1. High oil consumption. This sometimes occurs on FB20 before 2013. The problem is often coked oil scraper rings, as well as crooked, defective cylinder blocks. If the block turns out to be crooked, then you will have to buy a cylinder block, this time even. You can try decoking the rings, this will help for a short time. In the future, replacement, with all that it implies.
In addition, in order not to kill the catalyst, you need to use good gasoline, also monitor the oil level, this is important for this engine. Moreover, pour exactly the oil into FB20 that the manufacturer recommends if you don’t want to get problems with AVCS, cranking of connecting rod bearings, oil consumption and premature capitalization. Change the oil more often than recommended, every 5000-7500 km. To increase the service life of the FB20, you should not use it aggressively; a calm ride will significantly reduce the risk of running into trouble.
Subaru FB20 engine tuning
Chip tuning
The FB20 is a typical modern engine, created primarily as an economical and environmentally friendly power unit. In addition, the engine is thermally loaded and has a tendency to burn oil, so there is no need to create illusions about tuning. You can flash the control unit a little more aggressively, make the exhaust louder and get a pleasant Subaru sound accompaniment. There is nothing else worth doing, especially the FB20 turbo, it’s better to buy another car.
First, about choice. It took me a long time to choose a car; I probably went through all the options that fit the budget and the required characteristics. Now more details.
The first to test was the Mazda CX-5. I liked the car: the interior is spacious, you sit high, the panel is pleasant to the touch. However, when cornering, the car seemed a little wobbly and I was upset that on bumps (the dealer took it to the private sector to show the off-road capabilities of the car on a dirt road and along gullies) something in the suspension rattled dully. The dealer said that we need to look at what the problem is. Like, everyone is trying to drive a test car, and it is possible that something in it could break.
I drove very carefully all the way back so as not to be accused of treating the test car poorly. The dealer even thanked me for this upon arrival at the salon. The off-road capabilities that we managed to test were not encouraging.
I myself live outside the city, and this is a purely city car that can drive uphill in the snow and climb onto a low curb. Even in shallow snow, the machine begins to dig in and sit down. I was pleased with the consumption (although I pressed on the gas during the test). The display showed only 9.8 liters.
The price of the car at the time of inspection was 1,210,000 rubles. The package includes 17-inch wheels, a cloth interior, all-wheel drive, light and rain sensors, as well as some nice things that, in my opinion, are not at all necessary for a car.
Next on the plan was the Hyundai ix35. I decided to take the test thanks to the fact that the car was very advertised on TV and was featured on billboards in the city. It feels like when you drive over even the smallest cracks in the asphalt, your spine feels like it’s crumbling into your pants. The suspension setting was very stiff, and something creaked and squeaked somewhere.
The panel seemed like a toy, which is typical for most Koreans. The dealer said that the base comes with a built-in subwoofer, which means you can shake in the car while listening to music loudly. The car didn’t show anything impressive in the snow either. The price for this copy was 1,180,000 rubles.
The third car turned out to be a Honda CR-V. She liked it. It rides smoothly and feels like you're driving a sedan. A flat floor, a large trunk, pleasant velor seats, but what was off-putting was that because of the flat floor, a belly had grown on the bottom of the car, which was trying to get caught on something. Well, I wasn’t very pleased with the price tag. For the 2.0-liter engine and automatic transmission they asked for 1,400,000 rubles.
And finally, the Subaru showroom. Before the test drive, I drove a friend's Impreza Fox with a 2.0-liter engine producing 160 hp. and mechanical transmission. It snowed at night and in the morning, and 20-25 cm fell. I told him that we would not leave the garage, but he grinned. It would seem like a low car (clearance 155 mm), but we broke through, pushing the damp snow with our bumper. I thought that if the Impreza drives like that in the snow, then a taller car wouldn’t get stuck.
Impression
My wife and I came to test the Subaru XV when it was snowing outside. There were drifts on the roads, snowfall and porridge in places where reagents were sprinkled. This is the perfect time to test the car in combat conditions. I will say right away that I was disappointed by the sound insulation, which is practically non-existent. The noise in the arches when driving through the mess is indescribable. On a bad road, something constantly taps and creaks.
The interior of the Subaru XV seemed rustic, but well made. The seats are comfortable, the mirrors are large, and visibility is good. I started asking the manager why there was no noise, why the shelf was creaking, and so on. He answered me in such a way that I was even a little taken aback: “Well, you didn’t come here for this, but for how the car drives. So let’s take a look.”
And we looked! Perhaps breaking traffic rules a little (this is very bad), we traveled around the city the way I wanted. It was a weekend morning and there were few cars on the roads.
We drove into an uncleaned yard and climbed onto the curb without any problems. Or rather, there was only one problem: if you simultaneously push two wheels against a high curb, then the car does not move AT ALL. The manager said that this was done to protect the box from overload. If you storm the curb with one wheel, then everything is fine.
It also drives well in porridge, but with ESP turned off it’s generally great. At speed, the car takes turns on an unclean road with confidence, and there is no feeling that you are losing control of the road.
The suspension on the Sybaru XV is stiff and elastic, but not as much as the ix35, so the ride is comfortable. We drove off the asphalt into the private sector and came to some kind of dead end. The snow is knee-deep, turn off ESP and switch the gearbox to manual mode - let's go.
We drove by, turned around, and I looked at the rut that had been trodden down. It was then that I realized that this was the car I needed! Neither Mazda, nor Hyundai, nor Honda would have gotten to where we got to!
Yes, cars have their downsides. For example, the trunk is smaller, the interior design is simple (you quickly get used to it) and some options that are present in competitors are missing. But from the outside the car looks aggressive and muscular. Powerful body, high clearance and wheels like a Forester!
The car itself is white, and the side skirts are black. They perfectly complement the off-road design of the Subaru XV. Special thanks to the car developers for the wheels. From the rims you can immediately understand what kind of car is in front of you.
Consumption is also good. On the highway at a speed of 100-120 km/h it keeps around 7.6-8.0 liters. If you drive calmly (like my wife), then the consumption drops completely to 7.2 liters. In the city I never rose above 10.5 liters. The mixed volume turns out to be 9.2-9.6 liters (depending on how warm the car is).
The Subaru XV quickly got used to the CVT. It's like accelerating a trolleybus. Without the jerks and pokes inherent in an automatic machine. They talk a lot about its reliability, but it’s too early for me to judge - we’ll check!
I did zero maintenance and installed engine protection. All together it cost 9,800 rubles, of which 4,500 was protection with installation.
Bottom line
In general, I am happy with the car, and I have no complaints about it that would make me think about changing the car. That's all. Good luck to everyone on the roads!
The wise say: everything is known by comparison. But for some reason they forget to clarify that for the sake of the psyche, not everything is worth comparing and learning. A simple example: the cost of the basic Subaru XV is 1,599,900 rubles. A lot of? Compared to competitors - a lot. But if you delve a little into history and compare it with what happened quite recently, it becomes painful. After all, back in the summer of 2014, you could buy another Subaru model for the same amount. Are you sure you're sitting comfortably? It was a WRX sedan.
Yes, that same wonderful WRX of the current, fourth generation. With a wonderful 268-horsepower turbo engine and a chassis almost as good as the hardcore WRX STI. And now, that means XV for the same money. Well, let’s turn on our imagination and start looking for positive moments. Of which, in fact, there are many.
After all, the cars have a common platform, a similar design (the front doors are generally the same), and the same two-liter boxer engine under the hood. What are you saying? Without a turbine? But it’s even better without it: gasoline consumption is lower, and the gasoline itself can be poured at 95, and there is less chance of running into fines with a power of 150 horsepower. In general, solid advantages.
But seriously, this is all sad. For that amount, today you can find a dozen crossovers that will be larger, more powerful, and better equipped. But even though the Russian office of Subaru admits that it now lives on almost one Forester, no one even thinks about removing the XV from the price list. We even received an updated version of it.
Previously, the XV could be bought with a 1.6 engine, but now only the two-liter unit remains in service. The public did not support the idea of paying more than a million for a car that accelerates to hundreds in 13.7 seconds.
In fact, we were the first in the world to receive the new XV, but no one knows about it. Here's how it happened: at the end of last year, cars of a limited edition Active Edition, made specifically for Russia, went on sale. From the outside it is “pre-restyle”, but in terms of technology and interior it is an exact copy of the renovation. In a couple of years, such “transitional” models will probably be held in high esteem by hardened Subarists. Exclusive! Collectible value! Note to the owner: the last few copies are still languishing at dealers...
Those who are given only the freshest, in addition to internal improvements (more about them below), will also get a certain number of external ones. This is an updated front bumper, which can be identified by its chrome-plated L-shaped sections, slightly modified headlights, “transparent” taillights borrowed from the hybrid modification, an extended rear spoiler and other wheels. And for girls (and boys free from prejudices) there is a cute blue color.
In a word, the new clothes are not striking. If you were able to identify all these changes from photographs and without clues, then you are a Subaru employee. Well, since you are a Subaru employee, you probably know that the interior has changed even more seriously. The main thing is to the point.
Goodbye to the ancient poor multimedia purchased at Gorbushka in 1998! Hello, new, beautiful, with touch buttons and seven inches diagonally. This system is already familiar to Russians from the current generation of Outback and there are no questions about it: the picture is cool, the performance is adequate, there is swipe and multi-touch, voice control, support for third-party applications and other joys.
The steering wheel of the XV is also new and also from the Outback: with rearranged buttons, a hole in the lower spoke and with ridges in the grip areas. A large color display appeared on the instrument panel (guess which Subaru model), and the graphics on the dials changed. The ventilation deflectors were lined with chrome, the decorative strips were made more impressive, and mischievous orange stitching was applied to all leather surfaces. The XV palette has a similar body color that it looks great paired with. The problem is that choosing any other body color option will not make these threads less orange.
This, however, is already nit-picking. The interior has definitely become more elegant, and there were no problems with comfort before: Subaru can be criticized for anything, but not for the fit or ergonomics.
And, of course, not for the chassis settings. The XV obeys the steering wheel perfectly, almost does not roll, holds tightly to the trajectory - and all this with the complete impenetrability of the harsh suspensions. This was the case before the update, but now it’s even a little better: the springs and shock absorbers have been changed, the electric booster has been reconfigured. As a result, fewer impacts enter the cabin, and the car stands more confidently on a high-speed straight line. Comfort still cannot be called exorbitant, but with such energy intensity and controllability, demanding something more is no smarter than complaining about the inability of a submarine to fly.
If only such a chassis would have a more powerful engine! Although no, then you would get a “lifted” WRX, for the purchase of which you would have to sell your beloved grandmother. So it’s better to stay with the 150-horsepower two-liter boxer engine, in combination with a CVT, which accelerates the XV to hundreds in 10.7 seconds. Not very fast, but it will do: in the city the feeling of dynamics is enhanced by sharp (sometimes to the point of nervousness) responses to the accelerator, and on the highway overtaking in the range of up to 120 kilometers per hour can be started without a pre-written will.
The car has not forgotten how to jump cheerfully along a country road and crawl along moderate off-road roads: short overhangs, a flat belly, 220 millimeters of air underneath and permanent all-wheel drive with competent imitations of inter-wheel locks help. The XV is certainly not an SUV, but it is a very capable crossover.
There were no radical changes to the power unit, but the engineering geeks from Subaru wouldn’t be themselves if they hadn’t tweaked a few little things. Friction losses in the engine and transmission have been slightly reduced, plus a start/stop system has appeared - as a result, fuel consumption has dropped by 0.8-1.4 l/100 km, depending on operating conditions. At least according to my passport. The real crush in St. Petersburg traffic jams resulted in 12-13 liters per hundred instead of the declared 9.1.
But the modified “noise” is really noticeable: the front doors now have thicker glass, the engine shield and the front part of the floor have been lined with additional materials - it’s really become quieter. Quieter than before and than in competitors like the Mitsubishi Outlander or Toyota RAV4.
Although no, not a word about competitors. When exactly four years ago the XV first entered our market, everyone said in unison: what are Subaru counting on by selling a bullied hatchback with a tiny 310-liter trunk at the price of an “adult” crossover? Since then, this question has already received 13,518 answers, which means that the machine has its own audience. And everything should be fine with her. All that remains is to get the idea out of my head that it now costs like a WRX.
I changed my car from an Outback (there are 2 reviews on the website) to a new Subaru XV.
In 1818, Outback turned 6 years old according to his documents.
I wanted to update my car.
The agony of choice (where would we be without them), criterion: try to keep it to 2 million, while maintaining the parameters of the Outback (dynamics, comfort, cross-country ability, spaciousness, handling)
The task, as usual, turned out to be difficult to complete; this category included: Rav 4 (2.4 l), X Triel (2.4 l), Mazda CX5, Forester (2 l), XV and actually everything (we don’t have Hondas and Fords, they’re Koreans) I didn’t consider it, because I previously owned a Sorento, Elantra, Accent), the Tiguan did not have the necessary equipment for the price. For all options, I took a test drive with my family (my wife and son are tall), in order to at least somehow eliminate subjective perception. Briefly about the options, mainly what raised doubts:
1. The main leader of the Rav 4, cons: simple interior and multimedia, clearance (with engine 2, 4) according to information from the manager is about 170 cm. Acceleration to 100 is stated to be 10 seconds, but the engine is very noisy. Taxiing is like the Koreans, the suspension is quite comfortable, but rolly. Pros The rear is good + transformation, the trunk is good. Apparently a reliable engine and automatic transmission. Price (on promotion) 1.95, test drive 15 - 20 minutes, off-road driving was not even offered.
2. X Trail: Cons: design - I couldn’t even tell them apart from the Qashqai in the cabin, my son’s head was resting on the ceiling in the back, the multimedia is the simplest at this price. Price (on promotion) 2.02+ winter tires, you can meet 1.8, but everything is ascetic there. Test drive 40 minutes, off-road was not offered
3. Mazda: cons: insurance (part of the cost was on credit in all cases) 120 thousand or more! The manager quietly said to be careful with gas stations, as the engine is very critical to fuel. Off-road qualities are similar to options 1-2. The suspension is a bit harsh. Pros: beautiful, comfortable, good multimedia, dynamics, good taxiing. Price: 2.0. Test drive - any amount of time.
4. Forester, briefly: - everything is great, but with a 2L engine it “doesn’t drive” on the highway, in the city it’s fine. Cross-country ability - very good. Well, the test drive of the Forester and XV also went through such gullies (+ in the fall, everything was muddy) that I wouldn’t have gone there on my own, everything was calm and confident. Suspension and steering very good. good, everything is killed by the 2 liter engine (with a 2.4 liter engine, price = Outback, no point). Ergonomics and multimedia are excellent. Price 1.9 + haka 8 as a gift.
5. XV – I will describe below, price (top without “ai site”) 1.83 + hack 8 as a gift.
Actually XV, in comparison with Outback 2012:
What's better about XV:
Multimedia definitely (3 displays, one touchscreen in the form of a tablet), everything is there + a blind spot system, a good rear view camera, a system that “strangles” the engine if reverse is engaged and there is an obstacle behind, apple car play, etc., etc. ( instructions for multimedia are approximately equal in volume to instructions for a car). Everything is intuitive, customizable, there are a bunch of service functions, graphics, interface - beauty. Nothing is buggy yet.
The XV's handling is clearly better, perhaps due to its smaller wheelbase and active thrust vector
The headlights are just excellent + active cornering light + there is automatic high beam - such a convenient feature that I wouldn’t be surprised that it will be installed everywhere. I turned on the fog lights once, didn’t turn them on again, there was enough light (I often turned them on when out, although there was xenon)
The noise is better; during a test drive, the standard question for relatives is: at what speed are we going? As a rule, they answered close to the real speed; on XV they answered 60 (the real one was 110)
The suspension is very good, moderately dense, it doesn’t break through, it feels no worse than the new Q5 (a colleague bought it not long ago)
Consumption is naturally lower, about 2 liters on average (while running in)
The air conditioning system is better, I set it and forgot it, sometimes adjustments were required when out. Heated steering wheel is a thing
The chair is anatomically better, although none of the configurations have lumbar support or seat memory
There is an X-mode; during the test drive it showed itself very confidently off-road.
There is a start/stop function - it’s not for everyone, it probably saves fuel (although I doubt it based on the total costs), I don’t like this function, I turn it off before the trip.
Everything in the cabin is illuminated, this was not the case outside.
The rigidity of the body, this is also felt when driving + the trunk closes under any conditions, the out had problems with this
Equally
The dynamics are similar, 10 seconds up to 100 km/h, because the XV is lighter and has a direct injection engine, but the XV has no traction reserve at speeds above 130 km/h.
The cross-country ability feels the same, the clearance is the same.
Stability on the road: approximately parity, but I absolutely do not like the Haka8 tires compared to the Continental. Very noisy, at low speeds in courtyards - it pulls, they seem to have weak lateral stability.
The capacity inside the cabin is almost the same (climbed with a tape measure), any skis are included.
The quality of finishing materials, on the one hand, the XV has a very nice front panel (stitched leather), the doors and the chair are covered in soft leather, but there is “piano varnish” and the plastic on the handles and at the bottom of the doors is more scratchable.
Speaker sound is worse
It’s not clear why at city speeds there is a gearbox switch simulating an “automatic”, why? It's scary.
There is no traction reserve at speeds over 130 km/h
There are no air ducts in the back and the sofa does not recline
In my opinion, visibility is worse (if you do not take into account the electronic assistants) due to the additional racks,
You sit lower, personally I don’t find it very comfortable. No seat memory - very bad.
And of course the trunk (volume, transformation, niches) - everything is worse, the most unpleasant feature.
I can't compare the appearance.
To summarize – XV –
Outback shortened by 35 cm,
500 thousand cheaper than the Outback
Year of manufacture: 2012
Fuel consumption: up to 13l
Advantages: spacious interior, well-thought-out ergonomics, good geometric cross-country ability, good Shumka
Flaws: price, small trunk, dynamics
Review:
Hello dear car enthusiasts. Don’t judge strictly, I don’t know the rules of the genre, so I’ll write as best I can.
In general, I had no plans to write, but I was inspired to write something similar to a review by three neighbors in a garage cooperative. Three avid subarovods: people are really “obsessed” with this brand. I didn’t know them, but as soon as I first saw a new car in the garages, we met almost every single day. Find it, they say the site is about Subaru or just about Japanese cars and write, it would be criminal negligence to deprive the sufferers of information, this same new model, people probably want to know about the impressions of the first owners. So I can list two Forester owners and one Impreza owner as co-authors.
I bought this car on the advice of my good friend, whose authority in cars is indisputable for me. I just had a conversation in which I voiced my desire to buy a small all-wheel drive crossover. So that it combines the handling of a car, as my wife and I both drive, and some of the capabilities of an SUV. His arguments were as follows: Subaru makes only all-wheel drive cars, has a wealth of experience in this segment, is of high quality, and this particular model should differ little from a passenger car in terms of road behavior and handling, because it is made on the basis of the Impreza, and the assembly is Japanese.
1.6l. We didn’t consider mechanics either. The test drive was exactly the same car as the one we later purchased. For reference, the test drive in the form in which the salon offered it is absolutely uninformative. It is impossible to objectively evaluate the car in twenty minutes; there are no high-speed sections, no country roads, no bad roads. It would be strange if a new car in such hothouse conditions made a bad impression. Anyway. The car was purchased, now the mileage is 5500 km. We only drive it, although my wife also has a Nissan Note.
Looking at the XV, it is clear that the car has grown out of a passenger hatch and does not represent an independent solution. In my opinion, this is not a drawback, but the car does not look like a crossover.
It's spacious inside. There is enough space for front and rear passengers and the driver. The front seats are a bit soft, but due to their successful profile they are comfortable. There is enough range of settings. The steering wheel is adjustable in two planes. There is enough space between the rows in the back to accommodate passengers even taller than average. And the distance to the ceiling is large. In my opinion, the third passenger is superfluous in any car of this class. The huge tunnel only emphasizes this. A special “pride” is the trunk. Both the capacity and the configuration itself do not allow you to squeeze in oversized luggage. The only thing that saves is the transformation of the backs. That is, for a normal family trip (there are three of us) with a full set of luggage, you have to sacrifice part of the back seat. We are thinking about a roof box. The finishing materials are quite good, the central panel is made of a pleasant soft material. The layout is classic, strict and symmetrical. Everything is located very conveniently. The quality of fit is at a very high level. The doors also have soft inserts, but the doors themselves are thin and light. When closing, it is difficult to dose force. At first I constantly checked whether the door was closed or not.
The suspension is hard. It copes with small irregularities of a flat shape very well. Potholes and pits with sharp edges reverberate harshly into the body and have an unpleasant sound. There were cases when I missed similar bumps at a decent speed. The paradoxical situation is confirmed by the driver's bike, more speed, fewer holes. Seriously though, breaking through the racks is not that easy. Handling is excellent. And the merit for this is not only the rigid suspension. With real off-road clearance of 220mm. The center of gravity due to the boxer engine is much lower than that of other classmates. And the XV handles almost like a car. The steering wheel is light, but quite informative. You feel feedback and a clear zero. On steep turns the car does not roll significantly. It hardly sways on the waves. Geometric features make it easy to climb curbs. Country potholes also pose no danger. I haven’t had the opportunity to test the off-road capabilities yet, and I don’t want to tear the car apart in the first ten thousand. But the first test on a washed-out clay primer on the way to the dacha XV passed perfectly. Where we literally floated across the entire width of the road in the Enot XV we drove effortlessly, practically without deviating from the given trajectory. Conclusion, it’s not worth going into the swamp, but light off-roading is definitely possible. I think it will be comfortable on a winter road. By the way, the stabilization system not only slows down the wheels, but also significantly strangles the engine.
The engine and gearbox made an ambivalent impression. There seems to be enough power and torque. There are no complaints at all in the city. This is provided that the driver maintains a calm driving style. The resource is enough to feel worthy in the flow. And in general, the car sets you up for a calm, measured rhythm. There is no desire to rush. On the highway at a speed of 90-120 km/h, the sneaker mode will not give the instant desired effect. The monotonous hum of the engine and confident, but not cannon-like acceleration. Once again I am convinced that any automatic transmission is a compromise between comfort and dynamics. CVT is a more obvious example. Although in terms of economy it may be more efficient than a classic automatic machine. Now the consumption is the same as immediately after purchase. I hope it will drop by 10-15 thousand, as it did on my previous cars. In the city it’s about 13 liters, on the highway at 100 km/h 8 liters. Not much, but not little either, when compared with what was stated and advertised. I completely forgot, you can spice up your driving with the paddle shifters. Virtual influence on gear ratios is bearing fruit. It is indeed possible to force the tandem to work more actively.
For those who intend to buy an XV: For drive and greater off-road freedom, you need to take a manual, by the way, with a 1.6 liter. There is another lower row, and the center differential with mechanics is different. For those who prefer a calmer style, a variator is suitable.
Therefore, I bow to the present review of the thirty thousand.
