Subaru Crosstrek vs Volvo V60

What's the difference?

It’s not perfect, in fact, the Crosstrek has a few factors that would probably turn off groups of buyers at a time, but Subaru knows its audience isn’t ‘everyone’.

Subaru customers aren’t trying to get their fuel efficiency below 4.5L/100km, nor find the car with the most luxurious interior. They’re looking for a practical Jack or Jill of all trades, which the Crosstrek does rather well for its segment.

Few small SUVs are as agreeable on rough and unsealed roads without sacrificing suburban comfort, while its features list is practical and provides plenty for the money.

Unfortunately, the hybrid system is a little underwhelming, and if it’s the main draw of the Crosstrek for you, it could be worth considering the less expensive ($38,590) Hybrid L or even a hybrid rival like the Toyota Corolla Cross or Mitsubishi Eclipse Cross.

If the all-round ability of the Crosstrek is the draw, however, the non-hybrid L is still an excellent offering and doesn’t use a lot more fuel than the Hybrid - plus it’s several grand cheaper at $41,490.

The Crosstrek is great for active people who need a bit of flexibility in one car but for the vast majority, the hybrid probably isn’t the sweet spot in the range. However, that won’t hinder the Crosstrek as an overall model, its popularity is already proven, and the option of a Hybrid puts Subaru a little closer to the eventual necessity of electrification.

The Volvo V60 Cross Country’s split-personality delivers urban civility and all-wheel-drive capability. Our city-slicker week with it confirmed the latter doesn’t compromise the former. It’s sleek and refined, well equipped for the money and safety is top-shelf. 

If you have multiple kids creeping up through their teens, you might need something a bit bigger, and ownership costs like fuel economy and servicing, while not tragic, could be better.

Overall though, a thoughtfully engineered, premium mid-size wagon that expertly balances form and function. 

Perhaps unsurprisingly, the new Crosstrek looks an awful lot like its a development of the Subaru XV.

Which, given the latter’s popularity, is a very good thing.

While there are a lot of similarities, especially when it comes to some of the more rugged elements, the Crosstrek still manages to look quite new.

It’s rugged without having too many ‘busy’ design elements and it even looks at home in inner-city suburbs. 

Of course, its raised body and cladding are mostly for practical reasons, but it gives the small SUV an adventurous aesthetic that separates it from city-focused rivals.

As essentially a high-riding development of the Impreza hatch, its size and proportions also make it look more like a ‘big car’ than a small SUV.

Full disclosure, I’m a long-time wagon fancier, appreciating their practicality and load capacity combined with easy, low centre-of-gravity driving dynamics. And the V60 Cross Country follows Volvo’s clean-as-a-Scandinavian-whistle design direction.

Soft curves, a gently tapering roofline and the occasional hard character line deliver a fuss-free exterior that’s contemporary and instantly recognisable as a Volvo.

Signature elements like the ‘Thor’s Hammer’ LED headlights, and tall, jagged tail-lights will be familiar to spotters of Swedish cars, and our test example’s classy ‘Thunder Grey’ paint finish enhances the understated, yet premium look.

The V60 Cross Country rides higher than the non-XC models available in other markets (197mm ground clearance vs 142mm) and adds a hint of toughness with dark wheel arch extensions, a chrome frame grille with black bars, high-gloss black side window trim and bright aluminium roof rails.

The interior is similarly understated, yet there’s plenty of visual interest thanks to the multi-layered dash, mixing soft-touch plastics and brushed metal elements with trimmed and stitched insert panels.

A portrait-oriented central multimedia screen and customisable digital instrument cluster add just the right amount of techiness, with a common-sense mix of digital and physical controls attached to various functions.

Speaking of which, the gearshift is “genuine Swedish crystal” made for Volvo by Orrefors. Not my cup of tea, but it’s distinctive.

With chubby, adjustable cushion and backrest bolsters, as well as customisable under thigh support, the front seats look racy but give nothing away in terms of comfort. The rear seats are also neatly contoured and the overall standard of fit and finish is top-shelf. 

Practicality is pretty much a staple of Subaru as a brand, so it should be a huge surprise that it feels that way from the driver’s seat.

The interior doesn’t look futuristic, but it does look functional. 

For example, even though the centre of the dash is all screen - and we love buttons for climate controls around here - the controls for air conditioning and temperature are at least always present on the screen, no sub-menus needed.

The phone charger is large enough for even very tall phones (looking at you, Samsung Galaxy S20 Ultra, pictured), and it’s out of the way to minimise extra digital distraction.

The steering wheel’s buttons, while many, are all clear and simple, as is the iPad-like icon layout on the multimedia screen.

Storage in the front is miles ahead of the rear seats, a large central bin with two cupholders, a big glove box, and decent space for water bottles in the door cards. In the rear, two central cupholders in the armrest and a small space in the door.

But there is a decent amount of space for an adult to sit in the rear, even if the sides of the roof are a little close to the head. It’s a little like the front, where the seats are supportive and easy to adjust to a comfortable position.

Further back, the boot space is a relatively small 315 litres, though its slightly larger than the 291L the petrol versions come with - that extra space likely swallowed by a spare tyre in the petrol versions, as opposed to the smaller batteries taking up some space in the hybrids.

At just under 4.9m long, a fraction over 1.9m wide and 1.5m tall the V60 Cross Country is a ‘large’ medium-sized wagon. And a lengthy 2875mm wheelbase means there’s a generous amount of space inside.

Plenty of breathing room up front but storage is a mixed bag. The (cooled) glove box is a decent size, there’s a lidded box (which doubles as a centre armrest) between the seats, and two big cupholders in the centre console with a sliding lid to cover them. Which is great if you want to hide odds and ends in there, rather than locate a couple of large cappuccinos.

However, in front of that, the wireless charging pad takes up a flat piece of real estate next to the gear shift and another small covered section further up rolls back to reveal an awkward little space that looks like a miniature swimming pool with a 12V socket at the deep end.

The lower front door pockets are long, although sliding even medium-size bottles in them is a bit of a struggle, however there’s a useful secondary space in the centre of the armrest.

Move to the back, and sitting behind the driver’s seat, set for my 183cm position, I enjoyed more than adequate head and legroom. 

Our kids, two of which are the same height as me, were rubbing shoulders with their slightly shorter older sister, so three across the rear is do-able for short-to-medium-length trips only. And the pronounced transmission tunnel in front of the centre position makes it the short straw option. 

That said, up to mid-teenagers will be fine for the full road trip experience.

There’s adjustable ventilation control at the rear of the front centre console and in the back of the b-pillars, while the fold down centre armrest incorporates a pair of pop-out cupholders. The door bins are decent and there are netted map pockets on the front seat backs.  

For in-cabin power and connectivity there are three USB-C sockets in the front (one media, two power-only) and another two in the rear, as well as that hidden 12-volt outlet in the front.

If you’re looking for a wagon, boot space is obviously a priority and the V60 provides 648 litres of volume with all seats upright, growing to 1431L with the 40/20/40 split-folding rear seat lowered.

We were able to load in the large CarsGuide pram, with lots of room to spare, and our three-piece luggage set (36L, 95L and 124L) was also swallowed easily. 

A ski-port door in the centre rear backrest increases flexibility (but make sure those long loads are properly secured) and a fold-up cargo divider (with bag hooks on the back) is a thoughtful extra.

There are more shopping bag hooks on both sides of the boot, an extra netted space on the passenger side, a 12V socket and four flip-up anchors to safely tie-down loose loads.

The spare is an 80km/h speed-limited space saver and if you’re into towing, the V60 Cross Country is rated to haul an 1800kg braked trailer.

Also worth noting trailer-stability control is standard. Nice.

At $60,490, before on-road costs, the Volvo V60 Cross Country sits in the middle of three broadly comparable competitors - the Peugeot 508 GT Sportwagon ($65,657), Subaru Outback Touring ($55,990) and Volkswagen’s Passat Alltrack 162TSI Premium ($62,790).

A ‘civilian’ V60 is offered in other markets, in front- and all-wheel drive, powered by a variety of petrol and diesel engines. But the higher riding, all-wheel-drive Cross Country variant is the single choice here.

Hence the alignment with similarly priced ‘soft-roaders’ like the Outback and Passat Alltrack.

The $60K threshold is a pretty significant one, and at that money you have every right to expect a lengthy standard equipment list. And the V60 XC delivers.

Aside from the safety and performance tech covered separately, this five-seat wagon features a head-up display, 9.0-inch central multimedia screen (with touch or voice control), 12-inch driver display, leather-accented trim, four-zone climate control, a heated steering wheel, keyless entry and start, Apple CarPlay, 10-speaker 220W audio (with digital radio), multi-adjustable electric front seats (with two-position memory on both sides) plus heated seats (front and rear).

Then there’s ‘Google built-in’ for four years (Google Assistant, Google Maps, Google Play and more), adaptive cruise control, auto LED headlights, 19-inch five-spoke alloy rims and a power tailgate. A solid package for the money. 

Our test example had several options lavished upon it in the shape of a 15-speaker, 1410W Bowers and Wilkins premium audio ($4200), perforated Nappa leather-accented interior trim ($3150), front seat massage function ($1100) and tinted rear windows ($750).

At an as-tested price of $78,690 the V60 starts to rub shoulders with premium players like the Audi A4 Avant 45 TFSI Quattro S Line MHEV ($78,200), but even then the value equation stacks up well.

This is perhaps the part of the review you’re most interested in - as well as the following sections on efficiency and maybe driving - if the ‘Hybrid’ part of the Crosstrek Hybrid S’ name brought you here.

Like its design and interior, the engine will be familiar to anyone who has owned or driven a relatively recent Subaru - a 2.0-litre flat-four petrol engine good for 110kW/196Nm - which means it makes a little less than the standard petrol variant’s 115kW.

However, the electric motor is capable of its own 12kW/66Nm outputs, though Subaru doesn’t supply a claimed total maximum for the whole powertrain.

Drive is transferred to all four wheels - it is a Subaru after all - via a seven-step continuously variable transmission (CVT).

The V60 is powered by a 2.0-litre, all-alloy, four-cylinder turbo-petrol engine producing 183kW (from 5400-5700rpm) and 350Nm (between 1800-4800rpm). 

Drive goes to all four wheels via an eight-speed automatic transmission then a computer controlled Haldex AWD system built around a high-pressure hydraulic pump and multi-plate transfer clutch pack.

The B in the car’s designation stands for ‘Battery Charging System’ because it features a starter/generator unit in place of a conventional starter motor.

The set-up recovers kinetic energy from vehicle braking and stores it in a small 48V battery.

The system is then able to pull power from the generator, assisting the engine with a 10kW/40Nm boost, especially when starting off from rest and under acceleration.

It also helps power the standard stop-start function and deliver relatively modest fuel consumption and emissions reductions.

But the main benefit of this type of ‘mild-hybrid’ arrangement is improved drivability, which we’ll get to in the ‘Driving’ section.

Subaru claims the Crosstrek Hybrid will sip 6.5L/100km on the combined cycle, which isn’t enough to blow anyone away, even when you take into account the extra fuel needed for permanent all-wheel drive. The AWD Corolla Cross Hybrid comes with a claimed 4.4L/100km.

Compare this to the 8.5L/100km reading the Crosstrek returned after our time with the car, mostly with a (somewhat unkind) mix of inner-city and semi-rural backroad driving, and it’s clear the Crosstrek isn’t one of the most frugal cars in its class.

More highway driving would certainly have lowered the figure - we’ve achieved 8.0-litres on previous testing with a non-hybrid Crosstrek - but perhaps being top of the charts for efficiency isn’t necessarily what Subaru buyers are looking for.

Of course, the Crosstrek Hybrid S employs a couple of features to avoid using fuel where it can be avoided, such as auto stop-start and its (relatively mild) electric system taking over when mostly coasting or the engine isn’t required.

Volvo’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, the 2.0-litre turbo-petrol four emitting 168g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we averaged 10.1L/100km, which is acceptable rather than spectacular for a 1.8-tonne five-seat wagon.

Worth noting the standard stop-start system is one of the best, thanks to the efficiency of the 48-volt starter/generator, its operation is seamless.

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 60 litres of it to fill the tank.

Using the official number, that translates to a range of around 810km, which drops to just under 600km using our real-world figure.

Two things stand out after a short stint behind the wheel of the Crosstrek Hybrid, and both become more cemented over time.

The first is that the ‘Hybrid’ part of the ‘Crosstrek Hybrid S’ isn’t quite as prominent in its real-world impact as it is in its name.

The 110kW engine doesn’t feel like it’s being massively helped along by any electric assistance, and the electric motor is very rarely doing the work by itself, as you’d find in any hybrid from Toyota or Honda.

That’s a shame, because the Crosstrek could do with a little extra oomph, if not for getting up to speed then for avoiding thrashy engine sounds under acceleration.

The CVT, while not necessarily detrimental to its performance, doesn’t help with that.

But balancing that out is a chassis and platform that’s engaging and predictable - and that’s predictable as a good thing - making the Crosstrek pleasant to pilot.

Its controls like steering and braking are nicely weighted for low speeds, commuting, and for more spirited driving, while the suspension and chassis handles surfaces from smooth suburban roads, to city tram tracks, to unsealed roads with ease, soaking up bumps and shakes nicely.

If you’re noticing a theme in this review, it’s that Subaru doesn’t seem to be chasing any ‘best at’ metrics in favour of giving the Crosstrek the ability to do a range of different driving and being at least satisfactory in any given area.

Volvo claims the V60 Cross Country will accelerate from 0-100km/h in 6.9 seconds, and it feels every bit that quick behind the wheel.

This mid-size wagon might weigh in at a fairly chonky 1.8 tonnes, but its engine delivers peak torque (pulling power) all the way from 1800-4800rpm, which means there’s plenty of oomph lurking under your right foot across the mid-range.

Yet that urgency isn’t manic. The drive is civilised and commendably quiet, thanks in part to active noise control cancelling out unwanted frequencies.

Suspension is by double wishbones at the front and multi-links at the rear, the latter featuring a composite transverse leaf spring rather than more commonly used coils.

The result is impressive ride comfort, even over rutted and pock-marked urban roads.

Steering feel is good, the adaptive assistance system seamlessly adjusting the weight from agreeably light at parking speeds to appreciably heavier on the highway. And despite its increased elevation the V60 Cross Country remains balanced and predictable on a twisting b-road.

Braking is by (345mm) vented discs at the front, with (320mm) solid rotors at the rear and stopping power is strong, yet progressive. 

The configurable head-up display is a welcome inclusion and an 11.3m turning circle (not to mention a clear reversing camera and 360-degree view) makes parking and similarly tight manoeuvres a stress-free undertaking. 

Volvo has thoroughly thought through in-cabin ergonomics. The previously mentioned mix of physical and on-screen controls works well, and the availability of touchscreen or voice control for various functions is a big plus.

Walking through the screens and sub-menus in the central multimedia screen is quick and intuitive.

And even though we didn’t hit the great outdoors in this test, for those who regularly do, the V60 Cross Country’s clearance angles are, approach - 17 degrees, breakover - 18.4 degrees and departure - 22.4 degrees.

A quick game of automotive word association must surely pair safety with Volvo, and it’s no surprise the V60 Cross Country was awarded a maximum five-star ANCAP rating in 2019.

In the intervening four years ANCAP’s assessment criteria have become stricter, but that doesn’t mean this car has fallen off the pace when it comes to active (crash avoidance) tech.

For a start, its AEB system (with forward collision warning) operates from four to 250km/h, with pedestrian and cyclist detection in play up to 80km/h.

There’s also ‘Intersection Collision and Oncoming Mitigation with Brake Support’, ‘Steering Support’, adaptive cruise control, lane keeping assist, blind-spot warning (with cross-traffic alert), ‘Front and Rear Collision Warning’ (with mitigation support), hill start assist, hill descent control and a reversing camera with 360-degree camera view.

Then, there’s rear cross-traffic alert (with auto brake), ‘Park Assist Pilot’ (for parallel and perpendicular spaces), tyre pressure monitoring, automatic rain-sensing wipers, auto adaptive headlights, ‘Emergency Brake Assist’ and ‘Emergency Brake Light’.

But if an impact is unavoidable there are six airbags on board (driver and front passenger - front and side, plus full-length side curtains).

Missing is the increasingly common front centre bag designed to minimise head clash injuries in a side impact.

There are three top-tether points for child seats/baby capsules across the second row, with ISOFIX anchors on the two outer positions.

An active bonnet increases the distance between it and hard parts underneath to minimise injuries in a pedestrian impact, while multi-collision brake controls the car post-crash to lessen the chance of secondary collisions.

The Crosstrek is covered by Subaru’s five-year/unlimited kilometre warranty, with servicing intervals coming up every 12 months or 15,000km under Subaru’s five-year capped-price servicing.

Subaru also adds 12 months of free roadside assistance.

This is all fairly standard in the industry, though some brands like Kia and MG offer seven-year warranties, or there’s Mitsubishi with a 10-year warranty (even if it requires certain conditions to be met during the decade).

The V60 Cross Country is covered by Volvo’s five year/unlimited km warranty, which is the current industry standard, with eight years roadside assistance as part of the deal.

Recommended service interval is 12 months/15,000km and Volvo offers capped-price servicing over three- or five-year periods. 

Three years comes in at $1750 (an average of $583 annually) and five years is set at $3000 ($600 annual average). 

Not over the top, but not exactly cheap, either. However, the set price means you can fold maintenance costs into a finance package if you’re purchasing the car that way.