The electric three-row SUV segment has, until now, been a study in compromise. Buyers traded gasoline power for zero-emission motoring, but often accepted muted acceleration, anonymous styling, and a perceived step down in capability from their gas-guzzling predecessors. Subaru’s answer to this conundrum is the 2027 Getaway, a vehicle that doesn’t just enter the fray—it arrives with a declaration. This isn’t a gentle, efficiency-first people-mover. It’s the most powerful Subaru ever built for the road, a 420-horsepower, dual-motor all-wheel-drive appliance that promises to inject genuine verve into the family EV crossover space. And while its bones are shared with the upcoming Toyota bZ Highlander, the Getaway’s soul is unmistakably, defiantly Subaru.
Engineering a Performance Ethos in a Family Hauler
Let’s address the platform elephant in the room immediately. The Getaway and the Toyota Highlander are corporate twins, born from the same TNGA-K platform partnership that gave us the Solterra and bZ4X. Shared stampings, a common skateboard chassis, and near-identical core dimensions mean the fundamental packaging is identical. But Subaru’s engineers, tasked with differentiating their product, made a single, monumental decision that redefines the entire vehicle: power. Where Toyota will offer a 221-hp front-wheel-drive base model and a 338-hp dual-motor AWD upgrade, Subaru has drawn a line in the asphalt. The Getaway launches exclusively with a 420-hp dual-motor AWD system. This isn’t a trivial power bump; it’s a 24% increase over Highlander’s top offering and a 90% leap over its base engine.
What does this translate to on the road? Subaru estimates a 0-60 mph sprint in under 5.0 seconds, with some projections pinning it at 4.8. For context, a Tesla Model X Plaid this is not, but in the context of a three-row SUV weighing an estimated 5,500 pounds, it’s nothing short of sensational. The minivan’s lethargic launch and the crossover’s hesitant merge onto the highway become relics of the past. This powertrain choice is a direct manifesto: Subaru buyers may love the outdoors and practicality, but they also expect a connected, engaging drive. The brand’s famed symmetrical all-wheel-drive system, here tuned for a front-rear torque split that prioritizes rear-biased balance, ensures that brutal acceleration doesn’t come at the expense of the predictable, planted feel Subaru owners cherish. It’s a technical tightrope walk—delivering sports car-like shove in a vehicle designed for soccer practice and camping gear—and Subaru claims to have walked it perfectly.
The Battery and Range Equation
Feeding this potent dual-motor setup is a 95.8-kWh lithium-ion battery pack, optional on the Highlander but standard on the Getaway. This larger capacity is a direct contributor to the robust power output and is a key differentiator in the spec sheet war. The EPA-estimated range comes in at “slightly more than 300 miles,” with Subaru quoting approximately 305 miles. This is a realistic, if not class-leading, figure when stacked against the competition. It trails the highest-range three-row EVs but is a commendable achievement given the performance envelope and battery size. The trade-off for that extra punch is a modest range deficit compared to the Toyota’s projected 320 miles, but for the target driver, the calculus is clear: a few miles less range for a half-second quicker 0-60 time and a perpetual grin.
Charging, however, reveals a familiar Subaru conservatism. The maximum rate is 150 kW, allowing a 10-80% charge in about 30 minutes under ideal conditions. In an era where 350 kW is becoming table stakes for premium EVs, this is a sore point. The inclusion of a native NACS port for seamless access to Tesla’s Supercharger network is a masterstroke, instantly solving a major ownership pain point, but the speed limitation feels like a missed opportunity. Future variants will also offer the Highlander’s smaller 77.0-kWh pack, presumably for cost-conscious buyers who prioritize lower entry price over maximum range or performance.
Design: Subtle Signatures and Purposeful Proportions
Differentiation in a badge-engineered world is a delicate art. Subaru’s approach with the Getaway is one of subtle, purposeful tweaks rather than a full redesign. From the front, the signature six-LED accent lights—a clear evolution of the Solterra’s lighting signature—replace the Highlander’s full-width light bar. These aren’t just for aesthetics; they pulse to indicate charging status, a clever bit of user communication. The lower bumper and grille texture are unique, lending a slightly more rugged visage.
The profile tells the real story. The Getaway shares the Highlander’s “wagon-like” silhouette, a conscious break from the boxy SUV norms, but Subaru has tuned the details for its audience. The roof rails boast a higher load rating, a direct nod to the brand’s core outdoorsy demographic who will actually strap kayaks, bikes, or cargo boxes to the top. The available wheel size maxes out at 20 inches, whereas Toyota offers 22s. This is a deliberate choice: Subaru prioritizes tire sidewall for comfort and off-pavement durability over big-wheel curb appeal. The funky fin detail on the front door remains, but the Getaway’s exclusive green and purple paint options (think deep forest and twilight hues) provide a splash of personality absent from Toyota’s more conservative palette.
Out back, the differentiation is sharper. The Getaway’s taillights are split by a prominent “SUBARU” wordmark, and the reversing lights are rectangular units lower in the bumper, avoiding the Highlander’s triangular units. It’s a cleaner, more integrated look that reinforces brand identity at a glance. The overall length is 198.8 inches—2 inches longer than the Ascent—but the wheelboard stretches to 120.1 inches, over 6 inches longer than the gas-powered flagship. This long-wheelbase, short-overhang design maximizes interior space and contributes to a stable, planted ride, a core tenet of Subaru’s chassis philosophy.
Interior Sophistication With a Practical Edge
Step inside, and the Toyota influence is undeniable. The dashboard architecture is a shared masterpiece of modern design: a towering 14.0-inch touchscreen (running a Toyota-sourced interface) flanked by a 12.3-inch digital driver’s display. The materials are a significant leap from previous Subaru and Toyota EVs, with soft-touch surfaces and a more cohesive, stylish layout. But the devil is in the details, and here Subaru makes its mark.
The most significant upgrade is the availability of genuine leather upholstery. While the Highlander is synthetic-only, the Getaway offers a tasteful, perforated leather option that elevates the tactile experience. The second-row captain’s chairs are an option on both, dictating six- or seven-seat capacity, but Subaru makes power-folding third-row seats standard. On the Highlander, this crucial family feature is a cost option. For the parent wrestling with seat belts and squirming kids, this is a huge daily usability win. Other thoughtful touches include dual wireless charging pads cleverly located beneath the screen, USB ports for all rows, and a sophisticated overhead lighting system. The top-trim model we previewed featured an electrochromic glass roof (a.k.a. “magic tint”), heated and ventilated front and second-row seats, and heated third-row seats—all wrapped in that striking green leather. The ambiance was less “tech lounge” and more “adventure-ready command center,” perfectly aligned with Subaru’s brand ethos.
Technologically, the suite of driver-assist features is comprehensive: automatic emergency braking, lane departure warning with steering assist, adaptive cruise control, and lane change assist. It’s the expected, and now industry-standard, safety net. The infotainment, while improved, still relies on Toyota’s software, which lacks the sheer intuitiveness of some domestic rivals but is functional and now supports native Apple CarPlay and Android Auto.
Positioning: The Performance-Practicality Crossover
The 2027 Getaway exists in a fascinating strategic sweet spot. Its primary competitor is, inevitably, its corporate sibling, the Toyota bZ Highlander. Here, Subaru’s play is clear: for a few thousand dollars more (estimated low-$60,000s vs. Highlander’s lower-$50,000s), you get a substantial power increase, a larger standard battery, standard power-folding third rows, leather, and a more rugged aesthetic. It’s a value proposition built on performance and premium features, not just brand loyalty.
But the competitive landscape is broader. It must contend with the Kia EV9 and Hyundai Ioniq 5, which offer more radical design, faster charging, and similar space. It must stare down the Volkswagen ID. Buzz, a vehicle with immense cultural cachet and practicality. Against these, the Getaway’s advantages are its AWD system’s reputation, its performance focus, and its traditional SUV styling that doesn’t scream “electric” from every angle. Its weaknesses are the slower charging speed and a less cutting-edge infotainment experience.
Most critically, Subaru must convince buyers to choose it over the Highlander. Toyota’s name recognition in the three-row segment is titanic; the Highlander has been a staple for decades. The Getaway is a new nameplate with no heritage. Subaru is betting that the tangible benefits—the explosive acceleration, the outdoorsy touches, the standard luxury features—will outweigh the Toyota badge’s gravitational pull. It’s a bold bet on substance over symbol.
The Road Ahead: Significance and Challenges
The Getaway is more than a new model; it’s a signal flare. It proves that Subaru understands the EV transition cannot be a race to the blandest, most efficient box. Emotional appeal—the thrill of acceleration, the promise of adventure—must be part of the equation. By making its most powerful road car ever an electric family hauler, Subaru is attempting to redefine what an EV can be for its core customer. It suggests a future where Subaru’s performance legacy (the WRX, the STI) might eventually find its way into electric form, not as a separate niche, but integrated into the mainstream lineup.
The challenges are stark. The stark visual similarity to the Toyota will confuse dealership lot shoppers. The 150 kW charging limit will be a talking point for EV enthusiasts. And the overarching, tepid demand for three-row EVs outside of early-adopter circles remains a market headwind. But if there’s a brand that can sell practicality with a side of passion, it’s Subaru. The Getaway isn’t just an electric Ascent replacement—it’s a statement that the family SUV can finally be fun again. When it hits dealers in late 2026, it won’t just be adding another EV to the showroom. It will be challenging the very premise of what a three-row electric vehicle should be. The pit lane is clear. The green flag is about to drop.
COMMENTS