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.
Many European brands announced ambitious EV plans, but in Japan things moved a bit more slowly. Subaru was no different, at that point offering just two half-baked ‘hybrid’ models amid a lineup dominated by petrol-powered combustion vehicles.
In 2022, though, Subaru presented its first effort at proper electrification. Through a longstanding partnership, Subaru assisted in engineering the Toyota bZ4X and eventually rebadged and lightly restyled the mid-size electric SUV as the Solterra, which was launched in Japan, Europe, China, and the US that year.
It didn’t arrive in Australia until early 2024, and it wasn’t well-received. Too expensive and a too-short driving range were key complaints, contributing to a meagre sales count of just 588 in almost two years – a figure which was comprehensively dwarfed by the Model Y’s 22,239 sales in 2025 alone.
That’s where the updated Solterra comes into play. Revealed overseas in early 2025, it has only just arrived in Australia and brings substantial upgrades, including more driving range, a lot more power and torque, and a heavily revised interior – all while bringing prices down by thousands.
Of course, this matches upgrades to the bZ4X, which differs from the all-wheel drive Solterra by offering a front-wheel drive model at the bottom of the range. The result is a pair of Japanese EVs that, if nothing else, present much better value than before – a move which should pave the way 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.
Is the updated Solterra a strong enough step forward for Subaru, and does it give us hope for the brand’s future EVs?
How much does the Subaru Solterra cost?
Prices are down for the facelifted Solterra. The price of the top-spec Touring variant on test here has been reduced by $7000, to $69,990 before on-road costs.
| Model | Price before on-roads |
|---|---|
| 2026 Subaru Solterra AWD | $63,990 |
| 2026 Subaru Solterra AWD Touring | $69,990 |
Similarly, the base Solterra is down by $6000. That doesn’t match Toyota’s $10,010 cut for the entry-level front-wheel drive bZ4X (now $55,990 before on-roads), and the Touring is still roughly $2000 dearer than its Toyota equivalent.
The number of mid-size electric SUV rivals on sale in Australia is constantly increasing, but we can single out two key targets.
Naturally, the first is the top-selling Tesla Model Y, which costs either $58,900 before on-roads in base, rear-wheel drive trim, or $68,900 before on-roads 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.
To see how the Subaru Solterra stacks up against the competition, use our comparison tool
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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 sea of piano-black plastic that used to be a magnet for smudges and scratches, replaced by a ‘floating’ centre console setup with much more palatable materials. Floating isn’t strictly the correct word, but that’s the impression given by the multi-tiered layout.
Not only should it be more durable with its dull plastics and softened edges, but it also contributes to a much classier presentation of the interior as a whole. It’s practical too, as it now houses two wireless phone chargers and places all driving-related buttons further back for easier access.
Toyota’s unconventional gear selector remains, which will confuse first-timers. The rotating section at least has a very satisfying action, but it loses marks not only for isolating the Park button, but also for finishing it in piano black.
Between it and the central armrest is a pair of cupholders, which sit quite low to accommodate tall cups and bottles. Underneath it all is a deep storage tray that hides two USB-C ports and a 12V outlet, though it does reveal a shortcoming of the Solterra.
There’s still no traditional glovebox on the passenger side, which limits storage options. The box under the central armrest isn’t all that deep either, but it does open sideways towards the driver or passenger for easier access.
Other than that, though, the new Solterra offers a premium, comfortable interior. The first thing you’ll notice is how comfortable and supportive the front seats are, which when combined with an impressive range of adjustment is a very welcome surprise.
The driving position itself still isn’t perfect, as the high-riding instrument display disrupts the dashboard’s horizon and forces you to look over the steering wheel rather than through it. This may prove somewhat awkward for those used to more traditional cars, even if the Solterra is far less intimidating than the minimalist Model Y.
At least the squared-off tiller has been carried over to get around this minor inconvenience, which is still an unnecessary hurdle but preferable to the obstructive round wheel in the bZ4X. It’s also quite small in diameter, making it fun (if not a little cumbersome) to throw around.
As for that 7.0-inch instrument display, its graphics and functions are characteristically Toyota. That means it’s clear and simple, in a no-fuss, non-customisable kind of way, with plenty of information at hand as you flick through its menus – practically identical to before.
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.
This digitisation is in stark contrast to the buttons on the steering wheel. Though they’re unchanged, all of the buttons here are finished in dull plastic and are super satisfying to press.
Otherwise, wireless smartphone mirroring is standard, and we had no issues using Apple CarPlay during our week with the car. Similarly, the infotainment screen is responsive and graphically sharp, not to mention more stable than past Toyota systems – as evidenced by apparent interference-free operation under Melbourne’s toll gantries.
Climbing into the second row reveals a cavernous area consistent with the space offered up front. Legroom will not be an issue, though the glass roof of our tester could compromise headroom for taller passengers.
We at least like that there’s no driveline hump in the middle to disturb legroom for middle-seat occupants, no doubt a product of the Solterra’s dedicated EV platform. The floor is quite high, though, which means your thighs aren’t supported on the relatively short seat base.
There are a few niceties back here too, albeit without the dedicated screen that back-seat Model Y passengers are treated to. There are two USB-C ports and dual air vents on the back of the centre console, along with seat heating for the outboard positions.
That’s all nice to have, as is the front seat ventilation that comes standard with the Solterra Touring. Our only complaint is that the ventilation up front isn’t as strong as it perhaps could be, especially in Australia’s heat.
The boot, meanwhile, is expectedly accommodating. Its floor is completely flat and sits at a comfortable loading height, while the powered tailgate makes access easier with full hands.
The sloping rear window naturally eats into vertical cargo space, but you can fold down the rear seat backs to maximise load volume. At full stretch, cargo volume is comparable to that of the Model Y.
It’s a shame there’s no spare wheel, but tyre repair kits are nothing new for EVs. There’s at least some under-floor storage for the car’s charging cable, which makes up for the absence of storage under the bonnet.
| 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) |
To see how the Subaru Solterra stacks up against the competition, use our comparison tool
What’s under the bonnet?
Powering the Solterra is still a dual-motor electric setup, but with power and torque drastically increased to 252kW and 438Nm respectively. All-wheel drive remains standard, though the capacity of the lithium-ion battery has also been bumped up.
| 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) |
Our week with the car involved a healthy mix of highway commuting, excursions 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.
As for charging, we opted to leave the Solterra to charge slowly overnight on two occasions, and to charge during the working day once. Though we kept the battery above 50 per cent at all times, this method consistently provided more than enough charge to mitigate any range concerns.
To see how the Subaru Solterra stacks up against the competition, use our comparison tool
How does the Subaru Solterra drive?
Once again, the Solterra’s new on-road behaviour is a serious step forward.
Despite its flaws, the original Solterra was generally considered pleasant to drive, given that Tesla was still grappling with less-than-supple ride quality issues at the time. The Subaru may have been down on power and short on range, but the vibe of a traditional combustion car remained.
Now, those same bones are there, yet everything else around them has been upgraded. The most notable enhancement has been the addition of a larger, CATL-sourced battery, which has significantly increased driving range – and not just on the spec sheet.
The old Solterra felt like it had to be on charge permanently to avoid range anxiety. The new 500km-plus driving range is more reassuring, even if it still falls short of the Model Y in top-spec Touring trim.
While the Touring flagship now offers 517km of range (up 103km), we favour the base Solterra instead because it now claims 566km of range – a substantial increase of 152km over its predecessor. Regardless, we found our tester to be fairly efficient.
Consistent across both models is a healthy power bump. Peak output of 252kW makes the Solterra the most powerful mainstream Subaru ever (bar limited-run specials like the 254kW STI S209 from 2019), which seems excessive until you consider the base Model Y RWD makes 255kW, and that the Sealion 7 Performance makes 390kW.
The Solterra’s performance therefore feels appropriate in context, even if it is way quicker than most would ever need. You certainly won’t be using that power for quarter-mile drags, but it’s super convenient to have it on tap if you need to make a quick overtake or shoot up to freeway speed.
It’s backed up by excellent throttle mapping, with no lag or uncertainty. Where some EVs adjust their throttle response depending on the drive mode to create a more docile effect, the Solterra stays the same, making it easy to predict.
Unlike some other EVs and hybrids, the brake pedal also feels ‘normal’. Regenerative and friction braking are combined, as expected, but there’s no sponginess or noticeable switch between the two over the pedal’s travel, again making it predictable.
Additionally, the Solterra features steering-wheel paddles to adjust regenerative braking strength. This is ideal for managing speed downhill, and while it stops short of true one-pedal driving, I found myself using these paddles way more than expected.
The car’s three on-road drive modes don’t have a major impact on driving behaviour either, and, truthfully, it’s difficult to notice the difference between Normal and Eco modes – even from an efficiency standpoint. Still, there’s something primal about seeing the word ‘POWER’ on the instrument cluster, almost encouraging you to give it the beans.
The only issue with the Solterra’s power is torque steer, suggesting a front-biased all-wheel drive setup. Given that its Toyota twin is available in front-wheel drive, this isn’t too surprising.
Fortunately, the Solterra’s steering is direct and has plenty of feedback, while also feeling fairly heavy, making the car feel all the more substantial without compromising manoeuvrability.
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This supports the car’s sporty suspension setup, making it surprisingly capable around turns. It doesn’t boast any cutting-edge damping tech, but its agility inspires confidence, provided you’re not too heavy-footed with the accelerator.
The trade-off is a firm ride in normal driving, with just a touch more bounciness than we’d like. This doesn’t ruin the car but it’s still something that we feel could use an extra layer of polish, perhaps even some time spent on local testing and chassis tuning.
Visibility and general layout could also use some finessing. The Solterra’s instrument display pokes high above the dashboard and blocks vision of the ground directly in front of you, so you can only see the edge of the bonnet by leaning forward.
Like the compromised steering wheel/screen arrangement, it’s something done differently for no apparent reason beyond aesthetics. That said, there’s a strong suite of safety tech to lend a helping hand.
There’s a convenient button on the centre console to bring up the car’s camera views on a whim, and using the surround-view system helps massively when navigating tight carparks.
We also found the car’s adaptive cruise control system, incorporating lane centring, to be reliable and well-calibrated, and the car has no real issues matching traffic on the highway. It only hiccups around tighter bends, where it’s hesitant to apply much steering lock and slows down by 10km/h or so.
Unfortunately, and as seems to be becoming a trend with newer Toyota and Subaru products, the driver monitoring system is more reactive than we’re used to. It’d be wrong to call it incessant, and while we understand it’s there to enable more advanced safety systems if the driver becomes unresponsive, it’s not 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 comparison tool
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
Two-tone exterior paint is available only on the top-spec Touring, which also brings leather-accented blue and black interior upholstery. This costs an extra $1500.
Additionally, two accessory charging packs are available across the range. These comprise a single-phase charger bundle ($2250) and a three-phase charger bundle ($2645).
To see how the Subaru Solterra stacks up against the competition, use our comparison tool
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 comparison tool
How much does the Subaru Solterra cost to run?
Like its wider Australian range, Subaru backs the 2026 Solterra with a five-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first.
| 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 |
For context, Tesla doesn’t service in the same way as other brands, so there’s no pricing or scheme to compare against. It did, however, increase its warranty to five-year, unlimited-kilometre coverage for 2026. That’s up from four years or 80,000km.
Toyota also has yet to announce service pricing for its updated bZ4X. Therefore, we can only accurately compare Solterra aftersales costs against the BYD Sealion 7.
Over five years, the base Sealion 7 will cost $1757 to service, averaging $354.1 annually, while the Performance costs $2019, averaging $403.8 annually.
To see how the Subaru Solterra stacks up against the competition, use our comparison tool
CarExpert’s Take on the Subaru Solterra AWD Touring
The Solterra has finally been brought up to speed with modern EVs – better late than never.
Where the old one was clearly underdone, it feels as if Toyota and Subaru have now kicked themselves into gear. Maybe they want to be taken seriously in the EV market after all.
Our key complaints with the old Solterra have been directly addressed, and it’s impressive that such significant upgrades have – unusually – been sweetened by such hefty price cuts. That does raise interesting questions for owners of the old model, but it at least feels like an indirect admission that mistakes were made.
As for the car itself, it still doesn’t quite match the Model Y overall, and it’s impossible to argue that its Chinese competitors don’t still offer better value for money. The difference now is that the Solterra might actually be considered a real alternative.
If you want an EV that feels somewhat traditional but still offers an interior that’s meaningfully different, interesting, and premium-feeling, while also bringing strong power and competitive driving range, the Solterra is now that car.
It’s become a much more convincing all-rounder than it was before, and one that’ll be easier to adjust to than a Tesla if you’re coming from an older petrol car – especially if that car is a Toyota or Subaru.
Of course, it still isn’t perfect. The driving position and instrument display placement 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. Pricing and standard equipment discrepancies also suggest that the Touring isn’t the pick.
Instead, our recommendation is as follows. If you want an electric SUV that isn’t a Tesla or Chinese, the base front-drive bZ4X is a safe choice, but the entry-level Solterra is the sweet spot in the four-car Toyobaru EV range, thanks to its pricing and all-wheel drive.
All up, we’re impressed by the strides Subaru and Toyota have taken here. If the latest Solterra is anything to go by, the upcoming EVs from both Japanese automakers may well be worth keeping an eye on.
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