This is the new 2024 Volkswagen Passat?
It certainly is, although we wouldn’t blame you for feeling a mite underwhelmed. Where the outgoing, eighth-generation Passat was a chiselled thing – and charmingly rugged in Alltrack spec – this new car lacks visual clout.
The Skoda Superb was always reasonably related to the Passat, but while the latest versions of each again share a platform and powertrains, they now also share much of their bodywork. And that’s robbed this car of some individuality.
Still, its curvier lines have a noble cause; a newly slippery 0.25 drag coefficient whips its predecessor’s 0.31Cd into shape and nudges the humble petrol-powered Passat towards EV territory.
The primary aim here isn’t a gargantuan range figure, but rather optimum hush and refinement inside. Many mainstream rivals have ebbed away, thus the general class standard around it is much more premium. The Passat is smartening up to suit.
JUMP AHEAD
- Tell me more about this Passat…
- How does it drive?
- How’s the interior?
- Are we missing out on the 2025 Passat?
Did you say nine generations of Passat?
Yep, it’s a popular car. The badge has been with us for over 50 years and VW has now shifted more than 33 million examples.
Even if the SUV market is rapidly eating into traditional sedan and wagon sales, the equity of a sub-brand like ‘Passat’ can’t be knocked (although on these shores Volkswagen has so far said we won’t get this model). At least a European drive helps us preview the oh-so-heavily related Superb ahead of its Australian release…
Though the Skoda will arrive in hatchback and wagon variants, VW is offering only the latter. We’d tend to recommend the wagon in most cases anyway, but perhaps it’s worth taking a short moment to mourn the sedans disappearing quietly from our showrooms.
Alright, tell me more about this Passat…
There’s a broad engine range in Europe.
A 1.5-litre TSI turbo-petrol engine comes in both mild and plug-in hybrid forms; the former is 250kg lighter and brings sharper dynamics, while the latter will hoover up a lot of sales thanks to strong fleet car credentials and an ability to cover around 100km purely on electricity or a bulky 900km overall.
The 2.0-litre TSI lives on too, with 110kW or 195kW peaks, the latter similar to that in the front of a Golf GTI and good for a perky 5.6sec sprint to 100km/h. A 2.0-litre TDI offers 90kW, 110kW and 142kW outputs.
For each fuel type, the highest tune brings all-wheel drive for a headline 2200kg towing capacity.
Every single Passat now has a DSG dual-clutch automatic transmission with the design team decluttering the centre console as a result – gear selection moves to the right-hand column stalk with the wipers and indicators incorporated on the left. You still get paddle shifters, thankfully.
How does it drive?
Sharing its platform with the latest VW Tiguan – which Australian showrooms will get – the Passat steers, handles and grips well. Its ‘MQB Evo’ platform promises much for the no-doubt countless models that’ll sit atop it, not least the new Superb.
But where the Tiguan crashes abruptly over urban road furniture, the Passat is a comfier place to be. There’s still a firm edge to its suspension, even on meek 18-inch alloys that don’t do its embiggened dimensions justice, but it’s at least better than the SUV (as you’d hope with less mass and a lower centre of gravity).
The 1.5-litre TSI mild hybrid that kicks off the range might just do the trick, especially if you’ll rarely fill every litre of luggage space. It’s the neater car to drive thanks to its 250kg-lower weight and, despite its inability to run on electricity alone, it’s the best proof possible that this new Passat has nailed its refinement brief, being impressively hushed on a motorway cruise.
You might learn to love the looks when you know what tricks their aero is weaving.
The top-selling Passat is expected to be a plug-in hybrid, mind. While a 200kW peak output tops the two options, you’ll rarely extract every ounce of performance in either car, not least because the slightly coarse nature of their engines at higher revs discourages it. Better to lean into the car’s efficiency credentials.
It’s got enough to pep in EV mode around town and is pleasant to punt around, even if the whine of the e-motor occasionally cuts through the quiet. But in truth, it’s the larger 2.0-litre petrol and diesel options that, unfashionable as it may be, put this car right in its comfort zone. They pair brilliantly with the DSG ‘box and should make motorway miles a breeze.
How’s the interior?
It’s still very touchscreen-led in here. Every Passat gets a 12.9-inch display as standard, though we’ve only tried launch cars with the (roughly $1600) optional 15-incher.
This screen is large enough to fall easily into your field of vision, while a ChatGPT-enabled voice control setup is meant to ease distraction further. Naturally, it feels a bit of a work in progress, handling in-car requests promptly but tripping over itself a tad if you try more obtuse questioning. Updates should bring it up to speed, though.
VW still hasn’t rewound to physical climate controls – though the Superb does offer them – while the quality in here feels top-notch. A subtle step up from the Tiguan, even, to help justify higher pricing in Europe – and perhaps quell some of the dwindling appeal of trad estates like this.
Ambient lighting is scattered everywhere, not least for a new artful dashboard display ahead of the passenger, while heated, vented and massaging seats offer an array of options and intensities.
Massage seats in rival Stellantis products hiss and groan as they operate, but the library-like tranquillity of the Passat is never disturbed.
And boy, is there room in here. While sharing so much DNA with the Skoda Superb arguably robs the Passat of some personality, it’s the automotive equivalent of pairing up with the swottiest kid in school for a class project.
Adults will feel comfy in the back and the boot is large
The Passat has gained 50mm of wheelbase, every bit of it boosting rear legroom while the boot capacity now measures 690 litres with the rear seats in place, or 1920 with them flipped – respective improvements of 40 and 140 litres and even more than that of a gargantuan Mercedes-Benz E-Class wagon.
On-paper numbers are merely that, of course, but thankfully the reality is strong, too. Adults will feel comfy in the back and the boot is large, though it’s pertinent to point out that plug-in hybrid Passats offer reduced luggage capacity of 510/1770 litres thanks to their battery.
Are Australians missing out on the 2025 Passat?
Well, we’re getting the latest Skoda Superb so we’re not truly missing out on what’s been reviewed here.
Pair the obvious dynamic and refinement strengths of this Passat with the (arguably) sharper looks and more traditional ergonomics of the Skoda and it feels like we’re onto quite a winning package.
Full verdict when we get our hands on the Superb, of course.
FEBRUARY 2025: July launch confirmed for new Forester range
Subaru has now unveiled the hybrid version of its new Forester, while confirming a July 2025 launch date. Details at the story linked below.
MARCH 2024: New Forester a long way out
The sixth-generation Subaru Forester will not go on sale in Australia until 2025, the Japanese brand has confirmed.
Snapshot
- New Forester was revealed in late 2023; on sale from Q2 2024 in US
- New hybrid drivetrain will pair Toyota tech with boxer engine
- Turbo XT variant set to return to line-up
Subaru’s latest midsized SUV was unveiled in late 2023 and was expected to go on sale locally sometime in the second half of 2024.
It is due to go on sale in Subaru’s biggest market, the US, in the second quarter of this year.
The delay between the global reveal and local launch is not an ideal scenario, with the potential to affect Forester sales this year as buyers consider waiting for the new model.
The Forester is Subaru’s best-selling model and enjoyed a record sales year in 2023.
Subaru Australia believes the next Forester has even greater potential, benefitting from a new hybrid system co-developed with Toyota that should improve on the disappointing petrol-electric currently offered, while a turbo variant looks set to make a welcome return to the range.
“The Forester is the No.1 model for the brand globally and we need to bring our A-game and put our best foot forward with the 2025 Forester,” said the company’s managing director, Blair Read.
“Obviously the Strong Hybrid will be a real boost for the new-gen Forester. We want it to maintain its place as the best model for the brand. So, we’ve got some exciting plans to keep Forester at its rightful place at the head of the Subaru brand.”
Strong Hybrid is Subaru’s designation for a series-parallel petrol-electric system, used as a differentiator to its Mild Hybrid ‘e-Boxer’ engines (though they’re marketed as Hybrid models locally).
The Strong Hybrid system will pair Toyota’s proven hybrid technology with Subaru’s flat-four-cylinder ‘boxer’ engines, and will be “tuned specifically for the Forester”. It should deliver both better performance and fuel efficiency than the current Forester e-Boxer.
Subaru Australia will launch the new Forester with a regular petrol engine and the hybrid drivetrain, while a turbocharged XT variant is set to return after being dropped for the fifth-generation range.
Read said the company couldn’t yet confirm any news for a turbo Forester but acknowledged last year’s addition of a turbo variant to the Outback line-up had proven successful – accounting for about 40 per cent of the wagon’s sales.
“That it’s an interesting one because we get a lot of feedback on [a turbocharged Forester] and we do think it would be something that has potential,” he said.
“But then we look at Forester sales last year and we have a record year. So part of the challenge is when you have a good order bank on the product and it’s going well… It’s always tempting to get distracted with adding new things, but we’ve got to do right by the existing customers, so would we like it? Nothing else to share on that at this stage.”
Read said an electric Forester could also be viable in the future, though only if the technology didn’t detract from the SUV’s reputation.
“It’s more about whether [an electric Forester] would live up to the Subaru values. If you get that right, what people expect of that is that a Forester is a Forester, not if it’s a petrol, hybrid or EV [Forester]. You could get that wrong if you don’t stay true to what the nameplate represents.”
Subaru has just launched its first fully electric vehicle, the Solterra, an SUV the company says lives up to brand expectations by offering good ground clearance, all-wheel drive, and even an X-mode off-road system like the Forester.
Priced from $69,990, the Solterra is currently the most expensive Subaru offered.
Sales figures show us each month what the most popular used cars are for Australian buyers, but popular doesn’t also mean best.
When it comes to affordable sports options, you should make sure the three models below are high on your list of cars to consider.
JUMP AHEAD
Near new: Hyundai i30 N
Plenty of choice, so Snag a good ‘un
Hot hatches have long provided us with cut-price performance. But as the number of new-model offerings diminish, one hot hatch steadfastly remains: the Hyundai i30 N.
Fortunately, it’s also one of the finer hot hatches made, with its rock-solid 202kW 2.0-litre turbo-petrol four driving the front wheels via a six-speed manual and super-tricky electronically locking front diff. There’s even a rorty active exhaust, customisable driving modes, and rev-matching – tech normally reserved for sports cars many times its price.
Hyundai has regularly boasted about the i30 N’s durability, even on a racetrack. Second-hand examples built in 2019 can be yours for as little as $30,000, and come with plenty of safety features as standard.
We recommend a Premium grade with extra conveniences such as a heated steering wheel and upspecced front seats. And if you manage to nab one with some of its five-year factory warranty remaining, you’re also covered for track-day use.
Mid range: BMW M130i / M140i
M + LSD + ZF = OMG
in the future, we’ll fondly look back on the days when a manufacturer would cram a slightly-too-large engine into a slightly-too-small vehicle, such as the brilliant rear-drive BMW M140i, and the cheaper, but no less beguiling, M135i.
Both sport a 3.0-litre BMW turbocharged straight-six which is amply reliable by most accounts, and able to be paired with either a six-speed manual or an eight-speed ZF torque converter automatic.
Decent M140i examples around a 2018 vintage will cost you in the vicinity of $35,000, which gets you a rear-drive hot hatch with 250kW and 500Nm.
While the M140i is unlikely to win any medals for outright handling brilliance, the abundant power more than makes up for it – as does the brawny straight-six sound and additional practicality of its five-door layout.
Much as we like a manual, the BMW’s is a bit notchy and recalcitrant, making the slick auto the pick. Factory mechanical LSDs were an option, and rare, but worth trying to find.
Budget: Toyota 86 / Subaru BRZ
Tokyo Thrift?
While we’re still waiting for used Toyota 86/Subaru BRZ prices to get back to pre-pandemic levels (they were approaching $10K) we suppose that $18K in 2024-money (about as cheap as they are now) is close-ish to $10K by 2019 standards. Sort of. Slightly. Maybe.
However you cut it, it’s still a ripping great bargain for a vehicle that is more fun than most Ferraris – indeed, COTY-winning levels of fun. That’s down to its superbly friendly rear-drive chassis, standard limited-slip diff, sublime steering and, we even concede, the 147kW horizontally-opposed four-cylinder under the bonnet.
They’re a lot safer than an S15 Nissan 200SX and, as for reliability, look after an 86/BRZ and it will look after you, or so we’ve heard from those who race them. They’re also okay on fuel, can come with seat heaters, and grant you access to an entire aftermarket universe of possible modifications.
Where do we sign?
The Australian new car market has posted another record-breaking month ahead of a predicted drop in sales later this year as supply continues to catch up with demand.
According to official new-car sales results from the Federal Chamber of Automotive Industries (FCAI), 105,023 vehicles were registered in February 2024 – beating the previous record of 86,878 cars set last year.
However, the automotive industry has warned that the new-car market is unlikely to continue breaking records, with Toyota predicting a slight fall to around 1.0 to 1.1 million overall sales for 2024 compared to the highest-ever amount of 1.2 million vehicles sold in 2023.
Top-selling brand Toyota sold 19,374 vehicles in February followed by Mazda (7350) and Ford (7275). All top 10 brands except Mazda recorded growth compared to last year.
Nissan – which finished outside the top 10 in 2023 – overtook the likes of Mitsubishi, Kia and Hyundai to place fourth with sales up 151% over last February with strong results for the X-Trail, Navara and Patrol.
Electric car specialist Tesla also returned to the top 10 with the Model 3 and Model Y after BYD beat it in January following delivery disruptions for both nameplates.
Australia’s new favourite vehicle, the Ford Ranger ute, remained in first place with 5353 sales, followed by the Toyota HiLux (4403) and Tesla Model 3 (3593) in second and third place.
New South Wales registered the most vehicles with 31,943 sales, ahead of Victoria and Queensland with 28,415 and 22,466 sales, respectively.
Western Australia (11,317), South Australia (6451), Tasmania (1817), the ACT (1743), and the Northern Territory (871) followed.
The Federal Chamber of Automotive Industries said Australia’s demand for new vehicles has continued into 2024 with another record-breaking month of sales.
“Australian motorists’ strong preference for Utes, accounting for 20.3 per cent of sales this month, demonstrates the challenges with the proposed New Vehicle Emissions Standard. Out of 21,327 utes sold in February, only one was an EV,” said FCAI chief executive officer Tony Weber.
“Growing sales of electric vehicles across other market segments proves that where a battery electric product exists which suits the driving habits of Australian motorists, work and recreation needs they will purchase these vehicles.”
Battery-electric cars represented 10% of the market in February, while all ‘low-emission’ vehicles – including hybrid, plug-in hybrid and electric – accounted for one in five of all cars sold.
? Australia’s top 10 cars for February 2024
Ups and downs ? ?
The Ford Ranger was Australia’s top-selling vehicle in February 2024, followed by the Toyota HiLux.
In first place, the Ranger recorded 5353 sales – up 20% from February 2023 – with the HiLux following in second place with 4403 sales, up 12% from last year.
The electric Tesla Model 3 took third with 3593 sales in the facelifted model’s first full month on sale following a two-week ADR-related delivery pause in January. The Isuzu D-Max followed in fourth place (2941).
The Toyota RAV4 placed fifth (2843), followed by the Nissan X-Trail (2508), Toyota Corolla (2439), and MG ZS (2357)
The Mitsubishi Outlander (2209) placed ninth, while the Tesla Model Y took 10th place (2072).
? Australia’s top 10 car brands for February 2024
Ups and downs ? ?
Toyota recorded 19,374 sales (▲ from 14,332 in February 2023). It represented an 18% share of the new-car market for the month.
Mazda finished second with 7350 sales (▼ from 7667), while Ford placed third with 7275 sales (▲ from 6022).
Nissan, in fourth, posted a strong result thanks to strong X-Trail, Navara and Patrol registrations with 6617 sales in total for February (▲ 151% from 2573), while Mitsubishi placed fifth with 6411 sales (▲ from 5500).
Kia followed in sixth with 6141 sales (▲ from 6000), while Hyundai placed seventh with 5703 sales (▲ from 5504) and electric car specialist Tesla, in eighth, recorded 5665 sales (▲ from 3516)
Isuzu Ute placed ninth with 4692 sales (▲ from 3156), and MG, in tenth, sold 4474 vehicles (▼ from 4363).
In charts ?
February 2024 – Top 20 models
February 2024 – Top 10 brands
February 2024 – Overall segment sales
February 2024 – Category sales
February 2024 – Sales map
February 2024 – Buyer type
March 2024: Solterra driven in Australia
It’s Subaru’s first EV and its most expensive model, but can the Solterra trouble big-name rivals that include the Tesla Model Y?
February: Subaru Solterra price slashed
Subaru Australia has reduced pricing for the Solterra between $6700 and $8000.
2024 Subaru Solterra pricing and features
The Subaru Solterra, the Japanese brand’s first electric car, has been priced from $69,990 as it bids to take on a group of significant rivals.
Subaru Australia has now confirmed finalised specifications after announcing pricing and “indicative specs” last November.
There are minimal changes to the trim levels for the Solterra AWD and Solterra AWD Touring models, which will both feature a dual-motor, all-wheel-drive set-up.
A panoramic sunroof is now standard on the Touring where previously it was listed as a potential option. A $1200 two-tone paint option is also available only for the Touring.
The Touring features artificial-leather upholstery to the entry model’s cloth seats.
Drive-away pricing is from $75,821 based on Sydney location, with the Touring’s $76,990 RRP increasing to $83,065 (again Sydney) once on-road costs are added.
The Subaru Solterra launches in late Feb – on the exact dates as its near-identical Toyota twin, the BZ4x.
Toyota has yet to announce pricing, though the BZ4x will be offered in both single-motor front-drive and dual-motor forms.
| Model | Pricing (Feb 2024) | Pricing (Nov 2023) | Changeu00a0 |
|---|---|---|---|
| Solterra AWD | $69,990 | $77,990 | down $8000 |
| Solterra Touring AWD | $76,990 | $83,690 | down $6700 |
| Prices exclude on-road costs.u00a0 | |||
Subaru’s decision to focus on an all-wheel-drive Solterra means it pricing positions the 4.7-metre-long SUV above entry, rear-drive versions of key competitors including the Tesla Model Y and Hyundai Ioniq 5 (from about $65K), as well as the Ford Mustang Mach-E and Kia EV6 (from about $73K).
The Solterra’s pricing looks more competitive when compared with equivalent AWD electric midsized SUVS. A dual-motor Model Y costs from $78,400, the AWD Ioniq 5 starts at $80,500, and an AWD EV6 kicks off at $87,590.
To obtain an AWD Mach-E requires a much bigger spend of $104,990 before on-roads are added.
Volkswagen has yet to confirm pricing for the ID.4 electric medium SUV due in late 2024.
The dual-motor Solterra features a 71.4kWh battery and produces a combined 160kW and 337Nm from its front and rear electric motors.
Those numbers are relatively low for a dual-motor EV, while most key rivals offer more affordable single-motor models.
Subaru Australia’s official specifications have included only the typically optimistic NEDC range figure – 485km.
The more comparable figure available from Europe is the WLTP (Low) figure of 466km.
This compares well with the Ioniq 5 AWD’s 454km but trails the Model Y Long Range (533km), Kia EV6 (484kW), and upcoming Volkswagen ID.4 (515km).
| 2024 Subaru Solterra battery and electric motor | |
|---|---|
| Battery | Lithium-ion battery |
| Capacity | 71.4kWh |
| Max power | 160kW |
| Max torque | 337Nm |
| Electric WLTP test range | 466km |
150kW rapid charging will replenish the battery from 20 to 80 per cent in half an hour, according to Subaru. Using the 7kW onboard AC charger completes the same top-up in seven to eight hours.
At this stage, standard equipment highlights for the entry Solterra include an automatic tailgate, electric driver’s seat, heated seats front/rear, digital rear-view mirror, surround-view camera, and 12.3-inch infotainment screen.
Subaru Australia is also including five-year servicing and roadside assistance in the pricing, as well as a 2kW AC charging cable with an eight-amp wall plug.
| 2024 Subaru Solterra charging | |
|---|---|
| Onboard Charger | 7kW single phase |
| Rapid charge from 20-80% capacity via a 150kW DC charger | approx 30 minutes |
| 20-80% capacity via single phase 7kW AC charger | approx 7-8 hours |
The Touring adds $5700 to the price tag and is necessary to have wireless phone charging. Other extras include a 10-speaker Harman Kardon sound system, electric adjustment for the front passenger seat and memory settings for the driver seat, and 20-inch alloy wheels that replace the base model’s 18-inch alloys.
Options are limited to a panoramic sunroof and two-tone paint.
Subaru Australia is also offering charging-installation bundles for homes, with a Bundle 1 Single-Phase (7kW) costing $2250 or a Bundle 2 Three-Phase (22kW) set-up costing $2645.
Subaru Solterra specifications
| 2024 Subaru Solterra AWD – standard equipment highlights | |
|---|---|
| 18-inch alloy wheels | 7.0-inch digital driver display |
| Auto tailgate | Adaptive high beam |
| LED headlights and foglights | Radar cruise |
| Electric driveru2019s seat | Speed-limit notification |
| Heated front and rear seats | Low-speed acceleration suppression |
| Heated steering wheel | 360-degree camera |
| Digital rear-view mirror | Blind spot and rear cross traffic monitoring |
| 12.3-inch infotainment touchscreen | |
| 2024 Subaru Solterra AWD Touring additions | |
|---|---|
| 20-inch alloy wheels | Electric front passenger seat |
| Harman Kardon audio system | Memory setting driver seat |
| Wireless Qi phone charging | Intelligent Park Assist |
| Artificial leather upholstery | Panoramic sunroof |
| Options (Touring only) |
|---|
| Two-tone paint ($1200) |
The last-minute pre-launch change to the cost of the Solterra electric SUV was not influenced by pricing for its Toyota bZ4X twin, says Subaru.
Subaru Australia initially priced its first fully electric vehicle from $77,990 in late 2023, having first confirmed the Solterra for this market in mid 2022.
The brand made a surprise dramatic cut to the Solterra’s pricing just a week ahead of its local media launch and first customer deliveries, reducing the starting price to $69,990 and paring the more expensive Touring grade by $6700.
It follows a similar move by Ford, which dropped the price of its rival Mustang Mach-E by up to $7000 – though in this case weeks after the Australian launch.
March 2024: Solterra driven in Australia
It’s Subaru’s first EV and its most expensive model, but can the Solterra trouble big-name rivals that include the Tesla Model Y?
STORY CONTINUES
Toyota didn’t confirm pricing for the bZ4x until the same day both brands were launching the near-identical vehicles. The bZ4X is more affordable from $66,000, though is offered as a front-wheel-drive model in base form where the Solterra is all-wheel drive only.
The more comparable AWD bZ4X costs $74,990 before on-road costs, undercutting the Solterra AWD Touring by $2000.
Subaru Australia’s managing director, Blair Read, said the company hadn’t seen the bZ4X’s pricing prior to its change and said it was even possible Toyota had instead reacted to the Solterra’s earlier announcement.
“That’s always the risk,” said Read, when asked about the challenge of price positioning when two brands launch a co-developed model. “Then making the [pricing] change last week it was like, ‘Did [Toyota] react to what we’ve done?’ You don’t know; you’ve just got to roll a dice and put your best foot forward.
“For us, we’d had some dealer and customer feedback [on the Solterra pricing], and thought, ‘Look, can we do something here?’ We worked with the factory and [figured] if we’re going to do it, let’s do it before first customer deliveries, so those people get the benefit.
“[We wanted to ensure] those long-term Subaru owners or people who had expressed interest and wanted to put money down 18 months ago when we first [confirmed Solterra] were supported through that process and that we didn’t forget about them. So a late [pricing] change, but it was driven by doing the right thing for the customer.”
The Solterra enters one of the most competitive segments of the growing EV space. Besides the bZ4X and Mustang Mach-E, the Subaru also competes against the Hyundai Ioniq 5, Kia EV6, as well as the best-selling EV globally and locally, the Tesla Model Y.
Many rivals, not just its Toyota twin, offer front-wheel or rear-wheel drive models with single motors that are cheaper. The Solterra is the most affordable AWD in its class.
Read admitted there was a different challenge to face with launching its first electric vehicle and wouldn’t be drawn on potential sales for the Solterra, with Toyota indicating
“I think we’ve always said that [EVs is] a really dynamic market space. New competitors, including us, and technology is changing quite rapidly, so you have to be quite adaptable.
“I think it’s too early to speculate on volumes and positioning, or to try and lock yourself into a position. We will respond to how customers respond. We’ve got good support from the factory that if we need to get some more production to manage lead times we can.”
Subaru globally plans to have another four battery electric vehicles (BEVs) in play by 2026, with another four by 2028.
The company believes BEVs will account for 50 per cent of Subaru production by 2030.
Japanese brands have been slow to join the electric car race, but now two have arrived at the same time.
The Subaru Solterra is one half of another joint venture with Toyota, following the successful BRZ/GR86 sports cars.
Toyota’s twin, the bZ4X, was launched in Australia on the exact same days as the Solterra, though our review of that car is embargoed until this Friday.
JUMP AHEAD
Pricing and specifications
What we can tell you is that the bZ4X is more affordable by way of a front-wheel-drive option, which starts at $66,000 before on-road costs.
Subaru is sticking to its all-wheel-drive guns, and while the entry Solterra is priced from $69,990 before on-road costs, its extra-gear $76,990 Touring spec is two grand more than the AWD bZ4X but offers some additional items.
Those Solterra prices are notably lower than initially, following a late change by Subaru Australia just a week before launch – cutting the entry model by $8000 and the Touring by $6700. It’s still the most expensive Subaru by more than $10K.
The change was made before Toyota’s pricing became known but either way, it’s a wise move in a segment that’s not only one of the busiest for EVs but one containing the world’s – and Australia’s – best-selling electric vehicle, the Tesla Model Y.
It can at least claim, for now, to be the only AWD electric medium SUV offered for an RRP below $70K, even if there are caveats (which we’ll come to later).
There’s a simplistic way of describing how the Solterra and bZ4X were co-developed – essentially playing to the strengths of each manufacturer. The battery platform and propulsion side were the responsibility of Toyota; the chassis side was Subaru’s remit.
On paper, the battery and electric motor specs look a bit undernourished.
Despite being a dual-motor EV, power and torque are rated at 160kW and 337Nm – split exactly between the front and rear motors.
Most rivals with a single (RWD) motor offer more power, while competitors’ more comparable AWD variants offer between 239kW (Hyundai Ioniq 5 and Kia EV6) and 384kW (Model Y Long Range).
The platform-integrated battery pack is also relatively small at 64kWh (usable). Rivals are again higher, with 70-something kilowatt hours.
Strangely, Subaru refuses to quote a commonly used WLTP figure for the Solterra’s battery range, offering only a 485km maximum distance based on the optimistic NEDC cycle.
Toyota provides a more realistic guide, claiming a 411km WLTP range for its AWD bZ4X.
Cabin comfort and practicality
Where Subaru and Toyota tried to make some differentiation between the BRZ and GR86 cabins, far less effort was put into this EV JV. The Solterra and bZ4X interiors are virtually identical.
Although we can’t yet report on the Toyota, the Subaru’s driving position is certainly slightly flawed – picking up an issue common to the latest Peugeots. Not all drivers will be able to have the steering wheel at their optimum height without obscuring the digital driver display.
The distinctively shaped steering wheel – curved sides with flattish top and bottom – doesn’t help. A traditional round wheel would likely have been better.
It’s snug up front, too, the front seats divided by a high and wide double-decker centre console, with open storage (and ports) beneath and two lidded compartments, plus cup holders, up top.
The middle compartment reveals a wireless charging tray in the more expensive Touring but the feature is oddly omitted from the base model. The shiny plastic tray in the Touring isn’t ideal, either, as a smartphone slides around easily.
A 12.3-inch horizontal infotainment screen looks right-sized for the cabin, though it’s a shame it houses Toyota’s software as the menus – which don’t even include a proper home screen – are visually underwhelming.
In the bigger picture, the Solterra’s interior wouldn’t feature in a book titled How to Create a Premium Car Cabin.
Some rival models offer a choice of light and dark interior trim, but the Subaru’s interior is mostly black and grey. There’s also greater usage of hard plastics than expected for the price, even at eye level on the A-pillars, while the door handles feel cheap and plasticky, and shiny piano-black trim for the console, dash and doors is no shortcut to lifting perceived quality.
At least some welcome Subaru traits are evident. The front seats are the type you’d be happy spending hours in, storage options are plentiful, and there’s good all-round vision (further aided by a digital rear-view mirror).
Rear passengers are treated to air vents, heated outboard seats, two USB-C charging ports, and a folding armrest with two cup holders and a smartphone/iPad slot.
Legroom is good, aided by a wheelbase that’s longer than that of the Forester, and headroom clearance is at its most generous in the sans-sunroof base model. The rear seatbacks also recline.
Toe space is limited without asking front occupants to kindly raise their seats, and the high floor creates a knees-up riding position even for average-height adults.
Raising the electric tailgate reveals a boot that offers a conveniently low loading lip and useful width but luggage space is shallow, not helped by a relatively low-set retractable cargo blind and the Solterra’s raked roof.
A rubber boot mat is standard, under which there’s access to a small underfloor section for a charging cable. Flip-out bag hooks seem to be placed precariously close to where the tailgate closes, and the Solterra doesn’t share the Forester’s electric buttons for folding the 60:40 split rear seats.
There’s also no full-size spare as offered by a petrol Forester; the Solterra has a puncture repair kit like the hybrid Forester.
How it drives
The lack of spare tyre is an important note as Subaru was eager to promote the Solterra’s off-road credentials.
And it does have some genuine capability.
With 212mm of ground clearance (just 8mm lower than the Forester’s) and similarly utilising an X-mode system with calibrations for Snow/Dirt and Deep Snow/Mud, the Solterra navigated a short uphill/downhill 4WD track featuring some slightly awkward creek crossings and soggy mud ruts without fuss or scraping any bodywork.
The Grip Control function is clever. It’s a low-speed off-road cruise control function that allows the driver to dictate the crawling speed of ascent/descent via a small toggle.
We deliberately stopped in the middle of one soaked mud rut to give the electronics an extra challenge. After a couple of seconds of fruitlessly spinning the right-rear wheel that was in the puddle, the system detected our subtle increase in throttle pressure and switched more torque to the wheels with better traction to get us underway again.
How adventurous owners might get with their Solterra may be guided more by the vehicle’s battery range.
Forget the 485km NEDC quoted by Subaru as this industry mark is so hopelessly optimistic that most EV-makers these days quote the more realistic WLTP (as does Toyota with the twin bZ4X).
Even then, Toyota’s 411km WLTP figure for its AWD version would be difficult to achieve based on our drive.
Using the trip computer to take an average of the Solterra’s best and worst efficiency figures from our test car on the launch day – 18.5kWh/100km – the Subaru would cover 346km before running out of battery.
The steering is slicker than you’ll experience in Subaru’s other SUVs, the Crosstrek and Forester, with a nicely judged heft.
Ride quality is on the firm side and doesn’t quite have the cosseting cross-country suppleness of its SUV siblings, but the suspension is well controlled and combines with the low centre of gravity to limit body roll through corners.
We found particularly strong grip from the Touring’s bigger 20-inch wheels, though the 18-inch-wheeled base model felt a little lighter on its feet from a quick sample drive. Road noise on the 20s was intrusive at times during our drive.
Any former WRX owners moving into the more mature world of family SUVs just shouldn’t anticipate much driver involvement.
Owners of non-turbo petrol Subarus would appreciate the Solterra’s performance, even if it’s slow by class standards – a 6.9sec 0-100km/h claim paling against the circa-five-seconds of AWD Ioniq 5s, EV6s and Model Y LRs, for example.
For additional context, the last turbo Forester (the 2018 XT) took 7.5 seconds in the benchmark sprint.
Still, the drivetrain’s lively response to throttle applications would likely come as a shock to someone jumping out of a Subaru powered by a lacklustre naturally aspirated boxer engine.
While the rate of acceleration tails off as speeds rise, the initial surge is enjoyable and maintaining a set speed on undulating country roads is a cinch even without using cruise control.
As also typical of EV driving experiences, the brake pedal can be regularly ignored for slowing the Solterra by using regenerative braking.
The level of regen can be adjusted via paddle levers behind the steering wheel, with the most noticeable effect coming in the higher levels. The highest is called S Pedal and claimed to offer one-pedal driving, though we found the Solterra never came to a complete stop when lifting off the accelerator, always requiring a foot on the brake pedal to prevent the car from rolling into the vehicle ahead.
VERDICT
Importantly, despite the Toyota JV, there’s some Subaru character to be found in the Solterra beyond its AWD chassis.
That will mean more to the brand’s famously loyal customer base, though both first- and long-time buyers are sure to appreciate the electric drivetrain that ensures effortless – if not rapid – motoring.
For now, it’s also the closest buyers can get to an electric Forester, complete with some light-duty off-roading ability.
An upcoming Wheels comparison test will provide a more definitive picture of where the Solterra stands in a fast-growing segment. First impressions are that it’s a good first electric effort from the Japanese brand that sets a new benchmark for AWD pricing if little else.
A limited-edition Club Spec variant will return to the Subaru WRX line-up from April, again bringing a range of sporty upgrades.
Subaru Australia has for now revealed only a single indicative image of the 2024 WRX Club Spec SE sedan that will reintroduce a badge last used in 2020 with the then outgoing fourth-generation ‘Rex’.
The Club Spec will again be limited to 150 units, though the image is otherwise the only clue to what to expect until more details are released.
Red Brembo brake calipers are clearly visible, repeating one of the extra features of the previous Club Spec.
Above: Regular Subaru WRX
The dark alloys with an intricate double-Y-spoke design are also new to the WRX range, while there’s no missing the STI-style rear wing for the latest iteration of the famous performance sedan.
Cabin upgrades can also be expected considering the last Club Spec ramped up the sportiness with Recaro sports seats, STI steering wheel in ultrasuede, and a carbonfibre-look instrument panel.
As with the previous Club Spec, no changes are expected to the 202kW/350Nm 2.4-litre turbocharged four-cylinder ‘boxer’ engine.
The 2020 WRX Club Spec was priced from $47,990, $7500 above the entry point to the WRX range. The current WRX, launched in 2022, starts from $45,990 in sedan form, or $50,990 in wagon form, though the Club Spec is anticipated for the former only.
Unlike 2020, a more powerful WRX STI variant is not currently offered.
The 2024 Lexus LBX hybrid light SUV – the luxury relative to the Toyota Yaris Cross – has been priced for Australia.
Lexus Australia has confirmed the new LBX will start from $47,500 before on-road costs – undercutting the most affordable Mercedes-Benz and BMW hatchbacks sold locally but not the cheapest Audi A1.
It will be available in Luxury and Sports Luxury variants, with the latter variant priced between $52,990 and $56,990 before on-road costs.
Meaning ‘Lexus Breakthrough Crossover’, the LBX serve as Lexus’s new entry-level model, slotting below the Toyota Corolla-based UX small SUV and acting as a spiritual successor to the CT200h hatch axed in 2021.
While the Luxury is front-wheel drive only, the Sports Luxury offers AWD with a second motor on the rear axle. All-wheel drive models are fitted with a more sophisticated multi-link rear suspension instead of a torsion beam.
Based on a modified version of the GA-B platform used by the Toyota Yaris and Yaris Cross, the Lexus LBX uses the same 1.5-litre three-cylinder naturally-aspirated hybrid engine but with a more potent electric motor and a larger battery for more performance and additional electric driving range.
It has a 100kW and 185Nm total system output, with a claimed 0-100km/h sprint time of 9.2 seconds.
The LBX does not share any no external panels or interior components with the Yaris or Yaris Cross. Lexus claims it has a lower centre of gravity, wider tracks, shorter overhangs, and more body rigidity.
Measuring 4190mm long, 1825mm wide and 1545mm tall, the LBX is 305mm shorter and 15mm narrower, but 25mm taller, than the one-size-up UX. It rides on a 2580mm wheelbase, with 60mm less between the front and rear axle than the UX.
Luggage capacity is rated at up to 332 litres for front-drive variants with the second-row in place.
The 2024 Lexus LBX will launch in Australia on March 18.
2024 Lexus LBX pricing
| Model | Pricing |
|---|---|
| Luxury FWD | $47,550 |
| Sports Luxury FWD | $52,990 |
| Sports Luxury AWD | $56,990 |
| Prices exclude on-road costs.u00a0 |
2024 Lexus LBX confirmed features
| 2024 Lexus LBX Luxury features | |
|---|---|
| 18-inch alloy wheels | Heated front seats |
| 9-inch infotainment system | Driver’s seat memory |
| Wireless Apple CarPlay and wired Android Auto | Electric tailgate |
| 12.3-inch digital instrument cluster | Rain-sensing wipers |
| Artificial leather upholstery | 360-degree camera system |
| Power-adjustable front seatsu00a0 | Two-tone paint |
2024 Lexus LBX Sports Luxury features
| In addition to Luxury | |
|---|---|
| 13-speaker Mark Levinson sound system | Automatic parking system |
| ‘Ultrasuede’ and leather-accented seats | Active noise cancellation |
Introduced into Australia in early 2022, the Mitsubishi Outlander PHEV has seen an array of praise and appreciation from buyers in our Facebook comments. After spending the weekend in the base ES model, it’s easy to understand why.
Plug-in hybrid electric vehicle (PHEV) versions of the Outlander combine an internal combustion engine with an electric motor, allowing it to be powered by both electricity from an external power source and petrol.
Let’s take a look into what the ES has to offer and more importantly, what helps it to stand out.
Pricing and features
First impression of the ES was that it didn’t feel like your typical base grade model. There were quite a few additions that made the interior feel a bit more premium. This might be partially attributed to the $57,290 before on-road costs price-tag.
The additional $17k above the petrol AWD model can be naturally attributed to the PHEV technology, but the sprinkle of a few extra features have been added to help ease the jump as well. This includes things like a larger driver information display (7 vs. 12.3-inch), automatic high beam, increased touchscreen size (8 vs. 9-inch), wireless Apple CarPlay and built-in satellite navigation.
Total combined outputs for both the 2.4-litre engine and the electric motors are 185kW and 450Nm, way more performance than the petrol version, which produces 135kW and 245Nm.
According to Mitsubishi you can get an electric-only range of about 84km which means a nightly charge at home could be enough for most for daily commutes. Our digital editor Alex Inwood was able to assess real world consumption figures during his long-term loan.
It also removes the paranoia and range anxiety that comes with running low on range and not being close enough to a charger. When running low on battery range the vehicle also had the option to have the engine focus on charging the battery– an additional peace of mind if you’re prioritising a hybrid drive.
| 2024 Mitsubishi Outlander Plug-in Hybrid ES features | |
|---|---|
| 18-inch alloy wheels | Dual-zone climate control with rear air vents |
| LED headlights and daytime running lights | Cloth upholstery |
| 9.0-inch touchscreen infotainment system | Urethane steering wheel |
| Wireless Apple CarPlay | 40:20:40 split fold and reclining second-row seat |
| Wired Android Auto | Hill descent control |
| DAB+ digital radio | Terrain control |
| Six-speaker sound system | Trailer stability assist |
| 12.3-inch digital instrument cluster | Mode 2 and Mode 3 charging cables |
| Keyless start | |
Inside, the cabin exudes a modern vibe with an intuitively organized layout. The inclusion of Wireless CarPlay in an “entry-level” car is warmly welcomed, but the absence of keyless entry at this price point is disappointing.
Moving to the back seats, rear passengers enjoy generous leg and headroom, complemented by expansive square windows that offer panoramic views, although the narrowness of the rear window from the driver’s perspective may be a drawback.
Notably, the reverse sound chime catches attention with its uniqueness upon initial hearing– which is actually beneficial as it ensures people take notice– and you get used to people watching you reverse.
Safety
Following the Mitsubishi Outlander lineup, the PHEV ES model boasts a five-star ANCAP safety rating.
It received scores including 83 percent for adult occupant protection, 92 percent for child occupant protection, 81 percent for vulnerable road user protection, and 83 percent for safety assist.
The ES comes equipped with a comprehensive list of safety features such as:
- Eight airbags
- AEB with pedestrian, cyclist and reversing detection
- Emergency lane assist
- Lane-departure warning
- Blind-spot warning
- Rear cross-traffic alert
- Automatic high beam
- Traffic-sign recognition
- Driver-fatigue monitor
- Adaptive cruise control
- Front and rear parking sensors
Key rivals
There aren’t a heap of plug-in hybrid options in the SUV realm, but in terms of economical vehicles to cross shop, one might consider:
- Toyota RAV4 (hybrid)
- Nissan X-Trail (e-POWER)
- MG ZS (PHEV)
Should I put it on my shortlist?
When considering the cost, plug-in hybrids struggle to justify their higher price compared to conventional internal-combustion alternatives, including the Mitsubishi Outlander PHEV ES.
While the savings at the pump may not immediately offset the initial investment, those prioritising driving experience and emission reduction may find value in the Outlander PHEV’s responsiveness and quiet operation, especially in urban driving.
However, the base ES model lacks some expected features and safety assistance equipment, making the upgrade to the Aspire variant, despite its added cost, a worthwhile consideration for those seeking additional amenities.
Overall, for drivers desiring an EV experience without the hassle of frequent recharging and long-distance travel, the Outlander PHEV ES stands as a practical recommendation.
