Subaru

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The Subaru Forester is one of the automaker’s cornerstone products. It’s consistently one of Subaru’s top sellers and remains competitive in one of the most crowded segments in the industry. That segment, however, is absolutely dominated by the Toyota RAV4. Not only is it one of Toyota’s best-selling vehicles, but it’s also one of the best-selling vehicles worldwide. Recently, both models have undergone major updates, setting the stage for a compelling comparison.

Like the recently redesigned Toyota Camry, the all-new 2026 Toyota RAV4 is now offered exclusively as a hybrid. Front-wheel drive (FWD) is standard, with all-wheel drive (AWD) available as a $1,500 option. The RAV4 lineup includes several trims, each with its own personality. For this comparison, I’m focusing on the expected volume seller: the AWD XLE Premium, which carries an MSRP of $38,950.

Related: Nissan Leaf vs. Volvo EX30: Serious Entry-Level EV Contenders

The 2026 Subaru Forester also gains a hybrid option, pairing its signature “boxer” four-cylinder engine with a Toyota-sourced hybrid system. AWD is standard across the board, and Subaru has tuned the vehicle to meet its internal off-highway capability standards. As with the Toyota, I’m spotlighting a mid-level trim - the Forester Sport Hybrid - which starts at $39,595. Both vehicles sit comfortably above their base trims and come well-equipped.

Subaru

The Forester recipe has remained largely unchanged since its introduction in 1997: a boxy, rugged machine offering more space than an Impreza, but not quite as much as an Outback. Gone are the days of the Forester being a zippy wagon on stilts. Today, it’s a puffier, more conventional SUV built to haul families and gear.

Power comes from a familiar 2.5-liter horizontally opposed four-cylinder, shared with the non-hybrid model, but reworked into a Miller-cycle setup. The payoff is improved efficiency at the expense of outright horsepower. When properly equipped, towing capacity tops out at 1,500 pounds.

The gas engine is paired with an electric motor fed by a 1.1-kWh battery, while a second electric motor acts as a starter and generator. Combined output is 194 horsepower. That’s not a lot for a vehicle that weighs just under two tons, but Subaru’s full-time mechanical AWD system helps deliver respectable EPA estimates of 35 mpg city and 34 mpg highway. Unlike many competitors, this AWD system is always engaged and noticeably more active.

Subaru

Visually, the Forester Sport Hybrid leans hard into Subaru’s rugged image. Some may find it bloated, and it lacks the distinctiveness older Foresters once had, but it still looks purposeful. Inside, Subaru has moved things in the right direction. The cabin is spacious, straightforward, and built with utility in mind. It’s not luxurious, but the materials feel solid and durable.

The seats are particularly well done—comfortable and accommodating for larger drivers like myself. Rear-seat space is generous, and controls are sensibly sized. The 11.6-inch vertical touchscreen supports Apple CarPlay and Android Auto, while a 12.3-inch digital instrument cluster sits in front of the driver. Some users have noted occasional lag and wireless connectivity hiccups. Cargo space measures 28 cubic feet behind the rear seats and expands to 69 cubic feet with them folded. A downside: there’s no spare tire, as that space is occupied by the lithium-ion battery.

Toyota

The Toyota RAV4 helped define this segment and predates the Forester by three years. It’s now the most popular vehicle sold in the United States, having recently unseated the Ford F-150. For 2026, it receives a comprehensive update. Buyers can choose from several flavors, including a GR-tuned sporty variant, an off-road-inspired model, and a powerful plug-in hybrid. The XLE Premium is expected to be the volume leader, and like all RAV4s, it comes standard as a hybrid. Depending on configuration, towing capacity ranges from 1,750 to 3,500 pounds.

Related: Subaru Beats Toyota, Honda, BMW, and Porsche in Consumer Reports’ 2025 Brand Rankings

The RAV4 uses a 2.5-liter four-cylinder paired with Toyota’s Electronic On-Demand AWD system, which adds an electric motor to drive the rear wheels when needed. Output climbs from 226 horsepower in FWD form to 236 horsepower with AWD. Fuel economy varies by trim, but the AWD XLE Premium is rated at an impressive 42 mpg combined. Opt for the more rugged Wilderness trim, and that number drops noticeably.

Toyota

Design-wise, Toyota has incorporated cues from the Prius and Camry, particularly up front. The wraparound lighting gives it a slightly EV-like appearance, depending on your perspective. The rear still looks unmistakably RAV4, but the overall shape appears leaner and more muscular than the Subaru, despite similar curb weights.

Inside, Toyota adopts a minimalist approach without sacrificing sophistication. Seats are comfortable, rear-seat space is on par with the roomy Forester, and tech is a highlight. A new infotainment system features wireless Apple CarPlay and Android Auto on a 12.9-inch touchscreen, paired with a 12.3-inch digital gauge cluster. Utility is where the RAV4 really shines: 37.8 cubic feet of cargo space behind the rear seats and roughly 70.4 cubic feet with them folded flat.

S

I experienced the Forester Hybrid in extreme conditions, piloting it through a brutal Arctic blast while helping transport rescue dogs across the country. It was rock solid, drama-free, and genuinely comfortable over long distances. It’s a very good vehicle, but I struggle to see it as anything other than second place to the RAV4. The Forester feels underpowered, and at this price point, the hybrid system’s benefits don’t fully justify the trade-offs.

The RAV4’s AWD system is less noticeable, and it feels like a powerhouse by comparison. It’s roughly a second quicker to 60 mph, tows more, delivers much better fuel economy, and offers greater cargo capacity. Steering feel in both vehicles is light and numb, though easy to manage. The Toyota feels sportier, with stronger acceleration and noticeably better passing power.

That said, the Subaru has its strengths. It feels solid and composed, and some may find it slightly quieter with better overall isolation.

Toyota

For buyers seeking the best all-around value, the 2026 Toyota RAV4 Hybrid XLE Premium makes a compelling case. Its design choices are hard to fault, and the proven hybrid powertrain moves the crossover with confidence and efficiency. The Subaru Forester Sport Hybrid will undoubtedly appeal to loyal Subaru fans who want standard AWD and a more rugged personality with improved fuel economy, but in this matchup, Toyota sets the benchmark.

Related: Sibling Rivalry: My Honest Review of the 2026 Honda HR-V vs 2026 Acura ADX

Growing up in a Ford pickup family who were very proud to be gun-totin’ and God-fearin’, I was taught that anything non-American—and Japanese specifically—was gutless, inferior, and should be avoided at all costs. It was American-made, or it was junk. Enough said. Of course, I carried that with me until I bought my first car, a 1999 Toyota Corolla LE for $1,200, as a teen. I realized that they were wrong. For $1,200, no air conditioning, a leaky gas tank, a rusted frame, no tachometer, and no overdrive, it was 1,000 times more reliable than any American truck or SUV my dad ever owned—even the new ones. It sat for years in a junkyard before I bought it, and all it needed to run was a new battery, fresh oil, and some gasoline. My dad’s trucks were constantly needing something. 

I had my Corolla for years, and I saved up enough to buy my 2011 Subaru Forester. And that was a game-changer for me, because the all-wheel drive allowed me to sustain my nature-loving lifestyle. I could camp, fish, and hike—even in the snow—and have full confidence that I’ll make it home in time for dinner without too much fuss. I also loved the brand’s mission statement, the friendly nature of other owners, the aftermarket support, and, of course, how easy it was to fix. Even when I had to take the engine out to reseal the cam carriers. I’ve had it for nearly 10 years, and it’s been an incredibly reliable and versatile car. I loved how it fit like a worn-in hiking boot: it wasn’t fancy, or even remotely quick, but it was always ready for just about anything. However, as the brand grew, newer cars seemed to be branching away from that. 

Kristen Brown

In a way, it felt like they were marketing their products towards an older customer who was retiring from their time on the mountain or in the woods, but still wanted all-wheel drive to get to the store in the rain. The less expensive models felt too cheap, and for a while, there wasn’t a middle ground model that enthusiasts like my husband and I could afford if we wanted to continue our loyalty to the brand. Until I test drove the 2026 Subaru Forester Wilderness. This Subaru is what it would feel like if they gave a shout-out to those who’ve been with the company since the early 2000s. Here’s why the Forester Wilderness feels like the most quintessentially Subaru yet.

Subaru’s brand identity in the early 2000s was shaped by a series of marketing slogans that emphasized technical prowess, safety, and a sense of inclusivity. Notable taglines from this era included “The Beauty of All-Wheel Drive” (2000), “World Quality Subaru 4WD” (2000–2001), “Driving Emotion” (2001–2002), and “Think. Feel. Drive.” (2003–2008). These slogans reflected a dual focus: on the one hand, Subaru highlighted its unique symmetrical all-wheel-drive system and the stability it provided; on the other, the brand began to experiment with more emotional appeals, connecting the driving experience to lifestyle and personal identity.

Kristen Brown

The “Think. Feel. Drive.” campaign, launched in 2003, encapsulated Subaru’s attempt to blend rational engineering with emotional reward, positioning its vehicles as both practical and enjoyable. This messaging was supported by a redesigned logo and a push for a more unified global brand image. Earlier campaigns, such as “Active Driving, Active Safety” (1996–1999), leaned heavily into Subaru’s reputation for predictable handling, safety, and the low center of gravity afforded by its boxer engines. The year 2008 is when Subaru went with “Love: It’s What Makes A Subaru, A Subaru,” airing commercials about parents passing their beloved Outback or Forester down to their now-teen driver, circling back to the emotional pull the company was going for (see the video below). That lasted through the 2010s.

Though I feel like that’s when Subarus began to feel different. The company made great strides in the safety and technology department, and thankfully didn’t stray away from the Boxer engine or the legendary all-wheel drive, but the cars didn’t feel the same. It seemed like the company was desperately trying to squeeze their way into the fray to be the best mainstream SUV, when before they were just outside the ring—fully aware that they were pacifists relying on their loyal, pre-established fan base to carry them to respectable bottom lines. That care-free, nature-loving, granola-gobbling, smelly dread-having philosophy all of us loved and identified with was slowly being diluted by the need to be corporate in a pressed suit.

Related: I Put My Toddlers in a 2026 Subaru Forester Wilderness. Here's How It Went

Many, including myself, felt skeptical about the redesign for the 2026 model year. It looked like it was trying hard to look like everything else on the road, because it was trying to be everything else on the road. My father-in-law, a RAV4 hybrid owner, said he thought it was a RAV4 before he realized it was a Subaru. But then it got the Wilderness treatment, and suddenly, I was transported back in time. The interior design, the wide open windows, the drive and ride quality, reminded me a lot of my old Subaru. It felt like it was circling back to the old, “rugged, honest, capability” mantra. Yes, it came with some serious modifications, like the lift, all-terrain tires, water-resistant StarTex upholstery, a CVT, and underbody protection—but it retained everything we long-time fans liked about the older models. It felt like the way Subarus used to feel. 

Kristen Brown

While the Forester Wilderness diverges from early models in terms of complexity, technology, pricing, and the absence of manual transmission and turbocharged options, these changes reflect broader industry trends and evolving customer preferences. The core values of safety, reliability, inclusivity, and adventure remain intact, ensuring that the Wilderness continues Subaru’s legacy of building vehicles that inspire loyalty, exploration, and shared identity.

The 2026 Subaru Forester Wilderness is, by no stretch of the imagination, a cheap SUV (and why would it be with all those modifications). The MSRP starts at $38,385, and my tester got up to $42,430 after adding the optional paint color and a few other packages and add-ons. However, since the average price of a new car in 2025 was between $49,000 to over $50,000 according to Cox Automotive, that’s not too far off base. Especially since in 2003, when the Forester was brand new, the starting price was $21,870, which in today’s economy would be about $38,524 for the base model. The Forester Wilderness comes with a lot more in regards to technology, equipment, and off-road-readiness—the old Forester would be that much without all those things. In all fairness, it’s a great price for what you get.

Subaru US Media

Which, in a way, circles back to the company’s long-gone mission statement of something affordable, capable, versatile, and family-friendly. That’s what helped make it, in my opinion, the most Subaru-y Subaru yet. Even more than the Outback Wilderness. It feels like the Subarus we grew up with and loved, but with the modern advances in safety and technology to make them just as safe as the company’s competitors. I call that a win-win-win.

Related: Can You Daily Drive the Off-Road Ready 2026 Subaru Forester Wilderness? Here's Why I Say, "Hell Yeah"

Subaru still does a lot of things to keep its name in everyone’s good graces. They never abandoned the LGBTQ+ community that saved them from extinction in the 1990s by donating to supporting causes annually, they do a lot of good for shelters and getting animals into loving homes, they do a lot of work for the National Park Foundation (just look up the Ski Patrol program and annual cleanup events), and even donate to education programs that supply classrooms with supplies to help kids in underserved communities learn better. And, of course, customers are still fiercely loyal.

Kristen Brown

These things are fundamental to Subaru’s identity and haven’t, and will probably never, go away. It’s the products that felt different for me—but the 2026 Subaru Forester Wilderness helped turn the gravity back on. Finally, Subarus are feeling like Subarus again. It may be a more modern, technology-forward reinterpretation of the personality that made the brand so popular back in the day, but I feel the Forester Wilderness bridges the gap between Subaru’s quirky, rugged past and its modern mainstream identity.

In today’s compact car market, buyers who want value, practicality, and all-weather confidence don’t have to choose between boring commuter and pricier premium options. The 2026 Subaru Impreza RS and the 2026 Mazda 3 Carbon Edition both bring all-wheel-drive traction, a generous equipment list, and sensible pricing, yet they arrive from very different design philosophies.

Mazda

Recently, I had access to an Impreza RS, and a Mazda 3 Carbon Edition. Full disclosure, the Mazda was a media loan, the Impreza was borrowed. Both vehicles were competent, and excelled as commuters, but they are remarkably different. Both vehicles have the same displacement engines (2.5-liters) but they are completely different configurations. They also provide all-wheel drive (AWD) systems, which are also completely different.

At a glance, the Impreza RS is the practical all-weather toolkit built for every season. The Mazda 3 Carbon Edition is a more styled, engaging alternative that doesn’t compromise on comfort or features. Here’s how they compare across the key areas that matter to everyday buyers.

The Impreza RS is powered by Subaru’s 180 horsepower, 2.5-liter four-cylinder that makes 178 lb-ft of torque. It's paired with a continuously variable transmission (CVT). It's a rear-drive-bias "Symmetrical" AWD system that is a proven quantity on rough terrain and in harsh conditions. It is EPA-estimated at 26 mpg city and 33 mpg highway, which is impressive for any AWD vehicle.

It comes only as a hatchback, which makes it much more utilitarian. You get 20.4 cubic feet of cargo space behind the rear seats, expanding to a maximum of 56.0 cu-ft with the 60/40 split-folding rear seats lowered. That's competitive with many small crossover/SUVs. You also get a 11.6-inch touchscreen infotainment screen, Apple Carplay and Android Auto, along with 6 speakers and 4G LTE Wi-Fi capability.

Externally, the Impreza RS is distinguishable from the base model Sport by its black-painted 18-inch wheels. It's not as rugged-looking as a Crosstrek, and it's priced in the same ballpark. The RS does offer unique interior upgrades and stitching. Cloth upgrades look great, but the seat material is not exactly premium. Despite this, the seats are surprisingly comfortable, and Subaru has made real progress with its overall interior design.

Despite their improvements, the exterior and interior are not particularly notable for innovation. That's not an indictment; as the overall design is easy to live with, and feels fairly high quality. Slow and steady updates are the name of the game, and it's also the way Subaru looks at performance.

Once again, slow and steady is the way the Impreza RS goes. It's not as painfully slow or as underpowered as the 2.0-liter boxer, but it is a bit timid. Its 0-60 mph time comes in under 8 seconds, which is acceptable; however, passing power and sporting performance are lacking. Still, the driving character of the Impreza RS is calm, comfortable, and very easy to live with. It's surprisingly maneuverable and has a good ride.

The Mazda 3 Carbon Edition pairs a 186-hp 2.5-liter 4-cylinder with 186 lb-ft of torque. Recently, there was a tiny drop - but the EPA estimated efficiency of this powertrain hovers at 25 mpg city and 34 mpg highway. Mazda's AWD setup is different than Subaru's and the front-wheel drive-bias powertrain layout is different as well.

Related: These Are The 10 Cheapest Three-Row SUVs On Sale Today

While you can get a Mazda 3 as a hatchback, the Carbon Edition tested is only available as a sedan. Trunk-space is acceptable with 13.2 cu-ft available. It comes with a (very small) 8.8-inch infotainment display, Apple CarPlay and Android Auto integration, and a Bose 12-speaker premium audio system.

Mazda designed the Carbon Edition with a sleek, traditional, and upscale aesthetic. It utilizes Mazda’s KODO "Soul of Motion" design language, characterized by a refined, flowing silhouette. The Carbon Edition adds distinct styling elements like 18-inch black alloy wheels, gloss black grille, and red leather seating. 

Related: Why the Mini Countryman E’s New EV Range Actually Matters

To many, Mazda's design still looks fresh, contemporary, and handsome. That design shines inside and out, but it's not perfect. The biggest issue is the infotainment screen, which is primarily manipulated by a dial/knob located south of the gear lever. The seats are very comfortable, and the red leather feels premium; however, the back seat space is tight for adults.

Mazda’s i-ACTIV AWD provides excellent grip in challenging conditions while maintaining a lighter, more refined touch. In everyday driving, the Mazda feels more willing and alive, especially on winding roads. It is playful by comparison and far more connected to the road. The Subaru is softer and more relaxed, and both vehicles have improved noise isolation, but some rumbling still gets through.

Mazda

If your priority is everyday confidence, simplicity, and trustworthy AWD capability at a sensible price, the 2026 Subaru Impreza RS is one of the best choices in its class. It’s a sensible, “does-it-all” compact with genuine all-season traction and no drama.

If you want more engaging dynamics, a slightly more premium cabin, and AWD that doesn’t sacrifice fun for practicality, the 2026 Mazda 3 Carbon Edition delivers sparkling road manners, tech polish, and value that edges into near-luxury territory without the price tag to match.

Both are excellent AWD compacts - just tuned to slightly different audiences. One leans into confidence and utility; the other skews toward finesse and driver engagement. In a time when most vehicles creep near the $50,000 range, it's nice to see these alternatives for far less.

It wasn't that long ago when the American market had loads of hatchback choices. But today, there aren't a lot of options to go around. Heck, the entire subcompact hatchback segment is dead in America, essentially succeeded by subcompact crossovers that, let's be honest, don't offer that much of a space advantage.

At least the compact hatch class is still hanging in there. Granted, it's slimmer pickings now, but the ones left are actually the ones really worth considering. So before you plop down money for a smaller crossover that costs about the same as these, we say check out hatchbacks first.

Toyota

We're glad that Honda still offers the Civic in hatchback form. It took a couple of years before it staged a comeback in America with the tenth-generation model. The eleventh-gen rights the wrongs of the previous model, and it's perhaps the most refined and mature Civic to date. We mean that in a good way, of course. If anything, this latest generation is so well-rounded, we sometimes wonder if it's still worth choosing an Accord over it. In hatchback guise, there's even greater cargo area flexibility to go along with it.

Available with pure combustion or hybrid powertrains, there's a relatively wide selection of trims to choose from, while prices range from $27,895 to $33,595. And let's not forget the Type R that's, fortunately, still available stateside. The 316 hp hot hatch retails for $45,895, which isn't actually much more than the Prelude. We know what you'd rather choose.

Honda

It's a brave decision for Kia to bring over the K4 hatchback to American showrooms. Primarily for the European market where hatches truly thrive, giving customers the option of a five-door model in the U.S is thoughtful on the company's part, even if it won't likely yield massive sales. The real party trick of the K4 hatch is its space efficiency, with passenger room that rivals midsize sedans, and there's even a pretty large cargo area. It's more mini station wagon than hatchback, which is a good thing because the K4 wagon isn't coming to America.

The edgy-looking hatch starts at just $24,990 and tops out at $28,890. There are four trims available and two engine choices. The turbo powertrain is reserved for the top-spec GT-Line Turbo, and it's still under $30,000. Talk about solid value.

Kia

It's the oldest hatch in this group, but perhaps the most fun in standard guise. The Mazda 3 has always been one of the sharpest cars in its class to drive, and the hatchback is no exception. We'll be honest in saying that it's not the most practical out there, but it more than makes up for it by driving so, so well, regardless of what's under its hood. Despite its age, it can still show the newer competition how a reasonably priced daily driver should drive.

With six trims to choose from, there's a Mazda 3 for every want, need, and budget. The hatch starts at $25,550, all the way to $37,890. Why the wide price spread, you ask? That's because at the top of the pile is the 2.5 Turbo Premium Plus with its boosted engine putting out 250 hp and mated to standard AWD. This is the junior hot hatch that Subaru, for some reason, refuses to build. Speaking of which...

Mazda

If standard all-wheel drive is your top priority, then the Subaru Impreza is pretty much the only choice out there. And whereas all its rivals have sedan counterparts, Subaru went the other way and only made this generation in hatchback guise. A good move given that the sedan could only sell if it had WRX or STI stamped on the trunk, hence the decision to go hatch-only.

But, as mentioned, there's no hot version of the Impreza hatch. Still, prices start at a reasonable $26,595 for the Sport, making it one of the most affordable cars out there with all-wheel drive fitted standard. It then tops out at $29,496 for the RS with its bigger 2.5-liter engine.

While it doesn't sell like it used to, the Corolla is still a no-brainer choice for those who, quite literally, just need a car that runs like clockwork. Besides, it's a Toyota after all, and requires a special kind of talent to break these. The hatch adds a dose of style to the mix, all while being more sensible than a pair of glasses. It's not the most exciting transportation device, but it just keeps going, and going, and going.

Of course, we're referring to the pedestrian versions of the car. If you want the equivalent of an espresso hit delivered via IV drip, there's the GR Corolla. Its tiny three-pot engine is boosted to kingdom come as it packs 300 hp under its hood, while handling is assisted by all-wheel drive. As for pricing, the 'regular' Corolla Hatchback ranges from $24,380 to $27,375. As for the GR Corolla, that carries a base price of $39,920.

Toyota

Okay, we might be stretching the definition of hatchback here a little bit, as the Prius is a liftback. While it looks like a very sleek and slippery sedan, it has a tailgate at the back, and it's no crossover, either, so it gets a pass as a hatch. For those thinking of a Corolla Hatch but bothered by the lack of a hybrid option, the Prius is your best bet. We'll go out there and say it: It's the best Prius yet, and it's one heck of a glow-up from past models.

The Prius is available in four trim levels with prices ranging from $28,550 to $35,565, and there's even an option to go for all-wheel drive. By the way, there's also a plug-in hybrid version, and that one goes for $33,775 to $40,470 with three trims to choose from.

Toyota

Volkswagen hasn't offered a normal Golf in years. But if it's any consolation, at least VW's evergreen hatchback is still available in America in GTi and R form. Well, if you're getting a Golf, might as well go all out, right? It's a great option for those who want a little more spice out of their daily drives, and the R kicks up the experience a couple of notches higher. Either way, you're getting Audi A3 and S3 levels of build and performance for less.

The GTi is offered in three trims with prices from $34,590 to $42,480, while the R's one and only trim starts at $49,455. The turbocharged 2.0-liter in the GTi makes 241 hp (the Euro-spec gets 261 hp. Boo.), while the R cranks that up to 328 hp, adding all-wheel drive and a more focused suspension setup.

Volkswagen

Honda

If you trawl around patent databases long enough, you'll spot something interesting from time to time. This time around, it comes from Subaru, and it might change the dynamic of performance EVs should the company push through and actually build it.

Forget simulated gear shifts (sorry, Ioniq 5 N, we still love you), Subaru is thinking of a way to add a true manual mode to battery-powered vehicles, clutch and all. Spotted first by CarBuzz, the patent was recently published at the U.S. Patent and Trademark Office (you can look it up using patent no. 20260021713), so Subaru is already calling dibs on the idea for potential mass production.

Subaru

Okay, the idea of a manual EV isn't entirely new. There are a couple of specialist companies that already do conversions, and even Toyota made a prototype that used the body of a Corolla Levin a few years back. But Subaru's move to patent it is potentially groundbreaking.

So, how does it work? There is no actual transmission, and there is not much in the way of hardware. In this case, a series of sensors simulates the sensation of having an actual gearbox, and the 'clutch' is more of a control module; it seems that the clutch pedal has no direct linkage to the transmission. It's all pretty neat and interesting, but there's more.

Of course, there are days when one just wants to go on a cruise or just wants to avoid the tedious nature of shifting in traffic. What's clever about this patent is that it can be switched from manual mode to automatic, just like a conventional EV. It's not mentioned in the patent, but presumably, there is a switch that lets the driver switch between manual and automatic.

It also has a built-in safety mechanism that prevents the vehicle from being started. Like a gas-fed car with a stick shift, one has to depress the clutch first before starting it up. Regardless if the car is left in manual or automatic mode, the pedal has to be depressed before operation, at least from our understanding.

Subaru

It's still unknown where this piece of (patented) tech could be applied. That being said, the plush sibling of the Solterra (Lexus RZ) was already fitted with a simulated manual in prototype guise. It's possible that all cars built on the same platform could get it down the line, provided they hang around long enough to benefit from it.

Also, do remember that Subaru showed a performance EV concept during last year's Japan Mobility Show. Dubbed the Performance-E STI Concept, it was meant to capture the spirit of past Impreza STI models and merge it with battery power. If there's one car that could get the simulated manual, the production version of that concept might be the top choice.

Jacob Oliva/Autoblog

Toyota may have one of the most extensive lineups of hybrid models in the country, but it still lags behind in the EV space. The 2026 Toyota bZ Woodland will help to change this—it’s a longer and more spacious version of the bZ. Sharing much with the Subaru Trailseeker, the bZ Woodland has finally been priced, but the news isn’t good. The Toyota electric SUV is far more expensive than its mechanically similar Subaru cousin. Is there a reason for this, or is Toyota simply charging for its stronger brand cachet? Let’s take a look at the specification sheets to find out.

Related: The Quickest Subaru in America Looks Affordable at Just Under $40,000

Toyota

The 2026 bZ Woodland comes in just two trim levels, with the base model costing $45,300. The Premium trim, meanwhile, will cost you $47,400, and that’s before a destination charge of $1,450. 

Looking at the 2026 Subaru Trailseeker, it starts at $39,995, a full $5,305 less than the base bZ Woodland. The Trailseeker has three trims, with the Limited costing $43,995 and the top-spec Touring at $46,555. As with the Toyota, it has the same $1,450 destination charge.

Both vehicles have standard dual electric motors and all-wheel drive, along with an output of 375 horsepower, so there’s no difference there. Both have 8.3 inches of ground clearance, a maximum towing capacity of 3,500 pounds, over 30 cubic-feet of cargo space, and a 74.7-kWh lithium-ion battery. In terms of range, Subaru actually claims a better figure than Toyota: 280 miles for the Trailseeker to 260 miles for the bZ Woodland. Subaru claims a swift 4.4-second 0-60 sprint for the Trailseeker, and the bZ Woodland should be similarly quick.

So, in terms of performance and practicality, there’s no reason the Toyota should cost more, and the Subaru actually has the edge because of its better range on a full charge.

2026 Toyota bZ Woodland

Toyota

If Toyota positions the bZ Woodland as a better-equipped, more luxurious EV without a base trim, its higher price may be justified. Here’s a look at the standard features on both SUVs, based on the limited information Toyota has released about the bZ Woodland this far—we expect full specifications of the bZ Woodland to be published imminently.

bZ Woodland

Trailseeker

Wheels

18-inch alloys

18-inch alloys

Touchscreen

14 inches

14 inches

Wireless Apple CarPlay/Android Auto

S

S

Heated front seats

S

S

Synthetic leather upholstery

S

S

Power driver’s seat

S

S

Panoramic-view monitor

S

O

Blind-spot monitoring

S

S

Adaptive cruise control

S

S

Traffic jam assist

S

S

Dual wireless device charging

S

S

S = Standard; O = Optional

As you can see, the only notable standard item the base bZ Woodland has over the Trailseeker is a panoramic-view monitor, but that’s not worth the $5,305 premium on its own. Besides, you can simply upgrade to the Trailseeker Limited at $43,995, which still undercuts the cheapest bZ Woodland. This Trailseeker trim adds items like 20-inch wheels, a Harman Kardon sound system, the panoramic-view monitor, heated rear seats, a heated steering wheel, and a 1500W cargo area power outlet.

Toyota

Adding the Premium Package to the Toyota will get you additions like a JBL Premium sound system, a digital rearview mirror, ventilated front seats, a panoramic roof, and a front radiant heater.

Bearing all of this in mind, the Subaru Trailseeker is easily the better-value EV here. Toyota may have positioned the bZ Woodland as a more premium product—somewhat like the Crown Signia—and priced it accordingly. Subaru, meanwhile, has priced the Trailseeker more in line with that brand’s focus on affordable, rugged vehicles.

2026 Subaru Solterra

Subaru

Co-developed, platform-sharing Subarus and Toyotas aren’t limited to these electric crossovers, of course. There’s also the Subaru Solterra/Toyota bZ and Subaru BRZ/Toyota GR86 duos. With these, the pricing roles are reversed, as the Subaru model is pricier in both instances.

The Solterra starts at $38,495 for 2026, whereas the bZ now starts at just $34,900. Looking at the sports cars, the BRZ’s $35,860 starting MSRP is significantly higher than the GR86’s $31,200.

If you aren’t a diehard fan of either brand but are interested in one of these cars, we recommend a close comparison of specifications to determine the best-value model. As we can see with the bZ Woodland and Trailseeker, the Toyota badge doesn’t automatically mean it’s the better buy. In this case, you’re simply paying a lot more for the same vehicle.

Related: 2026 Subaru BRZ Pricing Makes Toyota GR86 Look Like A Bargain

The Impreza is a far cry from what it was over 30 years ago. Normally associated with rallying and the Pacific Northwest, Imprezas have gained a small but faithful following over the decades. Today, the car is far detached from its racy roots and is now more of an offbeat alternative in the compact hatchback class.

Now in its sixth generation, it only comes as a hatchback, and you can't get it with a manual anymore. Introduced in 2022 for the 2024 model year, there are a few adjustments for the 2026 model year, including the deletion of the base trim, as well as additional color choices and safety features.

James Riswick

With the base trim gone, the Impreza range now kicks off with the Sport version, and that's the one with a lease deal this month. The hatchback can be leased this month for $289 for 36 months with $2,889 due at signing. Rates are based on 10,000 miles per year, and there is a charge of $0.15 for every mile beyond that. Offer is valid until February 2, 2026.

But if that's a little on the pricey side for you, Subaru still has a couple of 2025 model year Imprezas for lease. It's the base trim that gets a special promo and it goes for $225 for 36 months with $2,580 due at signing. The same terms and conditions apply.

James Riswick

As mentioned, the base trim has been discontinued for the 2026 model year, leaving the Impreza with just two trims, namely Sport and RS. With that, starting prices are a little higher at $27,790 for the Sport, while the RS retails for $30,690. Standard kit includes Subaru's signature Symmetrical All-Wheel Drive system, plus sport suspension, wireless Apple CarPlay and Android Auto, Auto Vehicle Shutdown that shuts off the vehicle automatically after 30 minutes of idling, and EyeSight advanced driver assists.

Move up to the RS, and it adds an all-weather package that throws in heated front seats, heated side mirrors, and a windshield de-icer. Wireless phone charging is also included, as well as blind-spot assist and rear cross-traffic alert. This trim also gets sportier exterior and interior styling details, and a more powerful engine.

The standard engine is a 2.0-liter boxer engine that's good for 152 hp and 145 pound-feet of torque. For those who want more grunt, the RS is the only way to go with its bigger 2.5-liter boxer with 180 hp and 178 lb-ft of torque. Mind you, the output of the 2026 RS is slightly lower than the 2025 model, which made 182 hp. Torque ratings are still the same.

The non-performance compact hatchback market is slim pickings at the moment. The only other choices you have are the Honda Civic, Mazda 3, and Toyota Corolla. So, why choose the Impreza? If all-wheel drive is a must, the Impreza provides that as standard, although it's now an option in the Mazda 3 these days. It's still a practical choice, though, and it should be enough for those looking for a small hatchback. That said, if you want something warmer, there's the WRX, although it's sedan-only.

James Riswick

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.

For years and years now, the Mazda MX-5 and the Subaru BRZ have coexisted on the market, representing one of the fiercest rivalries we've seen since the WRX STI and the Mitsubishi Evo were pitted against one another on the streets. Unlike the Impreza/Evo rivalry, however, enthusiasts seem far less polarized in their opinions of these compact roadster/coupes; most generally harbour respect for both, or for neither. I believe that's because, these days, we're no longer as spoiled for choice as we once were when it comes to genuinely affordable, fun-to-drive sports cars, and the MX-5 and BRZ are two of the last of their kind to carry on the torch of enthusiast-focused engineering. Enthusiasts respect them both because they understand what it would mean to lose these kinds of cars entirely.

More often than not, when those who do understand the smile-per-dollar value of cars like the Mazda MX-5 and the Subaru BRZ picture themselves behind the wheel, they imagine sunny days and warm, sticky tarmac. Of course, that's because ideal, dream-like conditions bring out the best of what these cars are capable of—they reveal the intangible, emotionally ingested brilliance of their designs and engineering. But what happens when reality strikes, and an atmospheric river unleashes itself upon your locale, flooding the lakes and slickening the roads? Does the idea of a compact convertible, or a two-door sports coupe, begin to look like an irrational pipe dream, overly driven by emotion, and without consideration of enough logic?

As an adoring fan of both the MX-5 and the BRZ, I decided to take advantage of an imperfect Saturday, filled with rain and misery and dark skies, setting out on the road with an old friend to prove to ourselves that cars like these don't only provide grin-inducing excitement during midsummer sunsets and on dry desert canyon twisties, but that they have the capacity to offer a genuinely exhilirating experience behind the wheel no matter how grey the weather, or even the world, may seem at the time.

Cole Attisha

When I initially made plans with a dear old friend, Luka, with whom I once bonded over a mutual ownership of ND2 Mazda MX-5s, to head out for a drive on a Saturday in January on the Pacific Northwest Coast, I had no idea what the weather would look like, nor where our destination would even be; I just wanted to get a sense of which one I actually liked better. I would drive the 2025 Mazda MX-5 RF, equipped with a six-speed manual gearbox, graciously provided to me by Mazda Canada. Luka would drive the 2025 Subaru BRZ tS—my own car—also equipped with a six-speed, because I wanted to compare my own thoughts about the nuances between the two cars with his.

When that fateful Saturday arrived, the weatherman had forecasted an atmospheric river above, and Mother Nature delivered on that promise. Regardless, we were determined to set out on our drive, and Luka had the idea of heading east out of Vancouver to a quaint shorefront enclave called Belcarra. So we set off, and we drove. At first, we eked our way out of inner-city traffic, taking advantage of our cars' short wheelbases to slip through the cracks of gridlock. Then, we cruised along the Trans Canada Highway, rather boringly, until we made it to Port Moody—the last town on the way to Belcarra. From there, the roads turned windy; they had been well-maintained, and they were devoid of traffic. When we had finally arrived at Buntzen Lake, just north of Belcarra, having been lucky if we had even reached the speed limit once the entire distance, we were both smiling, laughing, and we couldn't take our eyes off the cars.

Cole Attisha

How could I then stand there and ask, "So, which one is better?" How can you quantify and rank the feeling of joy? We were both there, standing in front of a beach entirely submerged by a tidal anomaly, drenched from head to toe in rain, freezing cold, giddy like teenagers who had just been on a double date with their high-school crushes. Both cars elicited these feelings in us, so both had achieved their highest purpose. Like nonprescription antidepressants, the Mazda MX-5 and the Subaru BRZ gave light and cheerfulness to a dreary day, during a dreary time. While there are certainly nuances to both, and I can now more confidently say which one I'd rather take for a drive, and which one I'd rather buy (which I'll get into), I can't in good conscience say that either one of these sports cars is the winner over the other. As Robin Williams would have said, probably: We don't drive MX-5s and BRZs because they're cute; we drive them because we are members of the human race.

Both the Mazda MX-5 and the Subaru BRZ reveal a part of yourself, and of life, that seems to be fading in the modern world. They remind us to get in touch with our spirituality and emotions, and ultimately strive for a groundedness in life that both cars excel at complementing. These front-engined, rear-driven, manually-shifted sport two-doors are about as close as contemporary cars come to delivering old-school analog enjoyment. Philosophically speaking, they both unite in achieving the same goal: providing a memorable, emotional experience. Physically speaking, though, and in nuanced terms of how they drive, there are notable differences between the two cars that signify altered purposes in the practical sense—that is, they each offer a distinctly unique driving experience, and each is clearly tailored not only to a different lifestyle, but also different driving styles.

Cole Attisha

The Mazda MX-5 RF feels like it's powered by an angry wasp's nest, with its 2.0-litre four-cylinder pumping out 181 buzzpower and 151 lb-ft of stolen honey. Thanks to its short gearing and a curb weight of just over 2,500 lbs, the Miata feels like it accelerates more quickly than the BRZ, and accelerating between stoplights can feel like a full-tilt runway launch, even without breaking the speed limit. Around the bends, the MX-5's built-in body roll communicates momentum shifts to the driver with rapid pace, even with winter tires installed, but this also makes the Miata feel somewhat twitchy and unpredictable when cornering angles are more acute than obtuse.

All things considered, it became apparent quite quickly that the MX-5 is the more exciting car to drive out of the two, which can be attributed mostly to its gearbox—one of the most intuitive I've ever experienced in a manually-shifted car—its convertible roof, and its charismatic road manners that keep you constantly on your toes.

Cole Attisha

The Subaru BRZ tS, on the other hand, is calculated and precise. I'm sure I'm unavoidably biased when I say this, because this BRZ is actually my own car, but having actually driven a handful of Porsche 911 GT3s, it really does feel like a "poor man's GT3," as I've heard it referred to by other enthusiasts. Thanks to its STI-tuned suspension, paired with Brembo brakes and Michelin tires, the tS package helps the BRZ corner as if it's on rails, and, at least in my opinion, its steering offers superior control compared to the MX-5.

While the BRZ is undoubtedly more planted and predictable on the road, especially when wet—a feeling that Luka and I mutually agreed upon—its clutch pedal offers far less tactility than the MX-5, resulting in rougher shifts, even despite the satisfyingly short throw of its shifter. The BRZ, however, makes far more power than the MX-5, providing up to 228 horsepower and 184 lb-ft of torque from its 2.4-litre Boxer engine. Although it weighs about 300 lbs more than the MX-5, once that FA24 is strung out into higher RPMs, it sings the song of the Subaru gods, minus the whoosh of a turbocharger, and pummels the BRZ's Torsen limited-slip rear differential with almost 50 more horsepower than what the MX-5 offers.

Cole Attisha

Overall, when it comes to road manners, the Mazda MX-5 is more emotionally satisfying, and the Subaru BRZ tS is more capable and controlled. The way I see it, the MX-5 is undoubtedly the one that I'd rather take for a drive, especially when there's no destination in mind, but the BRZ is the one I'd rather live with. With actual cupholders, rear seats that aren't perfect but still enough to enable the possibility of transporting four people in total, usable cargo space, and enough torque so as not to require near-redline shifts to keep up with traffic all the time, the BRZ, to me, is the superior daily driver, whereas the MX-5 is the superior weekend toy. As much as I loved the ND MX-5 I once owned, my BRZ makes life much easier than the MX-5 ever did, but I still can't shake the feeling that, at times, when I've found a brilliant road and driving turns from traffic-navigating chore to poetic canyon carving, I still miss the MX-5's sprightly character.

So, really, the only advice I can give you when it comes to comparing these two cars is: don't. If you must choose one, choose the one that serves a purpose more closely aligned with your lifestyle—your wants and your needs. Need a somewhat practical daily driver that you can drive like a go-kart? Sounds like the BRZ is for you. Looking for a fun weekend toy that awakens your spirit and reteaches you what it means to be "present?" The MX-5 will do that. But then again, both cars will do both things, albeit to varying degrees. The BRZ, too, will awaken your soul if you drive it hard, and the MX-5, too, will get you where you need to go on a daily basis, and quite reliably so.

Ultimately, they're both winners in their own right. Both cars serve a similar purpose, and both do so with a level of sophistication and excellence that exceeds those of their predecessors. They both deserve credit where it's due for the mere fact that they still exist at all, and they're both remarkably refined sports cars—an especially commendable feat, considering their relatively small price tags. The fact is, these cars aren't products, or consumer goods, or logical modes of transportation. These cars are the antidote to the poisonous reality many of us now live in, where the whole world is uncertain, and we all seem endlessly stressed out. The Mazda MX-5 RF starts at USD 37,850, and the Subaru BRZ tS costs USD 38,380. Feeling like you're flying, and as if everything's going to be okay? That's the kind of priceless value both these sports cars offer.

There’s a certain type of SUV that keeps winning over shoppers right now, and it is not the hardcore, rock-crawling kind that needs locking differentials and beadlock wheels to justify its existence. Instead, buyers are gravitating toward what can best be described as soft-roaders: everyday crossovers that retain the comfort, efficiency, and tech people want, while adding just enough rugged capability and design to support an active lifestyle.

Toyota

"Soft-roader" AWD capability is about peace of mind in bad weather or projecting an adventurous image. These vehicles typically bring tougher exterior styling, standard all-wheel drive, modest suspension upgrades, all-terrain tires, roof racks, and light underbody protection. Less than 10 percent of buyers go off-road, but they love to be seen as outdoorsy and rugged, and manufacturers understand this. Below are five of the most popular and effective soft-roaders for 2026, each aimed at buyers who want capability without sacrificing daily livability.

If there is one vehicle that defines the modern soft-roader category, it is the 2026 Subaru Forester Wilderness. Unlike many appearance-only adventure trims, the Forester Wilderness backs up its rugged image with meaningful mechanical upgrades. The Wilderness model rides higher than a standard Forester, offering 9.3 inches of ground clearance along with improved approach and departure angles. Subaru also fits it with all-terrain tires, reinforced roof rails, and underbody protection designed to handle rougher terrain. Power comes from a 2.5-liter boxer four-cylinder engine good for 180 horsepower.

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One of the biggest advantages is the capability that goes beyond visuals. The Forester Wilderness offers up to 3,000 pounds of towing capacity, which is a solid figure in the compact crossover segment. That makes it legitimately useful for small campers, utility trailers, or outdoor gear without pushing buyers into a larger, pricier vehicle. While some here have more towing capacity, it's good to know that the Forester Wilderness can pull off a small teardrop trailer or an A-Frame camper for a weekend away.

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The interior of the Wilderness Buyers gets heated front seats, tough StarTex seat upholstery, an 11.6-inch infotainment touchscreen, and special gold Wilderness trim and badging. Buyers love the Forester Wilderness because it stays true to what makes the standard Forester appealing but adds a dose of real ruggedness, not just an appearance package. Visibility is virtually peerless, interior space is practical, and the ride remains comfortable for daily driving.

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The 2026 Honda Passport TrailSport is, by far, the most popular trim level for the brand's mid-tier crossovers. The Passport has been refreshed for 2026 to look more like an SUV than a crossover, and the TrailSport represents the toughest in the model line. The Passport TrailSport does a masterful job of combining everyday comfort with rugged advantages that might waylay lesser SUVs. It comes standard with all-terrain tires, off-road tuned suspension, skid plates, a Class III trailer hitch, and recovery hooks for those troublesome situations.

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Power comes from a 3.5-liter V6 producing 285 horsepower, paired with a smooth 10-speed automatic transmission. That engine gives the Passport authority when merging, passing, or climbing grades with a full load of passengers and gear. The TrailSport's AWD system with Trail Torque Logic provides variable torque management for optimized traction. There's even a brilliant TrailWatch camera system that provides 360-visibility and a dynamic path graphic when "Trail" driving mode is selected (TrailSport Elite only). The TrailSport can also tow up to 5,000 pounds, so overlanding with gobs of gear, a sleeper trailer, or dirt bikes shouldn't present a problem.

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The cabin gets the TrailSport treatment with durable synthetic leather/cloth inserts, orange contrast stitching, heated front seats, hidden storage cargo bins, big physical climate control knobs, a 12.3-inch color touchscreen, and a wireless phone charging deck. The TrailSport trim might be tough, but it remains comfortable on long road trips and easy to live with around town. At the same time, it looks and feels like the version of the Passport meant for people who want to look like they can leave the pavement anytime they want to.

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The 2026 Mazda CX-50 Turbo Meridian Edition extends the brand's driver-focused philosophy into the soft-roader space. The Meridian Edition focuses heavily on design, offering a rugged visual package that includes unique wheels, darker exterior accents, and accessories that give it an overland-inspired look. It remains as rewarding to drive on the road, and it can handle light off-road duties, geared more for the trail than its CX-5 sibling.

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The Turbo powertrain is what gives this trim real substance. With up to 256 horsepower and strong low-end torque, the CX-50 Turbo feels confident when loaded with gear or climbing steep grades. It also has all-terrain tires, torque vectoring to optimize traction, and an Off-Road driving mode within its Intelligent Drive Select wheelhouse. Turbo models also offer a 3,500-pound towing capacity with the towing package and engaged towing mode, which adds real versatility for outdoor-focused buyers.

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Inside, the CX-50 stands out with an interior that feels more premium than most mainstream competitors. It's less rugged-looking than the Subaru or the Honda, leaning more towards refinement but less so than the CX-5. Standard features include heated/ventilated front seats, heated rear seats, a heated steering wheel, a wiper de-icer, and leather upholstery. The crisp 10.25-inch infotainment screen works quickly and easily with the Commander control knob, and great steering wheel controls make quick work of audio and adaptive cruise control functions. It appeals to buyers who want their adventure vehicle to feel refined during the workweek and ready for some dirt roads on the weekend.

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The 2026 Nissan Rogue Rock Creek Edition adds a healthy dose of ruggedness and visual appeal to the brand's most popular SUV. It receives the same treatment as its bigger brother, the Pathfinder Rock Creek, but in a package that suits a wider swath of crossover shoppers thanks to its more affordable price and two-row configuration. It appeals to the outdoorsy set just like the rest of these soft-roaders, only with less hardware than the Forester Wilderness or the Passport TrailSport.

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The Rock Creek trim adds black wheels wrapped in all-terrain tires, a more aggressive grille design, red exterior accents, a tubular roof rack, and features like hill descent control. Together, they give the Rogue a tougher personality while retaining the comfort and efficiency that have made it a strong seller.

Nissan

The interior comes with special Rock Creek leatherette for easy cleaning, orange contrast stitching throughout, an additional 12V power outlet, and special Rock Creek badging to denote its more rugged leanings. The great physical controls for audio and climate make it easy to operate on pavement or off, while storage and cargo space are sizable and conveniently laid out. The Rock Creek Edition doesn't compromise its ability to handle daily family duties, and it's nice to know that there's comfort and room for all.

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The 2026 Toyota RAV4 Woodland represents just how mainstream the soft-roader trend has become. Now, every RAV4 is a hybrid, allowing buyers to enjoy adventure-oriented styling and all-weather traction without sacrificing fuel economy. It's not the most efficient trim level, but the Woodland still delivers 35 mpg city and 41 mpg highway. Power comes from a 2.5-liter hybrid engine with 236 horsepower.

Toyota

The Woodland trim focuses on visual toughness and light-duty capability, making it ideal for weekend trips, snowy commutes, and unpaved access roads. Details include a unique front bumper design, Rigid Industries LED fog lights, 18-inch matte gray alloy wheels with all-terrain tires, black trim details, a tow hitch, and trim-specific black roof rails with crossbars. There aren't any skid plates or locking diffs here, but it can manage mildly rocky and muddy trails to the campsite.

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The RAV4 Woodland's interior is nicely appointed with top notch physical controls, a chunky shift knob, a heated leather steering wheel, a configurable 12.3-inch digital instrument cluster, a 12.3-inch infotainment touchscreen, dual-zone automatic climate control, heated SofTex front seats, two 12V/120W auxiliary power outlets (front row and cargo area), Woodland all-weather floor mats and cargo liner, and trim-specific red and orange accents. The new-generation of RAV4s, including the Woodland, should continue to provide practical needs for families that make it the best-selling crossover in America.

Don't be surprised if you see more of these soft-roader trims emerging. Most buyers want a vehicle that looks adventurous, feels confident in bad weather, and can handle the occasional dirt road or campsite run without sacrificing comfort the other 95 percent of the time. These models deliver exactly that balance, pairing everyday drivability with just enough extra capability to support how people actually use their SUVs. For shoppers who want versatility without unnecessary compromises, soft-roaders are not just a trend. They are the most practical evolution of the modern crossover.

Crash safety tests are one of the best ways to see how cars sold in the US really hold up in protecting their occupants when things go sideways. While missing out on an IIHS Top Safety Pick or Top Safety Pick+ doesn’t mean a car is unsafe for daily driving, the tests reveal potential vulnerabilities. For 2026, IIHS tightened the rules, focusing on rear-seat protection in its updated moderate overlap front crash test.

Plenty of models made the cut and grabbed Top Safety Pick+ honors. Some didn’t. Two of the misses are names you probably know: the 2026 Crosstrek and the 2026 WRX. What’s interesting is that these two sit at opposite ends of Subaru’s sales chart. The Crosstrek led the pack in 2025, racking up 191,724 sales early in the year. The WRX, on the other hand, was near the bottom, just ahead of the BRZ and Solterra.

The current WRX has been around since 2022, and Subaru has already tweaked the rear seat belts a few times to boost safety. They added new pretensioners, load limiters, and belt tongues for 2024, then made more changes for 2025 models built after August.

Even after those updates, the 2026 WRX – which recently got a price cut – didn’t meet IIHS standards for a Top Safety Pick. In the new moderate overlap front test, the rear passenger dummy’s lap belt moved up from the pelvis to the abdomen, according to the report. That raises the risk of abdominal injury. IIHS gave the WRX a “Poor” rating for rear passenger chest injury protection and a “Marginal” score for rear passenger restraints and dummy movement. Since Top Safety Pick requires at least an “Acceptable” rating here, the WRX didn’t make the cut.

The Crosstrek’s case stands out even more, mostly because so many people buy one. Subaru gave it a redesign for 2024 and updated the rear seat belts for 2026, but those tweaks didn’t fully solve the problem IIHS found.

Like the WRX, the Crosstrek’s rear passenger lap belt moved onto the abdomen in the moderate overlap test. The ratings were similar: “Acceptable” for rear passenger chest injury protection and “Marginal” for rear passenger restraints and movement. That one issue was enough to keep Subaru’s best-seller out of the 2026 Top Safety Pick running.

For a brand that’s built its reputation on safety, this is more about details than a major problem. The Crosstrek and WRX are still solid cars, earning “Good” ratings in almost every other area. The new IIHS rules just highlight where there’s still work to do, especially for people riding in the back.

Subaru