Subaru

Since I started reviewing cars full-time, my driveway has been a revolving door of the latest and greatest. I get a shiny, brand-new vehicle delivered every single week—which means I’ve tested well over 100 cars by now. But there’s a distinct downside to this constant rotation: the four old cars my husband and I actually own tend to sit, collect dust, and occasionally harbor spider colonies. To keep them from rotting away, I make a point to rotate through them once a week. And without fail, every time I turn a physical key, I walk away thinking: Man, they just don’t make ’em like they used to.

Kristen Brown

Our “modern” garage benchmark is my 2011 Subaru Forester. From there, we go back in time: a 2006 Jeep Wrangler LJ, a 2002 Subaru WRX wagon, and my husband’s 1996 Land Rover Discovery. Not a single one of them has a backup camera. There is no blind-spot monitoring, no lane-keep assist, no parking sensors, and no adaptive cruise control (my Jeep doesn’t even have regular cruise control, but the Land Rover does, go figure).

Kristen Brown

When I’m behind the wheel of our personal cars, there is no digital safety net. I have to constantly remind myself that I am the sole buffer between the asphalt and an insurance claim. It forces me to be a better, more present driver. It reconnects me to the mechanical soul of the machine. New cars boast some of the coolest engineering feats I’ve ever experienced, but old cars require your undivided attention. And that’s exactly why I will always keep a spot for them in my driveway.

Related: Road Ethos Launches: The New Automotive Lifestyle Site You Should Read

Modern cars do a lot of the heavy lifting for you. The 2026 Mercedes-Benz EQS 400 I recently tested, for instance, has Google Gemini built into the dash and can practically park itself. By contrast, the biggest technological leap in our personal fleet is the aftermarket Android Auto head units we spliced into the dashes. Beyond that, I am entirely on my own. I have to do all the parking, steering, and merging myself. Without a wall of glowing screens competing for my attention, the cockpit becomes a remarkably quiet place to think. Because Android Auto relies entirely on voice commands through my phone for navigation, there is zero reason for my eyes to leave the road.

Kristen Brown

And because I don’t have blind-spot intervention or parking radar, my mirrors actually have to be properly adjusted at all times. There are no memory seats, so I have to physically dial in my driving position every single time I get in. Old cars force you to turn these basic checks into active habits. It builds a muscle memory that makes you a safer, sharper, and more alert driver.

My husband bought his WRX long before we started dating; he’s owned it for 14 years now (admittedly, being a Subaru Master Technician has helped keep it alive). There is a reason neither of us will ever sell it: it is just pure, unadulterated fun. It possesses a distinct personality that completely overshadows its total lack of convenience features. It has exactly what you need—ABS, basic cruise control, a window defroster, A/C—and absolutely nothing else. We tailored the rest ourselves, adding a cleaner stereo with a subwoofer, rally-style wheels, upgraded springs and shocks, and refreshed wiring.

But it’s the five-speed manual paired with the EJ20 under the hood that gives the car its heart. It’s an incredibly punchy, reliable engine. We added braces to the infamous “glass” transmission case to boost our confidence, and it paid off—we tracked it at Laguna Seca, and it performed flawlessly. Aside from a hint of brake fade after the third 30-minute session, we were able to lap the track, go grab groceries, and drive them home in the exact same car on the exact same day.

Kristen Brown

My husband always says he prefers old cars because there’s simply “less to break,” and that rings incredibly true for our old girl. Beyond our modifications, the only major mechanical overhaul she’s needed is a clutch. Everything else has just been routine maintenance. When I drive that wagon, even just to the grocery store, I am reminded of what uninterrupted, unassisted driving actually feels like. And goddamn, does it feel amazing. It is my favorite reminder of what driving should be: a mechanical dialogue between you and the road, completely free of buzzing sensors, blinking lights, or computer intervention.

Related: How the Subaru WRX Has Changed Over 23 Years

I’ve had the privilege of testing some seriously formidable modern off-roaders: the Land Rover Defender, the Jeep Wrangler Rubicon, the Ineos Grenadier, and the Toyota 4Runner. They are insanely capable machines, but their capability is largely written in software code. While I appreciate features like an electronic sway bar disconnect, I quickly tire of the cameras and sensors doing the thinking for me.

My 2006 Wrangler LJ doesn’t have a single line of off-road code. I have to physically get out into the dirt to disconnect the sway bars myself. It has a mechanical lift, taller tires, and 4.88 differentials front and rear, but the most advanced computer onboard is still just the radio.

Kristen Brown

I prefer it that way. Without a traction-control algorithm saving me from my own mistakes, the only thing keeping that Jeep on the trail and shiny-side-up is raw skill. When I hit the end of a tough trail, the high is unmatched because I know a computer didn’t get me there. I did. Yes, there is a lingering sense of dread knowing the safety ratings of a 2006 Wrangler are practically non-existent by today’s standards, but that just ups the ante. When my LJ and I conquer a trail, the victory belongs entirely to us.

In the San Francisco Bay Area, a 2010 Forester or a clean TJ Wrangler is still a fairly common sight. But rolling around in a 2002 WRX wagon or a 1996 Land Rover Discovery is bound to turn some heads. They refuse to blend into the endless sea of identical gray crossovers clogging California’s major highways. If I spot another enthusiast at a gas pump or a grocery store parking lot, there’s an 80% chance we’re going to strike up a conversation. This fleet has connected me to amazing communities, leading me to subreddits and Facebook groups full of people who share the same irrational love for older metal.

Kristen Brown

There is a unique joy in standing out. Don’t get me wrong—I can deeply appreciate the engineering of a brand-new RAV4 or the blistering performance of the latest BMW. But a modern digital exhaust note will never hit the same as the iconic, unequal-length rumble of a Subaru boxer engine. It can’t replicate the wide-eyed look of a Jeep purist realizing my Wrangler is a rare, long-wheelbase LJ, or the sheer delight of a British car nerd spotting a 30-year-old Discovery that looks like it rolled right out of a time capsule.

Related: I Bought a 30-Year-Old Land Rover. Worth The Headache?

I still vividly remember when my dad bought his first-ever brand-new car in high school. It was a 2006 Ford Explorer Eddie Bauer edition, packing the same 4.6-liter V8 found in the Mustang GT at the time. It was his absolute pride and joy. Before that vehicle, the newest thing my dad had ever owned was from 1975.

When I first met my husband, he was already wrenching on his 2002 WRX, and I was putting around in a 1999 Toyota Corolla. I grew up in the passenger seats of old cars, dreaming of one day becoming the next Richard Hammond—telling grand stories from the driver’s seat of the world’s greatest new machinery. I may not be Top Gear material, but I managed to fulfill the second half of that dream.

Driving these new cars pays the bills, and they deserve every bit of praise they get for their safety, efficiency, and luxury. But climbing back into my personal garage is what keeps me grounded. My old cars remind me where I came from, how far automotive engineering has traveled, and, most importantly, that driving is meant to be an experience—not just a commute.

The promise of practical performance holds strong appeal and is irresistible to those who’d like more zing in their family cars. That’s where hot wagons come in, and long before fast crossovers and SUVs became the norm, it was the ticket to moving people and luggage as quickly as possible on the road.

While it’s the Europeans who are often credited with the growth of the hot wagon genre, the rest of the world also made several rapid longroofs along the way. Back in the ‘90s, some Japanese automakers decided to stick in some pretty punchy engines in their respective wagons, resulting in a horsepower race that hasn’t been seen before or since.

Throughout that decade, Japan produced some of the best wagons that most of the world had never experienced. Honda, Nissan, Mitsubishi, Subaru, and Toyota each had tourers that could go toe-to-toe with some sports cars, all of which we wish were sold outside Japan. With that, here are five of the coolest JDM cars that could haul more than just luggage. Oh, and you can import all of these to the U.S right now. So instead of the usual popular JDM cars to import, we present to you these awesome alternatives.

In this list, the Honda Accord Wagon SiR was perhaps the biggest missed opportunity for America. It’s no secret that fourth- and fifth-gen Accord wagons were made for the global market, but one of the best versions was made in Ohio, only to skip U.S. sales channels and be shipped straight to Japan.

The fifth-gen Accord-based Wagon SiR was built from 1996 to 1997, so its limited production run makes it already a rarity. It used the same 2.2-liter engine as the Prelude, producing 188 hp and 153 lb-ft of torque. While that doesn’t sound like much, it actually produced more power than the 2.7-liter V6 available in American Accords at the time. Unfortunately, it was automatic only, but it was still a brisk wagon, nonetheless. If you decide to bring one over from Japan, you’re simply bringing it back home.

Honda

We briefly discussed the Legnum VR-4 when we discussed some of the best Mitsubishi models of the ’90s. Well, it’s back in another list, simply because it’s the type of car that the Diamond Star brand can only dream about producing these days. There’s that and the fact that North America never got Galant-based station wagons of any kind, making this forbidden fruit even more desirable.

It may surprise some of you that the Legnum VR-4 was built for a relatively long time, from 1996 to 2002. Making this wagon even more interesting was its availability of a manual transmission. Couple that with all-wheel drive and trick diffs from the smaller and more nimble Lancer Evolution, and you effectively had a load-lugging rally car. Oh, and its 2.5-liter twin-turbo V6 was good for 282 hp and 272 lb-ft, so sub-6-second 0 to 60 mph runs were possible. We know, Mitsubishi used to be really cool.

Mitsubishi

If the Legnum VR-4 was the Evo wagon before the actual Evo Wagon, Nissan’s take on the hot wagon concept was effectively a Skyline GT-R with a cavernous cargo area. Indeed, the first-generation model got goodies from the Skyline, as it shared the same platform as the R33, but the ultimate iteration of the Stagea was the 260RS Autech Version.

Produced from 1997 to 2001, the Stagea 260RS was powered by the very same engine as the R32 and R33 Skyline GT-R – the RB26DETT. The 2.6-liter twin-turbo inline-six mill easily fit under the hood of the wagon, and made 276 hp and 271 lb-ft of torque. Not only that, it came with the same all-wheel-drive system as the contemporary GT-R, and it was exclusively a manual. Just less than 2,000 of these were built over five years, making it even rarer than the Skyline GT-R.

Nissan

The second-generation Subaru Legacy may not be the most exciting thing to behold, but its anonymous-looking body was home to Subaru’s first-ever twin-turbo engine. Obviously, it was never offered stateside, as the American version peaked at 165 hp from its 2.5-liter boxer engine.

The Japan-only Legacy GT-B had a smaller engine at just 2.0 liters, but the pair of turbos strapped to it helped it produce 276 hp and 253 lb-ft of torque when fitted with a manual transmission. Sure, it wasn’t the first high-performance wagon from Subaru, but the GT-B kicked things up a notch or two.

Subaru

In the world of Toyota JDM cars, the Caldina is perhaps one of the more obscure models. The model it was based on, the Carina, was never sold in North America and was effectively an Avensis Estate, another model that never made it stateside. But its obscurity simply adds to its cool, oddball appeal, especially once you know what it’s packing.

For those who always wanted a Celica GT-Four for the family and the dog, the Caldina GT-T was the one to get. It had the same 2.0-liter turbo from the rally coupe, producing 256 hp and 239 lb-ft of torque. It also came with the same drivetrain as the Celica GT-Four, so it had all-wheel drive and a limited-slip diff in models equipped with a manual. Making this odd duck even more offbeat is the fact that it never really shouted about its performance credentials from the outside.

Toyota

Japan’s affair with performance wagons was relatively brief. By the turn of the millennium, many of these had disappeared. Honda would make a new generation Accord Wagon SiR, and that one lasted until 2002. But of all the nameplates mentioned above, only the Honda remains, and without a wagon version.

The hot Stagea was axed in 2001, and the second generation was nothing like its predecessor. Toyota still tried to make another fast Caldina for the new millennium with the GT-Four, which was produced for about five years, from 2002 to 2007. Three years after Legnum VR-4 production ended in 2002, Mitsubishi revisited the rally wagon concept with the Lancer Evolution IX Wagon in 2005. Production lasted until 2007 and stopped at 2,500 units, closing Mitsubishi’s chapter on performance wagons in the most epic way possible.

So, where does that leave Subaru? Well, it’s the only one in this group that still actively builds sports wagons. The WRX Wagon is still around, effectively inheriting the baton from the turbocharged Legacy wagons from the past. With the way things are going over at Subaru, it seems that the folks from Gumna are determined to keep the spirit of Japanese sport wagons alive for as long as they can. It’s just a shame that it’s not offered in the U.S.

Mitsubishi

Three-row SUVs are, still, all the rage right now. Almost every manufacturer offers one now that parents are convinced they’re the best thing for families since sliced bread. Only a few companies refuse to open up that can of worms. Subaru, though, was a bit early to the game with the Tribeca. But, as we all know, it did not last long. America just wasn’t ready. But, as of 2021, the Ascent was brought back at just the right time. It flew off dealership lots faster than they could get them off the trucks, largely because they were fairly affordable for what it had to offer. And that’s still true today. 

Joel Stocksdale

Mazda was a bit slower to show up to the 3-row party. The first model year of the CX-90 was 2024. It’s, quite literally, a CX-70 but with a third row. I can’t really fault them for that, though, since the CX-70’s size for only offering two rows felt a bit awkward. Now that it comes with all-wheel drive, a smooth turbocharger, and excellent spacing figures, it directly competes with Subaru’s darling Ascent. Which is the better buy? Let’s break it down.

Related: Road Ethos Launches: The New Automotive Lifestyle Site You Should Read

When you park these two side-by-side, their visual presence tells a very specific story about how they use their footprints. The Mazda CX-90 looks long, lean, and swept back, stretching to an overall length of 201.6 inches. It stands 68.3 inches tall and has an overall width of 77.6 inches with the mirrors folded. The Subaru Ascent adopts a more traditional, upright box shape that optimizes every inch of its smaller exterior frame. It is slightly shorter at 197 inches long, but it stands noticeably taller at 71.6 inches and measures 76 inches wide without its mirrors.  

Mazda

Moving into the second row, the rear legroom space is similar. The Ascent grants passengers 38.6 inches of stretch-out space, while the CX-90 edges it out just a bit with up to 39.4 inches depending on how you slide the seats. However, cargo capacity tells a radically different story once you look past the passenger space. Behind the second row, the Ascent offers a generous 43.5 cubic feet of cargo volume compared to the Mazda’s 40.0 cubic feet. 

Kristen Brown

If you look behind the third row, the Subaru keeps a usable 17.8 cubic feet for groceries and gear, whereas the sleekly sloped tail of the Mazda cuts that space down to 14.9 cubic feet.  When it comes down to sheer volume, the Subaru Ascent has the most space. Mazda built a gorgeous vehicle with a long wheelbase, but that rear packaging compromises total cargo utility. The Ascent utilizes its classic, boxy proportions to ensure you can actually pack a heavy load of luggage or gear without feeling cramped.

I never thought I’d see the day that a Subaru Ascent has more third-row legroom than literally any other vehicle, but here we are. It gives rear occupants 31.7 inches of legroom, combined with an upright greenhouse that prevents adults or teenagers from feeling too claustrophobic. The CX-90 offers a tighter 30.4 inches of legroom, and its beautifully sloped roofline cuts into third-row headroom, making it a space best reserved for smaller kids (or people you don’t like).

Zac Palmer

In terms of third-row amenities, both manufacturers made sure your passengers won’t feel like they’re stuffed into a trunk. The top-trim Ascent Touring treats third-row riders to dedicated A/C vents, USB-C charging ports, and a share of the vehicle’s legendary 19 cupholders. The CX-90 Turbo S Premium Plus counters beautifully with its own third-row USB-C ports, dual cupholders, and well-placed roof vents, but it simply cannot match the physical, airy openness that the Subaru provides. 

I will note, though, that while 31.7 inches seems like a lot, and Subaru’s website will use words like “generous” or “usable,” both SUVs are insanely tight for adults. Your knees will be crammed into the back of the second row, and even if you slide the second row forward, it’s not ideal for drives longer than, say, 15 minutes. The Subaru has more room, but barely.

Related: The Most Reliable and Affordable SUVs That Beat Today’s $50K New Car Prices

As far as horsepower is concerned, the Mazda CX-90 Turbo Premium Plus is the most powerful. Under its long hood sits a gorgeous 3.3-liter turbocharged inline-six engine. If you fill it up with regular unleaded fuel, the top-tier Turbo S engine pumps out a stout 319 horsepower. However, if you feed it premium fuel, the engine optimizes its timing to boost that output to a thrilling 340 horsepower and 369 lb-ft of torque. The Ascent relies on Subaru’s familiar 2.4-liter turbocharged Boxer four-cylinder engine across all trims, making a static 260 horsepower and 277 lb-ft of torque regardless of what you put in the tank.  

When the conversation shifts to mileage, the Mazda takes a surprising victory. Despite its larger size and higher power output, the CX-90 achieves an EPA-estimated 23 mpg city, 28 mpg highway, and 25 mpg combined. The Ascent struggles to keep pace here, delivering 19 mpg city, 25 mpg highway, and a 22 mpg combined rating on its top Touring trim. I can confirm that the EPA estimates were accurate for both SUVs.

Joel Stocksdale

The Ascent happily runs on regular 87-octane unleaded all day long without sacrificing a single horse. The CX-90 can also run safely on regular fuel, but if you want that maximum 340-horsepower rating to pass traffic on an incline, you will need to pay extra at the pump for premium fuel.

Both have incredibly functional and attractive interiors, but Mazda gives you more options and a very premium feel. The Mazda CX-90 feels like a direct shot at the luxury European segment. The cabin is built around a beautifully minimalistic dashboard where the 12.3-inch infotainment display sits pushed back, controlled primarily via a physical rotary knob on the center console to keep your eyes on the road. The available Artisan Red exterior paired with a tan or deep red Nappa leather interior feels incredibly posh, creating an upscale atmosphere that feels like an art gallery on wheels.

Mazda

The Ascent Touring approaches premium design from a perspective of functional luxury. It centers the experience around a massive, vertical 11.6-inch touchscreen that controls almost everything, while the Mazda still offers physical knobs and buttons. While it feels incredibly fancy with its rich materials, the true luxury of the Ascent is its legendary Subaru visibility. The ultra-thin pillars, large side glass, and massive panoramic sunroof create an incredibly open, bright cabin. You never feel blind spots or a sense of confinement in the Subaru, even if the Mazda’s stunning red interior layout steals your gaze at first glance.

Related: Toyota Grand Highlander Vs. Mazda CX-90 Vs. Honda Pilot: Which One Deserves Your Money?

Both vehicles come standard with all-wheel drive and dedicated trail modes, but they distribute power with completely different driving dynamics. The CX-90 utilizes Mazda’s rear-biased i-Activ AWD system paired with an 8-speed automatic transmission. In its Off-Road mode, it modifies throttle mapping and braking to keep you moving through loose terrain. While Mazda engineered this setup from the ground up to prioritize an athletic, rear-wheel-drive sports sedan feeling on dry pavement, it provides fantastic security when things get slick. 

Kristen Brown

However, Subaru’s symmetrical all-wheel drive remains the gold standard for foul weather and loose trails (I have two, hence my bias). It is an always-on, balanced system that continuously sends power to all four wheels. When you engage X-Mode with its specific Deep Snow and Mud trail settings, it alters the CVT transmission and engine characteristics to crawl out of nearly anything. It feels utterly unstoppable in a torrential downpour or a snowstorm, though that mechanical permanence is exactly what explains the less-than-stellar 19 mpg city average.

Though, I will say that there are some private tests that have proved that Mazda’s all-wheel drive system is just as good, or in some scenarios performs better than Subaru’s. So, if you’re shopping specifically for AWD performance, I’d look into that.

On the safety front, both are incredibly safe options for protecting a family. Mazda packs the CX-90 with its i-Activesense suite, which includes advanced blind-spot assists, rear cross-traffic braking, and an impressive 360-degree monitor with a see-through view for tight parking spots. Subaru relies on its updated EyeSight driver assist cluster, using three wide-angle mono cameras alongside traditional stereo cameras to detect pedestrians and cyclists early, alongside a standard smart rear-view mirror.  

Mazda

When looking at independent evaluations, both vehicles earned top marks across the board, but Subaru pushed the envelope further for the 2026 model year. The Insurance Institute for Highway Safety (IIHS) awarded the 2026 Ascent its highest Top Safety Pick+ honor after Subaru specifically upgraded its rear seat belt systems and side-impact architecture to pass the newest, most stringent crash tests. Both provide incredible Peace of mind, but the Ascent secures a tiny edge for its hyper-focus on rear-seat occupant protection during a side collision.

Related: Subaru Forester vs. Ascent: The $10,000 Family SUV Question

The Subaru Ascent gives you more for the money. When you compare the highest trim levels of these gas-powered models, the Ascent Touring undercuts the CX-90 Turbo S Premium Plus by quite a bit. Subaru keeps options simple with a handful of feature-packed trims that maximize value right out of the gate, and doesn’t overwhelm shoppers with too many packages and add-ons. The price range is currently $42,245 at the base and $53,445 for the Touring, while the CX-90 starts at $40,830 for the Turbo Select, and goes up to $59,100 for the Turbo S Premium Plus. 

Kristen Brown

Mazda is playing in a different price tier with its Turbo S models, though they justify that leap with premium inline-six performance. It is also important to note that if you want electrification down the line, the CX-90 is the only option here that can be purchased as a mild-hybrid or a plug-in hybrid (PHEV). The PHEV variant starts at $52,200 and maxes out at $60,200. The Ascent remains strictly gas-only across its entire lineup, meaning you have to accept that lower fuel economy to get its lower price tag.

The Subaru Ascent is the best for car seats. Both of these large crossovers feature wide entry points and large rear passenger doors that swing open to nearly 90 degrees, making it incredibly easy to hoist a heavy infant carrier inside. This easy-access design was a massive highlight on the two-row CX-70, and it translates beautifully to the CX-90’s platform. Which is… Basically the same.

Subaru

Because the Subaru has a more square roofline and a flatter second-row bench layout in the lower-tier models (it all depends on whether or not you buy it as a 7 or 8 passenger model, and all 8 passenger models are lower trims), it is significantly easier to install bulky rear-facing convertibles without jamming the front seats forward into the dashboard. The lower step-in height also helps older toddlers climb into their boosters independently, too.

Choosing between these two comes down to whether you want a luxury grand tourer or an proved family utility tool. They are both gorgeous, premium-feeling SUVs that elevate a daily commute and are engineered to make life with little ones a whole lot easier. The Mazda CX-90 drives like a dream, looks stunning inside, and achieves stellar highway fuel economy. It’s made for those who don’t want to give up a premium feel, even with kids eating fries in the back.

However, if you are actively managing a busy family lifestyle, the Subaru Ascent is an easy one to recommend. Its massive interior visibility, enormous cargo area, and family-friendly value give it the practical edge for day-to-day life. Just be prepared to be a regular at your local gas station.

For years, outdoorsy Subaru buyers were buying stock crossovers and immediately spending thousands on aftermarket lift kits, heavy-duty tires, and underbody armor—risking a voided factory warranty just to get the capability they wanted. Subaru saw this trend and capitalized on it, first debuting the Outback Wilderness to massive success in 2021. The demand was so high that they quickly brought the same treatment to the Forester and later the Crosstrek, giving buyers a trail-ready rig right off the showroom floor.

Kristen Brown

Seeing the shift toward rugged, outdoorsy vehicles, Toyota jumped into the ring with the RAV4 Woodland in 2022. While the Woodland is admittedly less of a heavy-duty hardware overhaul and acts more like a sharp appearance package with mild trail upgrades, it brings something massive to the table that Subaru hasn’t beaten yet: legendary hybrid efficiency (though one is coming in late 2026). For adventurers who want a vehicle that can navigate a muddy campsite on Saturday but save money at the pump during the Monday commute, both of these rigs are absolutely worth looking into. So, which is better? It all depends on the needs of the few who frequent the mountains or trails.

Related: Is the 2026 Subaru Forester Wilderness the Brand’s Best Family Crossover? I Drove it and Found Out.

Subaru builds the Forester Wilderness with serious trail gear right from the factory. You get a suspension lift pushing ground clearance to 9.2 inches, all-terrain tires, a matte-black hood decal to cut down glare, and an advanced dual-function X-Mode system. Under the skin, Subaru shortens the final drive ratio on the CVT to give you better low-end torque for crawling over obstacles, all tied to their mechanical Symmetrical All-Wheel Drive.

Kristen Brown

Toyota takes a different approach with the RAV4 Woodland. Instead of a physical lift or mechanical center differentials, it relies on an electronic on-demand AWD system that uses a dedicated electric motor to power the rear wheels when needed. It comes with a TRD-tuned suspension, Falken WILDPEAK all-terrain tires, a unique color palette with bronze wheels, and an electronic Trail Mode (Toyota’s version of X-Mode) that brakes a slipping wheel to send power to the side with traction. It’s capable of dirt roads and camping sites, but it lacks the rugged hardware modifications that Subaru cooks straight into the Wilderness chassis.

If we assume the upcoming Forester Wilderness uses Subaru’s current global e-Boxer hybrid setup, the engineering philosophy is vastly different from Toyota’s. Subaru integrates a small electric motor directly into the Lineartronic CVT, paired with their traditional Boxer engine. It’s a mild hybrid style framework that prioritizes maintaining the traditional mechanical AWD system. However, this setup is notoriously less powerful and less efficient, often delivering lower fuel economy numbers compared to established hybrids. I averaged about 28 mpg when I tested the Sport hybrid, which is notably less than the RAV4’s 40+ mpg, even with all-wheel drive. 

(C) 2026 Doug Berger | DBPics

Toyota’s setup is the gold standard for a reason. The RAV4 Woodland utilizes a hybrid system that pairs a 2.5-liter four-cylinder engine with multiple electric motors to produce 236 horsepower. Because the rear wheels are powered entirely by their own electric motor, there is no physical driveshaft running down the middle of the car. This design makes the RAV4 significantly more powerful, highly responsive off the line, and massively more efficient. 

Related: I Drove The 2026 Toyota RAV4 Hybrid Woodland At Mudfest: Here’s My Honest On- And Off-Road Review

Here’s a nerdy way to look at the AWD differences: Toyota’s system is a reactive system, working as a primarily FWD SUV until slipping is detected, unless it’s starting from a stop while in a dedicated Trail mode, where AWD is needed. The rear electric motor kicks in to support the front wheels. Subaru’s system is on all the time, no matter what drive mode it’s in, so it’s more of a proactive system. It’s designed to prevent slipping from happening in the first place. It’s a safer bet, but it explains why, as a hybrid, it’s only slightly more efficient than the gas-only model. 

Cole Attisha

In sustained, brutal conditions like deep mud or heavy snow, an electric motor can overheat or cut power under heavy, continuous strain, and it lacks the cohesive transfer of a physical driveshaft. That is why the Subaru hardware wins out. But again, that’s only if you’re regularly romping through deep snow or mud. Otherwise, Toyota’s AWD system works just as well. 

We don’t know exactly how much the Subaru Forester Wilderness hybrid will cost, so I’ll use the gas-only model as a reference and make my best guess. Right now, the Forester Wilderness sits at a lower entry point, starting around $36,995. The RAV4 Woodland comes in a bit higher, carrying a starting price of roughly $39,900. But we have to remember that the RAV4 is a hybrid, so we’re essentially paying for the company’s latest, greatest, and most efficient system. 

(C) 2026 Doug Berger | DBPics

The current Forester hybrid ranges from $34,730 to $41,545. Because the Forester Wilderness will come with more upgrades, I’d wager that it’ll cost closer to $40,000. I’ll be shocked if it’s still under $40,000 with the hybrid system. Surprise me, Subaru. I double dog dare you.

If your primary goal is to tackle actual trails, rocks, and rough terrain, the Subaru Forester Wilderness is the better option because of its purpose-built factory modifications. Toyota gives you great styling, bronze wheels, all-terrain tires, and a roof rack, but it remains a road-focused hybrid with a trail-themed package. However, if your “off-roading” is mostly dirt roads to a trailhead and you want to save a massive amount of money at the gas pump during the weekly commute, the RAV4 Woodland is incredibly tough to beat. I’ll be sure to revisit when we know more about the Forester Wilderness Hybrid.

It wasn’t that long ago when we were reporting the low sales of the WRX. In 2025, sales were practically on the floor, possibly calling the future of the sport sedan into doubt. The first three months of 2026 weren’t too great for it, either, continuing the downward sales trend from the previous year.

So, what caused it? Well, all hands were on deck for the redesigned Forester at the time. Inventory shortages also kneecapped sales of the car, so that didn’t help matters at all. But the biggest factor was likely due to the axing of the entry-level model for the 2025 model year. That pushed the base price of the WRX from $32,735 (in 2024) to $36,920, up by over $4,000.

Subaru

Thankfully, Subaru has rectified that by reintroducing the WRX’s entry-level trim. It’s currently priced at $32,495, which is actually less than the 2024 model. Granted, it’s not as low as the base price of the 2022 model at just $30,995, but this is probably the brand’s way of atoning for last year’s shocking price jump.

Not only that, but price cuts were also introduced across the range, with some trims getting over $3,000 slashed off from 2025 prices. On top of that, the car’s value proposition was enhanced by the addition of more standard kit. For instance, the base WRX gets the same 11.6-inch touchscreen as the rest of the lineup, something unavailable in the 2024 model.

Subaru

If there’s any need for more proof that listening to customers works, the WRX’s sales surge streak is as clear an example as it gets. While the first three months of 2026 started off slowly, to say the car has recovered would be a massive understatement.

The WRX’s sales turnaround began in April, with sales increasing 52.6% from 772 to 1,178 units. After that, May sales skyrocketed from 482 units during the same period in 2025 to 1,195 units, marking a 147.9% increase. If that’s not enough, June 2026 saw a 252.3% boost versus June 2025, from a pitiful 350 units to 1,233 units. If you’ve noticed, sales have incrementally been going up month after month.

In other words, 2025 sales were so dismal that 2026 looks like a banner year for the car. The recent sales surge has also helped the model overcome the initial deficit, with year-on-year sales up 10.5% by the halfway point of 2026. It’s 7,108 versus 6,431 units, and with the way things are going, the WRX could see 20,000 sales by the end of the year.

Subaru

Pricing for cars typically increases annually; this is set by brands and usually reflects inflation rates. Sometimes price increases are incremental; in other cases, they’re big, depending on the brand. Some brands even increase prices without any update to the car whatsoever. Worst of all, some models get updates so minor that they don’t correspond to the equivalent price increase.

In Subaru’s case, the star-spangled brand decided not to upset the balance by keeping the price of its EV lineup the same.

Subaru

The Subaru Trailseeker was sold for $39,995 in 2026, and for 2027, it will retain the same starting price. Overall, the 2027 model remains largely the same as the 2026; in terms of looks, nothing changes, nor does the car’s performance.

It will still feature the same Subaru Symmetrical All-Wheel Drive system that pushes the 375 hp to the road (or trail). While the performance remains the same, Subaru says that they improved the AWD system. They added acceleration sensors to the front and rear, giving the Dual-Motor AWD new inputs to get information from. The added information allows the drive computer to properly adjust the torque split for the front to rear and left to right for better performance under braking or acceleration. The system is so clever, it can even adjust the torque while you’re regen braking.

0-60 mph is still done and dusted in 4.3 seconds, making it the quickest Subaru production model ever sold in the U.S., and it has a total EV range of 281 miles.

Subaru

The Trailseeker’s battery system also supports fast charging, capable of up to 150 kW via the now-standard North American Charging Standard (NACS) outlet. Using NACS opens Trailseeker owners up to 25,000 charging stations across North America, and the fast charging can shorten charging times (10% to 80%) in just 28 minutes.

Most of the key changes for the 2027 Trailseeker come in the form of the variants and pricing structure; while the starting price is the same, the higher variants change things up just a little bit. In 2026, leather upholstery was a $300 option; for 2027, a new Touring Leather variant has been added to the list, omitting the previous $300 option. If you want leather, you’d better pay the $46,855 for the top-spec.

Of note, the prices mentioned here don’t include the mandatory $1,475 destination charges, which are a step up compared to the 2026 model’s $1,450 destination fee.

Model/Trim

MSRP

Trailseeker Premium

$39,995

Trailseeker Limited

$43,995

Trailseeker Touring

$46,555

Trailseeker Touring Leather

$46,855

(C) 2026 Doug Berger | DBPics

It wasn’t the first station wagon to wear a set of stilts, but the Subaru Outback made that idea work in terms of wider market acceptance and, more importantly, sales. Introduced in 1994, the formula was simple: take a Legacy wagon, jack up the ride height, add some cladding to make it look more like an SUV, and hey presto, the Outback.

The recipe stayed the same right up until the 2026 model year, when it fully embraced the crossover look. That’s mainly because the Legacy, which it was previously based on, was to be axed at the time, forcing Subaru to take the bold and admittedly risky step into crossover-hood.

Subaru

When sales of the redesigned Outback began, they were initially slow, with the first couple of months particularly brutal. March 2026 was painful for the model, reporting a 42.9% drop compared to March 2025’s tally. At the time, the plummeting sales were attributed to the redesign, with some commenters even calling it the wrong move by Subaru.

However, Subaru noted the drop because of a production shift from Indiana to its home base in Gunma, Japan. Quoting the representative Autoblog spoke to back in May, “We shifted Outback assembly from our plant in Indiana to Japan last year. Retooling and bringing a line up to speed generally takes time for any manufacturer. Additionally, the 2026 Outback Wilderness didn’t reach retailers until late January, which historically accounts for roughly 15%-20% of overall Outback sales.”

Subaru

Subaru started turning the tide by April, with sales still down 8.3% month-to-date but not as alarming as the massive 42.9% drop from the month prior. In May, it marked the first time the redesigned Outback saw marginal growth, up by 0.4% month-to-date with a total of 11,258. It’s not much, but progress is progress.

So, how did the two-row crossover fare in June? By the looks of it, it’s proving to be a hit, with sales surging last month. We’re not talking single-digit percentages here, as sales rose to a whopping 32.7%. Had shifted 14,074 Outbacks in June 2026, a leap over June 2025’s tally of 10,608 units. It also surpassed May’s figure by a fairly significant margin. With seemingly strong demand and well-stocked inventories, this might just be the turning point for the redesigned model.

Things are looking up for the new-gen Outback, and that’s good news for Subaru. After all, it’s one of the brand’s moneymakers, and the success of this model is extremely crucial. While we’re not expecting sales to grow by that much by the end of July, June’s rally is a positive sign. If anything, it further reinforces the brand’s prior statement that the initial slow pickup was due to the new look.

However, the early sales stumble also means the company still has a fair bit of catching up to do. Year-to-date sales are still lower this year, at 62,958 units versus 73,257 in 2025, representing a 14.1% deficit. The following months need to be consistently strong to at least match last year’s total, but at least the gap is getting smaller.

Overall, Subaru had a strong showing in June. All of the key models saw growth last month, with the Forester up by 43.6% and the Ascent up by 18.8%. The Crosstrek saw marginal growth at 0.4%. Even the BRZ saw some improvement at 2.4% up, while the WRX shot up by a massive 252% over the year’s June sales. That said, Solterra and Impreza sales plummeted, but the sales increase of most cars in the lineup meant the brand managed to improve by 18.1%, shrinking the year-to-date deficit to 4.5%.

Subaru

Buying a new car on a tight budget is challenging in the United States in 2026, where many of the most affordable vehicles have been discontinued in recent years. Sub-$20,000 cars are dead and there are not many choices left below $25,000. For Subaru fans seeking a touch of the manufacturer’s adventurous spirit, the most affordable new model on sale costs $26,595. That’s the Impreza, but a few hundred dollars more will get you a base Crosstrek. Which of these cheap Subaru models is a better buy? We’ll look at prices, powertrains, specifications, and more to help you decide.

2026 Subaru Impreza Sport

Subaru

The base Impreza hatchback is the Sport, which starts at $26,595 before a destination charge of $1,195, making it the least expensive Subaru you can buy in 2026. It’s not the cheapest hatchback in its class, though, as you can get a new Toyota Corolla Hatchback for over $2,000 less.

The similarly compact Subaru Crosstrek begins at $26,995 in Base form, which is only $400 more than the Impreza Sport. However, the Crosstrek also has a higher destination charge of $1,420, so it’s effectively $625 pricier before adding any options. That’s still close enough to warrant a detailed comparison between these two Subarus.

Related: Subaru Hikes Impreza Prices for 2026—Should You Wait or Buy The 2025 Instead?

2026 Subaru Impreza Sport

Subaru

The Impreza is a hatchback and the Crosstrek is a crossover, which is the fundamental difference between these two Subarus. The Impreza has cleaner lines and a sportier profile, as it sits lower to the ground, while the Crosstrek has a raised stance and plastic body cladding that adds to its rugged nature. Both vehicles are based on the Subaru Global Platform.

Subaru Impreza

Subaru Crosstrek

Length

176.2 inches

176.4 inches

Wheelbase

105.1 inches

105.1 inches

Width

70.1 inches

70.9 inches

Height

58.3 inches

62.8 inches

Curb weight

3,249 lbs

3,296 lbs

The two cars are nearly identical in length and have the same wheelbase. The key difference is the Crosstrek’s extra 4.5 inches of height. The Impreza weighs a little less, but the difference is small at 47 lbs.

Based on design alone, the choice comes down to whether you prefer the sporty hatchback or rugged crossover look.

Subaru

Mechanical simplicity rather than class-leading performance has typically been the philosophy for cheap Subarus, as is the case for these two models. Both have naturally-aspirated Boxer four-cylinder engines, CVTs, and standard all-wheel drive. However, the Crosstrek’s engine is bigger and more powerful.

Subaru Impreza Sport

Subaru Crosstrek Base

Engine

2.0L H4

2.5L H4

Horsepower

152 hp

180 hp

Torque

145 lb-ft

178 lb-ft

0-60 mph

9.2 seconds (estimated)

8.1 seconds

EPA rating (city/highway/combined)

27/33/29 mpg

26/33/29 mpg

Ground clearance

5.1 inches

8.7 inches

We have only driven the Impreza with the larger 2.5L engine, and even that model felt rather breathless. It’s safe to assume that the smaller 2.0L mill provides leisurely acceleration at best, which isn’t helped by the absence of a manual gearbox. The Crosstrek used to be available with the 2.0L engine but now gets the bigger 2.5L mill as standard. It’s still not a hot performer, but it’s noticeably quicker than the Impreza. 

Subaru

Both vehicles are comfortable and quiet enough, but they’re not as good to drive as rivals from Honda or Mazda. 

In terms of efficiency, both have the same combined figure of 29 mpg, despite the Crosstrek’s heavier body and larger engine. The Crosstrek’s greater ground clearance also gives it better rough-road capability. The Impreza may handle a little better due to its lower center of gravity, but the Crosstrek offers better performance and comparable efficiency.

Related: 2024 Subaru Crosstrek First Drive Review: Like it before? You still will

2024-2025 Subaru Impreza interior

James Riswick

Can the Impreza claw back some points in the cabin? Both cars have similar dashboard designs with durable rather than plush materials. Surprisingly, the lower Impreza has exactly as much headroom and headroom as the Crosstrek, so the crossover has no advantage for passenger space. Cargo space actually favors the hatchback, which has a volume of 20.4 cubic feet behind the second row to the Crosstrek’s 19.9. Both cars have 60/40 split-folding rear seatbacks.

Subaru keeps things simple with analog instruments and a 4.2-inch color LCD display for the driver. The Impreza gets the more modern 11.6-inch touchscreen display, whereas the Crosstrek uses an older setup with dual seven-inch displays (pictured above is the 11.6-inch screen in upper trims). You also get two extra speakers, a 4G LTE Wi-Fi hotspot, and a folding rear armrest in the Impreza, while both cars have dual-zone automatic climate control.

Blind-spot detection with lane change assist is only available in the Impreza.

Overall, the Impreza wins this category. It’s just as spacious as the Crosstrek but has a longer list of amenities and Subaru’s more modern infotainment interface.

Related: I Drove the 2026 Subaru Crosstrek Sport Hybrid. This is My Honest Review

Subaru

It’s a close call between the cheapest new Subaru models. The Impreza handles a bit better and comes with more features at a lower price. However, the Crosstrek’s larger standard powertrain gives it the win; this change alone makes it much less frustrating when you need to overtake or merge with faster-moving traffic. It does this without sacrificing efficiency and adds some mild off-road capability to the mix, too. For under $27,000, the Crosstrek is our recommended budget Subaru.

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The 2027 Subaru Crosstrek is a subcompact crossover SUV in the mold of the Mazda CX-30 and Chevrolet Trax, but it’s a lot more off-road capable than any of its direct rivals with 8.7 inches or more of ground clearance across the board and standard AWD. It comes with a 180-hp 2.5L boxer-four, but hybrids add electrical assistance and have 194 hp. The Crosstrek’s mission is straightforward: to be the adventure-ready subcompact that can go farther off the beaten path than any direct rival.

Subaru

After a complete redesign for MY2024 and a minor update for MY2026, the 2027 Crosstrek enters the new model year with no notable changes to speak of.

2026 Subaru Crosstrek Wilderness in Geyser Blue

Subaru

The Crosstrek is chunky and ready for adventure, with an obviously elevated ride height, plastic body cladding, and rugged styling details. Roof rails and LED fog lights are fitted to all but the Base, and all trims get LED headlights with a cornering function. The Wilderness has more body cladding, unique bumpers, a matte-black hood decal, anodized copper accents, and all-terrain tires. Wheels measure either 17 or 18 inches, depending on the trim.

2026 Subaru Crosstrek Sport Hybrid in Sand Dune Pearl

Kristen Brown

The cabin is sturdy and serviceable, not plush, with cloth, various hard plastics, dual 7.0-inch touchscreens, and wired Apple CarPlay/Android Auto on the Base. All other trims get a single 11.6-inch touchscreen with wireless phone integration. Upper trims gain features such as heated front seats, a power driver’s seat, and a heated steering wheel. Some subcompacts offer more rear-seat space, but the Crosstrek’s accommodation is adequate back there if you’re not tall.

2026 Subaru Crosstrek Hybrid black interior

Subaru

The 2027 Subaru Crosstrek’s price is expected to increase a little, but the estimates below are not the final figures:

Trim Level

Price

Base trim: Base

~$27,580

Top trim: Limited

~$35,900

Top hybrid trim: Limited

~$37,580

Best value trim: Premium

~$28,700

The Premium is a great deal, adding just more than $1K to the Base’s price, but gaining the large touchscreen, LED fog lights, roof rails, and more. The hybrids are more efficient, but the cheapest one, the Sport, is $6K more expensive than the gas Premium, so it may not be worth it.

Engine

Horsepower

Torque

Transmission

Drivetrain

2.5L Flat-4 Boxer

180 hp

178 lb-ft

CVT

Standard AWD

2.5L Hybrid (Sport/Limited Hybrid)

194 hp (combined)

N/A

CVT

Standard AWD

The naturally aspirated 2.5L engine provides unexciting performance, and will get the Crosstrek to 60 MPH in around 7.9 to 8.6 seconds, depending on the trim and test weight. The slightly more powerful hybrid is also a bit more responsive thanks to the electrical assistance, and returns a time of around 7.7 to 7.9 seconds.

Subaru

Though no 2027 EPA figures were as yet available at the time of writing, the unchanged powertrains should repeat the 2026 numbers:

City

Highway

Combined

2.5L gas 

26

33

29

2.5L gas (Wilderness)

24

29

26

2.5L hybrid

36

36

36

Subaru’s Symmetrical AWD sends power to all four wheels permanently, and evaluates acceleration, braking, and cornering to adjust itself in real time. Standard dual-function X-MODE and hill-descent control are included, while the Sport and Wilderness also benefit from Snow/Dirt and Deep Snow/Mud modes.

Dimension

Base, Premium, Sport, Limited

Wilderness

Length

176.4

176.4

Width

70.9

71.7

Height

62.8 – 63

63.6

Wheelbase

105.1

104.9

Measurement

Front Row

Second Row

Head Room

38.7 – 39.8 in

37.6 – 38.0 in

Leg Room

42.9 in

36.5 – 36.7 in

Cargo Space Behind Row 1

Cargo Space Behind Row 2

Crosstrek gas

54.7 cu-ft

19.9 – 20.0 cu-ft

Crosstrek Hybrid

50.6 cu-ft

18.6 cu-ft

The roof rack can carry up to 165 pounds while driving and up to 700 pounds parked, such as for supporting a rooftop tent.

2024 Subaru Crosstrek Sport trunk

Subaru

Ground clearance is a very generous 8.7 inches, matching many off-road-ready SUVs, while the Wilderness boosts that further to 9.3 inches, making it capable of light off-road adventuring and anything a rough road or winter snow can throw at it.

Coverage Type

Duration

Basic Warranty

3 years / 36,000 miles

Powertrain Warranty

5 years / 60,000 miles

Complimentary Maintenance

None

Pros:

• Standard AWD

Cons:

• It’s not quick

The Crosstrek offers something different in the subcompact class, with generous ground clearance and surprising off-road ability, especially in ruggedized Wilderness guise. Performance is no more than adequate, but the ride is comfortable, and the EyeSight driver assists add peace of mind. It’s not as much fun to drive like a CX-30, but it’s way more capable off-road, so it’s the one to have if you want to venture off the beaten path. The gas Premium answers all the important questions for well under $30K.

Kristen Brown

• Mazda CX-30

Many manufacturers have shifted focus to crossovers and SUVs in recent years, and Subaru has done more than most. It has committed a vast chunk of its resources to a range of family-friendly vehicles that cover every permutation of compact and mid-size SUVs you can imagine. Of the 10 distinct models it currently offers, seven are crossovers or SUVs of some description.

Of these, the Forester is the best-selling compact SUV in the Subaru range, with the mid-size three-row Ascent trailing quite far behind, although still way ahead of the new brace of electric SUVs it has just launched.

For most families considering a new Subaru SUV, these two models still offer a great mix of practicality, safety and tech in their segments, and we look into the merits of each and examine when it is worth stepping up to the pricier Ascent and when the more compact Forester is the better choice.

Subaru

• Model Years: 2025 – Present (All-new 6th Generation)

2026 Subaru Forester

Forester Base

Forester Wilderness

Forester Hybrid (Premium)

Base MSRP

$29,995

$36,995

$34,730

Engine

2.5L Flat-4

2.5L Flat-4

2.5L Flat-4 + Hybrid

Power

180 hp

180 hp

194 hp (Combined)

Torque

178 lb-ft

178 lb-ft

199 lb-ft (electric) 154 lb-ft (gas)

0-60-mph

8.3 seconds est

8.3 seconds est

7.9 seconds est

Fuel Economy city/hwy

26/33 mpg

24/28mpg

34 mpg (est)

Drivetrain

Symmetrical AWD

Symmetrical AWD

Symmetrical AWD

The Forester has been around for decades, initially a more compact, performance-oriented vehicle, it has grown into a high-tech family-sized SUV with plenty of practical features. It has always retained the trademark symmetrical all-wheel drive layout, ensuring that its off-road prowess is one of the best in the segment. The latest sixth-generation redesign has introduced comprehensive tech updates and structural changes make it a quieter, and more refined vehicle than its predecessor.

The regular gas models are powered by the familiar 180-hp 2.5-liter flat-four engine. Paired with a CVT transmission, it is efficient and responsive around town, but lacks the power of turbocharged rivals, which is most noticeable on the highway or when fully laden. A big change for the new Forester is the availability of a hybrid model for the first time. While its 194-hp power output is only marginally higher, the extra torque of the electric motor should give the Forester more pep, and potentially improved fuel economy, too.

There are 10 different Forester trims to pick from, although this includes gas and hybrid engine options, and in essence there are six different spec levels on offer. The base trim is gas-only, as is the new for 2026 Wilderness, while the Premium, Sport, Limited and Touring can be had with either powertrain option. The base trim is decent value at $29,995 before taxes, and comes with smartphone integration, Subaru’s EyeSight tech, and LED steering responsive headlights.

Cole Attisha

For most customers, the extra $2,000 charged for the Sport trim should be a worthwhile expense. You get a larger 11.6-inch infotainment screen, MySubaru Connected Services as well as keyless access and push-button start. Higher trims unlock more desirable options, and luxury features, but top trims can cost well over $40,000, which brings the Forester into the cross-hairs of the larger Ascent models. Hybrid variants of each trim cost on average $3,000 more than the gas models, aside from the top Touring version, which adds just $1,550 to the price.

The new Wilderness option is gas-powered only, though, and while it has no additional performance, it comes with several off-road focused upgrades, like a raised suspension (from 8.7 to 9.3 inches), 17-inch all-terrain tires, hill descent control, 180-degree front-view camera, and cool exterior add-ons to indicate its more rugged nature. The Wilderness is also rated to tow up to 3,500 pounds, while the rest of the range manages just 1,500 pounds.

Kristen Brown

• Model Years: 2019 – Present

2026 Subaru Ascent

Ascent Premium (8-Passenger)

Ascent Limited (7-Passenger

Ascent Touring (7-Passenger)

Base MSRP

$40,795

$47,885

$51,165

Engine

2.4L Turbo Flat-4

2.4L Turbo Flat-4

2.4L Turbo Flat-4

Power

260 hp

260 hp

260 hp

Torque

277 lb-ft

277 lb-ft

277 lb-ft

0-60-mph

6.8 seconds est

6.8 seconds est

6.8 seconds est

Fuel Economy city/hwy

19/26 mpg

19/25 mpg

19/25 mpg

Drivetrain

Symmetrical AWD

Symmetrical AWD

Symmetrical AWD

The flagship Subaru Ascent is getting on a bit now, but it has undergone a few updates since its introduction in 2019 and remains a solid and capable three-row SUV with the ability to go further off the beaten track than many of its rivals.

The sole engine option here is a 260-hp 2.4-liter turbocharged flat-four paired with a CVT transmission and all-wheel drive. While the Ascent is more responsive and powerful than the Forester, you do pay a penalty at the pumps. Its performance is acceptable for this class, but the engine is vocal, a trait made more noticeable when the CVT transmission keeps the revs up during hard acceleration. However, in normal driving, the Ascent is quiet and refined, and the ride quality is smooth over rough roads.

It is also impressive off road, can tow up to 5,000 pounds and will seat up to eight passengers. While it is still classed as a mid-size SUV, the Ascent is noticeably larger than the Forester, and the extra row of seats makes it the default choice for bigger families. Cargo space with all three rows up is just 17.8 cubic feet, but with the third row folded flat, the Ascent has up to 47.5 cubic feet of storage space, well above the Forester’s 28.9 cubic feet.

Subaru

The base Ascent Premium starts at $40,795 before taxes, which is a substantial $10,790 more than the base Forester, but you do get all the benefits mentioned above, as well as more standard spec. An 11.6-inch vertical display is standard, as is water-resistant StarTex upholstery, and heated front seats and a power tailgate. This trim, as well as the higher-specced Limited, can be had in either 7-or-8-seater configuration.

The 7-seater replaces the second-row bench with two captain’s chairs, which are more comfortable and allow for easier third-row access. There are no packages available for any trim, and standalone options are generally limited to additional USB charging ports, wireless charger slots and all-weather floor liners. The first two should be standard at this level, but cost $561 combined, so should be added to any new build.

Considering the Ascent’s age and the big jump to the Limited, Touring and Onyx Edition trims, we would stick with the base Premium model for the best value. The Limited adds leather trim, larger alloys and a navigation system, but none are essential and with more modern rivals like the Honda Pilot and Kia Telluride offering better tech and interior luxuries at these prices, base is best here.

Subaru

The Forester is the newer, more dynamically capable SUV here. It handles better, has much better fuel economy, and can be had in the new off-road Wilderness spec, which should appeal to many of Subaru’s core customers. It is also a good $10,000 cheaper in base trim, and the hybrid model promises to be a frugal and desirable addition to the range.

The more compact dimensions will also be appreciated in parking lots and tight city streets, but the 180-hp base motor can feel underpowered, especially on road trips and when overtaking on the highway. And this is where the Ascent shines, its torquier and more powerful turbocharged motor provides better performance on those long journeys, and it offers more luggage space and the option for up to 8 occupants. It can also tow a lot more, and is capable off the beaten track, even though there is no Wilderness trim on offer here. The Ascent is pricier, but does come better specced, although it betrays its age when it comes to some of the interior layout, and the fact that you need to pay extra for a wireless phone charger even on the range-topping trim.

Both make a strong case for themselves, but for many families the choice comes down to which suits their lifestyle best. The Forester remains a great daily-driver, with good in-town performance, great fuel economy, and the ability to tackle the odd weekend trip away. The Ascent, meanwhile, is better suited for those who want the benefits of up to 8 seats, a higher towing capacity, and the added power of the turbocharged engine.