I have been a big fan of the WRX, but it’s an acquired taste. If you want good comfort and a nice cabin, you have to look elsewhere. The WRX, however, stands as the only manual transmission, rally-bred sedan left. The 2026 Subaru WRX now sells in five trim levels. The base model is priced at a pretty affordable $32,495. Next up is the Premium at just $33,995. But then things start to climb. The Limited is $5k more than the Premium. The GT and tS jump all the way to $44,995. Yikes, a difference of $12,500 and every WRX gets the same 271-hp engine and Symmetrical AWD setup.

At a time when affordable sports sedans are disappearing, becoming automatic-only, or shifting toward electrification, the WRX is wonderfully analog. So, in its bare-bones base trim, is the WRX still convincing? I drove it for a week to find out.

My tester was nearly bone stock. This Base trim is now back for 2026, having been dropped for the 2025 model year. This brings the WRX’s cheapest trim back down below $34,000. In the process, it loses heated seats, rear USB ports, and fog lights. The only option added to my tester was the Galaxy Purple Pearl exterior paint for $395. I would’ve just as well clad it in iconic WR Blue Pearl paint for no additional charge and called it t day.

Exterior & Interior Styling – 7/10

I remember when the current WRX debuted. It incited thoughts of breaking out a torch and a pitchfork. Granted, the generation before it was not looker, but it worked. The current WRX tacked on black plastic wheel-arch cladding and aggressively squared-off bodywork. It looked overdone, like Subaru had Frankensteined previously rejected crossover bits onto their rally sedan. In purple paint, which looks blue in the shade, isn’t as stark anymore. The black plastic cladding and angular fender trim blend in a bit more. It’s kind of grown into the automotive landscape since its debut.

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The dark mesh grille, hood scoop, and muscular haunches look good. These are solid styling elements, but the preponderance of plastic, especially on the rear bumper and the functional aero fenders, take the WRX’s look down a couple of notches. The overall body is legiimately more conventional and more mature, but the preponderance of body cladding adds unnecessary busyness.

The cabin won’t win any awards for looks, but it’s a functional interior that works for a car of this price. There’s a lot of black plastic and cheap-looking fabric on the seats. Don’t get me wrong. It works for the base car just fine, but a Honda Civic has a better cabin than this. Mild flourishes include aluminum sport pedals, contrast seat stitching, faux carbon fiber trim, and a chunky flat-bottom steering wheel.

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There’s some style in the shape of dash trim and door cards, and the seats are two-tone with red stitching. The base model remains pretty, well, basic. Higher trims like the tS get fancier Recaro sports seats, Alcantara suede, and contrasting color trim on the seats, door, and dash. The $12k+ price increase over the base seems like a steep price to pay, but it does add Brembo Brakes, five driving modes, three steering modes, adaptive dampers, and a brake-based torque vectoring system.

Infotainment and Technology – 6.5/10

This is the one feature in the WRX that feels like it doesn’t belong. The size of the screen and the interface are huge distractions. Every trim comes standard with Subaru’s 11.6-inch Multimedia Plus touchscreen, a portrait-oriented display that, unfortunately, bears the brunt of the responsibility of vehicular functions. It dilutes the utilitarian cabin by complicating the user experience. It’s a system whose interface is laggy, complicated, and generally frustrating. The Outback is the sole member of the Subaru linuep that has moved on from this system, except for the brand’s EVs that have benefitted from Toyota collab.

Even the base model provides wireless Apple CarPlay and Android Auto. The system also bundles a six-speaker sound system, SiriusXM satellite radio with a four-month trial subscription plus 360L and Travel Link services, HD Radio, a rear-vision camera, and Bluetooth hands-free calling and audio streaming.

Every 2026 WRX, including the manual-only Base model, also gets Subaru’s EyeSight Driver Assist suite and the DriverFocus distraction-mitigation system as standard equipment, a first for manual-transmission WRX models. The Base trim does trim a few extras compared with pricier WRX trims — namely built-in navigation and a Harman Kardon premium audio upgrade — but the core infotainment and safety-tech package remains identical across nearly the entire lineup.

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Comfort, Space, and Usability – 7/10

Despite its rally leanings, the WRX is actually a usable family sedan, as long as you don’t have to transport tall passengers or traverse rough pavement. The seat fabric in the base trim isn’t especially nice, but it is grippy and keeps you in place during spirited driving. The seats are also supportive and well-bolstered. The back seats provide 36.5 inches of legroom, up 1.1 inches from previous generation. That might not seem like a lot, but it’s enough to elevate the comfort. Headroom gets chopped by 0.4 inches, though, so it could invade on those with long torsos, large heads, or tall hair.

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Ride comfort has never been a WRX strong point, and this generation is no different. It’s firm but doesn’t feel harsh. If you want improvements in this department, you have to upgrade and spend $12,500 more to get the adaptive dampers in the WRX tS. Cabin storage is decent. Good door pockets, and open binnacle in front of the shifter, and open cupholders make small-item stowage pretty easy. The trunk provides 12.5 cubic feet of cargo space. I threw in six grocery bags and three backpacks without a problem. The opening is wide at the top and narrow at the base, but the load floor is nice and flat.

The Driving Experience – 8.5/10

The WRX’s turbocharged 2.4-liter flat-four engine is a capable mill delivering 271 horsepower and 258 lb-ft. of twist. Its horizontal layout keeps the engine’s center of gravity low, while the larger-displacement turbo four offers stronger midrange response than the older 2.0-liter unit used in the previous-generation WRX. That difference is palpable, and the power delivery feels smoother while still providing the kind of spontaneous shove WRXs are known for. 0-60 mph happens in the mid-five second mark. It pulls willingly, responding quickly to downshifts.

The car’s performance is unquestionable, and it hangs on beautifully in the corners. Body roll is minimal, and the WRX feels balanced and predictable. It’s less dramtic than the last WRX. There is less of the old-school turbo surge, and engine sounds are on the quiet side for a rally-bred sports sedan. It’s less angry but more well-rounded than before. Steering is light, and it only has a modicum of feedback. It has enough low-end strength to make city driving and highway passing easier, but it all feels just a little more civilized.

The six-speed manual transmission remains the enthusiast’s choice. The clutch is light, the shifts are long-ish, and the action is not as crisp or mechanical as versions found in the Honda Civic Si or the Mazda Miata, but I count it as a win that this still exists. The cheapest WRX removes the sticker shock of the higher trims while providing nearly the same performance.

Final Verdict – 8.0/10

The WRX Base is a small family sedan that delivers just the right amount of family practicality for those who want inclement weather chops and a manual transmission. Yes, there are some compromises with the annoying tech, firm ride, and cheap interior. For a little over $34 grand all in, it’s hard to argue against it because you can drive the family and still drive it like hell when you’re going solo. The WRX Base removes the sticker shock of the higher trims while providing nearly the same performance.

Reliability and running cost are separate measurements, and this pairing shows how sharply the two can diverge. If you plan to sell inside five years, Subaru’s stronger reliability ranking may matter more. If you plan to keep the car well beyond the warranty period, Honda’s lower ownership cost matters more.

Key Differences At A Glance

Subaru

• Twentieth of 29 brands on Consumer Reports’ ten-year maintenance and repair cost
• Crosstrek named Most Dependable Small SUV in the J.D. Power 2026 Vehicle Dependability Study
• Two open recall campaigns covering more than 600,000 vehicles
• Standard all-wheel drive across the range

Honda

• Eleventh of 29 brands on the same ten-year cost measure, nine places ahead of Subaru
• No model-level award in the 2026 dependability study
• Front-wheel drive standard, all-wheel drive optional on most models
• Narrower hybrid lineup, all of it on high-volume models

Consumer Reports places Subaru second and Honda fourth in its 2026 predicted reliability ranking, a two-place gap covered in our four-brand Japanese reliability comparison.

Three Measures, Three Different Questions

The word reliability covers at least three things that get quoted interchangeably, and this comparison turns on the difference between them.

The cost figure is the one most often mistaken for a reliability score. Consumer Reports asks members for total maintenance and repairs together, which folds oil changes, tires and scheduled servicing into the same number as failures. A car that rarely breaks can still land high on that list if the routine work costs more. Standard all-wheel drive also gives Subaru more driveline hardware than a front-wheel-drive Honda, although the Consumer Reports data does not show how much that contributes to the cost gap.

The two studies also look at different vehicles and ownership periods. J.D. Power’s study looks only at 2023 model-year vehicles after three years, so its results describe the outgoing versions of both lineups rather than what is in showrooms now.

The Ownership Cost Gap Is Nine Places Wide

Consumer Reports asks members what they paid out of pocket for total maintenance and repairs over the previous twelve months, then reports cumulative costs for years one through five, years six through ten, and the ten-year total. The current figures come from its 2025 Annual Auto Surveys. Collision repair is excluded, as is any adjustment for inflation or tariffs, so the ranking measures relative cost between brands rather than what a repair will cost next year.

Ranked by ten-year cost across 29 brands, Honda comes eleventh. Subaru comes twentieth, behind Kia, Chrysler, Jeep, Lexus, Cadillac, Volkswagen, Acura and GMC, and ahead of only Ram, Infiniti, Mini and the European luxury brands. Buick and Lincoln are the two cheapest, and Consumer Reports attributes their position to domestic parts costing less when repairs are needed.

Costs rise sharply once the warranty and any complimentary maintenance period expires, which for both Subaru and Honda means the second half of that ten-year window. Neither brand has a nationwide complimentary scheduled-maintenance program, so the comparison between them is not distorted the way it is for Toyota, Nissan and BMW.

Where The 2026 Problems Actually Come From

The J.D. Power 2026 U.S. Vehicle Dependability Study surveyed 33,268 original owners of 2023 model-year vehicles across 184 problem areas. The industry average worsened by 2 points to 204 problems per 100 vehicles, the highest count since the study was redesigned in 2022.

Almost none of it is mechanical.

• Infotainment was the worst of the nine categories at 56.7 PP100, followed by exterior at 27.5
• Four of the top five industry problems involve connecting a phone to the car
• Android Auto and Apple CarPlay connectivity led the industry for a third consecutive year at 8.9 PP100
• Bluetooth (5.5), wireless charging pads (5.1) and OEM app connectivity (4.7) bring the phone-related total to 24.2 PP100, nearly half the infotainment category

Software updates made things worse rather than better. Forty percent of owners received one in the previous twelve months, and of those, only 27% said it improved the vehicle while 58% noticed no difference at all. Sixty-three percent of those updates were delivered over the air, and they produced close to a 14% increase in problems, worth 2.5 PP100.

This matters for the Subaru and Honda comparison because it moves the question away from engines. Neither brand’s powertrain engineering is what the modern dependability score is measuring. Screen behavior and phone pairing are, and that is a software problem both brands are still solving.

The Only Award In This Comparison Went To The Crosstrek

Neither Subaru nor Honda placed in the top three of either brand segment. Lexus led the premium field at 151 PP100 and Buick led the mass market at 160.

Subaru of America announced the Crosstrek was named Most Dependable Small SUV in America, arriving after a third consecutive J.D. Power Residual Value Award in the same segment. Subaru also cites Experian data showing 97% of Crosstreks sold in the past decade remain on the road.

Toyota Motor Corporation took the most model-level awards with eight, including the top model overall in the Lexus IS, and General Motors took four. Neither Honda nor Acura appears among the recipients J.D. Power named in its release.

The Crosstrek result is worth reading narrowly. It covers 2023 model-year cars after three years, so it describes the outgoing generation rather than the 2026 car with its new hybrid option, and it says nothing about the rest of the Subaru range.

Two Open Subaru Recalls

Subaru is recalling 541,237 vehicles in the United States over an incorrect Gross Axle Weight Rating printed on the federal certification label, covering certain 2026 Crosstrek Hybrid, 2025 to 2026 Forester and Forester Hybrid, and 2019 to 2026 Ascent models. Owner letters are scheduled for late August 2026. No mechanical repair is involved, no crashes or injuries have been linked to it, and the remedy is a corrected label.

A separate campaign covers 69,663 Foresters for a moonroof glass panel that may detach. That one does require dealer inspection and is the more consequential of the two despite the far smaller number of vehicles.

Recall volume is a poor proxy for reliability in either direction. A label error affecting half a million cars carries less owner risk than a detaching glass panel affecting one seventh as many.

Which One Is For You

Subaru holds the better survey position and the only model award in this pairing. Honda holds the cheaper decade. Neither result undercuts the other, and which one governs the decision depends entirely on how long the car stays in the driveway.

Sources: Bureau of Labor Statistics Consumer Price Index for July 2026, released 12 August 2026, and Bureau of Transportation Statistics Transportation Consumer Price Index for July 2026; J.D. Power 2026 U.S. Vehicle Dependability Study press release, 12 February 2026, jdpower.com; Subaru of America media release, 17 February 2026, media.subaru.com; Consumer Reports, “Car Brands Ranked by Maintenance and Repair Costs Over Time,” 4 December 2025, consumerreports.org; NHTSA recall campaign records.

It’s not often we compare two models from the same brand, but Subaru’s two newest EVs have impressed us tremendously. They certainly bring Subaru into a new era, more than the Solterra has managed to do. The Trailseeker is the largest in the trio, and the Uncharted is the smallest. Both of them pack big power, fast charging, and similarly styled interiors, but they do so in two different sizes and body styling. Remarkably, there’s only a $5,000 difference between the two cars when comparing base trims.

The Trailseeker’s base price is $39,995 and the Uncharted starts at $34,995. For testing purposes, my time behind the wheel took place in a 2026 Trailseeker Touring, the top trim, at $46,555 MSRP and a 2026 Uncharted Sport, the mid-tier trim at $39,795 MSRP. Both of them scored very well overall (9/10 for the Trailseeker and 8.5/10 for the Uncharted). Which one of these two is the better buy?

The Case for the Trailseeker

The Trailseeker is the more complete Subaru EV. Its larger footprint, standard dual-motor all-wheel drive across all trim levels, robust 375 horsepower, and 8.5 of ground clearance (the Uncharted offers 8.3 inches) give it the edge. It is the choice for buyers who need a family EV that can serve as the sole vehicle for a household.

There is no need to move up the trim ladder or accept a range-oriented front-drive model to get Subaru’s famous all-weather capability. The Trailseeker also has a more practical body shape, with a tall roofline and useful cargo area.

It feels like the more relaxed long-distance vehicle, too. The Touring’s estimated range is 274 miles, while the base Trailseeker Premium stretches to 281 miles. More importantly, its 74.7-kWh battery and 150-kW DC fast-charging capability allow a 10-to-80-percent charge in roughly 28 minutes, and the native NACS port provides access to Tesla’s Supercharger network without an adapter.

The Trailseeker does not merely win on utility. With 375 hp for every trim, it is seriously quick in normal driving, delivering the performance EV shoppers expect. But it’s primary focus is on comfort, visibility, and on-road composure rather than trying to impersonate a performance crossover. It’s an electric SUV that presents the ideal alternative to the Outback Hybrid.

Why the Uncharted is Compelling

The Uncharted is the cheaper option, and that’s appealing all on its own. If you do not need the Trailseeker’s cargo capacity or standard AWD. Its $34,995 starting price undercuts the Trailseeker by $5,000, but it still delivers excellent power and range, the same cabin tech, charging access, and much of the same EV appeal.

At $39,795, the Sport test vehicle is particularly interesting because it sits only $200 below the Trailseeker’s base Premium trim. The Uncharted Sport provides a smaller, more athletic-looking package with 338 hp and a range around 285 miles. That’s pretty compelling for the occupying the lowest rung on Subaru’s EV model ladder.

For tighter spaces and urban parking, the Uncharged is easier to park, more efficient in daily use, and more engaging when pointed down a twisty road. It’s easier to manuever in tight spaces due to its shorter length, and the Trailseeker might be too large for smaller urban families where parking is a commodity.

The catch is that the Uncharted asks buyers to think more carefully about configuration. The least expensive version prioritizes range and front-wheel drive. Buyers who want the all-weather traction and stronger acceleration that feel most natural in a Subaru will need to choose an AWD trim, narrowing the value advantage over the Trailseeker, especially when the prices difference isn’t huge.

The Buying Decision

Much of the buying choice rests on size, given that the dual motor Uncharted Sport offers 338 horsepower and 287 miles of range, not a huge difference from the Trailseeker’s 375 horsepower and 274 miles of range. Furthermore, both of them have the same charging capabilities offering DC fast-charging peak up to 150 kW and powering up from 10 to 80% in about 28 minutes. NACS port charging is also standard on both models.

The size argument stands, both inside and out. The Trailseeker offers a few more inches of 2nd-row legroom, a benefit for those transporting taller passengers. Cargo space is also more generous by a substantial 14 cubic feet. That’s ideal if you’re road tripping, camping, or just regularly hauling groceries, sports gear, and luggage. The Trailseeker is also nearly two feet longer but a smidge narrower.

Final Verdict: The Trailseeker Wins

The Trailseeker is the better buy for most shoppers, despite its higher price. The $5,000 gap at the entry level is reasonable given the added size, standard 375-hp AWD system, substantial cargo advantage, and more versatile all-purpose mission. It is the EV that most clearly replaces a conventional Subaru crossover without requiring owners to rethink how they pack, travel, or drive in winter. The Uncharted wins in some key areas like manageability in urban areas, range (by a smidge), and price. It’s the right choice for couples or smaller families who want efficiency and power but lack generous parking options.

Rugged Subaru Leads Classy Mazda

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In July 2026, Subaru sold 15,873 units of the Forester, while Mazda sold 12,068 CX-5s. That’s not a huge difference, but the year-to-date sales numbers tell another story.

This time last year, the Forester was ahead of the CX-5 by 22,059 units. That gap has now grown to 48,967 units, leaving the Subaru far ahead of its rival. Both are still well behind the top-selling CR-V, which has tallied 264,449 sales between January and the end of July this year.

One significant factor which could have impacted the CX-5’s drop in sales is the fact that Mazda introduced a new generation of the crossover early in 2026. Transitioning from one generation to the next often comes with a brief sales dip as manufacturers ramp up production of the new model. Toyota also experienced a decline in RAV4 sales when that crossover entered a new generation.

Related: I Drove The All-New 2026 Mazda CX-5: Here’s My Honest Review Of The Compact SUV For People Who Like Driving

Why Buyers May Prefer The Forester

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Switching over to a new generation may not be solely responsible for the CX-5’s sales decline this year. The latest model has a completely new interior design that replaced the older model’s tactile, user-friendly controls with a large touchscreen. It’s a change that not everyone feels is a step in the right direction. Furthermore, the CX-5 is no longer offered with the more powerful turbocharged engine that made its predecessor such a fun vehicle to drive. Mazda’s own CX-50 has none of these issues, which may explain why it has actually surpassed the new CX-5 in year-to-date sales.

On the other hand, the current Forester has not strayed from Subaru’s core values. It’s not as refined as the Mazda, but the Forester has always been praised for its rugged design, durable materials, and solid powertrains. It’s especially capable on dirt roads in Wilderness guise, which introduces a raised ride height and higher towing capacity. Subaru also added a 194-horsepower hybrid model not too long ago, something the CX-5 doesn’t currently offer. 

Related: Did Mazda Misfire on Its New and Formerly Best-Selling CX-5?

Final Thoughts

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By sticking to a tried-and-trusted formula and introducing incremental improvements, the Forester will feel like home for any Subaru fan. It’s not the most technologically advanced or quickest vehicle in this class, but it delivers everything owners expect from a Subaru crossover for a high-value price.

The new Mazda CX-5 still rides and handles brilliantly, while the interior is smarter than the Forester’s more utilitarian approach. But by compromising usability and going all-in on a giant touchscreen, something has been lost between this model and the old one. The lack of powertrain diversity is also a problem, at least until a hybrid version arrives.

For now, it looks like the gap on the sales charts will continue favoring the trusty Forester.

Related: 2026 Mazda CX-90 vs. Subaru Ascent: Which Turbocharged 3-Row is the Better Buy?

Savvy shoppers know that one of the best ways to keep thousands of dollars in your pocket is simply choosing an automotive brand known for low premiums. According to recent data from Consumer Reports and Insurify, the badge on your grille heavily dictates your monthly bill. In fact, selecting the absolute most expensive brand over the cheapest option can cost the average owner an extra $2,100 every single year.

King of Cheap Premiums

According to Consumer Reports, Subaru takes the crown with an average annual premium of $2,182. Mini, Jeep, Buick, and Chevrolet follow closely behind, hovering around the $2,500 to $2,700 mark. These mainstream automakers produce vehicles that are inexpensive to repair or replace if completely totaled, translating directly to lower financial risk for major insurance providers.

Interestingly, the specific type of vehicle you park in your driveway matters just as much as the badge. Pickup trucks generally boast lower premiums than standard sedans and family SUVs. Excellent safety ratings, robust anti-theft features, and standard automatic emergency braking also bring prices down. Conversely, vehicles prone to high-speed crashes or those statistically associated with reckless driving behavior frequently see their premiums penalized by strict actuaries.

On the flip side of the coin, luxury and high-performance badges demand a massive premium. Tesla leads the pack as the most expensive brand to insure, averaging a staggering $4,294 annually. Porsche, BMW, and Mercedes-Benz trail closely behind. Even non-luxury brands like Dodge make the naughty list, largely because their high-powered muscle cars drastically raise the overall brand averages across the board.

Constantly Changing Criteria

The harsh reality is that the automotive insurance landscape is shifting rapidly beneath our feet. Getting quotes before signing on the dotted line is no longer just a smart move; it is an absolute financial necessity. You must look past shiny sheet metal and calculate true long-term ownership costs. A cheap sports car might seem like a steal until your agent hands you a crippling monthly bill.

However, advanced technology might eventually disrupt this traditional pricing model entirely. While Tesla currently holds the title for priciest premiums, the widespread rollout of driver-assistance features like Full Self-Driving has the potential to fundamentally alter risk assessment. Until autonomous systems definitively prove they can eliminate human error and slash crash rates, stick to the proven path. Buy a safe, mainstream vehicle.

The 2026 Subaru Trailseeker is Subaru’s second and largest fully electric vehicle (the Uncharted is the third and smallest model), but it feels more capable and practical than the slow-selling Solterra. The Trailseeker expands the brand’s EV formula into a larger, more capacious crossover designed for buyers who want electric efficiency, Subaru utility, and wagon looks. The new Trailseeker comes in four trim levels: Premium, Limited, Touring, and Touring Leather. It competes with its Toyota Twin, the bZ Woodland, the Chevy Blazer EV, and the Hyundai IONIQ 5 XRT.

The Trailseeker is positioned as a midsize electric SUV and is slightly larger than the Solterra, offering more cargo space, stronger performance, and improved practicality. It’s essentially Subaru’s answer for buyers who want an electric alternative to vehicles like Hybrid variants of the Outback or Forester. In Touring trim, the Trailseeker provides standard features such as gloss black hood accents, a digital display rearview mirror, radiant leg heaters for front-row occupants, and ventilated front seats. My Touring tester came with the $300 optional leather. The base price was $46,555. With the $1,450 destination charge and leather, the total price came to $48,305.

Exterior and Interior Styling – 8.5/10

The Trailseeker massages out some of the weird styling elements of the Solterra, blending Subaru’s outdoorsy design language with modern EV styling. The front end features a solid grille area with the six-beam Pleiades DRLs (symbolizing the Subaru logo, if you didn’t know). It gives the SUV a blunt-looking but purposeful look in front. A black bar between the DRLs caps off the top, while a contrasting lower skirt frames the bottom. It’s more SUV-like than Solterra or the Uncharted thanks to a more upright front fascia.

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The body is creased and contoured, giving the side some nice muscularity. It’s very wagon-esque in its appearance. The tall roofline, large rear hatch, and squared-off proportions help maximize cargo space, while thick wheel-arch cladding and integrated roof rails reinforce the SUV’s adventure-ready personality. With 8.3 inches of ground clearance, it’s not as elevated as the Outback’s 8.7 inches, but it matches some Toyota RAV4 trims and outdoes other electric SUVs like the Chevy Blazer EV and the Hyundai IONIQ 5 XRT.

Inside, the design is clean and modern, the same one you’ll find in the brand’s smaller Solterra and Uncharted. The dashboard layout is wide and horizontal, helping the cabin feel open and airy. Materials in the Touring trim feel more upscale, with optional blue leather upholstery and soft-touch surfaces throughout the interior.

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I really like the two-tone cabin’s blue and black colorway. More manufacturers need to do this because it does a great job breaking up what could be a typical dark cabin rife with blacks and greys. The overall look is more refined than most Subaru interiors, but it still retains the functional simplicity the brand is known for. The squircle steering wheel looks weird but works remarkably well.

Infotainment and Technology – 9/10

The centerpiece of the Trailseeker’s cabin is a large 14-inch touchscreen, the biggest display Subaru has ever offered. It’s the same one found in some Toyota models, and the interface and climate control knobs are exactly the same but with Subaru branding. The system supports wireless Apple CarPlay and Android Auto, and the interface is more responsive than previous Subaru infotainment systems. The large screen also makes navigation, media controls, and vehicle settings easier to access.

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The 7-inch LCD digital gauge cluster will feel familiar, as it also appears in the Subaru Solterra and Uncharted, along with the Toyota Prius, C-HR, bZ, and bZ Woodland. Designed to serve as both an instrument panel and a head-up-display-like screen, it presents key driving information clearly above or through the squircle steering wheel, depending on how the driver likes to sit.

Subaru’s suite of EyeSight driver assistance features also comes standard. This includes adaptive cruise control, lane centering, blind spot monitoring, and automatic emergency braking. Overall, the Trailseeker’s tech package feels competitive with other electric SUVs in this price range.

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Comfort, Space, and Usability – 9/10

The Trailseeker excels in everyday practicality. The cabin is very spacious, and I found myself really enjoying seat time for a couple hours straight, with plenty of headroom and legroom for my 6′ tall frame and my three rambunctious kids. The tall roofline helps make the rear seat especially comfortable for adults, and I could easily sit behind myself. Subaru lists the 2nd row legroom at 35.3 inches, but it feels bigger than that. I sat in the driver’s seat and made adjustments to feel comfortable. I moved to row two and had inches to spare in front of my knees.

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One nifty feature on the Touring trim is Subaru’s radiant leg warmers for front occupants, designed to improve comfort in cold weather. This would, no doubt, be a boon for owners in sub-zero Chicago winters. The climate system in the Trailseeker is, likewise, excellent. The system is reponsive and effective.

Cargo capacity is strong for a two-row EV SUV. There’s over 30 cubic feet of cargo space behind the rear seats, and folding the rear seats significantly expands the load area. Between the occupant comfort, cargo space, AWD system, and climate system, it’s one of the few EV crossovers that could realistically replace a traditional Subaru for outdoor lifestyles.

Driving Experience – 8.75/10

Performance is one of the Trailseeker’s biggest surprises. I was shocked at how quick it was. Every version of the Trailseeker is powered by a 74.7 kWh lithium-ion battery pack driving a dual-motor all-wheel-drive system. It’s good for 375 horsepower, making the Trailseeker the most powerful Subaru ever produced. It launches with authority, getting to 60 mph in 3.9 seconds. Highway speeds and passing maneuvers are dispatched with authority. I climbed to 85 mph without even realizing it, and cruising feels powerful and easy.

Despite the Trailseeker’s surprisingly strong performance, it delivers a smooth ride and predictable handling that’s balanced and controlled. The suspension is tuned to absorb bumps and rough pavement, which makes it well-suited for long highway drives or rougher roads. I’m not a fan of EVs, but the more I drove the Trailseeker Touring, the more I became impressed with its power and road manners. There’s no feedback in the steering, but it’s light and accurate.

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Subaru’s AWD system also provides excellent traction in poor weather. Combined with X-Mode traction management, Grip Control, and downhill assist, the Trailseeker is more capable on dirt roads and slippery surfaces than most EV crossovers. The SUV can also tow up to 3,500 pounds, which is impressive for an electric vehicle in this class. Wet and slippery roads were no problem, and I didn’t really need to adjust my driving habits.

Range is estimated at about 280 miles, and the Trailseeker supports 150 kW DC fast charging, allowing the battery to recharge from 10 to 80 percent in around half an hour under ideal conditions. Subaru also adopted the Tesla-compatible NACS charging port, giving Trailseeker owners access to Tesla superchargers.

Final Verdict – 9/10

The 2026 Subaru Trailseeker Touring feels like a much more natural evolution of Subaru’s lineup than the Solterra. It also looks better and drives better. It combines strong performance, generous cargo space, standard all-wheel drive, and real-world usability with competitive range and modern (Toyota) technology. For drivers looking for an electric SUV that can replace an Outback or Forester without sacrificing their famous versatility, I can highly recommend it. Did I mention that it looks better than either of those?

The EV world keeps growing, and Subaru now has three EVs in its stable with the arrival of its latest and smallest, the Uncharted. Slotting beneath the compact Solterra and the midsize Trailseeker, the subcompact Uncharted delivers a new, more affordable all-electric model. Going from a single EV model to three rather compelling ones in a few years is impressive, but it’s largely made possible by a collaboration with Toyota.

The Subaru Uncharted was developed through Subaru’s ongoing EV partnership with Toyota. The Solterra/bZ and Trailseeker/bZ Woodland were co-developed with that same partnership. The Uncharted is virtually identical to the electric Toyota C-HR, sharing Toyota’s e-TNGA EV architecture, battery packs, electric motors, and core manufacturing structure. The two models also share comparable suspension fundamentals and high-capacity battery options, allowing the Uncharted to deliver strong performance and a solid driving range.

The Sport steps above the front-drive Premium and below the top trim GT. The Sport gains the dual-motor AWD system, a potent 338-hp output, and Subaru’s Dual-Function X-MODE. Estimated driving range is more than 285 miles, a worthwhile trade-off versus the longer-range front-drive model for buyers in wet/snowy climes or those who like to hit modest trails on a regular basis. My tester was the 2026 Uncharted Sport with a base price of $39,795. With the $1,450 destination charge and premium paint, the total price came to $41,720.

Exterior Styling – 8/10

The looks of the Uncharted mimic the front fascias of its larger stablemates, and it diverges from Toyota’s hammerhead-style front end. The DRL clusters are complex six-element units that represent the Pleiades constellation found in Subaru’s famous emblem. The headlights are parked right underneath in the lower fascia’s opening. It’s enough to set the Uncharted apart from the C-HR, although the body is nearly identical. Front and rear overhangs are short and tidy, and the body contours and creases give the Uncharted muscularity and ruggedness that befit the name. The aero wheels are a little dumpy looking. I much prefer the versions on the top trim GT.

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There are contours aplenty, and the high shoulders above the rear haunches lead into the wraparound taillights that match the DRLs. The slab rear liftgate is a little thicker than the C-HR’s, largely due to the absence of a full-width taillight. The Uncharted looks especially thick from the rear three-quarter view, but the overall look is rugged and modern. It fits in nicely at the bottom of Subaru’s EV heap without looking cheap.

Comfort, Space, and Usability – 8.5/10

The interior is clean, contemporary, and technology-forward, and the Sport adds the equipment that makes the Uncharted feel less entry-level. There’s a lot of plastic in here, but its all remarkably high quality. Greys and blacks are used in combination, and the copper accents on the dash are a nice touch that doesn’t cost the brand much at all. Buttons, stalks, and knobs are all well-made and feel substantial. The rotary shift knob is one of the better ones I’ve used.

The front seats have good cushioning and bolstering. The driving position is very good, and you can easily see over the top of the hood for ideal maneuvering in tight spots. Even the rear seats are quite comfortable, even legroom is just 32.2 inches, not nearly as big as the Solterra and Trailseeker, both at 35.3 inches. It helps that seat bulge in the middle position is next to nothing, combined with a nearly flat floor.

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The Uncharted’s fastback silhouette imposes compromises when it comes to rearward visibility. The roofline and rear styling are more expressive than a conventional boxy Subaru, and the D-pillar is substantial. For a buyer coming from a Forester or Outback, that may be the biggest adjustment: the Uncharted is more stylish and substantially quicker, but it is less naturally suited to bulky cargo, tall rear passengers, and unglamorous daily hauling.

The Uncharted’s capactiy is 25.4 cubic feet behind row two and 59 cubes with the seats folded. That’s better than the gas-powered Crosstrek’s 19.9 cubic feet of cargo room behind the rear seats, which expands to a maximum of 54.9 cubes.

Technology and Infotainment – 8.5/10

You can’t have a modern EV without a modern tech setup, and the Uncharted Sport benefits from Toyota’s 14″ Multimedia system. I’ve been in so many Toyotas and Lexuses that seeing it in a Subie is a little weird but still welcomed. The screen is crisp and clear, and that vertical menu on the left side makes accessing functions quickly, including wireless Apple CarPlay. The physical climate control knobs and the center audio knob make quick work of adjustments. Even the on-screen climate controls are quite good to use.

The 7″ LCD digital gauge cluster should also look familiar because it’s found in the Subaru Solterra and Trailseeker, as well as the Toyota Prius, C-HR, bZ, and bZ Woodland. Meant to do double duty as a head-up display and instrument cluster, it provides clear driver data and can be viewed over the top of the squircle steering wheel or through it, depending on your height and preference.

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Speaking of the steering wheel, it’s a weird one but surprisingly good to use. While it has the same hub and buttons as the version found in the Toyota Prius, its shape is comfortable and easy to turn. Your hands also rest comfortably wherever you choose to place them. Other important tech details are the dual smartphone charging decks. They seem to manage heat well and the rubber surface does a pretty good job of keeping your phone in place.

The Driving Experience

Performance is the Uncharted Sport’s strongest card. With 338 hp from its front and rear motors, it has the goods to move the car with surprising immediacy. Even when it’s not in Power drive mode, the Uncharted Sport can chirp the tires. It’s downright quick, if not engaging. It’ll do a 0–60 mph sprint in about 4.3 seconds—quick enough to embarrass plenty of traditional sport compacts, let alone compact crossovers. I dusted more than my share of Bimmer SUVs and unsuspecting WRX drivers, who probably had no idea a fellow Subie just blew past them.

More important, it is not merely quick in a straight line. Handling is balanced and predictable, although the Uncharted Sport doesn’t provide much feedback as to what’s going on. Its punchy response, low center of gravity, and good body control make it engaging enough to feel properly sporty. That said, it’s still heavy at 4,430 pounds.

The Sport uses a 74.7-kWh battery and offers an estimated range of 287 miles. That is competitive rather than class-leading, and it is sufficient for most owners’ weekly driving without constant charging anxiety. I drove it no so conservatively for a full week (after a full charge) and still had 155 miles left. It gets a NACS port as standard, and DC fast charging is rated up to 150 kW. Subaru says a 10–80 percent charge can take approximately 28 minutes under ideal conditions.

Calling it an electric Crosstrek isn’t far of the mark. The Uncharted Sports standard AWD, 8.2 inches of ground clearance, and X-MODE and Grip Control should make it more than capable on snowy roads and gravel trails. It’s an EV you won’t be afraid to take to the hills on the weekend.

Final Verdict – 8.5/10

I didn’t know what to expect from the Uncharted Sport since I have yet to drive the Toyota C-HR. I came away pleasantly surprised, not by its styling, but by its utility and road manners. It delivers meaningful AWD capability, serious acceleration, respectable range, a standard NACS port, and a price that undercuts many similarly quick electric crossovers. It’s a no-nonsense EV that travels under the radar but delivers more than it appears capble of.

Its shortcomings are mostly practical rather than mechanical: the cabin and software do not feel uniquely Subaru, styling is a little odd, and the fastback form trims some of the utility Subaru loyalists may expect. But viewed as an electric daily driver with an all-weather and soft-road repertoire, the Uncharted Sport is solid. It is the trim to buy—provided you value speed and AWD capability more than the base model’s extra range.

Note: All pricing figures were adjusted for inflation with the US Bureau of Labor Statistics inflation calculator.

Subaru BRZ

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2026 MSRP: $30,095

2012 MSRP: $26,764

The BRZ’s excellent rear-drive, front-engine driving dynamics are the reason you buy one, as in true 2026 as it was in 2012 when the Toyota/Scion/Subaru 2+2 debuted. After the price, of course. Today’s iteration has crept up in price over the last few years, but inflation-adjusted pricing reveals that the two are still relatively close in price. In fact, today’s BRZ is actually cheaper, with the 2012 model’s inflation-adjusted MSRP totaling $39,428.15

Honda Civic Si

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2026 MSRP: $31,495

1986 MSRP: $8,279

The Civic Si traces its lineage back to the 1980s, with an iconic hatchback silhouette you can’t get anymore. Honda may have moved past the traditional hatchback design, but today’s Si is still an excellent, affordable subcompact. Adjusted for inflation, the price of one has risen by just $6,000 or so in the following decades, with the Si’s inflation-adjusted MSRP totaling $25,223.61.

Subaru WRX

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2026 MSRP: $32,495

2002 MSRP: $24,520

The Subaru WRX was a pricey thing by the time it got to US shores for the 2002 model year, as its inflation-adjusted $46,231.90 MSRP reveals. For that kind of money, you can get the hottest WRX on the market today, the tS. Its upgraded brakes and suspension aren’t an STI stand-in, but they sure sharpen up the WRX while making the sedan appear an even greater value.

Mazda Miata

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2026 MSRP: $30,430

1989 MSRP: $13,999

The Miata, like the BRZ, has actually managed to get cheaper over time. In 1990, pricing was just a hair under $14k, which, translated to 2026 dollars, comes out to $36,691.66. How Mazda is able to make a more efficient, faster, more entertaining sports car with more power and modern features at an inflation-adjusted loss is beyond reasoning. The new Miata is also, arguably, the most true to its original on this list, having maintained its front-engine, rear-drive layout and naturally-aspirated four-cylinder for its 30+ year lifespan.

Volkswagen GTI

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2026 MSRP: $34,590

1983 MSRP: $8,500

The GTI, next to the Civic Si, is the defining hot hatch of the 1980s, the genesis for the genre. The Rabbit GTI, as it was called then, debuted in 1989 with a four-cylinder engine, a manual transmission, and front-wheel drive. Today’s Golf has since lost its manual, but take heart in knowing the inflation-adjusted price of just $29,362.93 hasn’t changed much in the following decades. While today’s GTI is undoubtedly more expensive, it delivers significantly better performance, safety, and efficiency for just a few thousand dollars more.

The Subaru Uncharted and Toyota CH-R are the result of a similar collaboration, and while they may share the same platform and electric tech, there are several differences between them aside from the exterior body panels. We cover them both here to see which one is the better overall package.

Subaru Uncharted

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The Uncharted is a new nameplate for Subaru, and this new compact EV slots in below the larger Solterra EV in the model range. It is built on a shared electric vehicle architecture jointly developed with Toyota, and it serves as an all-electric companion to the popular Crosstrek subcompact crossover.

You can pick from a range-maximizing 221-hp single-motor front-wheel-drive setup in the base Premium trim, or a punchier 338-hp dual-motor all-wheel-drive system in the Sport and GT models. All trims get a 14.0-inch touchscreen with wireless Apple CarPlay and Android Auto, along with dual wireless smartphone charging pads. With 8.2 inches of ground clearance and Subaru’s X-Mode terrain management system, the Uncharted is also pretty capable off the beaten track.

Toyota C-HR

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The C-HR was Toyota’s subcompact SUV offering from 2018 to 2022, and while it was certainly stylish, it was FWD only and had a lackluster 2.0-liter engine and CVT transmission. Toyota has resurrected the name for 2026 for its new subcompact EV, and while it still has a funky design, the newcomer is on a whole different level in terms of performance and overall capability.

Sharing the same e-TNGA electric platform as the Subaru Uncharted, the C-HR comes with the 338-hp dual-motor setup for both of its trim levels. That means AWD is standard, and the C-HR has 8.0 inches of ground clearance, which is a fraction less than the Uncharted. The base SE trim comes equipped with standard 18-inch wheels, heated front seats, a heated steering wheel, dual-zone climate control, and a 14.0-inch central touchscreen display.

And moving up to the XSE adds 20-inch gray aluminum wheels, synthetic suede upholstery, power passenger seating, and access to an available 9-speaker JBL premium audio system and a panoramic glass roof.

Subaru Uncharted vs Toyota C-HR: Price, Performance, and Power

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The base Subaru Uncharted starts off at a substantial $2,005 below the entry-level C-HR SE, but that’s because it gets the single-motor FWD powertrain instead of the SE’s dual-motor AWD setup. Spec levels are broadly similar, but the Uncharted does offer 21 miles extra range between charges.

If you want the benefit of AWD and the big step up in performance that the dual-motor offers, then the C-HR SE is your best bet. At $37,000 it is the cheapest way to do so, and undercuts Subaru’s own Uncharted Sport model by a few hundred dollars. The C-HR XSE adds a few additional features, but the larger wheels lower overall range to 273 miles.

The Subaru Uncharted GT is the priciest of the lot, and for your $43,795 you get a Harman Kardon audio system, panoramic glass roof, and 20-inch alloy wheels as standard, most of which are either unavailable on lower trims or cost extra.

Subaru Uncharted vs Toyota C-HR: Dimensions and Interior Space Comparison

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To all intents and purposes these two models have the same interior space for passengers, and their luggage. While Toyota doesn’t quote a separate front headroom figure for models equipped with the panoramic sunroof (this is optional on the XSE), the figure should be identical to the Uncharted when equipped.

The interior layout and tech are also all but identical, with the fabric choices being the most notable difference between the two vehicles.

Which One Should You Get?

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These two subcompact electric crossovers are so closely matched in everything from performance to specification levels and overall range, that the decision comes down to the exact specification level that you are looking for.

The C-HR makes sense for those wanting the dual-motor layout at the lowest price point, while the Uncharted ably covers both the entry-level and top-spec trim requirements. The base Premium FWD Uncharted model is the most affordable here, and it is still quick and responsive despite lacking that additional electric motor.

If you want all the bells and whistles, then the Uncharted GT is your best bet, it gets ventilated front seats, heated rear outboard seats, a Harman Kardon audio system, and a Smart Rear-View Mirror, none of which are standard on the Toyota C-HR XSE (although rear seat heating is an option). Subaru makes a big deal about its symmetrical AWD system, but in this case both vehicles have the same setup, although the Uncharted has 0.2 inches more ground clearance, not something you’d notice out on the trail.

Combining the five trim levels of these two subcompact electric SUVs covers all the bases and gives you more choice to get the perfect specification. Forget the badge on the hood, and pick the one that suits your wallet and needs best.

Shannon Desjardins is a woman based in Ontario. She’s “been around engines and stuff pretty much my whole life,” and she’s been doing her own oil changes for years now. Her current car, which is also the one in question, is a 2024 Subaru Outback that is on lease and has been in her care for two years and about 44,000 miles of driving.

For Dejardins, she’s been conducting her own oil changes at home, where it’s more convenient for her. According to her, she’s been on top of her oil changes in the 44,000 miles of ownership. However, that all changed when an oil light came on one night, went away, and then came back the next day.

The day after the oil light initially came on, Dejardins drove her car normally. However, when it came back on again, she promptly called a tow truck and brought it to the dealer.

Warranty Claim: Denied

The inspection did not go so well. Dejardins was told that there was sludge in the engine and other major problems. When asked about her maintenance intervals and to provide proof of maintenance, Dejardins told the dealership that she was doing the oil changes herself.

When the dealer found out about her D.I.Y. oil changes, the warranty claim was denied. “They’re telling me the only reason they are denying it is that I did my own oil changes, Dejardins stated.

CTV News, our source for this story, was able to talk to three parties in this case: Dejardins, Subaru Canada through a spokesperson, and Car Help Canada. Subaru Canada’s spokesperson was able to put in a word with CTV News, stating that “Owner-completed maintenance must follow the maintenance schedule outlined in the vehicles’ New Vehicle Warranty/Maintenance and Roadside Assistance Booklet, and a record of all service done must be maintained and supported with documentation, including receipts of products used, in order to ensure warranty coverage can be determined appropriately.” Subaru Canada is reportedly still investigating the matter.

“The risk is too high”

Car Help Canada’s spokesperson, Mohamed Bouchama, stated, “When you do your oil changes yourself, the risk is too high, I wouldn’t do it.” He further stated that building trust with your dealer is part of the transaction. On top of taking care of you, the establishment also keeps records of your car, so any maintenance item, service work, or problem is documented properly. In addition to that, the right parts and oils will be used and are up to the manufacturer’s recommendations. “You might think you are saving $100 or $150, but it could end up costing you thousands of dollars afterwards,” said Bouchama.

For Dejardins, she will still continue to make lease and insurance payments on the car she cannot drive. However, she remains hopeful that Subaru will come up with a resolution after their investigation. Dejardins had the last word in CTV’s report, stating that “it (the situation) doesn’t sit well with me.”

The GT-B never made it stateside, so this import stands out from the usual second-gen Legacys Americans saw in the ‘90s. Under the hood sits a 2.0-liter twin-turbo flat-four, good for about 265 horsepower and 250 lb-ft of torque, all sent to all four wheels via a four-speed automatic.

The current owner picked up this Subaru in December 2024 and has only put about 700 miles on it since. It’s up for grabs with no reserve, so the final price is anyone’s guess.

Condition and Details

This wagon is loaded with late-‘90s JDM goodies: height-adjustable HID headlights, roof rails, twin sunroofs, automatic climate control, a MOMO steering wheel, and even a McIntosh AM/FM/CD cassette stereo. It’s pure Japanese-market nostalgia inside and out.

It’s not all stock, either. Over the years, it’s picked up 17-inch Subaru WRX wheels, an aftermarket exhaust muffler, an ULTRA turbo timer, and some extra interior gauges. The odometer? Still in kilometers, as any proper JDM import should be.

Condition-wise, this one’s more daily driver than museum piece. Expect chips, scratches, dents, faded paint, a tired front grille, and a cracked rear bumper. The wheels are scuffed, the driver’s seat has a burn mark, and the steering wheel has seen better days.

Inside, you’ll find scratches on the glove box and door panels. The radio is dead, and the HVAC controls are a bit stubborn when it comes to temperature changes. There’s also some corrosion underneath, so keep that in mind.

What You Need to Know

You get one key, the original Japanese owner’s manual, a tool kit, and a spare tire. The car’s being sold by a private party out in Lake Orion, Michigan.

If you’re after an old-school JDM Subaru, the GT-B’s charm is obvious: twin-turbo boxer power, all-wheel drive, wagon practicality, and features you’d never find on a US-market Legacy. This was before Subaru’s fast wagons became a common sight in America.

The listing notes that this is an imported vehicle, so it may not pass emissions testing in some states. It’s now the buyer’s responsibility to determine whether the car can be registered and operated legally where they live before placing a bid.

The Offer

Interested in this car? View the listing here.

Final Thoughts

This Legacy GT-B isn’t pretending to be a showroom queen, and the cosmetic and mechanical quirks are part of the deal. But with a twin-turbo flat-four, AWD, right-hand drive, and wagon body, it’s a rare slice of Subaru history.

If you want a JDM wagon with real personality instead of another run-of-the-mill US-market classic, this 1998 Legacy GT-B deserves a closer look. Just double-check your state’s registration and emissions rules before you throw in a bid.

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Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

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That leaves two rugged-looking, all-wheel-drive, two-row family haulers with a roughly $10,000 gap between them and very different ideas about how much engine you need. Here is how they compare, and which one we would put our money on.

Specs and pricing

Power and towing

The Passport does not mess about. Every version uses a 285-horsepower 3.5-liter V6 with 262 lb-ft, a 10-speed automatic, and Honda’s second-generation i-VTM4 torque-vectoring all-wheel drive, and it is rated to tow up to 5,000 pounds. There is no four-cylinder and no hybrid, just one confident, smooth, entirely conventional powertrain across the range.

Subaru splits the difference. The base 2.5-liter boxer four makes 180 horsepower and 178 lb-ft, which is adequate for commuting and no more, and tows 2,700 pounds. The turbocharged 2.4-liter in the Wilderness and XT trims lifts that to 260 horsepower, 277 lb-ft, and 3,500 pounds of towing, which transforms the car but still leaves it 1,500 pounds shy of the Honda. If you have a boat or a camper, this category is settled before it starts.

Fuel economy and running costs

Subaru takes this one back comfortably. The base Outback is EPA-rated at 25 mpg city and 31 highway, the turbocharged XT trims hold up to 29 mpg highway, and even the rugged Wilderness manages 27. Across the lineup that works out to roughly 23 to 27 mpg combined.

The Honda Passport is rated at 21 mpg combined in RTL trim and 20 mpg for the TrailSport models, whose chunkier all-terrain tires cost it a mile per gallon. That is normal for a V6 midsize SUV and disappointing next to anything with a turbo four or a hybrid, and with an 18.5-gallon tank you are looking at roughly 370 to 400 miles between fills. Combine the fuel gap with the purchase-price gap and the Outback is thousands of dollars cheaper to live with before you have driven anywhere interesting.

Space and off-road capability

The Passport is the bigger vehicle inside, offering 41.2 cubic feet behind the second row and 83.0 with it folded, against 34.6 and 80.5 for the Subaru. It also has the more serious off-road hardware in TrailSport form, with steel skid plates, all-terrain tires, retuned dampers, orange tow hooks, and, on the Elite, a TrailWatch multi-angle camera system for picking a line on a trail.

The Subaru Outback fights back with geometry. It offers up to 9.5 inches of ground clearance, more than the Passport TrailSport, along with standard Symmetrical all-wheel drive on every trim, dual-function X-Mode, and hill descent control. The redesign also gained it headroom and cargo room over the old car. The Honda is the more capable vehicle when the going gets genuinely rough; the Outback is the more capable one on a snowy road at 6 a.m., which is the scenario most buyers actually face.

Interior, technology, and value

Both cabins improved dramatically in the redesign. The Outback now runs a 12.3-inch digital cluster and a 12.1-inch touchscreen on Google’s Android Automotive software, and Subaru wisely kept physical buttons and knobs for climate control. Even the entry Premium trim gets synthetic leather, heated front seats, a power driver’s seat, dual-zone climate, adaptive LED headlights, and a power liftgate, plus upgraded EyeSight driver assistance.

The Passport’s interior is quieter, roomier, and nicely finished, and Honda’s redesign earned it a spot on Car and Driver’s 2026 10Best Trucks and SUVs list. But it starts at about $46,200, the TrailSport at $49,900, the TrailSport Elite at $53,900, and a loaded Elite with the Blackout package pushes past $55,000. The Outback starts at $36,445 and tops out at $49,445 for the Touring XT, meaning a fully loaded Subaru costs about what a mid-grade Honda does.

So which one wins?

The Subaru Outback wins. It starts roughly $10,000 cheaper, uses meaningfully less fuel, offers more ground clearance, comes with all-wheel drive on every trim, and gives up surprisingly little in maximum cargo room now that its redesign made it taller and boxier. For the overwhelming majority of buyers shopping this class, it does the same job for a lot less money.

The Honda Passport is a close and genuinely excellent second, and it is the right answer if you tow. Its 285-horsepower V6 and 5,000-pound rating are things the Subaru cannot approach, it is roomier behind the second row, and the TrailSport trims bring real off-road hardware rather than styling cues. If a trailer or a trailhead is part of your weekend, buy the Honda. For everyone else, the Outback wins on the math.

The timing of this pivot is particularly fascinating. With the brand previously addressing how inflation and supply chain headaches have led to rising sticker prices, taking control of the financing pipeline gives the automaker a vital tool to manage customer affordability. Subaru Corp and Subaru of America are betting big that a direct financial relationship will keep buyers coming back to the dealership long after the initial sale.

Leveraging Financial Partnership

The official announcement confirms that Subaru will build its captive finance business from the ground up to supply retail loans, leases, and floor plan financing directly to customers and retailers. However, this massive transition will not happen overnight. The company has set a target launch date of 2030. To maintain stability during the build-out, Subaru of America is extending its longstanding partnership with Chase, ensuring uninterrupted service for the current Subaru Motors Finance division. Existing customers will see absolutely no changes to their current loans.

Leadership is pitching this as a major win for brand-consumer relations. Yoichi Hori, Chairman and CEO of Subaru of America, emphasized that entering the captive finance space will directly support their retail network while providing long-term value for stakeholders. Hori noted that the move represents a strategic opportunity to generate future growth while keeping a laser focus on maintaining their legendary customer loyalty.

Jeff Walters, President and COO, echoed that sentiment, calling it a forward-looking maneuver that gives the automaker a much stronger U.S. foothold. Walters pointed out that maintaining Chase as a transitional partner guarantees stability and reassures stakeholders that Subaru is committed to building a reliable, lasting platform. The ultimate goal is to own the complete lifecycle of the buyer’s journey, from the showroom floor to the final lease return.

More Debt in the Pot

Subaru is essentially reading the writing on the wall. The broader economic landscape is treacherous, and the current auto loan crisis is exposing the risks of leaving consumer financing entirely in the hands of traditional megabanks. By establishing a captive lender, Subaru can offer heavily subvented leases and special APR deals when the market softens, moving metal off the lot even when interest rates remain aggressively high.

But launching an in-house lending arm by 2030 isn’t without serious risks. We are looking at an incredibly volatile credit market plagued by soaring delinquency rates that act as a massive economic warning sign. Subaru will have to build a bulletproof risk assessment infrastructure over the next six years to avoid holding the bag on bad debt. If they pull it off, they will unlock a massive new revenue stream. If they miscalculate, they will be taking on billions in liability just as the American consumer taps out.

The Subaru Forester came in at the right time. Launched in 1997 for the 1998 model year, the only cars it had to contend with were the Toyota RAV4, which pioneered the compact crossover genre, and the Honda CR-V. As it was an early adopter, it helped Subaru become a trusted choice in the segment.

Nearly 30 years later, six generations of the Forester have been made, with the most recent one introduced in late 2023 for the 2025 model year. It’s the one model that has been lifting Subaru up in North America for years, and we expect it to do so for more years to come. For 2026, the Wilderness joins the range, further strengthening the Forester lineup.

2026 Subaru Forester Lease Deals for August

Subaru is offering lease deals for both gas and hybrid versions of the Forester this month. It remains one of the least expensive compact crossovers to lease in the country, with the Base going for just $279 for 36 months with $4,278 due at signing.

Opt for the electrified version, and it’s $339 per month for the Premium model with $4,324 due at signing. Mileage is limited to 10,000 per year, and there’s a penalty of $0.15 per mile exceeding the agreed-upon limit. These offers are valid until August 31, 2026.

2026 Subaru Forester Highlights

For the pure combustion versions of the Forester, there are six trims to choose from, namely Base, Premium, Sport, Wilderness, Limited, and Touring. For the hybrids, there are four on hand: Premium, Sport, Limited, and Touring. Prices range from $29,995 to $39,995 for the gas models, while the hybrids go from $34,730 to $41,545.

As it’s fresh off a full model change, most trims are carried over from last year. However, it’s the Wilderness that’s the biggest news for the 2026 model year. True to form, it comes with a bespoke suspension arrangement that gives it 9.3 inches of ground clearance. It then gets unique X-Mode driving configurations, further enhancing capability by giving it all-terrain tires. Of course, it gets special interior and exterior touches that set it apart from other variants.

Powering the standard Forester models is a 2.5-liter, four-cylinder boxer mill with 180 hp and 178 lb-ft of torque. For those who need more pull, efficiency, or both, the electrified model mates that same 2.5-liter engine to a Toyota-based hybrid system, giving a total system output of 194 hp and 199 lb-ft. As this is a Subaru, the brand’s signature symmetrical all-wheel drive system is standard.

Final Thoughts

There’s a good reason why the latest generation of the Subaru Forester was awarded the 2026 Japan Car of the Year crown. The hybrid is genuinely good, and it regains some of the sparkle that the previous generation lost. Its gas engine is good enough for most applications, although the hybrid is worth the extra. With standard all-wheel drive, there’s safe and predictable handling no matter the weather or surface. Speaking of safety, it also has the IIHS’ seal of approval with a Top Safety Pick+ rating. For those curious about it, you won’t be disappointed.

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

Price is not the measure here. The better question about the redesigned 2027 SUVs is harder to answer: what did the redesign actually change about the vehicle? Sort the field that way and it splits into two groups: SUVs that improved the formula, and SUVs that changed direction completely.

The 2027 SUV Models At A Glance

All prices exclude destination and handling.

What Counts As A Redesign

• A new generation
• A facelift with real exterior or interior work
• A nameplate arriving in the United States for the first time

Trim reshuffles and carryover models with fresh press releases fall outside that, which matters because the 2027 SUV redesigns get reported in the same breath as vehicles that changed nothing. The 2027 bZ is the clearest example: Toyota announced a $34,980 starting price on August 4, but the vehicle itself is unchanged from the prior year. That is a price announcement, not a redesign.

Luxury SUVs are treated separately in this analysis. Premium models compete on different priorities, from materials and technology to performance and pricing, making direct comparisons with mainstream SUVs less useful.

2027 Kia Telluride SUV: The Most Complete Rebuild Of The Year

Kia stretched the wheelbase by 2.7 inches and overall length by 2.3. That buys more second-row headroom, easier third-row access, more room behind the third row, and a maximum of 89.3 cubic feet (88.3 in the hybrid) with everything folded.

The old 291-horsepower engine is gone. A 2.5-liter turbocharged four is now standard at 274 horsepower, with 49 lb-ft more torque than the powertrain it replaces. Alongside it sits the first hybrid in the model’s history, at 329 horsepower.

Base LX, $39,190. Hybrid EX, $46,490.

• Wireless Apple CarPlay and Android Auto standard on every trim
• Dual wireless charging pads standard for front occupants
• 10 airbags including a front-row center airbag, targeting IIHS Top Safety Pick+
• Lane Following Assist, Forward Collision Avoidance Assist and Rear Occupant Alert standard; Highway Driving Assist available
• Towing: 5,000 pounds with the turbo, 4,500 with the hybrid
• At its best, the hybrid returns 35 mpg combined and 637 miles of range, backed by a 10-year/100,000-mile hybrid powertrain warranty
• X-Pro adds 9.1 inches of ground clearance, an e-LSD, all-terrain tires and a Ground View Monitor
• Assembled in West Point, Georgia

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The flaw: the gas car drinks. Twenty-two mpg combined with front-wheel drive, 20 with all-wheel drive, which the EPA puts at $2,800 and $3,100 a year in fuel against $1,750 for the hybrid. Downsizing to a turbo four is supposed to buy economy. Here it bought torque instead. Get the hybrid.

2027 Kia Seltos: A New Generation That Still Starts Under $25,000

A new generation across five trims. Prices went up, as they did almost everywhere this year, but the entry point stayed under $25,000.

Base LX, $24,990

• 2.0-liter four, 16-inch alloys
• 12.3-inch touchscreen with Apple CarPlay
• 13 collision avoidance and safety assist features
• LED headlights, rear privacy glass
• 28 city, 33 highway, 30 combined

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A 12.3-inch screen and this level of safety equipment used to sit two segments above this price point.

The flaw: the 190-horsepower turbocharged 1.6-liter is reserved for the X-Line SX at $32,790, nearly $8,000 above the LX. Most buyers get the naturally aspirated engine and 30 mpg.

Volkswagen Added Almost Everything Except A Low Price

Second generation, with an upgraded 2.0-liter that Volkswagen says makes more power and returns better economy than the engine it replaces.

Base SE, $41,610 FWD and $43,610 4Motion, plus $1,525 destination

• Three-zone Climatronic climate control
• Heated and ventilated front seats, heated leather-wrapped steering wheel
• Front and rear Park Distance Control, rear sunshades
• 10.25-inch Digital Cockpit Pro, 12.9-inch center display
• Dual wireless charging with Qi2, seven USB-C ports
• Real wood trim, 10-color ambient lighting
• 18-inch alloys, adaptive LED headlights, power liftgate
• 25 mpg combined FWD, 23 with 4Motion

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Heated and ventilated seats and a heated wheel among the standard features at the SE level are unusual at this money, and it returns better economy than the gas Telluride.

The flaw: it costs $2,420 more than the Telluride to get in the door, and the destination charge applies on top of every trim in the range.

The Two That Changed Direction, And Will Not Name A Price

Several all-new SUVs have shown themselves this year and gone quiet on cost. Two of them are in this segment.

These two are closely related, sharing an underlying platform architecture, and the two were revealed weeks apart.

The Highlander is the biggest change of direction on this entire list. A nameplate that spent more than two decades as the default suburban three-row is now battery electric, full stop. It is also the one we cannot judge, because there is no number to weigh it against.

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Subaru’s own vehicle page states plainly that the MSRP is currently not available. Any figure attached to the Getaway came from somewhere other than Subaru.

A fourth-generation Rogue is expected for 2027. Nissan has detailed the e-POWER hybrid system it will use and previewed the design at a company event, but full specs and pricing remain unannounced. Nothing to evaluate yet.

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The Verdict

Among the mainstream SUVs redesigned for 2027, the Telluride delivered the most meaningful change.

Three reasons, in order:

1. It changed the most of anything with a price. Longer wheelbase, more cargo room, a new standard engine with 49 lb-ft more torque, and a hybrid the model has never offered before. Most of this year’s redesigns managed one of those. Kia managed all four.
2. It won in the crowded part of the market. Several new three-row entries landed this year. Coming out on top there counts for more than winning an empty category.
3. The price backs it up. The redesigned Atlas asks $2,420 more to start, which makes the Telluride the value pick as well as the most improved one. Useful, though it is the weakest of these three reasons.

The Highlander made the bolder move and might well undercut everything here once Toyota speaks. Until then there is nothing to weigh. Kia has published its numbers, several all-new SUVs have not, and a car you cannot price is a car you cannot recommend.

The Seltos deserves a mention of its own for keeping a new generation under $25,000 even after a price rise. It is the quietest achievement on the list.

Toyota has revived the C-HR badge in the US, but forget everything you remember about the old gas-powered crossover. The new Toyota C-HR is now a fully electric compact SUV, sliding into the automaker’s growing EV family just below the bZ Woodland. It’s also still the second-cheapest way to get into a Toyota EV, right after the standard bZ.

For 2027, Toyota has basically hit pause on the C-HR. The price tag barely budges, and the specs are a rerun. Toyota admits the 2027 C-HR is a copy-paste job from the outgoing year, and you’ll start seeing them at dealerships in September.

Familiar Formula Returns for 2027

Toyota isn’t out to shake things up after just one year. The formula is unchanged: two trims (SE and XSE), all-wheel drive across the board, and the same dual-motor setup pushing out 338 horsepower. That gets you a claimed 0-60 mph in 4.9 seconds. The 74.7 kWh battery sticks around, and if you find a fast charger, you can juice it from 10-80% in about half an hour – assuming everything goes perfectly.

Even the base SE comes loaded: 18-inch wheels, heated seats and steering wheel, a power liftgate, rain-sensing wipers, Toyota Safety Sense 3.0, dual wireless phone chargers, four USB-C ports, and a massive 14-inch touchscreen. Step up to the XSE, and you get 20-inch wheels, fancier SofTex and suede-like seats, a power passenger seat, driver memory, Traffic Jam Assist, Lane Change Assist, and a panoramic view monitor.

Toyota still wants the C-HR to be your practical EV pick, with up to 59.5 cubic feet of cargo space if you fold the rear seats. You also get wireless Apple CarPlay and Android Auto, plus standard NACS charging, so you’re covered on the tech front.

Its Subaru Twin Still Wins on Price

While Toyota is playing it safe with pricing, Subaru’s twin – the Uncharted – still wins the value game. It’s built on the same bones and shares most of its electric guts, but the Uncharted starts at $34,995 for the Premium FWD, then jumps to $39,795 for the Sport and $43,795 for the GT. Subaru hasn’t touched its prices for 2027 either, sticking with the numbers from its early-2026 launch.

So, the cheapest Subaru undercuts the base Toyota C-HR by about $2,085, and it even promises over 300 miles of range. The higher trims are neck-and-neck on price, but Toyota gives you all-wheel drive no matter what, while Subaru only throws it in above the base model.

Sales between the two Japanese EVs are turning into a tight race. In the first half of 2026, Toyota moved 3,748 C-HR BEVs in the US, while Subaru delivered 2,436 Uncharteds. Now that both brands have locked in their 2027 prices, anyone shopping for a compact electric crossover is basically choosing between twins – separated by a couple grand, or maybe even less depending on the trim.

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A recent head-to-head breakdown by Car Help Corner tackles exactly this, critically evaluating four of the industry’s heavyweights—the Honda HR-V, Toyota Corolla Cross, Subaru Crosstrek, and Mazda CX-30—to determine which vehicle fits you best.

2026 Honda HR-V

At the foundation of this comparison is powertrain reliability versus real-world performance. The Honda HR-V relies on a naturally aspirated 2.0-liter four-cylinder engine generating 158 horsepower. Paired with a CVT, the setup is notoriously slow but counters with bulletproof engineering. Devoid of turbochargers or complex cylinder deactivation systems, it is a mechanically sound choice engineered for longevity. Unfortunately, Honda continues to shortchange American buyers by withholding the highly efficient hybrid variant it sells in overseas markets.

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2026 Toyota Corolla Cross

Toyota directly exploits this gap with the 2026 Toyota Corolla Cross. While the standard 169-horsepower gas engine feels equally sluggish, the available hybrid powertrain completely transforms the vehicle. Utilizing Toyota’s fifth-generation architecture with dual electric motors, the hybrid pushes output to a robust 196 horsepower while achieving an impressive 42 mpg combined. For buyers prioritizing long-term savings at the pump without sacrificing established reliability, Toyota’s Corolla Cross hybrid makes the most financial sense.

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2026 Subaru Crosstrek

Subaru takes a rugged approach with the Crosstrek, making its highly capable full-time all-wheel drive standard across the board. The 2026 Subaru Crosstrek is available with a 2.5-liter boxer engine, which offers adequate power, but the vehicle truly separates itself through ride comfort and poor-weather capability. The suspension absorbs harsh pavement effortlessly. One significant drawback is its notoriously lagging and frustrating touchscreen infotainment system. It remains a significant operational flaw that buyers are forced to tolerate on a daily basis.

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2026 Mazda CX-30

Mazda, meanwhile, caters specifically to driving enthusiasts. The 2026 Mazda CX-30 willingly sacrifices interior volume and cargo capacity for premium cabin materials and razor-sharp driving dynamics. A conventional six-speed automatic transmission avoids the droning acceleration typically associated with CVT gearboxes found in its rivals. While its standard engine delivers solid performance, the optional turbocharged variant completely outclasses the competition. Delivering 227 horsepower and 310 pound-feet of torque on regular fuel, the CX-30 Turbo operates in a performance tier its competitors simply cannot touch, managing the 0-60 sprint in under six seconds.

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The Best One For You

Ultimately, declaring a single winner requires defining exactly what you need a vehicle to do. The Honda HR-V offers unmatched interior space and passenger comfort. The Toyota Corolla Cross Hybrid delivers undeniable fuel economy and rock-solid dependability. The Subaru Crosstrek handles unpaved roads and brutal winters better than anything else in its class. For those demanding luxury finishes and genuine driving engagement, the Mazda CX-30 stands alone. Ignoring dealership hype and examining the fundamental engineering of these crossovers is the only reliable way to put the right vehicle in your driveway.

After its debut earlier this year, the Toyota bZ Woodland is back for 2027, looking pretty much the same as before. It’s still the bZ family’s outdoorsy member, and Toyota says all the features and specs stick around from the first go-round.

The biggest update? Pricing – or really, the lack of it. Just like the standard bZ, the Woodland gets a tiny $80 bump across both trims, making it one of the smallest price changes you’ll see in this segment.

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Same Formula, Same Capability for the New Model Year

Toyota clearly didn’t see any reason to mess with the bZ Woodland formula for 2027. The SUV still packs dual-motor all-wheel drive with 375 horsepower, an estimated 281 miles of range (or 260 if you go for the knobby all-terrain tires). Ground clearance stays at 8.4 inches, and you still get a 3,500-pound towing rating – plenty for your weekend toys.

Compared to the regular bZ, the Woodland gets some extra attitude: matte-black fender cladding, more cargo room, standard roof rails, and up to 74.3 cubic feet of space when you fold the rear seats flat.

Inside, Toyota keeps the goodies coming. Every bZ Woodland gets a massive 14-inch infotainment screen, SofTex-trimmed heated seats, a heated steering wheel, dual wireless phone chargers, and the full Toyota Safety Sense 3.0 suite. Go for the Premium, and you score JBL audio, ventilated front seats, a panoramic glass roof, driver memory, and a digital rearview mirror.

The SUV also sticks with the North American Charging Standard port, so you can tap into a much bigger DC fast-charging network all over the US.

Subaru’s Trailseeker Undercuts Toyota—and Shoppers Are Paying Attention

Toyota and Subaru might dress their SUVs differently, but they’re practically twins. The kicker, however, is that the Trailseeker kicks off at $39,995 for the 2027 model year, slicing $5,385 off the entry-level bZ Woodland’s price. That’s a significant gap, even before you factor in any incentives from both automakers.

That friendlier price tag seems to be pulling in shoppers. Subaru had already moved 2,436 Trailseekers in the first half of the year. Toyota? Just 554 bZ Woodlands in the same stretch. Sure, it’s not a perfect head-to-head – Toyota started selling in March, Subaru in April – but the early scoreboard shows buyers are flocking to Subaru’s cheaper spin on the shared platform, even though it hit showrooms a little later.

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All three were recently updated, so each is at its best, which makes the differences in character clearer than ever. Here is how the CX-5, Forester, and Tiguan compare on comfort, section by section, and which one is the most relaxing place to spend a commute.

Specs and pricing

A Volkswagen Tiguan and a Subaru Forester start within a few hundred dollars of each other, so comfort, not price, is the deciding factor here.

How comfortable is the Mazda CX-5?

Comfort takes a back seat to sportiness in the CX-5, by design. Mazda tunes the suspension for crisp handling, so the ride is the firmest of the three and transmits more road texture and sharper impacts into the cabin, an effect that intensifies with the larger wheels of upper trims.

What it gives back is a genuinely upscale, quiet interior with premium materials, well-bolstered and supportive front seats, and, thanks to the 2026 redesign, more rear-seat and cargo room than before. For a driver who prizes a hushed, luxurious-feeling cabin and does not mind a firmer edge, it is lovely, but it is not the plushest-riding option here.

How comfortable is the Subaru Forester?

Space and serenity define the Forester. Subaru gives it a soft, compliant suspension that soaks up bumps and expansion joints, tall and supportive seats, and an exceptionally airy cabin with slim pillars and generous glass that make it easy to see out of and feel roomy, all with standard all-wheel drive.

Its main comfort weakness is noise, since the boxer engine can drone under hard acceleration through its continuously variable transmission, and a little more road and wind noise reaches the cabin than in the better-insulated Tiguan. For ride comfort, visibility, and space, though, it is excellent.

How comfortable is the Volkswagen Tiguan?

Plushness is the Tiguan’s whole personality. Volkswagen tunes the dampers to a soft setting to absorb rough pavement, insulates the cabin well for a notably quiet ride, and gives the steering a light, relaxed weighting built for effortless cruising rather than sharp cornering. It also has the roomiest back seat of the three, so rear passengers can genuinely stretch out on a long trip.

The trade-off is that it can feel a touch floaty and less eager than the CX-5 when a road turns twisty, but for isolating occupants from the outside world, nothing here comes closer to a small luxury car.

So which one is the most comfortable?

The Volkswagen Tiguan is the clear winner. Its soft, quiet, cushioned ride, relaxed steering, and spacious rear seat combine into the most restful experience of the three, which is exactly what most comfort-focused shoppers are after. It glides where the others fidget or buzz. The Subaru Forester runs a strong second, trading the Tiguan’s hushed refinement for even better visibility and a wonderfully airy cabin, so space-first buyers may prefer it. The Mazda CX-5 is the most premium to look at and touch, but its sporty, firmer ride keeps it from the top of a pure comfort ranking. If a relaxing daily driver is the goal, the Tiguan takes it.

Subaru of America moved 54,454 cars in July 2026, squeaking out a 0.8% bump over last year. Hardly a fireworks-worthy performance, but a small win is still a win.

As expected, the redesigned Subaru Forester is still doing the heavy lifting. It’s the brand’s sales MVP for the seventh month running, with 15,873 units finding homes in July. That’s a beefy 33.5% jump over last year, just edging out the Crosstrek’s 15,789 sales.

But lurking behind those headline numbers is a plot twist. While the Forester keeps the company’s head above water, the Subaru WRX just clocked one of its best months in recent memory.

The WRX Comeback Keeps Gaining Momentum

The WRX racked up 1,438 sales in July – more than triple its tally from a year ago. That represents a 214.7% leap, which isn’t a fluke but rather the latest development in the nameplate’s comeback story that’s been gathering steam for months.

Last year, WRX sales nosedived after Subaru axed the entry-level trim and bumped the base price north of $36,000. Throw in inventory headaches during the Forester launch, and the WRX was left gasping for air.

Subaru finally got the memo this year. The star-spangled brand brought back a wallet-friendly base model at $32,495 and slashed prices on other trims by thousands. Buyers also scored more standard kit, like the big 11.6-inch infotainment screen across the board.

Looks like the changes are working. WRX sales have ticked up every month since April, climbing from 1,178 to 1,195, then 1,233, and now 1,438 in July. Year-to-date, that’s 8,546 cars – up 24.1% over last year’s pace.

Most of the Lineup Is Still Looking for Answers

The WRX’s hot streak is great news, but it doesn’t fix everything. Some of Subaru’s old favorites are still slipping. Crosstrek sales dipped 10.4% in July, even though it’s still a top seller. Outback numbers slid too, Impreza took a 39% nosedive, and the Legacy – on its last legs – plummeted nearly 99%. Solterra? Down over 91% from last July.

Subaru’s electric squad is getting bigger with the Trailseeker and Uncharted, but they’re still bit players. Combined, they managed 1,436 sales in July – about the same as the WRX pulled off solo.

Zooming out, Subaru has moved 361,794 cars so far in 2026, which is 3.7% off last year’s pace. The Forester is still carrying the team, but the WRX has quietly turned into one of Subaru’s biggest wins this year. Even with sales lagging overall, the sports sedan proves what happens when Subaru actually listens to its fans and delivers real value.

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We recently saw the US sticker prices, which outlined a highly familiar trim structure for North America. However, Subaru just unveiled the Japanese Domestic Market iteration, and it paints a vastly different picture. The Japanese release heavily emphasizes affordability and grassroots motorsports, revealing a hardcore driving intent that seems significantly diluted in Western markets.

Track-Bred Hardware Exclusives

The newly unveiled Japanese lineup introduces four distinct tiers, spearheaded by the raw Cup Car Basic. This entry-level grade is purely designed for track abuse and one-make racing series. Stripped of creature comforts, it represents an incredibly affordable entry point for privateer racers. Normal street offerings include the base R, the comfort-focused S, and the premium STI Sport equipped with Hitachi Astemo dampers.

What truly stings for American drivers is the mechanical exclusivity. Japanese manual transmission models are receiving a motorsport-derived shifter mechanism. Developed using data harvested from the Super Taikyu Series, this revised internal geometry drastically improves upshift and downshift smoothness. This track-bred hardware optimization was entirely omitted from North American press releases, and the Japanese base R model starts at just $21,086. Meanwhile, looking at our own domestic pricing, the base Limited trim in the United States demands a staggering $36,140.

Additionally, the domestic Japanese models boast slightly more power, squeezing out 232 horsepower compared to the 228 horsepower available stateside. These manual cars also receive upgraded safety tech, incorporating a new wide-angle monocular camera for better intersection collision detection. These granular differences ultimately create a sharper, safer, and more focused driving machine for the local Japanese enthusiast.

Aftermarket to the Rescue?

It is undeniably frustrating to watch the best engineering bits stay confined across the Pacific. Subaru understands its hardcore fanbase, evidenced by their recent rally aspirations that continually push this lightweight platform’s limits. Yet, bringing those hyper-focused elements to American showrooms remains a logistical hurdle they are seemingly unwilling to clear. By locking the superior shifter behind regional borders, they are shortchanging their passionate western buyers.

With the global sports car segment heating up, these regional discrepancies matter greatly. When analyzing sales compared to the Honda Prelude, brand loyalty hinges on delivering completely uncompromised thrills. While the American version remains a fantastic vehicle in its own right, knowing a cheaper and mechanically superior twin exists just out of reach leaves a bittersweet taste. Hopefully, aftermarket tuners quickly reverse-engineer these Japanese transmission secrets.

Third-row space, seating flexibility, safety, cargo room, and clever family touches all determine how easy an SUV makes life with a growing household. Here is how the Telluride, Palisade, and Ascent compare, and which one is the most family-friendly.

Specs and pricing

A Hyundai Palisade and a Kia Telluride share much of their engineering and pricing, so the differences between them come down to the details that matter to families.

How family-friendly is the Hyundai Palisade?

Family duty is where the redesigned Palisade shines brightest. Its 2026 overhaul made it larger inside, delivering the roomiest third row of this trio, a reimagined rear compartment with bigger windows for a more open feel, and the most cargo space, up to 19.1 cubic feet behind the third row.

Add a plush, quiet cabin, abundant charging ports, clever storage, strong crash-test scores, a long 10-year powertrain warranty, and a new hybrid option that trims fuel bills, and it covers nearly every family need. It is spacious, comfortable, and thoughtfully equipped for life with kids.

How family-friendly is the Kia Telluride?

Space and value make the Telluride a perennial family favorite. Mechanically close to the Palisade, it offers a roomy, comfortable eight-seat cabin, a long list of family-friendly features, strong safety credentials, and the same excellent 10-year powertrain warranty, all at a price that typically undercuts its rivals and starts under $40,000.

It gives up little to the Palisade beyond the newest cabin’s extra room, making it the value champion of the group. For families watching the budget without sacrificing space, it is superb, and only a whisker behind the Hyundai.

How family-friendly is the Subaru Ascent?

Safety and all-weather security are the Ascent’s calling cards. Standard symmetrical all-wheel drive gives it a genuine advantage for families in snowy or rainy climates, and Subaru’s EyeSight driver-assist suite backs up its strong safety reputation.

It also nails the small stuff, with up to 19 cupholders and easy child-seat access. The catch is space, since its third row and cargo area are the tightest of this trio and its turbocharged four-cylinder is the least powerful, so it feels smaller inside than the Kia and Hyundai. It is a safe, sensible family SUV, just not the roomiest.

So which one is the most family-friendly?

The Hyundai Palisade is the most family-friendly, thanks to its 2026 redesign. It now offers the roomiest third row and the most cargo space here, wrapped in a plush, quiet, feature-rich cabin with strong safety scores, a long warranty, and a fuel-saving hybrid option, checking essentially every box a growing family could ask for. It is the most complete family hauler of the three.

The Kia Telluride is a razor-thin second and the value pick, matching almost all of the Palisade’s virtues for less money, so budget-focused families will be delighted with it. The Subaru Ascent earns its place with standard all-wheel drive, top safety, and family-friendly details, making it ideal for cold-climate buyers, but its tighter cabin keeps it third. For the most family-friendly SUV overall, the Palisade wins.

All-wheel-drive tuning, dedicated snow modes, ground clearance, and heated comfort features all shape how a vehicle copes with a hard winter. Here is how the Bronco Sport, Crosstrek, and Compass compare when the temperature drops, and which one is the best for winter driving.

Specs and pricing

A Subaru Crosstrek undercuts a Ford Bronco Sport by several thousand dollars, which factors into the winter-value equation below.

How good is the Subaru Crosstrek in winter?

Winter is where the Crosstrek feels most at home. Every trim comes with Subaru’s symmetrical all-wheel drive, a permanently engaged system widely regarded as the class benchmark for snow and ice, sending power to all four wheels with no driver input required.

Its dual-function X-Mode adds dedicated Snow, Dirt, and Deep Snow modes plus hill descent control, and 8.7 inches of ground clearance helps it push through unplowed streets. Factor in heated seats, steering wheel, and mirrors, strong winter tire availability, and Subaru’s loyal snow-belt following, and it is the most trusted cold-weather vehicle here.

How good is the Ford Bronco Sport in winter?

Capability is the Bronco Sport’s calling card, and it is a close contender. Standard all-wheel drive and Ford’s G.O.A.T. terrain-management system, which includes a dedicated Slippery mode for snow and ice, give it arguably the most sophisticated cold-weather electronics in this comparison, and the rugged Badlands trim adds an advanced twin-clutch all-wheel-drive system for extra grip.

Higher trims also offer up to 8.8 inches of ground clearance. The catch is that base models sit a little lower than the Crosstrek, and it costs more to buy, but for deep-snow capability, especially in Badlands form, it is excellent.

How good is the Jeep Compass in winter?

Solid but less specialized describes the Compass in winter. It comes with all-wheel drive and Jeep’s Selec-Terrain system with a Snow mode, and its heritage means it is genuinely capable in slippery conditions, with available heated features to keep occupants comfortable.

What it lacks is the Crosstrek’s celebrated snow pedigree and always-on symmetrical setup, along with the Bronco Sport’s more advanced terrain electronics, and its 8.1 inches of ground clearance is the least here. It will carry you through a snowy winter without complaint, but it does not inspire quite the same confidence as the other two.

So which one is the best for winter driving?

The Subaru Crosstrek is the best for winter driving. Its always-engaged symmetrical all-wheel drive is the most trusted snow system in the class, its X-Mode snow settings and generous ground clearance handle deep and unplowed roads with ease, and it pairs all of that with strong winter-tire support, excellent resale, and a lower price than the Bronco Sport. For most cold-climate buyers, it is the confident, no-fuss choice.

The Ford Bronco Sport is a very close second and arguably more capable at the extreme, thanks to its Slippery drive mode and the Badlands trim’s advanced all-wheel drive, so deep-snow adventurers should give it a hard look. The Jeep Compass is a dependable third, capable enough with its all-wheel drive and Snow mode but lacking the Subaru’s pedigree and the Ford’s electronics. For all-around winter confidence at a sensible price, the Crosstrek wins.

Ground clearance, all-wheel-drive systems, low-range gearing, and skid plates separate a real trail machine from a soft-roader dressed up for the part. Here is how the Crosstrek, Compass, and CX-30 compare when the road turns to dirt, and which one is the most off-road ready.

Specs and pricing

A Jeep Compass and a Subaru Crosstrek open within about $1,000 of each other, but their off-road ability is far further apart than that.

How off-road ready is the Jeep Compass?

Trail hardware is the Compass’s ace, at least in the right trim. In Trailhawk form, it is the only vehicle here to earn Jeep’s Trail Rated badge, adding a low-range 4×4 mode with a deep crawl ratio, extra skidplate protection, improved approach and departure angles, and Selec-Terrain drive modes.

That low-range gearing is a genuine off-road tool neither rival offers, letting it crawl slowly and deliberately over obstacles where the others would struggle. Its 8.6 inches of ground clearance in Trailhawk trim trails the Crosstrek Wilderness, and the Trailhawk is a limited-availability trim, but for technical terrain it is the most seriously engineered of the trio.

How off-road ready is the Subaru Crosstrek?

Clearance and everyday capability define the Crosstrek. Every version comes with Subaru’s standard symmetrical all-wheel drive and a dual-function X-Mode with hill descent control plus Snow, Dirt, and Deep Snow settings, and even base models offer 8.7 inches of ground clearance, more than a standard Compass.

Step up to the Wilderness, and clearance grows to 9.3 inches, the most in this group, alongside all-terrain tires and a higher 3,500-pound tow rating. It lacks the Compass Trailhawk’s low-range gearing, so it is less suited to slow rock crawling. But for dirt roads, trailheads, and light-to-moderate trails, it is superbly capable straight off the lot and the better all-rounder.

How off-road ready is the Mazda CX-30?

Off-road ability is not really the CX-30’s remit. Mazda offers a competent i-Activ all-wheel-drive system that predicts and prevents wheel slip, which helps on wet roads and light gravel, but that is where its capability ends.

With around 8.0 inches of ground clearance, no low-range gearing, no off-road drive modes, and no skid plates, it is a road-biased crossover that happens to have all-wheel drive rather than a genuine trail vehicle. It is the most engaging of the three to drive on pavement, but it should stay there.

So which one is the most off-road ready?

The Jeep Compass is the most off-road-ready, especially in Trailhawk trim. Its Trail Rated hardware, low-range 4×4 gearing, skid plates, and terrain drive modes make it the only vehicle here engineered for genuinely technical off-roading, giving it the capability that the others cannot match on difficult ground. For anyone planning to tackle serious trails, it is the clear pick.

That said, the Subaru Crosstrek runs it remarkably close and is the better choice for most buyers, with standard all-wheel drive on every trim, more ground clearance in Wilderness form, and excellent light-to-moderate trail ability without paying for a specialized trim. The Mazda CX-30 is a distant third, a stylish, road-focused crossover with all-wheel drive but none of the hardware required for off-roading. For outright off-road readiness, though, the Compass Trailhawk wins.

While it’s good that Subaru’s gamble to turn the Outback into a more SUV-like vehicle is paying off, that meant there’s no more high-riding wagon in the North American lineup. If anything, the original Legacy-based Outbacks were instrumental to the company’s success in North America, so it’s a little sad that the model had somewhat strayed from its roots.

Meanwhile, in Japan, Subaru has a model called the Levorg Layback. While based on the Impreza, it’s effectively the spiritual successor of the original Outback by being, you guessed it, a high-riding wagon. It was recently updated, adding a much-needed hybrid model.

A Reasonably-Priced Tall Wagon

After premiering the car a few months ago, Subaru Japan has released the full specs and pricing for the updated Levorg Layback hybrid. The lineup is simple, with just two on offer, namely the Premium Black and Premium. Oddly enough, the ‘black edition’ model is actually the entry model.

The price? It’s well below $30,000. Granted, cars in Japan are comparatively more affordable than in the U.S, but it goes to show that you can still get a lot of car for the money elsewhere. Prices for the Levorg Layback hybrid start at ¥4,246,000 for the Premium Black, while the Premium is ¥4,521,000. Convert that to U.S dollars, and that’s just around $26,000 to $28,000.

The non-hybrid is even cheaper, starting at ¥4,059,000 for the Limited EX and tops out at ¥4,246,000 for the Black Selection. That’s a hair under $25,000 to just over $26,000.

It’s Well-Equipped, Too

The Levorg Layback’s equipment list isn’t too shabby, either. Of course, it already comes with EyeSight tech, and it’s the full suite, not just the basics. Heated seats are also standard, as is a heated steering wheel, wireless charging, wireless Apple CarPlay and Android Auto, power tailgate, power seats with memory, and connected services.

Powering this wagon on stilts is a 2.5-liter boxer mated to a single motor and a compact battery. It’s the same arrangement as the Forester hybrid, meaning 194 hp combined, while the electric motor is good for 199 lb-ft. Meanwhile, the non-hybrid version uses a 1.8-liter turbo making 174 hp and 221 lb-ft. Of course, all-wheel drive is standard.

It would be nice if this model were sold in the U.S, but ultimately, it’ll be difficult to position it. In Japan, it fills in the gap between the Crosstrek and Forester, although its base price is higher than that of the latter. The hybrid does come out cheaper than the electrified Forester, but if it were offered in America, it might be priced too close to other models in the lineup. That said, Japan still has a lot of love for wagons, which is probably why it’s the only market that has it.

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Park the Atlas beside the Ascent, and the two look like near-twins, matching within a few inches on length and offering almost identical passenger volume. Both seat up to eight and chase the same growing families. The difference lies in how each uses its space, and Volkswagen’s boxier packaging turns an outside near-tie into a decisive win at the cargo bay. Here is the full picture, cargo, and everything around it.

Specs and pricing

Pricing opens in nearly the same place, with both SUVs starting around $40,000. What separates them is philosophy: Volkswagen sells the Atlas as a big, boxy hauler with an available premium bent, while Subaru builds the Ascent around standard all-wheel drive and all-weather security. Those priorities echo through every category below, starting under the hood.

Powertrains and performance

Volkswagen gives the Atlas a 2.0-liter turbocharged four making 269 horsepower and 273 lb.ft of torque, paired with a conventional eight-speed automatic and a choice of front- or all-wheel drive. Subaru counters with a 2.4-liter turbocharged flat-four rated at 260 horsepower and 277 lb.ft, sent through a continuously variable automatic and standard symmetrical all-wheel drive. On paper, the two are closely matched, and both tow around 5,000 pounds when properly equipped, enough for a modest trailer or a couple of jet skis.

In daily driving, the differences are more about character than pace. Atlas buyers get crisper, more decisive shifts from the traditional automatic, while the Ascent’s CVT keeps the engine in its efficient band but can drone under hard acceleration. Fuel economy lands in similar territory for both, in the low-to-mid 20s combined, so neither holds a meaningful efficiency edge. Neither is quick, yet each has ample muscle for hauling a full load of people and their belongings.

How they drive

Behind the wheel, the Atlas feels like the larger, more substantial vehicle, with a composed, quiet highway gait and light, easy steering that make it relaxing to pilot on a long haul. Its size is most noticeable in tight parking lots, where the Ascent’s slightly trimmer feel and superb outward visibility make it the easier of the two to place.

Subaru trades a little big-SUV solidity for the everyday confidence of standard all-wheel drive, which pays real dividends in rain, snow, and on loose gravel. Its ride is comfortable and unruffled, and the commanding view out is a longtime Subaru strength. Buyers who log highway miles may lean toward the Atlas’s hushed demeanor, while those in harsh climates will value the Ascent’s standard traction more than any dynamic nuance.

Cargo and passenger space

Cargo is where this comparison is decided, and the Atlas wins at every stage. With all three rows in use, it offers 20.6 cubic feet behind the third row, against the Ascent’s 17.6, roughly three cubic feet that translates into an extra cooler or the stroller you would otherwise have to wedge in sideways. Fold the third row and the gap widens to 55.5 cubic feet versus 47.5. Drop both rear rows and the Atlas opens up a cavernous 96.6 cubic feet, dwarfing the Ascent’s 75.6 by about 21 cubic feet, the difference between one trip and two on moving day.

Volkswagen’s upright roofline, squared-off cargo walls, and wide load floor are the reason, making the Atlas one of the roomiest haulers in the mainstream three-row class. Passenger space is closer, since both seat up to eight and offer genuinely usable third rows, but the Atlas again feels a touch airier in back and makes third-row access a little easier. For a household that regularly fills every seat and still needs to bring the gear, that combination is hard to beat.

Interior, features, and value

Inside, the Atlas leans toward comfort and near-premium flourishes, with available massaging front seats, a large panoramic roof, a crisp digital gauge cluster, and a spacious, upscale-feeling cabin. Subaru answers with value and peace of mind: standard all-wheel drive, the standard EyeSight suite of driver aids, and a strong safety reputation that includes a current IIHS Top Safety Pick+ result for the Ascent. Subaru’s resale strength and loyal all-weather following are real ownership advantages, and the Ascent wants for little as a no-drama family hauler.

Volkswagen makes the stronger play for buyers who want the biggest cargo hold and a plusher top trim, backed by a competitive warranty. Subaru appeals to those who put traction, crash-test credentials, and long-term value at the top of the list. Both are sensible, well-rounded choices, so the deciding factor often comes down to whether maximum space or standard all-weather capability matters more to a given family.

So which one has more cargo space?

Volkswagen’s Atlas has more cargo space, and the margin is not subtle. It leads the Ascent behind the third row, behind the second row, and at maximum, where its 96.6 cubic feet outmuscles the Subaru’s 75.6 by around 21 cubic feet. For buyers who shop primarily on hauling room, the Atlas is the clear winner and one of the roomiest options in its class. Subaru’s Ascent remains a genuinely strong choice, especially for its standard all-wheel drive, winter capability, and top-tier safety rating, and it is far from cramped in its own right. But on the specific question of cargo space, the Atlas is the bigger, more flexible hauler by a wide margin.

Look at the HR-V next to the Crosstrek, and you are choosing between comfort-first packaging and trail-ready hardware. Honda leans toward maximizing interior room and easy urban livability, while Subaru emphasizes capability and all-weather security. That split shows up in the cargo numbers, where the HR-V takes a clear lead behind the seats even as the two finish in a dead heat at maximum. Here is how they compare across the board.

Specs and pricing

Pricing is close, with both opening in the mid $20,000s, so the choice rarely comes down to dollars. It comes down to mission: Honda built the HR-V for space-efficient city and suburban use, while Subaru engineered the Crosstrek to wander off the pavement. Everything below follows from that difference.

Powertrains and performance

Honda fits the HR-V with a naturally aspirated 2.0-liter four making 158 horsepower, routed through a continuously variable transmission with front- or all-wheel drive. It is smooth and refined but leisurely, happiest around town rather than in a hurry. Subaru offers the Crosstrek with either a 2.0-liter flat-four making 152 horsepower or a stronger 2.5-liter with 182, also through a CVT, and every version comes with standard symmetrical all-wheel drive. The 2.5-liter Crosstrek is the noticeably peppier of these two vehicles, particularly on highway merges and grades.

Neither is quick, and both prioritize easy manners and efficiency over pace, returning fuel economy in the high 20s to around 30 mpg combined. For the daily commuting and errand duty these crossovers are built for, each has enough, though buyers who want a little more urgency will appreciate the Crosstrek’s available larger engine.

How they drive

On pavement, the HR-V is the more polished of the pair, with a quiet cabin, a comfortable ride, and composed, car-like handling that suits city streets and highways alike. It sits lower and feels more like a tall hatchback than a rugged SUV.

Subaru takes the opposite approach. With about 8.7 inches of ground clearance, standard all-wheel drive, and an X-Mode system for slippery surfaces, the Crosstrek genuinely handles light trails, snow, and unpaved roads that would give the lower HR-V pause. That capability comes with a slightly higher seating position and a touch more road noise, but for buyers who venture off the beaten path or face real winters, it is a meaningful advantage that has nothing to do with cubic feet.

Cargo and everyday space

Cargo is the heart of this matchup, and the HR-V wins where it matters most. With the rear seats up, it offers 24.4 cubic feet behind the second row against the Crosstrek’s 20.0, a margin of more than four cubic feet that is genuinely noticeable when loading groceries, luggage, or gear with passengers aboard. That is the configuration owners live in day to day, and Honda’s more space-efficient body gives it a real, usable edge.

Fold the seats, though, and the contest evaporates. The HR-V tops out at 55.1 cubic feet of maximum volume, while the Crosstrek sits right behind at 54.7, a difference of less than half a cubic foot that no owner would ever detect. Passenger room favors the Honda slightly, with a roomier back seat, while the Subaru’s boxier tail suits bulky outdoor gear. Buyers who mostly fold the seats flat can call maximum capacity a wash and weigh the rest of the package.

Interior, features, and value

Inside, the HR-V offers a clean, comfortable, and quiet cabin with simple controls and a roomy rear seat, making it an easy companion for urban and suburban life. Subaru’s Crosstrek counters with a more rugged, adventure-minded interior, generous standard driver aids, and Subaru’s well-earned reputation for safety and all-weather durability, all of which feed its famously strong resale value.

Value is close on paper given the similar pricing, so it comes down to what each buyer needs. Honda makes the more sensible pick for those who prize interior room, refinement, and around-town ease, while Subaru is the clear choice for anyone who wants standard all-wheel drive and the ability to leave the pavement now and then.

So which one has more cargo space?

Honda’s HR-V has more cargo space. It leads the Crosstrek by more than four cubic feet behind the rear seats, 24.4 to 20.0, which is the configuration owners use most, so it earns the win. Maximum volume is effectively tied at around 55 cubic feet, so the Honda’s edge is about everyday usable room rather than outright capacity. Subaru’s Crosstrek stays right with it at maximum and counters with standard all-wheel drive and more ground clearance, which will matter more than cargo to plenty of buyers. But on the specific question of cargo room, the HR-V’s advantage behind the seats gives it the nod.

The V6 Holdouts

Nissan’s VQ Series V6

While Nissan isn’t always the first name associated with bulletproof reliability, their naturally aspirated VQ series V6 is a major exception. Found in the 3.5-liter Nissan Pathfinder and the 3.8-liter Nissan Frontier pickup, this engine has been refined over two decades. Paired with a traditional 9-speed automatic, it entirely avoids the pitfalls of Nissan’s older CVTs, making it a rugged choice for families and truck buyers.

Honda / Acura 3.5L V6 (J35)

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Honda has utilized the J35 V6 for over 25 years. You can still find it powering heavy hitters like the Honda Odyssey, Pilot, Passport, Ridgeline, and Acura MDX. Paired with a smooth 10-speed automatic, this setup does require a timing belt replacement every 100,000 miles, but its long-term durability is heavily documented.

Lexus IS 350 3.5L V6

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Taking the crown for V6 longevity is the Lexus IS 350. Powered by the 2GR-FKS 3.5-liter V6, this engine skips turbochargers and cylinder deactivation entirely. Paired with either a 6-speed (AWD) or 8-speed (RWD) automatic transmission, it is widely considered one of the most robust, quarter-million-mile powertrains on the market today.

Bulletproof Four-Cylinders

Mazda Skyactiv-G 2.0L and 2.5L

Mazda has spent nearly 15 years perfecting its Skyactiv engines. Found across their lineup, from the Mazda CX-5 and CX-50 crossovers to the Mazda3 and MX-5 Miata, these engines forgo turbochargers in their base forms and are mated to a traditional 6-speed automatic transmission. This mechanical simplicity has single-handedly elevated Mazda to the top tier of modern reliability rankings.

Subaru Boxer Engines (FB20/FB25)

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Subaru has long shaken off the head gasket issues that plagued its older models. Today’s 2.0-liter and 2.5-liter flat-four engines found in the Subaru Crosstrek, Forester, and Outback are remarkably sturdy. While they utilize continuously variable transmissions (CVTs), Subaru’s modern units are highly durable provided you stick to strict fluid maintenance schedules.

The Hybrid Kings

Honda 2.0L Hybrid

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Found in the Honda Civic, Accord, and CR-V, this naturally aspirated 2.0-liter setup uses a direct-drive hybrid system. The gas engine primarily acts as a generator for the electric motors, completely eliminating the need for a traditional transmission. It is an incredibly simple, low-stress powertrain capable of great mileage.

Toyota Dynamic Force Hybrid & 1.8L Hybrid

Toyota remains the undisputed king of hybrid longevity. Their modern 2.0-liter and 2.5-liter Dynamic Force hybrid engines (powering the RAV4, Camry, Sienna, and Grand Highlander) are paired with the legendary eCVT—a planetary gearset that is virtually indestructible. However, the pinnacle of proven longevity sits with the Toyota Corolla Hybrid. Utilizing an older, mechanically simpler 1.8-liter four-cylinder engine mated to the eCVT, this is the exact same powertrain heavily relied upon by taxi fleets worldwide to comfortably surpass 300,000 miles.

The Bottom Line

While the automotive industry rushes toward a heavily turbocharged future, buyers looking for a “buy it for life” vehicle still have fantastic options. By prioritizing naturally aspirated engines, avoiding complex turbo setups, and opting for proven drivetrains, you can drive off the lot in a vehicle that will easily see you through the next 15 years.

These two vehicles are both affordable, small, practical, all-weather-friendly SUVs for people who probably own at least five reusable water bottles. But despite their similarities, each of these SUVs takes on a distinct emotional appeal of its own. The Seltos feels as though it aims to make the small SUV feel more polished, more premium, and more grown-up than what the class usually allows without stepping up into something with four rings or a three-pointed star on its grille. The Crosstrek is still the raised-hatchback adventure tool Subaru buyers understand instinctively, now made more compelling for 2026 thanks to a stronger standard 2.5-litre engine and, more importantly, a new hybrid that finally gives the Crosstrek lineup the electrified version it always seemed like it should’ve had.

I drove the redesigned Seltos X-Line SX in Southern California, from Newport Beach toward Lake Elsinore and back, across freeways, urban roads, and the kind of canyon pavement that quickly reveals whether a small SUV has any interest in being more than useful. I also drove the new Crosstrek Hybrid in Oregon, where Subaru’s familiar formula felt sharper, smoother, and more convincing than before. But this isn’t just a comparison of those two exact trims.

The Seltos and Crosstrek lineups are built around different philosophies entirely. Kia gives buyers more choice: front- or all-wheel drive, lower-end base gas power, available turbo power, more cargo space, more screen-heavy tech, and an upcoming hybrid that should arrive in early 2027 to take a more direct swing at Subaru’s newly electrified Crosstrek. Subaru counters with standard all-wheel drive, better ground clearance, a stronger outdoorsy identity, and a hybrid that doesn’t dilute the Crosstrek’s reason for existing. So, the question isn’t simply which one is better—that’s too easy, and honestly, not very useful. The better question is this: do you want the small SUV that feels more polished and complete for daily life, or the one that feels more naturally ready for the weekend adventures?

Lineup And Specs: Kia Offers Choice, Subaru Starts With Capability

Kia’s lineup starts lower and stretches wider. The redesigned Seltos begins at $24,990 before destination in LX FWD form, while the X-Line SX AWD I drove starts at $32,790 before destination. The lineup currently includes a 147-hp 2.0-litre four-cylinder and a 190-hp 1.6-litre turbo, with the Seltos Hybrid expected around Q1 2027.

Subaru’s lineup is more straightforward but more capability-focused from the start. The 2026 Crosstrek starts at $26,995 before destination, the Premium at $27,995, Sport at $30,625, Limited at $32,995, Wilderness at $33,795, Sport Hybrid at $33,995 and Limited Hybrid at $34,995. Every Crosstrek gets standard all-wheel drive, while the big 2026 update is that gas models now use the 180-hp 2.5-litre flat-four and the new hybrid makes 194 hp combined.

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Design: Baby Telluride Vs. Subaru Uniform

Kia’s redesigned small SUV looks better in person than it does in photos. Its boxier body, upright front end, amber running lights, squared-off greenhouse, and X-Line enhancements make it feel far more substantial than its previous generation did. It’s still bite-sized, obviously, but it no longer looks like a small generic crossover—now it looks like a shrunken Telluride, which should undoubtedly win over just as many buyers as the Telluride itself.

The Crosstrek looks exactly like what it is: a ruggedized hatchback that has never been embarrassed by that description. Its proportions are lower, the roofline is more wagon-like, and the cladding looks less like a lifestyle image strategy and more like something Subaru buyers expect as standard issue. In Wilderness form, the Crosstrek adds even more serious visual cues, but even the regular versions communicate more outdoor intent than the Seltos.

The emotional difference is simple: the Seltos wants to look like a small SUV with big-SUV confidence, and the Crosstrek wants to look like a practical hatchback that knows where all the best unmapped trailheads are hiding.

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Powertrains: The Hybrid Changes Subaru’s Argument

For years, the Crosstrek’s main weakness was power. It had the look, the right all-wheel drive system, and the lifestyle credibility, but not always the urgency. For 2026, Subaru helps solve that by making the 2.5-litre boxer standard across the gas lineup, which gives every non-hybrid Crosstrek 180 hp and 178 lb-ft instead of reserving the stronger engine for upper trims.

The new Crosstrek Hybrid is even more important. It pairs a 2.5-litre Atkinson-cycle boxer with two electric motor generators and Subaru’s mechanical Symmetrical All-Wheel Drive system for 194 hp combined. In my first drive, the hybrid’s instant response made the Crosstrek feel smoother and more worthwhile under wide-open throttle, and the added performance didn’t dilute what makes the Crosstrek useful in the first place, even if it does rob a bit of cabin space.

The Seltos has a different advantage: variety. The base 2.0-litre is there for affordability, while the 1.6-litre turbo gives the lineup stronger acceleration and more effortless freeway behaviour. In the X-Line SX, the turbo wasn’t as playful as I hoped, and it doesn’t immediately transform the Seltos into a hot hatch with a lift kit despite sharing its powertrain with the Kia K4 GT-Line, but it still gives Kia’s small SUV the kind of effortless power the segment often lacks.

The missing piece here is the Seltos Hybrid. Once it arrives next year, it should compete more directly with the Crosstrek Hybrid, especially if Kia can pair strong efficiency with available electric all-wheel drive. Until then, Subaru has the electrified advantage, but Kia still has the broader gas lineup.

Driving Feel: Subaru Feels More Familiar, Kia Has More Polish

The Seltos is incredibly easy to drive. That was my main takeaway after driving it through Southern California. The steering is relatively vague but harmlessly so, the ride is composed, the body control is better than expected, and the turbocharged engine makes the X-Line SX feel relaxed in ordinary driving. It’s not particularly exciting, and when pushed harder, the transmission can often hesitate before kicking down. But for daily use, the Seltos feels mature, refined, and well calibrated.

The Crosstrek Hybrid surprised me more from a driver’s perspective. It still rolls in corners, but that roll communicates rather than simply frustrates. Once you learn its rhythm, the Crosstrek can feel genuinely engaging in the way a light, slightly tall hatchback can be. It’s also not fast, but the hybrid’s smoother response gives it more immediacy, and the mechanical all-wheel drive system helps it feel planted and naturally confident on both pavement and rougher surfaces. That gives the Subaru a subtle enthusiast edge: the Seltos feels smoother and more refined, but the Crosstrek feels more talkative and more naturally eager.

Packaging And Interior: The Kia Is Bigger Everywhere That Matters

The Seltos wins the space argument without question. Kia lists 103.5 cubic feet of passenger volume, 27.8 cubic feet of cargo space behind the second row and 64.2 cubic feet with the seats folded. It also gets a standard 12.3-inch touchscreen, available nearly 30 inches of combined display area, and a cabin design that borrows its horizontal confidence from the Telluride.

The Crosstrek is less spacious, especially in terms of cargo capacity. Gas models offer about 20 cubic feet behind the rear seat and 54.7 cubic feet with the seats folded, but Subaru counters with usability, visibility, and a cabin that feels purpose-built rather than flashy, mostly thanks to its durable StarTex upholstery. The Crosstrek Hybrid also improves the cabin atmosphere compared with the sea of black plastic that can define lower-end Subaru interiors. In my drive, the hybrid’s colours, patterns, and digital gauge cluster helped it feel more charming and premium than expected. Still, the Seltos has the richer first impression, especially in higher trims with the panoramic roof, larger screens, and more dramatic design.

The Seltos has the clear cargo-space advantage, especially with the rear seats folded. The Crosstrek counters with more front legroom and a more adventure-friendly layout, but its lower roofline and hatchback-like proportions leave it with less rear legroom and cargo space. The hybrid gives up a little more cargo volume because of its battery packaging, but it remains the more direct answer for buyers waiting to compare it against the upcoming Seltos Hybrid.

Value: It Depends Which Feature You Refuse To Compromise On

The Seltos starts lower, offers more cargo room, has a more upscale-feeling cabin, and gives buyers the choice between FWD, AWD, base gas power, turbo gas power and soon, hybrid power. That flexibility matters. It lets Kia appeal to someone who wants a cheap small SUV, someone who wants a stylish AWD commuter, and someone who might soon want a hybrid without jumping to a larger vehicle.

The Crosstrek costs more to start, but it also gives every buyer standard AWD, strong ground clearance and a more outdoor-ready identity. Subaru says the Crosstrek Hybrid delivers up to 38% better city fuel economy than gas models and up to 597 miles of range per tank, while retaining standard Symmetrical AWD and 8.7 inches of ground clearance. That, then, is the Subaru argument in one sentence: you pay more, but you get capability baked in as standard rather than added later.

Verdict: Which Small SUV Makes More Sense?

The 2027 Kia Seltos is the one that considers “camping” as spending a night in a rented static Airstream trailer at a beach resort. It has the richer cabin, the bigger cargo numbers, the more dramatic styling, and the broader lineup, thus positioning itself as a more mature, but less rugged SUV than the Crosstrek. In X-Line SX form, it has enough turbocharged power to feel relaxed in traffic and confident on the freeway, even if it never quite becomes the hot hatch on hiking boots I wanted it to be. The steering is light, the personality is more polished than playful, and the whole vehicle feels calibrated around ease rather than excitement.

The 2026 Subaru Crosstrek is different. It’s less flashy, less spacious, and not as slick inside, but it has a kind of honesty that might lead you to leave the weekend’s trail-seeking plans up to its discretion, rather than planning around it. It sits higher, sees farther, and feels more comfortable with dirt under its tires. Even when it’s just doing normal small-SUV stuff, the Crosstrek carries itself as if it would rather be on the way to a campsite than circling a mall parking lot.

The Seltos Hybrid will make this comparison even more interesting when it arrives in early 2027. If Kia can pair the Seltos’ better packaging and cabin polish with strong hybrid efficiency and useful all-wheel-drive capability, Subaru may have a much tougher fight on its hands. But for now, the choice ultimately comes down to personality as much as practicality.

Buy the Seltos if you want a small SUV that feels more grown-up, more spacious, more tech-forward, and more polished in everyday use. It’s a better fit for buyers who spend most of their time in cities, suburbs, and highways, but still want something with a bit of visual backbone. Buy the Crosstrek if standard all-wheel drive, ground clearance, rough-road confidence, and outdoorsy credibility matter more than screen size or cargo supremacy. It isn’t as dressy as the Kia, but it feels more comfortable getting mud on its jeans.

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No pun intended, but Subaru’s legacy in performance cars started with the Legacy RS. Known (and detuned) in the U.S. as the Legacy Turbo, it was the Japanese automaker’s first serious foray into rallying, while the Impreza WRX eventually cemented it.

From then on, Subaru has offered spicier versions of its road cars, namely the aforementioned Legacy RS and Impreza WRX, along with the WRX STI, Legacy Spec B, Forester XT and STI, and BRZ. Had Subaru not entered motorsport about 35 years ago, the company’s image and fate would be totally different today.

What’s Next?

Subaru recently established its Product Innovation Division, and within it, the Sports Vehicle Planning Office. That office’s task is simple: to build the company’s fun cars. Chief technical officer Tetsuo Fujinuki recently spoke to Best Car about the future of Subaru’s performance cars.

The executive pointed out that its three upcoming STI-engineered cars show Subaru’s commitment in the performance car arena, all of which have manual transmissions. It includes what is likely to be a more powerful version of the WRX (but not a full STI, presumably), a hotter BRZ, and a hot hatch that could carry the name Impreza TX.

Translated from Japanese, Fujinuki said, “We’ve created a Product Innovation Headquarters and established a Sports Vehicle Planning Office specializing in sports models. We decided to abandon the old way of doing things. Because it’s boring. We’d have a confirmation meeting, then another meeting, and they’d bring out similar materials again.” The fact that an entirely new division was made is a massive commitment and undertaking in itself, further showing Subaru’s serious intentions.

More to Come?

With the new performance division, does this mean we can expect more speedy Subarus? “We tried developing it [performance cars] entirely digitally. And it turned out we could do quite a lot. As a result, our development speed increased, and we were able to do more daring things,” said Fujinuki.

Now, this doesn’t mean that Subaru will transform itself into a purely performance brand. It still needs to sell boatloads of Foresters and Outbacks to fund development. That said, additional digital development makes it easier, and more importantly, less expensive to make more STI-engineered vehicles.

Given the company’s investment in the new performance division, one can say that Subaru’s sporting spirit will stay alive as the automotive industry becomes more and more electrified. Subaru is also looking into building electrified performance cars, but details are still murky at the time of writing.

There are a few rivals left, though, with the Mazda MX-5 being the closest, while the front-wheel-drive Honda Civic Si, and entry-level EcoBoost Ford Mustang offer slightly different routes to dishing out affordable driving pleasure.

The Subaru and Toyota, though, are the only two-door, manual, non-turbo, rear-wheel drive coupes out there. They were essentially separated at their mechanical birthplace, but even though they share a platform, an engine, and an assembly line, each claims to have a subtly different personality. So let’s examine whether this is simply a case of cut-and-paste engineering, or whether each of these sports cars offers something unique to the consumer in 2026.

Subaru BRZ

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Subaru has almost completed its transformation into an SUV-only manufacturer, but there remain a few sporty models in its range. The BRZ being the one that you’d least likely associate with a brand that made its name through rally-bred all-wheel drive turbocharged sedans. It’s the only rear-wheel drive model it sells, and one of only two that can still be had with a manual transmission.

It may be mostly a Toyota underneath, inside and outside, but the bit under the hood is all Subaru, and if you believe the heart of a sports car is its engine, then the Subaru badge certainly deserves its place on this car.

The current lineup offers two main trims: the Limited and track-ready tS, and while each variant adds a few additional features, base is best for most intents and purposes. If you are planning to track your BRZ, the tS trim offers STI-tuned sport suspension and a Brembo brake upgrade. Both trims have the same 228-hp 2.4-liter four-cylinder boxer engine, send their power to the rear wheels through a six-speed manual transmission and come standard with a limited-slip rear differential. Perfect.

There is space for four, but the rear seats are best reserved for luggage rather than people. The modest 6.3-cubic feet of trunk space should be enough for a weekend away for two.

Toyota GR86

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The Toyota GR86 offers much the same recipe in a slightly different exterior wrapper. There are three trims for 2026, ranging from the base GR86 to the mid-spec Premium and eye-scorchingly yellow Yuzu edition. You get the same 8-inch infotainment screen and 7-inch digital gauge cluster as the Subaru, as well as the same token rear seats and small trunk.

An automatic option is available for both models, but unless you have a medical condition that requires opting for it, the manual is the only way to experience these cars. Aside from some very minor trim differences, both Toyota and Subaru regularly report that they have tweaked, retuned, and otherwise fiddled with the suspension, steering or shock absorbers from time to time.

Deciphering manufacturer press releases, the BRZ is tuned to be slightly more stable and forgiving, making it potentially easier to push hard on a twisty road. The GR86, on the other hand, features a stiffer rear suspension setup, making it slightly more eager to step its tail out and rotate if you plant the throttle in a corner.

Subaru BRZ vs Toyota GR86: Price, Performance, And Power

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When it comes down to the bare specifications, these two are virtually mirror images of each other. Both utilize the same Subaru-sourced 2.4-liter boxer engine, and the same transmission and suspension layout.

The new engine is a big improvement over the older 2.0-liter unit found in the first gen models, but it still requires revving to get the most out of it, and its lack of mid-range torque will have turbocharged hatchback fans wondering if something is broken. But the charm of both the BRZ and the GR86 is in its revvy nature, and the need to keep the engine on the boil with liberal use of the six-speed manual transmission.

A 0-60mph time of under 6.0 seconds is certainly not slow, but you need to work the car to achieve that figure, and the real fun is in the way you interact with the controls. Every control is well weighed, requiring purposeful inputs and a basic understanding of how a naturally aspirated RWD car responds when pushed.

Subaru BRZ vs Toyota GR86 Reliability

Because these cars roll off the exact same assembly line and are essentially identical under the skin their reliability scores are also virtually identical. Consumer Reports has consistently ranked both of these models at the top end of the sports car reliability scale, being beaten in recent years only by the BMW 2 Series.  

Despite their overall reliability being above average, there have been some issues, especially among track-day enthusiasts who push their cars harder than most. One problem some have come across is the potential for excess RTV silicone sealant from the factory to break loose and partially clog the oil pickup tube, which can lead to oil starvation under extreme high-G cornering. Aside from that, some owners have also reported minor rattles in the cabin and occasional glitches with the wired smartphone mirroring setup.

Which is Best?

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All things considered, both of these sporty two-door coupes offer a driving experience so similar that you’d have to drive them back-to-back to tell the difference. The slight suspension tuning changes can make a difference when pushing these cars to their limits, but when things are this evenly matched the choice comes down to pricing, and this is where the GR86 wins hands down.

Starting at $34,000 for the base GR86 versus $35,860 for the very similarly specced BRZ Limited makes the cheaper Toyota the default choice for many. In fact, the Toyota GR86 outsold the Subaru BRZ 4:1 in 2025, clearly buyers are highly price sensitive at this end of the market. Part of this sales discrepancy may also be attributed to convenience, there are twice as many Toyota dealerships across the US than Subaru ones. But whichever badge you choose, you’ll be driving one of the best entry-level sports cars of the decade, built to a formula that may never be repeated again.

Safety ratings at a glance

Here is how the two three-row SUVs compare on the ratings that decide the 2026 IIHS awards.

How they scored in IIHS testing

Subaru’s Ascent meets every requirement for the highest tier. It earns good ratings in the small overlap and moderate overlap front tests and the side test, clears the higher pedestrian and vehicle-to-vehicle crash-avoidance bars that the plus award demands, and wears acceptable or good headlights across the lineup. Subaru has made this kind of result a habit, and the 2026 Ascent continues it.

Toyota’s Highlander comes up short in one crucial area. It earns good ratings in the small overlap front and side tests, so it protects front occupants well in those scenarios, and its headlights rate as acceptable, with a good result on the adaptive units. The stumbling block is the moderate overlap front test, where it earns only a marginal rating. That result alone keeps it out of the awards, even before the newer crash-avoidance criteria come into play.

Why the rear seat decides it

The moderate overlap test is the key to this comparison. Since the IIHS updated it, the evaluation includes a dummy the size of a small woman or a 12-year-old in the seat behind the driver, specifically to measure rear-seat protection in an offset frontal crash. The Highlander protected its front occupant well, but readings from the rear dummy, indicating an elevated risk of head, neck, and abdominal injuries, drove its marginal grade.

For a three-row SUV, that is a pointed concern, because the entire purpose of the vehicle is carrying more passengers, often children in the second and third rows. A test that specifically flags rear-seat protection is exactly the one families should weigh most heavily, and it is where the Ascent’s clean sheet separates it from the Highlander.

The rest of the safety picture

Both SUVs come with extensive standard driver-assistance technology: Subaru with its EyeSight suite and Toyota with Safety Sense, and both perform respectably in federal NHTSA crash testing. Neither is a vehicle to be afraid of, and the Highlander’s marginal result is a shortfall in one specific scenario rather than a wholesale failure.

Still, safety comparisons are decided on measured outcomes, and here the difference is concrete. The Ascent cleared the updated rear-seat test that the Highlander did not, and it went on to meet the tougher crash-avoidance standards on top of that.

So which one is safer?

The Subaru Ascent is safer. It earns a 2026 IIHS Top Safety Pick+, meeting the institute’s toughest standards, while the Toyota Highlander earns no award this year, held back by a marginal result in the updated moderate-overlap test that evaluates rear-seat protection. The Toyota Highlander is not a dangerous vehicle, and buyers who prefer it for other reasons are not making a reckless choice, but for a family shopping primarily on crash-test protection, the Ascent is the stronger pick, and its rear-seat performance is why.

Contrasting the Outback with the Crown Signia pits an outdoorsy everyman against a polished newcomer. Subaru built the Outback for capability and value, while Toyota aimed the Crown Signia at buyers who want efficiency and premium calm. Here is how they compare for 2026.

How they compare

Here is a quick side-by-side of how the two wagons line up for 2026.

Powertrains and efficiency

Toyota’s Crown Signia is hybrid-only, pairing a 2.5-liter four with electric motors for 240 horsepower total and returning close to 38 mpg combined. It feels zippy around town thanks to instant electric torque, and its efficiency is genuinely excellent, comfortably better than the Outback’s. For a buyer whose top concern is fuel bills, that gap is hard to ignore.

Subaru’s Outback takes a more conventional route. A 180-horsepower boxer four is standard, with a 260-horsepower turbocharged boxer available on XT and Wilderness trims for real muscle and towing capability. Combined economy lands around 27 mpg, so it trails the Crown Signia on efficiency, but the available turbo gives it a performance ceiling the Toyota cannot reach.

Space and capability

Utility favors the Subaru. Its redesigned body is taller and boxier, opening up more passenger room and more cargo space behind the rear seats, and every Outback comes with standard full-time all-wheel drive plus up to 9.5 inches of ground clearance. That translates to real capability on unpaved roads, in deep snow, and while towing.

Toyota’s Crown Signia sits lower, with around 6.7 inches of clearance and an on-demand all-wheel-drive system that sends power rearward only when needed. It handles tidily and rides well on pavement, and its cabin is handsome, but it holds less behind the seats and is not built for the rough stuff. It is the better boulevard cruiser; the Outback is the better do-anything wagon.

Value, safety, and ownership

Price is a decisive Outback advantage. It starts around $35,000, while a comparably equipped Crown Signia runs closer to the mid $40,000s, a gap of nearly $10,000 that buys a lot of fuel. The Outback also holds a 2026 IIHS Top Safety Pick+, the institute’s top honor, while the Crown Signia has not yet been fully evaluated.

Toyota’s counterpoints are efficiency and a more premium feel, along with the brand’s strong hybrid reputation. For buyers who want a plush, thrifty on-road wagon and do not need the space or clearance, it makes a real case.

So which one wins for 2026?

The Subaru Outback wins for 2026. It costs thousands less, carries more cargo, offers standard all-wheel drive and real ground clearance, and holds the current higher safety credentials. For the widest range of buyers, that combination of value and capability is tough to beat. The Toyota Crown Signia is the right choice for shoppers who prize fuel efficiency and a premium, on-road-focused character and are willing to pay for it. It is a lovely, thrifty wagon. But on overall value and versatility, the Outback takes the win.

Match the Forester against the CX-5, and each plays to a clear strength. Subaru maximizes room and outward vision with standard all-wheel drive, while Mazda delivers upscale materials and engaging handling. Here is how the two compact favorites compare.

How they compare

Here is a quick side-by-side of how the two compact SUVs line up for 2026.

Powertrains and capability

Subaru gives the Forester a 180-horsepower boxer four, plus a new hybrid making around 194 horsepower and returning roughly 35 mpg in the city, a welcome efficiency boost. Every Forester comes with standard all-wheel drive, X-MODE traction control, and higher ground clearance, giving it genuine light off-road ability that suits camping and bad-weather duty.

Mazda’s redesigned CX-5 pairs its refined gas engine with standard all-wheel drive of its own, and it drives with the poise Mazda is known for, quiet, composed, and more engaging than most rivals. It is not built for trails the way the Forester is, but for pavement and rough roads, it is the more polished companion.

Interior and technology

This is where the new CX-5 leaps ahead. Its available 15.6-inch touchscreen is the largest Mazda has ever fit, it runs Google built-in software, and its cabin materials and craftsmanship feel genuinely upscale. The redesign also stretched the wheelbase for more rear-seat room, addressing an old CX-5 weakness.

Subaru’s Forester counters with space and honesty rather than flash. Its boxy body yields excellent cargo room and outstanding outward visibility, and its cabin is practical and hard-wearing, if plainer and less teched-out than the Mazda’s. Consumer reviewers have noted the Forester’s no-frills feel and highway noise; the CX-5 is the quieter, richer place to sit.

Safety, value, and ownership

Safety gives Subaru a concrete edge for now. The Forester holds a 2026 IIHS Top Safety Pick+, the top honor, while the redesigned CX-5 has not yet been crash-tested, though Mazda’s strong safety reputation suggests it should do well once evaluated. Both pack generous standard driver-assistance technology. On value, the two start within dollars of each other, with the CX-5 offering a lot of standard content and the Forester countering with proven capability, all-wheel-drive heritage, and Subaru’s loyal ownership base.

So which one wins?

As an all-around daily driver, the Mazda CX-5 edges out the win. Its 2026 redesign delivers a more upscale interior, class-leading technology, more rear-seat space, and the quiet, refined driving manners that make it a nicer everyday companion, all at a price in line with the Forester. The Subaru Forester is the better pick for buyers who want genuine light off-road capability, maximum visibility and cargo room, a hybrid option, and a current Top Safety Pick+ credential the CX-5 has yet to earn. It is close, and safety-focused or adventure-minded buyers may lean toward Subaru, but in terms of overall polish, the redesigned CX-5 takes it.

Back in 2003, Car and Driver once said: “If a midsize family sedan is what you want, the market is flooded with ’em.” Indeed, there was a wide variety of midsize sedan choices, with over ten available. In 2006, the midsize sedan market was easily selling over a million units per year combined, but today? It’s a struggle to get past half of that.

These days, only the Camry remains a top-ten best-seller; the Accord has long been knocked out of the said top-ten list. Let’s not forget that the Nissan Altima has an axe hanging above its roof, too. We’ve already lost quite a number since 2020, but what models were these? Here’s a list of midsize sedans that have met their demise this decade.

Buick Regal

Right at the dawn of the new decade, the Buick Regal was discontinued, with the final model year being 2020. The last iteration was a captive import from Germany and effectively an Opel Insignia for North America. That’s not totally a bad thing, though, as the Insignia was actually a good midsize sedan, even serving as the basis for two generations of Regal.

A barrage of complications led to the discontinuation of the Regal after just three model years. For starters, General Motors sold off Opel to the group that would eventually form Stellantis, and the latter wasn’t exactly too keen to sell and produce a vehicle under license from its rival. Then, of course, sales dwindled, bringing an abrupt end to the last-generation Regal.

Chevrolet Malibu

While we’re on the subject of General Motors, the Chevrolet Malibu would become America’s last true mainstream sedan, holding on until the 2025 model year. While it shared the same underpinnings as the aforementioned Buick, the Malibu was no captive import, as it was produced at the Fairfax assembly plant in Kansas City, Kansas.

The ninth and final generation of Malibu was introduced in 2015 for the 2016 model year, and the last one rolled out in November 2024. GM’s decision to concentrate on trucks, crossovers, and SUVs, along with weakening demand, led to this model’s cancellation.

Ford Fusion

Here’s another Euro-bred sedan adapted for American tastes. The final-generation Ford Fusion was essentially a renamed and federalized Mondeo, and traces its direct ancestry to the Contour. Introduced for the 2013 model year, it was a big hit for Ford at the time, selling over 300,000 units in 2014 and 2015. After that, though, sales declined, but it was still selling over 100,000 annually.

However, Ford’s decision to concentrate on SUVs and crossovers meant the Fusion had to go, along with the Fiesta and Focus. A bit of a shame, really, as those Euro Ford models were genuinely good cars that drove well. The Fusion’s final model year was 2020, and it was the last sedan from the Blue Oval in North America. European Mondeo sales ended not long after that.

Mazda 6

Speaking of midsize sedans that drove well, that’s the legacy of the Mazda 6. Replacing the competent but otherwise forgettable 626, the Mazda 6 was the midsize sedan the Hiroshima-based automaker desperately needed. Known as the Atenza in its home market, the shift towards a sharper and sportier design proved to be the right move for Mazda.

But no matter how much praise was bestowed upon it, it did nothing to boost sales, which simply trailed off year after year. It also didn’t help that the final generation, which debuted way back in 2012, didn’t evolve much, save for an infotainment update in 2015 and a facelift in 2017. Still, it hung on for as long as it could, with the final year of sale in the U.S being 2022.

Subaru Legacy

The most recent addition to this list (for now), the Legacy, was often credited for being a significant and pivotal model for Subaru. It changed the course of the brand and helped transform it into what it is today. Without the Legacy, there would be no Impreza, no World Rally Championship successes, no Outback, and no Forester. That’s the impact the Legacy made.

Its last generation ran from 2020 to 2025 and saw the return of the turbocharged engines. Unfortunately, that wasn’t enough to pique interest in the car. Still, there are a few left in dealer lots, and if you can find an XT turbo model, you can bag yourself what is possibly one of the last reasonably-priced sleeper sedans in the country.

Volkswagen Passat

The sole European offering here, the Volkswagen Passat, was, by all means, the last step before heading to an Audi showroom. It was a true slice of midsize German motoring goodness right up until the introduction of the ‘NMS’ version in 2011, a model specifically for the U.S. and, later on, China.

The final version of the American Passat was bigger than the global version, but built at a lower cost in a bid to attract more buyers. It was a huge success in its early years, being the kind of car that gave Volkswagen North America the sales it needed. But, as always, SUVs and crossovers got in the way of sustained sales success. The car was updated eight years after its introduction in 2019, but it wasn’t enough to turn the tide. The last NMS Passat rolled out of Chattanooga in 2022.

Hanging in There

With the impending discontinuation of the Altima, the number of midsize sedans left in the U.S. is down to four. Of course, the Toyota Camry and Honda Accord are still around and could be marked safe from the culling. The other two are from South Korea: the Hyundai Sonata and the Kia K5.

It’s worth pointing out that most of the models mentioned above are still in use in very few countries. The Regal, Malibu, and Passat are still being produced in China. The VW is even being exported to the Middle East and sold exclusively as a wagon in Europe. The Fusion lives on as the Chinese-built Mondeo and shipped out to the Middle East as the Taurus. As for the Mazda 6, it has an indirect successor in the form of the 6e, a product of the Mazda-Changan collaboration.

Save for Ford, which is actually reconsidering sedans for North America, it’s unlikely we’ll see GM, Mazda, Subaru, and Volkswagen even return to the midsize sedan class stateside. There are simply too many market forces working against those companies to even think about bringing back the traditional midsize family sedan, given the demand for crossovers and SUVs. Factor in regulations that favor light trucks, and there’s just not enough incentive for automakers to bother with it in the first place.

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For those absolutely determined to save gas but refuse to shell out more than $30,000 for a brand new car, hybrids are most definitely the way to go. There’s no shortage of options, either, and there are even models priced under $25,000.

That said, if you’re specifically looking for hybrid crossovers, the choices become much slimmer. Still, there are options available, and that’s good news for consumers, especially in an age of rising average new car prices.

Kia Niro

We kick off the list with the most affordable offering, the 2026 Kia Niro. With a base price of $27,390, it is also the least expensive hybrid crossover in the country. That price gets you the entry-level LX model, and you get a lot of car for the money. The facelifted 2027 model has also been revealed, so there might be discounts on the current model, too.

It comes with a basic set of advanced driver assists, along with safe exit warning and rear occupant alert. The Niro is powered by a 1.6-liter engine mated to a single motor that’s good for 139 hp and 195 lb-ft of torque. EPA-rated fuel economy is 53 mpg city, 54 mpg highway, and 53 mpg combined, good enough to give it a range of up to 588 miles. It’s not the most exciting choice, but it covers the basics and more.

Ford Maverick

Yes, we know, it’s a pickup, but it’s technically a crossover when you think about it. The Ford Maverick shares the same bones as the Escape, which in turn was based on the Focus. The country’s only compact hybrid pickup (at least for now) starts at $28,145 for the front-wheel drive XL.

Basic advanced driver assists are covered, as are automatic headlights with auto high beam, tire pressure monitoring system, and the clever Flexbed storage system. As for utility, the bed is 4.5 feet long and has a payload capacity of 1,500 lbs. Powering the Maverick Hybrid is a 2.5-liter Atkinson-Cycle engine paired with a single motor, producing 191 hp and 155 lb-ft (from the engine). For fuel economy, it does 42 mpg city, 35 mpg highway, and 38 mpg combined, along with a projected range of 524 miles, based on EPA ratings.

Toyota Corolla Cross

Admittedly, the Toyota Corolla Cross Hybrid just squeaks in under the $30,000 threshold. Had it gone beyond that, we’d have a very short list of two vehicles, so we’re glad Toyota still has an affordable entry-level version of the hybrid subcompact crossover. The sole model under $30k is the S Hybrid with a base price of $29,595.

So, what does that get you? Well, there’s standard all-wheel drive for starters, so for those who live in snowier climes who need a cheap hybrid crossover, the Corolla Cross is definitely worth checking out. That price also includes a full suite of advanced driver assists in the form of Toyota Safety Sense 3.0, which adds adaptive cruise, along with auto high beams, rear air-con vents, and a six-speaker audio system.

The Corolla Cross Hybrid S is motivated by a 2.0-liter Atkinson-Cycle engine with a dual-motor arrangement. That helps it put out 196 hp combined, while the engine alone makes 139 lb-ft. For the important matter of fuel economy, the EPA rates it at 45 mpg city, 38 mpg highway, and 42 mpg combined with an estimated range of up to 445 miles.

Honorable Mentions

The options mentioned above are well worth considering, but what if you’re willing to stretch the budget by a couple of thousand more? Depending on how far you’re willing to stretch it, we have three more hybrid SUV crossovers that just missed the cut. Starting from the most ‘expensive,’ there’s the Subaru Crosstrek Sport Hybrid for $33,995. A direct match for the Corolla Cross, it does come with a more advanced all-wheel drive system, and its powertrain does share some tech from Toyota. Its fuel economy figures, according to the EPA, are 36 mpg city, 36 mpg highway, and 36 mpg combined, but thanks to its larger tank over the Corolla Cross, it can go further between fill-ups with an estimated range of up to 597 miles.

As for the other two, it’s the South Korean duo of the Hyundai Tucson and Kia Sportage. The Tucson Hybrid Blue SE starts at $32,450, while the Sportage Hybrid LX kicks off at $30,490. Mechanically, the two are twins, using the same 1.6-liter turbo-hybrid arrangement with 231 hp and 271 lb-ft. Funnily enough, Kia claims 232 hp from the electrified Sportage, perhaps as an act of petty sibling rivalry. The Tucson Hybrid has EPA figures of 38 mpg in the city, 35 mpg on the highway, and a combined rating, with an estimated range of 520 miles. As for the Sportage Hybrid, it’s 41 mpg city, 44 mpg highway, and 44 mpg combined with a range up to 589 miles.

It’s good to know that there are decent options for reasonably-priced hybrid crossovers in the market today. Cars aren’t getting any cheaper, so the list just keeps shrinking every year. We say but them while you still can, especially now as gas prices remain volatile.

Safety ratings at a glance

Here is how the two compare on the ratings behind the 2026 IIHS awards, alongside their federal scores.

Where each one stands with the IIHS

Subaru’s Forester meets every requirement for the institute’s top tier in 2026, a year when those requirements got tougher. It earns good ratings across the crash tests, clears the higher pedestrian and vehicle-to-vehicle crash-avoidance bars, and comes with acceptable or good headlights across the lineup. Subaru has now been racking up Top Safety Pick recognition for the Forester for roughly two decades, which speaks to a consistent engineering commitment rather than a one-year result.

Toyota’s RAV4 is in a different situation. The previous generation performed well in IIHS testing, but the 2026 model is an all-new design with an entirely hybrid lineup, and the institute has not yet published crash results for it. That means it holds no 2026 award, not because it failed, but because it has not been evaluated. Until the IIHS tests it, its crashworthiness is genuinely unknown in the current testing regime.

Proven versus unproven

This is the heart of the comparison. Safety awards are meant to reflect measured performance, and right now only one of these two has measured performance to point to. The Forester’s Top Safety Pick+ is a current, verified result against 2026 standards. The RAV4’s absence from the list is a gap in data, not evidence of a weakness.

For a buyer deciding today, though, that distinction still favors the Forester. Choosing the RAV4 on safety grounds means trusting that the redesign will test well when it eventually does, whereas the Forester already has the top honor in hand. Toyota’s strong safety history makes the RAV4 a reasonable bet, but a bet is not the same as a proven result.

The rest of the story

Both SUVs come loaded with standard driver-assistance technology, Subaru with its EyeSight suite and Toyota with its Safety Sense package, and both brands have solid reputations for real-world safety. Neither is a vehicle a family should worry about on those grounds. The practical takeaway is about certainty. If the RAV4 earns a strong IIHS result later in the year, this comparison could tighten considerably. As of now, only the Forester can prove where it stands.

So which one is safer?

On current, verified credentials, the Subaru Forester is safer. It holds a 2026 IIHS Top Safety Pick+, meeting the institute’s toughest standards, while the redesigned Toyota RAV4 has not been crash-tested yet and therefore carries no 2026 award. The important nuance is that the RAV4’s lack of a rating reflects timing rather than a poor result, and Toyota’s history suggests it may well test well once evaluated. But safety is decided on evidence, and today the Forester has it while the RAV4 does not, so the Forester takes the win for now.

Behind the rear seats

With the rear seats upright, the RAV4 holds the advantage. It offers 37.8 cubic feet behind the second row, about three cubic feet more than the Outback’s 34.6. For daily use, groceries, and everyday errands where the seats stay up, the RAV4 gives you a little more usable room right behind the tailgate.

That result surprises some shoppers, since the Outback is the physically larger vehicle. The explanation is shape: the RAV4’s taller, more vertical rear packages more volume in the space immediately behind the seats, while the Outback distributes its room over a longer, lower floor.

With the seats folded

Fold everything flat, and the picture flips decisively. The redesigned Outback opens up to 80.5 cubic feet of maximum cargo volume, a full 10.1 cubic feet more than the RAV4’s 70.4. That is the difference between fitting one more bike, a longer set of skis, or a weekend’s worth of camping gear in a single trip.

The Outback’s wagon-derived length is what pays off here. Its long, flat load floor and wide rear opening make it easier to slide in bulky or awkward items, and for 2026, its standard roof rails carry a stout 800-pound static load rating for even more capacity up top. If maximum haul-it-all volume is your yardstick, the Outback is clearly the bigger box.

Beyond the numbers

The two also differ in how that space is meant to be used. The Outback leans into rugged practicality with a wider, more accessible load floor, available water-repellent upholstery, and gear-friendly touches aimed at outdoor use. Its higher ground clearance and standard all-wheel drive mean you can actually get that cargo to a trailhead.

The RAV4 counters with clever small-item storage and, now that it is hybrid-only, class-leading efficiency to go with its slightly larger behind-the-seats space. For urban and suburban buyers who rarely fold the seats, that everyday room plus fuel economy is a compelling package. But for hauling bulk, the Outback’s shape wins out.

So which one has more cargo space?

It depends on how you load, but for maximum cargo, the Subaru Outback wins. Its 80.5 cubic feet with the seats folded comfortably beats the RAV4’s 70.4, and its long, wide load floor makes that space genuinely usable for big gear. For anyone who regularly folds the seats to haul bulky items, the Outback is the roomier choice. The Toyota RAV4 earns a real point of its own by offering more room behind the seats at 37.8 cubic feet, so buyers who mostly keep the seats up and want everyday practicality plus hybrid efficiency may prefer it.

As detailed in a report by The Drive, it’s a symptom of a massive consolidation trend reshaping the entire automotive aftermarket. For decades, car tuning was a fragmented landscape of passionate, independent engineers working out of local speed shops. Today, those fiercely independent brands are rapidly being swallowed up and packaged into lucrative corporate investment portfolios.

Going Corporate

The news broke when a leaked press release draft surfaced in a Honda Type R Facebook group. The document detailed EPT’s acquisition of Hondata, promising access to “expanded corporate resources” and “deeper manufacturing capabilities.” While neither company has officially confirmed the transaction, the details line up perfectly with EPT’s aggressive, multi-platform expansion strategy over the last decade.

By acquiring Hondata, EPT has successfully completed a massive puzzle. Just as they paired Cobb software with GrimmSpeed hardware for the Subaru market, they have now paired Hondata software with PRL Motorsports hardware for the Honda ecosystem. They now effectively control the digital keys to the two most popular enthusiast platforms on the planet.

Hondata is far from a minor player in this space. They write the critical ECU maps that enthusiasts rely on when installing Civic upgrades, making modern daily drivers feel like true sports sedans. Their hardware engineering is equally vital; products like their direct-injection fuel system kit are absolute requirements for anyone trying to push a Civic Type R past the 500-horsepower barrier.

What’s In It for Gearheads

So, is this private equity invasion actually bad news for the average gearhead? The corporate pitch is always the same: cash infusions lead to faster product development and better inventory. Sometimes that is true, but corporate ownership also brings intense pressure to cut costs, maximize margins, and strictly comply with federal emissions regulations, which often results in locked-down tuning software.

Ultimately, consolidation threatens the soul of the aftermarket. When a handful of boardrooms control all the software and hardware, products inevitably become homogenized, prices rise, and the rogue spirit of car modding gets sanitized. We can only hope that Hondata’s brilliant engineers are left alone to do what they do best, rather than being forced to chase quarterly returns.

Less Duplication, More Innovation

Sato said his newly created Chief Industry Officer role is designed to strengthen the connection between Toyota and the wider automotive industry. It also complements his position as chairman of the Japan Automobile Manufacturers Association (JAMA), where he is helping steer the industry through what he described as a “once-in-a-century period of transformation.”

Rather than having Japan’s seven automakers solve many of the same engineering challenges independently, Sato wants them to share common standards for fundamental components and manufacturing processes. The objective is to reduce duplicated effort while allowing Honda, Nissan, Mitsubishi and the rest of its domestic rivals to invest more heavily in technologies and features that truly differentiate their vehicles.

Toyota is no stranger to collaboration. It co-developed the GR86 with Subaru, shares the Supra platform and powertrain with BMW, and has partnered with Suzuki and Mazda on several joint projects over many years.

One Standardized, Stronger Supply Chain

Sato pointed to material specifications as one area where greater cooperation could benefit the entire industry. Suppliers currently produce countless variations of similar materials to satisfy each manufacturer’s individual requirements, creating unnecessary complexity throughout the supply chain.

Even something as simple as standardizing steel tolerances, he said, would dramatically improve productivity. “We can shift the resources previously consumed by reducing operational complexities… toward more creative endeavors, specifically the development of new technologies,” Sato explained. He believes this approach would strengthen Japan’s manufacturing base, improve international competitiveness, and ultimately lead to higher-value vehicles for customers.

Lessons For Toyota’s Future

Toyota’s recent performance highlights both the opportunities and challenges facing the company. EV sales in America more than doubled, but demand for the RAV4 has far outstripped supply, resulting in an estimated 55,000 lost US sales this year. Fortunately, Toyota is opening its first new factory in Japan since 2012, but Sato believes the solution extends beyond simply building more factories.

While he wasn’t referring to the RAV4 specifically, a supply constraint is exactly what his strategy aims to address. By standardizing more of the industry’s foundational components and manufacturing practices, suppliers could respond more efficiently when demand spikes, while automakers would be free to dedicate more resources to innovation instead of reinventing the same basic technologies.

That could prove increasingly important as Toyota battles growing competition from Chinese automakers, a key factor behind the company’s four consecutive months of declining global sales. If Sato’s vision becomes reality, Japan’s carmakers may find that collaborating on the fundamentals is the best way to stay two steps ahead of the competition.

How the two awards differ

Both SUVs clear the core requirements that any 2026 award demands: good ratings in the small overlap front, moderate overlap front, and side crash tests, plus acceptable or good headlights across the lineup. That shared foundation is why both earn recognition rather than one being left off the list.

The separation is in crash avoidance. To reach Top Safety Pick+, a vehicle needs a good rating in the pedestrian front crash prevention test and an acceptable or good result in the institute’s updated vehicle-to-vehicle evaluation, with those systems standard. The Ascent met that higher bar; the XC90’s award at the standard tier indicates it cleared the crash tests and headlight requirements, but did not fully meet the tougher crash-avoidance criteria that separate the plus.

Reputation versus current results

It is worth stressing that the XC90’s Top Safety Pick is still a strong result, and Volvo’s engineering reputation is well earned. The XC90 is a heavier, larger luxury SUV, and in an absolute sense, it offers excellent occupant protection. A buyer choosing it on safety grounds is not making a mistake.

But safety comparisons are settled on measured, current outcomes, and here the Ascent simply cleared a higher hurdle for 2026. Subaru has made top-tier IIHS results a habit across its lineup, and the Ascent’s Top Safety Pick+ reflects that consistency. When both vehicles are demonstrably safe, the tie goes to the one holding the higher award.

The rest of the safety picture

Both come loaded with standard driver-assistance technology, Volvo with its long-standing City Safety systems and Subaru with its EyeSight suite, and both are expected to perform well in federal NHTSA testing. Neither is a vehicle a family should hesitate over on safety grounds.

The practical difference is narrow and lives in the crash-avoidance criteria, so buyers weighing these two can factor in price, size, and luxury alongside the ratings. The Volvo brings a plusher, more premium experience; the Subaru brings the higher current safety features at a lower price.

So which one is safer?

On paper, the Subaru Ascent is safer. It earns a 2026 IIHS Top Safety Pick+, the institute’s highest award, while the Volvo XC90 earns the standard Top Safety Pick one tier down. The core crash protection is strong in both, so the Ascent’s edge lies in meeting the tougher crash-avoidance requirements that define the plus. The Volvo XC90 remains a very safe luxury SUV with a deserved reputation, and buyers drawn to it should not feel they are compromising. But strictly by the 2026 IIHS ratings, the Ascent holds the higher honor, making it the pick for a shopper choosing on crash-test credentials alone.

The 2026 Goodwood Festival of Speed has concluded, and for those who followed the event, it should come as no surprise that an all-electric car once again topped the timing sheets. The Ford Super Mustang Mach-E clocked the fastest hillclimb time at 41.97 seconds, driven by four-time Shoot-Out winner Romain Dumas.

Next to the modified Mustang Mach-E was another EV, Formula E’s latest Gen4, which clocked a time of 42.46 seconds with Formula E driver Dan Ticktum behind the wheel. However, a Shadow DN4, a Can-Am racer with an 8.1-liter Chevrolet V8 making roughly 789 horsepower, took third place with a time of 46.30 seconds courtesy of Alex Summers.

Electric Avenue Leads Up The Hill

One of the main reasons EVs fare so well in hillclimb events is their instant torque, which allows them to accelerate out of corners quickly. Given that the course is only 1.16 miles long, EVs can maximize their performance without facing the problems that could arise in a longer race, such as battery overheating and the added weight becoming a greater disadvantage.

The all-electric Ford SuperTruck and SuperVan also topped the hillclimb in the previous two years, both driven by Romain Dumas, while the all-time record belongs to the McMurtry Spéirling. The EV, known for its “fan car” technology, completed the course in 39.08 seconds in 2022.

The rest of this year’s top 10 included Johan Kristoffersson in a Volkswagen Polo WRX (46.31 seconds), Jordan Pepper in a BMW M3 Touring 24H (46.54 seconds), Travis Pastrana in a Subaru Brataroo 9500 Turbo (46.77 seconds), Jake Hill in a Nissan 300ZX Turbo (48.48 seconds), Florent Moulin in a Dodge Viper GTS-R (48.68 seconds), Callum Voisin in a Porsche 911 Cup Type 992.2 (48.84 seconds), and Ryan Tuerck in a Toyota-Judd Formula Supra (49.01 seconds).

The Hill Wasn’t The Only Stage

Aside from the hillclimb, this year’s Goodwood Festival of Speed also hosted several debuts, including the Lexus LFA Concept, the Hennessey Venom F5-M – the world’s most powerful manual-transmission production car – and the Zenvo Aurora Tur. The latter features the world’s most powerful V12 fitted to a road car, producing 1,250 horsepower on its own and 1,850 horsepower with hybrid assistance.

Goodwood’s next motorsport gathering will be the Goodwood Revival, which focuses on historic and classic cars. It is scheduled for September 18–20, 2026.

New research led by Nintendo’s famed “brain training” professor, Ryuta Kawashima of Tohoku University, suggests that rowing your own gears keeps your prefrontal cortex sharper than letting an automatic think for you. There’s now proof in the pudding, and we have five great cars you should consider (but not just for your brain health).

Why Stick Shifts Challenge Your Brain

Kawashima’s team looked at how brains respond when drivers use manual versus automatic transmissions and found a clear difference. In a manual car, you’re constantly coordinating clutch, shifter, throttle, and situational awareness, which heavily activates the prefrontal cortex—the region responsible for attention, decision-making, and short‑term memory.

The big claim from the Japanese research is that regularly driving a manual can help maintain cognitive function over time, particularly in older drivers. Because the prefrontal cortex needs ongoing, complex use to stay healthy, that daily manual-gearbox routine acts like brain exercise, similar in concept to Kawashima’s Nintendo Brain Age games but woven into your commute.

Every gear change forces you to judge speed, engine revs, traffic flow, and road conditions, then select the optimal gear and execute the shift smoothly. That multi‑step process is essentially a low‑grade cognitive gym session: frequent, moderate “mental reps” instead of the passive cruise you get in an automatic where you mostly steer and brake.

This “manual workout” may even help reduce the risk or delay the onset of dementia and age‑related cognitive decline, although more research is needed to quantify the effect. What’s clear so far is that drivers using manuals report feeling more attentive, and at least one earlier pilot study found they actually drove more safely when they had to shift for themselves. I have found myself far more attentive and engaged while driving manual transmission cars, having to evaluate situations on the road and coordinating steering, clutch pedal, shift knob, acceleration, and braking as opposed to three of those five aspects.

5 Best Cars for Brain Health

Mazda MX‑5 Miata

The Mazda MX‑5 Miata might be the purest expression of manual‑driving brain training you can buy. Its light, communicative chassis, rear-wheel drive dynamics, slick six‑speed manual demand constant, precise inputs, keeping you mentally locked into every gear change instead of zoning out behind the wheel. It’s the quintessential roadster that begs the driver to exploit its abilities, thereby engaging the brain far more than even the automatic Miata, which we would strongly suggest avoiding unless a medical condition prevents you from driving a manual.

Because the Miata rewards momentum and smoothness more than raw power (its 181 ponies are sufficient, though), you’re always thinking one corner ahead—selecting the right gear, matching revs, and timing your shifts to maintain flow. The quick six-speed manual shifter is a thing of beauty, and you’ll look forward to every gear change. That combination of planning, coordination, and feedback makes it a rolling mental gym session every time you take the long way home.

Honda Civic Si

We picked the Si instead of the insane Type R largely because the Si a car you can drive as you age and not look like a boy racer. If you want your brain workout baked into the daily grind, the Honda Civic Si is an ideal tool, and the 200 horsepower hits a sweet spot between efficiency and performance. What’s more, the front-wheel drive, manual transmission Civic Si is an affordable gem at just $31,495 base MSRP. Its broad powerband and close‑ratio manual invite frequent shifts in traffic, turning ordinary commuting into a series of micro‑decisions and coordination drills rather than passive, nearly mindless automatic transmission driving.

Merging, passing, and dealing with stop‑and‑go congestion all require you to choose gears thoughtfully to keep the engine in its sweet spot. That constant cycle of assess–decide–execute echoes the kind of cognitive training Kawashima promotes, but in a format car people already enjoy based on its style, practicality, ergonomics, and comfort.

Subaru BRZ / Toyota GR86

The Subaru BRZ and Toyota GR86 are six-speed manual transmission twins that offer another flavor of brain‑friendly manual driving: modest‑power (228 ponies), rear‑drive precision. Because they don’t overwhelm you with torque (184 lb-ft), you have to choose gears carefully and keep the engine where it can respond, sharpening your level of driving readiness and moment-by-monent decision‑making. It’s a car that rewards the driver with the smallest of inputs that translate to driving delights.

The cabin isn’t the fanciest, but it’s purpose built for an engaging driviner experience. The sport seats have excellent bolstering, and the analog gauges and steering wheel remind you that you’re in a sports car the entire time. The shifter is a little on the tall side and shifting is notchy at lower RPMs, but the experience is still rewarding thanks to excellent heel and toe pedal spacing and just the right amount of clutch resistance. Similar to the Miata in behavior, the rear-wheel drive dynamics make both of these cars a pleasure to push around corners.

Hyundai Elantra N

The performance version of the affordable compact sedan is a driver’s car through and through. Far more than just an Elantra with sporty paint and a spoiler, the N comes with a punchy 276-horsepower turbo‑four and an available six‑speed manual. The Elantra N’s six‑speed manual is deeply engaging, with precise, short throws and a light, well‑assisted clutch that makes stop‑and‑go driving surprisingly easy. Its signature party trick is the automatic rev‑matching, which delivers smooth downshifts with minimal effort.

The Hyundai Elantra N offers a dedicated N Mode on its 10.25‑inch infotainment screen that shows real‑time telemetry—boost, temperatures, torque, power, g‑forces, and timers—while letting you modify exhaust, suspension, steering, and the electronic limited-slip differential to your preferences. The N is also practical. The center stack and touchscreen are canted toward the driver for optimal focus, and usable storage options are within reach. The grippy faux suede bucket seat inserts hold you in place during spirited driving, and the same material on the steering wheel feels great in the hands.

Ford Mustang GT / Dark Horse

Ford has remained faithful to its iconic pony car. Although the EcoBoost turbocharged four-cylinder no longer has an available manual transmission, the V8 Mustang GT and Dark Horse still make use of six-speed manuals. Both cars deliver superb rear-wheel drive dynamics, and their glorious ball shifters bring old school driving delights that also stimulate brain activity. Intellectual Mustang drivers do exist!

The Ford Mustang GT is priced at $46,560 and houses a 5.0‑liter Coyote V8 good for 480 horsepower and 415 lb‑ft of torque, rising to 486 horsepower with the optional active‑valve performance exhaust. For a more track‑focused choice, the Mustang Dark Horse, with a base price of $63,080, pushes output to an even 500 horsepower from a modified naturally-aspirated Coyote V8 and features upgraded connecting rods, dual throttle bodies, and reinforced cooling. Both cars’ manual transmissions come with rev matching for smooth downshifts, as well as upshifts.

Final Thoughts

The most powerful effect of driving a manual transmission (aside from the obvious thrills) is improved brain health resulting from regular, everyday use. If you daily-drive one of these manuals, each trip becomes an integrated cognitive routine: scan traffic, plan, select a gear, execute with coordinated pedal and hand movement, then repeat in constantly changing environments and situations. For drivers who already love driving a manual car, you now have even more justification. For those who don’t yet own one, these five cars will do the job, and then some.

$35,000 used to get you a lot of car for the money. For those old enough to remember, you can get a fairly serious sports car or luxury car for that amount, but those days are long gone. With wage stagnation and inflation, buying power is weaker as the average price of cars keeps creeping up, which explains why more people are willing to take 84-month loans for a new set of wheels.

It’s also harder for automakers to build inexpensive cars. The lower the price, the slimmer the margins, and for those in the market for a reasonably-priced fun car, that’s bad news. Frankly, there’s not much volume or profit to be had there, so there’s not much incentive to even try.

Still, at least there are a few automakers providing reasonably-priced thrills. So, with that, here are some fast cars for $35k that you can still buy brand new. Mind you, some expectations have to be managed here, but these are fun car rides nonetheless.

Mazda MX-5

We’ll arrange this list in ascending price order, and immediately, some of you will say that the first car here is the best sports car for 35k or less. The Mazda MX-5 currently carries a base price of $30,430, and if we’re talking smiles-to-price ratio here, the little roadster is hard to beat.

Powered by a 2.0-liter, 181-hp engine with 151 lb-ft of torque, it’s not a fast car on paper, but its weight and balance more than make up for it. There’s a good reason it’s still a common sight at any motorsport event. It’s built for purpose, and that purpose is to provide maximum joy for not much cash. It also explains why developing the next-generation model has been proving a bit of a challenge, too.

Toyota GR86

Sometimes, the Miata isn’t always the answer. So, the next car here is another common entry in ‘best sports cars for under 35k’ lists, so it’s no surprise to see the Toyota’s boxer-engined coupe here, too. The GR86 starts at $31,400, which is within $1,000 of the MX-5. Both are front-engined, rear-drive, and come standard with a manual transmission, but the Toyota does provide a more daily-friendly proposition.

That said, the extra power from its 2.4-liter engine is welcome, as its 228 hp and 184 lb-ft don’t need to be worked hard to move the relatively lightweight body. Kids will call it slow, but a sub-6.5-second 0-60 mph run is quick enough, we say. Besides, not everything needs 600 hp.

Honda Civic Si

Up next, the Honda Civic Si, ringing in with a base price of $31,495. Admittedly, its stats don’t sound too impressive. It has a 1.5-liter turbo with 200 hp and 192 lb-ft of torque, so it can actually be dusted off by the more pedestrian-looking hybrid model without trying too hard. So, why is this warm Civic still worth mentioning?

Unless you’re willing to spend nearly $50,000 for a Type R, this is the quickest Civic you can get with a stick shift for under $35,000. Also, the manual is the only transmission choice, and it gets a proper suspension upgrade to go along with it. Yes, the hybrid will be quicker on a straight line, but the Si is more athletic around the bends. We also have to say the chassis of the current Civic is good, so this can still be pretty fun.

Subaru WRX

But if front-wheel drive isn’t your cup of tea, the $32,495 Subaru WRX with its all-wheel drive might be of interest. Now that Subaru has brought pricing back to more reasonable levels, we can actually include the WRX in this kind of list again. Even better is that you can choose between two trims and still be under the $35,000 threshold, even if you factor in handling and destination.

So, how much sport sedan do you get for that money? Aside from standard all-wheel drive, you get a 2.4-liter turbocharged engine with 271 hp and 258 lb-ft of torque, a standard manual transmission, drive modes, and more. We’d gladly recommend going for the manual.

Ford Mustang EcoBoost

We can already see the comments section has a thing or two to say about the four-cylinder Mustang. The thing is, V8 power starts north of $45,000, but the EcoBoost starts at $32,995. Okay, it won’t sound as nice, but if you look at the stats, the ‘basic’ ‘Stang has more than enough punch.

The 2.3-liter turbocharged engine produces 315 hp and 350 lb-ft of torque. Thanks to the close ratios of the ten-speed automatic, this so-called ‘slow’ Mustang can still reach 60 mph in under 5 seconds. For under 35 grand, that’s a lot of performance right out of the box.

Honorable Mentions

Sadly, the Hyundai Elantra N doesn’t make the cut as it has a base MSRP of $35,100. You might have noticed there are no VWs on the list either, and the Golf GTI and Jetta GLI start under $35,000. So, what gives? If you factor in destination and handling, it pushes both cars over our set limit. Still, if you can afford to stretch the budget a little, the three honorable mentions are worth a test drive.

Choices for affordable performance cars are getting slimmer as the years go by, but it doesn’t mean there aren’t good choices out there. Turns out, you can still get sports cars under 35k, along with a pair of capable sport sedans. There’s still hope for reasonably priced sporty cars, and automakers will keep churning them out for as long as there are enough buyers.

Subaru of America reported its June sales earlier this week, and on the surface it was a strong month: 54,909 vehicles sold, an 18.1 percent jump over the same month last year. One model explains most of the good news. The Forester is on a tear, and it’s increasingly the reason Subaru’s numbers hold strong in this volatile market.

Forester Surges in June 2026

In June, Subaru sold 16,288 Foresters, a 43.6 percent year-over-year increase that made it the brand’s volume leader for the sixth consecutive month. Here is how the top sellers stacked up for the month:

1. Subaru Forester: 16,288
2. Subaru Crosstrek: 16,050
3. Subaru Outback: 14,074
4. Subaru Ascent: 3,678
5. Subaru Impreza: 1,449

The Crosstrek was right on the Forester’s bumper and logged its best June ever, while the redesigned Outback rebounded 32.7 percent as its new generation reached dealers. Even the WRX got in on the act, spiking 252.3 percent to 1,233 units off a soft comparison a year ago.

But the Forester is the one that matters most for the full-year story. Over six months, Subaru has sold 107,854 of them, up 12.4 percent, making it essentially the only major nameplate in the lineup to be growing. Almost everything else is down: the Outback is off 14.1 percent for the year despite its strong June, the Ascent has slipped 8.7 percent, and the aging Impreza and Legacy sedans have fallen 44 percent and 80.5 percent, respectively.

Why The Forester Is Performing So Well

Subaru kicked off the sixth-generation Forester for the 2025 model year, and buyers have clearly responded. The formula is familiar but sharpened: standard Symmetrical All-Wheel Drive, 8.7 inches of ground clearance, the latest EyeSight driver-assist suite, and that upright, glassy body that has always made the Forester easy to see out of. The carryover 2.5-liter flat-four makes 180 horsepower and returns up to 33 mpg on the highway, or about 29 mpg combined in the popular Premium trim, which is competitive for an SUV that comes with all-wheel drive as standard.

Pricing helps, too. The gas Forester starts at around $31,445 with destination, undercutting many of the compact SUVs while still delivering Subaru’s outdoorsy image and strong resale value. It was named a 2026 Consumer Reports Top Pick and ranks first for projected resale value in its class, the kind of credibility that keeps loyal owners coming back.

The bigger change this generation is choice. Subaru now offers a Forester Hybrid, which pairs the boxer engine with an electric motor for 194 combined horsepower and an EPA-rated 35 mpg combined, plus a rugged Wilderness variant with 9.3 inches of clearance for the off-road crowd. That spread lets a single nameplate chase efficiency shoppers, adventure buyers, and value hunters all at once, and it shows up in the numbers.

What It Means

The Forester’s run tells you a lot about where Subaru is right now. Hybrid and electric models accounted for more than 20 percent of the brand’s June sales, so the electrified Forester is arriving at exactly the right moment.

At the same time, the lineup is in transition. The Outback is still finding its footing on a fresh generation, the sedans are fading, the Solterra EV is down sharply, and brand-new nameplates like the Trailseeker and Uncharted are only beginning to ramp up. In that environment, having one proven, broad-appeal SUV doing record volume is the difference between a soft year and a genuinely bad one. If Subaru wants its year-to-date deficit to close before December, the Forester is the model most likely to get it there.

Pricing across the lineup

The full price ladder starts with the base WRX at $32,495. From there, the Premium lands at $33,995, which is $3,755 less than the outgoing version. The Limited runs $38,995 with the manual and $39,995 with the automatic, cutting roughly $3,155 and $3,685, respectively. The GT sits at $44,995, down $2,710, and the performance-focused tS matches it at $44,995, also down $2,710. The limited Series Yellow tops the range at $45,995. Destination adds $1,195 in most states. Seeing multiple trims drop in price year over year is genuinely unusual, making the WRX an easier sell against pricier rivals.

What the base model gets

Reinstating the base trim matters only if it is worth buying, and Subaru added content to make sure it is. The 2026 base WRX now includes 18-inch alloy wheels, keyless access with push-button start, 245/40 summer performance tires, and a sport-tuned suspension, none of which were previously available on the entry model. Inside sits an 11.6-inch multimedia system with wireless Apple CarPlay and Android Auto, and the standard six-speed manual gets incline start assist. It is a well-equipped starting point rather than a stripped-out loss leader.

Safety tech is now standard on the manual

Arguably, the most meaningful change applies across the range. For 2026, every WRX, including manual-transmission cars, comes standard with Subaru’s EyeSight Driver Assist Technology and DriverFocus distraction mitigation. On manual cars, that means adaptive cruise control with lane centering, lane departure and sway warning, and pre-collision braking, features that manual WRX buyers previously could not get. It is a rare case of a driver-focused car adding safety tech without forcing buyers into an automatic.

The tS, the GT, and the yellow one

At the sharp end, the tS brings STI-tuned electronically controlled dampers, a gold-finished Brembo braking system with six-piston front and two-piston rear calipers, and 245/35 Bridgestone Potenza S007 tires on 19-inch wheels, plus Recaro seats. The GT, offered only with the automatic, pairs Recaro seats with electronically adjustable ride control. The new Series.Yellow is based on the tS and wears Sunrise Yellow, a nostalgic Subaru color, along with matte black wheels, black badging, and yellow interior stitching. Just 350 will be built.

Why it matters

The WRX remains one of the last affordable, manual, all-wheel-drive, rally-bred sports sedans on sale, and this update leans into exactly what makes it special. Bringing back an affordable base model, trimming prices across much of the lineup, and finally making safety tech standard on the manual all make the car more accessible without diluting its character. Assembled in Gunma, Japan, the 2026 WRX arrives at dealers in the spring.

The Ford Mustang is one of America’s longest-running sports car nameplates, alongside the Chevrolet Corvette, and has continued to keep its competition on its toes. So much so that, in the first half of this year, the Mustang outsold all of its rivals in the non-premium sports car segment combined, and did so in dominant fashion.

With H1 2026 sales of 28,725 vehicles, the Mustang sold more than seven times as many units as its closest competitor, the Toyota GR86, which sold 4,007 units during the same period. Other models in this space include the Mazda MX-5 Miata and the GR86’s Subaru sibling, the BRZ, which has long struggled for sales in the U.S.

Fun Is A Tough Sell, Yet The Mustang Scored Big

Part of the reason is that sports cars simply aren’t selling well these days. The market has heavily favored crossovers and SUVs, which offer more practicality and better everyday usability. Reports even suggest that the Chevrolet Camaro, discontinued after the 2024 model year, could return with a four-door body style to make a stronger business case.

Despite these market shifts, Mustang sales rose 22% in H1 2026 compared with the same period last year. Outselling its entire non-premium segment marks the first time the pony car has done so since 2008, while its share of the segment reached nearly 59%.

The press release didn’t explain how Ford achieved such a feat. However, the investments the automaker has made in the Mustang, particularly in the current S650 generation, could offer some insight. The Mustang remains available in a relatively affordable EcoBoost model, while buyers seeking more performance can turn to the GT and Dark Horse.

The Blue Oval has also pushed the Mustang into flagship-performance territory with the Mustang GTD, rather than introducing a direct successor to the Ford GT. On the track, the Mustang competes in prestigious series such as the FIA World Endurance Championship, giving it more exposure and reinforcing its image as a top-tier performance platform capable of racing against models such as the Ferrari 296 LMGT3 Evo.

A Mustang For Every Wallet

For reference, the 2026 Mustang starts at $32,995 with the 2.3-liter EcoBoost engine, while the Mustang GT with the 5.0-liter V8 starts at $46,800. For buyers seeking a factory-forced-induction setup, the Dark Horse SC with a 5.2-liter supercharged V8 starts at $106,090.

Overall, Ford sold 1,006,515 vehicles in the first half of this year. Other highlights included the Explorer remaining America’s best-selling three-row SUV, the F-Series leading the truck segment and outselling its nearest competitor by more than 80,000 units, and the Bronco outselling the Jeep Wrangler in Q2 2026.

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The Golf GTI, for one, is auto-only, as is the base Honda Civic. The long-running Nissan Versa was a cheap and cheerful way to get a manual shifter, but fans of stick shifts have had to move upmarket to get their fix since it was discontinued last year.

In fact, in some cases, manuals have somehow transitioned into a luxury accessory, with cars like the Porsche 911 and BMW M3 getting special manual variants, and supercars such as the GMA T.50 being sold solely as manuals. Of course, there are still a handful of more affordable manual transmission vehicles around, and we decided to find out which one was the cheapest one of all.

Which Affordable Cars Still Have Manuals?

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Prices are the manufacturer MSRP and exclude destination charges, taxes and other fees.

While the Golf GTI is now DSG only, the 228-hp Volkswagen Jetta GLI is still offered with a manual in its base trim, but even this will be dropped in 2027. The base MSRP is $35,020 before options or fees, and as the DSG is a no cost option, many buyers are avoiding the manual altogether. The Mazda3 Hatchback is another contender for the cheapest new manual car, and the 191-hp 2.5 S Premium trim is $31,650, before charges, and it offers sporty handling if not being quite as quick as the turbocharged Jetta GLI.

Honda’s Civic Si has always been a great drive, and its 200-hp 1.5-liter turbocharged engine is a perfect match for its six-speed manual transmission. It is $31,495 before fees and is the most fun to drive out of the four-door models mentioned here.

The Toyota GR86 is an even better enthusiast’s choice if you don’t need the practicality of four doors. The small rear seats are best suited for kids or shopping bags, but it is a great driver’s car, with a well-balanced rear-wheel drive chassis, and the characterful 228-hp 2.4-liter boxer motor is best matched with the standard manual shifter. At $31,400 it offers a lot of sports car for the money.

Subaru’s BRZ twin has a bit more standard kit, but it is priced much higher, at $35,860, so we must look to the turbocharged AWD Subaru WRX for the cheapest manual transmission in the range. It may not have the delicate handling balance of the GR86 or BRZ, but the AWD traction advantage and much more powerful turbocharged engine make it a riot to drive, nevertheless. It also offers the most bang-for-the-buck here.

But none of these cars, however desirable, can claim to be the cheapest manual transmission car on the market today. The answer to that question, as you may have guessed, is Miata.

The 2026 Mazda MX-5 Miata

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The Mazda MX-5 Miata has been on sale since 2017 yet remains a fresh and class-leading offering that has defied the broader motoring industry’s push to turbocharge, electrify and desensitize every vehicle around. It has undergone several upgrades and refinements over the years, and the 2026 model is available in three trim levels, the cheapest of which is the Sport at $30,430 before taxes.

The Miata is the epitome of the ‘just right’ philosophy, and even the base Sport already has (almost) everything you could need in your compact two-door sports car. Smartphone integration is standard, the roof comes down, and you send your gearchange requests to the revvy little engine through a slick-shifting six-speed manual transmission. Job done. The 181-hp power output may sound anemic, but it is plenty for such a light car, and independent testing has shown it to be quicker than most of the abovementioned models to 60 mph.

But speed is just one factor here, as the Miata is also really great fun to drive. It responds quickly to inputs and feels extremely well balanced around corners. It is also fully capable of taking on daily driving duties, and the trunk is big enough for the weekly shop. These are just the sort of all-rounder qualities that spawned that old catchphrase.

For our money, we would stretch to the Club trim, as it comes with larger 17-inch wheels, sport-tuned Bilstein suspension, a limited-slip differential and a better audio system. The extra $3,500 brings the base MSRP up to $33,930, which seems like great value. Whether you pick a Miata or one of the other manual-shifters on the list, make sure to keep ticking the manual transmission box on your next vehicle, or we may see it disappear forever.

So no, these two electric SUVs aren’t quite the same thing. But plenty of buyers might find themselves cross-shopping them anyway. That’s because both are aimed at the same broad audience: someone who wants an electric crossover not merely as transportation, but as equipment. A tool for trailheads, ski hills, dogs, bikes, camping bins, muddy boots, wet jackets, and those early weekend mornings in picturesque places with no cell reception.

The Trailseeker is Subaru’s interpretation of what an all-electric automotive Swiss Army Knife should be. The R2 is Rivian’s. I drove both, and the difference doesn’t simply boil down to which one is “better.” It’s about which version of the electric adventure-SUV dream you might actually believe in.

Specs And Pricing

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Rivian lists the R2 Standard from $44,990 with 275 miles of estimated range, 350 hp, and rear-wheel drive, while the R2 Performance starts at $57,990 with 656 hp, 330 miles of EPA-estimated range, dual-motor AWD, and a 3.6-second 0–60 mph time. The Subaru Trailseeker starts at $39,995, rises to $46,555 for the Touring trim, and offers 375 hp, up to 281 miles of range, 150-kW DC fast charging, a NACS port, and a 28-minute 10–80% fast-charge time.

Power And Performance: Rivian Has The Bigger Swing

The Trailseeker isn’t what most people would call slow. In fact, a large part of its charm is that it feels much, much quicker than how most people expect a Subaru to feel—any Subaru, for that matter. With 375 hp and standard dual-motor all-wheel drive, it gives you the instant, smooth EV shove that makes a gas Outback feel like it’s out of breath by comparison, and it is, in fact, the most powerful factory-stock Subaru ever produced. It’s quick, clean, and confidence-inspiring; one of the best-driving EVs at its price point.

But the R2 offers so much more choice in this matter. The R2 Performance I drove in Park City had 656 hp, which is a deeply unnecessary number for such a vehicle. But the power didn’t feel stupid; it felt useful. Merge, pass, climb, recover momentum—done. No waiting, no drama, no sense that the car was merely performing tricks. The Trailseeker is fast for a Subaru, and it’ll easily outrun more basic versions of the R2, but no version of the Trailseeker is any match for the kind of all-encompassing power the Rivian R2 Performance harnesses.

Driving Feel: Subaru Is Lighter, Rivian Feels More Substantial

The Subaru feels much lighter on its feet than the Rivian. That was true when I drove it at the model’s first-drive event, and it was reinforced at Mudfest, where the Trailseeker proved it could be more than a nicely shaped EV with a familiar badge. It has that low-mounted-battery-pack composure, smooth power delivery, and easy confidence that make it feel less like a sci-fi experiment and more like a genuine Subaru that just happens to plug in. The Trailseeker doesn’t feel like Subaru chased an EV trend and let Toyota do all the shared-platform work. It feels like a logical next chapter for the brand, and like a better-rounded, more enjoyable evolution of the iconic Outback.

The R2, though, feels more substantial from the driver’s seat, confidently asserting its heftier price tag through robustly tactile inputs and outputs. It’s quieter, more indulgent, and more composed, giving it a more premium rhythm on the road. Around Park City, it felt boxy and heavy, yet surprisingly easy to place, with nimble handling in Sport mode and enough refinement to keep the cabin calm even as the scenery passed by very quickly.

Capability: Subaru Has Confidence, Rivian Has Clearance

The Trailseeker comes standard with Symmetrical AWD, 8.5 inches of ground clearance, X-MODE, Grip Control, and the kind of semi-mashochistic, “go ahead and beat me up” attitude Subarus are known for. Subaru says the Trailseeker was designed with rough roads, muddy trails, bad weather, and snowy conditions in mind. And it works. The Trailseeker feels ready for the sort of places most people might actually take them: forest service roads, ski resorts, soaked campsites, muddy trailheads, and halfway up that one massive pile of hard-packed snow in the parking lot behind every ice rink.

The R2 takes things to an even further extreme. With 9.6 inches of ground clearance (more than any 2026 Toyota 4Runner model except the TRD Pro) and meticulous fine-tuning, it felt like an EV actively intended for off-road use, not just one that can handle some occasional turbulence once in a while. In Utah, some of the sections we conquered with the R2 felt Subaru-manageable. Others were much steeper, rockier, and more technical than anything we’d ever consider lugging a Trailseeker through. The R2 just got on with it. The Subaru is still plenty capable for most buyers, but the Rivian can simply tackle so much more.

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Interior And Practicality: Different Kinds Of Useful

The Trailseeker is the longer vehicle and has a more conventional midsize crossover shape, albeit with somewhat wagon-like proportions that more closely resemble a Subaru Outback than, say, a Forester. It offers 31.3 cu-ft of cargo space behind the rear seats and 74.0 cu-ft with them folded, which puts it right in the zone Subaru buyers expect for real-world usefulness that isn’t excessive. It’s practical in an understandable way: a big hatch, a cavernous cargo bay, an easy-to-use cabin, and adventure-friendly durability thanks to Subaru’s proprietary StarTex synthetic upholstery.

The R2 is shorter in length, but makes up for it with clever, trick storage solutions. Rivian boasts 79.4 cu-ft of cargo space behind the first row, but only 28.7 cu-ft behind the second row. A 5.2-inch “frunk” and dual gloveboxes help make up some of that difference, while rear drop glass, all-five-window drop function, and a generally thoughtful cabin layout enhance the SUV’s nature-loving pragmatism with playful flair. But there are some caveats. The R2’s shadeless glass roof became quite hot in Utah’s early-summer weather—hotter so than the air conditioning could make up for, even on its max setting—and the complete lack of grab handles felt like an odd omission in something so clearly meant to leave paved roads in its rear-view. Despite those flaws, the R2’s packaging achievements are still legitimately commendable.

Value: Subaru Pulls It Back

The R2 might be the more exciting vehicle, but the Trailseeker has its value argument nailed. The most expensive Trailseeker costs $46,555, which is barely above the base R2 Standard and still well below the R2 Premium and Performance. The least expensive Trailseeker starts at just under $40,000—nearly $5,000 less than the cheapest, rear-driven R2 Standard. For that money, Subaru gives you standard AWD, more power, similar if not more range, competitive cargo space, useful (though not as extreme) off-road capability, and a badge that already means something valuable to outdoorsy buyers.

That is powerful. Especially because not every buyer wants to feel like an early-adopter ambassador for the future of software-defined adventure mobility. Some just want a Subaru that can handle the rain, snow, pets, and Costco runs, that just so happens to be powered by electricity, rather than making a big show of it. The Rivian might feel more special, but the Subaru feels easier to justify when the pocketbooks come out.

Verdict: Subaru For The Life You Have, Rivian For The Life You Keep Imagining

The Subaru Trailseeker is undoubtedly the safer recommendation. It’s cheaper, more spacious in a few key ways, comes with standard AWD, and is deeply aligned with what Subaru buyers already understand and appreciate from the brand’s most coveted adventure models. It doesn’t ask you to reinvent your life around a new brand or even a new means of propulsion. It simply says, “Here’s the Subaru thing you like, now electric.” That’s a solid pitch.

The Rivian R2, on the other hand, is clearly the more compelling machine. It’s pricier and comes with more overt flaws, but it feels more advanced, more characterful, more capable off-road, and more emotionally intriguing. It possesses a sort of cleverness that makes you want to really use it, not just own it for status. The Trailseeker feels like an electric evolution of Subaru, but the R2 feels like a sharper version of an entirely new and unique idea.

That’s why I think this comparison works so well despite the obvious differences. These vehicles speak to the same car-buying fantasy: an EV as an effective and stylish active-lifestyle tool, not merely a commuter appliance. The Subaru makes that fantasy accessible and familiar, and the Rivian makes it feel aspirational. For many buyers, the Trailseeker will make more sense, but for those chasing the pinnacle expression of what an electric adventure SUV can be, the Rivian R2 is a worthwhile pursuit.

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The Subaru Crosstrek is still holding down the fort for the star-spangled brand in America, right up there with the Forester. Sure, it’s lost a bit of steam in early 2026, but it’s still a mainstay in Subaru showrooms and a common sight on the road.

That said, Subaru hasn’t gone wild with updates for 2027. Prices are basically the same as last year – at least on paper. The sneaky bit, however, is the destination charge, which has crept up from $1,420 to $1,475, so you might want to check the math before celebrating.

Small Updates, Familiar Package

For 2027, the gas-only Crosstrek Sport trim is out. From now on, if you want a Sport badge, you’ll have to go hybrid. At least it makes spotting the electrified version a bit less of a guessing game.

Otherwise, it’s business as usual. Gas models stick with the trusty 180-horsepower 2.5-liter BOXER, CVT, and Subaru’s signature all-wheel drive. The hybrid keeps its next-gen setup with 194 hp and a claimed 598-mile range – plenty for your next road trip or grocery run.

Subaru also played with the paint palette. Ignition Red joins the Limited Hybrid, Tidepool Teal Pearl is new, and Sapphire Blue Pearl is now a hybrid-only affair. The Limited Hybrid gets a power moonroof thrown in (which basically explains the price hike), but otherwise the features list is a rerun.

Safety remains one of the Crosstrek’s strengths, with EyeSight Driver Assist Technology standard across all trims.

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Stability Could Be Subaru’s Best Move

Subaru’s playing it safe with the Crosstrek, and that’s probably not by accident. The Forester is stealing the spotlight with big sales gains, while the Crosstrek has quietly slipped a bit – even though it’s still the brand’s runner-up.

As of June this year, Subaru sold 87,623 Crosstreks – good for second place behind the Forester’s 107,854. But here’s the kicker: Crosstrek sales are down 3% so far this year, while the Forester is up a healthy 12.4%.

Subaru seems happy to let the Crosstrek keep doing its thing. The $26,995 starting price stays put, which should keep buyers interested – even if the sneaky destination fee takes a small bite out of that win.

The 2027 tweaks might fly under the radar, but it’s clear Subaru wants to keep things affordable. If Americans still want budget-friendly all-wheel-drive, holding the price steady could be just what the Crosstrek needs to get its groove back.

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