Once upon a time, there was a modest little Subaru called the Outback Sport. A derivative of the first-generation “just like punk, ’cept it’s cars” Impreza, the Sport existed until 2011, when Fuji’s heavies sent the not-the-same-as-a-real-Outback name off to Paul Hogan’s big backyard in Australia. Its replacement, the XV Crosstrek, hit our shores for the 2013 model year, offering rad wheels and interesting colors. Name games aside, it was the same thing: a pseudo-crossover Impreza offering a boxer engine, a continuously variable automatic transmission, and all-wheel drive.

People who like bicycles and dogs bought them. Presumably aiming to court people who really like bicycles and dogs, Subie built a fairly pointless hybrid version that is most memorable for having been launched, and heavily photographed, in Iceland. It lasted three model years. Now, hot on the heels of the latest Impreza sedan and hatch, comes the new Crosstrek.

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The FB-series 2.0-liter flat-four makes the same 154 horsepower and 145 lb-ft of torque as in the Impreza. It’s backed by either a six-speed manual or by Subaru’s Lineartronic CVT, which offers seven ratio steps to mimic a normal automatic’s gears. CVT-equipped models also add “X mode,” which optimizes torque delivery to the 18-inch wheels during suboptimal driving conditions. Three-pedal enthusiasts will have to forgo the top-of-the-line Limited trim, as the manual-transmission option is only available on base and midlevel Premium trims.

We’ve praised the new Impreza’s dynamic qualities, and if the specifications are any indication, the XV should continue that trend. The company claims that the body’s torsional stiffness is up at least 70 percent. More readily quantifiable is the difference in steering quickness. The old car’s tiller featured a 14.0:1 ratio, while the new model features a 13.0:1 rack. Cornering is further enhanced by Subaru’s brake-based Active Torque Vectoring system, and the company claims body roll is down by 50 percent thanks to a revised mounting scheme for its rear anti-roll bar. And, although it offers 8.7 inches of ground clearance, Subaru says the Crosstrek’s center of gravity has been lowered by 0.2 inch versus the outgoing model.

Subaru’s EyeSight driver-assistance system isn’t standard on the new Crosstrek. As with the Impreza—as well as the outgoing Crosstrek—one must opt for at least the Premium trim with CVT to enlist the system’s adaptive cruise control, automated emergency braking, and lane-departure-warning features. Subaru claims the new body structure increases crash energy absorption by 40 percent, and all 2018 Crosstreks feature front-seat side-impact airbags, side-curtain airbags, and a driver’s knee airbag. A new reverse-braking system will apply the binders if the Crosstrek detects an object to the rear while backing up; that system is only available on the Limited model with the EyeSight package.

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Interior upgrades are similar to those seen in the Impreza line, finally rescuing it from the bargain-basement aesthetic that has doggedly plagued small Subarus for years. Base cars feature power windows with auto up/down on both driver and passenger sides, a 60/40 split-folding rear seat, carpeted floor mats, power locks and mirrors, a tilting and telescoping steering column, and an engine immobilizer. Premium cars add a leather-wrapped steering wheel and shifter, and open up an array of options, including an available moonroof. Base and Premium models feature a 6.5-inch touchscreen equipped with Apple CarPlay and Android Auto, while Limited cars see an upgrade to an 8.0-inch screen. The Premium and Limited’s available orange interior stitching is sure to enhance any trip to REI. Just make sure that new Patagonia jacket doesn’t clash. Limited models also receive a six-way power driver’s seat keyless entry and push-button start, steerable LED headlamps, and 18-inch wheels in place of the 17-inch units on lower-spec models.

Outside, the new Crosstrek follows the previous model’s butchifying tactics but goes a bit more ape with the plastic cladding, distorting the shape of the fenders and exaggerating the new Impreza’s dark fog-lamp surrounds. Otherwise, we didn’t expect a radical reinvention, and we didn’t get one. The Crosstrek faithful, no doubt, will be pleased.

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