It’s hard to believe that mainstream EVs have been around long enough that they are already entering second, or even third generations.
But here we are, with the Toyobaru twins – the Subaru Solterra and Toyota bZ4X – not only getting mid-cycle facelifts, but more power, extended range and a NACS-capable charging port. Say hello to Tesla Superchargers for a re-juice.
In fact, as we see on our 2026 Subaru Solterra Touring, a lot has changed since the first one hit U.S. shores in 2022. Oh, in case you are wondering – Subaru chose a real-ish name for its version – “Sol” as the Latin term for sun, and “Terra” meaning earth – get it?
2026 Subaru Solterra Touring XT Styling Updates
The main design change comes in the nose, losing the shield-shaped grille in between arrow-shaped headlights, now gaining a gloss-black mini-grille with a backlit Subaru multi-star logo flanked by stacked LED DRLs over new, inset headlights. An air dam is under a center inlet below, flanked by inlet-like accents. White, plus black and our pewter silver models of this EV crossover also get body-colored fender trim around the wheels, versus black, for a cleaner look as compared to the last-gen. As part of shared Toyota and Subaru design language, fenders front and rear get prominent geometric flares.
The charge port is on the passenger-side front fender, moved from the driver’s side so you can more easily drive up to, then connect at most Supercharger units. A long clamshell hood with gloss black at the sloped windshield’s base lifts to show EV electronics and not a frunk.
In those squared-off flares live 10-spoke silver and gray aero alloy wheels shod in 20-inch Yokohama Geolander rubber. The design between tires is shared between Toyota and Subaru – flared lower sills under gently sculpted flanks. Subaru’s differences are gloss black window pillars and roof with a non-opening, panoramic glass moonroof with a power shade. Both get a split rear window spoiler/shade and spoiler wrapping around the top of slim LED taillights, whose framing slashes into the tail.
More Toyobaru sharing – black lower rear bumper with aero accents. It’s a sleek yet angular crossover with high beltlines that rise as they head aft under a visually low roof to add sleekness.
2026 Subaru Solterra Touring XT Interior Improved For 2026
The gray and black StarTex pleather seats are crossover height for an easy slide in. The mid-cycle refresh adds a new 14-inch Subaru Multimedia touchscreen with Apple CarPlay and Android Auto compatibility
Drivers face a squircle steering wheel with a comprehensive set of buttons in front, and small paddles in back that adjust regenerative braking. The redesigned 7-inch gauge display loses its indented design from the previous model, going with a higher placement with configurable display.
You have a digital speedometer circled by a power/regenerative use graph, with changeable information for audio or other uses. It also shows range and battery percentage, plus regenerative braking level. It’s all easy to see thanks to the flattened steering wheel. It also shows when the X-Mode snow/dirt drive mode and hill descent control are activated.
New for 2026 is a standalone 14-inch center display with navigation, audio and car system controls down one side, and more touch icons for seat heat/cooling and heated steering wheel. Climate controls retain physical knobs for dual-zone temperature, with temperature displays inside. Fan speed and vent position are also touchscreen icons over a central volume knob.
Not much else is buried too deep in screen menus except some of the EyeSight Driver Assist tech, like lane-keep, cross-traffic alert and more. I liked the display that warned when traffic was passing in front of us at intersections. But some displays, like all-wheel-drive mix, are a tap or two away. I wish I could get that displayed on the gauge screen.
Other updates include a wider center console with twin inductive phone charge trays under that volume knob. My cellphone slid on its less-than-grippy surface. There’s also an interesting gearshift. You depress the rubberized collar on the shift knob, then select “Drive,” “Reverse” and “Neutral” – “Park” is a separate button. Drive mode (Eco, Normal, and Power) and X-Mode are nearby; so are camera and Auto-hold controls, and an X-Mode speed set for slippery driving.
The front seats are power adjustable with dual memory for the driver. They have a supple faux leather that is comfortable and supportive. An accent light strip divided the gray and white dashboard, but don’t look for a passenger glove box. Instead, there’s storage space under the center console, while the center armrest opens from left or right and has adequate space.
Back seat room is good with decent head, leg and foot room, with rear a/c vents, outboard heat and USB ports. They sit a bit low, but that’s fine. Rear cargo space under a high-lifting power hatch is good with a security cover and underfloor storage.
Overall, it’s a cleanly redesigned, user-friendly and well-built, if slightly plastic interior, ready to handle four adults, and not show any wet weather activity, thanks the rubber floor mats.
The biggest change in the 2026 Solterra is under its steel and aluminum skin, where there are performance, range and charging upgrades.
2026 Subaru Solterra Gets Higher-Capacity Battery, Faster Charging
There’s a 74.7-kWh Lithium-ion battery, which can deliver an estimated range of over 285 miles. Subaru says that’s about 25% better than the 2025 model. Our XT trim also had a new 338-hp, dual motor system that is nicely boosted from the last version’s 215 hp, making for an all-wheel-drive system that Subarus are known for. There’s faster 150 kW DC charging and a standard NACS (Tesla-style) plug that can access most Tesla Superchargers (V3 & newer). Subaru says that equates to a 10% to 80% charge in less than 35 minutes. Onboard AC charging has been increased to 11 kW.
We drove most in Eco mode, which offered more than enough motivation. When we tapped into the all-wheel-drive front/rear split screen, we found a nice mix of drive under power. Launched in Eco, there’s a brief, slow launch, then a surge to 60 mph in 4.2 seconds, which is plenty fast for a mid-range SUV. Set in Power mode, the 4,510-lb. Solterra surged on pedal tip-in to hit 60 mph in a quick 3.9 seconds. Passing power is really there when needed.
The left paddle invokes different levels of regenerative braking, four bars meaning we had immediate slowdown/max regen upon lifting off the accelerator. It slowed us to about walking speed, but not a stop – good enough, but I’d prefer the full stop mode some EVs offer.
We started our affair with our 1,083-mile-old Solterra with a 96% battery charge and an indicated 262 miles of range. Three days and 82 miles later, I was down to 67% battery charge and 180 miles range, which means that miles used matched estimated range. We drove flat Florida roads on full regen brake setting, which fed a mile or two back to the battery pack in stop-and-go driving. Subaru says it gets an EPA-rated 105 MPGe highway, and 128 MPGe city.
It took me 15 minutes to get it to 80% charged at a non-Tesla NACS Level 3 charger and another 10 minutes to get it to 90%, showing an estimated 244 miles of range – up to a claimed 278 miles on a single charge. That’s a pretty good charging time, showing one of the advantages of the new lithium-ion pack.. Subaru says the Solterra can go from 10 to 80% of charge in about 30 minutes. DC charging cost $9.64, which more than two gallons of gas would have, according to AAA averages. One note – a bone-chilling 40-degree night saw the battery lose 4 miles of range just sitting in my driveway.
It’s also worth noting that here in Jacksonville, home charging costs 11 cents per kWh while Electrify America charges 56 kWh to DC fast charge, illustrating the big price difference between AC home charging and DC fast charging when traveling.
EV Rider’s Bill Bortzfield ran into a charging hiccup during his Solterra jaunt. After an AC charge session, the Subaru’s provided Lectron J1772 adapter wouldn’t release from the NACS port. His troubleshooting steps of cycling through lock and unlock didn’t work. In the end, he released the adapter by finding a manual release cable with yellow pull tab under the hood. Based on what Bill found on a Facebook Solterra group, it appears some owners have run into a similar issue.
During the same charging session, the Solterra throttled the power it would accept to 32-amps, despite him using a 48-amp 240v charger on a 60-amp circuit. Bill checked the Solterra’s charge settings to ensure its AC charge rate was set to “Max.” He cycled through settings to see if lowering, then raising the maximum charge rate would force a return to its factory rated 11 kW peak AC charge rate. During an earlier charging session on the same home charger, the Solterra did peak at its rated 11 kW.
Being a Subaru, the 4-wheel independent suspension has a generous 8.3-inches of ground clearance, along with standard all-wheel drive, plus X-MODE with snow/dirt and deep snow/mud modes with Downhill Assist Control for low-grip or off-road capability. It’s retuned suspension provided a very comfortable ride, taut enough to absorb bumps easily, with no tight head-toss on rebound. The car is very quiet. The design offers a decent coefficient of drag with no wind noise from body or mirrors at speed. There’s just a hint of tire noise at 60 mph.
The Solterra took exit ramps under power neutrally. Push hard in a sharper turn and there was understeer and some body roll, while a run around our skid pad saw a tad more understeer and some traction control, but it was easy to handle and expected. The brake pedal had a direct feel with immediate bite, showing no fade after hard use, but some nose dive. Steering had a direct and well-buffered feel in Eco mode, a bit tighter and direct in Power mode. I’ve driven more rewarding EVs in this design range, but this is what Subie owners want – comfort, combined with good handling.
We tried X-MODE on a grassy field, finding an off-road display with tilt and yaw and multiple cameras, plus a transparent view of what’s under you off-road. It delays a front camera image and layers it under an outline. The ride was still very comfortable, absorbing bumps, while traction was perfect, which is good for beach and dirt trail riding. X-MODE reduces engine power and allows individual wheel brake application to rein in wheelspin and maintain grip. There’s even adjustable “Grip Control.” that can you set at low, mid and high speed so you can let the Solterra move along as you steer and brake. X-MODE can only be activated under 25 mph, and will only work under 18 mph.
Subaru’s EyeSight driver-assist technologies also include pre-collision braking, blind spot monitors, lane departure alert, a panoramic view monitor and smart cruise. Side and nose cameras are also included., so you’ll hopefully see what you are missing.
A base 2026 Subaru Solterra starts at $38,495 MSRP, which is the same price as the outgoing model. Our Solterra Touring XT starts at $45,555, with only two options: $495 smoked carbon two tone paint, and $207 rubber floor mats. The final price was $47,500.
Bottom line: Geometric design that says Subaru, good battery range; quick and convenient charging, and Subar acceleration. It’s a nice EV choice with room to grow in.
2026 Subaru Solterra Touring XT Specifications
Vehicle type – 4-door, 5-seat all-wheel-drive EV sports utility wagon
Base price – $45,555 ($47,500 as tested)
Powertrain – Front synchronous AC motor with 224 hp and 198 lb-ft of torque/Rear synchronous AC motor with 117 hp and 125 lb-ft of torque
Horsepower (combined) – 338 @ 5,800 rpm
Battery pack – liquid-cooled lithium-ion
Transmission – Direct drive front and rear
Wheelbase – 112.2 inches
Height – 65 inches
Overall length – 184.6 inches
Overall width – 73.2 inches
Ground clearance – 8.3 inches
Front headroom – 38.6 inches
Front legroom – 42.1 inches
Rear headroom – 37.1 inches
Rear legroom – 35.3 inches
Cargo capacity – 24 cu. ft./64 w/seats folded
Towing capacity: up to 2,700 lbs.
Curb weight – 4,499 lbs.
Range: Claimed 278 miles
EPA MPGe rating – 105 city/128 highway