What’s new?

This might be a road test of a particular car, but it takes place against a much wider backdrop: that of Subaru’s plans to move from its current New Zealand situation — with its first two hybrid models just on sale — to a sales mix that includes at least 40% hybrid or pure electric vehicles in 10 years’ time.

Internationally, Subaru started on its hybrid adventure in 2013, with a petrolelectric version of the firstgeneration XV for the North American and Japanese markets. A few of these cars have made there way here as used imports.

The approach of that model — using a relatively small battery pack and modest electric motor system to supplement the XV’s petrol engine — has continued with the secondgeneration XV hybrid. So, too, has the vehicle’s status as a hybrid of the nonplugin variety.

Going under the eBoxer moniker, the XV hybrid’s powertrain is the same as that used on the Forester hybrid. The primary motor is a 110kW/ 196Nm version of the XV’s standard115kW fourcylinder petrol engine. Supplementary drive is provided by a 12.3kW/66Nm electric motor, powered by a compact 0.6kWh lithium ion battery pack. The electric drive system is located above the rear axle to optimise frontrear weight balance. As with a regular XV, the eBoxer’s transmission is a sevenstage Lineartronic CVT, delivering power via the usual Subaru symmetrical allwheel drive system.

The hybrid drive has four modes comprising electric motor alone, petrol engine alone, both motors working together, or a charging mode, in which energy lost during braking or coasting is used to recharge the battery. The car chooses which mode to select in an entirely automated manner.

Casualties of the hybrid setup are fuel tank capacity (down from 63 to 48 litres) and a conventional spare wheel, which is replaced by an emergency puncture repair kit. Towing capacity also drops from 1400kg to 1270kg.

On the other hand (and unusually for a hybrid) cargo capacity is increased, rising from 310 to 345 litres when the rear seats are in use, and from 765 to 919 litres when they are stowed. Naturally, in opting for a hybrid, most buyers will also expect an economy gain, which I’ll go into later.

Pricing and availability are two interesting aspects of the XV eBoxer story.

Its $42,490 price tag matches the regular XV Premium, but is $5000 more than the entry level VX Sport, underscoring Subaru New Zealand’s affordability drive. However, due to the Covid19 disruption, availability is tight; so for those keen must register their interest, and they will then be allocated a place on the supply list. control, lanekeeping assistance and departure warning, and precollision braking, brake assistance and throttle management. Like the Premium, the eBoxer has autodipping headlights, rainsensing wipers, an autodipping rearview mirror, heated exterior mirrors, blind spot detection, lanechanging assistance and rear cross traffic alert and braking. It also features a pedestrian alert system.

The eBOXER’s list of comfort and convenience features includes remote keyless entry, Bluetooth connectivity, smartphone mirroring, voice command and a sixspeaker audio. The centre display touchscreen is topped by a further colour screen, which serves primarily as the display for the hybrid drive system, also for the climate control when required.

The option of an exclusive Lagoon Blue Pearl finish aside, visual differences between the hybrid and other XV models are lowkey. There is discreet eBoxer badging, flushmounted roof rails and subtle changes to the nose and tail.

Those flush roof rails mean the eBoxer isn’t quite as tall as the petrol model, but it has the same 205mm of ground clearance, meaning the hybrid has the same highriding hatchback look that marks the current XV out as one of the most visually attractive crossover vehicles in its class. little better than on the nonhybrid models, which is a welcome boost. Despite a fairly flat squab, the rear seat delivers decent space for two adults or three kids.

The front seats lack a little for lateral support but are otherwise comfortable and supportive. Visibility from the driver’s seat is very good, key instruments and controls are sensibly positioned, and Subaru has struck a good balance between reducing button clutter and avoiding overreliance on the centremounted touchscreen.

The layering of the hybrid system screen (which lets you know which drive mode the XV is choosing to run in at any given point, and also displays aircon information when needed) above the touchscreen, and with air conditioning controls below, is well executed.

Wireless connectivity is fussfree, although just a single charging USB outlet up front seems out of touch with modern needs.

Featuring orange contrast stitching and patterned metallicstyle inserts, the test car’s cabin was plushly

PHOTOS: DAVID THOMSON trimmed for a car of the XV’s price. Interior fit and finish was, like that on the car’s exterior, first rate.

Overall: ★★★+

Design & styling: ★★★★

Interior: ★★★★+

Performance: ★★★

Ride & handling: ★★★+

Environmental: ★★★★

SPECIFICATIONS

Price (as tested): $42,490

Engines: 1995cc, fourcylinder petrol, max power 110kW, max torque 196Nm and 12.3kW/66Nm permanent magnet AC synchronous electric motor

Transmission: Sevenstage

Lineartronic CVT, allwheel drive

Brakes & stability systems:

Disc brakes, ABS, BA, TCS,

VSM, ESC

Safety: Fivestar NCAP

Wheels & tyres: Alloy wheels,

225/60 R17 tyres

Fuel & economy: 91 octane unleaded petrol, 6.5 litres/100km on standard economy cycle, capacity 48 litres

Emissions: 147g CO2/km

Dimensions: Length 4465mm,

width 1800mm, height 1595mm

aside, in these respects the eBoxer is without peer in its class, as none of its likepriced hybrid rivals come with allwheel drive.

While as surely as the eBoxer maintains the positive traits of the XV, so it is beset by the same undesirable trait of a powertrain that is thrashy and underwhelming when worked hard. I had hoped that with the addition of an electric motor, this would be an area where significant progress was made. However, out on the open road it seems that the gains in output are pretty much cancelled out by the hybrid’s extra weight.

The eBoxer’s economy story is a similarly mixed bag: Subaru’s figures show that the vehicle’s standard cycle fuel efficiency advantage of more than 7% over the regular model is due almost entirely to the hybrid set up’s 14% more efficient credentials around town. On the open road, the electric system does little more economywise than equalise for its extra weight.

This economy situation is, admittedly, typical for a mild nonplugin hybrid. But what jars with the XV eBoxer is Subaru’s status as an outdoorsy, adventureoriented brand. Its marketing campaign for new hybrids plays to this concept, urging folk to get out and see New Zealand in a quite clever postCovid way. Truth is though, that the eBoxer XV isn’t going to deliver any major efficiency edge over its pure petrol sibling.