2024 Subaru Solterra Review: A bZ4X by Another Name?
The verdict: Subaru’s first all-electric vehicle doesn’t really stand out — not from its Toyota bZ4X counterpart and not in terms of driving range or charging time, though it’s still a reasonably well-rounded compact SUV.
Versus the competition: Like the bZ4X, the Solterra has its charms, but almost every rival electric SUV offers a superior driving range and lower starting price — and some boast notably quicker charging speeds.
For the 2023 model year, Subaru dipped a big toe into the electric-vehicle market with the introduction of its first EV, the Solterra compact SUV. It didn’t, however, jump all the way into the water: The Solterra doesn’t represent the same kind of investment into the volatile EV segment as, say, Ford’s Mustang Mach-E or Hyundai’s Ioniq 5. It’s essentially a badge-engineered version of the Toyota bZ4X, which also debuted for 2023 as Toyota’s first mainstream EV available in all 50 states.
Related: Here Are the 11 Cheapest Electric Vehicles You Can Buy
The Solterra looks and feels like even more of a brand outlier in Subaru’s lineup than the company’s other joint venture with Toyota, the BRZ sports car. That car is Subaru’s version of the Toyota GR86, but at least it has Subaru’s signature horizontally opposed “boxer” engine. The Solterra’s exterior styling is nearly identical to its Toyota counterpart’s, but with unique touches like a front-end design that features a Subaru-style grille shape, flat-finish wheel-arch moldings in place of the bZ4X’s glossy ones, and unique wheels and (of course) badging.
The Solterra also sticks to Subaru tradition by coming only with all-wheel drive (the bZ4X is available with either front-wheel drive or AWD). Subaru positions the Solterra as an off-road-capable vehicle by touting its 8.3-inch ground clearance — which is generous among mainstream compact SUVs but only .2 inches more than the bZ4X — as well as X-Mode functions that include hill descent control and Snow/Dirt and Deep Snow/Mud drive modes.
I recently drove a 2024 Subaru Solterra in its top-line Touring trim on a weeklong family vacation in Southern California. I didn’t get the chance to take it off-pavement or charge it on a DC fast charger (where Subaru says its performance is significantly improved for 2024), but I did get a good taste of its capabilities in daily-grind family hauls. Because the Solterra is so similar to the bZ4X, you can check out our review of the 2023 bZ4X for more information and perspective.
Simple Model Lineup
The Solterra lineup consists of entry-level Premium and mid-line Limited trims in addition to the Touring. The Premium comes well equipped for a base trim, with standard features like keyless entry and start, dual-zone climate control, wireless Apple CarPlay and Android Auto connectivity, and heated front seats. Its roster of standard safety equipment includes expected features plus reverse automatic braking and, new for 2024, front cross-traffic alert and a hands-free traffic jam assist system. The hands-free driving system operates at speeds up to 25 mph and will maintain a safe distance from the vehicle ahead, as well as keep the Solterra centered in its lane and make automated lane changes in response to the driver activating the turn signal.
The Limited adds features like a power liftgate, a heated steering wheel, heated rear seats, a Harman Kardon audio system, a wireless charging pad, synthetic leather upholstery in place of cloth seats and a 12.3-inch infotainment touchscreen in place of the Premium’s 8-inch touchscreen. The Touring further steps things up via a panoramic moonroof, ventilated front seats (in addition to heated), additional interior lighting and a rearview camera mirror that provides an unobstructed rear view when passengers or cargo are blocking the traditional mirror.
Decent Pep, Mediocre Range and Charging
The Solterra’s sole powertrain configuration is a dual 80-kilowatt-motor setup that’s powered by a 72.8-kilowatt-hour battery. It’s rated at 215 horsepower and 249 pounds-feet of torque, which is enough for respectably zippy acceleration given the instant-torque response of an electric motor. Dip heavily into the accelerator pedal and the Solterra gets moving right away, making it easy to zip into open spots in traffic or merge into fast-moving expressway traffic.
Like many EVs, the Solterra has driver-selectable settings for regenerative-braking intensity. I preferred the most aggressive setting; it isn’t quite one-pedal driving (I almost always had to use the brake pedal to come to a complete stop), but it’s close. Unfortunately, every time the vehicle is restarted, it reverts to the weakest regen setting, so you’ll have to manually select the higher setting again via the steering-wheel-mounted paddles.
The Solterra’s EPA-estimated driving range is 227 miles for the Premium and 222 miles for the Limited and Touring (the 5-mile hit is due to the higher trims’ standard 20-inch wheels and tires versus the Premium’s 18-inchers). My Touring test vehicle was on par with this rating; it showed a driving range of 217 miles on a full charge when I first received it and 225 miles after I charged it to full overnight on a friend’s Level 2 home charger. These aren’t great numbers among modern electric compact SUVs; AWD versions of the Ford Mustang Mach-E and Tesla Model Y offer long-range batteries and do significantly better, at 300 and 310 miles, respectively. Comparable versions of the Hyundai Ioniq 5 and Kia EV6 also best the Solterra, though not as dramatically, at 260 and 252 miles, respectively. (On the EV6, swapping out 20-inch wheels for 19-inchers ups that number to 282 miles.)
Subaru says the Solterra’s DC fast-charging and cold-weather charging performance have been improved for 2024: Subaru says the time it takes to fast-charge from 10% to 80% has dropped from around 60 minutes to as little as 35 minutes. That’s obviously better, but it’s still not as quick as some rivals; the Ioniq 5 and EV6, for example, can fast-charge from 10% to 80% in less than 20 minutes under ideal circumstances thanks to their 800-volt charging architecture.
Cabin Quirks
The Solterra’s interior layout is the same as the bZ4X’s, and both have some unorthodox design choices that drivers may or may not find awkward. The digital gauge cluster is mounted high and very far forward on the dash, essentially splitting the difference between a traditional gauge cluster and a head-up display projected on the windshield. The panel is meant to be viewed over the top of the steering wheel rather than between the rim and hub of the wheel, but the payoff will vary quite a bit between drivers of different heights and seating-position preferences.
For 2024, the Solterra gets a “squircle” steering wheel instead of a traditional round one — a feature not shared with the bZ4X. The squared-off shape makes for a better sight line to the gauge cluster (because the upper portion of the steering-wheel rim is less likely to block the view of the panel), and it also frees up a bit of knee and leg room under the wheel for tall drivers like me. Still, I found the gauge cluster’s placement a bit awkward, and I wish it took better advantage of its digital screen by offering more configuration options and alternate readouts.
Other cabin quirks include no glove box or rear window wiper. I really missed having a rear wiper when driving in a rainstorm, and while Subaru includes a camera washer for the rearview camera mirror, it’s a small consolation. The wireless device charger is covered by a hinged lid and placed somewhat awkwardly smack in the middle of the center console, where it takes up a lot of real estate.
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The Solterra’s front and rear cross-traffic alert warning chimes seemed to be set to hair-trigger sensitivity; I found them more irritating than helpful. The backup warning chime when the vehicle is in Reverse (likely a necessity because of the unconventional rotary shift knob) was distracting, too.
The climate-control panel is a blend of easy-to-use physical controls and capacitive-touch buttons. They all worked well, but I found the ventilated front seats to be subpar — an issue I’ve noticed in several Toyota vehicles. The ventilator fans don’t cool the seat very much, if at all; it even felt at times that the ventilation function was actually making my seat warmer.
Generous Space, Middle-of-the-Road Driving Dynamics
The seats themselves are comfortable, and occupant space is quite good for average-sized adults both up front and in back. Though the angled rear roofline cuts a bit into the Solterra’s maximum cargo volume, the cargo space is laudably spacious, with a low, wide load floor and rear seatbacks that fold nearly flat to open up a larger, unbroken space for extra-large items.
Like the bZ4X, the Solterra’s suspension is tuned for a daily commute, not corner-carving. Relatively porky curb weights are pretty much the norm with EVs thanks to their heavy batteries, and you definitely get a sense of the vehicle’s heft in quick corners, but the Solterra’s handling is composed and predictable overall. Ride quality is decent even with the 20-inch wheels, but I noticed an intrusive amount of tire roar when traveling over some freeway surfaces.
Value
The Solterra’s pricing is on par with similar all-electric AWD SUVs. It starts at $46,340 in its base Premium trim, $49,840 for the Limited and $53,340 for the Touring (all prices include $1,345 destination). If nothing else, the Solterra serves as a workable stopgap to the expected Subaru-built EVs of the future, which might kick off with an all-new electric version of the WRX STI performance car.
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