2026 Subaru Solterra review

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Subaru , like many Japanese auto brands, has been slow to embrace the electric vehicle (EV) world – at least until now with the arrival of the facelifted Solterra mid-size electric SUV.

But before we get into it, it’s important to rewind. As little as five years ago, fully electric SUVs like the Tesla Model Y were taking the world by storm, sparking real conversations about the need for Western legacy brands to pick up their pace in order to keep up, especially as the Chinese car industry continued to rise.

EV plans were widely announced by many European brands but in Japan things moved slightly more slowly. At that point, Subaru was unable to compete with the brand of its name and offered only two half-baked ‘hybrid’ models amid a lineup full of petrol-powered combustion cars.

Subaru did not make its first attempt at proper electrification, but in 2022 it showed the. In a long-standing partnership, Subaru assisted in engineering the Toyota bZ4X and later reversed and lightly restyled the mid-size electric SUV as the Solterra (launched in Japan, Europe, China and the US that year) through.

It didn’t come to Australia until early 2024, and was not popularly received. Key complaints were too expensive and a very short driving range, which led to 58 meagre sales total of just 588 in nearly two years – he was completely outsold by the Model Y’s 22,239 sales in 2025 alone.

It is that’s where the new Solterra comes into play. It has only just arrived in Australia and offers significant improvements, such as increased driving range, a lot more power and torque (and dozens of new interiors) which it refinished overseas in early 2025– all while dropping prices by thousands.

And, of course, this matches upgrades to the bZ4X (which is different from the all-wheel drive Solterra) by offering an front- wheel model at the bottom of the range. The result is a pair of Japanese EVs that, if nothing else, are much more valuable than before – – ‘an move which should lead to the demand for more evs from both brands.

The Solterra, along with the newer Trailseeker and Uncharted, leaves five as-yet-unknown Subaru EVs slated for global launch by 2028. Those three are among the majority to be sourced from Toyota, but the door is still open for at least one model to be developed solely by Subaru.

Does the new Solterra is a big step forward for Subaru, and does it give us hope that the brand will have future EVs?

How much does the Subaru Solterra cost?

The facelifted Solterra has been priced down. This is the price of test here’s top-spec Touring variant, which has been reduced by $7000 — $69,000.0 before on-road costs.

| Model | Price before on-roads |
| — | — |
| 2026 Subaru Solterra AWD | $63,990 |
| 2026 Subaru Solterra AWD Touring | $69,990 |

Likewise, base Solterra is $6000 lower than the base solterra. That doesn’t compare to Toyota’s $10,010 cut for the entry-level front-wheel drive bZ4X (now $55,990 before on-roads), and the Touring is still about $2000 dearer than its Toyota equivalent.

The number of mid-size electric SUV competitors in Australia is always growing, but we can target two key targets.

Of course, it’s the first-selling Tesla Model Y $588,900 before on-roads in base, rear-wheel drive trim or $68,800 before off-rails for the Long Range AWD variant.

Another is the BYD Sealion 7, an option that has skyrocketed up the sales charts in recent months. Its two variants are priced at $54,990 and $63,990 plus ORCs.

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What is the Subaru Solterra like on the inside?

Noticeably changed from the first iteration, for the better.

Gone is the ocean of piano-black plastic, which was once used as a magnet for smudges and scratches, but replaced with ‘floating’ centre console setup with much more funky materials. Floating doesn’t necessarily mean the correct word, but that’s what it means to be seen by the multi-tiered format.

Not only should it be more durable with its dull plastics and softened edges, but also helps a much classier look of the interior as compared to other parts. This is also a practical use, as it now has two wireless phone chargers and places all driving-related buttons further back for easy access to the button.

Despite the fact that first-timers are confused by Toyota’s unconventional gear selector remains, it will be confusing to first timers. The rotating section at least has a very satisfying action, but it loses marks not only for isolating the Park button; also for finishing it in piano black.

Between it and the central armrest is a pair of cupholders, which sit very low to hold tall cups and bottles. Underneath it all is a deep storage tray that hides two USB-C ports and ’12V outlet’, but does reveal if the Solterra has been short.

Storage options are limited, as there is no traditional glovebox on the passenger side of . This box under the central armrest doesn’t mean that it is all that deep either, but open sideways towards the driver or passenger for easier access.

But other than that, the new Solterra has a high-tech, comfortable interior with. First, you’ll notice how comfortable and supportive the front seats are – when combined with an impressive range of adjustment is a welcome surprise.

This isn’t the perfect driving position itself, as the high-riding instrument display disrupts the dashboard’s horizon and forces you to look over the steering wheel rather than through it. But for those who are more traditional cars, this may be a bit of slamish even if the Solterra is far less intimidating than the minimalist Model Y.

The bZ4X has still been an unnecessary hurdle, but preferable to the obstructive round wheel that is present in at least the squared-off tiller carried over to get around this minor inconvenience. Besides being very small in diameter, it’s fun (if not so cumbersome) to throw around.

as a for that 7 , and As for That. Its graphics and functions are characteristically Toyota, which is a typical example of 0-inch instrument display, its graphic and function. That means it’s a simple, clear and non-customisable form of , in – no fuss, with lots of information on hand as you go through its menus ‘practically identical to before the way they were.

What isn’t identical is the 14.0-inch touchscreen infotainment system – the latest and greatest in Toyota tech that has even appeared in some Lexus models like the GX large SUV. A luxury car’s multimedia unit in a non-luxury Subaru? Yes please, and we enjoyed the Harman Kardon sound system too.

Not only that, but it’s also nicer to live with than Subaru’s own vertical screens in models like the Impreza and WRX. Sure, nearly all of the climate controls have migrated into the screen, and Toyota’s temperature dials still feel mushy to use, but all the important ‘buttons’ are large, legible, and always presented in a ribbon along the bottom.

In stark contrast to the buttons on the steering wheel, this digitisation is in fact similar to that of s. While all of the buttons here are still emblazoned, they’re finished in dull plastic and super satisfying to press.

The standard for wireless smartphone mirroring, if not, is Apple CarPlay and we had no problem using it during our week with the car. Likewise, infotainment screen is responsive and graphically sharp (not to mention more stability than previous Toyota systems) – as evidenced by apparent interference-free operation under Melbourne’s toll gantries.

The second row climbs into the second rows, revealing a cavernous area similar to the space provided up front. While we test our tester’s glass roof may compromise headroom for taller passengers, legroom will not be an issue but legs won’t.

There’s no driveline hump in the middle to disrupt legroom for middle-seat people, and we don’t doubt that this is something of the Solterra’s dedicated EV platform. This is a very high floor but it means your thighs aren’t supported on the relatively short seat base, which has been described as being ‘highly elevated’.

Here are a few niceties back here too, but without the dedicated screen that back-seat Model Y passengers get to be treated. Two USB-C ports and dual air vents are also available on the back of the centre console, as well as seat heating for the outboard positions.

And that’s all nice to have, as is the front seat ventilation of the Solterra Touring. We only complain that the ventilation up front isn’t as strong as it might be, especially in Australia’s heat.

Meanwhile, the boot is reportedly expected to be accommodating for The boot. A flat, fully-flat floor of sits at a comfortable loading height and access to the powered tailgate with full hands is easier.

A vertical cargo space is naturally occupied by the sloping rear window, but you can fold down the rear seat backs to maximize load volume. Similarly, at full length cargo volume is comparable to the Model Y’s when it comes to cargo volumes.

No spare wheel is a shame, it’s tyre repair kits are nothing new for EVs. This is a part of the lack of storage under the bonnet, which means there’s at least some under-floor space for the car’.

| Dimensions | Subaru Solterra AWD Touring |
| — | — |
| Length | 4690mm |
| Width | 1860mm |
| Height | 1650mm |
| Wheelbase | 2850mm |
| Ground clearance | 212mm |
| Cargo capacity | 410L (rear seats up) 2005L (rear seats folded) |

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What’s under the bonnet?

The Solterra is still a dual-motor electric system, but power and torque dramatically increased to 252kW and 438Nm respectively. While the lithium-ion battery capacity has also been increased up, all-wheel drive is still standard, but it’s not yet a standard option.

| Specifications | Subaru Solterra AWD Touring |
| — | — |
| Drivetrain | Dual-motor electric |
| Battery | 74.7kWh li-ion (+3.3kWh) |
| Peak front motor outputs | 167kW/268Nm |
| Peak rear motor outputs | 88kW/169Nm |
| Peak system power | 252kW (+92kW) |
| Peak system torque | 438Nm (+101Nm) |
| Drive type | All-wheel drive |
| Tare mass | 2005kg (-55kg) |
| Energy consumption (claimed) | 16.0kWh/100km |
| Energy consumption (as tested) | 15.1kWh/100km |
| Claimed range (WLTP) | 517km (+103km) |
| Max AC charge rate | 22kW (+11kW) |
| Max DC charge rate | 150kW (10-80% 30mins) |
| Unbraked towing capacity | 750kg |
| Braked towing capacity | 1500kg (+750kg) |

The car’s week with the car was a good mix of highway commuter, trips on high-speed country roads, suburban errand-running and low- speed city driving.

This varied mix of uses resulted in lower energy consumption than Subaru’s claim, even with semi-frequent hard acceleration.

When it comes to charging, we decided not to leave the Solterra for two days to charge slowly overnight and once a working day. Although we maintained the battery above 50 per cent at all times, this method always gave more than enough charge to reduce any range concerns.

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How does the Subaru Solterra drive?

Once again, the Solterra’s new on-road behaviour is a serious step forward.

While its flaws were inherently ad-hoc, the original Solterra was generally pleasant to drive as Tesla was still struggling with less-than-supple ride quality problems at the time. It may have been an underpowered, short on the range Subaru but a traditional combustion car’s vibe still was that of its own.

Those same bones are here now, but everything else around them has been updated. The most notable improvement has been the addition of a larger, CATL-sourced battery that has significantly increased driving range – not just on the spec sheet.

But the old Solterra felt like it had to be permanently on charge in order not to suffer from range anxiety. It’s a more comforting new 500km-plus driving range, even if it still is less than the Model Y in top-spec Touring trim.

The Touring flagship now has 517km of range (up 103km) but we prefer the base Solterra because it is claimed 566kms in range – a significant increase of 152km over its predecessor. We did however think that we found our tester to be a fairly effective .

The health bump is a healthy power boost, with constant consistency across both models. This is the most powerful mainstream Subaru ever (bar limited-run specials such as the 254kW STI S209 from 2019) with peak output of 252kW, which seems excessive until you consider the base Model RWD makes 255kW and that the Sealion 7 Performance produces 390kW.

The Solterra’s performance therefore feels appropriate in context, even if it is faster than most would ever need to. It’s not likely you will be using that power for quarter-mile drags, but it’s a lot of fun to have the tap on your tap when you need to make if you want to overtake or shoot up to freeway speed.

It’s also supported by great throttle mapping, with no delay or uncertainty. While the Solterra remains unchanged and is easy to predict, where some EVs adjust their throttle response according to the drive mode for more docile effect (e.g.

Unlike some other EVs and hybrids, the brake pedal also feels ‘normal’ as does most of the time. Assuming that it is expected, regenerative and friction braking are mixed; however there’s no sponginess or noticeable shift between the two over the pedal’. This makes it predictable for repeat-updation of both drivers (everytime) and to be more consistent with how they travel on the same cycle.

In addition to this, the Solterra has steering-wheel paddles for adjusting power of regenerative braking. I am a very good driver for speed downhill. It stops short of true one-pedal driving, but this is the best thing to do when I was using these paddles way more than I thought it would be.

But the three on-road drive modes of the car don’t affect driving behaviour either, and truthfully it is hard to see what between Normal and Eco mode – even from an efficiency perspective. But still, it’s a bit of nonsense about seeing the word ‘POWER’ on the instrument cluster and almost encouraging you to give it the beans.

The Solterra’s power is only a torque steer, which suggests an all-wheel drive setup that has been biased in front of the Sol Terra. The fact is that its Toyota twin is in front-wheel drive, so this doesn’t seem surprising.

Thankfully, the Solterra’s steering is direct and has lots of feedback; it also feels very heavy (the car feel all the more substantial without losing manoeuvrability).

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surprisingly, this is the sporty suspension setup of the car that makes it so capable around turns. While it doesn’t have any cutting edge damping technology, the ability to be agile helps you feel confident – even if you’re not too heavy-footed with the accelerator.

It’s a tough ride in normal driving, with just. touch more bounciness than we’d like the trade-off to be. The car is still being smashed by this, but it’s something we think could be done with an extra layer of polish (maybe even some time spent on local testing and chassis tuning tuning).

Finessesing could also be used in visibility and general layout as well. Solterra’s instrument display pokes high above the dashboard and blocks vision of the ground directly in front of you, so that only a edge of bonnet can be seen by leaning forward.

Just like the suck-off steering wheel/screen arrangement, it’s done for no apparent reason beyond aesthetics. It’s a good mix of safety tech to help with the , that said ‘There is ‘an abundance of safe technology for you.

The centre console has a convenient button to display the car’s camera views on whim, and surround-view system is hugely helpful when trying hard carparks.

And we also concluded that the vehicle’s lane centring adaptive cruise control system (which includes a car) is reliable and well-calibrated, and there are no real problems matching traffic on the highway. Then it hiccups around tighter bends, where it’s reluctant to use much steering lock and slows down by 10km/H or more?

I’m a bit of shit, but as seems to be trending with newer Toyota and Subaru products, the driver monitoring system is more reactive than we’re used for it; this is not so much that can do. I’d be a bad call on it incessant, and while we know it’s there to help make more sophisticated safety systems if the driver is unresponsive, it doesn’t seem quite seamless.

Even so, the Solterra’s upgrades are welcome and much-needed additions.

To see how the Subaru Solterra stacks up against the competition, use our
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What do you get?

The updated Subaru Solterra is offered in two grades.

2026 Subaru Solterra AWD equipment highlights:

• 18-inch alloy wheels (with aerodynamic cap)
• Tyre repair kit
• Automatic LED headlights
• LED tail-lights
• Puddle lamps
• Rain-sensing wipers
• Automatic power-folding heated side mirrors
• Digital rear-view mirror
• Leather-wrapped steering wheel
• Heated steering wheel
• Black synthetic leather upholstery
• 8-way power-adjustable front seats
• Driver’s seat power lumbar support
• Heated front seats
• Heated outboard rear seats
• 7.0-inch digital instrument display
• 14.0-inch infotainment display (NEW)
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• DAB+ digital radio
• 6-speaker sound system
• 2 x wireless phone chargers (NEW)
• 2 x front USB-C ports
• 2 x rear USB-C ports
• Hands-free power tailgate
• Steering wheel regen paddles
• Dual-zone climate control
• Interior ambient lighting
• X-Mode drive mode (2 modes)

Solterra AWD Touring adds:

• 20-inch alloy wheels
• Panoramic glass roof
• Auto-dipping side mirrors with position memory
• Two-position driver’s seat memory
• Ventilated front seats
• 10-speaker Harman Kardon sound system
• 1500W V2L power outlet

This is the only one that has two-tone exterior paint on the top spec Touring and also provides leather-accented blue and black interior upholstery. It’s a $1500 extra for this to be .

Also there are two accessories chargers throughout the range for . These includes a single phase charge (250) and ‘three phases charger bundle ($2645).

To see how the Subaru Solterra stacks up against the competition, use our
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Is the Subaru Solterra safe?

The Subaru Solterra has a five-star ANCAP safety rating based on testing conducted in 2022 of the related Toyota bZ4X.

| Category | Subaru Solterra |
| — | — |
| Adult occupant protection | 88 per cent |
| Child occupant protection | 88 per cent |
| Vulnerable road user protection | 79 per cent |
| Safety assist | 93 per cent |

Standard safety equipment highlights:

• 8 airbags, incl:

• Front
• Front-side
• Curtain
• Driver’s knee
• Front centre

• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot monitoring
• Driver monitoring system
• Emergency driving stop system
• Front and rear parking sensors
• Front-view monitor
• Lane departure warning
• Lane-trace assist (lane centring)
• Low-speed acceleration suppression
• Multi-terrain monitor
• Rear cross-traffic alert
• Reversing camera
• Safe exit assist
• Surround-view camera
• Traffic sign recognition
• Tyre pressure monitoring

The Solterra AWD Touring adds advanced park assist.

To see how the Subaru Solterra stacks up against the competition, use our
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How much does the Subaru Solterra cost to run?

In the same way as its wider Australian range, Subaru supports the 2026 Solterra with a five-year, unlimited-kilometre warranty. It is whichever comes first, Servicing must be done every 12 months or 15,000km (or more).

| Servicing and Warranty | Subaru Solterra |
| — | — |
| Warranty | 5 years, unlimited kilometres |
| High-voltage battery warranty | 8 years, 160,000km |
| Roadside assistance | 12 months |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 5 years |

Subaru’s capped-price service costs are detailed below:

| Service | Price |
| — | — |
| 12 months, 15,000km | $128.87 |
| 24 months, 30,000km | $290.55 |
| 36 months, 45,000km | $128.87 |
| 48 months, 60,000km | $300.85 |
| 60 months, 75,000km | $134.43 |
| Average annual service cost | $196.71 |
| Total capped-price service cost | $983.57 |

Tesla doesn’t service in the same way as other brands, so there is no pricing or scheme to compare with Tesla for context. It did, however, increase its warranty to five-year unlimited-kilometre coverage for 2026. that’s between four years and 80,000km or 60,000km, as is the case with .

The service price for its new bZ4X has also not yet been announced by Toyota, which is still under the radar. Hence, we can only compare Solterra aftersales costs to the BYD Sealion 7 accurately.

It will cost $1757 to service over five years, a base Sealion 7 averages $354 for the duration of its service. 1 per cent, and $2019 for the Performance – $403 on average. 8 a year.

To see how the Subaru Solterra stacks up against the competition, use our
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childcareman.xyz’s Take on the Subaru Solterra AWD Touring

The Solterra has finally been brought up to speed with modern EVs – better late than never.

When it was clearly underdone, the old one is as if Toyota and Subaru have now got into gear. Possibly they want to be taken seriously in the EV market after all of them.

Our biggest complaints have been directly addressed with the old Solterra and it’s impressive that such major upgrades – unusually – were sweetened by such high price cuts. It is a good question for owners of the old model, but that’s not like an indirect admission that mistakes were made.

Similarly, for the car itself, it still doesn’t quite match the Model Y overall and is not likely to be justified in saying that its Chinese competitors aren’s better value for money. It has become a distinction now that the Solterra may actually be an actual alternative to the solterra.

The Solterra is now that car if you want an EV (a bit traditional but still has the interior of which makes sense, interesting and premium-feeling) while also providing power and competitive driving range.

But it’s a much more convincing all-rounder than we used to be and one which will make you feel easier for an adaptor when you’re from an older petrol car (especially if that car is tyotan or Subaru).

But of course, it isn’t perfect . While the driving position and placement of instruments still need work, there isn’t enough storage inside, the ride is slightly too firm (and some of its safety tech is starting to become less palatable), it has not yet been fully developed. Touring isn’t the choice, according to pricing and standard equipment discrepancies.

Rather, we recommend the following . A base front-wheel bZ4X (assumptive) is safe for an electric SUV that doesn’t have Tesla or Chinese, but the entry level Solterra is the sweet spot in the four-car Toyobaru EV range due to its price and all- wheel drive.

But, all of a sudden we’re impressed with the performance Subaru and Toyota have taken here. Both Japanese automakers’ EVs may well be worth watching, even if the new Solterra is anything to go by.

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