Featuring greater versatility, enhanced strength, and a significantly smoother driving experience, Subaru’s second effort with the Solterra proves successful.
The highways surrounding Denver leading toward Colorado’s Rocky Mountains resemble a printed pattern. Within just 30 minutes of driving the 2026 Subaru Solterra out of the city, I was surrounded by winding paths etched into the mountain slopes, framed by dense evergreen woods that grew denser as I ascended.
The climb happened rapidly as well. Within an hour, I ascended from 5,000 feet to 9,000 feet. The Solterra wasn’t affected at all. The rarefied air higher up might cause traditional internal combustion engines to work slightly harder. However, electric power isn’t influenced by elevation. In fact, the less dense air can be beneficial for electric vehicles, decreasing resistance and allowing the vehicle to move more effortlessly through the atmosphere.
The Solterra, significantly enhanced for the 2026 model year, much like its
Toyota bZ
Twins navigated these routes with elegance. The driving experience was advanced. The interior remained calm and elegant. On winding roads, I seldom needed the full 338 horsepower that was always ready at hand. Additionally, it comes equipped with the Tesla-inspired North American Charging Port (NACS) as standard, providing entry to hundreds of thousands of Tesla Superchargers throughout the U.S. and Canada, so concerns about distance weren’t an issue for me.
Similar to most electric vehicles, the Solterra will soon lose access to federal tax incentives, which expire on September 30. Subaru has thus far managed to provide
aggressive offers
due to its EV strength
tax credit loophole
which enabled purchasers to qualify for the incentive through rental agreements even if the electric vehicle did not satisfy the essential mineral criteria. Starting from October, the Solterra will need to compete based on its own merits, making this enhancement quite opportune.
Therefore, does it possess the necessary qualities to endure in Trump’s America? Amid increasing rivalry and the conclusion of various pro-electric vehicle initiatives, can the Solterra continue to assist Subaru in maintaining its significance during the electric age?
Having spent a day with it in the Colorado mountains, I believe the Solterra has truly become a strong contender. It performs significantly better both on and off the road compared to earlier versions, although there is a growing number of budget-friendly electric SUVs coming soon (
Nissan Leaf
,
Chevy Bolt EV
,
whatever Tesla is cooking
and so on), the path forward will certainly not be simple.
[
Full Disclosure:
Subaru arranged for me to travel to Colorado with all costs covered, so I could take the enhanced 2026 Solterra for a test run.
Battery Upgrades
In contrast to the Toyota bZ, which provides two battery choices (57.7 kWh or 74.7 kWh) along with an option for front-wheel drive or all-wheel drive, the Solterra comes exclusively with the bigger battery and standard AWD. Beneath the surface, both crossover models are identical; however, Subaru claims this isn’t merely a branding exercise. The development, engineering, and design efforts were equally shared between Subaru and Toyota.
Similar to the updated bZ model, the Solterra’s improvements are significant. The vehicle now features an NMC battery supplied by CATL, increasing in size from 72.8 kWh to 74.7 kWh. This represents just a 2% increase in energy storage, yet it leads to a 26% rise in driving range due to enhanced cell insulation, advanced cooling systems, new electric motors, and optimized aerodynamics.
Consequently, the range has gone up from 227 miles to 288 miles on the entry-level Premium version. The more expensive Limited, Limited XT, and Touring XT models offer 278 miles instead. I didn’t have the chance to evaluate efficiency during my brief initial drive, but Subaru estimates the basic model achieves 3.5 miles per kWh under mixed urban and highway driving scenarios. We’ll verify this once we receive a long-term loaner vehicle.
Most purchasers will find 288 miles sufficient, particularly since the Solterra offers access to Tesla Superchargers via an integrated NACS port. Overall charging capabilities have also seen improvements. The speed of direct current fast charging has risen from 100 kilowatts to 150 kW, reducing the time needed to charge from 10% to 80% by five minutes, down to 30 minutes. Additionally, level 2 charging has been enhanced, increasing from 7 kW to 11 kW.
I couldn’t charge it using my drive, but we’ll conduct an actual charging test once we have more time with it.
More Efficient Motors
The previous model of Solterra moved quickly, yet its acceleration seemed unexciting. Subaru has improved this by introducing enhanced permanent magnet motors that are lighter, stronger, and feature compact designs. Additionally, they now include silicon carbide components, enhancing performance and energy efficiency.
Regular trim models now deliver 233 horsepower, increasing from 215 hp previously, due to two 87-kilowatt (116 hp) motors on each axle. The XT trims feature an upgraded configuration, including a more powerful 167 kW (223 hp) motor upfront matched with the identical 87 kW unit at the back, resulting in a total of 338 hp.
I drove the more potent Limited XT, which provided the quick acceleration I anticipated. The Solterra effectively conceals its 4,475-pound curb weight, aided by a responsive accelerator pedal. A light touch ensures a seamless experience in urban driving, yet pressing further elicits an energetic surge ahead.
Chassis Upgrades
The cabin has become significantly quieter and smoother. Road and tire sounds begin to appear, but only after exceeding 70 miles per hour. Below this speed, the Solterra remains peaceful, steady, and much more comfortable compared to earlier, thanks to extensive redesign efforts.
Subaru introduced soundproofing glass for the front doors and applied additional shock-dampening structural glue in the underbody. The side mirrors and roof were redesigned to enhance airflow and reduce air resistance. Improvements include enhanced door frame insulation and better sealing around the back window, along with stronger engine mounts that minimize shaking.
That’s not all. The high-voltage battery impact structure has been reinforced and includes an additional protective metal panel beneath it, which is beneficial for off-road driving—there’s less concern about damage to the underside if it gets hit. More energy-dissipating materials are present in the door panels and the B-pillar. Additionally, the front subframe and radiator are more robust compared to previous models.
Despite all the enhancements, the curb weight remains almost the same as the previous model, measuring between 4,395-4,510 pounds. However, these changes highlight exactly how much the older Solterra required improvements. The updated version now functions properly as an extended-range vehicle. It offers better noise reduction and provides a significantly more enjoyable environment to be in.
Ride And Handling
The comfort level seems significantly more sophisticated. The previous version had a firmer, less polished feel, whereas this new model achieves a more balanced approach. In urban settings, it’s not overly soft, yet it effectively absorbs road imperfections to ensure passenger ease.
In the Rocky Mountains, the Solterra made an impression with its stability. Even when the 20-inch tires squealed around a few turns, it remained grounded, shifting weight to the outer wheels without allowing excessive body movement.
Subaru mentions that the front suspension now features lighter control arms and more rigid springs, resulting in a crisper response when turning. While the initial turn-in was quite precise, the steering negatively impacts the overall driving experience. It felt excessively light and imprecise. A significant amount of steering input is needed for minor maneuvers, which detracts from an otherwise notably well-balanced chassis. Although these were prototype models, further adjustments may still be made prior to their release this autumn.
Subaru mentioned that the rear suspension is more flexible, prioritizing rider comfort. This was evident during driving, making sense for a vehicle mainly intended as a family electric car or a ride-hailing service provider.
Getting Lost While Off-Roading
There’s a certain allure to being disconnected from civilization in natural surroundings that heightens our sense of vitality. Such experiences often complicate daily life, reduce convenience, and lessen reliance on electronic devices. Surprisingly, these conditions can be ideal opportunities to evaluate an electric vehicle, or indeed any type of automobile.
As we were traveling along one of the trails in the Rocky Mountains, my passenger—an editor from a different media outlet—and I made a detour and ended up venturing far into a wooded path that Subaru hadn’t included in their scheduled press route.
A trail that was originally 20 feet wide became half as narrow. The rocks and boulders grew larger, making the terrain increasingly rough. We encountered a huge moose, about the size of a pickup truck, enjoying its meal. There was no cellular signal, GPS worked poorly, and I had almost no room to retreat. Still, I didn’t have another option.
What might have been a simple three-point maneuver turned into a 15-point reversal, then a challenging climb over rocky, unstable ground. This was truly reminiscent of Jeep Wrangler capabilities. (And indeed, an excellent practical example for the)
tank-turn
on the electric Mercedes-Maybach S-Class or the
kick turn
on the new Rivians.)
A few of my experiences driving through the Himalayas could have been useful, I mused (with some pride). However, the Solterra didn’t require any of that. I activated X Mode, Subaru’s off-road mode designed to enhance its Symmetrical AWD system, traction control, and ABS for situations with poor grip.
Electric motors have the ability to deliver torque to each wheel instantly, effectively mimicking traditional mechanical differentials. I sensed the power shifting between the front and back axles. Following a momentary spin of the tires and an intense side-to-side lean, the vehicle managed to escape at slow speeds without losing momentum. All I had to do was keep the steering steady and gently adjust the accelerator. The car handled everything itself.
Nevertheless, it should be emphasized that this vehicle is not designed for extreme off-roading. However, it remains more adept off-road than most conventional gasoline-powered all-wheel-drive family SUVs. Indeed, when measured against Subaru’s gasoline models, it comes close — with 8.3 inches of ground clearance, it only lags behind the Crosstrek, Outback, and Forester by 0.4 inches.
The Wilderness trim sits an inch higher from the ground—I hope Subaru takes notice. A Solterra Wilderness would truly be adventurous, even though the
Trailseeker
will attract thrill-seekers when it launches at the beginning of next year.
Design And Tech
The outside now features a more unified style, matching the Trailseeker and the Uncharted, which are Subaru’s interpretations of the Toyota bZ Woodland and the revived C-HR.
In 2026, the Solterra features a more streamlined, flat front end along with updated distinctive daytime running lights. Inside, premium materials and plush touch surfaces can be found across the dashboard and door trim.
The main screen increased in size from 12.3 inches to 14.0 inches, making it consistent for every trim level. I wasn’t around long enough to mess with it—there was too much beauty in the Colorado mountains to miss out on. However, both wireless Android Auto and Apple CarPlay functioned perfectly. The screen features thinner borders, clearer image quality, and responds quickly.
Temperature and volume continue to be adjusted via dial controls, whereas drive modes and terrain options now have dedicated buttons on the updated center console. Incidentally, the console looks significantly neater and more practical compared to previous versions. There are two wireless charging areas located under the main airflow vents, with the drive mode selections, X-Mode, and Grip Control buttons positioned directly behind them. The sole drawback is that the console’s material gives off a plastic-like and inexpensive impression. Nevertheless, the user experience remained strong, and I quickly became accustomed to the arrangement.
However, my main issue still hasn’t been fixed. Regardless of how much you modify the steering wheel for angle and distance, some parts of the instrument panel remain hidden behind the rim. I favor a lower, more compressed seating position, and with this configuration, the driver’s display becomes nearly useless. Subaru should either reconsider where the cluster is located or eliminate it entirely, similar to Tesla’s approach.
Verdict
Subaru is set to expand its electric vehicle range from one underwhelming option to three significantly improved or entirely new models: the Solterra, Trailseeker, and Uncharted. The last two are expected to offer greater character and appeal, whereas the Solterra will encounter strong rivalry.
It falls short compared to the Model Y’s refinement, the Equinox EV’s affordability, or the Ioniq 5’s advanced powertrain and extended range. However, it offers the Subaru emblem and X-Mode, which could appeal to dedicated fans of the brand. Subaru notes that 40% of its present customers are looking into an electric vehicle next, with Solterra purchasers tending to be younger—averaging between 45 and 50 years old, as opposed to the usual Subaru buyer who is around 55.
The firm also referenced Ipsos statistics indicating that Solterra owners venture into off-road terrain more frequently compared to those driving other electric crossovers. The only group with higher pet-riding tendencies are the owners of the Ford Mustang Mach-E. (Interestingly, the Subaru still lacks a dedicated dog mode.)
That audience will find the updated Solterra suitable as their initial electric vehicle. While it may not top the category, merely matching rivals represents progress. For numerous drivers, this could be sufficient to transition. And after individuals shift to electricity,
the data indicates they seldom return
.
The sole remaining detail at this point is the cost, which Subaru has yet to reveal for several additional weeks. Should it fall within the middle of the $30,000 range,
as the bZ does
The Solterra is expected to be quite competitive. However, if Subaru manages to reduce its price further—something challenging nowadays due to tariffs and economic instability—the company might end up with a real success in its lineup.
Got a suggestion? Reach out to the writer:
suvrat.kothari@insideevs.com
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| 2026 Subaru Solterra Specifications | |
| Battery | 74.7 kWh (CATL, NMC, 104 cells) |
| Brakes | 4-wheel disc |
| Cargo Volume | 23.8 cubic feet (with rear seats upright), 63.5 cubic feet (with rear seats folded down) |
| Charge Type | North America Charge Standard (NACS) |
| Charge Time | 10-80% charge in 30 minutes with a maximum of 150 kilowatts |
| EV Range | 288 miles (Premium), 278 miles (Limited, Limited XT, Touring XT) |
| Efficiency | 3.5 miles for each kilowatt-hour (as estimated by Subaru) |
| Ground clearance | 8.3 inches |
| Motor | Dual motor |
| Output | 233/338 horsepower |
| Seating Capacity | Five seater |
| Speed 0-60 MPH | Approximately 5 seconds (338 hp version) |
| Drive Type | All-wheel drive |
| Base Price | TBA |
