Subaru E-Outback Review 2025

For years Subaru has been something of an outlier, flying the flag — along with Porsche — for horizontally opposed engine layouts and ensuring almost all of its cars were offered with the extra traction afforded by all-wheel drive. The switch to electric-only power will quickly erode its combustion engine idiosyncrasies as well as making it simpler for any EV manufacturer to offer AWD. In short, the new Subaru E-Outback is going to have to trade on being good rather than different.

First things first, let’s clarify what the E-Outback isn’t — specifically, the flat-four engine from the existing Subaru Outback hasn’t been replaced by an electric drive system. Name aside, there’s little direct correlation between the two models.

Instead, the Subaru E-Outback is its version of the forthcoming Toyota bZ4X Touring — in other words, a longer, taller, estate-like SUV version of the existing slinky-silhouetted Toyota bZ4X and Subaru Solterra twins. Evidently Subaru is hoping to create a greater level of distinction between its pair than Toyota is, although it’s interesting that it’s not using the Trailseeker name for the car in Europe as it is in North America.

Inevitably, much about how the Subaru E-Outback looks inside and out is shared with the Toyota-badged electric SUV, with the greatest differentiation being in the styling of their frontal aspects. They certainly appear more alike than the upcoming smaller Subaru Uncharted and Toyota C-HR+ do in photographs.

Compared with the Solterra — which will also benefit from a facelift and interior makeover around the same time as the E-Outback goes on sale — this new Subaru is both taller and longer, with almost all of the extra growth being concentrated behind the rear seats to increase boot capacity. 

Subaru hasn’t quoted a specific figure for its volume with either the 60/40 split-folding back seats in place or lowered but there’s little reason to suspect that the former will differ from Toyota mention of 600 litres.

That presents a significant advantage over its rival five-seater electric SUVs including the imminently arriving Citroen e-C5 Aircross at 565 litres, the capacious and popular Skoda Enyaq with its 585-litre capacity and the well-priced Vauxhall Grandland Electric which musters 550 litres.

If you plan to tow using the Subaru E-Outback it will manage trailer loads of up to 1500kg, although while its roof rails look substantial Toyota only quotes 70kg for the maximum heft up on top.

Unlike Toyota, Subaru’s plans for the E-Outback appear for it to only be sold in all-wheel drive guise, just as it does with the Solterra. Ground clearance is stated to be 210mm, so it should be capable of off-road driving more challenging than mounting a kerb on the school run. 

Nevertheless, given AWD E-Outbacks have 380PS at their disposal, there’s evidently room for a less powerful, more energy-efficient front-wheel drive model to sit below it should it feel warranted.

Toyota hasn’t quoted much in the way of performance or range data for its AWD version, leaving Subaru to publish the provisional figures. They include a 4.4-second 0-62mph acceleration benchmark — what are the chances of a return for the hallowed WRX label? — and a 279-mile WLTP Combined cycle driving range. 

Sole battery choice for the Subaru E-Outback is a 74.7kWh gross capacity pack which standard on-board chargers rated at 11kW AC and 150kW DC. No recharging times have yet been quoted but they’re unlikely to vary wildly from the Solterra’s slightly smaller battery. Using a 7kW domestic wallbox means 7-8 hours for a 20-80% top up, while the same percentage increase using a public rapid charger takes as little as 30 minutes.

Interior differences for the E-Outback compared with the Solterra — many of which will be ushered in with the updated version of the latter anyway — include a different style of centre console complete with two wireless smartphone charging pads. Above those is a tablet-style 14.0-inch multimedia touchscreen, the bottom corners of which have a pair of rotary dials in order to adjust the dual-zone climate control’s temperature settings with ease. 

Other changes include a different driver’s display screen that’s positioned much further forwards than the multimedia touchscreen, not dissimilar to Peugeot’s i-Cockpit theme, albeit without the shrunken steering wheel. Headroom in the back seats especially should also benefit from the E-Outback’s taller, flatter roofline than the Solterra’s.

Order books for the Subaru E-Outback aren’t expected to open until summer 2026, although if the brand’s usual form is anything to go by customer deliveries are likely to begin straight away. How much it costs remains to be seen but if there isn’t a front-wheel drive version the entry-point is likely to be in the £50,000 region.

Keep this page bookmarked for further news on this spacious new model and for our comprehensive full Subaru E-Outback review in the months ahead.