Other exterior tweaks include new 17 and 18-inch wheel designs, plus the addition of a contrast black roof as standard across the range. Vauxhall’s IntelliLux HD headlights are fitted as standard to top-spec Ultimate variants. These feature more LEDs than ever for a greater spread of light, and offer the ability to pick out objects more accurately when the main beam headlights are activated.

The cabin has been tweaked with the introduction of Intelli-Seats, which feature a recess in the base that’s designed to boost comfort and reduce strain on your back. Seat heating is now standard on all models, as is a heated steering wheel, while the top-spec Ultimate adds a massage function, too. The Astra’s dashboard layout remains largely unchanged, but Vauxhall has ditched the gloss-black centre console trim in favour of a new satin grey finish that should be less prone to scratches.

Tech on board is also updated, with new graphics for the 10-inch touchscreen and driver’s display, while over-the-air updates are included, too. Sat-nav is standard on all cars, as is wireless smartphone connectivity, keyless entry, front and rear parking sensors and adaptive cruise control. Overall, we like the clean dashboard layout, especially the two banks of shortcut keys beneath the main display, but while the touchscreen is angled towards the driver, it’s still a bit of a stretch to reach, especially if you’re tall and have the seat set back.

The powertrain line-up is carried over from the pre-facelift Astra, so there are petrol, hybrid, PHEV and all-electric options offered, although one major update is that the EV now has a 58kWh battery, an increase of 4kWh over the outgoing car and good for a range of up to 281 miles.

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Modern electric vehicles subscribe to one of two philosophies. Some play up the nature of their technology, behaving and operating in ways that are totally foreign to gas-powered cars because they’re not gas-powered cars, and therefore must be used with different considerations in mind. Others are designed to feel mostly traditional, pursuing a sense of familiarity for their owners, and more or less masquerade as normal cars that just so happen to be battery-powered.

There are advantages and disadvantages to both approaches, and neither is perfectly right or wrong, but the 2027 Subaru Uncharted is definitively the second kind of EV. And that’s why I like it.

The Uncharted is the smallest of Subaru’s three electric SUVs, repackaging the guts of the Solterra into a shorter footprint with a sleeker roofline. It starts at $36,445 including destination, and its only drivetrain option is a 221-horsepower electric motor mounted on the front axle.

That’s not the Uncharted you see here, though; I drove the dual-motor, all-wheel-drive GT variant that makes 338 hp and 323 lb-ft of torque. It cost quite a bit more than that—$45,720, to be precise. Every Uncharted comes equipped with a 74.7-kWh battery and, when paired with the dual-motor powertrain, it’s rated for up to 287 miles on a full charge. (It should be said that this GT model, with its larger alloys, promises only 273 miles. They look nice, but they’re not worth 14 miles on a full battery.)

Especially tuned-in readers will note the similarities between Subaru’s smallest EV and Toyota’s smallest EV, the C-HR. The key difference is that Subaru sells a front-wheel-drive Uncharted, while the C-HR starts at a higher price, as it only comes in dual-motor form. A bit odd, since you’d expect Subaru to be the carmaker to exclusively offer an all-wheel-drive version of something, but here we are.

The Uncharted is not a vehicle that’s getting a ton of buzz, and while I don’t think it’s a revelation or anything, it does offer plenty to like. I find it looks quite sharp, particularly from the rear three-quarters perspective, with its kicked-up haunches and tapered roofline. This GT model is also decent fun to drive—it’s nearly a whole second faster to 60 mph from a standstill than a WRX—with a comfortable, quiet ride and eager steering. Yeah, it rolls a lot when changing direction and weighs about 4,500 pounds, so it’s no WRX in the canyons, but it is nevertheless a fun, peppy daily.

It’s also pretty efficient. Sure, there are some people who would scoff at any EV that returns less than 300 miles on a full charge; on that note, the range-obsessed should know that the FWD Uncharted promises 308 miles. But this spicier version still easily delivered 4 miles per kWh on average without breaking a sweat during the week I had it, which is very solid. It also tops up at 11 kW through a Level 2 charger, which is better than the pre-refresh Solterra’s 7.6 kW, and up to 150 kW over Level 3 DC, all through a NACS port. That’s even with the new Chevy Bolt, but well behind the 350-kW Hyundai Ioniq 5.

Inside the cabin is where Subaru (and Toyota) demonstrate the most room for improvement. I don’t hate the positioning of the digital instrument cluster or how simple and easy to parse that display is, but surely they could’ve positioned it in a way where the top of the steering wheel didn’t obstruct it as easily. The Uncharted also heavily relies on its touchscreen for almost everything, including climate, but this infotainment system—which is really Toyota’s—is inconsistent. While I appreciate that it’s pretty straightforward to navigate, it’s also sluggish and messy, with many settings that aren’t explained well. Fonts straight up fail to load in the built-in navigation at times. At least you get those neat dual-zone temperature dials that incorporate the screen.

I like the steering wheel, which I’ve talked about before, and I really like the regen paddles, which let you modulate the strength of off-throttle energy recapture without digging through software menus. No, there’s no one-pedal driving mode in this car, and I suppose if that’s a dealbreaker for you, there are other options on the market. Personally, I’m totally fine with that, and I love the degree of granularity in stopping power the paddles provide.

On the flip side, the football-field expanse of differently textured plastics staring back at you from the driver’s seat is an unavoidable reminder that you’re sitting in a cheap EV, and there was absolutely no need for Subaru to devote so much otherwise useful center-console space to a pair of wireless phone chargers that 1) are anemically slow and 2) don’t keep anything in place. If they’d used the Qi 2 system with its integrated magnets, as Nissan has, I’d be more receptive to the idea.

Overall, though, what I genuinely like about the Uncharted is that it’s not different for the sake of being different. It’s pretty much as approachable as a normal car. Aspects like switching drive modes and nudging regen up or down are all done with paddles and buttons, not rendered in toggles buried in layers of menus. On top of that, it’s efficient, snappy, comfortable, and fairly sharp-looking. It’s not quite the value that the Bolt is—and, as with the Bolt, I wish it had a frunk—but I enjoy driving and using it much more, and I think it’s being slept on. Maybe Subaru doesn’t need three EVs in its lineup, but I’m still glad this one exists.

Subaru provided The Drive with a seven-day loan of this vehicle for the purpose of writing this review.

2026 Subaru Uncharted Specs

Quick Take

The Subaru Uncharted isn’t the best value among entry-level EVs, but it is a fun, attractive, and very solid all-rounder that is remarkably easy to wrap your head around, in a way more EVs should try to be.

Overview

 

Product cloning used to be an automotive craze in the previous century, with ‘badge engineering’ a chance for a so-so brand to pick up another model thanks to a donor’s inability to sell its own version.

 

So among the local manufacturers, we had Holden-Toyotas and Ford-Nissans – and others – to pad out showrooms and sell an extra few thousand of what were very average cars. These included the Ford Telstar and Mazda 626, Holden Apollo and Toyota Camry, and Ford Falcon utility and Nissan Ute.

 

The concept is back. In simplistic terms, the Mitsubishi ASX is the Renault Captur and the Mitsubishi Triton ute is the Nissan Navara.

 

That extends to the top-line, performance-themed Mitsubishi Triton Raider. This is the second re-engineering project by Australian automotive specialists Premcar (after the Nissan Navara Warrior) and will be followed by the Chery Stockman – all indicative of the engineering company’s reputation to make existing 4WDs perform better while meeting strict OEM budgets.

 

Aside from the fact that Nissan and Mitsubishi are linked by their corporate alliance, the respective Navara and Triton are now technology clones, sharing chassis and drivetrain details.

 

Premcar has applied its engineering to both the Navara and Triton, but although they’re almost twins, there are differences in the degree of modifications and the targeted audience. 

 

Premcar says the Navara buyer doesn’t want all the same things as a Triton buyer, hence the different focal point. It adds that Mitsubishi buyers prefer a subtle look, so the Raider styling is less aggressive than the Warrior. 

 

The Triton Raider costs $74,990 plus on-road costs, a premium of $9000 on the Triton GSR on which it is based. That’s a hefty margin.

 

The off-road agility boosted by Premcar’s enhanced suspension package is an alluring reason to tick the Raider over the GSR.  Macho looks, helped by the sports bar and tough grille and skid plate, add more appeal.

 

The trick is that Mitsubishi has recently upgraded the GSR’s suspension, employing Yamaha shocks and links. Does this make the GSR ride and hit the outdoors as hard as the Raider? You’ll have to wait until we test one.

 

The Raider joins the trick members of rival ute-makers, including Ford’s V6-powered Tremor ute ($75,090 plus costs); the Isuzu Ute D-Max Blade ($80,900 plus costs), and the Nissan Warrior at $71,643 (plus costs).

 

Clearly a ute is a three-box shape and styling is pretty restrictive and unlikely to wear the penmanship of a leading auto designer.

 

The Raider is a Triton, with its elevation to the top shelf indicated by the revised grille that has a hexagonal pattern in all black, the higher road height (up 15mm at the front, 25mm at the rear) and the sports bar and fabric tonneau cover.

 

More attention is captured by the ROH wheels which are a one-off design for the Raider, using more perforations and finished in a titanium paint colour. The Raider gets Bridgestone Dueler AT/200 285/60R18 tyres, in contrast to the Cooper 275/70R17 rubbers on the Nissan Warrior.

 

Inside there’s ‘Raider’ logo on the front seat head restraints and a centre-console badge. The rest of the interior looks great and is carried over in appearance and features from the GSR.

 

Cabin room is good, with space for five adults. There’s also two child seat tethers (no central anchor).

  

There’s enough of a difference to make the Raider stand out to enthusiasts, but possibly needs more of an upgrade to make buyers extend their wallets that extra $9k.

 

Note that Premcar said Mitsubishi buyers preferred a subtle approach to styling which implies that its Warrior owners opted for more in-ya-face features.

 

Raider also gets a tonneau cover for the tray, against the more popular – but considerably less functional – hard roller cover and electric retraction.

 

The fabric cover also means there’s full access to the tray when removed, allowing for lots of room and tie-down points (helped by the sports bar) for awkward cargo including bikes. The tray is a decent size, measuring 1555mm long by 1545mm wide, with 1135mm between the wheel arches.

 

Mitsubishi has a five-star rating (2024) for its Triton that carries over to the current Raider. It earns this through an autonomous emergency braking system (including in reverse), cycle and pedestrian detection, road junction detection, lane keeping, lane departure warning, emergency lane keeping, speed-sign recognition, driver distraction monitor and eight airbags.

 

ANCAP gave it an 86 per cent rating for adult occupant protection; 89 per cent for child occupant protection; 73 per cent for vulnerable road user protection; and 70 per cent for safety assist features.

 

ANCAP also said the ute has top tethers for child seats only in the outer rear seats.

 

Mitsubishi has a 10-year, 200,000km new-car warranty, roadside assistance and capped-price service program. However, the vehicle must be serviced at an authorised Mitsubishi dealership, otherwise the warranty (and roadside and CPS program) reverts to a five-year or 100,000km term.

 

Roadside assist is renewed after one year and, if the car remains serviced at Mitsubishi, will extend to 10 years.

 

Its capped-price service goes to 10 years or 150,000km which will cost $7023, or average $702 a year. It will cost $1467 for the first three years; and $2705 for the first five years. The service intervals are 12 months or 15,000km.

 

Driving Impressions

 

Given all the hardware and engineering acumen poured into the Raider, you’d expect something really special. Along the lines of the first Ranger Raptor and its clever Fox shock suspension that could iron out some gnarly off-road bumps.

 

The Raider is good, certainly much better than the plain-Jane Tritons in the on-road and off-road ride and handling department. It’s not quite Raptor and despite what anyone may first wish, that wasn’t the goal.

 

Instead, the Raider has tangible improvements in on-road feel, bump-resistance to road irregularities, plus positive tracking through the bends. It makes for a better Triton and one that – given its easier driver control and more positive manners – should be available for all Triton buyers.

 

There is still some suspension jarring over seriously pitted roads, mainly from the rear. Piling on some extra kilos in the tray softened most of that harshness, showing that the leaves respond favourably to being weighted.

 

In the dirt the same applies. The front feels well planted and absorbs bumps well, while the rear doesn’t disguise its willingness to hop (unladen) over the bigger bumps.

 

The Raider is up 25mm (front axle) on the GSR and its ground clearance is now 243mm. Just as a point of reference, the Warrior is up 40mm from stock and has a 260mm clearance.

 

This increased ground clearance for the Raider is welcome, not only for its ability to clear the centre of off-road tracks but also to help lift the ramp-over angle which is a serious helping hand to overcome the long 3130mm wheelbase.

 

Other than a gripe about the rear drum brakes – okay, they work fine but discs are preferable from a service perspective and for more consistent performance when wet or hot – there’s nothing in the chassis that scores poorly.

 

Except the drivetrain. Much of the underbody stuff is Mitsubishi and for 2026, this also slides under the latest Nissan Navara.

The bi-turbo 2.4-litre four-cylinder engine is Mitsubishi and is rated at 150kW at 3500rpm, with torque of 470Nm at 1500rpm through to 2750rpm.

 

They’re solid numbers. But they don’t feel impressive on the road. A lot of that is due to the response underfoot, particularly off the mark, where the Raider (read Triton and Navara) almost feels like it has to take a few extra breaths.

 

Its revs build leisurely, aided by a seven-speed torque-convertor automatic that is a strong and enduring unit but has all the spark of a sitting US president.

 

The effect is a subdued, almost boring road trip that likely suits long-distance drivers who don’t need any driving stimulation. Indeed, the Raider’s touring legs are very good, with a low 1600rpm engine rate at 100km/h and smooth and quiet engine operation.

 

It’s also one of the more comfortable utes, with seats that are supportive and thanks to a relatively low seat height and the aid of the side steps, easy to enter and leave. Less agile owners, who may look at the Raider as a caravan tow vehicle, could do worse.

 

Mitsubishi claims 7.7 litres per 100km and the test here recorded 8.7 L/100km, helped by some trips to a coastal track and a crazy period of congested suburban roads that triggered the Raider’s auto stop-start to save fuel.

 

The Raider draws from a 75-litre tank – so a range of about 975km – and also needs AdBlue (for the exhaust emissions) which is a 17-litre tank. AdBlue is generally less than $2 a litre at service stations.

 

When our spy photographers first caught the Fabia 130 testing on the Nürburgring in late summer 2025, our minds were whirring as to what could power this sporty new Skoda hatchback. The turbocharged 2.0-litre EA888 engine from Volkswagen Polo GTI (detuned from the version in the Golf GTI) seemed like a good bet, given that the Polo and Fabia sit on the same MQB A0 platform.

What we didn’t expect was Skoda tuning the EA211 1.5-litre unit from the standard Fabia. Among the bespoke parts are hardened rocker arm pins, new air pipes and a more heat-resistant intake manifold, plus heat-resistant plastics, a chunkier vibration damper and changes to the engine’s ECU to provide additional boost from the variable-turbine-geometry turbocharger. 

It sounds pretty involved, but the result is a mere 174bhp rather than the standard engine’s 148bhp. The torque output is the same, at 250Nm, for a 0-62mph time of 7.4 seconds – 0.6 quicker than the next-fastest Fabia. On paper at least, the pay-off for what must have been some costly development work seems to be minimal.

The Fabia 130 has a seven-speed DSG auto gearbox, which is excellent in its own right and gets bespoke mapping for quicker shifts, but it’s a shame there’s no manual option. 

We’ll delve more deeply into how the Fabia 130 drives in the coming months, but at first glance the Skoda appears to be a mildly sportier version of the marque’s humble supermini, rather than what I was hoping for: something more than the sum of its parts.

*Insurance quote for a 42-year-old in Banbury, Oxon, with three points.

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I could sum up my time behind the wheel of the Pagani Utopia Roadster in a few words; heck, maybe even one. “Magical” would be fitting, but too cliché. After all, a €3,100,000 ($3.6m) hypercar should be magical to drive. But what about organic, or epiphanic? Would that be more intriguing?

Both adjectives are fitting for the very reason that the Utopia Roadster is more than the sum of its materials, and that everything I drove before and after it will, in one way or another, be measured against it. Not in an apples-to-apples comparison, but in the sense that, after more than a decade in this profession, it was a three-hour road test (and a seven-hour factory tour that included an incredible Italian lunch in the employee cafeteria) that exposed me to what is truly the pinnacle of independent, bespoke automotive craftsmanship. But even then, simply saying that doesn’t quite embody the spirit of Pagani.

When you drive most, if not all, cars, you’re doing just that—driving. If you have the opportunity to visit a car factory, you’re witnessing a facility that a massive conglomerate built to operate a business. In comparison, the design and manufacturing ecosystem that Horacio Pagani and his family and partners have built in San Cesario, on the outskirts of Modena, feels like the result of a lifelong, ongoing dream. The cars that roll out of them, dynamic gems.

From the 6.0-liter twin-turbo Pagani V12 engine to the intricate carbon-fiber work, all done in-house, to the most exclusive personalization service in the automotive industry, driving a Utopia Roadster bearing a unique hue dear to Horacio’s heart was indeed an epiphany. I’ll do my best to put that experience into words—after all, that’s my job.

The Basics

Underneath the Utopia Roadster is a custom monocoque composed of materials that sound like they were pulled down from outer space—Pagani Carbo-Titanium HP62 G2 and Carbo-Triax HP62—with front and rear tubular subframes in a CrMo alloy steel chassis. This is a special blend of materials that Pagani pioneered and patented through its design and engineering branch, Modena Design. In-house technicians, though I’d call them more like artisans, handle the entire process, from cutting the carbon-weave fabric that eventually becomes the tub and bodywork to marrying the chassis, drivetrain, and body after all those components have completed their own manufacturing journeys.

As has been the case since the company’s beginnings, the V12 engines that go into every car are built exclusively for Pagani by Mercedes-AMG. Each motor is built by hand by one person, and despite this being done to Horacio’s exact specifications and demands, some non-performance tweaks are still made to the engines once they arrive in San Cesario. Several stock components that arrive finished in various materials (for transport duty or otherwise) are quickly replaced with high-end aluminum parts perfectly milled by Pagani. And as I learned during my factory tour, it doesn’t matter that the customer will never see these parts, whether they’re plastic or metal; what matters is that every bit of a Pagani is finished in a way that embodies the company’s vision for performance and perfection.

The 6.0-liter unit in the Utopia Roadster produces 864 horsepower and 811 lb-ft of torque, and in my tester it is paired with a lightweight, triple-clutch seven-speed manual transmission designed by the British specialist firm Xtrac. It’s a dog-leg manual, too, so first gear is all the way down and to the left, with second gear up and to the right. This places seventh gear where sixth goes in a traditional manual. Also, no electrification or batteries here, because as Horacio himself told me two years ago: “We have to build what the customer wants to buy,” and “no one wants a hybrid.”

Power is sent to the rear wheels and applied to the ground via Pirelli Cyber tires, which feature built-in sensors that communicate with the Utopia’s stability control systems, including ABS, ESP, and traction control, to ensure optimal performance and safety. Compared to traditional sensors mounted inside the wheels or externally, these transmit much more specific and accurate data to the car. Specifically, these are P Zero Corsa 265/35 R21s at the front and 325/30 R22s at the rear. Pagani also offers all-season and winter tire options to suit different needs. (Ed. note: For all you purveyors of the finest art and engineering that prefer the patina of road salt.)

When it comes to the cabin, Pagani is famous for its somewhat steampunk interior motif with loads of switches, knobs, and levers. The steering wheel begins as a roughly 95-pound block of aluminum that, after milling is complete, becomes an elaborate wheel weighing just six pounds. The same attention to detail is applied to the smallest components in the cockpit, from the beautiful rearview mirror and sun visor to the tiny joystick used to adjust the seat position. But by far, the most impressive is the shifter assembly, proudly displayed as a work of art for everyone to admire. I also love the industrial-looking AC pipes and vents.

The Utopia Roadster is offered with two removable top options: a cloth top that can be stored behind the seats, or a hard top that must be left behind. My tester had the latter. The car was finished in a beautiful Verde Mara, which is the color Horacio used for his first scale car during a design exercise. It was the first time he applied it to a road-going model.

Driving the Pagani Utopia Roadster

Most cars in this realm of potency share many traits, whether it’s their acceleration, braking force, or that “hollow, lightweight” feel that’s often difficult to explain. However, when it comes to the Utopia (or any Pagani, for that matter), the one characteristic your senses aren’t prepared for is the overwhelming sound the thing makes. From the moment you push the engine start button and hear the V12 fire up to when you really give it the full tortelloni, it’s the kind of symphonic fantasy that car enthusiasts dream about—especially nowadays when so many performance cars sound like Hoovers due to their lack of cylinders, smaller displacements, or emissions regulations.

I first heard the Utopia Roadster I drove fire up while standing right behind the car, indoors. Boof. Talk about goosebumps. Later on, once I hopped into the driver’s seat, I pushed the button myself and felt the monster roar to life. Tip: if you ever find yourself in one of these and you want to rev it as high as possible while stationary, don’t do so in neutral. That’ll only let you rev to 4,000. A little secret I learned was to shift into first gear, leave the clutch in, and then stab the throttle. Now you’ve got the full 6,000-rpm spread.

After doing a little dance to shake off the jitters of driving a $3.6-million hypercar on narrow public roads during rush hour (and with the top off on a blazing 100-degree day), I set off to explore what it’s all about. My new friend and Pagani development driver Matteo was riding shotgun to make sure I didn’t get too crazy, but primarily to answer every one of the 200 questions I thought of while driving the car.

First, I had to get used to moving my hand upward to shift from first to second. Second, I had to get used to how much torque it produces, especially once the turbos spool up and thrust you forward with utter violence. Third, the sound. I know I’ve already touched on the sound, but it’s the one thing that, to this day, stands out to me the most. There is so much of it, and it’s all so intoxicating.

Shifting from first to second while giving the Utopia a decent amount of throttle gives you an idea of how much power you’ve got to work with, and what that feels like on the body. Listen, 864 hp is a lot, but there are many other cars out there with the same or more, and I’ve driven several of them this year—some of them gas and some of them electric. That said, the Utopia weighs considerably less: 2,822 pounds with the roof on, to be precise.

Just so you can wrap your mind around how extreme Horacio is about weight savings, here are a few really fast cars to compare it to: The Ferrari 296 Speciale I recently drove has 869 hp but weighs about 578 pounds more. Something extreme like the 1,064-hp Aston Martin Valhalla we tested earlier this year tips the scales at 3,649 pounds—that’s 827 pounds heavier than the Utopia, which is why it shares a similar 0-60 time despite having a lot more power. Lastly, I’m currently driving one of the quickest cars you can readily buy today: the 2026 Porsche Turbo S, which employs a trick all-wheel-drive system to sprint to 60 mph in 2.2 seconds. Here’s the kicker: it weighs 3,850 pounds—1,028 pounds more than the Pagani! My goal isn’t to disgrace these cars, but to highlight that only by looking at these really fast machines and comparing their power and weight do you begin to understand how bloated even the Speciales of the world really are.

It’s this obsession that drove Pagani to stop outsourcing its air conditioning manufacturing and bring it in-house, where it could overanalyze every part of the system for weight savings. And on that hot day driving around Modena, I can confirm that it’s not only light but also quite effective. It’s a similar story in other areas, such as technology, where Pagani is also looking to expand its over-the-air software capabilities to reduce the number of wiring harnesses required. Fewer parts equals less weight, and all of Horacio’s masterminds are already working hard on 2030+ Pagani models.

On the open road, the Utopia Roadster can be as ferocious or as subdued as you want it to be, and unlike today’s software-ridden supercars, every bit of feedback you get from the car feels completely natural. While there is enough tech to keep you safe and in control in most environments, it’s easily the most analog car I’ve driven since I tracked the million-dollar Prodrive P25 a couple of years ago.

Driving through fast and flowing corners at speed feels like directing an orchestra via the steering wheel, an orchestra that plays some of the most beautiful music your ears have ever heard. Reaching for the shifter and swapping gears feels like directing the string section to play staccato bursts of high-pitched notes, while the brass section comes in loud and proud after you step on the gas once again. The Utopia is not quite a GT, but it definitely exudes some GT-like qualities.

Up the ante, and all traces of GT-ness go away, and the Utopia morphs into an angry dragon that wants nothing more than to chew you up and spit you out. It’s visceral, and did I already say that it’s loud? As you can see in the video here, you can basically hear the car breathe as it intakes air and its turbos spool up before igniting all that fuel and turning it into raw power. The tsunami of torque can make your vision a bit blurry under heavy acceleration, and nailing the gated shifts is crucial for a smooth experience.

You’d think the steering would feel a bit heavy given the hypercar’s extra-wide footprint and massive presence, but it’s not. Again, it’s all that lightness. It’s so reactive that you have to adjust your turn-in points, because it feels like the car begins to turn when you think about turning rather than when you actually move the wheel. Navigating roundabouts or S curves brings real joy just from feeling the mechanics at work, which is a benefit of its electro-hydraulic power steering compared to a fully electric one (on top of the weight savings, of course).

Combined with the hollow aluminum steering wheel, you’re not just able to feel what the tires are doing, but you can basically feel the grit of the road’s surface. Driving through typical roadside debris feels like rubbing your hand across the tarmac, taking in the textures of dirt, rubber, and other junk. It’s something else.

Pushing the car deeper to the right side of the speedo makes you feel like a driving hero, as if you were Juan Manual Fangio or José Froilán González, the famous Argentines who became legends by taming Silver Arrows and Prancing Horses back in the ’50s. In fact, it was the former who once introduced Horacio Pagani to Enzo Ferrari when he moved to Italy from Argentina. Later on, he also helped the young designer-engineer secure an engine deal with Mercedes-Benz AMG.

I could go on and on about the transmission, the brakes, the suspension, and the looks you get from passersby, even if those living around San Cesario technically see more Paganis on the road than a full-time Monaco resident. Their faces light up with joy and pride to see one of the world’s most exclusive cars being developed and tested in their backyards. In the end, that’s what makes these works of art so special: it’s the souls behind them. I’ll be diving more into this in a separate story about what makes a Pagani a Pagani. Spoiler: it’s the people.

Verdict

There’s no world in which I wouldn’t pick the Utopia Roadster over its fixed-roof sibling—just like there isn’t a world in which I could actually buy one of these. I don’t even play the lotto. And for those “rigidity purists,” there’s no better testament to Pagani’s extreme engineering than the fact that both the Roadster and the Coupe weigh exactly the same. Not that I would ever care about gaining a few pounds for the sake of having a little fun (have you met me?), but even if that wasn’t the case, a masterpiece like this is better enjoyed in harmony with the elements—even if those include a scorching Italian summer sun.

Many will say these are status pieces that are hardly driven by their owners, serving as trophies for their hard-earned money or investments (or other dealings), left alone to appreciate faster than any other commodity you can trade today. But the truth is that during my day at the factory, I saw many customer-owned cars in for scheduled maintenance with loads and loads of miles; from Middle Eastern to North American and, of course, European cars, they’ve all been enjoyed, they’ve all been loved. The test car I drove had a whopping 38,000 miles—some of those hard track miles.

So that brings me to my verdict. How do you summarize a car like this? Well, you don’t—or at least, I don’t. See, before I became an automotive journalist, I worked in the diamond and jewelry industry. I spent years analyzing little precious stones under a microscope and went on to work for a diamond trading company. There are many inherently bad parts of that industry, but there is one big, beautiful side to it: those shiny stones are all natural and took thousands of years to form. They’re Mother Nature’s gift to those who can afford to celebrate life’s milestones by acquiring one and wearing it proudly on their fingers, wrists, necks, or ears. It’s less about how much they cost and more about what they represent: a graduation, promotion, engagement, a family heirloom.

A Pagani is much the same. While you can’t mine a Pagani from the Earth (how cool would that be), it certainly packs in lots of raw materials that have been crafted with love and attention over thousands of hours, until they’re shaped into something that’s practically wearable. The end result is so much more than the Utopia’s multi-million-dollar price tag. The result is the celebration that you’ve made it, that you’ve acquired one of the most beautiful and enjoyable cars in the world, and no one can ever take that away from you.

Pagani provided The Drive with a one-day loan of this vehicle for the purpose of writing this review.

Pagani Utopia Roadster Specs

Email the author at jerry@thedrive.com

Overview

 

IT MAY surprise you to read this, but the quickest accelerating production Subaru model ever built is nt arally-inspired STI badge-wearing monster, but instead a large electric SUV.

 

That’s right, with a quoted 0-100km/h time of around 4.5 seconds, the new Subaru Trailseeker – badged as the eOutback in the European, British, and the Singaporean markets – accelerates quicker than any production car ever released by the Japanese brand, including the previous generation WRX STI.

 

This performance comes courtesy of a dual-motor symmetrical all-wheel drive powertrain – used in both the entry-level Trailseeker AWD (priced at $63,990 plus on-road costs) and the range-topping AWD Touring ($69,990 + ORCs) – comprising two electric motors, producing 167kW/268Nm each, with a combined system output quoted at 280kW.

 

Electricity is sourced from a 74.7kWh lithium-ion battery, good for WLTP driving range of 533km in the Trailseeker AWD and 488km in the Touring AWD.

 

Energy efficiency is rated at 15.4kWh per 100km in the base Trailseeker, while the Touring model’s claimed figure sits at 16.8kWh/100km.

 

The battery supports 7kW single phase and 11kW three phase AC charging and 150kW DC charging, the latter allowing for 10-80 per cent recharge times of around 30 minutes.

 

The Trailseeker is currently the largest member of Subaru’s now three-strong electric SUV family in Australia.

 

Like its Solterra and Uncharted stablemates, the Trailseeker rides on the e-Subaru Global Platform, which it also shares with the Toyota bZ4X (under which it is referred to as the eTNGA platform) as well as its closely-related, rugged, wagon-bodied relative, the bZ4X Touring.

 

The Trailseeker can accommodate 609 litres of cargo with the rear seats up and 1230 litres with the rear seats down in the entry-level AWD model, and 595 litres with the second row up and 1216 litres with the seats folded in the tops-spec AWD Touring.

 

Neither are offered with a frunk (front boot).

 

Despite being the bZ4X Touring’s twin, Subaru says that they’ve still been able to inject its own identity into its development when it comes to all-wheel drive and suspension tuning, as well as the inclusion of the X-Mode Snow/Dirt and Deep Snow/Mud driving modes.

 

In any case, the Trailseeker – and indeed the bZ4X Touring – finds itself in competition with both mid-size and large electric SUV such as the Tesla Model Y (from $58,900 + ORC), BYD Sealion 7 (from $54,990 + ORC), Zeekr 7X (from $57,900 + ORC), the Deepal E07 Multitruck (from $64,900 + ORC), and the KGM Torres EVX (from $52,990 driveaway).

 

Kicking off the range, standard exterior features on the Trailseeker AWD include 18-inch alloy wheels, roof rails, dusk-sensing and self-levelling LED headlights with auto off, LED daytime running lights, rain-sensing front wipers, a power tailgate with kick-sensor, and heated and auto-folding wing mirrors.

 

Inside you’ll find a 7.0-inch digital instrument cluster, a 14.0-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, black synthetic leather seats, an eight-way power-adjustable driver and front passenger’s seat, heated front and rear outboard seats, a heated leather steering wheel, USB-C charging ports (two in the front and two in the back), two wireless phone chargers in the front, a centre-folding armrest with cupholders, interior ambient lighting, and a six-speaker sound system.

 

Standard safety features on the Trailseeker include dynamic radar cruise control, road sign assist, tyre pressure monitoring, lane departure alert, lane tracing assist, emergency driving stop, a driver monitoring system, a 360-degree camera, adaptive high beam, blind-spot monitoring, front and rear parking sensors, rear cross-traffic alert, and dual front, dual front side, dual curtain, front seat centre and driver’s knee airbags.

 

The Trailseeker features a five-star ANCAP safety rating.

 

Over the base Trailseeker, the Touring AWD receives 20-inch alloy wheels, optional two-tone paint (available for $1200), blue and black leather accented seats, advanced park assist, auto-dipping and position memory door mirrors, a panoramic glass sunroof with an electrically retracting sunshade, a 220V/1500W vehicle-to-load (V2L) power outlet, a dual memory function for the driver’s seat, ventilated front seats, and a 10-speaker harman/kardon sound system.

 

Premium paint is available for the Trailseeker as a $660 option. 

 

Neither version of the Trailseeker is equipped with a spare wheel. Instead, it is offered with a puncture repair kit.

 

The Trailseeker is offered with a five-year/unlimited-kilometre warranty, an eight-year/160,000km high-voltage battery warranty, and 12-months of roadside assistance.

 

A five-year/75,000km capped-price servicing program is also offered with the Trailseeker, with intervals arriving every 12 months or 15,000km.

 

Prices for each service range between $128.87 and $300.85, with the total cost over five years coming to $984.18.

 

Driving Impressions

 

Visually, the Subaru Trailseeker stands out from many of its modern SUV contemporaries with its robust, boxy, wagon-style aesthetic. This is no solely-aero-focused ultra-modern blob.

 

We find that its rugged look is only further enhanced by its black plastic wheel arches, its side-skirt design, and its roof rails.

 

For anyone who’s spent time behind the wheel of a recent example of its Subaru Solterra stablemate (or its Toyota bZ4X cousin), the Trailseeker’s cockpit will feel familiar with an identical layout to its relatives.

 

During our time with the Trailseeker, we appreciated its mix of physical and digital controls, which include buttons on the dashboard, physical climate control buttons, and media volume dials (the former containing a digital display integrated with the infotainment touchscreen), intuitive steering wheel controls, and paddle shifters for managing its five levels of regen.

 

Not all its controls are physical though… While the climate control temperature is handled with dials, the seat heating (and ventilation in the top-spec Touring), fan speed, and air direction controls are all contained within the screen. However, because these controls are so large, they’re not a pain to interact with.

 

As for the rest of the screen, it’s well laid out and easy to navigate largely due to its side navigation bar.

 

Looking ahead, while the digital instrument cluster does the job it’s perhaps a little cluttered and does look slightly dated. We suspect its interface may look quite dated in a few years’ time.

 

Storage options in the front row are solid with the EV-hallmark cleared out space beneath the dashboard, two cupholders, and a centre console armrest storage compartment that opens bi-directionally.

 

Interestingly, the Trailseeker doesn’t have a conventional glove box, with the owner’s manual instead placed beneath a removable shelf in the centre console armrest storage. While glove enthusiasts may find this disappointing, it did prompt us to recall how often we use the glovebox…

 

Amenities are solid as well, particularly the dual wireless phone chargers, which worked impressively reliably during our time with the Trailseeker.

 

Forward visibility is strong with a massive windscreen, thin A-pillars and windows that look beyond the wing mirrors, and rear visibility also very good.

 

When it comes to the cabin’s look and feel, the Trailseeker was fine but not exceptional. The synthetic leather upholstery in the base Trailseeker and the leather upholstery in the Touring are both pleasant, but there’s a few scratchy plastic touchpoints.

 

As much as Subaru has tried to spruce up the cabin with the top-spec Touring’s blue and black interior trim, it’s hardly what you’d call visually evocative. Ultimately, it does the job.

 

In the back seat, you’ll find massive knee room and decent headroom. Second-row passengers are hardly forgotten about when it comes to amenities too, with access to a centre-folding armrest with cupholders, two USB-C ports, rear air vents and, most impressively of all, heated outboard rear seats as standard.

 

However, we found the rear bench’s under thigh support somewhat lacking – a problem that crops up in many EV back seats – and, because it’s difficult to fit your feet underneath the seat in front, its position dictates how far you can stretch your legs out. These two characteristics made it slightly more difficult to get comfortable on an extended back-seat journey from Mollymook to Sydney.

 

Between the two variants, the standard model has the highest quoted storage space. We found its boot fairly spacious, with its practicality further aided by its underfloor storage and adjustable floor. However, where EV owners may expect to find a “frunk” (front boot), you’ll be met with a mess of wires and componentry.

 

During our time with the Trailseeker, we drove from Canberra airport to Mollymook via Pheasant Wood Circuit and Jerrawangala National Park.

 

The Trailseeker made an immediate impression with its explosive straight-line performance.

 

While it’s not strictly a performance car, even in its standard driving mode it certainly isn’t slow. Its accelerator pedal is extremely responsive, even by electric vehicle standards, and its initial acceleration phase is a shock to the system.

 

We found the Trailseeker’s grunt particularly useful in overtaking scenarios. Need to dispatch a truck on a single carriageway? The Trailseeker has you covered.

 

The Trailseeker has five levels of regen – adjustable via the steering wheel paddles – and while it is not capable of one-pedal driving, each level feels incrementally different, and even the highest level of regen allows for smooth operation.

 

Its ride feels quite well-tuned for Australian roads. It’s comfortable while not coming at the expense of body control. It still communicates what the surface is like beneath you without feeling invasive. It also doesn’t seem to suffer even while riding on the Touring’s larger 20-inch wheels.

 

The steering has a weighty on-centre feel but isn’t necessarily the most engaging or pin-point accurate.

 

From the front seat at least, wind and tyre noise is kept to an impressive minimum. However, we found the tyre noise slightly more pronounced in the second row, making conversations in the front row a little difficult to hear.

 

The Trailseeker’s ADAS features are very non-intrusive. There are no untoward beeps or bongs to report. The dynamic radar cruise control system works as expected and is easy to interact with via the steering wheel controls. Even if the systems aren’t to your liking, they can easily be adjusted via the infotainment touchscreen.

 

During our testing we recorded energy efficiency after five different drives which varied somewhat in length and the types of roads as well as the variant which we were driving.

 

Our lowest recorded consumption figure was 13.5kWh per 100km while the highest was 18.9kWh/100km. However, on three occasions we actually recorded numbers better than those claimed by Subaru, with the Touring posting 15.15kWh/100km and 15.87kWh/100km while the 13.5kWh/100k, recorded in the base model is nearly 2kWh/100km more efficient that the manufacturers claim.

 

As mentioned, our Trailseeker drive day took us to Pheasant Wood Circuit. Again, the Trailseeker isn’t marketed as a performance car and, as such, we believe that we may be among the first and last people ever to track one of these two-tonne electric SUVs.

 

However, while the Trailseeker didn’t exactly feel at home on the racetrack, it wasn’t entirely out of its depth either. When pushed, it’ll understeer a bit and you’ll find yourself conscious of its considerable mass moving around. But to its credit, it holds on.

 

We also took the Trailseeker onto a gravel track in the Jerrawangala National Park. This exercise was far from serious off-roading but with its solid ground clearance, the Trailseeker negotiated some considerable potholes with ease.

 

Overall, the Subaru Trailseeker is an impressive all-rounder.

 

It’s quick, it’s practical (for the most part), it’s pleasant to drive, has good range, a solid list of standard equipment, its cockpit is quite user-friendly, its ADAS systems are pleasantly non-intrusive, and while we haven’t had the opportunity to properly drive it off-road and put its X Mode system to the test, it seems to be able to handle itself when taken slightly off the beaten track.

 

Its rugged vibe and wagon form factor will also likely appeal to certain buyers.

 

However, some of the cabin plastics leave a bit to be desired, the rear bench isn’t as supportive as it could be, there’s no spare wheel, there’s no frunk, V2L isn’t a standard feature, and the top-spec Touring model loses considerable range and some boot space – at least based on its claimed figures – compared to the entry-level variant.

 

Ultimately, the Trailseeker has a lot to offer, and if these appeal to you, and you’re in the market for an electric SUV, it’s certainly worth a look.