2017 Subaru Crosstrek

The 2017 Crosstrek carries over Subaru's naturally aspirated 2.0L FB20 boxer-four as the sole engine, unchanged from prior years; no turbo or hybrid option existed yet for this generation.

Same FB20 engine across the trim range; torque figure is unchanged from the 2016 model year.

Independently tested acceleration for the volume CVT AWD trim; the 148-hp naturally aspirated engine and added curb weight versus the Impreza it's based on make this one of the slower vehicles in the segment.

Power delivery is linear and predictable at low speed but the small-displacement engine has to work hard and gets vocal under full throttle or highway passing; reviewers consistently flagged the Crosstrek as underpowered for merging and passing despite smooth part-throttle response.

Subaru's Lineartronic CVT (standard on non-manual trims) was well regarded for smooth, linear power delivery without the pronounced drone some rival CVTs exhibited, with manual-shift steps to blunt rubber-band feel under hard acceleration.

Subaru's published max tow rating for the 2017 Crosstrek when fitted with a factory/approved hitch and trailer brakes; some third-party towing databases list a lower 1,000 lbs figure for base configurations, so this sits at the upper end of a modest range typical of the subcompact-crossover class.

Subaru's symmetrical AWD is standard on every 2017 Crosstrek trim (no FWD option exists), with X-Mode hill-descent/traction assist available on CVT-equipped trims — sophisticated for a subcompact crossover, even without a low-range transfer case.

8.7 in of ground clearance (best-in-class for the segment at the time) plus optional X-Mode give genuine light-duty trail capability, but there is no low-range gearing, skid plates, or dedicated off-road trim — this is a lifted crossover, not a true off-roader.

A single naturally aspirated 2.0L gas engine across the entire 2017 range, with only a manual-vs-CVT choice — no turbo, hybrid, or PHEV variant existed yet (Crosstrek Hybrid didn't launch until 2019, well after this generation).

EPA combined rating for the volume CVT AWD 2.0i trim; the manual-transmission version rates slightly lower (27 combined).

EPA city rating for the CVT AWD volume trim.

EPA highway rating for the CVT AWD volume trim.

EPA-derived total range on a full tank for the CVT AWD volume trim, using Subaru's published 15.9-gallon fuel tank capacity.

EPA's standard annual fuel cost estimate at 15,000 miles/year for the CVT AWD volume trim, based on regular unleaded pricing assumptions at the time of rating.

The FB20 is a PZEV-certified engine designed to run on regular unleaded with no premium recommendation, keeping running costs low and simple.

NHTSA's 5-star overall rating is corroborated across multiple sources reporting the same subcategory breakdown for this model year.

All-Good crashworthiness scores and a Superior front crash prevention rating (with optional EyeSight) earned Top Safety Pick, but Poor headlight ratings on every configuration kept it out of TSP+.

EyeSight (AEB, adaptive cruise, lane departure warning) is optional only on 2.0i Premium and Limited and unavailable on the base 2.0i; blind-spot monitoring with RCTA is standard only on the range-topping Limited and optional on Premium, so the volume trim gets none of it standard.

IIHS rated the optional EyeSight front crash prevention Superior for vehicle-to-vehicle avoidance at both 12 and 25 mph, but it is optional equipment and no pedestrian or nighttime rating is on record for this model year.

Blind-spot monitoring with rear cross-traffic alert is standard only on the top Limited trim, optional on Premium, and unavailable on the base 2.0i, and it is alert-only with no active intervention.

This generation's EyeSight offers lane departure and sway warning only, not active lane-centering assist, so it is a warning-only system rather than genuine lane keeping.

Optional EyeSight adaptive cruise control is functional but this pre-2018-redesign camera-based system was commonly noted by reviewers for coarser operation than newer competitor systems, and it is not paired with any lane-centering highway assist.

No hands-free highway driving system existed for the Crosstrek in this era; EyeSight is a hands-on driver assistance suite only.

IIHS rated both headlight configurations (with and without EyeSight's curve-adaptive halogen units) Poor for excessive glare on low beam, across every trim.

Reviewers consistently praised thin pillars, a low window line and large mirrors as best-in-class for the subcompact-SUV segment, with only a modest rear three-quarter blind spot from the C-pillars as a downside.

Both rear window-seat positions carry full lower-anchor-plus-tether LATCH hardware, but the center rear position has only a tether anchor and must borrow lower anchors from an outboard seat, complicating multi-seat installs.

The Crosstrek is a strict 5-passenger subcompact SUV with no third-row option on any trim, at the low end of the SUV seating band.

Front headroom is mid-pack for the subcompact SUV segment; the optional moonroof cuts into it noticeably.

Front legroom is generous for the segment, near the top of the SUV normalization band.

Rear headroom is roughly mid-band for a subcompact SUV, unremarkable but adequate.

Rear legroom trails larger compact/mid-size SUVs, consistent with the Crosstrek's subcompact footprint.

No third row is offered on any Crosstrek trim, so this scores at the bottom of the low band.

Cargo volume behind the rear seats falls below the SUV normalization floor, reflecting the Crosstrek's small footprint.

Maximum cargo volume with the 60/40 rear seats folded sits just below the SUV normalization floor.

Storage is competent but unremarkable: a modest console bin, door pockets, and a small underfloor cargo tray, with no standout innovation.

Owner feedback flagged comfort as the Crosstrek's weakest attribute, with flat, firm seat cushions typical of the segment.

Reviewers describe a composed, absorbent ride from suspension tuned soft for light off-roading, with some body roll but no harshness.

Reviewers note noticeable wind and road noise at highway speed and an audible boxer-engine drone under acceleration.

Heated front seats are bundled only in the optional All-Weather package on Premium and up; no ventilated seats, rear vents, or remote pre-conditioning are offered at any trim.

Subaru's own pricing release for the 2017 Crosstrek lineup.

Premium CVT is the best-selling configuration — it adds the automatic most buyers choose plus alloy wheels, roof rails and the 6.2-inch touchscreen over base 2.0i.

Subaru's naturally aspirated 2.0L boxer and simple CVT/manual drivetrains are cheap to service, and the Crosstrek undercuts most AWD-standard rivals on 5-year upkeep.

Subaru posted the industry's best residuals through this era, and the Crosstrek in particular is repeatedly cited as an above-average retainer within the subcompact-SUV class, which averages far worse.

Industry-standard mainstream coverage, at the floor of the segment band — no better than the class norm and well short of Hyundai/Kia-length coverage.

Standard 5/60 powertrain term sits at the bottom of the segment band; Subaru separately extended CVT-specific coverage but the overall powertrain warranty itself is not class-leading.

2017 Crosstreks carry Subaru's complimentary maintenance program (4 visits over 2 years/24,000 miles: oil/filter, tire rotation, cabin filter, inspections) plus 3-year/36,000-mile roadside assistance bundled with the New Vehicle Limited Warranty — useful but a short included-maintenance window rather than a standout perk package.

$24,370 volume-trim price minus its estimated resale value after 5 years (66% retained, or about $16,084) leaves about $8,286 in depreciation. Add the projected $2,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $10,986 in total.

Consumer Reports explicitly rates the 2017 Crosstrek as less reliable than other vehicles of the same model year, flagging transmission major repairs, climate system, engine electrical (ignition coil) and suspension trouble spots; J.D. Power's model-level quality score for the year sits mid-pack (~78/100), so the two sources give a below-median but not alarming picture.

In the 2017 J.D. Power Vehicle Dependability Study (evaluating ~3-year-old vehicles), Subaru scored 166 problems per 100 vehicles versus a 152 industry average — below-average, with zero segment awards that year — while Consumer Reports' brand standing for Subaru in this period was mid-pack, not top-tier (Subaru's run of #1 CR rankings came later, from 2019 onward).

The 2013-2017 Crosstrek generation carries a single NHTSA recall (brake light switch contamination, recall 19V149000) — inconvenient (can prevent keyless start/shifting out of Park) but not a fire or crash-causing defect, with a straightforward dealer fix. The 2018-2019 Crosstrek/ECM-PCV recall does not apply to this pre-redesign 2017 model. A clean record for the generation.

The FB20 2.0L naturally-aspirated boxer has a documented pattern of above-normal oil consumption complaints across this generation, and Subaru extended CVT (Lineartronic) warranty coverage to 10 years/100,000 miles specifically for 2012-2017-built vehicles after valve-body and torque-converter failures surfaced — a real, generation-specific red flag rather than a proven long-haul powertrain, even though catastrophic failures remain a minority of cars.

Reviewers describe the cabin materials as "a clear cut above" Subaru's earlier crossovers with decent soft-touch coverage on primary touch points, but the overall presentation is utilitarian rather than class-leading for the subcompact SUV price point.

Contemporary reviews describe the cabin as well laid out and solidly screwed together with no major panel-gap or rattle complaints, but Consumer Reports' owner-reported trouble spots (brake wear, exhaust/catalytic corrosion, exterior lighting, in-car electronics) point to scattered long-term quality niggles rather than a spotless build record.

Subaru's 2017 J.D. Power Customer Service Index score of 818 edged out Toyota's 815 that year, reflecting strong dealer service satisfaction, even though Subaru's US dealer footprint is smaller than the mainstream Japanese majors, which slightly limits geographic density in less-populated regions.

RepairPal rates the Crosstrek lineage's average annual repair cost at $492, below the compact-SUV segment average, and ranks it 1st of 26 for overall ownership cost/reliability composite; parts are widely available through Subaru's mainstream dealer and aftermarket network, though CVT-specific repairs (when needed) run several thousand dollars.

The 6.2-in. STARLINK screen on the volume 2.0i Premium trim is well below the SUV normalization band; even the larger 7.0-in. Limited unit trails segment norms.

The base STARLINK interface is functional but dated by 2017 standards, with a small screen and basic graphics; AAA testing flagged inconsistent voice recognition.

No Apple CarPlay or Android Auto, wired or wireless, is offered on any 2017 Crosstrek trim; Subaru didn't add smartphone projection to the Crosstrek until the 2019 model year.

Voice-activated controls and optional navigation are limited to the 7.0-in. Limited system, and testers found voice recognition inconsistent.

No premium branded audio system is offered at any trim; the Limited's 6-speaker setup is a modest step up but unremarkable in sound quality.

The gauge cluster is analog with only a small monochrome multi-info display strip; no configurable digital cluster is offered on any trim.

No over-the-air update capability exists for infotainment or vehicle software; even the optional navigation system requires manual map updates.

STARLINK (now MySubaru) remote start and vehicle locate were offered on select higher trims with a complimentary trial that lapses to a paid subscription; functionality is core-only, not a rich digital-key style app.

Only a single USB port is standard on the 6.2-in. system; dual USB ports arrive only with the Limited's 7.0-in. head unit. No wireless charging or rear-seat USB is offered.

Keyless access with push-button start is standard only on the Limited and Premium Special Edition; it is unavailable on the base 2.0i, and there is no phone-as-key.

A rear-vision camera is standard across all trims, but no front or side parking sensors and no 360-degree camera are offered at any price point.

No head-up display is offered on any 2017 Crosstrek trim.

Two rear LATCH positions and reasonably wide door openings help daily loading, but the compact rear seat (35.4 in legroom) and modest cargo space complicate stroller and gear duty.

IIHS awarded Top Safety Pick+ only when equipped with the optional EyeSight suite and specific headlights; EyeSight isn't available on the affordable base 2.0i and requires the CVT, so budget-trim families get no ADAS.

Rear legroom and cargo room trail segment norms, and reviewers note noticeable wind/road noise at highway speed; no rear climate vents or entertainment options are offered.

Light steering and good sightlines make city driving easy, but the 148-hp boxer/CVT pairing feels strained and buzzy under hard acceleration, such as merging.

Up to 33 mpg highway with standard AWD is competitive for the segment, and Subaru's regular-unleaded 2.0L engine keeps running costs moderate relative to AWD rivals.

A compact 175.2-in. overall length and 34.8-ft turning circle make it easy to park and thread through traffic; a standard rear camera helps, though no front sensors or 360-degree view are offered.

Maximum tow rating is just 1,500 lbs when properly equipped, and there are no factory payload or cargo-box provisions — the Crosstrek is not built for meaningful work duty.

Subaru's AWD drivetrain carries a general durability reputation, but J.D. Power scored the 2017 Crosstrek only average (78/100) with some suspension and minor electrical issues noted; it isn't marketed or upfit for fleet/work use.

No household power outlet or notable tie-down provisions, and no factory upfit ecosystem; standard roof rails are the only real jobsite accommodation.

Highway fuel economy up to 33 mpg gives solid range between stops, but reviewers flag road/wind noise and average seat comfort for long stints, and EyeSight driver-assist (fatigue reduction) is unavailable on the base trim.

8.7-in. ground clearance, standard Symmetrical AWD, and factory roof rails make the Crosstrek a genuine light-duty adventure vehicle — a signature strength of the model line.

60/40 split-folding rear seats and standard roof rails add flexibility for bikes/gear, but cargo volume (22.3 cu ft seats-up, 51.9 cu ft folded) trails many segment rivals for bulky loads.

Reviewers describe secure, confidence-inspiring handling with precise steering and a balanced chassis, tempered by noticeable body roll from suspension tuned soft for light off-roading.

Steering is accurate and well-weighted for daily use but offers little road feedback, a common criticism of Subaru's electric power steering tune of the era.

Period reviews raise no major complaints about brake feel or fade; pedal response is described as adequate but unremarkable for the segment.

The 148-hp boxer/CVT combination is smooth at steady cruise but drones and feels strained under hard acceleration, with reviewers calling response lethargic.

The 2.0-liter boxer engine emits a coarse, droning note under acceleration that reviewers repeatedly flagged as intrusive at highway merge speeds.

A 34.8-ft turning circle sits near the tight end of the SUV normalization band, giving excellent maneuverability.

An elevated seating position and tilt/telescoping wheel give good visibility and control reach; the driver's seat lacks power adjustment except on upper trims, but overall layout is straightforward.

The chassis is more entertaining than the drivetrain: reviewers enjoy the confident handling but consistently cite the slow 148-hp engine as sapping any 'fun to drive' quality on pavement.

Even the base 2.0i includes standard AWD, a rearview camera, 17-inch alloys and roof rails — content rivals like the Honda HR-V or Jeep Renegade charge extra for AWD to match — but the base trim keeps cloth seats, a 5-speed manual and a small non-touch stereo, so it is generous on the mechanical side and modest on features.

Standard AWD, real ground clearance and Subaru's reliability reputation for a sub-$23K starting price is a strong overall proposition versus AWD-optional competitors, even though the 148-hp engine and CVT are unremarkable performers.

Four trims (2.0i, Premium, Premium Special Edition, Limited) span a reasonable price ladder, but there is only one engine, one body style and AWD-only drivetrain — no FWD, no larger engine option — so buyers can't tailor much beyond transmission and trim.

The Crosstrek was Subaru's fourth-best-selling nameplate in 2017 behind Outback, Forester and Impreza, and a strong seller within the fast-growing subcompact-SUV field, though not the outright segment leader on volume.

Subaru carried strong brand loyalty and an outdoorsy, trustworthy image through the mid-2010s, reinforced by top-tier ALG residual-value brand recognition in this exact period.

Subaru demand outstripped supply through this period and the brand was known for thin margins and light incentives, so Crosstrek buyers typically found little room to negotiate off MSRP.

2017 is the final model year of the first-generation Crosstrek (2013-2017); the all-new second generation was already announced/shown for 2018, making the 2017 the oldest, most imminent-replacement version of the platform.

The 2017 Crosstrek earned an IIHS Top Safety Pick (its sixth straight year) and was consistently well-reviewed for practicality, standard AWD and value, but reviewers routinely dinged its slow acceleration and droning CVT, and it was rarely the outright pick in head-to-head comparison tests.