Subaru Solterra: The unpopular twin

Japan is behind when it comes to electricity. Few people doubt it, since the hybrid Toyota Prius marked the beginning of the world’s electrification more than 25 years ago. Toyota has only had an electric car, the Toyota bZ4X, for about a year.

Subaru, on the other hand, only started hybrid almost four years ago and has now introduced its first electric vehicle, the Subaru Solterra. However, this is not a true Subaru, although the Solterra is only available with all-wheel drive, which, with a few exceptions, has been standard practice at Subaru ever since. Subaru Soltera is the twin of Toyota bZ4X – and both are very similar.

Toyota collaborates with BMW, Stellantis, … and Subaru

Toyota is an old hand when it comes to partnerships. The first Aygo, the current Pro Ace, the Supra and others are also available from others with similar or similar technology – in most cases the development and technology does not come from Toyota. We currently have a very close relationship with Subaru. The Toyota GR 86 Coupe it’s a Subaru, i.e. the BRZ. Names that can be confusing. It really doesn’t matter, because the same technique is used here and there and only the eyeliner is drawn differently here and there.

Subaru Soltera is a guest house

We consider the Subaru Solterra and enter. The interior is beautifully done. From today’s perspective, it is very different. Immediately you see the instrument cluster that is pushed away towards the windshield – new Toyota Prius has the same. And it works. It’s supposed to be a compromise between a head-up display and a standard digital speedometer and it works brilliantly. However, there were also voices in the editorial team who “didn’t like it”. The steering wheel adjustment is extensive and, together with the seat adjustment, results in a comfortable, albeit very high, seating position. Speaking of which: the Solterra’s ground clearance is 21 centimeters off the road. It is enough to get to the forest ranger’s stand in a whisper (it is not true, AVAS, the annoying sound of driving up to 30 kilometers per hour, is always heard) and from there return to the asphalt.

Back to the interior. Physical control is now also uncommon. There are still a few buttons, 31 in number, spread across the center console, around the steering wheel and on the steering wheel. However, the latter is not always easy to use. Too much is run through the instrument cluster, the menus are too complex and many setting options would be better in the center display. But once you get the hang of it, you don’t have to adjust much. And the line assist can be removed with a double click of the thumb – at least until the next engine starts.

Face tracking is also on board and works with high sensitivity. This starts as soon as you cover the camera, which is placed on the steering column with your hand. It beeps loudly and a warning message appears on the display. With electronic aids, drivers are now more and more difficult and with some warnings you don’t even know why the warning is being issued. Fortunately, eventually you get used to everything.

The “Shop” menu item is missing from the Subaru Solterra

We couldn’t get used to the missing menu item about charging. In the Subaru Solterra (and in the Toyota bZ4X) you can’t see anywhere how the car is currently charging, how long the charging process will last or how many kWh or what percentage are already lying in the battery. There are no payment schedules for the program. Only after connecting to the AC charger does the calculated charging time flash for ten seconds on the instrument cluster. And it’s long. Because Soltera only charges in one phase. What is already annoying in a plug-in hybrid is unacceptable in an electric car. Anyone charging at a three-phase wall box, which is common in Germany, absorbs 3.7 kW of electricity, which means that an empty Solterra battery stays at the charging station for around 20 hours – significantly more than the 70 kWh they want to go therein, including charging losses.

Toyota also disclosed this defect to the customer in the first 8,000 bZ4Xs delivered, but has since made improvements. The fact that Subaru is only playing the second puzzle makes it clear that the 11 kW upgrade is probably not expected until the spring of 2024 – purchased, single-phase chargers on board have yet to be installed. So with Solterra you should put it in the public utility range of 22 kW, then at least a good 7 kW will come in. When charging with AC, Subaru reaches a maximum of 150 kW – including ours, but the maximum current input drops quickly and ends up around 65 kW with a State of Charge (SoC) of 60 percent – not a good performance either.

From the driver’s point of view, the symmetrical A-pillars are a positive, as they block the view forward a little more than in other current cars. However, you can (also) see very little of the back. The available space is excellent – everywhere. The exterior length of 4.69 meters was put to good use. However, only 440 liters fit in the trunk. There are eyes to be struck, although it is in a pleasant position, the use of which is not completely clear.

Subaru Solterra: Range is 300 km

In terms of comfort, the Solterra scores on principle. It’s loud from 130 km/h onwards, but that’s rarely the speed that electric drivers use. You always walk comfortably on the pavement (top speed is 160 km/h) with good feedback from the steering wheel and chassis. Then the use of electric motors, which are the same front and rear, each with 109 hp, is kept within the limits and in combination comes close to the WLTP value, which Subaru specifies less than 18 kWh for the high equipment used. . This should result in a good range of 400 km. If you subtract about 100 km, you are close to reality, as long as the Solterra area is not constantly in city traffic. With a large turning circle of 12.2 meters, it does not feel comfortable there either.

If you still travel there often, you should think about the basic version. This has 18 inches instead of the 20 inches fitted to the test car (equipment: Platinum Plus) and therefore has a higher tire surface, which not only benefits comfort, but also prevents parking – to count twice, once for the new one. price and then the end of the lease, if the rims on the right side are still intact. And the top Platinum Plus model is a “no-go” for company car owners anyway, because the price increases from Platinum to Platinum Plus by a total of 1,000 euros and thus breaks the magical barrier of 60,000, which is more than 0.25 or 0.5 percent of Tax.

Either way, the Subaru Solterra is also an expensive pleasure – especially considering its electric features. The Subaru Solterra starts at just 57,500 euros (all inclusive prices) in the Comfort equipment line. However, basic electric car features such as a steering wheel and even a heated seat are missing – both of which are necessary to reduce heat in the winter and thus have more range in the winter. Inductive charging function for mobile phones is also missing. Generally there is no choice with Soltera. Top equipment costs 61,000 euros – there are no options for this either.

For Subaru fans

Ultimately, you have to be a true Subaru fan to love the Solterra, even if you still drive a Toyota. Subaru’s biggest advantage is its dealer network. For decades these, often small, have been among the best in the country and have taken care of their customers. One would think that it was normal, but it is not normal anymore. And with an eight-year warranty on everything, this tour is generally less hassle-free than its competitors.