Subaru

Subaru's first attempt at offering a three-row crossover ended with a whimper. It was with the B9 Tribeca, and it was sold from 2005 to 2014, with less than 80,000 sold throughout its nine years in production. Thankfully, the Ascent that replaced it has become a far more successful product.

The Ascent premiered in 2017 for the 2019 model year. It's also known as the Evoltis in other markets, and unlike its predecessor, this one looked, well, normal. This model finally gave Subaru a real shot at taking on the Ford Explorer, Honda Pilot, and Toyota Highlander. It has since received a facelift for the 2023 model year and has gained incremental improvements after that.

Subaru

At the national level, only one trim of the Ascent is available with a lease deal this March. It's for the Premium model in eight-passenger form, and it goes for $375 for 36 months with $4,374 due at signing. That makes it one of the least expensive all-wheel drive three-row midsize crossovers in the market to lease this month.

The offer is essentially carried over from the previous month, right down to its due-at-signing price. Only the Kia Sorento S AWD beats it in terms of monthly payments, although its headline-grabbing price is for 24-month leases. As always, it's $0.15 for every mile beyond 10,000 miles per year, and the offer is valid until March 31, 2026.

Subaru

There are five trim levels available for the Ascent, with prices ranging from $40,795 to $51,995. The range kicks off with the aforementioned Premium, followed by the Limited, Limited Bronze Edition, Touring, and Onyx Edition. Premium and Limited models come in either seven or eight-seater configurations, while Limited Bronze Edition and up get second-row captain's chairs as standard.

For standard equipment, all Ascents are fitted with EyeSight advanced driver assists, along with the all-weather package, power tailgate, rear autonomous emergency braking, and connected services. Limited models get upgrades such as heated first and second-row seats, driver attention assist, an enhanced infotainment system, and 20-inch alloys, while the Limited Bronze Edition gets, er, bronze highlights. The Touring then gets Nappa leather, panoramic sunroof, and a Harman/Kardon sound system, while the Onyx gets all the features from the Touring plus black exterior trimmings.

Regardless of trim, all Ascents are powered by a 2.4-liter boxer engine with 260 hp and 277 lb-ft. Symmetrical all-wheel drive is standard, and it won't be a Subaru without it.

Subaru

The fitment of standard all-wheel drive is the ace up the Subaru Ascent's sleeve. You'll be in the mid-$40,000 range to get in most of its competitors. With a base price that starts just over $40,000, this three-row crossover presents good value. It also comes with a full suite of advanced driver assists, and it has the IIHS' seal of approval, being a recipient of its Top Safety Pick award. As a family shuttle, it's safe, secure, loaded, and spacious, making it worth being on anyone's shortlist.

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.

Subaru is well-known for its outdoorsy crossover SUVs, but fewer may realize that a quirky legacy preceded its rugged persona. Before models like the Outback and Forester, Subaru attracted a cult following through its experimentation with odd engineering choices and left-field design. Rather than being made to fit in, they were designed to stand out through distinct elements, including but not limited to unusual proportions and clever mechanical tricks. If you consider Subaru’s pre-crossover history, it seems like some of these cars resembled passion projects. While certain designs contrast sharply with what you see from Subaru today, they helped build the brand’s focus on practicality, loyalty, and doing things its own way, which remains. Below are four examples of the company’s eccentric history that deserve recognition.

Subaru

Subaru’s 360, released in 1958, was the automaker’s first mass-produced vehicle. As a bug-eyed microcar measuring less than 10 feet long and only about 4 feet wide, the 360 easily stood out. If you’re wondering why the 360 was so small, Japan’s automotive industry was beginning to mobilize after WWII, and microcars like the 360 were tax-advantaged. Nicknamed “the ladybug” for its round appearance, the original 360 came equipped with a 356cc air-cooled 2-cylinder engine that produced 16 horsepower. As you can probably guess, the 360 was very lightweight, weighing in at 849-900 lbs. This contributed to its excellent estimated gas mileage (66 mpg) and helped form Subaru’s reputation for practicality. Despite weighing less than some fully-equipped motorcycles like the Harley-Davidson FL, the Subaru 360 could carry four passengers. The 360 was all about function over form, and its awkward appearance is still endearing.

Related: Toyota Built the FJ Cruiser in Secret—Now It’s a Cult Classic

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The United States imposed a 25% import tariff on light trucks in the late 1970s, known as the “Chicken Tax.” Subaru wanted to sell small pickup trucks to the United States; however, this was not viable due to the 25% tariff. The automaker avoided this issue by modifying its existing Leone platform for compact cars to include a bed with two rear-facing plastic jump seats and seat belts. Named the Subaru BRAT (Bi-Drive Recreational All-Terrain Transporter), Subaru effectively sidestepped the 25% levy. In essence, the BRAT was part small wagon, part utility truck featuring elements like a light roll bar and 4WD. The BRAT would become more ingrained in mainstream culture when former President Ronald Reagan used a 1978 model for work on his California ranch. As Subaru strived to keep pace with other trucks like the Toyota Hilux and Ford Courier, the BRAT was an early example of how the company catered to American tastes in unconventional ways.

Subaru

The Subaru XT was a sharp pivot from the company’s boxy, practical design to aerodynamic efficiency, with an impressive 0.29 drag coefficient. This aerodynamic prowess was rooted in its low-slung wedge shape, similar to what you’d see on a concept car, and its four pop-up headlights foreshadowed a spaceship-like interior design. Inside, the cockpit featured a wraparound digital instrument panel with holographic displays and a single-spoke air steering wheel, increasing visibility. The most powerful XT, the XT6, produced 145 maximum horsepower from 1988 to 1991. All-wheel drive (AWD) was also available, along with adjustable suspension. These design choices would ultimately prove Subaru could operate as a tech-forward brand, and the hope was that the XT would compete with European sports coupes. The XT was a commercial flop, but its design remains ahead of its time.

Subaru

Famous Italian designer Giorgetto Giugiaro, the mind behind cars like the DeLorean DMC-12, penned the Subaru SVX as a grand touring coupe blending JDM engineering with European flair. The SVX’s defining design element was its twin-pane airplane-like window, similar to a fighter jet canopy. Subaru further geared the vehicle toward premium buyers with additions such as leather and wood trim. Performance was solid, with the 3.3L 6-cylinder producing 231 horsepower and 228-229 lb-ft of torque. Over its run from 1992-1997, the SVX consistently achieved a 0-60 mph time of 7.3 seconds. Considering Subaru’s reputation for specializing in practical wagons and sedans, the SVX, along with the XT, was a notable departure. Unfortunately, the SVX also shared the XT’s lack of commercial success.

Despite the 360, the BRAT, the XT, and the SVX being out of production for decades, their experimental spirit can still be seen in small ways today. For instance, the Outback Wilderness shares the BRAT’s turbo flat-four engine and raised suspension. Although the XT and SVX models didn’t benefit from the success of the 360 and BRAT, they helped cement Subaru’s commitment to authenticity over mainstream appeal, which is why its fan base is so loyal.

Related: These Three (Fairly) Inexpensive Used Cars May Become Valuable Classics Soon

The Subaru Outback has always been the go-to for practical adventurers, mixing wagon DNA with real SUV capability. For 2026, Subaru pushes the Outback even further into SUV territory, giving it a boxier, more upright stance but keeping the essentials: standard all-wheel drive, useful ground clearance, and comfort you can live with every day. It still fills that sweet spot between hardcore off-roaders and the usual family crossovers.

If you’re not quite ready to buy, Subaru’s lease deals this March make it easier to get into the new Outback. The redesigned model starts at $36,445, and the current lease options help keep monthly payments in check.

Subaru

This month’s main lease offer focuses on the Premium trim, though you might find other deals depending on your local dealer or inventory. The advertised price aims to strike a balance between what you pay upfront and your monthly costs – pretty much what Subaru usually does with their national promos.

You’ll need $3,999 down to get started, but there’s no security deposit, so the upfront cost is a bit easier to manage. The current deal runs through March 31, 2026, and applies to qualified buyers.

Trim

Monthly Payment

Lease Term

Due at Signing

Annual Mileage

2026 Outback Premium

$365

36 months

$4,364

10,000 miles

The main offer is for a 36-month lease with $365 monthly payments, but some dealers might have shorter terms if you ask – just expect to pay more each month. There are also lease deals on higher trims like the Limited or XT, but those depend on where you shop and what’s in stock.

Availability will depend on which dealers are participating, and with the new Outback just starting to arrive, inventory could be tight in some areas.

This is the biggest change the Outback has seen in years. Subaru ditches the classic wagon look for a taller, more SUV-like profile. The result? More space inside, especially in the back, with a higher roof that gives you better headroom and extra cargo room.

Engine choices include a 2.5-liter flat-four with 180 horsepower or a turbocharged 2.4-liter producing 260 hp. Both are paired with a CVT and Subaru’s standard all-wheel drive. The turbo engine, found in XT trims and standard on the Wilderness, delivers stronger performance, though the transmission can feel less refined when pushed.

The Wilderness trim continues as the off-road-oriented model, offering 9.5 inches of ground clearance, adaptive dampers, and all-terrain tires. Everyday usability is enhanced by selectable terrain modes and, with the turbo engine, up to 3,500 pounds of towing capacity.

Inside, Subaru updates the cabin with a big 12.1-inch touchscreen, faster tech, and standard Apple CarPlay and Android Auto. Thankfully, you still get real buttons for the climate controls – good news if you’re not a fan of everything going touchscreen.

Subaru

The move to a more SUV-like shape might split opinions among longtime Outback fans, but it definitely helps the Outback stand out in a crowded field. While other brands chase rugged looks or hybrid badges, the Outback sticks to what it does best: practical, light off-road ability and everyday comfort.

If you’re looking at the numbers, leasing the Outback makes a lot of sense – especially with all the changes for 2026. You get to try out the new model without locking yourself into a long-term deal, and your monthly payments stay predictable, which is a big plus right now.

Chase Bierenkoven

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 idea of a wagon on stilts isn't exactly new. One just has to look at the AMC Eagle 4x4 Wagon to see where it all began. Still, Subaru was inspired by that, hence why it built the Outback. It made its home market debut in 1994, around the same time as the RAV4. The rest of the world followed in 1996.

The formula was simple: take a Legacy Wagon, add a couple more inches of ground clearance, and give it more rugged styling. For the next six generations, Subaru didn't change the recipe, and that's all thanks to the Legacy Wagon. For as long as it was around, the Outback's lineage could continue.

Subaru

The seventh-generation Outback still rides on the Subaru Global Platform, but it's no longer directly related to the Legacy because, well, it's been axed. For this redesigned model, it's more like a shortened Ascent. The body is much bigger than before, and the roof is higher up.

Overall, it looks more like a crossover now than a tall wagon. It's as if the Outback had well and truly embraced its SUV genes. The loss of the Legacy had forced Subaru's hand to do that, but the company has something to say about comments saying that the Outback is no longer a wagon.

More specifically, it's Subaru Australia that insists on calling the current Outback a wagon. That's according to a report from Drive during a recent get-together with Australian motoring media.

"Australians still want more out of their vehicle. They want substance. They don't just want to look the part, [they want] vehicles that deliver confidence when the road turns rough. Outback has been and will remain our greatest all-terrain wagon," said Scott Lawrence, general manager of Subaru Australia.

Admittedly, calling it an 'all-terrain wagon' is another way to avoid calling it a crossover. Then again, SUVs were classified as wagons before the term was coined, so perhaps Subaru Australia is clinging on to that. It's a stretch, but it's something.

It seems as though the communications for the new Outback aren't aligned worldwide. While the Australian office still calls it a wagon, Subaru North America has dubbed it an SUV. According to CarBuzz, customer clinics wanted more SUV elements in the redesigned model, which is why it looks the way it does now.

Either way, the seventh-gen Outback's new direction will spark more debate down the line. If different Subaru offices can't decide on what it really is, the lack of a 'one voice' makes this new model a bit of a category-buster.

Subaru

Subaru performance enthusiasts—myself included—have spent the last few years learning how to live on crumbs. A concept here, a cryptic teaser there, an ominously worded corporate statement about the future of STI somewhere in between. So when a new Japanese design registration surfaced recently, appearing to show a modern WRX STI hatchback, my reaction was excitement, but with caution. On paper, it looks like the return of something Subaru probably never should have abandoned in the first place: a practical, aggressive, rally-bred hot hatch with a hood scoop, swollen arches, and the sort of rear wing that makes your neighbours want to throw rocks at you. To be clear: Subaru has not officially announced a production WRX STI hatchback, and a design filing is not the same thing as a showroom confirmation. But this particular filing feels more significant than usual, because Subaru has already shown the world something strikingly similar.

Subaru Performance-B STI Concept

Subaru

Late last year, at the 2025 Tokyo Motor Show, Subaru unveiled the Performance-B STI Concept, and it did not exactly hide what it was going for. As reported by CarExpert, the car effectively blended the front end of the current WRX with the passenger and cargo section of the Impreza hatch, then layered on large wheel-arch extensions, a black hood scoop, aggressive aero, and a towering rear wing. Subaru also said the concept used a turbocharged boxer engine and Symmetrical all-wheel drive. Put simply, it looked like a modern STI hatch in all but nameplate certainty. And notably, the patent images now making the rounds seem to match its exact design direction.

The renderings I've mocked up using Gemini 3 Pro and Midjourney 7.0 below take those flat, grey legal drawings and translate them into something emotionally recognizable: a blue-and-gold, wide-bodied, five-door Subaru—it doesn't get more iconic than that. The nose is familiar, current-generation WRX, but the longer roofline and hatchback rear give it a more natural Subaru silhouette, one that feels more useful and somehow more authentic to the brand. It's nearly identical to Subaru's own teased concept car

Cole Attisha Using Gemini 3 Pro and Midjourney 7.0

Back in 2022, Subaru officially said that a next-generation internal-combustion WRX STI would not be produced based on the current WRX platform. The company added that it was exploring new opportunities for the next generation of STI, including electrification. It was the sort of statement that might have made sense in boardrooms and product-planning meetings, but it also felt like a sombre funeral for one of the most beloved badges in affordable performance. Since then, Subaru has kept the STI flame alive in fragments, including tS-badged variants of existing Subaru sports models, but rarely in a form that felt direct, cohesive, or satisfying to the people who actually wanted another full-fat roadgoing rally car.

The Performance-B Concept and the brand's recent patent filings suggest that Subaru has not merely been preserving the STI badge in a cryogenic chamber or treating it as an accessory line to sell more upgraded parts. It hints that the company is still experimenting with what a future STI-shaped product might look like and, more importantly, which body style might best carry that idea into a new era. It is explicitly hatchback-shaped, borrowing from the Impreza's passenger and cargo architecture while wearing WRX front-end cues and serious aerodynamic trackwear. That is an awfully specific kind of fantasy for Subaru to indulge in if there is no real appetite inside the company for revisiting the formula at all.

Cole Attisha Using Gemini 3 Pro and Midjourney 7.0

There is also a broader performance backdrop here that makes the timing feel less random. Subaru's recent activity in Japan shows a company still trying to define what performance means in the current era rather than simply abandoning the category. Earlier this year, Subaru highlighted STI-tuned road and motorsport machinery at Tokyo Auto Salon 2026, including the WRX STI Sport and a new race car for the 2026 Super Taikyu Series. Subaru's official materials around that motorsport program describe continued development of performance hardware and technologies through racing, while the company's High Performance X Version II race car uses a turbocharged 2.4-litre boxer engine (FA24), all-wheel drive, and a six-speed manual transmission. That is not proof that a road-going STI hatch is coming, of course. But it is evidence that Subaru is still investing real energy in the architecture, language, and engineering culture that made STI meaningful in the first place.

If anything, a hatchback might be the smartest way for Subaru to bring that meaning back. A sedan-only WRX has always felt slightly at odds with Subaru's broader identity. The company's best products tend to live where utility and enthusiasm overlap: cars that can handle weather, carry gear, and still feel like they have some personality pulsing beneath the sheet metal. A hot hatch channels that more naturally than a compact sports sedan does. It is more versatile, more visually distinctive, and arguably more faithful to the spirit that made Subaru performance cars resonate in the first place. In a market where practical enthusiast cars still punch far above their sales weight in cultural relevance, a WRX STI hatchback would not just be fan service; it could be a genuinely sharp strategic move.

Cole Attisha Using Gemini 3 Pro and Midjourney 7.0

Still, a patent filing is not a confirmation of a launch plan, and a concept is not a promise of production. Automakers register designs, unveil provocative show cars, and experiment with visual themes all the time without ever committing them to dealer order guides. And while the resemblance between the newly surfaced filing and Subaru's Performance-B STI Concept is difficult to ignore, there is no public confirmation that they are one and the same vehicle, or that either is destined for production. The safest conclusion right now is not that Subaru is definitely building a new WRX STI hatchback. It is that Subaru keeps circling the idea and is doing so with a level of specificity that makes outright dismissal impossible.

Because for years, the WRX STI hatchback has existed mostly as a kind of enthusiast ghost story—a remembered shape, a preferred old formula, a thing people wanted back but no longer expected to see revived with any seriousness. Now there is a concept in Tokyo that looks almost exactly like the sort of car fans have been sketching in their heads, and a design filing appears to support the same general direction. These renders sit in the middle of that gap between rumour and reality and make the whole thing feel like it could be real, and almost dangerously, plausible. And if Subaru really is working its way back toward an STI hatch, it would be more than a welcome product addition. It would be a statement that proves the company still understands what made it special in the first place.

The Subaru Forester has just come off its best-ever February sales in the United States, but it couldn’t make up for an overall decline in Subaru sales. Still, this shows that the reception to the new Forester—introduced for the 2025 model year—has been positive. It’s more refined than the old one and now has the option of a hybrid powertrain. If you’re considering lease options for the Subaru Forester, there are three deals worth looking at this month. We’ll cover all the details here and compare them with the Forester’s toughest rival: the new Toyota RAV4.

Subaru

This month’s Subaru Forester lease offers include two 2025 models and one 2026 model. The 2025 versions are nearly identical to the 2026 ones, so you shouldn’t be put off by considering them, especially if you want to lease a more premium trim. Here are the three Forester variants you can lease this March:

• 2026 Forester Base
• 2025 Forester Premium Hybrid
• 2025 Forester Premium

The Subaru Forester’s lease price starts at $249 for the 2026 entry-level model. This 36-month lease requires $4,248 upon signing. 

2026 Forester Base

2025 Forester Premium Hybrid

2025 Forester Premium

Lease cost per month

$249

$269

$315

Due at signing

$4,248

$2,254

$3,865

Lease term

36 months

36 months

36 months

The Forester Premium Hybrid’s total lease costs of $11,938 are actually lower than the $13,212 of the base model. That’s because the hybrid deal includes a $2,000 Customer Lease Cash Rebate. Even though the 2026 base model is newer and benefits from a revised center console design for all 2026 trims, the more powerful and efficient hybrid is easily our recommended pick of these three.

All three Subaru Forester leasing deals exclude tax, licensing, and registration costs. Subaru charges $0.15/mile if you exceed the limit of 10,000 miles annually. These specific deals may not be available in your location, but you can use your zip code to check deals close to you on Subaru’s website. These lease deals are available until March 31, 2025.

Related: The 2026 Subaru Forester Wilderness's Tech is Good But Not Great. Here's My Honest Take.

Toyota

Toyota only recently started offering lease deals on the RAV4, which launched late last year. The base RAV4 LE is available from $299 per month over 36 months, with $3,999 due at signing. At $14,763, including the down payment, its 36-month lease costs are easily more than the base Forester’s. 

The RAV4 does, however, get a standard hybrid powertrain with 226 horsepower, easily outmuscling the Forester’s standard 180-hp mill. However, if you don’t mind going for the 2025 Forester Hybrid, that has 194 hp and can still be leased for less than the base RAV4. It’s a Forester Premium, too, so has a decent number of features over and above the RAV4 LE. 

The Forester Premium Hybrid has standard all-wheel drive, a panoramic power moonroof, a power driver’s seat, and heated front seats, none of which are standard on the RAV4 LE.

Toyota knows it can get away with a premium on the RAV4, given the massive demand for this compact crossover, but there’s more value to be had in leasing a Forester this month.

Related: I Drive the Subaru Forester Hybrid Sport and Toyota RAV4 XLE Hybrid Back to Back – Here’s My Honest Review

Subaru has made a name for itself by producing reliable, rugged, and value-oriented wagons, sedans, and SUVs, and the new Forester is no different. Although the Forester Hybrid is a bit expensive to buy outright, this month’s lease deal looks very attractive alongside the RAV4. It’s not as powerful as the Toyota, but the Forester Premium Hybrid ticks most of the boxes that matter to buyers in this category.

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.

Subaru fans have spent years waiting for the legendary STI badge to make a proper comeback. While concepts like the STI S210 Prototype and wannabe trims such as the WRX STI Sport♯ have appeared in recent years, the current VB-generation WRX still hasn’t received a true STI variant. Adding to the growing list of “almost” performance specials is a new limited edition from Australia called the Subaru WRX Club Spec Evo.

Collecting Cars

The Club Spec name has been part of WRX history in Australia since the early 2000s. These models typically arrive toward the end of a WRX's lifespan and focus mostly on aesthetic upgrades. Subaru Australia revived the badge to celebrate a milestone of 60,000 WRX sales in the country. The new Club Spec Evo is based on the tS Spec B – similar to the US-spec WRX tS – and will be limited to just 75 units nationwide.

The most obvious highlight is the color. Finished in Sunrise Yellow, the car stands out even among the bold styling of the current WRX. And because it's based on the tS Spec B, it benefits from 19-inch wheels (finished in matte black), gold Brembo brake calipers, drilled rotors, and a large rear wing. On the inside, things are much more subtle. Perforated Ultrasuede seats have a yellow undertone, while matching stitching appears across the dashboard, steering wheel, and door panels. Each example also receives an individually numbered interior badge, emphasizing its limited production run. big-winged

Subaru

As previously mentioned, the Club Spec Evo models have mostly cosmetic changes. Therefore, under the hood, it keeps the same mechanical setup found in the tS Spec B. That means a 2.4-liter turbocharged boxer engine producing 202 kW (271 hp) and 350 Nm (258 lb-ft) of torque. Power is still sent to all four wheels through Subaru’s symmetrical all-wheel-drive system, and fortunately, Subaru only offers its limited-edition yellow WRDX with a six-speed manual transmission – no CVTs in sight. And since it's based on the tS Spec B, it already comes with adaptive dampers, Brembo brakes, Recaro seats, and a limited-slip differential.

Like previous Club Spec models, the upgrades are mostly cosmetic. Under the hood sits the same 2.4-liter turbocharged boxer engine found in the tS Spec B, producing 202 kW (271 hp) and 350 Nm (258 lb-ft) of torque. Power is sent to all four wheels through Subaru’s symmetrical all-wheel-drive system, paired exclusively with a six-speed manual transmission – no CVT in sight. The tS Spec B foundation also means the Club Spec Evo already benefits from performance-focused hardware like adaptive dampers, six-piston Brembo front brakes, and Recaro seats. Interestingly, Subaru Australia recently said the STI brand is not dead and that several performance-focused projects are underway. Until we have tangible proof that the STI division isn't extinct, we only have these knock-off STIs.

With just 75 examples planned, the WRX Club Spec Evo will be more than five times rarer than an Impreza 22B, and most of them are probably already spoken for. That is, if they can stomach its price tag. Pricing starts at 63,190 AUD ($44,405), a noticeable jump over the standard WRX, which begins at 48,890 AUD ($34,353). And if rumors about the next-generation WRX going fully electric turn out to be true, this bright yellow special may end up being one of the last old-school turbo boxer specials of its kind.

There's a certain sense of North American optimism baked into each and every Subaru. It's the cinematic kind of optimism that acknowledges your week will be filled with the hustle and bustle of school drop-offs, grocery store runs, stop-and-go traffic, and poorly planned construction zones, but also assumes that your weekend might still involve a mountain bike, muddy boots, a campfire, a canoe, or, at the very least, a scenic road leading somewhere more picturesque than home in the city. Subaru has spent decades selling that idea, and for a long time, the Outback has been its most recognizable expression: practical, reassuring, just rugged enough, and perfectly suited to people who like the outdoors enough to shape their lives around it without necessarily turning every day into an expedition.

Now the brand has two different ways of interpreting that same premise. The all-new 2026 Subaru Trailseeker is an EV with 375 horsepower, up to 281 miles of range, standard all-wheel drive, 8.5 inches of ground clearance, and a starting price of $39,995. The redesigned 2026 Subaru Outback starts at $34,995, keeps its gas-powered boxer engines, offers either 180 naturally aspirated horsepower or 260 horsepower with a turbocharger, and continues to play the role of Subaru's do-everything, go-anywhere family tool with 8.7 inches of ground clearance on most trims and 9.5 inches on Wilderness.

After driving the Trailseeker in Orange County, California, and the new Outback in Sedona, Arizona, on highways, city streets, canyon roads, and legitimate off-road terrain, I came away with a conclusion that is far more nuanced than “old versus new” or “gas versus electric.” These are not simply two Subarus aimed at the same buyer. They are two different interpretations of what a Subaru should be, and the gap between them says a lot about the kinds of lives people actually live now.

Subaru

The biggest surprise here for me was the Trailseeker. I enjoyed it more than I expected to, and not just because it is fast. It is seriously fast, though. With 375 horsepower from its dual-motor setup, a 74.7-kWh battery, and a quoted 0-60 mph time of 4.4 seconds, the Trailseeker is not merely quicker than the Outback—it occupies an entirely different performance paradigm. Even the turbocharged Outback, with its 260 horsepower and 277 pound-feet of torque, feels more like a competent long-distance companion than something eager to entertain. The naturally aspirated 180-hp Outback, meanwhile, feels predictably overmatched when asked to move with urgency, and the CVT does it no favours when responsiveness is what you crave.

What impressed me about the Trailseeker was not only the speed itself but also how its power transformed the vehicle's entire character. On the road, it felt sharper, more athletic, and more eager than the Outback without turning into something harsh or fussy. It still rode comfortably. It still felt like a family-friendly Subaru, but perhaps more like that one uncle who consumes far too many energy drinks and always seems to be at the gym. That matters more than it might sound, though, because the Trailseeker makes the everyday part of outdoor life easier. In the city, it felt simpler to place, to thread through traffic, and less effortful overall. Its power delivery is immediate and clean, and while EVs can sometimes feel sterile in the process, the Trailseeker avoids that trap by having enough body control and enough confidence to make its speed feel useful rather than gimmicky.

Subaru

Subaru's specs support that general impression. The Trailseeker rides on a 112.2-inch wheelbase, measures 190.8 inches long, carries up to 74.0 cubic feet of cargo space with the rear seats down, and can tow up to 3,500 pounds. It also gets Subaru's biggest-ever 14-inch touchscreen and standard NACS charging, with DC fast charging from 10 to 80 percent in as little as 28 minutes at up to 150 kW. For someone living in Vancouver, Seattle, Portland, or any other Pacific Northwest city where outdoor culture is not a hobby so much as a default setting, the Trailseeker makes perfect sense.

This is the ideal Subaru for a family that spends Monday to Friday in dense urban life, but disappears toward trails, lakes, ski hills, or forest roads on the weekend. For me, the Trailseeker would be perfect for navigating my daily inner-city commutes around Vancouver, B.C., then taking me up to Whistler for winter weekend skiing and out to Tofino on Vancouver Island for summertime surfing. The NACS port, optional CCS adapter, and battery preconditioning help its case in a region where charging infrastructure and EV familiarity are already much more normalized than they once were. Based on my own experience with EVs at home in Vancouver, that is not a mere theoretical advantage; it is a genuine lifestyle fit—especially considering how much more expensive gas is likely to become in the near future.

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Subaru

The Outback, by contrast, feels like it belongs to a different rhythm of life. It is still a vehicle for outdoorsy people, but not necessarily for the kind who live in a condo tower and only escape to nature on weekends. The new Outback feels better suited to buyers who live farther away from dense urban convenience and spend more of their lives “toughing it out,” whether that means longer distances between services, worse pavement, rougher weather, or a greater need to trust the vehicle without thinking too hard about charging infrastructure or trip planning.

That identity shone through even before the terrain got rough. The new Outback's interior is a real improvement, and one that feels shaped by actual customer feedback rather than a design team dissecting numbers on a chart. Subaru enlarged the cupholders and bottle holders, reshaped the center console for better ergonomics, brought back more actual buttons and switchgear, and paired the standard 12.1-inch infotainment screen with a 12.3-inch digital instrument cluster. Subaru also claims the new system is much quicker than before, with up to 2.5 times faster processing than the prior-generation setup, and in practice, it is indeed much less frustrating to use than the old vertical display that felt way too dependent on submenus for basic functions.

I still preferred the Trailseeker's interface overall, because it felt easier and more natural to use, but the Outback deserves credit for listening. Cars like this are bought by people who use every inch of them, every day, in all kinds of clothing, weather, and moods. The Outback's cabin feels more functional and more ergonomic, and is also full of the kind of campy little Easter eggs Subaru owners tend to adore, which may not change a comparison chart, but absolutely does change how a vehicle feels over time.

Subaru

On the move, the non-turbo Outback felt somewhat sluggish, and that is the powertrain I would skip here unless price is the overriding concern. The turbocharged version is far more usable, especially for low-end pull and relaxed highway cruising, but even then, it never has the clean, immediate punch of the Trailseeker. Subaru claims non-turbo Outbacks can achieve up to 31 mpg on the highway and 25 mpg in the city, and turbocharged models can get up to 29 mpg on the highway and 21 mpg in the city—not especially noteworthy efficiency, but respectable nonetheless. What it does have going for it, though, is a more old-school sense of sturdiness. It feels like something you could live with in harsher conditions, farther away from civilization, without ever reconsidering whether it's the right tool for the job.

That confidence is far more obvious off-road. I took the Outback up a mountain outside Sedona to watch hang gliders launch, and the terrain was more serious than many owners will likely ever attempt, especially in a non-Wilderness model. Yet the Outback handled it with real conviction. Subaru gives all Outbacks X-Mode and hill descent control, while the Wilderness adds dual-mode X-Mode, all-terrain tires, electronically controlled dampers, and 9.5 inches of ground clearance. Even standard trims have 8.7 inches of clearance, which gives the Outback an immediate hardware advantage over the Trailseeker's 8.5 inches when the trails really get tough.

The Trailseeker, to be fair, is not just some soft suburban EV playing dress-up by comparison. On Subaru's off-road course at Lake Elsinore Motorsport Park, its instant torque and optional all-terrain tires helped it claw through dirt and clay on steep surfaces impressively well. Its revised all-wheel-drive system, variable torque distribution, and off-road software are not just marketing fluff. But when the terrain asks more from the body itself, ground clearance still matters, and that is where the Outback comes out ahead.

Subaru

One of the more interesting aspects of this comparison is how well the interiors match the individual personalities of these vehicles. The Trailseeker's cabin is modern, airy, and a bit cold. It is handsome in a contemporary EV sort of way, and the optional blue leather in the Touring trim helps give it some much-needed character. At $46,555, the Touring also adds a panoramic glass roof, ventilated front seats, and a few luxury flourishes that make it feel appropriately premium. It is well made, comfortable over long stretches, and clearly intended to appeal to buyers who want their Subaru to feel current.

The Outback's cabin is less sleek, but more human. It feels grounded, practical, and easier to understand at a glance. The Outback's controls, storage solutions, and general layout make more intuitive sense. For most families, that'll matter far more than horsepower figures and 0-60 times. And Subaru has backed the design with strong practicality-related figures too: 34.6 cubic feet of cargo space behind the second row and 80.5 cubic feet with the seats folded, compared with the Trailseeker's 31.3 cubic feet behind the rear seats and 74.0 cubic feet max without the panoramic roof. Rear seat room and overall usability felt broadly comparable in person, but on paper, the Outback still holds the edge for sheer cargo volume.

That said, the Trailseeker is still closer than you might expect here. Subaru is not exaggerating when it says the EV's cargo room is comparable in practical terms. For many buyers, especially those packing family gear, sports equipment, or weekend bags, the difference might not be great enough to make or break a deal.

Subaru

The price walk shows just how closely these two models are positioned within Subaru's model lineup. The Trailseeker starts at $39,995 and tops out at $46,555 in Touring form before destination. The Outback starts at $34,995, climbs to $45,395 for the non-turbo Touring, $44,365 for the Limited XT, $47,995 for the Touring XT, and $44,995 for the Wilderness before optional extras.

That means the Trailseeker isn't being positioned as some unattainable, state-of-the-art halo car, despite its fully electric powertrain and comparably massive power figures. In top trim, it lands right in the same pricing neighbourhood as upper-end Outbacks. What you are really choosing is not just budget, but worldview. For the money, the Trailseeker delivers stunning straight-line performance, a smoother, more modern urban driving experience, useful towing capability, fast charging (10% to 80% in just under 30 minutes on a DC charger), and packaging that still feels recognizably Subaru. The Outback offers proven long-distance usability and versatility, more human-centric ergonomics, more cargo space, easier refuelling, and a sense that it was built for people who do not want their lifestyle dictated by infrastructure.

Subaru

The 2026 Subaru Trailseeker is not here to replace the Outback in spirit, even if it echoes older Outbacks more gracefully in its softer surfacing than the new gas model does in its more polarizing, blockier design. Instead, it feels like a parallel evolution of the same fundamental idea. It is the Subaru for people whose version of adventure perhaps begins in a downtown parking structure and ends beyond an out-of-town trailhead. It is ideal for families in typical Pacific Northwest cities who want one vehicle that can commute, haul kids, carry gear, and still make a weekend escape feel easy rather than compromised.

The 2026 Outback remains the better choice for rural buyers, hard use, and people who spend more of their lives outside the general convenience of dense urban centers and modern charging infrastructure. It is tougher in a more old-fashioned sense, more pragmatic inside, and still the Subaru I would trust most when the road ahead is no longer paved. That split probably says as much about the world as it does about Subaru: outdoorsy living no longer looks the same for everyone. Some people, myself admittedly included, typically access wilderness between coffee shop stops and, when necessary, rapid chargers. Others live closer to the edge of it and need a vehicle that can take more abuse with less pre-trip planning. Subaru, to its credit, seems to understand that both are valid and real ways of life in the modern day.

Neither of these vehicles feels fake or performative in its mission, even if one is clearly more digital than the other. And for those of us who still believe cars should say something honest about the lives they are meant to serve, that may be the most convincing thing either of them does. The best vehicles are not always the fastest or the flashiest, but the ones that fit most naturally into real life. In that sense, both of these Subarus succeed, depending entirely on what your own life looks like.

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Driver-assist tech has always been at the core of Subaru’s safety story. EyeSight was one of the first advanced driver-assistance systems to hit the mainstream, and it’s been steadily upgraded over the years with better cameras, wider detection, and more features.

Now Subaru is teaming up with Infineon Technologies to take EyeSight a step further. Together, they’re developing a new microcontroller that will sit at the heart of an integrated control unit, handling both EyeSight and the vehicle’s motion systems.

Infineon’s AURIX TC4x automotive microcontroller platform is the main attraction of this collaboration. Subaru says it joined the development process early to help tailor the chip’s specifications for the automaker’s future electronic architecture.

Subaru

The aim here is to process control data faster and use less power. Subaru says the new chip will let the integrated ECU handle EyeSight and motion control with ultra-low latency – meaning quicker, more precise responses when it counts.

That matters because modern ADAS features increasingly depend on coordination between sensors, computing hardware, and mechanical systems. Steering, braking, and traction adjustments often need to happen in fractions of a second to keep the vehicle stable and predictable.

By bringing EyeSight and motion control together in a single ECU, Subaru expects these systems to communicate more efficiently. The new chip should also help fine-tune the all-wheel-drive system, providing more precise responses when driver-assist features engage.

The AURIX TC4x platform itself has been around for several years and has already appeared in other automotive technology partnerships. Past collaborations have included projects with Siemens and BMW vehicle systems.

Subaru says this system will fit into its new electrical architecture, which is being built to handle future electric, hybrid, and gasoline models.

Subaru

Right now, this partnership is all about laying the technical groundwork. Subaru hasn’t said when the new integrated ECU will actually show up in production cars, or which models will get it first.

Of note, the newest EyeSight version on the Subaru Outback allows hands-free driving at higher highway speeds than before, expanding the system’s capabilities in real-world driving.

Whether this Infineon partnership leads to changes drivers will actually notice is still up in the air. But as Subaru keeps working to tie EyeSight more tightly to motion control and all-wheel drive, the next wave of its driver-assist tech could end up working smarter in the background.

Chase Bierenkoven

It sounds like something out of science fiction, but the idea of a turbine jet engine in a mainstream production car is not new. In fact, the Wikipedia page for cars powered by aircraft engines has well over a dozen entries, and Subaru may someday soon be its latest entry. According to a publication filed with the World Intellectual Property Office, Subaru has patented an electric power system and startup control method for a turbine engine that could be used in an everyday car. What's more, this isn't the first time Subaru has done this, with an earlier patent from last year describing a turbine engine, or jet engine, being used to extend range in an electric vehicle.

Subaru

The first of the two patents, both of which were first brought to wider attention by CarBuzz, indicated that using a turbine as a steady-state generator could be considerably more efficient than what immediately comes to mind when the idea of a jet-powered car is mentioned, a jet engine being used for direct propulsion. In that first patent, Subaru explored how to start the jet engine more quickly to avoid the long spool-up time. Solving that, the turbine could theoretically be used to generate electricity more easily, and the whole purpose of the concept is to feed an extended-range EV (EREV) in a more efficient manner than a traditional gas combustion engine. The second patent addresses a different problem: what happens if the turbine loses power and can't start up as quickly as desired, but is still necessary for the generation of electricity.

Related: Next Subaru WRX Could Lose What Made It Famous

According to the filing, Subaru's invention could work in a somewhat symbiotic manner. If the EREV's high-voltage battery is capable of driving the vehicle at full throttle, that means there's enough energy to use the electric motor-generator to spin up the turbine quickly, and if not, the turbine would be capable of being started using the regular 12-volt battery without draining it. In a nutshell, when the high-voltage battery is low, the 12V battery could be used to slowly start up the turbine, and when the high-voltage battery has enough juice to run the car at full power, that would start up the turbine fast.

Subaru

While aircraft turbines use compressed air to spin up to speed and start running, Subaru's patent would use the existing electric motor in the EREV, making the package simpler. The turbine would naturally be much smaller and lighter, so the 12V battery could achieve the turbine's target speed with relative ease, but there are obvious drawbacks, not least of which is yet more weight, albeit a relatively small amount, something EVs of all sorts can do without. And unlike aircraft turbines that can be bump-started if there's enough air flowing through them to spin the compressor blades, if the hypothetical "jet-powered" Subaru EREV is completely out of juice, the only way to get it going again would be by plugging it in.

There's also the issue of noise—the patent suggests spinning the turbine at 20,000 rpm when being started by the 12V battery and 25,000 rpm with the HV battery—but given its relatively small size, Subaru would likely be able to insulate it fairly well, and if these drawbacks can be overcome, this could be a highly efficient way of generating electricity for an EREV. As a patent, this idea has a 50/50 chance of reaching production, but it could be a real attention-grabber for the future of the STI nameplate. Either it will or it won't.

Related: Subaru Wants to Put a Real Clutch Pedal in an Electric Car