Subaru Solterra – Pulpaddict

Skywell BE11 review

We road test the Skywell BE11 – the debut car from a Chinese brand new to the UK…

Skywell was established in 2017 as a collaboration between Skyworth, one of the world’s largest consumer electronics manufacturers, and the Nanjing Golden Dragon Bus Company, which also makes trucks and vans.

The new brand produced its first passenger vehicle in 2017 and the BE11 is the first car to be exported to Europe, with others set to follow.

Like other Chinese car makers that have recently launched in the UK, including BYD, Omoda, GWM Ora and Xpeng, Skywell has had to start from scratch when it comes to dealerships and after-sales.

So far, there are only a handful of dealers, but it’s hoped there will be 50 by the end of 2025, while a large parts hub has been set up in Doncaster and a servicing deal had been set up with Halfords Autocentres.

Launched in China in 2021 (where it’s known as the Skywell ET5), the all-electric Skywell BE11 is one of the largest SUVs in its class. At 4,720mm, it’s longer than a Hyundai Ioniq 5 and a tad shorter than a Tesla Model Y.

Indeed, it’s ambitiously targeting the likes of the Nissan Ariya, Skoda Enyaq, Subaru Solterra and Ford Mustang Mach-E.

Looks-wise, it’s stylish with a generic high-riding SUV profile (MG HS/Volkswagen Tiguan vibes), an inoffensive front end with no grille and a bland rear with a pair of vertical indicators set low.

Inside, the cabin has a modern design and nearly succeeds in its upmarket brief. The dashboard is dominated by a 12.8-inch touchscreen, and thankfully there’s a driver’s digital display too, so all eyes are not on the central screen.

The faux leather seats have a quality feel, while the contrasting wood-style veneer and shiny trim strips give it a smart look, even if some of the materials used aren’t quite so classy when you start prodding around. Build quality is generally good, but not up to a premium standard.

However, it’s when it comes to space that the BE11 scores highly. There’s plenty of room inside the cabin (loads of space in the back), while the boot is a decent 467 litres. With the rear seats lowered (they don’t fold flat and the flipping process isn’t as easy as it should be), 1,141 litres is on offer.

Then there’s the Skywell’s pricing. Starting at just £36,995, it’s serious bang for your buck.

There are two choices (no extra trim levels) – the Standard Range (72kWh battery) or Long Range (86kWh).

The Standard Range has a claimed range of 248 miles (304 in the city), while the Long Range can reach 304 miles (401).

The modest 80kW peak charging rate isn’t quite so impressive, resulting in 20-70% battery charges of 45 minutes and 36 minutes respectively, though naturally it will fully charge at home overnight.

The Skywell BE11 is comfortable behind the wheel and offers good all-round visibility. Most owners will be happy with the high seating position. Personally, I prefer a lower option for a more involved driving experience.

On the road, its weaknesses materialise. For starters, anything other than moderate acceleration out of a junction results in front wheelspin. So, it’s just as well it has a 0-62mph time of 9.6 seconds and isn’t as savagely fast as some rivals.

Premium tyres might help with grip levels, but for now, the BE11 is best driven leisurely because it inspires little confidence.

You wouldn’t want to push it anyway, because it’s been set up more for comfort than driving engagement. It has a wallowy ride with plenty of body lean if corners are taken too quickly, while larger lumps and bumps on poorer surfaces can be felt in the cabin, along with a fair amount of road and wind noise.

Sadly, there’s no feeling in the steering either and the brake pedal is spongy, no matter what setting.

Ultimately, the Skywell BE11 may be competitively priced and offer a little peace of mind, courtesy of its generous seven-year/100,000-mile warranty, but the package as a whole is crying out for some fine-tuning.

Based on our test drive over a variety of roads, I’d expect the real-world range of the BE11 to be closer to 200 miles for the Standard Range 72kWh battery, and 250 miles on the Long Range 86kWh.

There are regenerative brake settings for harvesting some of that electrical energy otherwise lost during braking. However, rather than using paddles behind the steering wheel (becoming the norm), the settings are buried within the so-so infotainment system and there’s no one-pedal option.

And finally, while the Skywell BE11 is generally well equipped, it lacks some of the safety kit expected in any modern EV. The likes of adaptive cruise control, lane-keep assist, traffic-sign recognition and automatic emergency braking (AEB) are all missing, though a safety upgrade may be in the pipeline.

Verdict: With a more sophisticated driving experience, plus extra safety and driver assistance features, the Skywell BE11 would qualify as a decent debut car from a new brand to the UK. Despite its failings, it still offers impressive space, good value for money and a generous seven-year warranty.

Skywell UK

Revealed: Car brands with highest customer satisfaction levels

Gareth Herincx

47 mins ago
Auto News

Subaru has been voted ‘Best Car Manufacturer in 2024’ by car owners in the annual Auto Express Driver Power customer-satisfaction survey.

This latest list follows hot-on-the-heels of the 2024 Driver Power ‘Best cars to own’ survey in June which saw the Dacia Duster Mk2 taking the crown.

Every year, thousands of new car buyers are asked by Auto Express magazine, part of Carwow Group, to share their detailed experiences and insights about the vehicles they own to give a picture of the overall satisfaction level.

“Subaru may not be the most high-profile of brands, but owners have made it clear they’re delighted with their car’s practicality, safety, reliability and quality, among other key attributes,” said Paul Barker, editor of Auto Express.

“It’s great to hear the people that have put their own money into buying and owning these cars are so happy with their purchase, and it’s interesting that the top five has such a cross-section of brand – with Tesla, Kia, Porsche and Citroen rounding out the top five – showing that satisfaction is far from linked to cost or prestige.”

Best car manufacturers 2024 – the full list:

1	Subaru	90.66%
2	Tesla	90.55%
3	Kia	89.35%
4	Porsche	89.16%
5	Citroen	88.22%
6	Peugeot	88.03%
7	Mazda	88.01%
8	Toyota	87.74%
9	Jaguar	87.72%
10	Land Rover	87.63%
11	Honda	87.56%
12	Lexus	87.17%
13	Alfa Romeo	86.86%
14	BMW	86.69%
15	Nissan	86.54%
16	Volvo	86.48%
17	Hyundai	86.36%
18	Cupra	86.28%
19	Suzuki	86.26%
20	MINI	86.26%
21	Mitsubishi	86.09%
22	Dacia	86.01%
23	Skoda	86.00%
24	SEAT	85.84%
25	Mercedes	85.55%
26	Vauxhall	85.50%
27	Audi	85.43%
28	Renault	85.30%
29	Volkswagen	84.80%
30	Ford	84.58%
31	Fiat	84.13%
32	MG	82.01%

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Play your cards right with cinchCharge

We test the “faff-free” app and card that makes charging an EV much easier…

The great switch to electric vehicles is not without its issues. The high upfront cost of EVs, range anxiety and finding a public charger, to name but a few.

Then there’s the multitude of different companies providing chargers, each requiring registration, meaning some EV drivers have phones packed with apps or wallets loaded with (RFID) cards.

Anything that can smooth things along helps, which is why car marketplace, cinch, is on to a winner with cinchCharge.

Marketed as “faff-free EV charging”, cinchCharge is a payment card and app which gives cinch EV buyers access to more than 30,000 public chargepoint connectors across over 18 networks.

In one fell swoop, electric car drivers who’ve bought via cinch can pay for charging using the cinchCharge card or app without having to shuffle cards and flick through different apps.

We’ve been testing out cinchCharge for ourselves over the last couple of months and we’re impressed.

The cinchCharge app helps you find and filter accessible public chargers by availability, speed and distance from your location.

What’s more, the cinchCharge app is free to download, there’s no monthly subscription and no fees.

When you stop at the charger, simply tap the cinchCharge card or use the app to start charging. Then you end your charging session and payment is taken from your linked debit or credit card, so you only pay for what you use.

The cinchCharge card worked perfectly on every public charger we used, including Gridserve, Motor Fuel Group, Osprey and Ionity.

Typically, there were also a couple of occasions where we were miffed because we weren’t able to use fast chargers on the Instavolt and BP Pulse networks, because they are not cinchCharge providers, but on the whole, the coverage is impressive.

The app is fine, though perhaps not the slickest out there, but it is integrated with Google Maps, Waze and Apple Maps, meaning you can easily get directions to chargers, once you have located them.

What’s more, the interactive map within cinchCharge shows you whether the chargepoint is available, compatible, the speed it will charge your car, as well as highlighting the price.

Our only suggestion is that would be a great bonus if the kWh prices were discounted a little for cinch owners.

So, overall cinchCharge works and certainly alleviates one of the key “faffs” of owning an electric vehicle (ie registering with various suppliers and needing multiple cards).

It’s just a shame that all EV drivers can’t benefit from cinchCharge and you have to buy a car via cinch in order to be able to access it!

Subaru Solterra review

We get behind the wheel of the Solterra mid-sized SUV – the first pure electric car from Subaru…

The Subaru brand has a relatively low profile here in the UK. Elsewhere, in countries such as the US and Australia, the Japanese company’s cars are more appreciated and sell in much bigger numbers.

Subaru’s very capable 4x4s are renowned for their durability, and traditionally, owners are intensively loyal, holding onto their cars for longer than any rivals.

Quite what they will make of the all-new Solterra is another matter because it’s sayonara to Subaru’s signature boxer engines and effective ‘symmetrical’ four-wheel drive system.

Before we begin, let’s deal with the elephant in the room, because the Solterra has been co-developed with the Toyota bZ4X and Lexus RZ.

In fact, it’s manufactured alongside its cousins in the same plant at Motomachi, Japan, and they all share the same e-TNGA platform.

It also bears more than a passing resemblance to the Toyota and Lexus. However, there are some key differences.

The most important is that Subaru has kept things simple with the Solterra, which is only available in twin-motor four-wheel-drive form. That also means it has a higher starting price than some single-motor rivals.

There are just two trim choices too – entry-level Limited (£49,995) and top-spec Touring (£52,995). Both seem to be almost identical mechanically, which means they share a 71.4kWh battery pack and two electric motors, producing a combined total of 215bhp and 249lb ft of torque – enough for 0-62mph in 6.9 seconds.

Significantly, Limited has a claimed range of 289 miles, while Touring tops out at 257 miles. The only obvious difference between the two is that the latter has 20-inch wheels (Limited has 18s) and Touring weighs 25kg more.

In other words, on paper it’s hard to justify the extra few thousand quid for a shorter range and a few spec upgrades such as an electric passenger seat, (synthetic) leather and a passenger door mirror that tilts when reversing.

As Subaru customers would expect, the 4×4 system is permanent, plus there’s an X-Mode button which helps you navigate tougher terrain such as deep mud, snow and steep, slippery slopes — all in a controlled, calm way.

We tried some light off-roading and the Downhill Assist Control, the speed of which can be adjusted via a simple switch on the steering wheel, is particularly effective.

What’s more, with a minimum ground clearance of 210mm, it can tackle trips some EV competitors can’t and it has a water-fording wading depth. It’s also worth noting that the Solterra has a towing capacity of just 750kg.

Inside, it’s not unlike Subarus of old in that it has a feel of functionality and durability, but it is a tad dark and drab.

Like its Japanese cousins, there’s the same unconventional layout for the driver. In other words, they share the same Peugeot-esque low steering wheel position and high instrument binnacle, plus centrally mounted 12.4-inch infotainment touchscreen.

That said, it is easy to get used to the driving position and the infotainment system works well.

There’s plenty of room for adults to sit comfortably in the rear, while the boot capacity is a useful 452 litres (441 litres in the Touring version). On the minus side, there’s no ‘frunk’ under the bonnet to store charging cables and no glovebox inside.

It’s well equipped too and, as Subaru owners will like the fact that it boasts the latest safety equipment, achieving a maximum five-star rating from Euro NCAP.

All-round visibility is good, and if you need extra assurance, there’s a reversing camera and 360-degree surround-view monitor. Our only gripe is that there’s no rear wiper, which is OK in light rain, but a nuisance on filthy motorway journeys.

On the road the Subaru Solterra feels solid, composed and surprisingly agile for a relatively large, heavy car.

Push it on more challenging roads and body roll is kept to a minimum, there’s also plenty of grip and the steering turns in keenly.

There are three driving modes (Eco, Normal and Power). As ever, Eco dulls the driving experience, so it’s fine on motorway runs, but Normal is best for everyday tootling along, while Power is fun for overtaking.

Even though the 71.4kWh battery and two motors are on the modest side compared to some competitors, the Solterra seems to have plenty of poke.

Unlike some EVs, the brakes are fairly progressive, while brake regeneration can be adjusted via paddles mounted behind the steering wheel.

One final thought. If you test drive a Solterra, choose a smooth stretch of road and listen out for noise. Our Touring spec test car wasn’t quite the whisper-quiet experience we’d hoped for. Harsh, when even a bit of wind noise is noticeable in an EV, but we’ve come to expect no more than a distant wine from those electric motors.

As for charging, it’s capable of delivering an 80% boost in as little as 30 minutes via its (average) 150kW fast-charging system. The same charge at home will take 7-8 hours. Our charging experience wasn’t ideal because the weather was cold, so we couldn’t match the 30-minute target time or get close to the advertised charge rate.

Perhaps more importantly, our Touring spec Solterra only gets a 257-mile range, which in real-world driving is closer to 200 miles, so not ideal. What’s more, if you switch on the heating, for example, the range takes another hit. As we said before, stick with entry-level Limited spec for those extra miles of range.

Looking in the small print, the Solterra is covered by a three-year/60,000-mile warranty (whichever is sooner). However, the bZ4X benefits from Toyota’s warranty which covers your vehicle for 10 years (up to 100,000 miles), provided your car is serviced by a Toyota dealer.

The Solterra’s electric SUV rivals include everything from the Tesla Model Y, Skoda Enyaq iV and Nissan Ariya to the Ford Mustang Mach-E, Kia EV6 and Hyundai Ioniq 5.

So, the Solterra isn’t perfect, but don’t be put off. We like it, and in fact, we’d say it just edges the bZ4X.

Verdict: The handsome Subaru Solterra SUV is a confident EV debut. It’s not without a few gripes, but overall it delivers an assured drive, it’s easy to live with, well equipped, safe and spacious.

Subaru UK

Lexus RZ review

Luxury brand Lexus is a little late to the party with its first purpose-built electric vehicle. So, the question is – has the RZ been worth the wait?

Lexus is no stranger to electrification. After all, Toyota’s premium sister brand launched its first hybrid, the RX 400h, way back in 2005.

However, it’s taken until now for Lexus to introduce its debut pure electric car designed from the ground up – the RZ 450e – which sits between the mid-size NX and larger RX SUV models.

The RZ’s many EV rivals include the Audi Q4 e-tron, Mercedes-Benz EQA, Volvo XC40 Recharge, Kia EV6, Genesis GV60, Polestar 2 and Jaguar I-Pace.

Before I begin, let’s deal with the elephant in the room, because the RZ has been co-developed with the very similar Toyota bZ4X and Subaru Solterra EVs.

In fact, the RZ 400h is being manufactured alongside its cousins in the same plant at Motomachi, Japan, and they all share the same e-TNGA platform.

It may bear more than a passing resemblance to the Toyota and Subaru, but the RZ differs in some key areas.

The exterior has some uniquely Lexus touches. Its sharper front end features the signature spindle grille (now sealed), while its derriere features a light bar running across the width of the car and softer lines than the BZ’s rump.

Naturally, there’s also a more opulent, driver-focused interior with leather upholstery, heated front seats, dual-zone climate control and Lexus’s latest (and much improved) 14-inch touchscreen infotainment system, plus an optional double panoramic roof (which is dimmable and has a coating to reduce the heat it lets into the car) and 20-inch wheels.

So-called “radiant” heaters mounted at knee-level in front of the driver and passenger are another option. Unlike convection heating, they use infrared radiation to heat solid objects directly in front of them and Lexus claims they use around 8% less energy.

The RZ 450e has an all-wheel-drive layout as standard. Named Direct4, it features two electric motors mounted on each axle, and though it has the same 71.4kWh battery ((of which 64kWh is usable) used by its cousins, the front motor has been upgraded to deliver 201bhp while the rear remains unchanged at 107bhp, producing a combined 308bhp with a maximum torque of 321 lb-ft.

It’s swift, with a 0-62mph sprint time of 5.3 seconds, while driving range varies from around 245 miles (20-inch wheels) to 270 miles (18-inch).

The RZ has a maximum 150kWh charging capability, meaning a boost from 10-80% can take as little as 30 minutes when connected to a fast public charger. Naturally, it will also charge overnight using a 7kW wallbox.

Sounds good, but some rivals have ranges of around 300 miles, while the Kia EV6 and Genesis GV60 have a maximum charging capacity of up to 350kWh – that’s 10-80% in just 18 minutes.

On a more positive note, Lexus loves innovation and the RZ is a classic case. From 2024 there will be an option to ditch the traditional steering wheel and choose a butterfly-shaped ‘yoke’ instead.

Looking like something out of Top Gun, it also utilises Lexus’s new One Motion Grip steer-by-wire system. That means it has no mechanical link and no steering column between the steering wheel and driving wheels.

The system requires just 150 degrees of steering wheel rotation between straight ahead and full lock, eliminating the need for any hand-over-hand movements, and allows a better view of the instrument binnacle ahead. However, you also have to keep your hands at the quarter to three position.

I tried the ‘yoke’ version, as well as a regular wheel with a conventional electric power steering rack.

Given a few weeks to adapt, I think the quirks of the new steering wheel would become second nature. For instance, at low speeds, little movement is required for a lot of steering to the front wheels, making it easier to manoeuvre.

Higher speeds require more movement to apply less steering to the wheels for better stability. In practice, that change in ratio meant that my cornering wasn’t as smooth at higher speeds because the steering is so sharp and fast.

Frankly, I felt much more confident driving the RZ with a traditional steering wheel, though the yoke and steer-by-wire are not just a gimmick and many drivers will prefer the system.

My only other observation would be that the yoke’s diminutive stature means the stalks for indicators and lights are on the stubby side, while the regenerative braking paddles have been reduced to buttons.

When it’s available from 2024, a test drive in both versions would be highly recommended.

The steering is a talking point, but ultimately the RZ drives like a Lexus, which means it’s luxurious, smooth, refined and supremely comfortable.

Compliant over poorer road surfaces, it felt nothing but composed over our varied test routes. Hustle it in Sport mode and it stays nicely flat in faster corners and there’s no shortage of grip. Given its agility, you’d never know it weighs more than two tonnes. That said, the RZ is best enjoyed wafting along in the default Normal setting.

Unlike many EVs, the RZ’s brakes seemed fairly responsive and I liked the use of paddles behind the steering wheel to adjust the level of regen on the move.

Ultimately, the Lexus RZ ticks Lexus’s three Cs of confidence, control and comfort in all driving situations. Job done.

The cabin is a mixed bag. The design up front means it’s not quite a spacious as some other EVs because the centre console is solid and fixed. Puzzlingly, there’s not even a glovebox on the passenger side.

The good news is there’s plenty of head and legroom for three adults in the back and boot capacity is a healthy 522 litres, or 1,451 litres with the rear seats flipped. Note, there is no ‘frunk’ under the bonnet – the charging cables have to be stored in the boot.

There are three trim levels to choose from (Premium, Premium Plus and range-topping Takumi).

Priced from £62,600-£72,100, the entry-level Premium model comes with a generous amount of standard equipment including LED headlights, eight-way electrically adjustable front seats, a powered bootlid, leather upholstery, heated front seats, dual-zone climate control and Lexus’s extensive safety and driver assistance systems.

Move up the grades and other goodies such as a head-up display, 360-degree camera system, radiant heated front seats, a two-tone paint job and a Mark Levinson sound system are offered.

And a special mention for Safe Exit Assist (a Lexus exclusive) which prevents your door opening into the path of vehicles and cyclists approaching from the rear. Great idea.

Finally, if you choose an RZ you’re also buying into Lexus’s reputation for reliability and award-winning customer service.

Like all Lexus cars, it also benefits from an extended manufacturer warranty for up to 10 years or 100,000 miles, whichever comes first (as long as you service your car with Lexus).

What’s more, Lexus guarantees the battery will retain at least 70% of its capacity after 10 years. And given its long experience in battery technologies, the company believes the actual capacity at the point should be at least 90%.

Ultimately, the Lexus brand means a lot, which may trump the fact that some RZ rivals offer longer ranges, more power and engagement, plus quicker charging at a lower price.

Verdict: Striking, sumptuous, safe and sensible, the pure electric Lexus RZ 450e is a classy family-sized SUV delivering superb build quality and clever innovations. An impressive debut EV from a top-notch brand.

Lexus UK