZ is likely only going to work for you and your significant other or friend. Take heart though, for those back seats are perfectly shaped for a couple of helmets for track days.

What’s not wanting, on the other hand, are the front seats. They’re manually adjusted (yes, I realise the irony there), but are supremely comfortable and supportive, even for yours truly with lower back and pinched nerve issues. Those red trimmings on the seats and doors are exclusive to the STI Edition.

As expected of a front-engine rear-drive coupe, the steering wheel, adjustable for reach and rake, is perfectly sized and falls naturally to hand.

With the driver’s seat all the way back and up for my longer limbs and shorter torso, the driving position is decidedly sporty, with the steering wheel adjusted for a natural bend in the elbows.

The digital instrument cluster is simple, clear and easy to read, with pertinent information available on the left display for the street or a track day.

The infotainment is basic, but one will likely be using either Apple CarPlay or Android Auto. The sound system is pretty good and can play quite loud without being too overwhelmed.

It’s also nice to have physical knobs and buttons for the dual-zone climate control.

Looking past the automatic transmission just for now, one finds two buttons and a central toggle. The left button turns traction control completely off, and the right puts it into a halfway mode called ‘Track.’

The central toggle offers up three driving modes, namely Normal, Sport and Snow. Given that we live in sunny and rainy Singapore, and because this was a street- and highway-based test drive, Normal was selected most of the time. Sport definitely sharpens up the throttle and would be more useful for carving up B-roads and track days.

Rage Your Dream

What a dream the BRZ is to drive! Its suspension is decidedly sportily sprung, but never gets harsh and still remains composed. The steering is perfectly weighted and pretty communicative of what the front wheels are doing.

You sit sufficiently low to where the small of your back tells you how the coupe’s behaving in bends and corners. Use this information to better judge cornering speeds, and the BRZ will grip like a leech with its Michelin Pilot Sport 4 tyres and dance through the twisty stuff like a world-class ballerina.

This BRZ’s six-speed automatic transmission is set up to play along with the enthusiast driver, and bangs up and down through its gears in Manual mode through the steering-mounted paddle shifters. Though an automatic, the immediacy of gear change is surprisingly good.

No, it won’t beat a dual-clutch gearbox for shift speeds, but it was enough for me to have a really good time at the helm.

The purity of the whole experience speaks volumes about Toyota’s and Subaru’s efforts to bring in a suitable replacement for the hallowed Hachiroku of the 80’s, and I’d say they’ve succeeded lock stock and barrel with this second-generation.

This is thanks in no small part to the BRZ’s new FA24D engine.

Compared to the old FA20D, the FA24D makes 237hp and 250Nm. That’s 23hp and 45Nm more, but the area under the torque curve is also wider now. What this translates to is much more flexibility while daily driving, and it shows.

Pootling around in street traffic was a cinch. There’s enough get-up-and-go to keep with the flow, and throttle inputs could be made smoothly. Same on the highway, where the BRZ sat unflappable at higher speeds, and a simple prod on the accelerator was enough to overtake.

Since the BRZ was only available for a business-day loan, my daytime test route encompassing the first two legs of Pure Street and the last two legs of Mostly Highway test routes was utilised.

It did quite decently on fuel consumption. Subaru quotes a WLTP average efficiency of 8.8-litres/100km or 11.4km/litre, and the weighted and normalised test-drive average surpassed it at 7.92-litres/100km or 12.6km/litre. As usual, your mileage may vary based on driving style and conditions.

I started this journey sobbing my eyes out at the thought of an automatic test vehicle. I still had tears in my eyes at the end of the test-drive, but that was because I was very impressed at how “even an automatic” BRZ can be this enjoyable.

Add to that EyeSight-based adaptive cruise control and the BRZ becomes a thoroughly usable daily-driven vehicle for the enthusiast who needs a relatively affordable rear-drive coupe.

That it is not turbocharged also means that newbies to rear-wheel drive won’t get themselves into trouble too quickly. That in itself makes this a very compelling package for both new enthusiasts learning the ropes, and old hands who can truly enjoy momentum-driving. Even if it means waiting a while for delivery, since the BRZ is only available on indent basis.

Welcome to RWD heaven.

¡Manuel! ¿Dónde estás?

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Subaru BRZ 2.4 Eyesight RWD 6AT

Engine:  2,387cc naturally aspirated boxer four-cylinder
Transmission: 6-speed automatic with paddle shifters
Driveline: rear-wheel drive
Power: 237hp @ 7,000rpm
Torque: 250Nm @ 3,700rpm
0-100km/h: 6.8 seconds (claimed)
Top Speed: 216km/h (claimed)
Fuel Economy (combined): 8.8-litres/100km or 11.4km/litre (claimed)
Fuel Tank Capacity: 50 litres
Kerb Weight: 1,310kg
Price: $237,800 (BRZ 6AT)/ $255,800 (BRZ 6AT STI Edition) (including COE, accurate at time of writing)
Contact: Subaru Singapore

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Subaru. Scooby. WRX. Rexy. Rex. W. Mmmmmm… Memories…

In case you didn’t know, WRX stands for World Rally eXperimental. Back in the day when Subaru was competing in rallies, it was using the Legacy platform with a turbo engine and all-wheel drive. However, Subaru knew that a vehicle with a shorter wheelbase would be needed, and set its sights on building its Impreza platform for rallying. And that’s how we got the birth of the WRX, first launched in Japan in 1992, a year before my GCE O-Levels Examinations.

It’s been awhile since I was last on our roads behind the wheel of a WRX. Having driven the various generations of WRX from GC to GR except the previous-generation VA, and even owning a “blob-eye” GD Rexy sans rear spoiler for seven years, it’s not a stretch to say that I have a soft spot for the Rex.

But this time with the current-generation VB, it’s in my preferred wagon guise which is, in my humble opinion, an option that should always have been made available. But no matter, here we are with the WRX Wagon.

Wagon Life Yo!

Despite sharp creases in the front bumper and muscular haunches over each wheel, the design aesthetic is clean and simple. There’s no need for the WRX Wagon to shout its performance cred, and you won’t find a ginormous wing on its backside either.

The obligatory hood scoop that sets turbo Subarus apart from its naturally aspirated siblings is still here, albeit much more well-integrated into the bonnet.

18-inch rims and tyres fill out the wheel arches nicely, and there are no unpainted plastic cladding around the arches – a welcome relief.

Although the traditional four-pot and two-pot floating brake calipers fore and aft were eschewed in favour of sliding calipers since the GR-generation, they’re more than up to the task of shedding speed in a hurry.

The clean design aesthetic with strategically-placed sharp creases continues to the back where dual tailpipes let those who follow know this ain’t no ordinary Scooby.

In my eyes, the whole wagon design looks and feels more cohesive and mature than its sedan counterpart.

Utility Utilised

Swing that tailgate open to reveal 492 litres of boot space. Need more? Drop the rear seatbacks to liberate a total of 1,430 litres of Ikea- and Giant-shopping friendliness.

Subarus are well known for being simple and utilitarian on the inside, and it’s no different here. The interior is trimmed in black which means easier maintenance and not having to worry so much about dye transfers from clothing such as denim.

However, this does darken the interior somewhat, and the WRX Wagon would benefit immensely from a panoramic sunroof to allow the interior to feel airier.

The rear seatbacks can also be reclined to suit the preference of occupants back here.

Rear legroom is good, and the view out from inside is great – something else Subarus are well known for. A couple of aircon vents in the rear keep occupants cooled, and a couple of USB outlets keep their mobile devices charged.

The front seats, although not the buckets found in the GD WRX, are still very comfortable and supportive.

Electrically adjustable in 10 ways on the driver’s side with two memory settings, and eight-way power adjustable on the passenger’s side, it’s very easy to get into a comfortable position for the journey ahead.

The steering wheel is of a good size and, being adjustable for reach and rake, falls naturally to hand.

Steering-mounted buttons are marked and control myriad functions from adaptive cruise control to infotainment.

Sitting behind the steering wheel is the analogue instrument cluster. This might be disappointing to some out there who expect a fully digital item, but I feel that it is appropriate and keeps with the utilitarian theme.

It’s clear, easy to read and displays the requisite information needed for the test drive. Lovely jubbly.

This then brings us to the infotainment, and this is where some cracks started to show through. Although generally okay to use overall, it is a bit laggy and for some unknown reason, the Bluetooth media screen would not show the track being played. This meant the steering-wheel buttons to advance and rewind tracks were rendered useless.

If, like me, you prefer to enable auto-hold brakes to engage when sitting at a standstill, this needs to be done via the infotainment screen. Hit the car icon at the bottom-left and turn Auto Vehicle Hold (AVH) on. The thing is, it needs to be done every time the car is restarted, which would have been nice if the previous setting was remembered.

Also, the “Fuel Cons.” readout at the top-middle of the screen remained blank for the period of the test drive, which was weird. Probably software glitches, which can hopefully be fixed with an update.

Thankfully, there are physical buttons to control temperature, although fan speed needs to be touchscreen-controlled. Not a big deal though. Simply leave the dual-zone climate control in Auto and adjust the temperature as needed.

Apple CarPlay and Android Auto are available, and it would probably be best to use one of these for infotainment duties.

This WRX Wagon has a continuously variable transmission or CVT, which from what I and many others worldwide have experienced, is one of the best CVT implementations out there.

In manual or M mode, it simulates discreet gears and allows the driver to “bang up and down through the cogs” with the steering-mounted flappy paddles as one sets up for the next corner and blasts out of it using the symmetrical all-wheel drive system.

Slice ‘n Dice

We’d already twirled the wheel of the WRX Wagon in anger at the Subaru Advanced Technology Drive at Changi Exhibition Centre last year, so it was time to see how this WRX would handle daily-driving duties on the streets and highways.

Underhood lies a turbocharged 2.4-litre boxer four-cylinder engine with 275hp and 350Nm of torque. Just for context, STI variants back in the day sported 280hp and around 400Nm of torque, so this Rexy is right up there with ye numbers of yore.

Three drive modes, Intelligent, Sport and Sport Sharp or S#, change the throttle response of the accelerator pedal. For daily-drive duties, Intelligent offers the smoothest experience, and it was in this mode that the whole test drive was conducted.

Moving off the line smoothly and smartly was easy, and the CVT and engine combination were barely perceptible on the move once up to cruising speed. Riding the torque wave from 2,000rpm onwards while leaving the CVT to its own automatic devices saw forward momentum increase smartly, and at no time did I find the WRX Wagon wanting in terms of performance.

The suspension is also very nicely damped for the daily commute, and at no time was the ride jiggly or harsh. This, combined with excellent soundproofing and lack of wind noise means that highway cruising is a comfortable affair. On the highway, EyeSight-guided adaptive cruise control worked well, and one can also enable Adaptive Steering to automatically steer and keep in lane.

The WRX Wagon was only available for a business-day loan, and so was put through my daytime test route encompassing the first two legs of Pure Street and the last two legs of Mostly Highway test routes. Though it cannot be considered as fuel efficient as the top players in the pure internal-combustion engine segment, a weighted and normalised average of 7.52-litres/100km or 13.3km/litre is nothing to scoff at either.

Just for context, my GD WRX used to average 11.1-litres/100km or 9km/litre back in the day.

Naturally, your mileage may vary depending on your specific driving conditions and style, but the above test average handily beats Subaru’s claimed WLTP average of 8.5-litres/100km or 11.8km/litre by a healthy margin.

How is that possible? By driving smoothly, not slowly.

I can’t beat this dead horse enough – good fuel economy is there for the taking if one chooses to anticipate and drive smoothly. Forget jackrabbit starts and abrupt accelerations. Plan ahead and ease off and on the throttle smoothly. There’s even a throttle position readout on the infotainment screen to help in that regard.

Subarus are legendary for their passive and active safety systems. I’m sure you’ve heard many on the internet talking about how they survived or walked away because of their Subaru. Well, I’m one of them.

Subarus are built like tanks and are often referred to as the Volvo of Japan. That’s immensely high praise indeed. If you care about keeping your family as safe as possible in a vehicle, buy a Subaru. This is the reason I put three of my close friends into Subarus back in the day.

So who is this car for?

We have come to the $250,000 question.

Coupled with its surefooted all-weather go-anywhere all-wheel-drive system and handling that will put a smile on your face, the WRX Wagon is there for the family man and/or woman who prefer to eschew sports utility vehicles (SUVs) but appreciates the utility and usability of the extra wagon space.

Someone who cares about safety and doesn’t just want a hum-drum daily driver, but one that can put a smile on one’s face when the opportunity arises, especially in inclement weather. For them, the WRX Wagon awaits.

WRX. Rexy. Rex. W. W for Wagon. Mmmmmm…

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Subaru WRX Wagon GT-S 2.4 CVT EyeSight

Engine:  2,387cc turbocharged boxer four-cylinder
Transmission: continuously variable transmission (CVT) automatic
Driveline: asymmetrical all-wheel drive
Power: 275hp @ 5,600rpm
Torque: 350Nm @ 2,000-5,200rpm
0-100km/h: 6.1 seconds (claimed)
Top Speed: 215km/h (claimed)
Fuel Economy (combined): 8.5-litres/100km or 11.8km/litre (claimed)
Fuel Tank Capacity: 63 litres
Kerb Weight: 1,614kg
Price: $249,800 (including COE, accurate at time of writing)
Contact: Subaru Singapore

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So you’re shopping for a car but don’t want to break the bank in doing so. The sensible thing to do would be to browse the myriad Korean or Japanese brands that represent reliability and affordability in equal measure. In some cases, even a modicum of style. 

However, with modest power outputs, and front-wheel drive layouts, the driving experience can feel, well, homogeneous. Truth be told, there’s precious little to set one model apart from the next in terms of how they feel like to drive. 

Kudos, then to brands like Subaru. Since 1972, the Japanese outfit has doggedly persisted with its maxim of perfecting all-wheel drive and horizontally oriented engines. This is all in the interest of the best stability and driving experience possible.  

So all-wheel drive gives the driver grip and horizontally-opposed ‘boxer’ engines lower the centre of gravity. Over the years, Subaru has built on this foundation by incorporating various technologies to enhance the safety and handling of its cars. 

Last week, regional distributor Motor Image held a dynamic showcase of its core safety and handling tech at an event it dubbed, the Subaru All Round Training session at the carpark of Singapore Expo at Changi. 

Passing the EyeSight test

In addition to Symmetrical All-Wheel Drive, Boxer engines and Subaru Global Platform chassis, the Japanese manufacturer also includes the camera-based driver assistance aid known as EyeSight among its four core technologies. These can be found in all its models on sale today.

First up was a Pre-Collision Braking exercise, a Subaru Crosstrek was on hand to demonstrate the latest iteration of EyeSight. To put the system to the test, a full-scale standee of a Forester SUV was placed at the end of a short, straight section of the Expo carpark. We were told to accelerate to 30km/h and not brake when we got up to the dummy target. 

True enough, the Crosstrek brought itself to a complete, albeit abrupt halt about 30cm from what would have the rear bumper of the vehicle in front. The EyeSight Pre-Collision Braking system is said to work up to 150km/h. Obviously, with higher speeds come longer braking distances and more deceleration stresses on the occupants. 

The reality of driving in the 21^st Century is that we are too easily distracted by our devices and occasionally even the functions of the cars themselves. In many modern cars, for example, the proliferation of touchscreens depends on drivers to take their eyes off the road to use them. Although this isn’t a problem in the Crosstrek as it has a healthy mix of intuitive tactile controls, I can think of many other cars that would benefit from a system like EyeSight that would make driving a lot safer. 

Subaru drivers can also take heart in knowing that their cars are fitted with a similar collision avoidance system that works in reverse. Known as Reverse Automatic Braking (RAB), the car is capable of automatically braking if it senses an obstacle that might impact the rear of the vehicle.

Gymkhana Workout

To experience the agility of the Subaru Forester, a gymkhana course was set up to simulate an urban parking scenario, where the driver had to pilot the SUV into a parking bay, then reverse into an adjacent space, followed by negotiating a roundabout – in reverse! 

Personally, I’ve never encountered such a situation in the real world. However, if I ever do, I would hope that the car I’m in has a backup camera as accurate as the one in the Forester. 

Taxi Driver

No driving showcase is complete without a few hot laps of taxi rides as a finale. In the case of Subaru All Round Training, it certainly did not disappoint. A pair of the latest Subaru WRX with manual gearboxes were used for a spirited session of “chase and run” piloted by pro drivers showing their passengers what these 2.4-litre turbocharged four-wheel drive cars are capable of. 

Rain, for many other brands, would have spelt disaster for such an event. In the case of Subaru however, the wet weather that day added another dimension to the occasion. The all-wheel drive performance vehicles simply took to the slick surface like proverbial ducks to water and never missed a beat. 

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The Crosstrek you see here was formally known as the XV on our shores for many years and has gone through a name refresh alongside some key upgrades. Crucially, this is still Subaru’s little tough guy, combining the form and functionality of a hatchback with more go-anywhere prowess than most city-dominated SUVs on the market today.

It might not be as pretty as other SUVs and it isn’t quick, but the Crosstrek is a plucky daily driver you can load up with climbing gear and top with kayaks or mountain bicycles. It is the extension of your outdoor-active lifestyle.

Rough and Tough

The Crosstrek, though a fresh moniker, traces its lineage back to the XV. Hence, the two share very similar styling. Subaru introduced the ‘rugged-lite’ styling on the first-gen XV, setting a tone that echoes to today, and the Crosstrek proudly carries that torch.

The Crosstrek unveils its new identity with slimmer headlights and a face reminiscent of the sporty WRX. Yet, it maintains that unmistakable Subaru vibe – a blend of contemporary flair and allegiance to tradition. The front bumper, akin to a warrior’s shield, cradles fog lamps, adding a touch of aggression. Add those 3D-taillights at the back, and the overall image is a general crowd-pleaser.

Rolling on 18-inch wheels, the Crosstrek is what I’d call ‘conventionally good-looking.’ It doesn’t scream for attention; it gets it with a subdued yet modern aura. Parked beside its peers, it remains distinctly Subaru, yet effortlessly contemporary.

Tech Wizzed

From the moment you open the door, it’s clear the Crosstrek was designed with durability in mind. This was designed to tackle ruts and gravel after all. Translated, that means the materials are sturdy and well screwed together, but leaves a lot to be desired in terms of premium trimmings.

This isn’t a cheap interior, per se, but the Crosstrek’s use-it-and-abuse-it mantra does shine through. A bit muted in colour? Perhaps. But it’s a canvas waiting for your adventures to paint it with memories.

The analogue-digital combo does work well, but against the all-digital clusters of today, it does look a little dated. What isn’t dated is the new 11.6-inch touchscreen. Like the Outback, this system boasts a vertical layout, dividing functions into layers with quick functions around the corners. And you get wireless support for Apple CarPlay and Android Auto! Brilliant.

Subaru is embracing the future without tossing aside good ol’ physical controls. Temperature adjustments? There’s a button. Volume? There’s a dial. While I wish there was a button for HVAC fan speed, this is still better than having everything digital.

Amidst all this, the Crosstrek doesn’t forget its practical roots. It’s a family car, not just in name. Decent headroom, generous legroom, and a boot that, while not cavernous, is more than a grocery-getter.

Subaru knows its owners are going to throw all sorts of dirty outdoorsy things back here, so the standard floor liner is a removable rubber mat that’ll be easy to hose down once it’s inevitably covered in mud, grass, or sand.

There are cup holders and cubbies everywhere, which is exactly what Crosstrek buyers want. You’ll find plenty of places to shove protein bars and water bottles, including a large glove box and deep centre console.

Surprisingly Docile Yet Rugged

Central to the Crosstrek’s prowess is its all-terrain dominance. While other SUVS may tiptoe around the edges of adventure, the Crosstrek boldly strides into the rugged unknown. 

Despite being a little slower, the Crosstrek is nevertheless surefooted. It’s not floaty or bouncy, but rather well-controlled and comfy for all occupants. A steering rack borrowed from the WRX enables the front end to turn in quickly and there’s a good amount of feedback through the wheel while on or off the road.

The introduction of the e-BOXER mild hybrid drivetrain helps fuel economy along too, enhancing both efficiency and refinement. On my short test with the car, I managed to get 7.8km/litre; not the greatest, but this was with some light idling and bouts of acceleration, so your mileage may certainly vary.

Then we come to the transmission; this is often a topic relegated to the periphery. But, the CVT is leaps smoother than its predecessor, and the inclusion of paddle shifters to “simulate” gear changes elevates the driving experience. 

Where the Crosstrek truly shines is off the beaten path. The dual-function X-Mode transforms the Crosstrek into an off-road virtuoso, conquering terrains that most other crossovers cower at. With a ground clearance of 220mm, it’s also very forgiving should you accidentally bump into short obstacles on the road.

Honestly, aside from the dearth of power, the Crosstrek’s a charming little thing. You sit up high and there’s great visibility out of the expansive windscreen.

The unorthodox choice

I feel the biggest challenge the Crosstrek faces is not itself, but the fast-paced ever-changing SUV market. It’s decent in its own right, yet it steps onto the stage when the automotive landscape is quickly evolving, with buyers gravitating towards turbocharged powerhouses and fully hybridised models. Competition is fiercer than ever these days.

But, if you find yourself on the lookout for an SUV that refuses to conform, that revels in breaking free from the ordinary, the Crosstrek beckons. The Crosstrek is more than ready, X-Mode engaged.

Technical Specifications

Subaru Crosstrek e-BOXER Hybrid

Engine: 1,995cc 4-cylinder DOHC Boxer
Power: 148 bhp
Torque: 196 Nm
Gearbox: 7-Speed Hybrid Lineartronic CVT
0-100km/h: 10.5 seconds (claimed)
Top Speed: 199 km/h
Fuel Economy: 14 km/L (claimed)

Price: S$186,800 with COE (accurate at the time of this article)
Contact: Subaru Singapore

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

Hold on, didn’t we already know this SUV as the XV? 

So, here’s the deal. Subaru decided to unleash the Crosstrek nameplate here in Singapore, a moniker previously reserved for our friends in North America. This isn’t just a subtle name change either; it’s a whole new personality.

First things first, let’s talk looks. The Crosstrek has undergone a transformation that’s impossible to ignore. It’s got a front end that demands attention, and those flared fenders with plastic cladding?

They give this ride a rugged, tough-as-nails vibe. Subaru calls it a ‘playful design that’s fun to look at’.

And if you’re all about that individuality, this SUV comes in a variety of paintwork colours, including three exclusive shades: Oasis Blue, Offshore Blue Metallic, and Sun Blaze Pearl. So, go ahead, pick a hue that matches your personality.

But what’s under the hood? Well, the Crosstrek e-BOXER Hybrid is packing a naturally aspirated 2.0-litre flat-four engine, cranking out 148bhp and 196Nm of torque. Subaru has also given this engine a makeover with a new cylinder head and pistons, making it even more efficient, powerful, and refined.

And here’s the green twist – it’s got an electric motor in the mix, churning out 16.5bhp and 66Nm of torque. This hybrid duo isn’t just about saving the planet; it’s also designed to deliver a smooth and powerful performance no matter where you’re driving.

Speaking of driving, Subaru’s symmetrical all-wheel drive system is standard here, and that’s useful when handling all sorts of road conditions. The Vehicle Dynamics Control System and Dual-Function X-MODE add an extra layer of traction goodness, letting you choose the perfect setting for whatever surface you’re conquering – be it dirt, mud, or snow.

Safety? Subaru’s enhanced EyeSight 4.0 is the brand’s latest safety and driver assistance package, and it’s got some upgrades. Three cameras now watch your front, thanks to the addition of a new wide-angle monocular camera. It’s like having an extra set of eyes on the road, especially when it comes to spotting pedestrians and two-wheelers. 

Inside the Crosstrek, you’ll find the same familiar Subaru gubbins. The powered, 10-way adjustable driver’s seat ensures you find that perfect driving position, and your copilot gets an 8-way electrically adjustable seat.

The infotainment system is now accessible via a new 11.6-inch HD touchscreen, and yes, it plays nice with Apple CarPlay and Android Auto – wirelessly. So, your playlist and navigation are just a touch away.

Prices for the Crosstrek e-BOXER Hybrid start at $216,800 with COE. That’s not a small number, but considering all that you get packed into this SUV, it’s an investment in a fun future on the road.

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

Upon arriving at CEC, the first sight to greet us was a fleet of Subarus, or as enthusiasts refer to it, Scoobys parked up and on display. These included the modern-day enthusiasts’ choices, in the BRZ, WRX Sedan and WRX Wagon.

Up front were three hero cars from yesteryear, the S206, S207 and S208…

… flanked on one side by great-granddaddy and granddaddy WRX from the 90s and the trackday-oriented WRX STi Spec C from the noughties respectively. Pulses had already started to race at this time, and things were only about to get hotter. We’re saving the best for last, so stay with us.

The second station we went to was with the Subaru Solterra, specially flown in from Taiwan in left-hand drive.

Here we were shown how this EV has advanced self-parking features, where it can reverse, as well as parallel park without user intervention after the appropriate buttons are pressed. Likewise, it can also get itself out of parking spaces without direct driver intervention.

Then it was off to showcase what Subaru describe as “the Solterra’s highest ground clearance in its segment” and yes, it is fitted with X-Mode to this end.

Negotiating these asymmetric ramps will be a challenge for any SUV, and the Solterra did experience some hesitation initially. But when X-Mode was enabled, the Solterra simply climbed up and over without fuss, demonstrating Subaru’s DNA but in EV form.

There’s enough torque from the Solterra’s electric motors to snap one’s head back into the headrest upon sudden acceleration, so don’t scoff too much at it. Moreover, it’s nice and comfy to sit in, and during our demonstration run, there were five of us in the car.

Next up, we went to check out what new goodies Subaru’s fourth-generation EyeSight technology brings to the road, courtesy of the Forester, or as I call it endearingly, Frosty.

The first demonstration involved driving at 60km/h alongside lines on the road with Lane Departure Prevention (LDP) enabled. EyeSight picked up the lines pronto, and I deliberately steered our Frosty toward the lines in an attempt to veer out of my ‘lane.’ LDP was quick to nudge the SUV back into ‘lane’ and feedback could be felt through the steering wheel. This feature, in my opinion, is a must-have in this day and age of touchscreen-operated everything.

Then, it was on to a lead-follow sequence with both Lane Centering and Preceding Vehicle Adaptive Steering Control functions enabled. At 30km/h, our Frosty kept pace with the lead SUV and followed its path as it gently filtered left and right. This function would be useful in heavy traffic and traffic jams where one can just activate them and let the car drive itself.

Then, with adaptive cruise control disengaged, our Frosty was allowed to coast toward the EyeSight target board to demonstrate Pre-Collision Braking (PCB).

Unfortunately, during our stint, dark clouds had already rolled in overhead, and a very strong gust of wind blew the target board over, necessitating manual intervention. Not to worry though, we witnessed this station being performed by others. Here’s an animation of what it looks like:

Which then brings us on to the first station of the day, and the Subaru that enthusiasts have all been waiting for.

WRX. Rexy. Rex. W.

Both demo cars were automatic. I chose to have a go in the Wagon variant first, and this is the tS version on test.

In a first for Subaru, the top-trim WRX tS EyeSight in both Sedan and Wagon variants feature electronic dampers, which will make these enthusiast-favourites even more versatile as an everyday performance car.

And if there’s any doubt as to whether one should choose a Sedan or Wagon…. in stock form, the Wagon is the keener handling WRX, and is more willing to rotate in the twisties, possibly owing to extra weight over the rear axle. Think pendulum.

That’s not to say that the Sedan handles poorly. Far from it.

Just that in stock form, I found the Sedan to push its front-end more than the Wagon. But let’s keep in mind that Rusty McYoursTruly here hasn’t twirled a steering wheel in anger through a series of tight corners for over a decade and is completely out of practice.

It is therefore, with great gratitude, that there was sufficient time to ride shotgun for a lap with one of the instructors at the wheel of the WRX Sedan. Boy, did it bring back fond memories, with the differentials being worked perceptibly-hard through the corners in the hands of a professional performance driver, and is what I remember of my own ‘cross-eyed’ WRX from 2004.

The difference here is that one does not need to trail-brake as hard or heavy as in my old WRX to get the rear end to rotate. Simply use the throttle to do it and have confidence in the symmetrical all-wheel drive system sending drive torque to whichever axle can use it the most.

Both cars feature a 2.4-litre direct-injection turbocharged boxer-four engine, and the increase in low-end torque is immediately apparent. The WRX now takes off smartly from a standstill, or even with alacrity if Sport Sharp or S# mode is selected. Although maximum torque remains the same 350Nm as before, it is developed much earlier in the rev range from 2,000rpm and held all the way to 5,200rpm like before. Power takes a bump to 275hp at 5,600rpm.

This is, but a preview of the WRX. We’ll have a full review in time to come. In the meantime, we’re glad to have had a chance to experience all the vehicles and technology during Subaru’s Advanced Technology Drive at Changi Exhibition Centre.

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