When Subaru’s first electric car launched in late 2021, the Solterra had something of a problem: It wasn’t exactly competitive in any of the major factors that EV buyers typically look for. Its 220-mile range and 215-horsepower output were middling at best when compared to vehicles like the Tesla Model Y. Its quirky styling didn’t exactly help, either.
For 2026, Subaru is giving the Solterra a significant up-do. Don’t call it a reboot, as it’s still very much the same SUV as before, but with more range, more power and better tech (though we’re still waiting on the pricing). The result is a much more compelling car. Now, with Tesla’s international appeal falling to an all-time low, which takes the Model Y off the table for many buyers, Subaru’s first EV feels like it’s finally found its time to shine.
More of what you want
I’m the first person to tell a potential EV buyer that range is not the first criterion they should be considering when EV shopping. There are many more important factors that impact your quality of life on a daily basis than how many charging stops you’ll need to make on your annual road trip. Still, when the original Solterra was doing 220 miles on a charge, while the Tesla Model Y did well over 300, that made the thing a bit of a hard sell.
Thankfully, the 2026 Solterra gets a big bump in that department, up to 288 miles on a charge. It’s not class-leading by any means, but as someone who’s lived with EVs for years, I can confidently say that’s plenty of juice to eliminate range anxiety for most.
Impressively, the new Subaru does that on a battery pack that’s barely any bigger: 74.7 kWh vs. 72.8 before. Where does the extra range come from, then? Subaru and Toyota engineers (this car is mechanically identical to the 2026 Toyota bZ) deployed a raft of subtle improvements that result in substantial efficiency, everything from aerodynamic tweaks to updated electronics and new motors.
When it’s time to plug in, the Solterra and the Model Y can now use the same chargers. For 2026, the Solterra switches over to a Tesla-style NACS port, though the car comes with adapters for using J1772 and CCS ports. Outright charging speed is up by 50 percent over last year’s car, but that only equates to a maximum charging rate of 150 kW. Again, it’s a big improvement, but not class-leading.
It can at least burn those electrons more quickly. Outright power is up, with the Solterra now putting down 338 horsepower through all four wheels on the XT trims, a nice boost from the old car’s 215.
Big display, big safety
All those updates are nice, but potential buyers will be more immediately wooed by a completely rethought dashboard layout that’s still quirky but significantly less awkward than before. A new, 14-inch touchscreen dominates proceedings, giving you quick and easy access to everything from navigation to media playback. It serves as a generous canvas for either Android Auto or Apple CarPlay, both of which are offered wirelessly.
There’s not one but two wireless charging pads to keep your devices juiced while slinging tunes and navigation, plus a pair of USB-C ports in the second row for passengers. With 60 watts of output, back-seat productivity hounds can keep happily typing away even if they forgot their adapter.
They’ll be comfortable, too. There’s a good amount of headroom and legroom in the rear seat, plus 23.8 cubic feet of cargo space in the rear.
When it comes to keeping everyone safe, the new Solterra offers Subaru’s EyeSight system standard, including automatic emergency braking, adaptive cruise control and a lane-centering system. I got a good chance to sample these systems in the increasingly heavy traffic in and around Denver, Colorado. The adaptive cruise brought the car to a complete stop and resumed on its own when traffic came to a crawl, while the active lane-keep system ensured the Solterra stayed centered.
The drive
For my day behind the wheel of the new Solterra, Subaru provided me with a model in top-shelf Touring XT trim, the highest performance. That meant I got to sample the car’s full 338 horsepower, but I have to admit that in terms of acceleration, the thing still isn’t a rocket ship. It has the instant torque of an EV and is certainly quick, but the power is delivered in a somewhat more relaxed way than many of the peppier EVs on the market today.
That character continues throughout the Solterra drive experience. Steering is quite sharp and responsive, but the suspension doesn’t really encourage any overly dramatic cornering antics. The traction and stability control systems quickly and abruptly kill all power at the first hint of loss of grip. For many Subaru enthusiasts, that’s just when things start getting fun.
It won’t be a terror on your favorite gravel road, but the Solterra is reasonably competent when the asphalt ends. Subaru set up a short dirt course, which was more meander through the trees than proper expedition. Still, it proved the SUV capable on the sorts of terrain a mass-market machine like this is liable to see.
In terms of comfort and ride quality, the Solterra handled most road imperfections and bumps without issue, but felt a little harsh over bigger stuff. There’s no real wind noise or the like, making it a quiet and calm highway cruiser, but a fair bit of road noise did come up through the suspension on rougher stretches of asphalt.
Wrap-up
In many ways, this improved Solterra feels like the electric SUV that the brand should have launched in the first place. Better late than never. The big boost in range and performance, plus all the other tech and feature upgrades, make for a significantly improved car. It still comes up a little short of the competition from Hyundai or Tesla in terms of key metrics that EV shoppers tend to hyper-fixate on — particularly range — but it’s close enough now to be judged on its other merits. Thankfully, those merits are good.
Update, August 25, 2025, 11:14AM ET: This story was originally published with a placeholder for the Solterra’s price, which hasn’t yet been announced. When Subaru reveals the 2026 Solterra’s price, we’ll update this story.
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