Subaru

The 2026 Jeep Cherokee and 2026 Subaru Outback are two SUVs that, in very unique ways, feel like they were designed for the same person: someone who owns more than a few pairs of tattered hiking boots, lives somewhere where the weather is entirely unpredictable no matter the season, occasionally traverses into forest service road territory, and still needs to sit in stop-and-go traffic without feeling the consequences of having bought a hardened rock-crawler. The Jeep Cherokee is back after a brief absence, now redesigned from the ground up with a standard hybrid powertrain, standard four-wheel drive, and a boxier, XJ-inspired shape. The Subaru Outback, meanwhile, has entered its seventh generation with the most dramatic restyling in the model's history, moving further away from its lifted-wagon roots and closer to conventional SUV territory.

I drove the Cherokee for a full week at home in Vancouver, where it dealt with dense city traffic, tight parking lots, the extraordinary Sea-to-Sky Highway, seemingly endless construction zones, and some light trail use around Squamish Valley. I drove the Outback at a Subaru launch event in Sedona, Arizona, where it tackled scenic highways, desert mountain trails, and plenty of red dust, and tried my hand at the Outback Wilderness at NWAPA's Mudfest event in Washington, where it tackled both a road course and an off-road course over two days, alongside 17 other trucks and SUVs. The Jeep had the advantage of a full week in my normal routine, and the Subaru had the advantage of curated driving routes that showcased exactly what capabilities Subaru hoped to emphasize. Still, having driven both, I've come away with a pretty clear sense of how these two adventure-ready SUVs differ and which one makes more sense, depending on what kind of buyer you might be.

Cole Attisha

Engine

1.6L turbo hybrid inline-four

2.5L flat-four

2.4L turbo flat-four

Output

210 hp

180 hp

260 hp

Torque

230 lb-ft

178 lb-ft

277 lb-ft

Transmission

Electronic variable transmission

Lineartronic CVT

High-torque Lineartronic CVT

Drivetrain

Standard 4x4

Standard AWD

Standard AWD

EPA fuel economy

39 city / 35 highway / 37 combined mpg

25 city / 31 highway / 27 combined mpg

21 city / 29 highway / 24 combined mpg; Wilderness 21 city / 27 highway / 23 combined mpg

Ground clearance

8.0 inches

8.7 inches

8.7 inches; Wilderness 9.5 inches

Towing capacity

3,500 pounds

Up to 2,700 pounds

Up to 3,500 pounds

Length

188.1 inches

191.7 inches

191.7 inches

Width

74.7 inches

74.0 inches

74.0 inches

Height

67.5 inches

67.5 inches

68.3 inches for Wilderness

Wheelbase

113.0 inches

108.1 inches

108.1 inches

Base MSRP

$35,000

$34,995

$44,365 Limited XT / $44,995 Wilderness

Cole Attisha

Seating capacity

5

5

Passenger volume

107.4 cu-ft

112.3 cu-ft; 111.1 cu-ft with moonroof

Front headroom

40.3 inches; 38.0 inches with moonroof

41.0 inches; 40.2 inches with moonroof

Rear headroom

40.2 inches; 38.1 inches with moonroof

40.5 inches

Front legroom

40.2 inches

43.0 inches

Rear legroom

38.1 inches

39.5 inches

Front shoulder room

58.5 inches

57.9 inches

Rear shoulder room

55.1 inches

57.4 inches

Front hip room

55.1 inches

55.0 inches

Rear hip room

54.3 inches

55.1 inches

Cargo space behind rear seats

33.6 cu-ft

34.6 cu-ft

Maximum cargo space

68.3 cu-ft

80.5 cu-ft

Cole Attisha

The 2026 Cherokee's greatest strength is that it feels far less misguided in its approach to the compact SUV segment than its predecessor did. The previous Cherokee was a bit of a awkward thing: it was capable in the right trims and occasionally even charming with the right engine under its hood, but it was visually divisive, especially before its major facelift, and rarely at the forefront of compact SUV consideration. This new one, however, feels like a worthwhile reset. Visually, the Cherokee is much cleaner, and Jeep's styling choices come across as far more deliberate. It's boxy, upright, and far more faithful to the spirit of the original XJ Cherokee than the outgoing model ever was. It doesn't quite recapture the old XJ’s elemental simplicity entirely, but it feels much closer to the idea of a useful, honest, outdoorsy Jeep. The long roofline and relatively low stance also give it a subtle wagon-like quality, which makes this comparison with the Outback feel especially appropriate.

Cole Attisha

The most surprising part, after living with it for a week, is how much more refined everything feels. The hybrid powertrain doesn't magically rewrite the Cherokee's performance credentials, but it works beautifully in daily use. Jeep's 1.6-litre turbocharged hybrid setup delivers 210 horsepower and 230 lb-ft of torque, and while that will never challenge the muscle of a Subaru Outback XT, it does afford the Cherokee an easy, smooth, low-speed confidence that suits everyday driving extremely well. Around Vancouver, the Cherokee felt relaxed, quiet, and composed. It moved through traffic without the strained, rubber-band-like awkwardness that can define some compact SUVs with conventional CVTs, relying instead on its dual electric motors to transmit power to all four wheels. On the Sea-to-Sky Highway, it was never fast, but it never felt overwhelming either, and handled sweeping corners with real dignity. Power delivery was linear, the hybrid transitions were smooth, and the real-world fuel economy was genuinely impressive. I averaged roughly 36 mpg over the week without even trying, which was almost perfectly in line with its 37-mpg combined EPA rating.

Adventure-ready SUVs might be fun to romanticize, but most of their lives are typically spent commuting, running errands, driving to and from school, heading to Costco, and occasionally being packed with enough outdoor gear to justify fitting one of those cute Thule baskets to their roof racks. In that sense of reality, the Cherokee's hybrid efficiency gives it a major advantage.

Cole Attisha

The Outback's appeal is very different from the Cherokee's. Subaru didn't reinvent the formula mechanically for 2026, but it did refine almost everything owners interact with, and visually speaking, it looks unlike any Outback which came before it. The styling is the most obvious source of controversy: the new Outback is taller, boxier, and more SUV-like than before, and I will admit that when it was first revealed, I was not sold on its design. The Outback has always been appealing because it resisted becoming just another crossover. For 2026, it feels like it's joined the dark side.

In person, the proportions admittedly work better than in photos, though I'm not entirely convinced of any real charm yet. It still has enough wagon-like length to feel distinct, even if the front-end styling is more divisive than the rest of the package. In Sedona, surrounded by red rock and dust, the new Outback's appeal made a bit more sense. It looks tougher and a bit meaner now, in a way that is far less subtle about its adventure-readiness; instead, making a bit of a show out of itself.

Cole Attisha

The Outback also remains very comfortable, as it always has. Subaru's changes to cabin refinement are immediately noticeable, especially on pavement. Wind and road noise are better controlled, the ride is compliant, and the whole vehicle has a familiar Subaru quality of being easy to trust. It doesn't really ever feel sporty, even in the right drive mode, nor does it try to. It feels like a car built by people who know their buyers will load it with wet dogs, mountain bikes, ski gear, Clif bars, muddy boots, and Stanley cups before ever daring to plant their right foot to the floor.

I drove both the naturally aspirated 2.5-litre and turbocharged 2.4-litre versions in Arizona. The 2.5-litre is adequate, but just barely. With 180 horsepower and 178 lb-ft of torque, it gets the job done, but it rarely makes the Outback feel eager to move. The turbocharged XT and Wilderness models, with 260 horsepower and 277 lb-ft of torque, are much more satisfying to operate. If you find yourself regularly driving through mountain passes, carrying more than a few passengers, or simply prefer not to anticipate every highway overtake like a chess move, the turbocharged Outback is the one to get.

Cole Attisha

On pavement, the Cherokee simply feels more modern because of its hybrid system. Its torque delivery is smoother at low speeds, its fuel economy is dramatically better than the Subaru’s, and the overall driving experience is impressively refined for a Jeep compact SUV. It also feels structurally solid, likely helped by its STLA Large underpinnings. For daily use, it has a calmness that gives it a surprisingly premium feel. The Cherokee's major on-road weakness is, frankly, its abysmal turning radius. In normal suburban and urban use, this hinders ease of use far more than people might expect. Tight parking structures, narrow alleyways, awkward U-turns, and even cramped trailhead lots quickly expose the Jeep’s maneuverability problem. There were many times when I felt like Austin Powers attempting a 12-point hallway U-turn in that yellow buggy. It isn't necessarily a dealbreaker, but it is absolutely something buyers should be aware of during a test drive.

GIPHY

The Outback, on the other hand, feels more familiar from behind the wheel. Its steering, ride, and powertrain behaviour are recognizably Subaru, especially if you have driven recent Outbacks, Foresters, or Crosstreks. The CVT is better behaved than older Subaru units, and the simulated ratios help make it feel less like there's a blender stuck under the hood. Still, the Cherokee's hybrid system simply feels more advanced in normal driving. Where the Subaru counters, though, is with its overall sense of stability and confidence. The Outback feels like it's been better built to endure long distances, bad weather, and poorly maintained pavement. Even if the base engine is a bit uninspiring, the chassis has a relaxed, durable character that makes it very easy to live with. The turbocharged versions add the shove the chassis deserves, though they do so at the expense of poorer fuel economy.

Cole Attisha

The Cherokee is still relatively capable for a compact crossover. With standard 4x4, Selec-Terrain drive modes, 8.0 inches of ground clearance, and a 3,500-pound towing capacity, it has real credibility for light off-road use, snow-covered roads, forest service trails, and weekend adventure duties. For the average buyer, that may very well be enough. But Subaru has spent decades training its customer base to expect more from an all-wheel-drive family vehicle, and the Outback reflects that. Every 2026 Outback comes standard with all-wheel drive, active torque vectoring, X-MODE, hill descent control, and 8.7 inches of ground clearance. The Wilderness pushes that clearance to 9.5 inches and adds more trail-focused equipment.

Cole Attisha

In Sedona, even non-Wilderness Outbacks handled rougher terrain with impressive ease. The suspension absorbed small rocks and uneven surfaces comfortably, and the X-MODE system worked smoothly without feeling overly aggressive. Subaru’s off-road philosophy is less about shouty capability and more about unwavering competence, even if the Outback's recent redesign attempts to rewrite these rules to some extent. The Jeep name still carries enormous off-road credibility, and the upcoming Cherokee Trailhawk (confirmed by Stellantis) will likely change the tone of this comparison. But as these 2026 models stand, the Outback—especially the Wilderness—feels like the better-developed soft-roader.

Cole Attisha

The Cherokee's cabin is one of its biggest surprises. My Limited-trim tester felt genuinely premium, with a strong sense of occupant spaciousness, solid material choices, and a layout that made the vehicle feel legitimately more expensive than its segment positioning suggests. The 12.3-inch Uconnect 5 touchscreen is responsive and logically organized, wireless Apple CarPlay and Android Auto are standard, and the 10.25-inch digital cluster gives the cabin a truly polished feel.

Subaru

The Outback's interior improvements are just as meaningful, but the overall vibes lean towards a different direction. Instead of chasing that upscale feel, the new Outback feels more functional and more ergonomic than it has for quite some time. Subaru finally addressed one of the biggest frustrations with the old car: the over-reliance on screen-based climate controls. Physical HVAC controls have returned, and they make an enormous difference while on the go. The new infotainment system is also much faster and easier to use, while the cabin generally feels quieter and more thoughtfully arranged. The Subaru also wins in terms of pure interior space. It benefits from greater passenger volume, slightly more rear legroom, more cargo space behind the second row, and a much larger maximum cargo figure with the seats folded—a critical trait for those planning to sleep on inflatable mattresses inside the vehicle. The difference between 68.3 cubic feet in the Cherokee and 80.5 cubic feet in the Outback is far from trivial if you plan on living out of one for a weekend.

Cole Attisha

This is perhaps where the Cherokee makes its strongest case, aside from its overall more upscale feel. The Outback might be more spacious and more thoroughly developed for soft-road adventure use, but the Cherokee’s standard hybrid powertrain gives it a serious efficiency advantage. At 37 mpg combined, it operates in a different world entirely from the gas-only Outback lineup. The base Outback's EPA figures of 25 city and 31 highway mpg are acceptable, but no longer exceptional in a segment increasingly defined by hybrid models. The turbocharged versions are quicker and more desirable, but their efficiency drops even further. The Wilderness, for all its capability, is rated at 21 city and 27 highway mpg.

That gap will become more apparent with every week spent driving, not just during long road trips. It also gives the Cherokee a stronger philosophical position in 2026. Jeep managed to make its comeback SUV a standard hybrid without forcing buyers into a plug-in setup or sacrificing the basic outdoorsy capability people expect from the badge. That is precisely the kind of progress buyers in this segment are looking for. Pricing, however, is more nuanced. The Outback starts with almost the exact same base MSRP, minus a fiver, but the Cherokee's standard hybrid powertrain and 4x4 system will inevitably offer fuel savings that the Outback cannot match. Once you start comparing better-equipped trims, the Jeep becomes even more compelling than expected. The Subaru still has the advantage of brand trust, strong resale value, and a long-standing reputation for building vehicles that outdoor families genuinely use, whereas the Jeep has been tasked with rebuilding that trust. Whether greater dependability or superior efficiency is more important to you might be the key factor in determining which model offers better value at a near-identical price point.

Cole Attisha

If this were purely about daily driving, efficiency, interior polish, and powertrain refinement, I would admittedly lean toward the 2026 Jeep Cherokee Hybrid. It is smoother, thriftier, more luxurious than expected, and more convincing as a comeback than I had anticipated. It feels like Jeep has actually acknowledged where the old Cherokee fell short and built a legitimately worthwhile replacement. But if this were about maximum practicality, long-distance confidence, cargo flexibility, and proven soft-road capability, I would lean toward the 2026 Subaru Outback. It has more space, more ground clearance, a better-developed adventure identity, and a more diverse range of trims for buyers who want anything from family-hauler comfort to Wilderness-grade trail confidence.

The most important takeaway here might be that the Jeep and Subaru do not necessarily approach the adventure-ready compact SUV segment in the same way, but both understand that buyers want something more interesting than another anonymous family hauler that happens to have all-wheel drive. One brings hybrid efficiency and renewed swagger to a Jeep that holds true enough to its brand's mission. The other brings space, confidence, and a deeply established wilderness-ready identity to a loyal buyer base that will either appreciate the Outback's radical new styling or perhaps lament its departure from its humble station-wagon roots. For me, the Cherokee is the one that surprised me more, even if the Outback is the one I would trust the further I trekked into the backcountry. So, ultimately, I don't see one clear winner and one clear loser here. What I do see are two adventure-ready SUVs that actually deserve the label and represent some of the best options yet for their respective nameplates. Whether you can look past their new-school styling, however, is entirely up to you.

Subaru can pat itself on the back this month with a strong sales performance. Last month, the company shifted 57,748 vehicles, a better figure than May 2025's total. That represents an increase of 10.4%, and those numbers aren't to be sniffed at, either. May's tally is also higher than April's total, which is good news for the brand.

With that, Subaru needed that increase following months of year-on-year decline. It's not all good news, though, but we'll get to that a little later.

Subaru

Unsurprisingly, it's the Forester that remained at the top of the Subaru sales for May. The compact crossover saw 19,577 deliveries last month, marking a year-on-year increase of 26.8%. However, the Crosstrek wasn't far behind, posting 17,409 sales during the same period, representing a 10.2% increase over last year.

Combined, the crossovers saw 36,986 new homes in May, representing over two-thirds of Subaru's total sales in the previous month. So far this year, Subaru has sold 91,566 Foresters and 71,573 Crosstreks. To say these two models are doing a lot of heavy lifting is a massive understatement, although it also shows strong numbers considering Subaru is far smaller than the likes of Honda and Toyota.

Subaru

So, May 2026 was better than May 2025. The uptick in sales over the previous month is also cause for celebration. However, Subaru still has a fair bit of work to do if it wants to match its 2025 sales at the very least. Year-to-date sales are 252,431, down 8.3% from last year's 275,260.

Granted, 12,819 units isn't a large enough gap to cause alarm, but a good chunk of Subaru's current models are seeing declines. In terms of year-to-date sales, Ascent sales are down by 13.3%, from 18,384 to 15,940. The BRZ and Solterra are down 8.1% and 7.6%, respectively, and neither posted particularly strong sales last month. Also, Outback sales have yet to recover from a particularly slow March following a 42.9% sales drop, while Impreza sales have practically been halved.

Subaru

Still, at least Outback sales are slowly but surely recovering as it seems more buyers are starting to warm up to its new look. Also, Forester and Crosstrek sales are on an upward trajectory, and Subaru will need to keep up that momentum to finish the year strong.

While BRZ sales went down, the WRX's soared last month. The sport sedan found 1,195 new owners back in May, representing a massive improvement of 149.9%. Subaru is also quite proud of the fact that about 25% of the cars it sold in May were a mix of hybrids and EVs.

Subaru started 2026 slow, but it seems that its key sales drivers are helping the brand recover from that. As we enter the halfway point of the year, the company can't afford any more declines if it wants to beat last year's total of 643,591 units.

Subaru

It's not often that Subaru doesn't produce a dependable, reliable product, but the 2026 Forester has a problem. The National Highway Traffic Safety Administration has revealed that Subaru is recalling the newest version of the compact crossover because a glass panel could detach from the roof, affecting both the regular Forester and the hybrid variant. Should this happen, it could cause a hazard for other road users, potentially resulting in a crash. 69,663 examples are named in the recall, and unfortunately, it's going to be a little while before Subaru is ready to fix the problem.

Subaru

According to the NHTSA recall report, Subaru is recalling 65,656 2026 Foresters and 4,007 Forester Hybrid crossovers. Non-hybrid vehicles produced between June 19, 2025, and March 13, 2026, are affected, with the hybrid's problem period of production running from February 20 to March 17, 2026. The issue is that all these vehicles may have been produced with power moonroof assemblies whose glass panels were not properly bonded to the sliding frame. In other words, it seems that the glass moonroof panels weren't glued in properly. In these cases, the bonding adhesion between the glass panel and the sliding frame could deteriorate, leading to the glass detaching. Subaru first became aware of the problem in February, when it received a technical report describing the problem, prompting the automaker to open an investigation.

Related: This Subaru Was $40,000 New—Now It's Worth $437,000

Over the following month and through the end of April, Subaru and its supplier determined the estimated minimum amount of primer that should be applied to ensure the glass doesn't detach, allowing Subaru to figure out how to properly inspect which vehicles could suffer. Finally, on the 21st of May, Subaru decided it was better to be safe than sorry and decided to conduct the voluntary recall. Fortunately, Subaru is only aware of three technical reports in the U.S. market that are related to this issue, and no crashes or injuries have been reported as a result of the problem.

Subaru

Subaru says that the problem was corrected at the assembly plant on March 10, and vehicles that may be prone to the issue will be inspected to determine if there is proper adhesion. If not, Subaru dealers will replace the entire glass panel assembly at no cost to the customer. Unfortunately, while dealers were informed last month, a remedy notification is only expected to be sent to owners on July 24, which indicates that Subaru isn't yet ready to provide the fix. At least the issue isn't serious enough to warrant a Do Not Drive warning.

Subaru, Toyota, Honda, and Mazda compete in the same Japanese mass market segment with similar warranty terms and the same target buyer. In 2026, the most useful question for separating them is which one is most reliable as a hybrid. CR's 2026 data shows traditional hybrids average 15% fewer problems than the gas-only versions of the same model, while PHEVs show 23% more problems than pure EVs. Mazda's bet on PHEV technology in the CX-70 and CX-90 dropped the brand from sixth to fourteenth in CR's ranking, the steepest one-year fall among mainstream brands. The other three diverged on hybrid strategy, and their rankings followed.

If you want a hybrid: Toyota is the safest choice, with the broadest lineup, the longest battery warranty (10 years/150,000 miles), and segment-leading CR scores.

If you want short-term peace of mind in any powertrain: Honda had the best J.D. Power 2025 IQS score at 179 PP100 (problems per 100 vehicles).

If you want the best overall brand and don't need a hybrid: Subaru has been CR's #1 brand for two years running.

If you want a Mazda CX-70 or CX-90 PHEV: it is the riskiest pick of the four. The PHEV variants are why the brand fell eight places in CR's 2026 rankings.

Kristen Brown

CR's 2026 data flagged a pattern: traditional hybrids (the closed-loop, non-plug-in kind Toyota and Honda have built for decades) average 15% fewer problems than the gas-only versions of the same vehicle. PHEVs run in the opposite direction, with 23% more problems than full EVs. That sorts the four brands by strategy. Toyota's hybrid lineup is the deepest in the industry; Honda offers hybrids on its highest-volume models; Subaru shipped its first proper hybrid Forester for 2025; while Mazda, alone among the four, leaned into PHEV across its largest two SUVs, and the data for those plug-in variants dragged the entire brand down.

J.D. Power's 2026 Vehicle Dependability Study (VDS), released February 2026, complicates the picture: PHEVs scored 281 PP100, traditional hybrids 213, and gas-powered vehicles 198, suggesting hybrids carry more long-term problems than ICE. The surveys diverge because CR tracks problems across 12 months on vehicles of any age, while J.D. Power's VDS measures problems after exactly three years on 2023 model-year vehicles. On PHEVs both surveys agree: the powertrain is the most problematic in both data sets.

Toyota's hybrid range is the broadest in the segment. The 2026 RAV4 is now offered exclusively as a hybrid or plug-in hybrid; the four-cylinder gas-only model is gone. Camry Hybrid, Grand Highlander Hybrid, Corolla Hybrid, Crown, Sienna, and Prius round out the rest. CR awarded the 2025 RAV4 Plug-in Hybrid the second-best overall score in the compact SUV class, behind the Forester Hybrid. Every Toyota hybrid carries a 10-year/150,000-mile warranty on the high-voltage battery and 8 years/100,000 miles on other hybrid components, plus ToyotaCare's 2 years/25,000 miles of complimentary scheduled maintenance.

Kristen Brown

The complication is J.D. Power's 2025 Initial Quality Study, where Toyota scored 200 problems per 100 vehicles, below the mass-market average of 187. The IQS measures problems in the first 90 days, and Toyota's score reflects the early production of the heavily redesigned Tacoma and Tundra. By CR's longer-term measure, Toyota reclaimed the #1 reliability spot in 2026 at 66 out of 100.

Related: Subaru Vs. Toyota Reliability: The Gap Is Smaller Than You Think

Honda was the highest-scoring of the four in J.D. Power's 2025 IQS at 179 problems per 100 vehicles, ahead of every Japanese mainstream brand. For a buyer focused on the first three years of ownership, before software bugs and early build issues have been ironed out, Honda is the cleanest pick.

The hybrid lineup is narrower than Toyota's but covers the highest-volume models. The 2026 CR-V Hybrid is a CR recommendation, outscored in its class only by the Forester Hybrid, the RAV4 Plug-in Hybrid, and the Mazda CX-5. The Accord Hybrid remains one of the strongest mid-size sedan options, and Civic Hybrid added a hybrid option to America's most-bought compact for 2025. For now, the Pilot, Passport, and Ridgeline remain ICE-only. Honda's hybrid battery warranty is 8 years/100,000 miles, four years shorter than Toyota's, with 1 year/12,000 miles of complimentary maintenance. The brand placed fourth in CR's 2026 Brand Report Card at 59 points.

Cole Attisha

Subaru topped CR's 2026 Brand Report Card for the second consecutive year, the most prestigious overall ranking in the survey. The brand placed second in pure reliability at 63 out of 100, narrowly behind Toyota. the Impreza is the most reliable Subaru, Crosstrek ranks third on CR's most-reliable-models list, and Outback and Forester rate at or above average.

The hybrid story is shorter. The Forester Hybrid debuted for 2025 and continues for 2026 with the Toyota-derived hybrid system Subaru has licensed. CR rated its reliability "just above average" in the 2026 survey. There is no Outback Hybrid, no Crosstrek Hybrid, and no Ascent Hybrid. Warranty coverage is conventional: 8 years/100,000 miles on hybrid components, no complimentary maintenance outside Southern California. J.D. Power's 2025 IQS scored Subaru at 187 problems per 100 vehicles, exactly on the mass-market average.

Mazda dropped from sixth to fourteenth in CR's 2026 Brand Report Card, an eight-place fall driven almost entirely by the CX-70 and CX-90 PHEV variants. Brand reliability fell to 43 out of 100, the lowest of the four by a wide margin. The CX-50 Hybrid is a separate story; it uses a Toyota-derived hybrid system rather than Mazda's own PHEV setup and ranked among the top four compact SUVs by overall CR score. The CX-5 was undergoing a redesign during the survey period and was not represented.

J.D. Power's 2025 IQS told a parallel story. Mazda scored 225 PP100, ranking 27th overall and 46 points behind Honda. The 90-day problems were concentrated in infotainment and software, consistent with the brand's transition to a newer system. The 2026 picture is split: CX-50 Hybrid is comparable to its rivals, CX-5 is a near-unknown until 2027 data arrives, and the PHEV CX-70 and CX-90 are the weakest reliability bet of any model from any of the four brands.

Joel Stocksdale

Toyota's gas-only lineup remains strong, with the redesigned Tacoma improved to above-average reliability, the Tundra stabilized to average, and six Toyota models in CR's top ten most reliable cars. Subaru's gas-only lineup is consistent across Impreza, Crosstrek, Outback, and Forester. Honda's ICE lineup is similarly steady across Civic, Accord, CR-V, Pilot, and Passport. Mazda's ICE picture is split: CX-30 and Mazda3 rate average to above, CX-50 (gas-only) is solid, and the CX-70 and CX-90 ICE variants share the platform issues of their PHEV siblings.

Related: Mazda Vs. Honda Reliability: One Japanese Brand Has The Clear Edge

All four brands offer identical 3 years/36,000 miles bumper-to-bumper and 5 years/60,000 miles powertrain warranties. The differentiation appears in hybrid coverage and complimentary maintenance. Toyota's 10-year/150,000-mile hybrid battery warranty is the longest in the segment, two years and 50,000 miles beyond the 8-year/100,000-mile coverage from Honda, Subaru, and Mazda. U.S. News estimates the cost of replacing a hybrid battery out of warranty at $2,000 to $8,000, which makes the extra Toyota coverage meaningful protection for buyers planning to keep a hybrid past 100,000 miles. ToyotaCare's 2 years/25,000 miles of complimentary maintenance is the most substantial of the four; Honda offers 1 year/12,000 miles; Subaru and Mazda offer none outside specific regional programs.

Subaru

Toyota

Honda

Mazda

Best for hybrid

Limited lineup

Best choice

Strong CR-V/Accord

Avoid PHEVs

Best for ICE-only

Excellent

Strong

Steady

CX-30/Mazda3 only

J.D. Power IQS 2025

187 PP100

200 PP100

179 PP100

225 PP100

CR 2026 reliability

63/100

66/100

59/100

43/100

Hybrid battery warranty

8yr/100k

10yr/150k

8yr/100k

8yr/100k

Complimentary maintenance

None

2yr/25k

1yr/12k

None

CR 2026 Brand Report Card

#1 overall

#5

#4

#14

For a hybrid buyer keeping the car longer than five years, Toyota's lineup breadth and battery warranty length are the clearest answer. For a lease of two to three years, Honda's J.D. Power IQS performance suggests the fewest issues during the term. For an ICE-only buyer prioritizing the brand's overall track record, Subaru's two-year run at the top of CR's Brand Report Card is meaningful. On Mazda vs Toyota and Mazda vs Honda, the IQS gap (Mazda 225 PP100 against Toyota 200 and Honda 179) and the CR Brand Report Card spread (Mazda #14 against Toyota #5 and Honda #4) are the headline figures; the CX-50 Hybrid and gas-only CX-30 or Mazda3 remain reasonable picks, but the CX-70 and CX-90 PHEV variants are not.

The Subaru Impreza 22B was born collectible. Built in 1998 to mark Subaru's 40th anniversary and celebrate three back-to-back World Rally Championship constructors' titles, the 22B arrived already wearing legend status. It was the closest thing road users could get to the factory rally machines Colin McRae and Richard Burns were tearing up stages around the world, wearing those beefy, wide arches and a humongous rear wing. Now, one of only 16 examples earmarked for the UK market has surfaced on PistonHeads, listed at $437,000 — almost the same money as a brand new Ferrari 12Cilindri. With the import of these into the United States legally allowed as of 2023, it could be your chance to make your WRC dreams come true on the weekend.

Pistonheads

This 1999 car, finished in Sonic Blue, has covered just 23,514 miles in 27 years. The seller, Auto Torque in Buckinghamshire, has been the car's long-term servicing partner, meaning they know this specific example intimately. The service history folder is comprehensive and goes back decades, covering everything from cambelts and gearbox rebuilds to a full cavity wax and underbody restoration carried out in 2020. Seven registered keepers are on file, but the seller clarifies that a couple of those reflect short-term transfers between friends rather than distinct ownership periods. Genuine four-owner history from new is the honest read. Notably, the car comes with four spare 22B wheels, a set of original 2.2-litre cylinder heads, and two personalised plates. The paintwork is spotless, too.

Pistonheads

Just 424 examples of the 22B were produced in total. Around 399 numbered editions went to the Japanese domestic market, with 25 additional non-numbered export cars split between the UK and Australia. The entire run of Japanese examples sold out in under 48 hours, each at a price of ¥5,000,000, roughly $40,000 at the time. 

Pistonheads

Under the hood sits a turbocharged 2.2-litre EJ22G flat-four, officially rated at 276hp, though real-world outputs are understood to run higher. The factory-widebody, uprated suspension, and WRC-derived styling made it unlike anything else wearing an Impreza badge. In the US, the average price of Impreza 22Bs now sits around $220,000. Colin McRae’s personal car (1-of-3 prototypes built) sold at Silverstone for $611,000 in 2023. At $437,000 with a pristine record, this UK-market car sits right in the middle of what the market has shown these cars can command.

Electric SUVs are usually discussed with the same vocabulary as kitchen appliances: range, charging, efficiency, warranty, usable cargo space, and whether the touchscreen takes fewer than five taps to turn on the heated seats. All of that is important, obviously. But at NWAPA Mudfest, where I had the chance to drive the 2026 Hyundai Ioniq 5 XRT and 2026 Subaru Trailseeker back-to-back on both a road course and an off-road course, the comparison seemed more interesting than a mere spec-sheet battle.

These two vehicles approach the same concept—a rugged, adventure-ready electric pseudo-SUV—from very different emotional perspectives. The Hyundai Ioniq 5 XRT feels like a concept EV that ran away from home, chasing its dreams of becoming a rally car. The Subaru Trailseeker, meanwhile, feels like the electric Outback Subaru probably needed to build before the actual Outback became taller, blockier, and more visibly SUV-like.

I had also driven both before putting them through their paces at Mudfest. My first experience with the Ioniq 5 XRT came in Palm Springs, where Hyundai let us loose in the sand and dust of Coachella Valley. The Trailseeker, meanwhile, first impressed me in Orange County, where it immediately came across as a more athletic, electric reinterpretation of Subaru's traditional adventure-wagon formula. Mudfest gave me a better chance to compare them directly, with the same terrain, weather, and attitude. The result? The Ioniq 5 XRT is the one I wanted to keep driving, but the Trailseeker is the one I’d have a harder time arguing against buying.

Hyundai

The Hyundai Ioniq 5 has always had one of the strongest design identities in the EV realm. It looks retro without feeling nostalgic, futuristic without being sterile, and playful without resorting to cartoonish proportions. In XRT form, that already distinctive shape gets a more adventure-ready attitude thanks to added cladding, unique wheels, all-terrain tires, a suspension lift, and revised bumpers. There is a slight contradiction, but in the best possible way. The Ioniq 5 XRT is still an angular, pixel-themed electric crossover with lounge-like interior packaging, but it also looks completely at home wearing a light coating of desert dust.

Hyundai

Inside, the Hyundai also feels warmer and more premium than the Subaru. Its cabin layout is more inviting, its design language is more cohesive, and its overall atmosphere makes it feel like a more special vehicle. The Ioniq 5 has always been good at making normal driving feel slightly more interesting than it needs to be, and the XRT pushes that even further. That's crucial, as adventure vehicles are often sold with a language of capability, but many are actually purchased for how they make people feel. The Ioniq 5 XRT makes you feel like you bought something distinctive, that's always eager to play at a moment's notice.

Subaru

The Trailseeker is less flamboyant, but it might be more important. Subaru has always had an oddly specific identity: sensible, outdoorsy, capable, practical, a little bit awkward, and occasionally more fun than expected. The Trailseeker understands that formula better than I expected it to. It doesn't try to be a luxury EV, nor will it ever be the loudest car in the parking lot. It doesn't feel like it's pretending to be a rally car, though Subaru's rally-bred heritage is perfectly apparent in its DNA, and in how it moves. The Trailseeker takes Subaru's familiar adventure logic and applies it to a dual-motor EV platform with real power, useful ground clearance, and standard all-wheel drive.

Subaru

The key thing is that it doesn't feel like some generic electric crossover wearing Subaru badges, even if it does have a corporate twin—the Toyota bZ Woodland. With 375 horsepower, a low center of gravity, standard Symmetrical All-Wheel Drive, X-MODE, Grip Control, Downhill Assist, and 8.5 inches of ground clearance, the Trailseeker feels genuinely aligned with Subaru's identity, and just happens to be powered by electricity, rather than explosions. It is quicker and more composed than an Outback, yet still approachable in a way that will make sense to Subaru loyalists. It also has a longer, wagon-like shape that feels truer to old-school Subaru thinking than the latest Outback does in many ways. That may sound strange, but after driving it, the Trailseeker feels less like Subaru chasing the EV market and more like Subaru finally finding a way to electrify its core personality.

(C) 2026 Doug Berger | DBPics

On pavement, the Ioniq 5 XRT is the more emotionally engaging of the two. It feels shorter, more tossable, and more willing to play around, if a bit under-tyred. At Mudfest, its chassis had a looseness to it that made it unusually entertaining for an electric family crossover. It was not unruly, but it felt easier to rotate. There was enough rearward movement to make the vehicle feel alive, and Hyundai's electronic safety systems allowed a bit more freedom before stepping in, but never so much that it felt unsafe. That was the biggest difference between the two. The Subaru was similarly quick, composed, and surprisingly athletic, but its driver assists were more eager to intervene. The Trailseeker rotates more willingly than you might expect, especially because its larger rear motor helps reduce the front-heavy feel that can plague many AWD EVs, but Subaru still keeps a tighter leash on the fun.

(C) 2025 Doug Berger | DBPics

That's not necessarily a flaw. For the average buyer, the Trailseeker's more conservative calibration may actually be a positive. It feels secure, predictable, and confidence-inspiring, especially in changing conditions. It is quick enough to feel genuinely inspiring, too. With 375 horsepower and a claimed 0–60 mph time in the mid-four-second range, this is not merely some sluggish compliance EV wearing hiking boots. Still, if I were choosing based purely on which one made me grin more on the road course, I’d take the Hyundai. The Ioniq 5 XRT feels more playful, more expressive, and more willing to indulge the driver. The Subaru feels like it was engineered not only to be enjoyed but also to keep the owner from doing anything too silly.

(C) 2026 Doug Berger | DBPics

Neither of these SUVs is a hardened rock crawler, and pretending otherwise would be ridiculous. These are still electric crossovers, not purpose-built off-roaders. But both handled Mudfest's off-road course with more confidence than many skeptics would expect. The Ioniq 5 XRT first impressed me in Palm Springs, where its all-terrain tires, lifted suspension, and terrain modes made it surprisingly comfortable over sand, bumps, and rougher sections. It didn't merely survive the course; it had plenty of fun with it. That same personality carried over to Mudfest, where the Hyundai felt eager, loose, and intuitive, especially when the surface allowed it to slide around a little.

(C) 2026 Doug Berger | DBPics

The Trailseeker countered with a more methodical sort of capability. Subaru's X-MODE system, immediate electric torque, and excellent traction management helped it climb, descend, and crawl over obstacles with minimal drama. It was less theatrical than the Hyundai, but extremely effective. It felt like it knew exactly what job it had been hired to do. The Subaru’s length could be a disadvantage over awkward obstacles, and there were moments where its proportions made it feel a bit more cumbersome than the Hyundai. But overall, it handled the course with the kind of calmness Subaru buyers will expect. It may not encourage quite as much mischief, but it inspires plenty of confidence.

Hyundai

Inside, these two take noticeably different approaches, but I would not call either one a bad place to spend time. The Hyundai Ioniq 5 XRT has a more stylized cabin, and that has long been part of the Ioniq 5's charm. It feels airy, lounge-like, and slightly more expensive than its price suggests, with a dashboard layout and seating position that make the whole vehicle feel more like a rolling design object than a conventional crossover with batteries underneath.

Subaru

The Subaru Trailseeker, by comparison, feels more minimalistic. That could be read as less expressive to some, but I don't think that's entirely fair. Its cabin is cleaner and more straightforward, with a layout that feels more honest to Subaru's utilitarian personality. It does not try as hard to impress at first glance, but it also does not feel cheap or underdone. It feels calm, functional, and properly modern without turning the whole interior into a spaceship-themed waiting room. I also appreciate that Subaru offers optional blue leather upholstery, because it gives the Trailseeker much-needed personality. Subaru interiors can sometimes lean a little too heavily into practical darkness. The available blue interior helps soften that impression by adding colour, character, and a slightly more premium feel without undermining the Trailseeker's outdoorsy sensibility.

The Hyundai still has a richer atmosphere overall. Its cabin design feels more imaginative, and its long wheelbase pays dividends in passenger space, especially in the second row. The Ioniq 5's rear-seat legroom is excellent, and the cabin has a genuinely open feel that helps explain why this vehicle has become such a benchmark among mainstream EVs. The Subaru, though, counters with stronger cargo numbers. It gives up rear-seat stretch-out space to the Hyundai, but it offers a longer, more useful cargo hold, including 31.3 cubic feet behind the second row and 74.0 cubic feet with the rear seats folded. That matters for the kind of buyer these adventure-themed EVs are chasing. If your weekends involve dogs, skis, camping bins, camera gear, or Costco trips that somehow turn into emergency furniture-moving exercises, the Trailseeker’s cargo advantage is not just a spec-sheet footnote.

Seating capacity

5

5

Passenger volume

106.5 cu-ft

97.5 cu-ft

Front headroom

39.8 in.

38.8 in.

Front legroom

41.7 in.

42.1 in.

Front shoulder room

57.7 in.

58.0 in.

Front hip room

53.9 in.

54.4 in.

Rear headroom

38.7 in.

38.6 in.

Rear legroom

39.4 in.

35.3 in.

Rear shoulder room

56.0 in.

55.0 in.

Rear hip room

53.6 in.

46.2 in.

Cargo volume behind rear seats

26.3 cu-ft

31.3 cu-ft

Cargo volume with rear seats folded

59.4 cu-ft

74.0 cu-ft

So, the interior verdict depends on what matters more to you. The Hyundai is the more charismatic and spacious-feeling passenger vehicle, especially for rear-seat riders. The Subaru is the more practical cargo hauler, and its more minimalistic cabin works better than expected if you aren't as fussed about atmosphere. The Ioniq 5 XRT feels like the nicer hangout, but the Trailseeker seems like the better tool.

Subaru

At Mudfest, the Hyundai Ioniq 5 XRT came in at $48,115 as tested, while the Subaru Trailseeker Limited was $45,840 as tested. That's not a massive difference in the abstract, but it matters when you consider that the Subaru offers more power, more towing capacity, a strong range, and serious outdoor-oriented hardware for less money.

Starting MSRP

$46,275

$39,995

As-tested price at Mudfest

$48,115

$45,840 (Limited)

Power

320 hp

375 hp

Torque

446 lb-ft

396 lb-ft

Drivetrain

Dual-motor AWD

Dual-motor AWD

EPA-estimated range

259 miles

Up to 281 miles; 274 miles Limited/Touring

Battery size

84 kWh

74.7 kWh

DC fast charging

10–80% in about 20 minutes under ideal conditions

10–80% in about 28 minutes under ideal conditions

Charge port

NACS

NACS

Ground clearance

XRT lift, all-terrain tires, terrain modes, revised bumpers, and added cladding

8.5 inches

Towing capacity

2,700 pounds when properly equipped

3,500 pounds

Off-road hardware

XRT lift, all-terrain tires, terrain modes, revised bumpers, added cladding

X-MODE, Grip Control, Downhill Assist, 8.5 inches of clearance

Personality advantage

More playful, distinctive, emotionally compelling

Better value, stronger capability-per-dollar, more Subaru-like

The Hyundai is still a deeply compelling EV, despite its comparably aggressive price tag, given its charging capability, design, cabin, and overall fun factor. But the Subaru's value argument can't be ignored. It offers more horsepower, towing capacity, ground clearance, cargo space, and comparable real-world usefulness, all at a significantly lower price. For that reason, the Trailseeker came away sweeping the awards at Mudfest. Judged against 17 rivals and voted on by a panel of 18 journalists—myself included—the Trailseeker took home the awards for Best Two-Row Family Utility Vehicle, Best Electrified Activity Vehicle, and the 2026 Outdoor Activity Vehicle of the Year honour. But before you assume we ruled out the Ioniq 5 XRT entirely, it's worth noting that it won 2 of those 3 awards last year... Only losing the overall Outdoor Activity Vehicle of the Year honour to the 2025 RAM 1500 RHO Crew Cab.

Hyundai

To sum it all up in less scientific terms: both the Hyundai Ioniq 5 XRT and the Subaru Trailseeker simply represent two of the best entries in their segment. They are both excellent examples of automakers not just spending big on EV development but actually pulling it off with products worth considering, not sick $640,000 internet-breaking jokes. These SUVs are some of the first EVs I've driven from legacy automakers that genuinely felt like better cars than their combustion-powered alternatives in nearly every conceivable way, namely the Hyundai Tucson and the Subaru Outback in this case, minus the sensation of combustion power, and perhaps minus the convenience of five-minute fill-ups, if home charging is an issue. Even as a lifelong petrolhead, who inhales deeply when the scent of high-octane petrol hits his nostrils, I can honestly say that thesespecific EVs are more fun to drive than whatever you could buy in the same showroom that offers roughly the same size.

So, yes... You could save a few thousand dollars and pick up a sparsely equipped Trailseeker that offers arguably superior hardware to the Ioniq 5 XRT, and that's probably what I'd do in this case, because I'm cheap. And so, by virtue of Subaru offering buyers more choice, and Hyundai predetermining the Ioniq 5 XRT's packaging, the Subaru technically offers better value than the Ioniq 5 XRT. But, truthfully, I don't believe you can go wrong either way. I think I'd be just as happy to see either one of them parked in my driveway every morning.

Subaru

This is one of those comparisons where I feel that I have to split my verdict up into two parts. Personally, I still find the Hyundai Ioniq 5 XRT more exciting. It looks cooler, feels richer inside, and has a more playful driving character. If I were handed the keys for one afternoon on a road course, gravel road, or desert trail, I would probably reach for the Hyundai first. But if I were recommending one to someone spending their own money, or if I found myself browsing the local auto mall with a chequebook in my pocket, the Subaru Trailseeker would be difficult to pass up. It is less expensive, more powerful, more useful for towing, more capable off-road on paper, and arguably more aligned with what adventure-minded EV buyers actually need. It may not have Hyundai's design charisma or its playfulness on gravel trails, but it makes a stronger case for ownership.

So, which one wins? For me, as an enthusiast, the Hyundai Ioniq 5 XRT still tugs at the heartstrings more. It is the one I wanted to slide around in longer, photograph more often, and kept talking about after the drive was over. But as a comparison review, the Subaru Trailseeker probably deserves the nod. It does nearly everything the Hyundai does, costs less, offers more power, tows more, and feels purpose-built for the exact kind of buyer who wants an electric SUV that can still behave like a proper outdoor companion. The Hyundai is the one I’d want when I set foot in the Auto Mall, but the Subaru is the one I’d more likely drive away with.

If you still think the Toyota C-HR is just another quirky, slow-moving commuter crossover, it's time to seriously recalibrate your expectations. For 2026, Toyota has transformed the C-HR into a fully electric, sleeper-status hot hatch. Riding on the dedicated e-TNGA platform, the all-new 2026 Toyota C-HR EV packs a dual-motor, all-wheel-drive setup that cranks out a significant 338 horsepower.

The result? A blistering 0-60 mph time of just 4.9 seconds. Thanks to the instantaneous electric torque and AWD grip, this unassuming compact SUV has quietly become a silent stoplight rocket. Here are five beloved enthusiast cars, in no particular order, the 2026 Toyota C-HR EV will leave in its rearview mirror:

Mazda

0-60 mph: ~5.7 seconds

Mazda's MX-5 Miata is the undisputed king of backroad handling, but in a straight line, it’s not exactly a rocket ship. The Miata's naturally aspirated 2.0-liter 4-cylinder engine produces 181 horsepower. From a dead stop, the C-HR’s 338 electric horses will make the Mazda look like it’s standing still, beating it to 60 mph by a little under a full second.

Toyota

0-60 mph: ~5.4 seconds

The Toyota - Subaru twins are universally praised for their analog driving experience and rear-drive balance. But with 228 horsepower on tap and rear tires fighting for traction off the line, the GR86/BRZ twins simply can't match the launch capability of the C-HR’s all-wheel-drive EV powertrain. Toyota’s own compact electric SUV beats its dedicated sports coupe in a short-distance sprint.

Volkswagen

0-60 mph: ~5.6 seconds

The original hot hatch, Volkswagen's Golf GTI, has grown up, boasting 241 horsepower and a snappy dual-clutch transmission. Yet, getting that power to the ground through the front wheels takes a moment. By the time the GTI finds its footing and the turbo spools up, the C-HR is riding a silent, seamless wave of instant torque.

Subaru

0-60 mph: ~5.5 seconds

Rally heritage and a turbocharged flat-four give the WRX street cred, but 271 horsepower only goes so far today. Even with Subaru's symmetrical AWD system clawing at the pavement, the manual transmission WRX requires perfect shifts to hit 60 in five and a half seconds. The C-HR does it in 4.9s without breaking a sweat, leaving the WRX in its electric wake.

0-60 mph: ~6.6 seconds

Honda's 2026 Civic Si is a masterclass in affordable performance and manual-transmission engagement. But with just 200 horsepower from its 1.5-liter turbo engine, it’s built to be an engaging daily driver, not to win drag races. In a stoplight sprint against the dual-motor C-HR, the Civic gets left behind unless the Toyota runs out of battery juice.

The $37,000 2026 Toyota C-HR proves that the EV era is completely rewriting the rules of the road. It may look like a practical, eco-friendly grocery-getter, but beneath its striking new bodywork lies enough power to humble some of the most iconic enthusiast cars on the market. Consider yourselves warned.

Mazda set its best full-year sales record in the U.S. with 424,382 vehicles sold in 2024, and although sales dipped slightly the following year, they still remained above the 400,000 mark. That momentum naturally gives the automaker reason to chase 500,000 annual sales, but according to Mazda North American CEO Tom Donnelly, the brand needs a stronger identity in the market to make that happen, especially amid challenges such as tariffs and intense crossover competition.

Two decades ago, Mazda was closely associated with the Mazda3, while enthusiasts also linked the brand to JDM icons like the RX-7 and RX-8. In the following decade, crossovers became the new growth engine, helping the CX-5 become only the third Mazda model to reach five million units in global production and sales after the 323 and Mazda3. Now, the automaker no longer depends on a single hero model, with several nameplates competing across the lucrative crossover segment, including the CX-50, CX-70, and CX-90.

Mazda

Having multiple strong-selling models helped Mazda reach that sales record, but Donnelly raised concerns over brand identity, especially as the company pushes toward its 500,000-sales goal. In fact, he told Automotive News that the issue keeps him up at night, saying he worries that if he asked 10 people what Mazda stands for, he would get 10 different answers.

Subaru is known for its outdoors-oriented image, while Toyota is recognized for offering a wide range of reliable and affordable vehicles. For Mazda, it is understandable why people may have different views of the brand. It was once more of a mainstream player, but has since moved slightly upscale while still sitting below luxury brands like Lexus. Some may describe Mazda as sporty, while others may see it as stylish or, less charitably, just another Japanese brand trying to gain ground in the U.S. market.

Joe Santos

To address the issue, Donnelly said he held meetings with dealer partners. While he did not outline a single specific fix, he said Mazda and its dealers are working to clarify the brand through a more distinctive customer experience and stronger dealer representation.

“So we spent a lot of time talking about the experience we want to provide, how we want to use that as a differentiator in this market,” he said. “Basically, just developing a deeper connection with customers.”

The 500,000-sales target is still nowhere near the levels of Toyota and Honda, but it would nevertheless represent a significant milestone and establish Mazda as a brand with greater nationwide relevance.

Mazda

Despite competing in some of the toughest segments, Subaru has been steadily increasing its market share over the past few years. It has been awarded NHTSA 5-star ratings for the Crosstrek and Outback, and the IIHS has also selected several of its models as top safety picks for 2026. But aside from high levels of overall safety, Subaru has also done well in comparative tests and was recently awarded Consumer Reports’ best car brand accolade.

This combines safety assessments, road test evaluations, and most importantly, reliability and owner satisfaction surveys. Diving into model-specific scores, we found the best performing Subaru for 2026, namely the Crosstrek Hybrid. The subcompact Crosstrek SUV range is Subaru’s best seller, and we looked into how it compared against its stablemates as well as its direct rivals from other manufacturers.

All vehicle pricing and specifications data was sourced from the relevant manufacturer while crash test data was sourced from the IIHS and NHTSA. 

Subaru

Model

Crosstrek

Crosstrek Hybrid

Engine

2.5-liter flat-four

2.5-liter flat-four + two electric motors

Power

180 hp

194 hp combined

Torque

178 lb-ft

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

0-60

8.1 seconds est

7.7 seconds est

Base Price

$26,995

$33,995

2024 marked the introduction of the third-generation Crosstrek subcompact SUV, and it built on the strong base of its predecessor with a more modern interior and exterior design as well as a completely revamped cabin. While a more off-road biased Wilderness model was available from the start, the hybrid version that currently tops the charts was only released for the 2026 model year. The regular Crosstrek was initially available with a 154 and 180-hp 2.5-liter flat-four engine, the current range has dropped the lower powered option. A Continuously Variable Transmission (CVT) is standard across the range, as is all-wheel drive.

The Hybrid adds two electric motors into the mix, but power goes up by just 14-hp and while Subaru has not offered up a combined torque figure. The added weight of the battery pack and the marginal power increase mean that the Crosstrek Hybrid performs much like its non-hybrid counterpart.

What the Hybrid does have over the standard version is much better claimed fuel economy. Subaru claims 33mpg for city driving and 26mpg on the highway for the standard Crosstrek, and 36mpg for both scenarios for Hybrid models. While the highway fuel economy figures, in particular, are certainly far better for the hybrid, its price hike will take some time to recoup. While the base Crosstrek is a serious bargain at $26,995, you need to pay up another $7,000 for the Hybrid Sport. Comparing the same Sport trims brings that gap down to $3,370.

Pricing aside, the Crosstrek range offers plenty of interior space for this size of SUV, and few rivals can match it for its sure-footed off road abilities, especially if you opt for the Wilderness which increases the ground clearance from 8.7 to 9.3 inches and adds all-terrain tires. But how does it compare to its in-house alternatives?

Subaru

Model

Segment

Overall Score

Road Test Score

Predicted Reliability

Predicted Owner Satisfaction

Crosstrek Hybrid

Sub Compact SUV

89

92

78

74

Forester Hybrid

Compact SUV

88

94

63

79

Forester

Sub Compact SUV

86

94

60

77

Crosstrek

Compact SUV

84

88

78

74

The Forester is the second-best selling Subaru, and it also falls just behind the Crosstrek in CR’s overall rankings. The hybrid model scored slightly higher than the gas-only derivative, although the scores across all the measured areas were very close. The base Forester starts at $29,995 and comes with the same engine and transmission option as the Crosstrek. In essence, if you like what the Crosstrek has to offer, but need more interior space, the Forester is one size up for around $3,000 more.

The Forester Hybrid once again mirrors much of the Crosstrek Hybrid’s formula, however you get the more spacious bodyshell and more standard and available kit. Rounding off the top four is the gas-only Crosstrek, which, along with the Impreza hatchback, remains the best value offering in the Subaru range.

Ford

Model

CR Overall Score

Toyota Corolla Cross Hybrid

75

Ford Bronco Sport

71

Chevrolet Trailblazer

64

Volkswagen Taos

57

Subaru really has done its homework when it comes to offering the customer what it wants. Even though the Crosstrek and Crosstrek Hybrid aren’t that most advanced or stylish offerings in the subcompact SUV class, the overall package has been designed to tackle daily driving duties without issue and the sharing of components across several Subaru models means that reliability is particularly impressive,

The Toyota Corolla Cross Hybrid comes closest in overall score to the Crosstrek, and while it costs $2,000 more than the non-hybrid model, it is certainly worth the extra outlay as you get more power, better economy and standard all-wheel drive. It trails the Subaru in predicted reliability, though, and this impacts its overall score.

The Ford Bronco Sport is a stylish, and characterful alternative in this class, but it costs more than the Crosstrek and while it handles well, the trade-off is a firm ride. The Chevrolet Trailblazer scores slightly lower overall, but it offers serious value and has a peppy and fuel efficient turbocharged three-cylinder engine.

Subaru

The overall results in the subcompact SUV class are generally above average, and any vehicle scoring 60 or higher should deliver a decent ownership experience. It’s just that the Subaru Crosstrek is an overachiever, and when you add in a very attractive base price and excellent predicted reliability score, it makes more sense than its competitors more of the time.

The Subaru Outback has always lived in that sweet spot between wagon and SUV, earning a loyal following for its standard all-wheel drive, practical cargo space, and ability to shrug off rough weather and long road trips. For 2026, Subaru pushes the Outback further into SUV territory, but the core recipe stays the same: standard AWD, available turbo power, and now a boxier shape that means more room for people and gear.

If you’re not ready to commit to a full purchase, Subaru’s May lease deals let you get into a 2026 Outback Premium for $345 a month. That puts it within reach for anyone eyeing a midsize SUV that can handle real-world adventures, without the long-term financial baggage. Subaru is putting these offers front and center for shoppers who want flexibility over full ownership.

Subaru

The main lease offer centers on the 2026 Outback Premium, running through June 1, 2026, as long as inventory and credit checks line up. The advertised price is based on your location, so what you pay could shift depending on where you shop and which dealer you visit. Subaru also points out that stock might be tight, and the best terms go to buyers with strong credit.

Model

Monthly Payment

Lease Term

Due at Signing

Annual Mileage

2026 Subaru Outback Premium

$345

36 months

$4,344

10,000 miles

The headline deal is a 36-month lease on the Premium trim, with $3,999 down and $4,344 due at signing, plus taxes and fees. There’s no security deposit, so upfront costs are a bit lighter for anyone who wants to keep cash in their pocket. The Outback in this offer stickers at $36,445, and if you want to buy it at the end of the lease, the price is set at $23,689.

If you’re cross-shopping, Subaru says other trims might be available to lease through certain dealers, but prices will depend on your area and what’s in stock.

The 2026 Outback isn’t just a facelift. Subaru has nudged it closer to a true midsize SUV, but the essentials remain: standard symmetrical all-wheel drive and a choice of boxer engines. You can pick between an 180-hp 2.5-liter or a 260-hp turbocharged 2.4, with the turbo reserved for XT and Wilderness models. Both engines are paired with a CVT.

Step inside and you’ll find a more modern cabin, with a big 12.1-inch touchscreen, quicker tech, and both Apple CarPlay and Android Auto. The new roofline means more headroom in the back and extra cargo space. Subaru’s latest EyeSight safety tech is standard, so you get adaptive cruise, lane-keeping, forward collision warning, and emergency braking right out of the box.

Subaru

The Outback still sits in its own lane. While rivals like the Honda Passport, Toyota Crown Signia, and Ford Bronco go all-in on either ruggedness or luxury, the Outback quietly blends practicality, comfort, light off-road chops, and daily usability. Subaru’s shift to a more SUV-like look might not thrill wagon purists, but it does make the Outback easier to recommend to a wider crowd.

If you’re thinking about leasing an Outback, this month’s deal gives you a way in without the long-term financial anchor of ownership. Leasing is a smart move if you like swapping into something new every few years, especially with tech and safety features evolving so fast. Whether you want an adventure-ready daily or you’re just comparing numbers, Subaru’s latest offer is worth a closer look.

Kristen Brown

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.