That WRX-like bird-catcher bonnet scoop, pumped front and rear guards, roof spoiler and generous sideskirts are Levorg’s main concessions to sportiness, appearance wise. In the flesh, it’s muscular without resorting to overtly boy racer-isms. Wheels are 18-inchers, our test cars shod with modest-width 225/45 rubber.
Climb into the first row and the look owes much to WRX. There’s plenty of shiny hard plastic, soft touch points, a semi-flat-bottom, chunky-rimmed paddleshift steering wheel and â€" count them â€" four separate display screens: a driver’s screen (between the analogue instrument dials), one for infotainment and two ancillary screens, one for air-con and addenda, the other for aforementioned kerb camera. There’s a lot to look at, so thankfully there’s cohesion in the screens’ display designs and graphic fonts.
Compared to the Forester, there’s a much lower-slung seat positioning, though all-round visibility from behind the wheel is excellent. The Levorg foregoes WRX-style race bucket for a more relaxed electric front seat design both purposeful and comfortable â€" one sample car in mixed leather/Alcantara, another in attractive looking cream-coloured full leather. That said, the front row ambience will be familiar to current Impreza/WRX owners.
The second row is the departure point. In terms of depth and legroom, the Levorg is longer (by 25mm) than a fourth-gen Liberty wagon and shorter (by 30mm) than a fifth-gen version. The outboard positions, too, are lightly bolstered to match the look of the front buckets, and include Isofix mounting points in front and conventional tether point in back. The rear 60/40 split-fold seatback has rake adjustment, at least in as-tested spec, though we noted that a base Japanese 1.6L GT on display has a fixed back with a strange, uncomfortably laid-back angle.
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