Subaru

Time has shown us that automakers are willing to experiment with in-car features. Some of these features that have been adopted are now common across all cars, while others are victims of the constant evolution of technology.

Back in the day (meaning the previous decade), Subaru introduced a 3G connectivity system for its cars, which enabled owners to use certain features. Since 3G network connectivity has long been discontinued, these owners are stuck with unusable technology, which reportedly drains batteries.

Car Complaints caught the class-action lawsuit. The report states that Subaru is being sued by owners who claim that not only did the automaker fail to make the data modules upgradable to 4G or 5G networks, but the old data communications module (DCM) is still actively trying to connect to 3G networks that no longer exist. This is causing a parasitic battery draw, which is draining the car's battery.

There are the cars reportedly included in the lawsuit:

• 2016-2019 Subaru Forester
• 2016-2019 Subaru Legacy
• 2016-2019 Subaru Outback
• 2016-2019 Subaru Impreza
• 2016-2019 Subaru Crosstrek
• 2016-2019 Subaru WRX

Going back first to the loss of 3G connectivity, the eight plaintiffs who filed the suit say that most of their telematics features were suddenly rendered useless, features like Automatic Collision Notification, Enhanced Roadside Assistance, Emergency Assistance Button, Stolen Vehicle Locator, and Bluetooth Handsfree Calling have all ceased to operate since the loss of 3G.

However, the report does state that Subaru did offer an upgrade to the network connectivity system for cars with active STARLINK safety and security subscriptions. The lawsuit counters, though, by stating that the subscription was canceled if the owner failed to upgrade the system before the 3G network went out.

Subaru

According to the plaintiffs, the battery drain issue stems from the DCM, which, every few hours, even when the car is off, tries to connect to a 3G network, draining the battery and, in some instances, preventing the car from starting. Some owners have said that the only way to fix this is to remove the DCM fuse, but doing so will also disable the Bluetooth microphone, effectively canceling the hands-free calling system.

Interestingly, this isn't the first time Subaru has been sued for draining batteries. A similar issue has been raised against the brand, alleging that the battery and electrical management systems of some Subarus are faulty, causing the cars to either not start or, in some cases, stall even in traffic.

Subaru expanded its U.S. electric vehicle lineup with the Uncharted and Trailseeker, which may be a welcome development for EV buyers, but the timing is difficult given Trump’s tariffs. The Japanese marque posted a ¥226.9 billion hit, or about $1.42 billion at current exchange rates, from tariffs alone, forcing it to make adjustments.

According to Automotive News, one of those moves is delaying its in-house EV, which was expected to be built independently at Subaru’s Oizumi plant in Japan (scheduled to open around 2028), in favor of internal combustion and hybrid vehicles. That means the current EV lineup – the Solterra, Uncharted, and Trailseeker, all tied to Toyota platforms – will likely remain in the mix for a bit longer.

Subaru

The Solterra and Trailseeker are essentially Subaru’s counterparts to the Toyota bZ and bZ Woodland, respectively, while the Uncharted is closely related to the C-HR+. Collaborating with Toyota likely allowed Subaru to enter the EV market more cost-effectively, avoiding the massive upfront cost of developing a dedicated EV platform alone.

Subaru is also set to introduce a three-row EV, the Getaway, which is expected to share ties with Toyota’s electric Highlander, toward the end of 2026. 

While introducing an in-house EV brings several benefits, such as greater engineering independence, Subaru said it will continue monitoring market conditions, especially in the U.S., where tariffs continue to pressure automakers like Audi that rely heavily on imported vehicles. Aside from the aforementioned tariff hit, Subaru also took an additional ¥57.8 billion ($362 million) charge tied to EV-related write-downs and impairments.

Subaru

The U.S. is considered Subaru’s biggest and most important market, so the automaker should continue making adjustments to protect profitability, even if that means significantly reducing resources allocated to EV models. In fiscal year 2025, 72% of Subaru’s worldwide sales came from the U.S. market. For the current fiscal year, the company expects operating profit to nearly quadruple to ¥150 billion, or about $939.5 million.

Subaru recently saw a 50% increase in U.S. EV registrations in March 2026, though that growth was reportedly achieved with average incentives of $8,651 per vehicle – roughly $6,000 higher than the automaker’s overall average. That likely explains why shifting focus toward internal combustion and hybrid vehicles – segments that continue to perform well over EVs in the U.S. – appears to be the more practical move until market conditions improve and its in-house EV arrives. Other automakers that have doubled down on hybrids include Toyota and Hyundai, while Nissan is set to introduce its e-Power series hybrid system to American buyers.

Subaru

As a parent with two Subarus in the driveway, Subaru’s family-friendliness was never difficult to understand. It doesn’t take a genius or a person with a Ph.D to see what makes the Subaru Outback, Forester, and now Ascent, or Trailseeker, approachable, valuable, and flexible for families. The Outback, in particular, was the company’s golden child for decades as a best seller and as Subaru’s most luxury-leaning model. When I reviewed a Touring XT back in 2024, I was impressed with how, for $44,000, you get a fancy, peppy, and versatile leather-clad, AWD family-hauler. I was in love. Last year was the final year for the Outback’s station wagon styling. For 2026, the Outback received one of the most dramatic redesigns in history, with upgrades that claim to make it even easier to fit into an adventurous family’s lifestyle. 

Kristen Brown

All those upgrades, including an exterior redesign that laid the wagon look to rest, also included a substantial hike in price. The price range of the all-new Outback starts at $34,995 and goes up to $47,995 for the Touring XT. Last year’s model, though, started at $29,995 and topped out at $44,730. It may not seem like a major jump in price, but when you consider that my Outback Wilderness tester was just over $50,000 after destination fees, taxes, and options, it challenges the "attainable" angle, which is something we all came to expect with the badge. So, putting the price aside, does the new Outback Wilderness hold its value for families? I put my two critters in the back of one to find out.

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

Last year, the Outback Wilderness was indeed the most expensive Wilderness model, starting at $41,710 MSRP. The 2026 model starts at $44,995, which doesn’t seem bad—but one of the standout additions to the new model is that it’s the first Wilderness model to offer Nappa leather (leather-trimmed, but still). My tester listed the Option Package 23 ($4,090), which includes a larger 12.1” infotainment screen, a power moonroof, a surround view monitor system, black Nappa leather-trimmed upholstery with copper stitching, ventilated front seats, a 12-way power driver’s seat, and folding, heated side mirrors. When you add the destination fee of $1,450, it all chalks up to $50,535.

Kristen Brown

To put that price into perspective, the Onyx Edition 7-Passenger and Touring 7-Passenger versions of the 2026 Subaru Ascent have MSRPs that are only $1,460 and $630 higher, and you get three rows and a lot more cargo space. So, what helps justify the price of the OBW? It’s built for the tough stuff, with a factory lift that brings the ground clearance from 8.6” to 9.5”, matte black wheels, roof rails with an updated 800-lb capacity, waterproof StarTex seating (if you don’t opt for the leather), a matte black decal on the hood to prevent glare for the driver, a shorter final drive on the CVT for more torque on the low end (Subaru says it’s capable of going up a 40% grade), all-weather floor and cargo mats, fun easter eggs my daughter loved finding, and of course, X-Mode.

The new OBW, for the first time, has electronically controlled dampers, which use real-time sensors to reduce body roll and improve the ride quality, even on tougher trails. It also comes with a new, dual-pinion electric power-assisted steering system, similar to the system we see in the WRX. So, there are quite a few mechanical upgrades to the new OBW. And there are technological updates, too, like the company’s newest iteration of its tri-camera EyeSight system, which comes with a wider field of view for improved pedestrian and cyclist detection, plus radar—so detection is more reliable, and much faster. It’s also Subaru’s first model that comes with hands-free highway driving on designated roads up to 85 mph, and an all-new digital gauge cluster that helped make the Outback feel so, so much more expensive.

Kristen Brown

Did all of these listed upgrades make me feel better about the price? A tiny bit, yeah. But it still felt a bit odd saying that an Outback, which was once regarded as being one of the more affordable options for adventurous families, was over $50,000. But, unlike most “refreshes” or redesigns, the list of updates, upgrades, new technology, safety and convenience features made the added cost feel more reasonable. Especially if your family regularly camps, goes off-road, or has to navigate difficult terrain without having to make a single modification.

Oh, you thought I was done listing off the upgrades that came with the redesign? That’s cute. Subaru listened to their Outback buyers and paid attention to what owners loved and wanted to see out of their wagons, and took it seriously. Sure, it’s more of an SUV than a wagon this time around, but that’s for a good reason when it comes to kids and pets. Unlike the 2025 version, the roofline is higher for 2026 by 1.4 inches, which translates to more head and shoulder room (and vertical cargo space, too). The seats, unlike previous years, are directly mounted to the chassis to curb head swaying on long drives, which can come in clutch for parents with kids prone to car or motion sickness (Subaru calls it “low fatigue” seating). For us Stanley lovers, or like yours truly, who use a large water bottle, the new Outback is specifically designed to handle them. 

Kristen Brown

And then there’s that funky-looking cargo cover. My two Subarus have a traditional tonneau cover from the factory, but the new Outback Wilderness has a truly multipurpose, 4-in-1 cover. The machine-washable (that’s right—machine washable) material looks goofy at first because there’s give to it. But there’s a reason for that. It can be used as a hammock to separate vulnerable groceries like eggs, bread, or a bottle of wine from being damaged by heavier cargo or groceries on the floor. It also keeps those items from rolling around on turns. If you have a dog (which, as a Subaru owner, comes with the package), it can be used as a pet partitioner when you attach the hooks to the lower loops to create a sort of wall to keep your pet from jumping out the second you open the tailgate. It can be folded down over the bumper and used as a shield against a dog’s sharp claws, gear, or even furniture. If you’ve got nothing going on, it helps cover the cargo area. 

Jared Rosenholtz/Autoblog

It also comes with a MOLLE steel panel system in the cargo area, so you can bolt or clip pouches to it to organize first-aid kits, wipes, or small toys so they aren't rolling around the trunk. This panel system is new for Subaru, and as of right now, it's only offered on the 2026 Outback—though I’m sure upcoming models will come with it, too.

Related: 2026 Subaru Outback Has A Cargo Cover That Does Much More Than Hide Luggage

Every Subaru I’ve tested up to this point made it incredibly easy to install my daughters’ car seats. The lower anchors were in plain sight once I moved the soft cover from them. The headrests are easy to remove, making it a cinch to get the top tether points into the rear and secure them onto the backs of the rear seats. The windows were large and tall, I’d argue taller and larger than the last version (though don’t quote me on that), and the taller roofline paired with the wide entry point—wider than the previous generation—meant I didn’t have to bend over awkwardly to tighten them down or make any adjustments. 

My toddlers get antsy when they can’t see out of a car, so they very much appreciated how easy it was for them to see out of their window. The OBW didn’t have built-in sunshades, but Subaru does offer custom-fit shades for the second row at dealerships for $110 to protect rear passengers and help protect them against UV-A/B rays. Though the factory tint that came with my tester was more than enough to shield my kids from the sun. But I liked that factory-built shades were an option if buyers wanted them. 

Kristen Brown

To meet modern demands, both outboard seats have their own USB-A and USB-C charging ports on the back of the center console piece, the ability to manipulate rear-facing A/C vents, and cupholders in the door (or on the folding middle seat insert). The rear seats are also low-fatigue seats, and if you pay for that $4k package, they’ll be heated, too. Thankfully, the legroom in the rear remains unchanged at 39.5 inches. 

Because the new model is longer, parents benefit from increased cargo space, too: 34.6 cubic inches compared to the 32.6 cubic feet in the 2025 model. When the seats are folded, it increases to 80.5 cubic feet compared to 75.6 cubic feet, and the space between the wheelhouses is 43 inches. Which doesn’t seem like much, but considering the more squared off and flat design in the rear, it actually makes loading larger items more straightforward. Then there’s the added height, which gives you almost two more inches of vertical space, so taller items aren’t as difficult to load and haul. 

Jared Rosenholtz/Autoblog

In summary, that means rear passengers have the same amount of room to stretch their legs, but you’ll have about 2 to 5 extra cubic feet of room for their gear, depending on whether or not you have the seats up or down. But everyone will love the extra headroom.

Subaru truly listened to customers with families for this redesign, especially when it comes to standard, updated, and new safety features. The one that truly stood out to me was the Emergency Stop Assist with Safe Lane Selection—a first for the brand—which acts as a fail-safe if the driver becomes unresponsive while cruise control is active. The car will vibrate the wheel and sound alerts, but if there’s no response, it’s smart enough to automatically slow down, steer itself toward the shoulder, turn on the hazards, and even unlock the doors so first responders can get to you. This is paired with Pre-Curve Speed Control, which uses GPS and map data to preemptively slow the vehicle down as you approach a sharp bend, making those winding family road trips feel much more controlled. As part of the STARLINK subscription (which is free for the first three years, and then it’s about $45 per year), emergency services will be alerted to your location, too.

Kristen Brown

As I mentioned before, the updated tech suite also gets a boost with the new Highway Hands-Free Assist, allowing for supervised, hands-free driving on pre-mapped highways at speeds up to 85 mph. It works with DriverFocus 2.0, and the newest version of DriverFocus is much more effective for parents because it uses an infrared camera that can track your eye movements even through most sunglasses. It’s constantly making sure you’re looking at the road, providing an extra layer of accountability when the kids are causing a ruckus in the back seat.

Under the skin, the 2026 Outback’s Reinforced Global Platform has been updated with high-strength steel to better disperse energy during a crash. What I really appreciate as a parent, though, is the specific focus on backseat passenger protection. Subaru engineered this model to pass the IIHS’s updated moderate overlap test, which is a big deal because it’s one of the few tests that actually measures how well a passenger in the rear—like a toddler in a car seat—is protected during a front-end collision. It’s clear they didn’t just want to protect the people in the front; they wanted to make sure the kids had the same level of safety as the driver. And, shocking to no one, the 2026 Subaru Outback is an IIHS Top Safety+ pick.

Related: 2026 Subaru Outback vs. Forester: Why the $6,000 Gap Actually Matters

I mentioned it before, but I want to go into more detail about the new EyeSight system. My husband was a Subaru Master Technician, and he remembers that only the new Forester, WRX, and some trims of the Outback (like the Touring XT) came with Subaru’s tri-camera system. Everything else got the dual-camera system. For 2026, all trim levels of the Outback feature the new tri-camera system. The 2026 system now comes with a newly integrated millimeter-wave radar instead of solely relying on cameras. This is a massive shift because cameras can be blinded by heavy rain, fog, or snow; the radar doesn’t care about visibility and can track the distance and velocity of objects even when the cameras are struggling.

Chase Bierenkoven

The physical cameras themselves have also been redesigned with a much wider-angle lens. This wider field of view means the car can spot pedestrians or cyclists much earlier as they approach from the sides, which is a huge win for neighborhood safety. This extra visual data is processed by a new system that is reportedly up to 2.5 times faster than the previous generation, which helps the car make those split-second decisions for pre-collision braking and throttle management.

For the first time, these three cameras work in tandem with a vibrating haptic steering wheel to give you more immediate feedback than just a beep when you’re drifting. It feels less like a nagging alarm and more like a tactile nudge, which is great when you’re already managing two toddlers in the back. By combining the triple-camera's wider vision with the radar's all-weather reliability, the 2026 Wilderness effectively closes those blind spots that used to trip up earlier versions of EyeSight.

I loved the outgoing model’s interior, but I was immediately impressed with the 2026’s interior. It felt more refined, and I especially appreciated that Subaru was slowly getting away from that old 12.3” infotainment system. I didn’t mind the software; it was typically very responsive, but I didn’t like that common driver controls were embedded in the screen. I wasn’t the only person with this comment, and Subaru paid attention. There’s still a large screen in there, but functions like the A/C controls, seat heaters, and more were physical buttons under the screen. 

Chase Bierenkoven

The software in the 2026 Outback Wilderness, though, is a massive leap forward, especially if you’re used to the older Starlink system that could sometimes feel a bit sluggish. Subaru has replaced it with an all-new, exclusive 12.1-inch Multimedia System powered by a Qualcomm Snapdragon processor. It’s roughly 2.5 times faster than the previous generation, meaning the days of waiting for your map to load or your music to switch are mostly over—map swiping is up to three times faster, and audio transitions are up to six times faster. When you are using the screen, the new landscape orientation and improved high-resolution display make everything easier to see, even in direct sunlight, thanks to an anti-glare coating that reduces reflections by about 80%.

This revamped interface makes daily family logistics feel much more seamless (at least I thought so). Wireless Apple CarPlay and Android Auto are now standard, so your maps and podcasts pull up automatically without you ever having to fumble for a cord. Behind the wheel, the 12.3-inch full digital instrument cluster is completely customizable, allowing you to toggle on a Calm Mode to cut through the noise or pull the navigation map directly into your line of sight. I also appreciated the adorable animation and fun, off-road-focused background.

Chase Bierenkoven

Sitting in the driver’s seat, I appreciated that there was always a place to put my phone, and the storage spaces in the door panel and center console kept everything tidy up front—something that feels like a myth for parents with kids. It felt like it was designed by a parent who struggled with the daily obstacles of like with children and even teens. So, yes, the Outback looks different—but it’s still very much an Outback in the sense that it was designed to make life easier. And that it did.

Related: 2026 Subaru Outback Gains Hands-Free Driving For The First Time

Is the 2026 Subaru Outback Wilderness worth $50,000? Yes, but only if you’re a hardcore adventurer who would have paid big money to put all of those fancy factory modifications onto an Outback to enhance your lifestyle. Now, if you’re like most of us, who don’t go off-road that often or at all, then no. For most average American families, even the base model Premium at $34,995 comes with enough amenities to vastly improve drives with kids, like the tri-camera EyeSight system, lane centering, reverse automatic braking, and more. It comes with a smaller 11.6” infotainment system, but it still has a 10-way adjustable driver’s seat, dual-zone climate control, and an optional Package 13 for $2,270 to add a moonroof, heated steering wheel, wireless phone charger, and built-in navigation. 

Kristen Brown

But you can also go for the Limited ($39,995), which has all that plus a Harmon Kardon sound system, DriverFocus system, leather-trimmed upholstery, power lift gate, and heated rear seats. The Limited is what I’d recommend for those who want the all-wheel drive Subaru is known for, but aren’t heading to a remote campsite anytime soon (though it can still do it).

All of this is to say: the Wilderness specifically is only worth it for those who spend every weekend in the mountains, and have to navigate truly rough terrain to get where they’re going. Otherwise, lower trims hold plenty of value for most families. In general, the Outback is still a worthy, potent, and, dare I say, still affordable option. It’s safe, reliable, capable, and full of technology. 

Though the ads claim that love is what makes a Subaru, a Subaru, gearheads know that it's Subaru's all-wheel-drive system that gives its vehicles its distinct personality and appeal. With the exception of the rear-drive BRZ two-door sports coupe, every car in Subaru's lineup is built around the brand’s signature Symmetrical All-Wheel Drive. Over the course of decades, the Subie fanbase has united two unique groups: hardcore tuners chasing rally-inspired performance in their burble-tune WRXs and STIs, and outdoorsy types who don’t mind a little dirt and mud getting to the trail. All in all, its cult following is so devoted, Consumer Reports ranked Subaru the number-one overall brand and number three in Owner Satisfaction.

Although youngsters who play with their COBB tuners like iPhones swear that their Subie’s legendary AWD system was developed by engineers in service to legendary drivers like Colin McRae on a muddy rally stage in Finland countryside, the signature tech has a different origin story. Before Subaru created vehicles like the Legacy and WRX, a Japanese power company turned to Subaru to create a comfortable, reliable vehicle to navigate rough terrain. What started as an experiment from a small request has ultimately turned into the legacy of one of Japan’s most well-known automakers. 

Werner Stoy/FPG/Archive Photos/Getty Images

The year was 1969. NASA and Apollo 11 put men on the moon, the first episode of Sesame Street aired, the first brick was thrown at Stonewall and over half a million people made their way to upstate New York for Woodstock. Like the United States, Japan was also changing as a fully industrialized nation. By the end of the sixties, Honda, Kawasaki and Yamaha were dominating the world’s motorcycle market. Sony, Toshiba and Panasonic electronics made their way into American homes, and the high-speed Shinkansen had already transported over 100 million passengers between Tokyo and Osaka.

However, much of those leaps and advancements needed one thing: electricity, and post-WWII Japan was using a lot of it. As a result of the island nation’s rapid industrial growth, Japan doubled its energy consumption every five years until the 1990s. Specifically during 1960-1972, a period marked by rapid industrialization, Japan’s energy consumption grew faster than its gross national product. No one knew this phenomenon better than Tohoku Electric Power; the power company responsible for electrifying much of the Tohoku region in northeast Japan. Their line workers were tasked in traversing the region’s hilly, mountainous terrain to repair and inspect power lines. 

At the time, Tohoku Electric had a fleet of four-wheel-drive-equipped vehicles, which included J40-series Toyota Land Cruisers; vehicles that were very capable of traversing the region’s rugged and snowy terrain. Although the J40 is a widely-celebrated vehicle today, in 1969, Tohoku Electric workers deemed it too uncomfortable and inefficient, especially in the winters, as their heaters weren’t up to task and their canvas tops would allow cold air to leak in. Seeking a solution for their dilemma, a manager for Tohoku Electric contacted a Subaru dealer in Miyagi Prefecture to ask if they could order one of their vehicles, the front-wheel-drive FF-1 wagon (sold as the Subaru Star in the U.S.) with four-wheel drive; a special request that they took seriously.

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At the time, all-wheel-drive, or four-wheel-drive wasn’t exactly a foreign concept to the auto industry. Before Subaru, AMC and Audi helped popularized it, these kinds of drivetrains were strictly the domain of trucks or dedicated, hardcore Jeep-like 4x4s such as the Jeep CJ, Ford Bronco, the original Land Rover and the International Scout. Unlike today, where nearly every new car is a crossover SUV; ordinary motorists back in the 60s and early 70s primarily drove sedans, as 4x4s were reserved for actual “sporting” activities and off-road duties.

In the 60s, all-wheel-drive passenger cars did actually exist, however, they were a very niche segment that was out of reach for most motorists. Decades before AMC introduced the Eagle and Audi launched the Ur-Quattro, a little company in England called Ferguson Research was hard at work developing an ordinary “super-safe” family car that had a permanently engaged four-wheel drive system that helped cars keep traction in any road condition. They developed the Ferguson Formula, a ready-made four-wheel drive system built for manufacturers to stick onto regular production cars. 

Due to its cost, the only manufacturer that actually implemented them was British sportscar manufacturer Jensen. Between 1966 and 1971, they made the FF, a slightly elongated version of its Interceptor grand tourer, which was the first road-going passenger vehicle to incorporate both AWD and anti-lock braking technology. Despite its advancements, the FF wasn’t a sales success. Its MSRP was 30% more than the Interceptor and other sports cars at the time, and as a result, about 330 Jensen FFs were made. Ferguson would later showcase the Ferguson Formula in specially converted Ford Mustangs, though Ford, nor any American automaker would actually buy their AWD systems. 

Subaru

Nonetheless, Subaru took on the challenge of fulfilling Tohoku Electric’s special order, which was fairly easy due to built-in engineering advantages of the vehicle they chose. The Subaru FF-1 was an improved version of the 1000, an important vehicle in the brand’s bloodline. It was its first front-wheel drive vehicle and the first Subaru sold with an engine that would define the brand under the hood for decades to come: a longitudinally mounted, horizontally opposed four-cylinder “boxer” engine.

Mounting the flat-four the way that Subaru did (the long way) meant that it was much easier for Subaru engineers to convert the front-drive FF-1 into four-wheel drive. At the time, Nissan owned about 20% of Subaru, who helped develop prototypes with a hodgepodge of Nissan parts. By 1971, eight four-wheel drive FF-1 prototypes were produced, which they created by connecting a driveshaft from the back of the Subaru’s gearbox to a driver-operated transfer case, then to a rear differential and axles sourced from a Nissan 510 Bluebird (Datsun 510), to power the rear wheels. In addition, the 4WD FF-1s got upgraded suspension with about an inch higher ride hight for better ground clearance. 

Subaru

Of the eight prototype wagons they produced, five were sold to Tohoku Electric, while three were purchased by an agricultural government agency in Nagano prefecture. Though they saw actual work, Subaru was so proud of their creations, they showed off one of their converted FF-1 wagons next to a standard Subaru FF-1 1300G at their booth at the 1971 Tokyo Motor Show. To show off the new drivetrain, Subie parked the special wagon on top of a mirror that allowed show visitors to examine its components at the rear.

Ultimately, Subaru’s 4WD experiment was successful, and had ultimately convinced the brass at Fuji Heavy Industries (Subaru's parent company) to seriously consider mass producing these kinds of vehicles. In 1972, the Leone (or DL/GL in the States) station wagon became the first Subaru to offer factory four-wheel drive, an optional extra that would come to the United States beginning in the 1975 model year. Subaru’s 4WD technology would evolve from part-time, on-demand four-wheel drive technology in the 70s, to a full-time AWD setup in the 1980s, eventually evolving into the brand's Symmetrical All-Wheel Drive system in 1986. In 1996, Subaru of America ceased offering AWD as an optional extra, making Symmetrical AWD a standard feature across its entire U.S. vehicle lineup.

Subaru

To preserve this part of its history, Subaru bought the last remaining 4WD FF-1 prototypes used by Tohoku Electric in 2008, which it restored and displayed at events around Japan. Unfortunately, in the 2011 Tohoku earthquake and the tsunami, the last surviving 4WD FF-1 was reported to be destroyed. Although a physical representation of what helped create the modern-day Subaru may not be with us, the legacy (pun not intended) of this vehicle can be found with nearly every Subaru vehicle on the road today. What started as a simple idea from a power company who wanted a different kind of four-wheel drive vehicle has created a vehicle that made the template in which nearly all modern Subarus are made.

While Subaru currently pivots toward a future of electrified SUVs, it’s worth remembering that its entire brand identity wasn’t entirely forged by high-octane rally legends or by L.L. Bean-esqe outdoorsy types, but by a bunch of shivering utility workers in northeast Japan. Forget the gold wheels and blue paint; the real reason we have Symmetrical AWD is that Tohoku Electric Power Company employees were sick of their drafty Land Cruisers and wanted a heater that actually worked. Although Subie’s marketing department insists that "Love" is what makes a Subaru, a Subaru, the truth is much different.

At Mudfest 2026, hosted by the Northwest Auto Press Association at Ridge Motorsports Park in Mason County, Washington, 18 of the latest SUVs and trucks were thrown into the kinds of environments most owners fantasize about their vehicles conquering, even if many will spend most of their lives commuting, hauling groceries, and waiting in school drop-off lines. Over two days, we drove everything from family crossovers to luxury EVs, off-road-ready SUVs, and a full-size pickup on both a paved road course and a dedicated off-road course to determine which new vehicles are best suited for real life in the Pacific Northwest. The official winners included the 2026 Kia Telluride X-Pro, 2026 Lucid Gravity Grand Touring, 2026 Ram 1500 Warlock, 2026 Jeep Wrangler Moab 392, 2026 Toyota RAV4 Hybrid Woodland, and, most importantly, the 2026 Subaru Trailseeker Limited, which took home the overall NW Outdoor Activity Vehicle of the Year award. But the official results only tell part of the story, because after driving the same field myself, I also had my own ballot—and in a few key categories, I didn't vote with the crowd.

(C) 2026 Doug Berger | DBPics

Mudfest is now in its 32nd year, and for 2026, 18 NWAPA media members evaluated 18 crossovers, SUVs, and pickups at The Ridge Motorsports Park in Shelton, Washington—myself included. Day One focused on pavement performance—acceleration, handling, braking, and road dynamics—while Day Two moved to a custom off-road course designed to test traction, ground clearance, suspension articulation, and off-road technology. Despite the name, Mudfest is not simply an exercise in seeing which SUV can throw the biggest rooster tail through a muddy puddle, though there was certainly plenty of that. The event is designed to evaluate how crossovers, SUVs, and trucks perform across the kinds of mixed-use conditions many Pacific Northwestern buyers actually care about: wet pavement, rough trails, family practicality, comfort, value, technology, and enough outdoor credibility to make weekend escapes feel like a breeze rather than a burden.

Cars were driven in speed-dating format: back-to-back and rapidly. The first day took place on a road course, where each vehicle had to show how it behaved on pavement: how confidently it turned in, how composed it felt under braking, how well its powertrain responded, and whether its suspension tuning felt buttoned-down or merely performative. The second day moved the field to a nearby off-road course, where traction systems, off-road modes, ground clearance, approach angles, tire choices, throttle calibration, and overall durability mattered far more than how accurately each car could approach a corner's apex.

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(C) 2025 Doug Berger | DBPics

The field itself was especially diverse, offering an eclectic mix of powertrains, body styles, and personalities. In the two-row family vehicle category alone, the lineup included the 2026 Hyundai Ioniq 5 XRT, 2026 Jeep Wrangler Moab 392, 2026 Kia Sportage X-Pro, 2026 Mazda CX-5 Premium Plus, 2026 Subaru Outback Wilderness, 2026 Subaru Uncharted GT AWD, 2026 Subaru Trailseeker Limited, 2026 Toyota RAV4 Hybrid Woodland, and 2026 Volkswagen Tiguan SEL R-Line Turbo. Spanning electric crossovers, conventional family SUVs, adventure trims, and one V8-powered Jeep that felt like a snarling beast arisen from the depths of hell compared to smaller EV rivals, we were tasked with finding a favourite in a field of incredibly different vehicles.

The three-row family class brought a more traditional set of family haulers, including the 2026 Honda Pilot Elite, 2026 Hyundai Palisade XRT Pro, 2026 Kia Telluride X-Pro, and 2026 Mitsubishi Outlander Trail Edition. The luxury SUV category, meanwhile, stretched from the 2026 Genesis GV80 3.5T Prestige Black and 2026 Genesis GV80 Coupe 3.5T Prestige Black to the 2026 Lucid Gravity Grand Touring and 2026 Polestar 4 Dual Motor Pilot & Plus. The lone pickup entrant was the 2026 Ram 1500 Warlock Crew Cab 4x4, a particular fan favourite thanks to its roaring Hemi V8 and a striking bright blue paint job.

Not every vehicle participated in every portion of the event, though. The Honda Pilot and Polestar 4 did not take part in the off-road day, which is worth keeping in mind when looking at the final results and my own ballot. Mudfest may sound like a single-purpose contest, but the event's real challenge is balance. A vehicle has to be comfortable enough for daily life, capable enough for messy conditions, useful enough for families, and compelling enough to still stand out after journalists have driven a long list of rivals back-to-back.

(C) 2026 Doug Berger | DBPics

The 2026 Subaru Trailseeker Limited didn't win the grand prize at Mudfest because it was the wildest, most luxurious, most emotional, or most obviously off-road-biased vehicle there. It swept awards for Best Two-Row Family SUV, Best Electrified Activity Vehicle, and NW Outdoor Activity Vehicle of the Year because it may just well have been the best-balanced vehicle at the entire event. NWAPA's scoring considered on-road dynamics, powertrain, braking, exterior design, interior function, technology, off-road dynamics, and value. Across that spread, the Trailseeker wasn't merely skilled at a few small but key things; it was excellent at nearly everything.

That all began with value. At $45,840 as tested, including fees, the Trailseeker Limited felt surprisingly well-positioned for an electric SUV with standard all-wheel drive, useful range, strong performance, and real outdoor capability. Subaru offers 375 horsepower as standard equipment for the Trailseeker, which also offers more than 280 miles of available range, and comes with 8.5 inches of ground clearance. In Limited trim, its 20-inch two-tone wheels also helped it look sharper and higher-end, and its overall shape felt more true to the Outback's wagon-like heritage than the actual Outback did.

(C) 2025 Doug Berger | DBPics

On the road course, the Trailseeker was far more dialled in than expected. Its power arrived immediately, its handling felt precise, and its larger rear motor helped it rotate more willingly than the smaller Subaru Uncharted. Subaru's product development team wasn't kidding when they suggested that the Trailseeker was the closest spiritual successor to the turbocharged Legacy GT wagons of the past. Compared with the Outback Wilderness on pavement, the Trailseeker felt like it was in a different league entirely. Off-road, it was just as convincing. X-Mode, immediate electric torque, and Subaru's Grip Control system helped it tackle the course with genuine confidence. It climbed steep grades without drama, managed descents cleanly, and felt more playful on gravel than I expected, even if its stability control cut the fun much earlier than the Hyundai Ioniq 5 XRT's system did.

That was only part of the reason why I still ended up voting for the Ioniq 5 XRT in the two-row family category. Although the Hyundai is nearly $3,000 more expensive, at $48,115 as tested, it felt more welcoming inside, more distinctive outside, and more playful to drive. Still, I feel like Trailseeker absolutely deserved its win and, in fact, I'm quite glad that it did. It balanced the score sheet beautifully, costs less than the Hyundai, and feels more aligned with the general spirit of Mudfest.

(C) 2026 Doug Berger | DBPics

The Trailseeker wasn't perfect. Its length could lead to occasional bottoming out over awkward obstacles, its cabin felt a little cold, and its driver assists were quicker to step in than I would have liked. But it also felt like a proper Subaru: easy to use, confidence-inspiring in imperfect conditions, realistic for outdoor-minded buyers, and more capable than most might expect. I may not have voted for it in every category it won, but I am not even remotely surprised that it won as much as it did. The Trailseeker deserves more recognition than it will probably get from people who dismiss it as just another electric crossover with a Toyota twin. At Mudfest, it proved it really is much more than that.

NWAPA's own explanation for the Trailseeker's win largely matches what I felt from behind the wheel. In the official release, NWAPA President Tom Voelk credited the Subaru's powerful powertrain, quiet and spacious cabin, and ability to confidently deliver a family to outdoor adventures as the combination that pushed it to the top.

The Trailseeker may have been the headline result, but the rest of the Mudfest 2026 winners showed just how diverse the modern “outdoor activity vehicle” category has become. This was not a field of body-on-frame SUVs and chunky mud tires alone. It included electric crossovers, luxury SUVs, family haulers, adventure-branded compact SUVs, and one full-size pickup that actually somehow seemed out of place, despite being one of the most traditionally capable vehicles of them all.

(C) 2025 Doug Berger | DBPics

(C) 2026 Doug Berger | DBPics

In the three-row family SUV category, the 2026 Kia Telluride X-Pro SX-Prestige AWD took the win. That result makes perfect sense to me, even if my own vote went to the 2026 Hyundai Palisade XRT Pro. The Telluride has already built its reputation as one of the most complete family SUVs in the segment, and the X-Pro treatment gives it just enough extra outdoor credibility without compromising its status as a convenient daily driver. It is still spacious, comfortable, useful, and handsome, but with a slightly more rugged edge that suits the Mudfest vibe. Plus, for 2026, the Telluride benefits from an all-new design—one that is incredibly polarizing inside and out, especially when painted in matte-finish gold—and was likely the more exciting, fresher pick, even if I still preferred the relative restraint of the Palisade's styling. The Palisade XRT Pro struck me as the more interesting pick, personally, but I'll touch on that more later.

(C) 2026 Doug Berger | DBPics

(C) 2026 Doug Berger | DBPics

The 2026 Lucid Gravity Grand Touring won the luxury SUV category over the Genesis GV80 twins, and here, the official results matched my own ballot. It was the obvious luxury standout. The Gravity brought an entirely different kind of capability to Mudfest: enormous performance, impressive refinement, serious EV engineering, and a futuristic cabin experience that makes many traditional luxury SUVs suddenly feel old-fashioned. Lucid's luxury-category win was easier to justify than an overall win would have been. At $125,650 as tested, including fees, it existed in a completely different financial universe from most of the field, but it was deeply impressive, and driving it genuinely felt like captaining the Starship Enterprise. With 828 horsepower on tap immediately, rear-axle steering, an insane glasshouse architecture, three rows of seating, and a 6,000-pound towing capacity, the Lucid Gravity truly felt like it could do anything and everything. It's like if a minivan were also a hypercar from ten years into the future, and it simply blew everyone away.

(C) 2026 Doug Berger | DBPics

The pickup category went to the 2026 Ram 1500 Warlock Crew Cab 4x4, which also earned my vote. Granted, it was the lone pickup truck at the event, but that doesn't mean it was an arbitrary contestant. If anything, the Ram helped illustrate how different a truck feels at Mudfest compared with the crossover-heavy field surrounding it. It had the size, stance, ground clearance, and general attitude of something built to welcome serious abuse rather than merely tolerate it. Its contrast helped frame how capable—or incapable—other vehicles in the field truly were. The Warlock also brought a useful sense of honesty to the event. It wasn't trying to be sleek, precious, or particularly futuristic. It was a big, blue, four-wheel-drive truck that looked happiest when covered in mud and somehow handled the road course surprisingly well, with its braking a standout attribute. It was a big blue dog rolling around in the mud and flapping around its big tow-mirror-sized ears, and we loved it.

(C) 2026 Doug Berger | DBPics

The 2026 Jeep Wrangler Moab 392 was another easy call. It won the extreme capability category, and it also got my vote here. A V8-powered Wrangler showing up to an off-road capability contest doesn't exactly arrive under false pretenses. It had the mechanical hardware, the personality, and the unapologetic absurdity required to make the rest of the field feel a little more sanitized by comparison. The Jeep certainly wasn't the most balanced vehicle at the event, but balance is not really the point of a Wrangler Moab 392. Its job is to make the difficult stuff feel easy, the easy stuff feel comical, and the entire exercise feel more like play than work. In its extremity, it excels, and therefore, this award simply couldn't have gone to anything else.

(C) 2025 Doug Berger | DBPics

The most interesting non-Trailseeker result may have been the 2026 Toyota RAV4 Hybrid Woodland, which won Best Value NW Outdoor Activity Vehicle. My own vote went to the 2026 Mazda CX-5 Premium Plus, but I understand the Toyota result, which was my second-place choice. The RAV4 Hybrid Woodland sits in the exact sweet spot many real buyers care about: hybrid efficiency, Toyota reliability, standard all-wheel drive, rugged-ish styling, reasonable pricing, and enough outdoor flavour to feel more special than a regular commuter crossover. Value, though, is always subjective. The RAV4 Hybrid Woodland is probably the more logical winner on paper, especially for someone who wants low running costs and long-term confidence. The Mazda CX-5 appealed to me for different reasons. It still feels unusually polished for the money, with a nicer cabin, far better road manners, near-equal off-road capability, a richer sense of everyday quality than many compact SUVs manage, and a lower up-front price tag than the RAV4 Woodland. Plus, I'd feel just as confident about the long-term durability of Mazda's Skyactiv 2.5-litre four-cylinder as I would about the RAV4's powertrain. For my money, I'd be taking the CX-5 home over the RAV4.

Considered together, the category winners revealed the real point of Mudfest. The “best” outdoor vehicle is not always the one with the most ground clearance, the biggest tires, the most horsepower, or the most expensive badge. Sometimes it is the family SUV that does everything well. Sometimes it is the luxury EV that redefines expectations. Sometimes it is the pickup truck that simply looks born for the job. And sometimes, as the Trailseeker proved, it is the vehicle that subtly stacks up points better than almost anything else in the field.

(C) 2026 Doug Berger | DBPics

My ballot didn't perfectly match the final Mudfest results, but that doesn't mean I was even remotely disappointed by them. If anything, my votes reflected a slightly different set of priorities. I was one of the youngest journalists there—though that's not to say any of the other fine attendees weren't also young, by any means—which likely influenced what stood out to me most: design, character, cabin atmosphere, driving playfulness, and an emotional pull that isn't always reflected by sectioned columns on a score sheet. That said, I was never surprised by any of the official winners. Every vehicle that won deserved its category; my ballot simply shows where my own instincts occasionally broke from the status quo.

Cole Attisha

The closest split was in the two-row family SUV category, where the 2026 Subaru Trailseeker Limited took the official win, and I voted for the 2026 Hyundai Ioniq 5 XRT. This one was genuinely close. The Ioniq 5 XRT felt more playful, more charismatic, richer inside, and more visually interesting. Its shorter length (despite a longer wheelbase) made it feel more intuitive on both road and off-road courses, and because it felt slightly undertired, it had a looser, more adjustable character that made it unusually fun to place and rotate. That playfulness was important to me, especially as a prospective adventure vehicle. Adventure shouldn't just be challenging; it should also be fun. The Ioniq 5 XRT was not just capable; it felt eager. It handled the off-road obstacles just as confidently as the Trailseeker, but with more flair. Its cabin also felt warmer and more premium, while its exterior design remains one of the most distinctive shapes in the modern EV segment.

The problem, of course, is price. The Ioniq 5 XRT was $48,115 as tested, while the Trailseeker Limited was $45,840 as tested—a gap brings the head-in-the-clouds Hyundai back down to earth. The Subaru does nearly everything the Ioniq 5 XRT does, but for thousands less, and with hindsight, this is the one vote I might actually change. I still personally prefer the Hyundai, but the Trailseeker's overall argument is hard to deny.

My three-row vote was also different from the official result. NWAPA awarded the category to the 2026 Kia Telluride X-Pro SX-Prestige AWD, while I voted for the 2026 Hyundai Palisade XRT Pro. These two are corporate cousins, obviously, but they felt different where it mattered and similar where they did not. At first, the Palisade's naturally aspirated V6 was the biggest deciding factor for me. Its low-end torque response felt smoother, quieter, and more satisfying than the Telluride's turbocharged four-cylinder, even though it produced less power, giving the Hyundai a calmer, more polished feel. Then, I discovered that, at $51,715 as tested, the Palisade XRT Pro costs nearly $8,000 less than the Telluride X-Pro, which came in at $59,580 as tested. For my money, there was no question that I'd have the Palisade XRT Pro over the Telluride X-Pro.

That's not to say I felt the Telluride was undeserving. It was excellent in its own right, and its cabin was undoubtedly more dramatic than the Palisade's. Its newer-looking exterior also adds shock value, which helps in a field full of familiar-looking family SUVs. Buyers at higher altitudes may also prefer the Telluride's turbocharged setup, even if it brings more noise and loses some of the effortless muscle I liked in the Palisade. But for my taste, the Hyundai's engine character and styling gave an edge, and its significantly lower price tag was impossible to overlook.

Cole Attisha

The other major split came in the value category, where the 2026 Toyota RAV4 Hybrid Woodland won Best Value NW Outdoor Activity Vehicle, and I voted for the 2026 Mazda CX-5 Premium Plus. I completely understand why the RAV4 won. It has hybrid efficiency, Toyota's reputation, standard all-wheel drive, a rugged-ish Woodland package, and the kind of long-term ownership logic that makes it very easy to recommend. It was also genuinely impressive and was my second choice in the category. But I would still vote for the Mazda again, even if I could go back. The CX-5 felt better to drive, had a simpler yet more lively powertrain, offered a more premium-feeling cabin, and looked similarly fresh. More importantly, it handled the off-road obstacles just as well as it needed to, even without the adventure-ready packaging extremities worn by many of its rivals. The CX-5 is a vehicle that feels expensive relative to its price, punches above its weight in terms of driving character, and can still handle the rough stuff, all for a slightly lower price tag than the RAV4 Woodland. For that, I stand confidently behind my vote, but would still just as easily recommend the RAV4.

All these splits are what make Mudfest such an intriguing experience to behold. The official results named the Trailseeker, Telluride, Lucid Gravity, Ram Warlock, Wrangler Moab 392, and RAV4 Hybrid Woodland as the vehicles that best satisfied their categories, with the Trailseeker also taking the overall NW Outdoor Activity Vehicle of the Year title. Even though my own votes didn't always align with the consensus, the overall winners were pretty easy to concede to. Even if they weren't everyone's first choice, the winners seemed to strike an accurate balance of attendees' tastes, thereby making them the easiest to recommend to a broader audience of buyers looking for helpful advice without getting overly nuanced.

One vehicle that deserves a quick mention here is the Polestar 4. It did not participate in the off-road day, so it could not factor into my Mudfest voting the same way the full-event competitors did, but it was easily one of my favourite vehicles of the entire event. On the road course, it felt quick, composed, and wonderfully calculated—a reminder that not every standout at Mudfest is necessarily positioned to become a final-category winner.

(C) 2026 Doug Berger | DBPics

If Mudfest 2026 proved anything, it's that the idea of an “outdoor SUV” has become far more complicated than it used to be. Once upon a time, this category was defined by a familiar uniform: some black cladding, chunkier tires, a raised ride height, roof racks, and a brochure image involving either a muddy mountain bike or a majestic Labrador retriever staring wistfully into the distance. That stuff still matters, or at least still sells, but it no longer tells the whole story. The modern outdoor vehicle has to be more than a commuter crossover wearing hiking boots, and more livable than a pickup truck with a stretched roof and rear seats. It has to survive the weekday grind without punishing its owner for having weekend hobbies. It has to be comfortable in traffic, settled on the highway, useful for family life, efficient enough to make sense financially, and capable of handling the sloppy, wet, uneven terrain that Pacific Northwest buyers often encounter. That is not an easy thing to achieve, and yet here before you is a field of 18 vehicles that have done just that.

That is why the Trailseeker's overall win feels so significant. This year's competition was so tough to judge because each and every entry was genuinely compelling in its own way, and yet the Trailseeker came out ahead in not one but three categories. The Subaru was not the loudest car at Mudfest—that honour proudly belonged to the Jeep Wrangler Moab 392, which approached the event with all the subtlety of the Scarface chainsaw scene. It was not the most luxurious, either; the Lucid Gravity Grand Touring had that locked down with its immense price, immense performance, and a sense that it had been transported to the event not by trailer but by UFO. The Trailseeker was not the cheapest, flashiest, or most emotionally charismatic vehicle there, but it was the one that best understood the assignment at hand.

(C) 2026 Doug Berger | DBPics

Its win suggested that the future of outdoor SUVs won't just be about bigger tires and louder branding. It is electrified power done right, practical packaging backed by obsessive research, useful technology integrated relatively unobtrusively, approachable pricing as a priority, and enough real capability to remain deserving of Subaru's adventure-capable reputation. The Trailseeker didn't need to roleplay as a rock crawler to prove its point. It simply went out, threaded gracefully through the road course with surprising precision, clawed through the off-road course with confidence and immediacy, and made a compelling case for itself as the sort of EV an outdoorsy family could actually abuse rather than merely admire from an inner-city charging station.

The rest of the field made a similar point using different strategies. The Hyundai Ioniq 5 XRT showed that an electric crossover can be playful, distinctive, and genuinely fun off-pavement, not just efficient and smugly geometric. The Lucid Gravity proved that a luxury EV need not behave like a fragile glass sculpture the moment pavement disappears. The Toyota RAV4 Hybrid Woodland reminded everyone that hybrid efficiency and outdoor credibility may be one of the most important combinations in the mainstream SUV market right now. Even the Mazda CX-5, which lacked the costume-party adventure gear of some rivals, showed that usefulness doesn't always need to arrive dressed as Indiana Jones.

While it underscored the value of modern electrification, Mudfest did not announce the death of old-school capability and fire-breathing V8 engines. The Ram 1500 Warlock and Jeep Wrangler Moab 392 were reminders that some vehicles still earn their appeal the loud, simple, mechanically honest way. They were not there to whisper about efficiency or dazzle anyone with minimalist cabin design, even if, at least for a while, it seemed like Stellantis was headed that way. They were there to churn through mud, make raucous noises, and remind everyone that sometimes the blunt instrument is still the best instrument. The future may be electrified, but it needn't be entirely rid of its red-bloodedness either. What seems to be changing most is the definition of outdoor credibility. A vehicle no longer needs to ride like farm equipment to be taken seriously off-road, and it no longer needs to burn fuel with the enthusiasm of a cruise ship to feel robust and powerful. The best vehicles at Mudfest were the ones that understood how most people actually live their lives: commuting during the week, hauling groceries and gear when needed, then heading toward trails, ski hills, campsites, beaches, bike paths, and rain-soaked forest roads when the calendar finally allows for a little bit of freedom. And for a lifestyle like that, in 2026, it seems there's not much out there that ticks off quite as many automotive boxes as the Subaru Trailseeker.

From a quirky-looking station wagon on stilts to a full-on crossover, the Subaru Forester has had quite the journey over the past 29 years. It's been the company's best-selling model for decades, and it helps that it was launched right at the cusp of the crossover boom.

Now in its sixth generation, the Forester was comprehensively redesigned for the 2025 model year. As with any model since the third generation, the changes are evolutionary, although it's the first time the U.S gets the hybrid model.

Those shopping for a Subaru Forester will be pleased to know about this month's lease deals for the crossover. It starts at just $269 for 36 months with $4,268 due at signing. That makes the Forester one of the least expensive vehicles in its class to lease this May.

For those who'd prefer the hybrid, there's an offer for that too. The Premium Hybrid model can be leased for $339 for 36 months with $4,324 due at signing. It's not quite the cheapest hybrid compact crossover to lease, but the rates are still hugely competitive. For both offers, it's $0.15 per mile for each mile over 10,000 per year. These offers are valid until June 1, 2026.

Subaru

If we were to throw in all the variants of the Forester, including the hybrids, there's a whopping ten to choose from. For the non-hybrid models, there are Base, Premium, Sport, Wilderness, Limited, and Touring, with prices ranging from $29,995 to $39,995. Meanwhile, for the electrified lineup, it's Premium Hybrid, Sport Hybrid, Limited Hybrid, and Touring Hybrid, with prices ranging from $34,730 to $41,545. All models come with the latest iteration of EyeSight advanced driver-assist systems, Apple CarPlay and Android Auto integration, steering-responsive LED headlights, and roof rails.

Premium models get a larger touchscreen plus a sunroof, MySubaru Connected Services, push-button start, smart key, power seats, and an all-weather package. Sport models get bronze exterior highlights and 19-inch alloys, along with blind-spot monitoring, rear cross-traffic alert, SI-Drive driving modes, and StarTex upholstery. The Limited gets smaller 18-inch alloys, plus leather, a power tailgate, and power seats for both front occupants.

As for the Wilderness, it gets 9.3 inches of ground clearance, 17-inch alloys shod in all-terrain tires, a front-view monitor, X-Mode off-road modes, and unique interior and interior touches. The Touring gets 19-inch wheels, front and rear seat heaters, 360-degree cameras, and the DriverFocus distraction mitigation system.

Non-hybrid Foresters come with the familiar 2.5-liter, four-cylinder boxer mill with 180 hp and 178 lb ft. The hybrids, on the other hand, pair the 2.5-liter boxer to a Toyota-based dual-motor arrangement that gives it a combined output of 194 hp and 199 lb-ft from the motors. All-wheel drive is, of course, standard.

Subaru

So far, the Forester has impressed critics, and it was even awarded Japan Car of the Year for 2025-2026. Does it deserve it, though? In some ways, yes, particularly the hybrid versions, but it has tough competition from the Honda CR-V and Toyota RAV4. Where the Forester claws back points is with its standard all-wheel drive, its generous space, and its good blend of comfort and dynamics. It's also generously equipped, so there's good value here, too. With the lease deals on offer, it's worth taking one out for a test drive.

Subaru

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.

The Subaru Legacy may be no more, but the impact it left on the company is immense. Aimed at the likes of the Honda Accord and Toyota Camry, it was a quantum leap over previous models, and it was a gamble that paid off. The platform of the first generation would form the foundations of Subaru's modern era, forming the lineup we know today. Oh, and Bruce Willis was involved in its marketing.

Unveiled in 1989, the first-generation model showed the world that Subaru was a brand to be taken more seriously. But aside from bringing sales to new heights and changing the brand's image, the Legacy laid down the foundations for the brand's later success in rallying.

Subaru

Subaru had dabbled in turbocharging as far back as the early '80s with the Leone, otherwise known collectively as the GL or L-Series in the U.S. While boosted models were faster than the standard versions, we wouldn't exactly call them hot even by the standards of the day. That all changed with the Legacy Sport Sedan that was introduced in America in 1990 for the 1991 model year.

For North America at least, the hottest Legacy packed a turbocharged 2.2-liter boxer engine that produced 160 hp and 181 lb-ft of torque. It was decent figures at the time, although far from the likes of the FordTaurus SHO that punched out 220 hp from its Yamaha-tuned V6.

Still, the performance figures it produced were good for its time. An instrumented test from Car and Driver in 1991 measured a 0 to 60 time of 7.9 seconds, a 0 to 100 time of 24.2 seconds, and a 120 mph speed in under a minute. That said, John Phillips, who reviewed the car, didn't call it much fun. Like in so many instances, the nicer versions were sold elsewhere.

Subaru

For those who wanted more punch from the Legacy, they had to move to Japan, Australia, New Zealand, or Europe. Those markets had a smaller 2.0-liter turbo, but it packed far more power than the one North America ended up getting. Numbers? 217 hp, 199 lb-ft, and a 0 to 60 time under 6.5 seconds.

That version was called the RS in Japan, or simply the Turbo in Europe and Oceania. Either way, it was far superior to the Sport Sedan and had a more buttoned-down suspension setup that further complemented the all-wheel drive system. It was even available as a wagon If that wasn't enough, there was the RS Type RA, the RA standing for Record Attempt. Those cars were lightened and relatively stripped out, and came with a closer-ratio transmission, and had hand-ported engines with stronger internals and forged parts.

The Type RA was a result of Subaru clinching the 100,000 km FIA World Land Endurance Record (62,000 miles, give or take), completing that task in 447 hours, 44 minutes, and 9.887 seconds (a little over 18 and a half days) by doing an average speed of 138.780 mph, stops included. The irony was that those cars were brought to America in '89 to be driven around the Arizona Test Center, only for the U.S version to be watered down.

Subaru

Even before STI was established in 1988, Subaru had dabbled in rallying as far back as the '70s. Results were okay at best, and finishing a rally was pretty much a win back then. The best finish pre-STI Subaru achieved was third in Rally New Zealand 1987. As STI, the Subaru World Rally Team first entered in 1990 with the Legacy RS.

Like any new team, there were growing pains, but the car showed promise in the following seasons. Continuous development made the car more competitive, but Subaru's first win eluded it. The Legacy had all the potential to win on the world stage. It had already proved itself with back-to-back titles in the British Rally Championship in 1991 and 1992 with a young Scotsman named Colin McRae and his co-driver Derek Ringer.

The Legacy was scoring strong results and podiums from time to time, but the first win finally came in the 1993 Rally New Zealand, again with the McRae and Ringer duo. Subaru had finally done it after years of trying. Towards the end of the 1993 season, the Legacy had passed the baton to the smaller and more agile Impreza, and with the lessons learned from the previous years, Subaru would eventually become one of the sport's biggest names while kicking off the eternal debate of Evo vs. STI.

Subaru

The first generation of the turbocharged Legacy has a far greater following abroad than in the U.S. One can say that Subaru's rallying exploits were largely unnoticed stateside, as the sport wasn't really that big a deal in North America at the time, unlike, say, in Europe and Oceania. The neutered American version probably didn't help, either, and the Mitsubishi Galant VR-4 sold in the country at the time wasn't as kneecapped as the Legacy Sport Sedan.

Today, it's a bit of an overlooked gem, and not a lot has survived over the decades. It's all the more reason to cherish the remaining examples, and perhaps start bringing in those spicier RS models that slipped through the North American market's hands. Besides, had Subaru decided not to offer a performance version of the Legacy, the company and the entire rally scene would look very different today.

Subaru

Subaru

Jared Rosenholtz/Autoblog

When you open the liftgate in a 2026 Subaru Outback, you may be surprised to find a cargo cover that is unlike others you've seen in most SUVs, crossovers, hatchbacks, or wagons. It's not a fixed piece of injection-molded plastic or a rollable unit, but rather a soft fabric one made from 100% recycled material. This design is superior because it's lightweight, machine washable, and can be bunched up for easy storage, unlike those cumbersome traditional cargo covers. It also has three other built-in functions.

The Outback has hooks on the side of its cargo area, which work in conjunction with loops on the cargo cover to enable a hammock mode to cradle small objects, a partition mode for pets, and a step cover to protect the bumper. It even has a built in zipper to hide objects in hammock mode and to make it easier to store when not installed.

Autoblog spoke with Nikkie Riedel, Subaru National Owner Loyalty Training Manager and former Carline Planning Manager for the 2026 Outback. Riedel helped develop the cargo cover and other clever features in the new Outback. "We did a ton of research with customers; we had surveys and focus group," she explained. "We also have a program called 'Subiecrew' with dedicated owners who love to advocate for our brand."

Jared Rosenholtz/Autoblog

Riedel and her team asked members of the Subiecrew how they use their vehicles to get ideas on how to design the Outback's cargo cover. "We reached out to them and said, 'take some pictures, show us what your car looks like, how you're using it day to day. Don't clean it up. We don't want PR shots,'" she joked. "That gave us a lot of direction on how people were using their vehicles; designs they configured in their own way with milk crates (for example) to build out what they want their cargo area to look like."

"We identified use cases that we were seeing most commonly with our owners," Riedel told us. "There used to be a stowable in the Outback for that, but we were find that owners weren't really using it that way. Sometimes they're taking it out, putting it in the garage, and forgetting to put it back. Or you buy a TV and don't want to throw anything on top of it." Through a combination of owner feedback and internal discussions, the Outback's cargo cover functions came together.

Chase Bierenkoven

Of the cargo cover's four configurations, hammock mode might be the most clever. It allows owners to have small items hanging above the floor so they don't roll around or get dirty while driving. "Concealed storage is always something we want to make an opportunity for; separating things you don't want to get muddy was a big use case we were seeing," Riedel described.

"And then [there 's] grocery shopping; you've got your milk, your eggs, your potato chips. It's always a question of where do those go so they don't get crushed. We were seeing a lot of Outback owners had gear they were keeping in their car: rock climbing and hiking every weekend. They want it in the car all the time but they don't want it rattling and rolling around," she detailed. "So hammock mode gets it up out of the way so they can use their cargo area day-to-day. It's all concealed, nobody can see your expensive climbing ropes; it's all out of the way."

Subaru even added a zipper so the cargo cover doubles as a tote bag if you want to bring items from the cargo into your house.

Jared Rosenholtz/Autoblog

In addition to the useful functions for humans, of course Subaru added functionality that makes the cargo cover perfect for dogs as well. By clipping the cover to the edge of the cargo area, it forms a partition that stops dogs from jumping out of the car when you open the liftgate. When you arrive, you can undo the top hooks to drape the cover over the bumper, protecting it from being scratched by your dog's claws.

"Tailgating is huge; people live out of the backs of their Outbacks, Reidel said. They're using it when they're camping, they're using it when they're getting ski boots on and off, they're at soccer games." Taking a page from Jeep, there are even a few Easter eggs in the trunk, showing how much cargo you can fit in the Outback if you want to take a road trip with your dog.

Jared Rosenholtz/Autoblog

For now, the 2026 Outback is the only Subaru model to have the four-in-one cargo cover. Putting it other vehicles would likely require changes to the cargo area during a facelift or full model update to integrate hooks and magnets for the cover.

Reidel left the door open for future models like the Crosstrek and Forester to get their own versions of the Outback's cargo cover, telling Autoblog, "anything is possible if we see that's what the customer is looking for."

She even expressed that Subaru could add new configurations, driven by how customers use the existing cover in ways the automaker did not even consider. "I'm really curious to see what our owners do with it. We added a lot of hooks to the side. How are they going to reconfigure things? We just keep influencing each other until we get to a really cool place," Reidel expressed. "Those hook points, the possibilities are endless. As soon as we launch a car, we are working on improvements for the next iteration."

Subaru has built a reputation for itself as a manufacturer of rugged but affordable vehicles. Aside from outliers like the front-wheel drive Uncharted EV (also available in AWD) and rear-wheel drive BRZ sports car, most Subaru’s are characterized by a Symmetrical All-Wheel Drive system, and the majority are now SUVs designed to offer adventurous families proper off-road capabilities alongside everyday practicality. The warbling Boxer motor may have lost some of its typically offbeat exhaust note over the years, but it is still a defining feature of Subarus to this day.

Sales figures have traditionally trailed the market leaders, and the latest numbers aren’t particularly stellar, but Subaru has a core of die-hard followers who wouldn’t even consider another brand. A glowing reliability study from Consumer Reports last year underlined the brand’s durability credentials, and this should translate into solid retained values in the years to come.

But how do used Subarus perform on the second-hand car market nowadays? We searched for the five Subaru models with the best resale values over a five-year period using historical data from AutoTempest to find out. Our average pricing data reflects actual vehicle sales over the past year, while new price figures and vehicle specs were sourced directly from Subaru.

Drew Phillips

• Fourth Generation (VA): 2015–2021
• Average Used Price (5 Years Old): $23,872
• 2021 New Price (Inc. Dest Charges): $28,420 – $33,020
• Retained Value: 77.7%

The WRX is a cult icon that vaulted Subaru to World Rally Championship stardom way back in the 1990s. But those days are long gone and many of its more extreme models have been slowly diluted over the years to appeal to a wider audience, and Subaru’s focus has long since shifted to its SUV offerings. The last remaining reminder of those glory days is the WRX sports sedan. It may not be quite as raw as some of the earlier variants, but the fourth-generation models still have that mechanical driving experience that enthusiasts love, and the combination of all-wheel-drive, powerful turbo engine, and manual transmission (avoid the CVT) make it a rather unique offering.

Gauging by the impressively low depreciation figures, these cars are clearly still in demand. With 2021 being the last year before the more refined fifth-generation models arrived, that link to Subaru’s glorious racing heritage has kept the older WRX in the limelight.

Subaru

• Fifth Generation: 2019–2024
• Average Used Price (5 Years Old): $23,451
• 2021 New Price (Inc. Dest Charges): $25,845 – $35,945
• Retained Value: 76.3%

Most modern day Subarus (aside from the WRX) have shifted from rally-bred sports cars to capable family-friendly vehicles, but they have retained that impressive off-road prowess thanks to their standard all-wheel drive systems. The Forester SUV has been a popular offering for years thanks to its fuss-free approach to family motoring.

Equipped with a proven 2.5-liter flat-four engine that’s mated to a CVT automatic gearbox, progress is steady rather than electrifying, but the Forester’s impressive ground clearance and AWD system allow it to take on anything a wintery school run or weekend camping trip can throw at it. Its retained value is extremely impressive, and while anew model has now been on sale since 2025, the fifth-generation models continue to offer the kind of low cost, low maintenance driving experience that customers desire in this segment.

James Riswick

• Second Generation: 2018–2023
• Average Used Price (5 Years Old): $20,800
• 2021 New Price (Inc. Dest Charges): $23,295 – $31,445
• Retained Value: 76.0%

In many ways, the Crosstrek is the epitome of what Subaru is about these days. It regularly outsells its stablemates and offers that trademark boxer engine rumble and all-wheel drive capability in a rugged yet compact package. It’s perfect for tight city streets as well as some light off-roading, making it a great one car solution for many.

A more powerful 2.5-liter engine was introduced as an option in 2021, addressing the complaints about the underpowered 2.0-liter motor. A plug-in hybrid model was introduced in 2019, the same year when Subaru’s EyeSight safety suite became available on all trims. The Crosstrek’s handling and ride are perfectly balanced to take on rough roads with ease, and the high retained values show that buyers are still very keen on these older models.

• Sixth Generation: 2020–2025
• Average Used Price (5 Years Old): $23,896
• 2021 New Price (Inc. Dest Charges): $27,845 – $40,995
• Retained Value: 66.5%

The Outback has recently undergone a complete redesign, but the older model will be sorely missed by many. Being a wagon-based crossover, the Outback offered plenty of interior space, without resorting to the ubiquitous SUV body style. This also gave it sharper handling characteristics, and its raised ride-height made it just as capable as an SUV over dirt roads.

Several updates over the years made the Outback more refined and frugal, and while the newest generation has gone the SUV route, this lifestyle wagon is still favored by a lot of buyers who want something a little different, without sacrificing practicality and capability.

Subaru

• First Generation: 2019–Present
• Average Used Price (5 Years Old): $25,027
• 2021 New Price (Inc. Dest Charges): $33,345 – $46,495
• Retained Value: 62.7%

The Ascent is Subaru’s largest vehicle, offering three row seating in its mid-size SUV bodyshell. It comes packed with practical interior touches and lots of kit for its price but is a bit more rough and ready than more on-road biased rivals. That’s no bad thing for Subaru fans, though, and the standard all-wheel drive system and proven 2.4-liter turbocharged engine are a great match for weekend camping trips.

Larger SUVs tend to suffer higher depreciation, and the Ascent’s impressive performance once again shows that an honest and well-priced model is always popular with buyers. While a 2023 update introduced new interior tech and a new grille design, the Ascent remains a solid choice regardless of the model year.

Depending on how well you keep up with automotive news, you may already be aware that sales for the 2026 Subaru Outback are down through the first four months of 2026. Several outlets and readers alike have come to the conclusion (without evidence) that the Outback's bold redesign is to blame for the sales dip, but what if there are other factors to consider?

Chase Bierenkoven

Month

2026

2025

Percentage Change

January

8,283

10,794

-23.3%

February

8,787

11,601

-24.3%

March

10,004

17,539

-42.9%

April

10,552

11,501

-8.3%

Though there might be some truth that consumers preferred the outgoing Outback's more wagon-like styling, we have trouble believing such a change would result in the 42.9% sales drop that occurred in March of this year. Autoblog gave Subaru the chance to explain what's been happening to Outback sales in its own words, and the Japanese automaker painted a much fuller picture of the situation.

"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," a Subaru spokesperson told Autoblog.

For those who are unaware, conducting a model changeover from one vehicle generation to the next is not an easy process, and sales tend to dip while the process is ongoing. A factory can not produce at maximum output while it phases out a previous generation model and brings in new tooling, stamping, and other equipment to produce the next-generation vehicle.

This process takes long enough when you keep production at the same factory, but Subaru also had to deal with the logistics of moving the Outback from the US to Japan. Not only does that introduce new supply chain difficulties, but unlike previous years, Subaru now has to consider the impacts of tariffs.

Subaru had to prepare Gunma plant to build the Outback, which can not happen overnight considering the Yajima facility within already builds the Legacy, Impreza, Crosstrek, and Forester. Gunma also contains the Oizumi engine/transmission plant, Kitamota transmission plant, and main plant that builds the Levorg, Impreza, Crosstrek, WRX, and BRZ.

Cole Attisha

Not only did Subaru begin 2026 at a disadvantage, having to shift Outback production to a different country, so it knew to expect a dip in sales. That dip is going to look worse when compared against the early part of 2025, which was particularly strong for Subaru.

"Year-over-year comparisons for 2026 aren't apples-to-apples. Around this time last year, many new-vehicle purchases were pulled forward due to announced tariffs, and customers rushed to make those purchases, which was reflected in our Q1 2025 sales. For example, March 2025 was Subaru's best sales month in the company's history. We knew there'd be a dip due to pull-ahead sales from last year, and I think the overall industry numbers from almost every other OEM reflect that," the spokesperson explained.

If you look at March 2024 sales, the Outback sold 13,501 units, far less than the 17,539 sold last year in 2025. That means the Outback's 2026 sales only represented a 26% drop from a "normal" sales year like 2024; this sounds less worrisome than a 42.9% decrease.

Subaru

While not fully recovered, it does appear from the outside that Outback sales have bounced back recently. Sales in April were within 1,000 units of their 2025 total, down just 8.3% from one year ago. Subaru feels confident it can maintain this upward trajectory, and the early part of 2026 may be a blip on the radar due to the aforementioned changeover issues.

"The year ahead for the new Subaru Outback looks strong. As inventory and awareness increase, we expect Outback to maintain its momentum throughout the year. The changes we made to the 2026 Outback are among the most comprehensive in the model's history, including new driver-assistance features, interior technology and comfort enhancements, and added capabilities for our Outback Wilderness. Our customers are loving the new Outback and we're encouraged for the rest of 2026, said Tim Tagye, Vice President, Field and Distributor Operations, Subaru of America, Inc.