Hi, I'm John Davis and this is MotorWeek !

First, we're taking stock of the Subaru Solterra's first big update... Then, Stephanie Hart on how technology makes driving accessible to those in need... Logan McCombs eases us into at-home brake work... And, we'll soldier on with the latest Land Rover Defender 110... So, come drive with us, next!

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JOHN: It was the Solterra that started Subaru's all-electric journey back in 2023.

And over the last three years it's been joined by quite a pack of travelling companions as Subaru has rapidly expanded their EV profile.

But, they haven't forgotten about the original, giving the Solterra a comprehensive makeover for 2026, so let's get plugged into all that's new with this Subaru.

♪ ♪ We're very familiar with Subaru's Solterra EV, having tested multiple versions since it launched in 2023 and even drove one for a full year as part of our long-term fleet.

So, we already know it hits that EV sweet spot where affordability, practicality, and capability all come together.

Well of course, now that Subaru has made significant updates for 2026, we're back behind the wheel to see if it still hits the bullseye.

The most significant update is range which sees a meaningful increase from a max of 227 miles to 288, with our Touring XT tester officially rated at 278.

In our initial drive loop, we were on pace for well above that at 292 miles, so we ran a second loop to verify and that one came in almost right on the mark at 277 miles.

That additional range comes by way of increased battery capacity, growing from 72.8 kilowatt hour to 74.7.

They've also upgraded the onboard charger to 11 kilowatt, with a NACS charge port now standard.

One hundred fifty kilowatt DC fast charging will replenish the battery to 80 percent in about 30 minutes.

At the same time, they've also upgraded both of the motors that make up the standard all-wheel-drive system from 80 kilowatt to 87 to produce 233 horsepower.

XT's get an even bigger upgrade for the front motor, delivering a total of 338 horsepower.

And it made a huge difference at our test track where our XT hit 60 in just 4.5 seconds-- that's almost two seconds quicker than before...and ran through the quarter-mile in 13.1 seconds at 102 miles per hour.

It felt very strong at launch, chirping the tires a bit before rocketing off the line with authority.

Power flow stayed strong and consistent until just before the end of the quarter-mile as we hit 100 miles per hour, at which point power delivery dropped off significantly.

Even with 8.3 inches of ground clearance, the Solterra performed quite well in our handling course too.

Subaru also has tweaked the power steering response and suspension tuning for '26, and again the results were noticeable.

The low center of gravity helped the car feel very planted and all-wheel-drive provided plenty of grip.

Body roll was moderate, and some very good steering feel allowed us to quickly get a smooth rhythm established through the cones.

In panic braking runs, the pedal was nice and firm right from the get-go, but we could really feel the ABS working both through the pedal and the steering wheel.

Stops were straight and consistent, averaging a fine 115 feet from 60.

As for exterior changes, the front fascia gets tweaked with a new bumper design, plus, new signature lighting elements including an illuminated Subaru six-star logo.

There's also a fresh take for the fender trim which can now be color-matched with the rest of the body instead of black.

While out back, trim, lighting, and badging have all been updated.

Inside, the central touchscreen has been expanded to 14 inches, and there's a new dual charging pad setup in the console.

The front seats are still some of the most comfortable in the Subaru lineup, and the back seat remains plenty spacious for adults.

Cargo space stays great too, 23.8 cubic-feet behind the 60/40 split rear seats and 63.5 with them folded flat.

Through all the changes, the Solterra has become even more efficient, now using just 29 kilowatt hour of electricity per 100 miles.

And these days Subaru has certainly become quite the responsible citizen, though that wasn't always the case.

Looking back at some of the more memorable Subaru's we've tested over 45 years of MotorWeek , 1982's BRAT quickly comes to mind.

This small truck was way ahead of the game when it comes to unibody pickups, and its unique bed-mounted seats allowed it to be classified as a passenger car to avoid higher truck tariffs.

But, it only lasted until 1987 here in the States.

We were also big fans of the rebooted version known as the Baja when it arrived in 2003 as a much more responsible 4-door, but that one only lasted four years.

The latest Solterra starts at $39,945, which is about six-grand less than when it first went on sale.

It's a significant jump up to the XT which begins at $44,345, though even that's still less than the original.

For 2026, Subaru has done a great job of taking an already appealing entry-level EV SUV and making it even better with increased range, more features and better style.

Oh, and did we mention it's way faster?

All of that makes it an even better daily driver value than ever.

♪ ♪ JOHN: More than 18,000 wheelchair-accessible vehicles were sold in the U.S.

in 2024.

They allow those with disabilities the independence of the open road that the rest of us take for granted.

And as Stephanie Hart now reports, improved technology makes driving easier and more enjoyable for those that use these vehicles than ever before.

♪ ♪ STEPHANIE HART: For most of us, getting into a car is second nature.

But for those who drive adaptive vehicles, like this one, there's much more to consider.

Still, advances in technology have come a long way compared to, let's say, 30 years ago, and they keep getting better, providing independence for those who rely on these vehicles.

MIKE HUDDLESTON: I was diagnosed with this condition when I was about 16 years old, and it's progressively regenerative, so I began using this power wheelchair at the age of 52.

STEPHANIE: Now, 10 years later, physical therapy keeps Mike Huddleston strong.

Driving to and from appointments, he's grateful for his adaptive vehicle which has enhanced his quality of life.

MIKE: To drive, I have a locking mechanism, it's called a Q-lock, and I have a pin installed underneath my wheelchair.

I just pull in, lock, put the seat belt on and go.

♪ ♪ STEPHANIE: How has this made your life overall easier?

MIKE: If I need to get up and go somewhere, I get up and go somewhere.

So, I think that's 90 percent of it, if not more.

(chuckles) It's just having the ability to do what I need to do, when I need to do it, without having to rely on other people.

I use what is called a "push and rox" system.

You push for the brakes and rock back for the-the accelerator.

That's controlled with my left hand and I steer with the right hand.

STEPHANIE: High tech features like advanced hand controls are in high demand, as are others, according to mobility expert Hannah Goldbeck.

HANNAH GOLDBECK: Some features that are really, um, popular and sort of "must haves" on these vehicles: One, of course, the automatic ramp; you push the button and it deploys.

No bending, no lifting, it's a much faster process.

Um, a second feature that a lot of these vehicles have is called a kneel system, and it actually compresses the rear suspension of the vehicle, and it takes that ramp angle and lowers it down, makes it less steep.

If you're pushing someone in a wheelchair, it's easier.

If you're wheeling yourself in a wheelchair, it's easier.

And customers really want the wheelchair straps that are self-tensioning.

They're called auto retractors.

You loop them onto the frame of the wheelchair and they self-tension.

No cranking, no ratcheting.

You loop it and go.

It's very easy.

STEPHANIE: And what's the benefit of that?

HANNAH: The benefit of that is that it reduces the time to get situated in the vehicle.

You can be out the door and, in the vehicle, and on the road in about two minutes.

Previously, it might take five, up to 10 minutes to get situated.

STEPHANIE: Decades ago everything was manual, so getting behind the wheel of an adaptive vehicle took longer, was often complicated and, on top of that, you needed someone with you most of the time.

Next generation technology has certainly transformed the entire mobility industry.

And it's important for people to realize the OEMs don't install this equipment themselves.

They work with conversion manufacturers to transform the vehicle.

HANNAH: Exactly.

They work with companies like, Braun Ability and Vantage Mobility who take the chassis direct from, say, Toyota and they have their own manufacturing plants.

They strip the inside, retaining all those original components to the side.

They build a brand-new floor.

They lengthen the AC lines.

They modify the door openings, and then they add all the accessible equipment and put everything back as close to OEM as possible with all the new features.

STEPHANIE: A very lengthy and thorough process.

HANNAH: It is.

It can take four to six weeks for each vehicle depending on how the timeline is moving at the company.

STEPHANIE: There's no denying the tech is life changing, but it can be expensive.

However, loans and grants are available, which is especially helpful since health insurance doesn't cover these types of vehicles or any of its equipment.

While, it is pricey, many agree the freedom is priceless.

MIKE: People within the disability community, they just want to make a contribution; they just want to live their lives.

They don't want to be a burden to anybody else if they can, they want to have independence, they want to contribute to this life just like everybody else.

This vehicle allows me to do that and I appreciate that opportunity very much.

JOHN: For most of us, servicing our car's brakes is a bridge too far.

But, with the right tools and a little patience, it's a very manageable "do it yourself-er."

For the proper know-how, lets stop and listen to Logan McCombs on MotorWeek's "Your Drive."

(engine starts up) LOGAN MCCOMBS: Replacing your own brake pads, rotors, or even calipers is a great way to save some dollars and keep your car safe on the road.

You can do this job right in your garage or driveway in just a couple of hours.

There's a ton of tutorial videos online, showing the specific processes for most vehicles, so take a few minutes and watch before you wrench.

Here's a few tips to get you started.

Always support your car with one or more jack stands.

Never work under a vehicle that is supported by only a jack.

In most cases, there are two bolts holding the caliper to a bracket.

Remove these and hang the caliper by hooking it to a spring or suspension piece so you don't put stress on your brake line and have to replace that too.

Your new brake pads may come with clips, and shims or wear indicators that need to be installed in the carrier bracket.

Take note of how these pieces are oriented or take pictures for reference, and install these in the same position as the old ones.

Coat the shims and the back of the pads, and anywhere where there's metal-to-metal contact, lightly with brake caliper lubricant.

Before the caliper will fit over the new, thicker brake pads, you'll need to retract the pistons into the caliper by forcing the brake fluid back into the lines and master cylinder.

There are tools just like this to make that job much easier for you, or you can just use a block of wood and a C-clamp, too.

Be sure to remove the caliper slide pins, just like that, and re-grease them before you put them back into the brake caliper bracket.

Now, you always want to make sure that the rubber boots are completely clean, so that you want to keep out all of your dirt and water so that they don't rust.

If you're replacing the rotor or caliper, apply anti-seize to the hub surface where it meets the rotor.

Don't go crazy with this stuff; a little goes a long way, and it will make a mess when, not if, you get any on you.

Be sure to clean the surface of the rotor on both sides with brake clean to remove the factory protective coating.

When it's time to re-assemble the bracket and caliper bolts, they will need to be torqued to a specific number of foot-pounds.

A quick online search should give you the right specs or check your owner's manual.

If you don't own a torque wrench, many auto parts stores have loaner tools available for a nominal fee.

Dare to DIY!

And if you have any questions or comments, reach out to us, right here at MotorWeek .

♪ ♪ JOHN: This Pontiac Aztec certainly doesn't look like anything else on the road.

This sport-recreation vehicle may be related to the Montana minivan and Grand Prix sedan, but the Aztec takes Pontiac's already aggressive look to a whole new abstract level.

And with the rear seats flipped and folded, it's larger than any compact or midsize SUV.

It sports cargo nets, 12 tie-downs, or this optional slide-out cargo tray with handy compartment, fit for grocery bags and hiking boots.

There's lots of small item storage, including the GT's removable console cooler and carry-away front door utility packs.

Ten-speaker, 190 watt Pioneer speaker system designed for good sound inside and outside with these rear controls and speaker units.

JOHN: Our Road Test team is taking five.

That's just enough time for a QuickSpin.

♪ ♪ JESSICA RAY: A recent trip to Texas provided us with an opportunity to catch up with some Ram pickups we were yet to sample: One light-duty and one heavy-duty.

First, the 2026 Ram 1500 Rebel X. This is an elevated version of the 1500 Rebel, featuring specially trimmed leather upholstery, paddle shifters, a special console badge and more.

That's added onto an already well-equipped truck; standard Rebel equipment includes a one-inch suspension lift with Bilstein components, extra skid plating, tow hooks, and an electronic locking rear.

The Rebel X is powered exclusively by the standard-output Hurricane 3.0 liter turbo-I6, rated at 420 horsepower and 469 pound-feet of torque.

ALEXANDER KELLUM: So, as you can tell, the Rebel X is a largely cosmetic affair.

It's not like this is getting a lot of extra off-road equipment.

You do get the Rough-Road Cruise Control, works up to 20 mph and, like a cruise control, it limits your speed or controls your speed, but it'll also adjust the steering weight to make it a little bit easier to follow your line.

That's a really nice feature to have.

Do I think it's necessary?

No, but it's cool when they come up with things like that.

JESSICA: All said, a Rebel X will start around $75,000, a little more than the Rebel's $68,000.

Next, we stepped up into the 2500 HD's new Lunar Edition, available on Power Wagon and Rebel grades.

Another appearance pack, the Lunar upgrade is technically just a $2,000 option, but with all necessary packages, both will start around $90,000.

They feature a muted gray and black color scheme, contrasted inside by Copperhead Orange stitching.

Beyond that, the Lunar Edition drives as well as any other Ram 2500 Rebel; that is, comfortable on the highway and adept at tackling the trail.

The Rebel Lunar Edition's 6.7 liter Cummins high-output turbo diesel generates 430 horsepower and 1,075 pound-feet of torque, perfect for camper and toy hauling.

That was all Ram had for us down in Texas; we'll be back with a preview of the upcoming 2027 Ram 1500 TRX SRT, and more QuickSpins, soon!

♪ ♪ JOHN: If you own a European car, you have this man to thank, "Max Hoffman: Million Dollar Middleman."

That's the name of this "Must Read" by Myles Kornblatt.

It was Max Hoffman who brought brands such as Alfa Romeo, BMW, Fiat, Jaguar, Mercedes-Benz and Porsche to the U.S.

through his New York dealership, which quickly grew to include multiple showrooms around the city and eventually led to nationwide distribution to a rapidly growing number of import dealerships all across the country.

But Hoffman was far more than just a salesman, helping many of those brands along the way to develop cars that he knew would be hits here in the American market.

JOHN: In our increasingly AI generated world, there's also been a renewed search for authenticity.

Well, when it comes to the SUV world, it doesn't get much more authentic than the Land Rover Defender.

This wandering wildebeest has arguably conquered more territory than any other SUV in the world.

So, let's find out how the latest Defender takes to the mean streets of the Mid-Atlantic.

♪ ♪ It says a lot about the Land Rover Defender that it has been around since the 1980s and is only now in its 2nd generation.

Its first gen lasted for more than three decades, and then after taking a few years of sabbatical in the 2010s, this globetrotter was reborn for 2020.

And much like the original, these last six years have seen relatively minor evolutions rather than major revolutions, bringing us to our 2026 Defender 110.

You can trace its basic shape all the way back to the original Land Rover of the 1940s, but the Defender really came into its own in the 1990s.

In our Road Test of this '93 model 90, we didn't find any leather or a CD player inside, but we did conquer all the rugged terrain we could find in western Wyoming.

These '90s Defenders are bringing some big bucks today regardless of condition.

Today's Defender is available in three sizes, a 2-door 90, a 3-row 130, and this Goldilocks 110 in between.

Detail changes have happened since it arrived in 2020, mostly new headlights and minor material and color adjustments for the front fascia and patterns used for the hood and fender vents.

In back, the LED taillights are now flush mounted.

It all looks great, but the amount of plastic makes us wonder just how much abuse these things are really built to take if used as the Land Rover gods originally intended.

Wheel styles and sizes have been updated, most coming with 20s but up to 22s are now available.

Going anywhere and doing anything is what these square bodied brutes have always been about.

And, indeed, they remain as capable as ever with plenty of ground clearance and suspension travel, plus, Terrain Response 2 making the hard decisions for you regarding traction management.

Originally launched with just a 2.0 liter turbo-4 and 3.0 liter I6 as your only engine options here in the U.S., this supercharged 5.0 liter V8 joined the lineup in 2022.

And, if you've never driven one with the V8, you probably wouldn't think you need it as both the four and the six are perfectly adequate.

But, once you've experienced it, it's the only way you'll want your Defender.

This P500 version's 493 horsepower and 450 pound-feet of torque are a bit shy of the P525's 518 horsepower, but man is it beautiful to listen to.

Trust us when we say, you'll be looking for any opportunity to go wide open throttle to hear this thing bark through the sweet-looking quad exhaust setup.

While doing just that at our test track, we ripped to 60 in just 5.0 seconds.

There was a huge amount of weight transfer off the line, with plenty of grip to start putting that power down.

Gear changes in the 8-speed automatic were forceful without being abrupt, keeping power flowing consistently.

But alas, aerodynamic efficiency is not a strong point here, so despite the constant feeling of unrelenting power the whole way down the track, the quarter-mile took 13.3 seconds to complete, still finishing at 106 miles per hour.

Considering this vehicle's priorities are not pavement related, it handled our cone course with relative ease.

Dynamic Mode noticeably firmed up the suspension and the amount of feel through the steering wheel keeps you well connected with what's going on.

Braking performance was more than adequate, bringing us to smooth and stable stops from 60 in just 108 feet, with a minor bit of fade only showing up after multiple runs.

(SUV whooshing by) Even if "being on safari" is not part of your lexicon, you'll find much to like about the interior of the latest Defender.

It's a far cry from over-the-top Range Rover opulence, but we feel it's the perfect take on rugged luxury.

We felt right at home.

The biggest change to happen inside since 2020 is the infotainment screen's significant growth spurt that required it to move out from its in-dash location to current presentation well in front of the dash.

Going the V8 route is obviously a pricey proposition, adding $23,900 to our X-Dyanmic SE's $77,050 starting point, but the frugal-minded can get into a perfectly respectable Defender 110 for as little as $65,350.

It's hard to say whether this 2nd gen Defender will attain the legendary status of the original.

But it is ruggedly modern, easily manages everything it was built to do and more, and does it all better and more beautifully than ever.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time for an overlander's dream, the INEOS Grenadier, then enter the cockpit of the updated Honda Pilot.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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Learn more at AutoValue.Com and BumperToBumper.Com.

We're Tire Rack.

We test tires, then share our results.

We stock over a million tires.

We offer multiple installation options.

We do this because we believe tires matter.

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