Subaru Solterra vs Renault Kangoo

What's the difference?

The updated Subaru Solterra is now good enough to compete with rivals such as the Tesla Model Y and Zeekr 7X. The price is right as are the driving range and motor outputs.

There's room for improvement in terms of cabin packaging. The car doesn’t cater for taller, larger people up front, with the steering wheel placement and wide centre console. Cabin storage could also be much better.

Still, the Solterra is superb to drive. One of the best EVs I’ve piloted at this price.

The latest petrol-powered Kangoo has the pricing, practicality and performance to win friends in Australia’s small commercial van class. If you can afford an option pack or two, like those fitted to our test vehicle, it's even better.

The Solterra is a mid-sized SUV with sporty coupe-like styling and this update has seen the front of the car receive a new look which to my eyes is better than the previous face. 

The rest of the car’s exterior remains mainly unchanged in the design.

If you aren’t a fan of the Solterra’s look then check out Toyota’s bZ4X, which is its twin and has slightly more conservative styling, and while I do like the Subaru’s face, I think Toyota’s tail-light treatment is cleaner.

The cabin is modern with a large central media screen, a high-placed instrument display and a wide centre console with dual phone chargers. But the squareish steering wheel steals the show, completing the futuristic vibe.

This update has seen the centre console re-designed with the dual chargers added and the gear-shifter moved backwards away from the media display.

The cabin doesn’t have much in the way of glitzy touches, with dark materials dominating throughout. Hard plastics abound, but the interior still looks and feels premium.

Our test vehicle is less than 4.5 metres long (4488mm) and well under 2.0 metres in width (1859mm) and height (1830mm), making it ideal for those with either limited parking space and/or needing to access space-restricted areas in their working roles.

Its compact 2716 wheelbase results in an 11.3-metre turning circle. This is larger than you might expect, given it’s no tighter than Toyota’s shortest HiAce mid-sized van.

However, it’s also line-ball with its small van rivals, which highlights the restrictions in steering lock shared by front-wheel drive vehicles compared to rear-wheel drivers like the HiAce.

The Kangoo features MacPherson strut front suspension and its rear suspension uses torsion bar primary springing supplemented by a pair of secondary coil springs for carrying heavy loads. There’s also rack and pinion steering and a quartet of disc brakes.

Bodywork and wheels confirm its no-frills work focus, with unpainted dark grey plastic prominent on the hubcaps, front/rear bumpers and along the sides where bumps and scrapes usually occur.

It has tidy styling for a commercial van, including the sharp cabin design that combines a tasteful blend of grey and satin chrome hard surfaces with the practicality of wipe-clean fabric upholstery and vinyl floors.

The steering wheel’s square design is like that for a reason - it’s designed to provide the driver with a clearer view of the instrument cluster. But as noted in the past with other vehicles that choose this set up, the ergonomics don’t work for everybody - especially if you’re tall like me (I’m 189cm).

In my case the top of the steering wheel obstructs my visibility of the display, which shows vehicle speed among other crucial info. 

There’s also a problem with the clearance of the steering wheel and my legs. This is caused by a combination of my height, the low steering wheel and the limitations of how much it can be raised, the low-hip point in the seating position and the shape of the wheel. 

Add an overly wide centre console and space for larger and taller drives becomes even more cramped.

Moving the shifter back in this update also makes it more difficult to use for me and the mechanism is quite clunky.

Second row space is a much better story, with a flat floor, good headroom and lots of legroom even for me behind my driving position. The rear door aperture isn’t great and this has made installing child car seats and the corresponding child difficult.

Cabin storage could also be better. There’s no glove box, but there is space under the centre console, although this is now where the large driver’s manual lives. There’s a large centre console bin, big door pockets and four cupholders (two up front and two in the second row).

The second row has directional air vents and USB ports. There are USB ports up front, too.

Boot capacity isn't enormous at 421 litres in the entry-grade and 410 litres in the Touring. There’s no front boot, either. Under the bonnet is the Solterra’s front motor and electrical hardware.    

The Solterra is a five seater SUV, so no third row here.

Our test vehicle’s 1447kg kerb weight and 2010kg GVM results in a useful 563kg payload rating.

It’s also rated to tow up to 1500kg of braked trailer and with its 3510kg GCM (or how much it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight for optimum versatility.

Cargo bay access is through asymmetric rear barn-doors which can be opened to 180 degrees for forklift and loading dock access, or sliding doors on each side with (according to our tape measure) 625mm openings. The walls and doors are lined to mid-height and there’s internal lighting.

The cargo bay’s load volume is a competitive 3.3 cubic metres and with more than 1.8 metres in length, almost 1.6 metres in width and more than 1.2 metres between the rear-wheel housings, it can easily swallow one standard Aussie pallet or two Euro pallets.

The load floor, which does not include a protective liner as standard equipment, offers a choice of six load-anchorage points.

The solid bulkhead doubles as a sturdy cargo barrier and insulates the cabin from cargo bay noise, most of which comes from the tyres emanating through the rear-wheel housings.

Given its compact dimensions, the cabin is surprisingly spacious and accommodating even for someone my height (186cm), thanks to front doors that open to a full 90 degrees, generous leg and elbow room plus a high roof relative to the seating position that adds to the airy feel.

Storage includes a large-bottle holder and bin in the base of each door, single glove box, full-width overhead shelf, large open tray in the centre of the dash-pad and (in standard form at least) a centre console with two cupholders and trays for small items.

However, given our test vehicle is equipped with the optional Business Pack, the standard console is replaced with a more elaborate version, which in addition to a pair of cupholders has a wireless phone-charging dock up front and a box with hinged lid at the back.

There’s also a sizeable clamshell-lid compartment set into the dash-pad ahead of the driver, which includes a smartphone holder on a stalk that can be easily moved to either side of the compartment depending on driver preference.

Our only criticism is the lid on the optional console box. Although it’s been thoughtfully angled downwards at the front to provide the driver with comfortable elbow support, there’s no mechanism on the hinge to hold it in the open position.

This makes it awkward to access the box, as the angled lid naturally wants to keep closing on your hand, so a detent in the hinge would be useful.

And, in a similar context, we’d also like to see hinge detents (or struts) to firmly hold the rear barn-doors open in their 180-degree positions, given their propensity to slam shut if hit by wind gusts during loading/unloading.

This can potentially injure the operator, so these devices should be standard issue, not only for Kangoos but all barn-door vans.

The Kangoo petrol range is available in SWB (short wheelbase) with a choice of six-speed manual or seven-speed dual-clutch automatic, plus a LWB (long wheelbase) model available only with the auto.

Our test vehicle is the SWB auto, powered by the same 1.3-litre four-cylinder turbocharged engine shared by all petrol models, for a list price of $41,990.

That figure sits comfortably between petrol rivals in the small van class, including the Peugeot Partner Pro Short ($39,990) and Volkswagen Caddy Cargo TSI220 ($43,990).

Our example has been enhanced with genuine accessory carpet mats ($167) plus some desirable options including 'Highland Grey' metallic paint ($800) and the ‘Peace of Mind Pack’ ($1500) comprising blind-spot monitoring, front/rear/side parking sensors, driver attention alert, high-beam assist, navigation, overspeed prevention and traffic sign recognition.

It’s also equipped with the ‘Business Pack’ ($3000) which adds tyre pressure monitoring, hands-free key card, body-coloured external door handles, climate control, adaptive cruise control, centre console with armrest and storage, wireless smartphone charger, extra tinted rear barn-door glass, front fog lights, LED headlights and a leather-wrapped steering wheel.

This is in addition to its work-focused standard equipment list which includes 16-inch steel wheels and 205/65 R16 tyres with a full-size spare, plus auto-door lock when driving, rain-sensing wipers, a reversing camera and more.

The two-seater cabin, which is separated from the cargo bay by a solid bulkhead, is equipped with an electronic parking brake, two USB ports, two 12-volt sockets, a colour 4.2-inch driver’s info display and a multimedia system controlled by an 8.0-inch central touchscreen with wireless Apple CarPlay/Android Auto connectivity and smartphone dock.

In addition to its option packs, Renault also offers numerous single options including a 200kg GCM upgrade, different cargo bay sliding-door configurations, a smart digital rear view mirror and more.

The Solterra has two electric motors and as before there is one driving the front wheels, and one driving the rear wheels for all-wheel drive. Toyota’s bZ4X twin can be had in two-wheel drive and AWD.

The big news is the motors are now more powerful. Much more powerful. Combined output is 252KW (up from 160kW). That’s a huge increase but power is still less than the output of a Model Y or Zeekr 7X.

The front motor now makes 167kW/268Nm, while the rear motor produces 88kW/169Nm. Acceleration from 0-100km/h is about five seconds and that’s almost two seconds faster than the old version. 

The Euro 6 emissions-compliant 1.3-litre turbocharged four-cylinder engine produces 96kW at 5000rpm and 240Nm at 1600rpm.

Its seven-speed dual-clutch automatic provides the option of sequential manual-shifting plus three drive modes comprising 'Normal', 'Eco' and 'Performance', which alter the shift calibrations to optimise engine efficiency in each setting. They are selected using a button on the dash.

The updated Soltera’s battery size has increased to 74.7kWh. That’s up from 71.4kWh and means driving range has increased. 

The new, larger lithium ion battery delivers a range of 566km (WLTP) in the entry-grade Solterra (up from 414km). That addresses a big concern about the old car. The Touring has a range of 517km and any range above 500km is acceptable in my book.

Also big news is the increase in maximum AC charging capacity from 11kW to 22kW. DC charging capacity is the same at 150kW with 0-80 per cent charge in about 30 minutes.

Consumption officially ranges from about 14.6kWh/100km in the entry-grade Solterra to 16.0kW/100km in the Touring. The Touring we tested was reporting 17.0kW/100km according to the trip computer after 163km of testing in mainly urban conditions. 

Renault claims average combined consumption of 6.4L/100km and the dash display was showing 7.8 when we stopped to refuel at the completion of our 254km test, of which about one third of that distance was hauling more than half a tonne of payload. We also had the annoying engine auto stop/start function switched off for the duration.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 8.6 which was still within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ figures.

So, based on our consumption number, you could expect a ‘real world’ driving range of around 630km from its 54-litre tank which should only be filled with premium petrol (min 95 RON).

The Solterra may slightly lag behind rivals in some areas such as range and power output, but where most rivals can barely touch it is when it comes to driving.

Currently there aren’t many electric vehicles that are good to drive, except for more prestige offerings from brands such as BMW, Mercedes-Benz and Porsche. 

The Solterra is one of the best electric vehicles I have driven at this price point and it’s down to the outstanding platform it shares with the Toyota bZ4X which provides superb ride comfort, great handling and excellent steering.

Acceleration is strong and traction from the all-wheel drive is good.

Sure, while the driving position needs improvement, the car itself is excellent to drive.

Visibility is also good and sound intrusion is minimal. We noticed some materials making noises in the cabin. Although this is common, with no engine to mask it, it becomes more noticeable in EVs. 

Apart from the huge and unavoidable solid-walled blind-spot over the driver’s left shoulder, the Kangoo feels more like a nippy small car than a commercial van.

The driver’s seat has no adjustments for lumbar support or base-cushion rake and the backrest angle is restricted by the bulkhead close behind it, but there’s still enough room even for tall people to find a comfortable driving position.

Its leather-rimmed wheel feels nice in your hands and the unladen ride quality is excellent, with nicely weighted and responsive steering feel, reassuringly strong braking and suspension settings that combine good handling response with supple bump absorption.

The turbocharged 1.3-litre four is a refined and willing performer, albeit with softer response below its peak torque band which is tapped at 1600rpm.

From there it happily spins its way to maximum power at 5000rpm, with the dual-clutch auto getting the best out of this engine in all drive modes, when either unladen or hauling a heavy load.

Its diminutive size and agility are well suited to zipping through heavy city traffic, squeezing into tight loading zones or negotiating narrow and crowded city lanes for delivery work.

Manual sequential-shifting allows more direct control if preferred when hauling heavy loads, or for those simply wanting a more engaging drive experience (particularly in Performance mode).

It's impressively quiet up to 80km/h in city and suburban use, but at highway speeds tyre noise becomes more intrusive (particularly on coarse bitumen surfaces) and some wind noise is evident.

The engine requires only 2000rpm to maintain 110km/h cruising speeds and the (optional) adaptive cruise control is resolute in maintaining its speed settings, even on long and steep descents.

To test its GVM rating, we forklifted 415kg into the cargo bay which with driver equalled a payload of just over half a tonne, or about 50kg under its legal limit.

The rear suspension compressed 55mm, which engaged the long cone-shaped jounce rubbers positioned inside the rear coil springs to provide a second stage of load support.

The Kangoo coped commendably with this payload, floating smoothly over bumps and with minimal effect on handling, braking and engine performance.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, quickly self-shifting down to fourth gear to easily reach the summit.

Engine-braking on the way down was not as robust, as you’d expect from such a small engine with more than half a tonne on its back, but still within expectations for small vans.

Our only gripes are the absence of a full-width driver’s left footrest and that the thick panel separating the bulkhead windows almost completely blocks the central mirror’s view through the LHS barn-door. You can option a smart digital mirror with rear-facing camera to resolve this issue, but that’s another $800.

The Solterra is covered by Subaru’s five-year, unlimited-kilometre warranty which is falling behind the seven-year warranty offered by many now. The battery is covered  by an eight-year, 160,000km warranty. 

There is also five years of capped price servicing with each yearly/15,000km service costing between $130-$300. That’s a very reasonable price.

The Kangoo petrol is backed by a five year/200,000km warranty, whichever occurs first. There's also complimentary roadside assist for up to four years/120,000km, with annual renewals available after that.

Scheduled servicing is every 12 months/30,000km with capped-pricing for the first five scheduled services totalling $2385, or an average of $477 per year.