The Subaru Levorg is something genuinely different from the norm, but that has both good and bad implications. On the one hand, it’s refreshingly simple, with one engine, one trim level and little in the way of confusing options. It’s also a solidly built, decently practical car that shows a return of Subaru’s previous commitment to the sporty estate market.
It also has a chassis that shows promise, with tidy handling, reasonable agility and all-wheel drive grip. It’s solidly built and should (in theory) prove more reliable than German counterparts. However, the sole engine choice isn’t very inspiring or economical, the CVT gearbox saps the sense of fun, and there’s little engagement in the driving experience.
The interior design isn’t as modern to look at or as pleasurable to use as the best at this price, either, while a number of mainstream estate rivals are more spacious. At least the impressive standard kit list and solid build helps to offset the Levorg’s flaws.
Exterior design is subjective, but to our eyes the Levorg’s styling is a bit confused. Its elegant proportions and subtle features lend it a classy air, but that makes Subaru’s decision to graft on a rather tacky bonnet scoop a bit of an odd one. It is part of the brand’s identity, at least, and lends it the look which enthusiasts like.
Inside, it’s all very much like the interior of the Forester and Outback. You sit quite high up, which isn’t ideal given this isn’t an SUV, but the driving position itself is comfortable and there’s plenty of adjustment. The dash design is a curious mix of old and new, with the glossy central touchscreen sitting at odds with the dated-looking instruments and old-school dash-top display. It’s certainly a long way from Audi’s Virtual Cockpit in the A4, with the Subaru looking more 2007 than 2017.
However, the layout is actually quite intuitive to operate, with Subaru choosing manual climate controls and a more button-heavy approach as opposed to putting every feature into the touchscreen infotainment system. That does mean the steering wheel is covered in switches and a little cluttered, though.
Material quality and fit-and-finish is very good overall, and helps lift the cabin closer to the more premium level that Subaru wants you to think of. Yes, not everywhere you touch is soft-touch plastic and some of the switchgear feels cheap, but it really does feel built to last and gives off an air of robustness.
Sat-nav, stereo and infotainment
Subaru’s standard-fit ‘Starlink’ infotainment system features a seven-inch touchscreen with sat-nav, Bluetooth and DAB radio, plus MirrorLink smartphone connectivity. It’s not the most cutting-edge unit around but features a reasonable amount of apps, including weather and news data services and music streaming.
The display is flanked by several shortcut buttons, letting you flick between menus quickly and easily. It’s simple enough to operate and the display is responsive - not remarkably so by any means, though, so it can lag and need a second stab before it responds.
Modern Subarus, like the Outback and Forester are mostly about offering a comfortable and unstressed driving experience with a fair bit of rough road capability thrown in.
The Levorg instead appeals to a market segment Subaru is moving away from. Like the Impreza (now called WRX STI) and old Legacy, it’s got the keen driver who wants to buy into a bit of rally heritage in mind. It’s actually based on the WRX STI’s platform underneath rather than the Outback’s, which alongside the dramatic body scoop, hints that this is an out-and-out sports estate.
It doesn’t quite live up to that brief, though. The bonnet scoop is more for styling than anything, and the Levorg doesn’t feel anything like a WRX when it comes to the driving experience. However, it does handle pretty well for a large estate, with tidy body control, accurate steering and a fair sense of agility on twisty roads, plus there’s loads of grip on offer from the four-wheel drive system. The problem is that it lacks any sense of engagement or excitement. It’s fair to say that, despite the looks, this is still more of a cruiser than a road-going rally car.
The trade-off for the tidy handling is a ride that can be a little firm on the roughest roads. It’s by no means uncomfortable, but an Audi A4 or Ford Mondeo better isolate occupants from surface potholes. Once up to motorway speeds, it’s as smooth as it needs to be and refinement is pretty good, too - wind roar and road rumble are kept to acceptable levels. Despite all-wheel drive, the Levorg’s lack of ground clearance means it won’t off-road like some of Subaru’s other products.
Engines
There’s not an awful lot to talk about when it comes to the Levorg’s engine range, or lack of it, because there is just one option on the table. It’s a 1.6-litre four-cylinder petrol with a single turbo, helping boost its output to 168bhp and 250Nm of torque. It’s mated exclusively to Subaru’s continuously variable transmission (CVT) automatic, dubbed Lineartronic, and four-wheel drive.
That may well be where many Subaru enthusiasts tune out, as the lack of any manual gearbox option hurts this car’s appeal as a sporty estate. Many will also want a faster petrol engine (which they can’t have) or a torquey and frugal diesel (which they also can’t have). It’s this lack of choice that leaves Subaru’s hands tied from the off.
Still, there are some positives to the Levorg’s sole powertrain. Firstly, it’s very smooth, with very little noise from the engine bay when cruising and no perceptible gearchanges from the CVT ‘box. It’s also fairly flexible and torquey enough at low speed, as long as you don’t ask too much of it. Certainly, if you’ve no interest in going quickly it’s a pleasant engine and gearbox combo.
But that’s where the praise ends, as it’s neither particularly characterful nor that fast outright. 0-62mph takes 8.9 seconds, which is fine in isolation but behind the units that most similarly priced estate competitors offer, while the CVT gearbox (despite being one of the best examples of its kind) dulls the sense of speed and removes a layer of interaction from the car. Even the simulated ‘stepped’ gearchanges, controlled by buttons on the wheel, don’t quite manage to rectify that – competitors’ dual-clutch gearboxes are almost always more complex, but are more responsive and engaging as well.
As of 2017, all Levorgs come fitted with Subaru’s ‘Eyesight’ technology, which the company claims is the most advanced of its type in this class. The dual-camera system continually scans the road ahead for pedestrians and vehicles, and Subaru says it can completely avoid front-end collisions below 30mph.
It’ll brake itself at higher speeds, too, while lane departure warning, pre-collision steering assist and adaptive cruise control also feature. It’s tech like this that helped the Levorg achieve a five-star safety rating from Euro NCAP. Of course, it comes with six airbags, and ISOFIX mounting for child seats.
The Levorg hasn’t sold well enough to be included in any Driver Power survey so far. However, Subaru finished in the top 10 of our 2016 manufacturer rankings, and most of the Levorg’s parts are shared with other models in the range, so it should prove dependable. The Japanese firm’s reliability record is very strong overall.
Warranty
Like all Subarus, the Levorg comes with a five-year, 100,000-mile warranty as standard. That’s better coverage than most German rivals, and many mainstream estates. There’s also 12 years protection against corrosion, which will interest owners looking to hold onto their cars.
Servicing
Subaru’s dealer network isn’t the largest in the UK, so those looking to maintain their main dealer history might have to travel further than they expect. There’s no fixed-price servicing either, so bills could vary according to which dealer you visit.
The Levorg needs attention every 12 months or 9,000 miles, which is a lower mileage limit than most – and something to bear in mind if you plan on covering big distances.
While Subaru will argue it’s the Forester and Outback that are meant to be the most practical choice in its range, that might not cut much ice with prospective Levorg buyers. In isolation it’s pretty good, but there are a number of more versatile and roomy competitors.
The high driving position might not be ideal for some, but it does at least offer a very good view of the road ahead. In fact, visibility is respectable all-round, making the Levorg easier to park than larger mainstream estates. Storage inside the cabin is acceptable, with a couple of central cupholders, an armrest-cum-cubbyhole and a decent glovebox, although the door bins aren’t huge.
Size
The Levorg is 4.69m long, 1.78m wide and 1.49m tall. That makes it slightly longer and narrower than a BMW 3 Series Touring, and nearly 20cm shorter than a Ford Mondeo estate. As such, it sits in-between the two in terms of practicality.
Legroom, headroom and passenger space
It’s no Skoda Superb in this area, but the Levorg is reasonably accommodating for a family of four. Neither head of legroom in the rear are remarkable, but six-footers will be fine for short journeys – although the middle seat is really only for children. There are no space issues in the front, and even large adults will find plenty of room and seat adjustment.
Boot
With the seats up there’s 522 litres of space in the back of a Levorg. That, again, sits the Subaru between the family estate and compact executive segments - it’s slightly larger than an Audi A4 Avant, but less accommodating than a Ford Mondeo or VW Passat. The 60/40-split rear seats are easy to fold flat, revealing an uninterrupted 1,446 litres of total load space, while there’s also underfloor storage.
The Levorg will never be as cheap to run as most rivals because of the lack of a frugal diesel offering. The sole powertrain only manages a claimed 39.8mpg combined and emits 164g/km of CO2, which is unsurprising given it’s an automatic with four-wheel drive.
Those figures are on a par with a BMW 320i xDrive Touring, which is more powerful and faster. We’d expect to see between 30 and 35mpg in mixed driving, which is acceptable for this class, but a decent diesel would be closer to 50mpg in the real-world.
The CO2 emissions mean that the Levorg costs £500 to tax in the first year under the new 2017 rules, but the same flat £140 fee will be charged after that. It’s similar to other petrol estates of this size but again, they offer you the choice of cheaper-to-tax engine variants. At least no Levorg exceeds the £40,000+ tax surcharge for new cars.
Insurance Groups
The Levorg originally sat in insurance group 24, but since the adoption of Subaru’s Eyesight safety tech that’s dropped down to group 20. That’s competitive with most premium rivals, and only slightly more than mainstream family estates.
Depreciation
The Levorg’s niche appeal in the UK means residual value forecasts are surprisingly good – it’s expected to retain around 39 per cent of its value after three years. That’s not remarkable, but it is better than a number of mainstream estates.