The roads outside Denver heading into Colorado’s Rocky Mountains are wallpaper-esque. In less than 30 minutes of driving the 2026 Subaru Solterra from the city, I found myself immersed in switchbacks carved into the mountainside, with the backdrop of pine forests that kept getting thicker the higher I drove.
The elevation gain was quick, too. In an hour, I went from 5,000 feet to 9,000 feet. The Solterra remained unbothered. The thinner air up here would have made combustion engines labor a little harder. But electricity is agnostic to altitude. If anything, thinner air is a bonus for EVs, reducing drag and letting the car slip through the atmosphere marginally easier.
The Solterra, now heavily upgraded for model year 2026 just like its Toyota bZ twin, negotiated these roads with poise. Its ride quality was sophisticated. The cabin felt quiet and refined. Curvy roads meant I was barely using the 338 horsepower instantly available on tap. And it now gets the Tesla-style North American Charging Port (NACS) right from the factory, opening up access to tens of thousands of Tesla Superchargers across the U.S. and Canada, so I wasn’t really worried about range.
Gallery: 2026 Subaru Solterra
Like most EVs, the Solterra will soon have to live life without the federal tax credits, which sunset on September 30. Subaru has so far been able to offer aggressive offers on its EV thanks to the tax credit loophole, which allowed buyers to claim the credit via leasing even if the EV didn’t meet the critical minerals requirements. From October onwards, the Solterra will have to sell on merit, which makes this upgrade rather timely.
So, does it have what it takes to survive in Trump’s America? With rising competition and the end of several pro-EV policies, can the Solterra still help Subaru stay relevant in the EV era?
After spending a day with it in the Colorado mountains, I think the Solterra is now genuinely competitive. Both on and off the road, it’s far more competent than before, but with an influx of affordable electric crossovers in the pipeline (Nissan Leaf, Chevy Bolt EV, whatever Tesla is cooking, etc.), the road ahead will be anything but easy.
[Full Disclosure: Subaru flew me to Colorado on an all-expenses-paid trip to test drive the upgraded 2026 Solterra.]
2026 Subaru Solterra Specifications
Battery 74.7 kilowatt hours (CATL, NMC, 104 cells)
Brakes 4-wheel disc
Cargo Volume 23.8 cu.ft. (rear seatbacks up), 63.5 cu.ft. (rear seatbacks down)
Charge Type North American Charging Standard (NACS)
Charge Time 10-80% in 30 minutes at 150 kilowatts max
EV Range 288 miles (Premium), 278 miles (Limited, Limited XT, Touring XT)
Efficiency 3.5 miles per kWh (Subaru-estimated)
Ground clearance 8.3 inches
Motor Dual motor
Output 233/338 horsepower
Seating Capacity Five seater
Speed 0-60 MPH 5 seconds approx (338 hp trim)
Drive Type All-wheel drive
Base Price TBA
Battery Upgrades
Unlike the Toyota bZ, which offers two battery options (57.7 or 74.7 kilowatt-hours) and the choice of front-wheel drive or all-wheel drive, the Solterra is still offered only with the larger pack and standard AWD. Underneath, the two crossovers are the same, but Subaru insists that this isn’t just a badge job. The development, engineering and design work was split 50-50 with Toyota.
Like the refreshed bZ, the Solterra’s upgrades are meaningful. Its CATL-sourced nickel manganese cobalt (NMC) battery has grown from 72.8 kWh to 74.7 kWh. That’s only a 2% bump in capacity, but it translates into a 26% jump in range thanks to better cell insulation, upgraded cooling, new motors and improved aerodynamics.
Photo by: Subaru
As a result, range has increased from 227 miles to 288 miles on the entry-level Premium trim. The higher Limited, Limited XT and Touring XT trims get 278 miles. I wasn’t able to test efficiency in my short first drive, but Subaru pegs the base model at 3.5 miles per kWh in combined city and highway driving conditions. We’ll put that to the test when we get a week-long loaner.
For most buyers, 288 miles should be more than enough, especially now that the Solterra gets Tesla Supercharger access with a native NACS port. Charging has also improved across the board. DC fast charging speeds have increased from 100 kilowatts to 150 kW, cutting the 10–80% time from 35 minutes to 30 minutes. Level 2 charging gets a boost too, jumping from 7 kW to 11 kW.
I wasn’t able to charge it on my drive, but we’ll do a real-world charging test when we get more time with it.
More Efficient Motors
The outgoing Solterra was brisk, but its acceleration felt bland. Subaru has addressed that with upgraded permanent magnet motors that are lighter, more powerful and have smaller casings. They now also come with silicon carbide semiconductors, which help with power and efficiency.
Standard trims now make 233 horsepower, up from 215 hp before, thanks to dual 87-kilowatt (116 hp) motors on each axle. The XT trims get an even spicier setup, with a beefier 167 kW (223 hp) motor up front paired with the same 87 kW unit at the rear, for a combined 338 hp.
Photo by: Subaru
I drove the more powerful Limited XT, and it delivered the neck-snapping shove I was expecting. The Solterra hides its 4,475-pound curb weight well, helped by a predictable throttle pedal. A gentle press keeps it smooth in city traffic, but squeeze in a bit harder and it surges forward with verve.
Chassis Upgrades
The cabin now feels noticeably quieter and more refined. Wind and tire noise creep in, but only once you’re past 70 miles per hour. At highway speeds below that, the Solterra is calm, composed and far more relaxing than before, a result of some serious reengineering.
Subaru added acoustic glass for the front doors and used more vibration-absorbing structural adhesive in the floorpan. The side mirrors and roof were reworked for better aerodynamics and less wind noise. Door frame insulation and rear quarter glass sealant have been improved and stiffer motor mounts help cut down vibrations.
Photo by: Subaru
That’s not it. The high-voltage battery crash structure is now strengthened and it also gets a protective metal plate underneath, which is good news for off-roading—you won’t have to worry too much if the underbody gets whacked. There are more energy-absorbent materials in the doors and the B pillar. And the front subframe and radiator are stronger than before.
Even with all the upgrades, the curb weight is nearly identical compared to the outgoing model, ranging between 4,395-4,510 pounds. But all of this underscores just how much improvement the outgoing Solterra needed. The refreshed version finally behaves like a proper long-distance cruiser. It’s quieter and far more pleasant to spend time in.
Ride And Handling
The ride quality feels much more mature. The outgoing model was on the stiffer, less refined side, but this one strikes a better balance. Around town, it isn’t plush, but it soaks up bumps well enough to keep passengers comfortable.
Out in the Rockies, the Solterra impressed with its composure. Despite screeching the 20-inch tires through a couple of corners, it stayed planted, leaning onto the outside wheels without letting body roll get out of hand.
Photo by: Subaru
Subaru says the front now has lighter control arms and stiffer springs for a sharper turn-in. And while the turn-in did feel pretty sharp, the steering spoils the whole driving experience. It felt overly light and vague. It requires a considerable amount of steering lock even for smaller turns, undermining what’s otherwise a surprisingly sorted chassis. Although these were pre-production vehicles, which could still be fine-tuned before they go on sale in the fall.
The rear springs are softer, Subaru said, favoring passenger comfort. It indeed felt that way on the road, which seems sensible for what will primarily be used as a family EV or a rideshare workhorse.
Getting Lost While Off-Roading
There’s something about getting lost in nature that makes us feel more alive. It makes our lives more difficult, less convenient and less dependent on technology. Believe it or not, these are also some of the best situations to test an EV, or any car for that matter.
While driving on one of the trails in the Rockies, my co-driver—a fellow journalist from another publication—and I took a wrong turn and drove deep into a forest trail that Subaru had not planned for the press drive.
Photo by: Suvrat Kothari
The 20-foot wide trail halved in width. The rocks and stones got bigger and the surface more uneven. We saw a massive, pick-up-truck-sized Moose having lunch. There was no cell network, GPS was sketchy and I had barely any space to turn back. But I had no choice.
What could have been a three-point turn was now a 15-point U-turn, followed by a steep ascent on loose terrain with rocks. It was a quasi Jeep Wrangler territory. (And yes, an ideal real-world use case for the tank-turn on the electric Mercedes-Benz G-Class or the kick turn on the new Rivians.)
Some of my Himalayan off-roading experience would help, I thought (brag). But the Solterra didn’t need any of it. I turned on X Mode, Subaru’s off-road setting that optimizes its Symmetrical AWD system, traction control and the ABS for low-grip conditions.
Photo by: Suvrat Kothari
Electric motors can send torque to individual wheels with split-second precision, essentially simulating mechanical differentials try to achieve. I felt the power being redistributed between the front and rear axles. After a burst of wheelspin and a nerve-wracking sideways tilt, the car clawed its way out at low speed without ever stalling. I just held the wheel steady and feathered the throttle. The car did all the work.
Still, it’s important to note that this isn’t an off-roader. But it’s still more capable off-road than your average gas-powered AWD family crossover. In fact, compared to Subaru’s gas lineup, it’s not far behind—its 8.3 inches of ground clearance trails the Crosstrek, Outback and Forester by just 0.4 inches.
The Wilderness trims are an inch higher off the ground—I hope Subaru gets the hint. A Solterra Wilderness would be wild, although the Trailseeker should appeal to the adventure junkies when it goes on sale early next year.
Design And Tech
The exterior now follows a more consistent design language, aligned with the Trailseeker and the Uncharted, both Subaru’s versions of the Toyota bZ Woodland and the reborn C-HR.
For 2026, the Solterra gets a cleaner, flatter nose and new signature daytime running lights. Inside, higher-quality materials and soft-touch surfaces are all over the dashboard and door panels.
The central screen has grown from 12.3 inches to 14.0 inches, which is standard across all trims. I didn’t spend much time fiddling with it—it would have been a shame to play with the screen instead of enjoying the breathtaking Colorado mountains. But both wireless Android Auto and Apple CarPlay worked flawlessly. The display itself has slimmer bezels, sharper resolution and feels snappy.
Photo by: Subaru
The temperature and volume are still controlled using rotary knobs, while drive modes and terrain settings get their own buttons on the redesigned center console. The console, by the way, is much cleaner and more functional than before. Two wireless charging pads sit beneath the central air vents, with the drive modes, X-Mode and Grip Control buttons placed just behind them. The only downside is that the console materials feel plasticky and cheap. Still, usability was excellent and I got comfortable with the layout almost immediately.
My biggest complaint, however, remains unresolved. No matter how much you adjust the steering wheel for rake and reach, part of the gauge cluster remains blocked by the rim. I prefer a low, tucked-in driving position and in that setup, the driver’s display is almost obsolete. Subaru either needs to rethink the cluster’s placement or ditch it altogether, Tesla-style.
Verdict
Subaru’s EV lineup is about to grow from a single mediocre model to three heavily upgraded or new ones: the Solterra, Trailseeker and Uncharted. The latter two promise more personality and charm, while the Solterra faces some stiff competition.
It doesn’t match the Model Y’s polish, the Equinox EV’s value or the Ioniq 5’s superior powertrain and range. What it does have is the Subaru badge and X-mode, and that may be enough for brand loyalists. Subaru says 40% of its current owners are considering an EV next, and Solterra buyers skew younger; 45 to 50 years old on average, versus 55 for the typical Subaru owner.
Photo by: Subaru
The company also cited Ipsos data showing Solterra owners go off-road more than drivers of any other electric crossover. Only the owners of the Ford Mustang Mach-E are more likely to bring pets along for the ride. (Ironically, there’s still no dog mode in the Subaru.)
For that audience, the refreshed Solterra makes sense as a first EV. It may not lead the segment, but simply keeping pace with competitors is a step forward. For many drivers, that might be enough to make the switch. And once people go electric, data shows they rarely turn back.
The only missing piece now is the price, which Subaru won’t announce for several more weeks. If it lands in the mid-$30,000s, as the bZ does, the Solterra will be pretty competitive. But if Subaru can push it even lower, which is tough these days with tariffs and market uncertainty, the automaker could have a genuine winner in its line-up.
Have a tip? Contact the author: suvrat.kothari@insideevs.com
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