The Subaru Crosstrek plug-in hybrid has just 17 miles of exhaust-free driving, but it is a more committed step into vehicle electrification than its last Crosstrek hybrid, sold from 2014-16.
The 2019 Crosstrek PHEV uses a series-parallel plug-in hybrid system that combines a 2.0-liter gasoline engine, two electric motor generators and a small 8.8 kWh (25 Ah) lithium-ion battery. After the 17 or so miles on battery, the system fires the four-cylinder engine and the driver is off to the mountains with a total driving range of around 480 miles. The hybrid can be driven in full electric mode up to 65 mph.
But ever the prepared camper, Subaru engineered workarounds to bank electric miles en route to the trailhead using Save and Charge modes. Save mode uses the gasoline engine more often to save the battery for later use. Charge mode uses the engine to charge the battery pack to use EV power later.
For those who do go camping or trail riding with their Crosstrek, the battery pack beneath and protruding above the rear cargo area really eats into space. With 15.9 cubic feet behind the back seat (packed to the headliner), the space is cropped by almost 5 cubic feet from the standard model. Bikes and other gear will have to ride on the roof rack.
The rear seatbacks fold to form a sturdy shelf for gear that might not fit in the cargo area. But the space is not flat, which means no sleeping when out on the trail. There’s also no spare tire but an inflator system, which will be a problem if there is a sidewall slice.
While the electric range might be a thorn in the tread to some, the Crosstrek’s easy drivability makes up for a lot.
Because the battery pack is small, it recharges fairly quickly: five hours from dead on household current or two hours with an optional 240-volt home charger. The battery pack is cooled by forced air and, in extreme heat, will use air conditioning. In California, the hybrid battery is warranteed for 10 years or 150,000 miles.
It was easy enough for me to drive the 12 miles back and forth to work and when running errands around home, I’d plug in on my return. I liked keeping a full charge for my next outing, and a full tank. But I did not do the math on what it costs to plug in for a couple of hours versus the cost of a gallon of regular unleaded.
Pricing
The plug-in is based on the top-line Crosstrek Limited ($28,170) and is loaded with standard features, including Subaru’s EyeSight driver-assist features. And the plug-in has its own distinctive features, including the new Lagoon Blue Pearl paint with gray and navy-blue leather-trimmed seats, door s and armrests with blue stitching.
The body has blue headlight projector rings, silver metallic finish on the grille and lower bumper and cladding, black low-profile roof rails and black 18-inch wheels. You also see a “Plug-In Hybrid” badge and “Plug-In” text imprinted in the charge port door.
Hybrid pricing starts at $35,970, including an onboard charger and charging cable, and the $975 freight charge from Gunma, Japan. The tester was $38,470 with the only factory option package, $2,500. It added a power moonroof, eight-speaker Harman Kardon audio system, heated steering wheel and 8-inch multimedia system with voice-activated TomTom navigation.
Pricing is before the federal tax credit of up to $4,500 after purchase and a $1,500 state incentive, depending on income. SDG&E has a range of EV time-of-use rates and the Crosstrek PHEV qualifies for High Occupancy Vehicle permits in California.
Standard safety features include seven air bags, blind-spot detection with lane-change assist and rear cross-traffic alert, reverse automatic braking, and hill-start assist. The EyeSight driver assist features connect pre-collision braking and throttle management, adaptive cruise control, lane departure and sway warning and lane-keep assist.
Two-motor system
Using Subaru’s engine and transmission with all-wheel drive, the two-motor hybrid system is sourced from Toyota (which owns 16.5 percent of Subaru parent Fuji Heavy Industries) and uses the plug-in system of the Prius Prime. The electric motors inside the transmission and some internal battery components come from Toyota.
One motor functions as an engine starter and generator for the hybrid battery. The second motor powers the vehicle for hybrid and electric driving modes. It also charges the hybrid battery during regenerative braking. To preserve range for city driving, the car switches from EV mode to hybrid mode above 65 mph.
The hybrid’s curb weight of 3,726 pounds is not excessive, but it weighs 487 pounds more than the standard model. Its EPA mileage ratings of 90 MPGe equates to 35 mpg combined city and highway. Compare that with 27/33/29 mpg city/highway/combined for the gasoline-powered Crosstrek.
With 148 horsepower combined (engine and electrics) and 149 foot-pounds of torque from zero to 1,500 rpm, the hybrid is not quick. But accelerating to 60 mph in 9.3 seconds is a second quicker than the standard Crosstrek. Because of the instant torque (pull-away power), I preferred the performance of the PHEV much more than the standard Crosstrek.
Subaru’s engineering of the CVT is better than most and the electric boost eliminated any lag as the transmission built speed. And the transmission integrates Subaru’s X-Mode for traction control with hill descent control. The immediate pull from the motor would likely make it more responsive on a trail than the standard model.
It is a functional system, but it does not have the so-called “e-pedal,” in which the accelerator pedal combines a “braking” mode for energy recuperation. It is a smart way to get back some of what is lost without thinking about it. But the Crosstrek PHEV uses the old-style “B” mode to the transmission for the driver to engage to recoup downhill braking energy. I got into the habit of using it, like a money-saving tool, but not all the time. The e-pedal functions all the time.
An active display in the center screen shows the power flow from battery to wheels or from engine to battery to wheels. There is a battery icon that shows state of charge, but there is no indicator of miles used or remaining. That tidbit of information isn’t vital, but I have always enjoyed the mileage readout on other plug-ins just to see how effective my driving can be as I try to coax every last yard of energy.
And the regenerative braking and motor drive make pronounced whines, like a sci-fi hovercraft, which got a little monotonous day after day. Step on the brake and you hear the whine of regeneration and then step on the accelerator and you hear the motor whirring up or down.
There also is cabin noise at highway speeds: some from the tires (Falken Ziex), some from engine sound and some from ing vehicles — all of which could indicate thin side glass and a lack of soundproofing to save weight.
Electrified buyers are younger, Subaru says, and applying the added weight of the plug-in system to other models, such as the Outback, Forester or Ascent, would have required a heavier and more expensive battery pack to maintain EV range.
The Crosstrek PHEV is a compromise for the greater good. But how special it will be to trail ride 17 miles without generating heat, noise and exhaust.
Mark Maynard is the automotive editor at The San Diego Union-Tribune. [email protected]
2019 Subaru Crosstrek PHEV Hybrid
- Body style: 5-seat small AWD sport-utility vehicle
- Engine: 137-hp, direct-injection Atkinson-cycle 2.0-liter flat 4-cylinder; 134 lb.-ft. torque at 4,400 rpm
- Hybrid drive: 2 electric motors and 8.8 kWh 25.0 Ah lithium-ion battery
- Total system power: 148 hp; 149 lb.-ft. torque from 0-1,500 rpm
- Charge time: 5 hours 120-volt household current; 2 hours 240-volt
- Transmission: CVT with X-Mode, hill descent control and “B” range for engine braking slope control
- Fuel economy: 35 mpg combined; 90 mpg-e; 480-mile driving range
- Max towing: 1,000 lbs.
SPECIFICATIONS
- Fuel tank: 13.2 gal.
- Cargo space: 15.9-43.1 cu. ft.
- Front head/leg room: 39.8/43.1 in.
- Rear head/leg room: 37.6/36.7 in.
- Length/wheelbase: 175.8/104.9 in.
- Curb weight: 3,726 lbs.
- Turning circle: 35.4 ft.
FEATURES
- Standard equipment includes: keyless locking and push-button ignition, leather-trimmed upholstery and steering wheel, 6-way power driver seat, electric parking brake, rearview camera, LED headlights (low and high beam with height adjustment), auto high-beam dimming, LED fog lights,
- Safety features include: active torque vectoring, EyeSight Driver Assist with adaptive cruise control, automatic pre-collision braking, lane-departure and sway warning with lane-keep assist, blind-spot detection with lane-change assist and rear cross-traffic alert, reverse automatic braking, hill-start assist
PRICING
- Base price: $35,970, including $975 freight charge; price as tested $38,470
- Options on test vehicle: Moonroof, heated steering wheel, navigation and 8-speaker Harman Kardon audio system, $2,500
- Where assembled: Gunma, Japan
- Warranty: 10 years/150,000 miles battery; 3 years/36,000 miles bumper-to-bumper vehicle coverage
