<\/p>\n <\/a><\/p>\n 97 <\/p>\n \n Source: Subaru <\/p>\n 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<\/a> on its EV thanks to the tax credit loophole<\/a>, which allowed buyers to claim the credit via leasing even if the EV didn\u2019t meet the critical minerals requirements. From October onwards, the Solterra will have to sell on merit, which makes this upgrade rather timely.<\/p>\n So, does it have what it takes to survive in Trump\u2019s America? With rising competition and the end of several pro-EV policies, can the Solterra still help Subaru stay relevant in the EV era?<\/p>\n 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\u2019s far more competent than before, but with an influx of affordable electric crossovers in the pipeline (Nissan Leaf<\/a>, Chevy Bolt EV<\/a>, whatever Tesla is cooking<\/a>, etc.), the road ahead will be anything but easy.<\/p>\n [Full Disclosure: Subaru flew me to Colorado on an all-expenses-paid trip to test drive the upgraded 2026 Solterra.]<\/p>\n 2026 Subaru Solterra Specifications<\/p>\n
Battery Upgrades<\/p>\n 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\u2019t just a badge job. The development, engineering and design work was split 50-50 with Toyota.<\/p>\n Like the refreshed bZ, the Solterra\u2019s upgrades are meaningful. Its CATL-sourced nickel manganese cobalt (NMC) battery has grown from 72.8 kWh to 74.7 kWh. That\u2019s 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.<\/p>\n Photo by: Subaru<\/p>\n 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\u2019t 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\u2019ll put that to the test when we get a week-long loaner.<\/p>\n 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\u201380% time from 35 minutes to 30 minutes. Level 2 charging gets a boost too, jumping from 7 kW to 11 kW. <\/p>\n I wasn’t able to charge it on my drive, but we\u2019ll do a real-world charging test when we get more time with it.<\/p>\n More Efficient Motors<\/p>\n 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.<\/p>\n 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.<\/p>\n Photo by: Subaru<\/p>\n 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.<\/p>\n Chassis Upgrades<\/p>\n The cabin now feels noticeably quieter and more refined. Wind and tire noise creep in, but only once you\u2019re 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.<\/p>\n 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.<\/p>\n Photo by: Subaru<\/p>\n That\u2019s 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\u2014you won\u2019t 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.<\/p>\n 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\u2019s quieter and far more pleasant to spend time in.<\/p>\n Ride And Handling<\/p>\n 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\u2019t plush, but it soaks up bumps well enough to keep passengers comfortable.<\/p>\n 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.<\/p>\n Photo by: Subaru<\/p>\n 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\u2019s 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.<\/p>\n 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.<\/p>\n Getting Lost While Off-Roading<\/p>\n There\u2019s 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.<\/p>\n While driving on one of the trails in the Rockies, my co-driver\u2014a fellow journalist from another publication\u2014and I took a wrong turn and drove deep into a forest trail that Subaru had not planned for the press drive.<\/p>\n Photo by: Suvrat Kothari<\/p>\n 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.<\/p>\n 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<\/a> on the electric Mercedes-Benz G-Class or the kick turn<\/a> on the new Rivians.)<\/p>\n Some of my Himalayan off-roading experience would help, I thought (brag). But the Solterra didn\u2019t need any of it. I turned on X Mode, Subaru\u2019s off-road setting that optimizes its Symmetrical AWD system, traction control and the ABS for low-grip conditions.<\/p>\n Photo by: Suvrat Kothari<\/p>\n Electric motors can send torque to individual wheels with split-second precision, essentially simulating mechanical differentials. 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.<\/p>\n Still, it\u2019s important to note that this isn\u2019t an off-roader. But it\u2019s still more capable off-road than your average gas-powered AWD family crossover. In fact, compared to Subaru\u2019s gas lineup, it\u2019s not far behind\u2014its 8.3 inches of ground clearance trails the Crosstrek, Outback and Forester by just 0.4 inches.<\/p>\n The Wilderness trims are an inch higher off the ground\u2014I hope Subaru gets the hint. A Solterra Wilderness would be wild, although the Trailseeker<\/a> should appeal to the adventure junkies when it goes on sale early next year.<\/p>\n Design And Tech<\/p>\n The exterior now follows a more consistent design language, aligned with the Trailseeker and the Uncharted, both Subaru\u2019s versions of the Toyota bZ Woodland and the reborn C-HR.\u00a0<\/p>\n 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.<\/p>\n The central screen has grown from 12.3 inches to 14.0 inches, which is standard across all trims. I didn\u2019t spend much time fiddling with it\u2014it 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.<\/p>\n Photo by: Subaru<\/p>\n 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.<\/p>\n 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\u2019s display is almost obsolete. Subaru either needs to rethink the cluster\u2019s placement or ditch it altogether, Tesla-style.<\/p>\n Verdict<\/p>\n Subaru\u2019s 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.<\/p>\n It doesn\u2019t match the Model Y\u2019s polish, the Equinox EV\u2019s value or the Ioniq 5\u2019s 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.<\/p>\n Photo by: Subaru<\/p>\n 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\u2019s still no dog mode in the Subaru.)<\/p>\n 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<\/a>.<\/p>\n The only missing piece now is the price, which Subaru won\u2019t announce for several more weeks. If it lands in the mid-$30,000s, as the bZ does<\/a>, 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. \u00a0<\/p>\n Have a tip? Contact the author: suvrat.kothari@insideevs.com<\/a><\/p>\n![\"2026](\"https:\/\/www.newsbeep.com\/ca\/wp-content\/uploads\/2025\/07\/16x9-tr.png\")
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\n\t\t\t\t\t\t\tBattery
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\n\t\t\t\t\t\t74.7 kilowatt hours (CATL, NMC, 104 cells)
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tBrakes
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\n\t\t\t\t\t\t4-wheel disc
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\n\t\t\t\t\t\t\tCargo Volume
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\n\t\t\t\t\t\t23.8 cu.ft. (rear seatbacks up), 63.5 cu.ft. (rear seatbacks down)
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\n\t\t\t\t\t\t\tCharge Type
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\n\t\t\t\t\t\tNorth American Charging Standard (NACS)
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tCharge Time
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\n\t\t\t\t\t\t10-80% in 30 minutes at 150 kilowatts max
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tEV Range
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\n\t\t\t\t\t\t288 miles (Premium), 278 miles (Limited, Limited XT, Touring XT)
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tEfficiency
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\n\t\t\t\t\t\t3.5 miles per kWh (Subaru-estimated)
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tGround clearance
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\n\t\t\t\t\t\t8.3 inches
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tMotor
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\n\t\t\t\t\t\tDual motor
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\n\t\t\t\t\t\t\tOutput
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\n\t\t\t\t\t\t233\/338 horsepower
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\n\t\t\t\t\t\t\tSeating Capacity
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\n\t\t\t\t\t\tFive seater
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\n\t\t\t\t\t\t\tSpeed 0-60 MPH
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\n\t\t\t\t\t\t5 seconds approx (338 hp trim)
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\n\t\t\t\t\t\t\tDrive Type
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\n\t\t\t\t\t\tAll-wheel drive
\n\t\t\t\t\t<\/p>\n
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\n\t\t\t\t\t\t\tBase Price
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\n\t\t\t\t\t\tTBA
\n\t\t\t\t\t<\/p>\n<\/p>\n<\/p>\n<\/p>\n<\/p>\n<\/p>\n<\/p>\n<\/p>\n<\/p>\n