Test Drive: Subaru's cool Crosstrek lacks power

• Looks: Appealing, offbeat
• Engine: Noisy, underpowered
• Mileage: Unexpectedly high in real driving

Subaru's "SUVs" are more like utility wagons. The one time it tried to do an actual crossover SUV it birthed the family-size B9 Tribeca, a vehicle with a bad name and worse sales.

Try again. The 2013 XV Crosstrek, based on a beefed-up Impreza sedan chassis, is a nifty-looking buggy that resembles a real SUV. Not family-size, though.

It has nearly 9 inches of ground clearance (similar to Subaru's Outback and Forester models), which give it a proper elevated look and some legitimacy, such as enough clearance to surmount a heavy snow and the like.

Subarus, except for the BRZ sports car, all have four-wheel drive, and it's pretty sophisticated and effective. So XV scores points there.

Subaru also has chosen some exciting paint colors for the XV. And it's a fuel-sipper by SUV standards, even small SUVs.

Still, the test vehicles left a sour taste because of their drivetrains.

XV (Subaru says it stands for Crossover Vehicle) weighs nearly 3,200 pounds, typically equipped, or nearly as much as a midsize car. But a midsize car typically has 175 to 200 horsepower, and XV has just 148 hp and 146 lbs.-ft. of torque. That's insufficient to satisfy, let alone excite.

Same problem that Mazda has with the new CX-5 small SUV: nice machine, needs more engine.

A driver who goes about placidly won't notice. But many drivers will, such as when they try to hustle up a freeway ramp or pass on a two-lane or just carry a full load of people and cargo.

If such underwhelming go-power is the tradeoff for XV's admirable, mid-20s around-the-burbs mileage, it's a bad bargain.

In Subaru's case, different transmissions would help, as well.

The base-level test vehicle's five-speed manual gearbox shifted poorly, lacking the crisp movement and rewarding feel of a first-rate manual.

The high-end test vehicle's CVT (continuously variable-ratio automatic transmission) just slurs along, revving the engine fast and keeping it there, annoyingly, while the vehicle's speed catches up.

CVTs are another piece of the good-mpg puzzle for automakers, but they extract undue driving penalties. Test Drive happily would eschew a CVT for a well-tuned, conventional automatic, even if it means several mpg fewer.

Other features of note:

Front-seat head restraints ratchet to different angles. That's a boon to people who find the angles in most cars shove their heads forward or otherwise don't fit.

Steering, cornering, braking all are worth a nod of appreciation.

While the Limited (high-end) version comes across as nicely turned-out in most ways, it uses a hard-plastic door pull like the Premium (base) version. Thus, your everyday contact with a low-rent experience.

Navigation (packaged with moon roof for an extra $2,000) has the appearance of an aftermarket unit rather than the integrated elegance you expect from a factory-installed navi. Controls on the unit also are small and a bit awkward.

Console is small, and sits well back, making it hard to use, especially underway.

Rear seat has acceptable knee room but little hope of fitting adults three across. Not a flaw, just one limit of a small car.

The test cars were a base version with manual and a loaded high-end model with CVT. After driving only the base car, Test Drive was ready to write off the machine as junky and too unpleasant to consider.

But the CVT models have more sound-deadening, Subaru says, and that makes a big difference. Hushing it a bit significantly upgraded the overall feel of the car.

That's as important as the usual perks of a higher-level model: leather upholstery, nicer trim and so on.

In spite of the much better impression a Limited makes, it's still worth a long-enough test drive to be sure the modest power, and whichever transmission you pick, suits you.

DETAILS

What? Four-door, five-passenger, hatchback, crossover new to the lineup and mechanically similar to and based on the Impreza compact sedan. All-wheel drive is standard.

When? On sale since August.

Where? Made in Japan.

How much? $22,790 including $790 shipping for base model (called, of course, Premium) with five-speed manual. Add $1,000 for CVT (continuously variable-ratio automatic transmission). Top model, Limited, is $27,290 with all options.

What makes it go? 2-liter "boxer" flat four-cylinder rated 148 horsepower at 6,200 rpm, 145 pounds-feet of torque at 4,200 rpm. Permanent, full-time all-wheel drive.

How big? A little smaller than Honda CR-V. Crosstrek is 175.2 inches long, 70.1 in. wide, 63.6 in. tall on a 103.7-in. wheelbase. Weighs 3,087 lbs. (Premium, no options) to 3,197 lbs. (Limited, all options).

Cargo space, 22.3 cubic feet behind second row, 51.9 cu. ft. when second row's folded.

Turning circle diameter, 34.8 ft.

How thirsty? Manual rated 23 miles per gallon in town, 30 highway, 26 in city/highway mix. With CVT, 25/33/28.

Burns regular, holds 15.9 gallons.

Premium test vehicle with manual registered 21.5 (4.65 gal. per 100 miles) in mixed city and suburban driving. Limited test vehicle with CVT registered 25.5 mpg (3.92 gal./100) in suburbs.

Overall: Looks cool, needs better drivetrain.