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Engine: Twin 80 kW motors (net 215 hp, 249 lb-ft); 72.8 kWh battery

Fuel economy (city, highway, combined), range: 18.6 kWh/100 km in the city; 22.4 kWh/100 km on the highway; 20.3 kWh/100 km combined; 360 km range

Transmission: One-speed automatic

Cargo capacity: 820 litres (28.9 cu ft.)

Tow rating: Not recommended

Price: $54,295 base; $64,090 as tested (not including taxes and fees)

INDIAN WELLS, CALIF.—It’s not always easy being the little brother, and, in the corporate relationship between global powerhouse Toyota and relatively smaller Subaru, which co-developed the all-new , it’s clear that both companies are relatively new at all-electric vehicle design and production.

The result for Subaru is that its first-ever global battery electric vehicle looks and drives similarly to its .

The Solterra offers standard full-time all-wheel drive in a refined family SUV that could be a worthy second vehicle for its largely suburban target demographic, but isn’t an overly ambitious effort in the all-electric compact SUV space.

Subaru Canada’s decision to offer all-wheel drive as standard is relatively rare in the electric compact SUV world, as is the decision to only offer one battery size, a relatively large lithium-ion unit that’s 72.8 kWh in size. Combined, this means that the Solterra’s $54,295 starting price is somewhat higher than rivals.

But considering the desirability of more range and full-time AWD, courtesy of identical 80 kW motors on each axle, Solterra prices are right in the ballpark of its non-luxury rivals once similarly equipped, as far as the drivetrain (parts that deliver the engine power to the wheels) is concerned.

The Solterra’s rated 360-km. range is near the bottom of this class, although it’s still pricier than many electric SUVs such as the . Hopping into the driver’s seat after a full overnight charge, its 357-km. range estimate could be found on its driver’s instrument cluster, which is meant to be peered at above the steering wheel, not through it. It’s one of the most unique aspects of driving the Solterra: Using a similar layout to its Toyota sibling, and combined with the standard heads-up display, it is meant to minimize the amount of time your eyes are off the road.

Our top-line-Technology-package-equipped, Canadian-spec vehicles came complete with green EV-specific licence plates, which provide access to provincial HOV lanes when the driver is alone. And the Solterra is eligible for the federal $5,000 EV rebate, as well as all provincial EV incentives. (Eight provinces or territories are now offering purchase and/or charging station rebates.)

From the driver’s seat, the Solterra is quiet and refined, but no powerhouse, even in Power mode. It produces 215 horsepower and 249 lbs.-ft. of torque (motive force).

There’s an “S-Pedal” button near the gear shifter, which is not for sport mode but for increasing the level of regenerative braking. It doesn’t bring the Solterra to a complete stop, however, but it does slow it down considerably more when the accelerator pedal is released. We were at about two-thirds charged when we engaged the S-pedal button. And soon after, on a steep downhill slope, we received an “S-Pedal currently unavailable” message, and had to use the brake pedal. Which is fine, but true one-pedal driving is popular amongst many long-time EV drivers, especially Tesla owners, suggesting that the Solterra may appeal more to first-time EV buyers who appreciate a feel similar to a gasoline vehicle.

The faux leather seats are comfortable and offer lots of legroom front and back. But at this price, a manual passenger seat is not impressive, nor is the fact that the car does not come with a native navigation system. Subaru argues that many drivers would rather use the standard wireless Apple CarPlay or Android Auto regardless, so why increase the cost of the car with a redundant native navigation system.

There’s a large cargo area behind the second-row seats, with a well under the floor that can hold the mobile charge cord (120-volt) or a small amount of groceries, to help them not slide around. The Solterra is not recommended for towing, but there’s a 100-pound hitch available as a dealer accessory, at one-and-a-quarter-inch in size, so strong enough for a good bike rack or cargo basket, but small enough not to tempt folks to try heavy towing.

At the end of our 219-km. drive, our 357-km. original range estimate should have been at roughly 140 km., but we pulled in with 168 km. left. Part of this discrepancy is accounted for by the fact that my drive partner and I wanted to check its DC quick-charging speed, which is rated at a maximum of 100 kW and will take roughly an hour to charge a dead battery to 80 per cent, which is slower than the competition. Subaru says this slower speed was designed to reduce battery degradation.

When we plugged in to a 150 kW Electrify America DC charger with a 43-per-cent charge, the fastest speed we saw was 47 kW. Disappointing, especially in the warmer California climate.

The Solterra is now sold across the country, but not necessarily everywhere, or even at every Subaru dealer. Subaru Canada officials say that roughly 60 per cent of its 95 dealers will offer the Solterra this model year, as dealer training, equipment and charger investments are needed first.

The Solterra is a refined and comfortable electric vehicle well suited for folks with a charger in their garage or as a second vehicle. Overall it falls a bit short of the competition in this rapidly growing category.

Editor’s note: Please be aware that availability of vehicles depends on supply. Manufacturers have been experiencing a shortage of microchips, which has affected their inventory.

Correction — April 24, 2023: The Subaru Solterra EV is pricier than many electric SUVs such as the . A previous version of this article said the Solterra is pricier than the .