Subaru

The 2026 Subaru Ascent remains a practical, safety-first choice in the three-row midsize SUV segment, built around Subaru’s core strengths rather than flashy trends. Standard Symmetrical All-Wheel Drive, EyeSight driver-assistance tech, and a roomy three-row layout make it especially appealing to families who value confidence and functionality over style points. Power comes from a turbocharged 2.4-liter flat-four paired with a CVT, delivering smooth, predictable performance suited to daily driving and road trips alike. The Premium 8 trim included in this offer seats up to eight and offers flexible cargo space for real-world family use.

Subaru is backing the 2026 Ascent with a $395-per-month lease on a 36-month term, available through January 2, 2026. The deal requires $4,394 due at signing, no security deposit, and allows 10,000 miles per year. Based on an MSRP of $42,245, the lease carries a net capitalized cost of $38,896 and a lease-end purchase option of $27,459. While rivals like the Toyota Highlander, Honda Pilot, and Kia Telluride may offer more polish or efficiency in certain trims, the Ascent’s standard AWD and competitive monthly payment help it stand out as a well-rounded, no-nonsense lease for growing families.

Kristen Brown

Subaru’s current lease offer for the 2026 Ascent is structured to appeal to family buyers looking for predictable monthly costs and standard all-wheel-drive capability. The deal applies to the Ascent Premium 8 trim and runs through January 2, 2026, with no security deposit required for qualified lessees. Mileage is capped at 10,000 miles per year, with an excess mileage charge of $0.15 per mile at lease end, which is in line with most competitors in the segment.

36 months

$395/month

$4,394

10,000 miles/year

$0

Based on an MSRP of $42,245 including destination, the lease uses a net capitalized cost of $38,896, which already factors in Subaru’s $650 acquisition fee. Total monthly payments over the term come to $14,220, and buyers who choose to purchase the vehicle at the end of the lease can do so for $27,459. Taxes, title, license, and registration fees are excluded and vary by state. Inventory availability may differ by retailer.

Kristen Brown

In the midsize three-row SUV segment, the Ascent goes head-to-head with heavy hitters like the Toyota Highlander, Honda Pilot, and Kia Telluride. Where those rivals often upsell all-wheel drive as an option, Subaru includes it as standard equipment, giving the Ascent a value edge for buyers who actually need it.

The Telluride and Pilot may offer slightly more interior flair, while the Highlander Hybrid wins on fuel economy. Still, the Ascent’s combination of standard AWD, strong safety tech, and competitive lease pricing keeps it firmly in the conversation, especially for shoppers who value capability over badge prestige.

Honda

At $395 per month, this 2026 Subaru Ascent lease lands in a sweet spot for families who need space, safety, and year-round traction without stepping into luxury-SUV pricing. The upfront cost is reasonable for the segment, and the residual value reflects Subaru’s confidence in the Ascent’s long-term appeal.

If you’re shopping for a no-nonsense three-row SUV lease before the end of the year, the Ascent’s blend of practicality and predictable ownership costs makes this deal worth a serious look, especially before it expires on January 2, 2026.

Kristen Brown

Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle.

The Toyota RAV4 is America's best-selling car. The Honda CR-V is fifth, and the Nissan Rogue ninth. There is simply no denying that Americans can't get enough of their beloved compact crossovers. The convenient blend of everyday car practicality and the all-weather functionality of an SUV makes crossovers especially appealing to frugal buyers and adventure seekers alike. Still, though, as many crossovers have softened over the years, tailoring their market approach more towards the city-friendly side of the spectrum, away from adventure-readiness, some buyers have been left wanting more off-road capability from their economical family haulers. That's where these guys come in.

Cole Attisha Using Adobe Photoshop and Gemini 3 Pro

The 2026 Subaru Forester Wilderness, the 2026 Toyota RAV4 Woodland, the 2026 Honda CR-V Hybrid TrailSport, and the 2026 Nissan Rogue Rock Creek represent a unique and budding subculture in the automotive marketplace. Offering a granola-friendly approach to the compact crossover segment, these offerings do their best to claw their way back towards the adventure-ready end of the crossover spectrum. Fitted with trail-purposed goodies like all-terrain tires, uprated roof racks, lifted suspensions, and trick all-wheel drive systems, these SUVs are ready for whatever you, your family, and Mother Nature can throw at them.

As a lifelong Pacific Northwesterner, I couldn't help but develop a personal curiosity about this up-and-coming subsegment. After all, they represent the sort of vehicular equivalent of an Arc'teryx jacket or a Patagonia fleece or, perhaps more accurately, pairs of hiking boots—all necessary pieces of equipment for life in the PNW, whether you're hiking Vancouver Island's picturesque Juan de Fuca trail, perusing the locally-made craft stalls at Seattle's Pike Place Market, or circumnavigating Mount St Helens by way of forest service road. So, I tested each of them—over about two months—to see how they stacked up against one another. Today, I rank and compare them for you.

Cole Attisha

Before I get into my rankings, I must freely admit that the severity of my off-road testing of each of these vehicles was not entirely consistent. There's a vastly different threshold for damage allowance between driving a pre-production model at a sanctioned, manufacturer-hosted event with a predetermined off-road route versus driving a press loaner in my hometown, where my own insurance and personal driving record are at risk, should something go awry on an off-road excursion meant to test a car's limits—a likely turn of events. I was lucky enough to drive the Subaru Forester Wilderness and the Toyota RAV4 Woodland at planned manufacturer events in Oregon and in Arizona, respectively, with pre-chosen off-road sections. In contrast, I had the Honda CR-V TrailSport Hybrid and the Nissan Rogue Rock Creek for a week each at home in Vancouver, B.C.

Cole Attisha

Even when comparing the two manufacturer events, though, one manufacturer chose a significantly more hardcore route to test its rugged crossover, and I bet you can probably guess which one that was. Because both the Subaru and the Toyota were pre-production models tested at press events, I feel it's still a fair fight between the two, as their respective automakers had complete control over how harsh our off-road tests could be. For the CR-V TrailSport and the Rogue Rock Creek, though, keep in mind that, while they did spend some time on Squamish Valley service forest roads, I didn't bash on them all that much more than what Toyota allowed me to do with their RAV4. I can, however, promise you that the Subaru Forester saw some s**t. The severity of Subaru's chosen route genuinely shocked me.

In the end, over the course of about two months, I had gained ample seat time in all four of these crossovers. I'd driven each of them on loose terrain—if only briefly for some—and spent time on all sorts of roads; twisty, straight, flat, long, hilly, you name it. I'd lived with some and laughed with others. Some became like brothers, and some like lovers. Some even got on my nerves. Still, when it came down to it, coming up with the ranking order wasn't so easy. Each one has its own unique appeal—each sits somewhere different on the spectrum between city-friendly and adventure-competent—so ultimately the best one comes down to whichever one matches one's individual wants and needs.

Cole Attisha

So, I decided to rank each of these adventure crossovers the same way I'd rank pairs of hiking boots, since that's essentially what these are—they're "vehicular hiking boots." Maybe they're more like trail boots. The point is, each of these SUVs represents a unique trim level in its respective crossover's model lineup, intended for off-road, adventureuse. And, they still have to do the job of shoes. They have to get you where you need to go, whether on pavement or dirt. So, when it comes down to ranking hiking boots, hiking comes first. "Will they get me up the mountain?" Once that's sorted, comfort is essential, too. "Will this give my feet blisters?" Then, convenience comes third. Not many people complain about hiking boots being too clunky to wear around town—most switch to another pair of shoes. However, because cars are far more expensive than shoes, that's not as likely for most buyers, so I still considered city-friendly convenience, but it wasn't weighed as heavily as the other factors.

The following list represents the order in which I enjoyed each of these SUVs. I don't believe that whether one places first or last necessarily means it's the worst car or even one that's unworthy of consideration. You must keep in mind that I'm an emotional being with an undying passion for all things automotive—if I weren't, I wouldn't be doing this job—so I take the weight of a car getting under my skin—for better or for worse—very seriously when it comes to my judgement of it. "Did I ever miss it after dropping it back off at the end of the test?" If so, that means something. It shows that real passion went into creating it, and that intangible quality must never be forgotten in automotive design and production. As I said before, each one tailors to a unique set of wants and needs, and if you've found yourself in a position to decide between any of these SUVs, take the time to see them, feel them, drive them, and weigh their pros and cons against your individual priorities before you make a final purchase decision.

Cole Attisha

With its added 17-inch aluminum-alloy wheels, all-terrain tires, modified front fascia and grille, black tubular roof rack, off-road cameras, and unique cabin upholstery, the Nissan Rogue's Rock Creek trim is more of an aesthetic package than one of genuine all-terrain function. As shown in Baja Storm Metallic, the Rogue Rock Creek certainly looks the part of a rugged, adventure-ready off-roader, but its bold red accents and its angry-looking face come across as somewhat dated. It's not the most capable thing, either. The Rogue Rock Creek has just 8.2 inches of ground clearance, tying it with the Honda CR-V Hybrid TrailSport for the lowest in the segment, although the Rogue does boast superior approach and departure angles when compared to the CR-V, as well as towing capacity, with the Rogue capable of hauling up to 1,500 lbs. Still, it's no match for more seriously rugged rivals in its segment, and leans far more towards city-friendliness than off-road readiness.

Cole Attisha

Around town, the Rogue isn't all that bad. Its VC-turbocharged 1.5-liter three-cylinder engine, which produces up to 201 horsepower, is sparky and sounds truly unique, unlike anything else in this segment. While it can make driving around town a ton of fun, its fuel economy isn't quite as impressive as its hybrid-powered rivals. Still, its 27 City MPG/32 Highway MPG/29 Combined MPG ratings aren’t overly dissuasive, though I achieved closer to 23 MPG during my test period.

When the roads get a bit more chaotic, though, the Rogue can be a bit of a handful. With its vague steering feedback (even in "sport" mode), its CVT's unintuitive simulated shift points, and the reduced grip on pavement stemming from its all-terrain tires, I struggled to find confidence driving the Rogue in the rain along the Sea-to-Sky Highway on Canada's Pacific Coast, which features fast-paced twists and turns on a mountainside stretch of freeway spanning between Vancouver, B.C. and Whistler.

2026 Nissan Rogue Rock Creek

Cole Attisha

The Rogue Rock Creek's cabin is a bit of a mixed bag, too. On one hand, it's incredibly comfortable. Nissan's proprietary "Zero Gravity Seats" have impressed me in every 2026-model-year vehicle I've tested from the automaker, and the trend continues in the Rogue. It's spacious, too, boasting around 38.5 inches of rear legroom, about 57.1 inches of front shoulder room, and 39.2 inches of rear headroom. As for cargo space, the Rogue offers 74.1 cubic feet with the rear seats folded, or about 35 cubic feet with the seats in use.

On the other hand, however, the Rogue's interior gives away the model's age more than anything else. Having been in production since 2020, the Rogue's interior suffers from a less-than-lovely infotainment system that even lags behind Nissan's own and less-expensive offerings, such as the Kicks, which received a major overhaul for its 2025 model year. The cheap-feeling plastic materials on my test vehicle already looked worn out, despite having just over 2,500 km on the odometer. The overall atmosphere in the cabin makes it feel like a five-year-old car that's just had some red accents and a new steering wheel added with the intention of making it appear less ancient.

Cole Attisha

Although the Nissan Rogue Rock Creek comes last on this list, it's also the least. Least expensive, that is, and that's important to note here. Starting at just $33,990, the Rogue undercuts every one of its rivals by nearly $5,000, and that's certainly not chump change. The Rogue Rock Creek offers an intriguing value proposition amongst its more rugged foes, but, in the same breath, this SUV does feel that much cheaper. You certainly get what you pay for in this segment—one of the most lucrative automotive segments in North America at the moment—and the Rogue will happily save you a few thousand bucks, albeit for an SUV that lacks a few thousand dollars' worth of value (to the right buyer). Stay tuned for my focused review of the 2026 Nissan Rogue Rock Creek, coming later this week.

Cole Attisha

I'll tell you plainly that the Toyota RAV4 Hybrid Woodland only made fourth place on this list because it's not the most capable off-road, and it's also not the most friendly on the road. The RAV4 Woodland does what Toyota does best—it plays it safe. This SUV splits the difference between a trail-capable sneaker (like the Rogue Rock Creek) and proper mountain-climbing boots (like rivals I'll mention later). Perhaps the most well-rounded offering in this segment, the RAV4 Hybrid Woodland boasts 8.5 inches of ground clearance (up from the measly 8.1 inches last year's model offered) and an impressive max towing capacity of 3,500 lbs—matched only by the Subaru Forester Wilderness in this segment.

Above and beyond the standard RAV4 Hybrid, the Woodland features 18-inch matte metallic gray alloy wheels, all-terrain tires, Woodland-branded raised black roof rails with cross bars, factory-integrated Rigid Industries LED fog lights, a uniquely patterned interior with red-orange accents, Woodland all-weather floor mats and cargo liner, and a 120V/1500W AC power outlet in the cargo area. It features a naturally aspirated 2.5-liter four-cylinder engine paired with a hybrid system to produce a combined 236 horsepower—the most out of any other SUV on this list, besides its very own plug-in hybrid counterpart. More on that one later. So, the RAV4 Hybrid Woodland is both significantly more powerful and vastly more efficient than the Rogue Rock Creek, boasting 41 City MPG and 35 Highway MPG. What's the catch?

Cole Attisha

Well, that would be the price. The RAV4 Hybrid Woodland starts at $39,900—more than any of its rivals, except for, again, its own PHEV counterpart. For that, you get an experience behind the wheel on the road that's perhaps more dialled in than the Rogue, but certainly less entertaining as its hybrid powertrain lacks the charisma of the Rogue's brilliant VC-Turbo three-cylinder. Of course, off-road performance is greatly enhanced over the Rogue, and, being entirely new for the 2026 model year, it does not look or feel dated or cheap.

Inside, the RAV4 benefits from a massively refined infotainment system over its predecessor, as well as a completely redesigned cabin that looks fresh and feels high-quality. It offers slightly less space to the Rogue Rock Creek, featuring 41 inches of front legroom, 37.8 inches of rear legroom, and 37.8 cubic feet of cargo space behind the rear seats (or 70.4 cubic feet with the seats down). Still, it's somewhat made up for by unique features like its removable centre console lid, an available power sunroof (for an additional $850), and a massively more refined design (to the right buyer).

2026 Toyota RAV4 Woodland Hybrid

Cole Attisha

During my relatively short time spent with the 2026 RAV4 Hybrid Woodland in Arizona, Toyota allowed us to experience the SUV in "Trail Mode" on a short hill with mild boulders, accompanied by a technical expert to guide us in the right direction and, primarily, to ensure we didn't get too wild. The quick course proved the RAV4 Woodland could handle leaving the safety of paved roads behind, but not necessarily that it could climb any mountain and ford every stream.

All things considered, the RAV4 Hybrid Woodland might very well be the best all-rounder on this list, even if it's a bit pricier than the rest. The RAV4 is the pair of hiking shoes you might buy for steep, physically challenging hikes that aren't overly technical, but you could also wear them around town without looking like a buffoon. It's like the Nike of hiking shoes—there are certainly superior, more purpose-built options out there, but if you want to buy from the brand that everyone recognizes and respects, it's difficult to go wrong with a good ol' pair of Nikes. Read my focused 2026 Toyota RAV4 Woodland review by clicking here.

Cole Attisha

Admittedly, I struggled the most with placing the CR-V Hybrid TrailSport in my rankings. On paper, and in reality, the TrailSport is by far the least competent when it comes to off-roading. Opting for the TrailSport package in the CR-V Hybrid lineup literally adds nothing more than all-terrain tires, unique design elements like TrailSport badging (lol), unique interior upholstery, and TrailSport-specific paint colors like Ash Green Metallic, as pictured. Honda didn't even bother to raise its suspension, meaning the TrailSport's 8.2-inch ground clearance is the lowest in its segment and is no higher than that of a standard AWD-equipped CR-V. Giving this CR-V the same badges as what you'd find on the Passport TrailSport is a serious case of overpromising and underdelivering. Yet, out of every SUV on this list, I miss this one the most.

Cole Attisha

Among all the SUVs here, the CR-V Hybrid TrailSport leans the heaviest into road- and city-friendliness, away from compromising comfort and convenience for off-road capability. I fundamentally struggled with this when I first reviewed this SUV because I couldn't quite wrap my head around why anyone would buy one over the standard CR-V Hybrid, which is slightly more comfortable, more efficient, and handles better thanks to its lack of all-terrain tires. Then, it suddenly hit me how simple the answer was: it just looks better. So, essentially, the CR-V Hybrid TrailSport is a pair of sneakers you can wear for a quick day-hike on a local trail without feeling bad about getting them a little dirty.

While that may not be everyone's preferred criteria for hiking shoes, perhaps I loved the Honda so much because I'm precisely the type who takes my everyday sneakers hiking. Hiking shoes are only as capable as the person wearing them, and considering that the vast majority of my life behind the wheel is spent on paved roads rather than off of them, the Honda won me over because it was, by far, the most satisfying SUV here to drive. Its steering is sharp and communicative, and its two-motor hybridized 2.0-liter four-cylinder powertrain sends its 204 horsepower to all four wheels rapidly and smoothly. Even with its all-terrain tires, the Honda inspired more confidence than any other option here on the windy bends of the Sea-to-Sky Highway and on the rainy streets of Vancouver.

2026 Honda CR-V TrailSport Hybrid

Cole Attisha

The CR-V's interior is both comfortable and impressively spacious, boasting 41.3 inches of front legroom, 41 inches of rear legroom, around 40 inches of front headroom, 38.2 inches of rear headroom, and 57.9 inches of front shoulder room. Cargo space is ample, too, with the CR-V providing 36.3 cubic feet of trunk space behind the rear seats, or up to roughly 76.5 cubic feet with the seats down, making it more spacious than both the Rogue and the RAV4. Keep in mind, though, that the CR-V can tow just 1,000 lbs., making it one of the least capable vehicles in its segment for hauling. It's also the only vehicle that doesn't come with leather or “synthetic leather alternative” interior upholstery, instead opting for a sport fabric material.

With an MSRP starting at $38,800, the CR-V sits in the middle of its rivals in terms of pricing. It's not as efficient as the RAV4 Hybrid Woodland, but it still boasts 38 City MPG, 33 Highway MPG, and 35 Combined MPG—making it far more efficient than any non-hybrid segment rival. Essentially, then, the CR-V Hybrid TrailSport is the option to buy if you need a competent family hauler and would like it to be able to tackle some tougher stuff, but don't necessarily need it to. In my opinion, it's the most satisfying example here when it actually comes down to driving, and it's also one of the more spacious offerings in its class. If I knew I'd rarely be taking my adventure-ready crossover on off-road expeditions, and instead it'd be destined for long road trips on mostly paved asphalt, this is the one I'd get for my money.

Read fellow writer Larry Printz's focused 2026 Honda CR-V Hybrid TrailSport review by clicking here, or read about how I compared it directly to the Subaru Forester Wilderness by clicking here.

Cole Attisha

The same 324-horsepower plug-in hybrid mill from the RAV4 GR Sport. All the goodies of the standard RAV4 Hybrid Woodland. Need I say more? Although I loved the CR-V's overall driving dynamics most, the plug-in RAV4 Woodland's massive, on-demand power delivers top-notch acceleration paired with class-topping efficiency, which is certainly nothing to scoff at. With its electric-first plug-in hybrid powertrain, the RAV4 Woodland PHEV boasts over 107 MPGe when combining both the electric and combustion-powered motors. This astonishing figure will surely save you plenty of dough at the pumps, but you will, however, notice a difference in this SUV's up-front cost. Although Toyota has yet to release official pricing for the plug-in Woodland, sources expect the SUV to cost somewhere around the high-40-thousand- or low-50-thousand-dollar range—a massive jump up compared to its classmates.

Cole Attisha

Despite its likely high price tag, the RAV4 Woodland PHEV can travel up to 49 miles on a single charge without ever using the combustion engine. With the gas engine, however, this SUV can achieve a combined range of around 500-550 miles. For me, the combination of the all-new RAV4 Woodland's wicked good looks, its fresh interior, its potent performance, and its class-topping efficiency makes it one of the most intriguing offerings in the segment. If the RAV4 Hybrid is one of the best all-rounders here, the RAV4 PHEV is the best-est. Still, the RAV4 Woodland PHEV's greatness won't come cheap, and it's not even the best "hiking boot" here for actual hiking (or off-roading, rather). That, my friends, is undoubtedly the Subaru. Read my focused 2026 Toyota RAV4 Woodland review by clicking here.

Cole Attisha

As a long-time Subaru loyalist and an avid enthusiast of the brand's storied past, I've often found myself extremely critical of modern-day Subaru. When I first drove the 2026 Forester Wilderness, I was unhappy with its squeamish little 180-horsepower 2.5-liter four-cylinder engine, its dinky CVT, and the fact that it still possessed the same awful infotainment screen that I was forced to suffer through life with in my very own 2023 WRX, despite other 2026 models such as the Outback receiving updated, and massively improved, software and hardware. Despite an entirely new platform and model generation, the 2026 Forester Wilderness didn't even look all that different from the one it replaced, unless you have serious OCD like me. The Forester is also the least efficient crossover here, achieving just 24 City MPG, 28 Highway MPG, and 26 MPG combined.

Cole Attisha

But then I left paved roads behind. For the rest of the day. That’s when I saw the light. With 9.3 inches of ground clearance, a 23.5-degree approach angle, a 25.5-degree departure angle, and a 21-degree breakover angle, the Forester Wilderness wasn't just the best off-roader on this list on paper; it even proved itself in practice. Using "X-Mode," the Forester Wilderness climbed up literal mountains with no hesitation, took brutal underbody beatings from sharp, jagged boulders like they were mere creekside pebbles, and drove on loose surfaces as if they had magically become fresh tarmac. If I had to take any of these five SUVs off-road, the Forester Wilderness would be my immediate choice.

Beyond its off-road excellence, the Forester offers additional features that enhance its durability and overall ruggedness. For example, its StarTex upholstery is waterproof, scratch-resistant, easy to clean, and can withstand even the sharpest puppy paws. It benefits from class-leading towing, tied with the RAV4 at 3,500 lb. Perhaps most importantly, especially for off-roading, the Forester Wilderness is also the lightest offering in its segment, weighing just 3,675 lbs. Of course, it's also one of the least expensive offerings, priced at just $38,385, beaten only by the Rogue Rock Creek here.

2026 Subaru Forester Wilderness

Subaru

The fact is, when you're shopping for hiking boots, you want the ones that are best for hiking. Sure, maybe that rugged pair of sneakers is more comfortable, and perhaps those trail-capable runners will let you move at a faster pace. At the end of the day, when your life is on the line, and you're barely hanging on to a jagged rock face, you'll wish you had chosen the most capable boots to get you out of there alive. That's just what the Forester Wilderness is. All of these SUVs will get you deep into uncharted territory, but the Forester is the most likely to get you back out again. If the RAV4 Woodland is a capable pair of Nike hiking shoes, then the Forester Wilderness is like a pair of Solomon Gore-Tex boots. Read my focused 2026 Subaru Forester Wilderness review by clicking here.

Cole Attisha

Although each of these crossovers has undeniable charm and is, for the most part, surprisingly capable off-road, I still have some doubts about this entire segment in general. For example, for essentially the same price as most of these SUVs (except for the Rogue), you could instead buy a four-door Ford Bronco Base, which offers authentic body-on-frame ruggedness and the capability of true four-wheel drive with a two-speed transfer case. For even less, you could purchase a similarly-equipped Jeep Wrangler Sport four-door. Those off-roaders are not only more capable off-road, but they're also more powerful and more spacious. So, if you're really after heavy-duty hiking boots, why not purchase something that makes every aforementioned crossover seem like a pair of bowling shoes?

Cole Attisha

Of course, unless you pony up the extra cash for the plug-in hybrid Wrangler 4XE, neither of these hardened off-roaders will provide you with anything close to the efficiency of these Japanese crossover offerings, nor will they offer much in the way of inner-city comfort. So, then, the appeal of these adventure-ready crossovers must be that they are capable of city duty, AND also capable of off-road duty. Don't mistake that with "finding a balance between" city-friendliness and off-road readiness, because that's what the standard crossover variants of each of these models—the Rogue, the CR-V, the RAV4, and the Forester—were designed for. No, for an adventure-ready off-road crossover to truly make sense, it must be, first and foremost, extremely capable off-road, but also viable to live with in a densely populated city.

Ultimately, while its rivals make genuinely compelling attempts to blend off-road chops with daily-driver convenience, and some, like the excellently handling CR-V TrailSport, won over my heart and soul more easily, the Subaru Forester Wilderness is the only offering that delivers genuine off-road excellence without compromise. Yes, it may not be as efficient or as powerful as the Rogue, it may not be as exhilarating to drive as the CR-V, and it may not be as efficient as the RAV4, but the Forester is still compact enough, spacious enough, and comfortable enough to satisfy most of the needs of daily life. To offer all that without sacrificing its surprisingly adept off-road performance is a truly impressive feat for Subaru, and so I believe the Forester Wilderness is more than deserving of the top spot here.

Do you think I've gone insane and that obviously the RAV4 PHEV should have won for its massive power figures? Should the Rogue have taken the crown for its budget-friendly price tag? Should I have given the trophy to the CR-V merely because it was the most memorable of the bunch? Feel free to share your thoughts in the comments!

The Subaru Forester has always been about getting the job done, not showing off, and the 2026 version sticks to that formula. Now in its sixth generation, it slots right between the Crosstrek and Outback, giving you more room and capability than the smaller Subaru without stepping up to the bigger one. You still get standard all-wheel drive, a flat-four engine, and plenty of ground clearance – key reasons why the Forester keeps winning over drivers who care more about all-weather confidence than chasing horsepower.

If you’re not ready to commit to a full purchase, Subaru Forester lease deals are now on the table for December. Leasing gets you into the refreshed Forester with less money upfront, and Subaru’s official programs keep the terms competitive. There are also lease options left for some 2025 trims, so if you’re watching your budget, you have several more choices.

The advertised December Forester lease offers on Subaru's official website focus on the base trim, with simple terms that help keep your monthly payments steady. The longest lease runs 36 months, but Subaru also lets you tweak mileage or pick different trims at certain dealers if you need something more specific.

Trim/Model Year

Monthly Payment

Lease Term

Due at Signing

Annual Mileage

2026 Forester Base

$289

36 months

$4,288

10,000 miles

2025 Forester Base

$275

36 months

$4,274

10,000 miles

2025 Forester Premium Hybrid)

$329

36 months

$4,314

10,000 miles

Of note, the offer runs until January 2, 2026, as long as you qualify and your dealer is in on the deal. There are also lease offers for higher trims, but what you’ll pay depends on where you are and what’s in stock.

There are leftover 2025 Foresters lease deals as well, including both base and hybrid versions. Monthly payments can vary a bit depending on the trim and features, but all these offers go through official Subaru dealers and must be locked in before the program wraps up.

For 2026, every Forester retains the same 2.5-liter flat-four engine, producing 180 horsepower, paired with a CVT. All-wheel drive is still standard, as you’d expect from a Subaru. It’s not the quickest SUV out there, but it's focused on what you want for everyday driving: comfortable, with predictable handling.

The Wilderness trim is available this year, bringing real off-road chops to the Forester lineup, though not offered with a lease deal for now. With more ground clearance, new gearing, and all-terrain tires, it’s built for drivers who actually leave the pavement behind. Inside, every trim gets tweaks aimed at making life easier – think a redesigned center console, better storage, and a big portrait-style infotainment screen on most versions.

Highlights across the 2026 Forester range:

• Standard all-wheel drive on every trim
• Updated interior materials and center console layout
• Available 11.6-inch infotainment touchscreen with wireless smartphone integration
• Wilderness trim with 9.3 inches of ground clearance and trail-focused tuning

The 2026 Subaru Forester remains a practical pick in a sea of compact SUVs. Some competitors might look flashier or feel sportier, but the Forester’s mix of space, great visibility, and standard all-wheel drive keeps it in the conversation for a lot of buyers. Leasing makes even more sense if you want to skip a lengthy commitment and just enjoy what the Forester does best – reliable, all-season driving with no surprises on your monthly bill.

Cole Attisha

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 2026 Jeep Cherokee Laredo ($39,995) and the 2025 Subaru Forester Sport Hybrid ($39,595) are automatic rivals. They’re both new to the market and both from storied brands that evoke the great outdoors, albeit with different approaches. In terms of price, they're pretty much equal. If you’re shopping for a compact SUV that balances efficiency, all-weather confidence, and everyday usability, these two land in a very specific overlap. Both promise better fuel economy without going dedicated plug-in hybrid, and both lean heavily on brand identity to make their case.

The 2026 Jeep Cherokee Laredo represents a clean-sheet rethink of a familiar nameplate, pairing hybrid efficiency with a more modern interior and a tougher image than the Subie. It's also the brand's first hybrid that's not a plug-in, and it's a vehicle Jeep needs right now. The 2025 Subaru Forester Sport Hybrid sticks closer to Subaru’s proven formula, adding electrification to a platform that’s long been a go-to for practical, outdoorsy buyers. But it’s been redesigned at the appropriate time for more appeal and versatility.

This is the heart of the comparison because neither buyer is cross-shopping performance SUVs or full EVs. The 2026 Cherokee introduces a hybrid powertrain designed to improve efficiency without changing how the vehicle feels to drive. In Laredo trim, it pairs a turbocharged 1.6-liter four-cylinder engine with electric assistance for a combined output of 210 horsepower. The focus here is smooth torque delivery and extended range rather than outright speed. Range is over 500 miles, and that's killer good. EPA estimated mileage in combined driving conditions is 37 mpg.

Jeep positions this hybrid setup as a way to make the Cherokee more livable day to day, not as a statement about eco-consciousness. The benefit is meaningful fuel economy gains over past Cherokees while maintaining the brand’s traditional four-wheel-drive capability.

Subaru’s hybrid approach is more conservative but also more familiar. The Forester Sport Hybrid combines a 2.5-liter boxer four-cylinder engine with electric assistance to deliver improved mileage over the standard Forester, while keeping Subaru’s signature all-wheel-drive system intact. Horsepower isn't quite as much as the Cherokee's, but it's close at 194. Driving range on a full tank is 581 miles, eclipsing the Cherokee's 500. EPA estimated mileage is 35 mpg in combined driving, a hair less than the Cherokee's.

Power output is modest but adequate, and the emphasis is on efficiency and consistency rather than performance. Acceleration is better than the gas version, and the 14-hp difference is noticeable, aided by an improved CVT. The Forester Hybrid doesn’t try to feel radically different from the gas version, which is exactly what many Subaru buyers want.

The 2026 Cherokee’s interior is a dramatic step forward compared to the outgoing model. It's more like its Grand Cherokee stablemate than it is the old Cherokee, and that's saying a lot. A wide infotainment screen dominates the dash, paired with a digital gauge cluster and wireless smartphone integration. The squircle steering wheel is also pretty slick. The layout feels intentionally modern, with cleaner lines and fewer physical buttons.

Even in Laredo trim, the Cherokee gets a big 12.3-inch landscape-oriented infotainment touchscreen running the latest Uconnect 5 software that looks more refined than the Subaru's. It feels like it was designed to compete with newer rivals rather than just keep up. If your current vehicle is more than a few years old, the tech upgrade alone may be reason enough to take a test drive.

The Forester’s interior is more traditional, but also more intuitive. Subaru prioritizes visibility, simple controls, and a seating position that makes long drives easy. The Sport Hybrid trim adds visual flair and some upgraded materials, but it doesn’t radically change the Forester’s personality. The interior continues to evolve in a way that won't alienate (or disappoint) Forester loyalists.

The portrait-oriented touchscreen is smaller than the Cherokee's at 11.6 inches. Software remains the same, meaning easy and undramatic. It’s not flashy, but everything is where you expect it to be. For buyers who value function over form, this is still one of the Forester’s biggest strengths.

Early feedback shows that the Cherokee is more for urban jaunts than mild off-roading, a bit of a departure from the standard Jeep fare. The CVT errs on the side of efficiency, which makes sense for a hybrid, and 0-60 comes in about 9.4 seconds. Its 4,300+ pound weight doesn't do it many favors.

The Jeep Active Drive I 4x4 system has a mechanical connection and uses a real axle disconnect that improves fuel efficiency. There's no low-range, locking differential, or torque vectoring. It can, however, route up to 50 percent of power to the rear wheels to improve traction. The long wheelbase helps ride quality, smoothing out undulating and imperfect pavement. On the downside, clearance is 8 inches. That's lower than the old Cherokee's 8.4 inches and not nearly as much as the Subaru's.

The Forester Sport Hybrid prioritizes composure and predictability. It doesn't strive to make any major changes to a proven and successful formula. Steering is light, suspension tuning favors comfort, and the vehicle feels planted in poor weather. It’s not engaging in an enthusiast sense, but it’s exceptionally easy to live with.

The Symmetrical All-Wheel Drive system comes with X-Mode, a brake-based torque vectoring system for improved off-road traction. 0-60 comes in the mid-eight-second range, quicker than the Jeep's. We never thought we'd say a modern Forester felt reasonably quick, but here we are. Ground clearance for the Forester Sport Hybrid is 8.7 inches, significantly more than the Cherokee's.

The redesigned Cherokee grows in the right places, offering improved passenger space and a more open feel than before. Rear legroom is a generous 38.5 inches. Cargo capacity is far better than before, with 30 percent more space at 68.3 cubic feet with the seats folded flat. It's not as good as the Subaru, which is voluminous, but it's a great improvement over the 2023 Cherokee's 54.7 cubic feet.

The Forester continues to shine in outward visibility and usable interior space that's hard to match in this segment. Large windows, a tall roofline, and a squared-off cargo area make it easy to load gear and keep passengers comfortable. For families and owners of large pets, this remains a key advantage. Rear legroom is a spacious 39.4 inches, beating the Cherokee. Cargo space is 74.4 cubic feet with the seats folded flat, handily beating the Cherokee and moving into class-leading territory.

The Cherokee Laredo's standard feature set includes 18-inch painted aluminium wheels, heated exterior power mirrors, automatic headlights, active grille shutters, heated front seats, a 10-way adjustable power driver's seat with power lumbar, a 10.25-inch digital instrument cluster, remote vehicle start, a 6-speaker audio system, Wireless Apple CarPlay and Android Auto, a Wi-Fi hotspot, and dual-zone automatic climate control.

Standard safety features on the Laredo trim are pretty robust and include Active Driving Assist, Active Lane-Management System, Adaptive Cruise Control with Stop and Go, Blind-Spot and Cross-Path Detection, Drowsy Driver Detection, Full-Speed Forward-Collision Warning Plus, Intersection Collision-Assist System, ParkSense Rear Park-Assist with Stop, ParkView Rear Back-Up Camera, Rough-Road Cruise Control, and Selectable Tire-Fill Alert.

The Forester Sport Hybrid is positioned as a well-equipped model rather than an entry-level hybrid, which simplifies the buying process. Standard features on this trim level include 19-inch bronze finished aluminum wheels, LED steering responsive headlights, a panoroamic power moonroof, heated side mirrors, 10-way power adjustable driver's seat, heated front seats, a 12.3-inch configurable digital instrument cluster, hands-free power liftgate, dual-zone automatic climate control, Harmon Kardon premium audio, a Wi-Fi hotspot, and Wireless Apple CarPlay and Android Auto.

It's hard to beat the Subaru's safety set that includes EyeSight Driver Assist Technology with Pre-Collision Braking, Automatic Emergency Steering, Blind-Spot Detection and Rear Cross-Traffic Alert, Lane Departure and Sway Warning, Advanced Adaptive Cruise Control, High Beam Assist, Reverse Automatic Braking, and a Rear-Vision Camera.

The 2026 Jeep Cherokee Laredo is the better choice if you’re drawn to rugged design, modern technology, and a hybrid system that focuses on efficiency. The 2025 Subaru Forester Sport Hybrid remains the smarter pick if you value consistency, usability, space, and a vehicle that quietly excels at everyday life. Its DNA is obvious, and it doesn't deviate much from a proven formula, only this time with a smoother, more powerful, and more efficient powertrain.

Both vehicles offer far more than just a boxy SUV ethos. They're practical for families and outfitted with excellent tech and safety features. Subaru has legacy and reliability on its side, while the newest Jeep model is the fresher choice.

As many auto writers have pointed out (myself included), the 2026 Subaru Crosstrek Hybrid is the company’s third attempt at a hybrid. The first generation was produced in 2014, and it only lasted for two model years. For the marginal improvement in mileage, it came with an astonishingly high cost. The Crosstrek PHEV came out in 2019 and came with Toyota’s leftover hybrid technology. It got much better mileage than the first iteration, but, not unlike the company’s first try, it was incredibly pricey. It was also only available in a handful of markets, so it was difficult to find and buy.

Kristen Brown

With the 2026 Crosstrek Hybrid, the company proved that the third time really is the charm. Packed with the same e-Boxer setup that’s in the new Forester hybrid, it has everything I love about the gas-only Crosstrek, with better mileage, a nicer interior, and more safety features that come with the company’s third generation of EyeSight. Finally, both trims, the Sport and the Limited, are fairly priced: $33,995 and $34,995. I drove it in Portland, Oregon, for the first drive event and loved it. After driving it for a week, I can wholeheartedly say I’d recommend one to those looking for an affordable and safe hybrid that didn’t cut too many corners to keep the costs down. Here’s how my week with it went.

I’m circling back to the price again, because it’s an important part of what will make the Crosstrek Hybrid so successful. Before the Crosstrek Hybrid, options for smaller, AWD hybrid SUVs are fairly limited, and depending on which one you buy, they can be pretty expensive. There’s the Honda CR-V hybrid, which just released a TrailSport trim with AWD, but the starting price is higher than the Crosstrek Limited Hybrid trim at $37,130. I’d argue it competes more with the Forester Hybrid, but I figured it’s still worth mentioning. 

There’s the Corolla Cross Hybrid, and that has a lower starting price of $29,295, but if you want a top-shelf model with all the convenience features and a nicer stereo, you’re spending just over $35,990. The Hyundai Tucson hybrid can be AWD, which has a price range of $33,465–$41,295, but like the Honda, it’s more of a competitor for the Forester. The Kia Sportage hybrid is a closer competitor to the Crosstrek in terms of cargo space and overall size, and the range is large: $30,290 for the base LX trim and goes up to about $40,390 to $42,000 for the top-tier SX-Prestige trim.

Kristen Brown

The point I’m making here is simple: for what you get with the price, there’s not much else that competes with its tougher AWD system, safety features, and overall price. In a way, it creates its own subcategory, and the only other hybrid that may steal its buyers is the Forester Hybrid, since it comes with the same hybrid system with more cargo and passenger space, but at a higher cost. The top-of-the-line price being $34,990 makes it a great value for a wide range of buyers, and that’s exactly what Subaru was aiming for.

This should go without having to say it, but because the gas-only version of the Crosstrek was tight for kids in car seats, and the trunk is a bit too small for babies (since, you know, you usually have to haul a stroller, diaper bag with extra clothes, shoes, diapers, blankets, the lot). My toddlers are out of a stroller and don’t need a diaper bag, but I do keep an emergency kit, extra clothes, shoes, socks, gloves, and that takes up about 80% of the 18.6 cubic feet of trunk space. During my week with it, I hauled my filming and camera gear, and that ate up the trunk space. 

Kristen Brown

Because the trunk space is limited, it’s perfect for singles or childless couples. My best friend has a 2018, and it meets all of her needs as a frequent traveler and camper. Since my kids are older, a Crosstrek could work, but my kids would definitely outgrow it once they’re out of their car seats, once we’d have to move them into their college dorms, or if they want to bring a few friends over to spend the night or have dinner. 

Kristen Brown

However, I will say that the Sport Hybrid came with roof rails, so you can always buy crossbars to get a cargo basket or box to make up the difference if it’s needed. You can also have a hitch installed onto the Crosstrek for a bike rack, hitch cargo carrier, and more. In the San Francisco Bay Area, seeing a Crosstrek without those things is rare. So, at least you can rest assured that there’s plenty of aftermarket support for those items. Subaru even sells a lot of those items on its official site, but expect a markup.

The e-Boxer setup is Subaru’s pride and joy, as it’s 99.9% their own system. Since Toyota had a seat at the table and inspired how the system functions, they get a tiny bit of credit. Sort of like when you get a mention at the very end of a movie’s credits. It’s important to note, though, that aside from the boxer engine, the biggest differentiator between Subaru and Toyota’s hybrid system is the fact that the Crosstrek has a true, traditional, mechanical all-wheel drive system (after all, it wouldn’t be a real Subaru without one). 

Kristen Brown

Instead of Toyota’s on-demand system that uses an electronic e-axle in the rear that only engages when slipping is detected, or the vehicle is put into an off-road-focused drive mode, the Crosstrek Hybrid has a front, center, and rear differential that has a physical connection to the engine, so all four wheels share an even amount of the engine’s power at all times. It makes it more robust and better able to handle tougher off-road trails, snowy or icy conditions, but at the cost of mileage.

Still, the Crosstrek Hybrid gets excellent mileage–even better than the Forester Hybrid. Combined, I was a hair away from getting 35 mpg. This is only a bit less than Subaru’s estimate of 36 mpg on the highway, city, and combined, and about the same as the gas-only Crosstrek, with the main difference being the in-town and combined average, as well as overall range. The gas-only version has a range of 547 total miles, while the hybrid has a range of 597 miles.

Kristen Brown

Most of my time with it was spent sitting in traffic, so I spent a good chunk of time charging the battery or cruising in EV mode. Around town, it was the same formula: stay in EV mode as long as possible to avoid burning gas, and for the most part, it worked. I averaged about 32 in the city. In the Forester, I was getting between 30 and 28 mpg, and I attribute that to the Crosstrek’s lower curb weight.

One thing I always praised Subaru for was the fact that they don’t skimp on safety features, even on the base trim of the Impreza. All models, no matter the trim, come with the company’s EyeSight system, so they all come with essential safety features like lane keep assist, adaptive cruise control, lane centering, obstacle detection and avoidance, automatic emergency braking, and so much more. Therefore, the Crosstrek Hybrid comes with all that, plus Safe Exit warning for rear passengers, sensors for automatic braking in the rear, and now, Emergency Stop Assist. 

This feature is new for Subaru, and it piggybacks off of EyeSight’s adaptive cruise control system. The Limited model goes off of the DriverFocus system. If the system detects that you’re unresponsive, the system will alert you. If you don’t respond to a secondary alert, the Crosstrek Hybrid will automatically pull over, unlock the doors, activate the hazard lights, and alert emergency services for you via MySubaru. All 2026 models in the company’s lineup will have that feature. The ability to alert emergency services is dependent on a subscription to MySubaru's connected services, so after the trial ends (they give you five years), it will operate the same. It just won't call 911 for you. Paying for it is worth it, as it’s only $45 annually or $4.49 per month for the most expensive subscription.

Kristen Brown

My tester was a Sport Hybrid, so it’s the “lower” trim level of the hybrid. It has all the same safety features as the Limited trim, but lacks the convenience features such as a heated steering wheel, a 360-degree view camera for parking, reclining rear seats, leatherette upholstery, automatic braking in the rear, and the DriverFocus system. Which, if you didn’t catch it, are all convenience features–not safety features.

Aside from the all-wheel drive system, another distinguishing feature that makes it a True Subaru is the Boxer engine. Because it’s horizontally opposed, it’s inherently smoother than other engine designs, and that truly shone in the Crosstrek. I reviewed it in December, so every time I started the car, it was a tad rough–but once it reached optimal operating temperature, it was so smooth, I couldn’t tell when the engine kicked on or shut off and went into EV mode. It was incredibly smooth, one of the smoothest hybrid systems I’ve tested, aside from the Toyota RAV4. 

Kristen Brown

Subarus are known for being noisy, and as the owner of two older Subarus, I can confirm that. Sound dampening was not a priority. But Subaru has been paying special attention to its survey results, and vastly improved the road noise in the Crosstrek Hybrid. They also made the blind spot monitoring light smaller (as a result of owners complaining it was too big and too bright), but the company maintained what makes them so popular to loyalists: visibility is still excellent, the technology was intuitive and easy to use, and the information displays aren’t too overwhelming. I do wish the hybrid information display had a bit more information, but for the Crosstrek’s ideal buyer, it’s more than enough.

Kristen Brown

Driving it through downtown, traffic, or on the highway was quiet and smooth–not at all indicative of a “cheap” hybrid. The only time I noticed any sort of road noise was when I was on an unfavorable road. But, to be fair, the same Bay Area roads were loud even in a car like the Range Rover Sport PHEV. So, for a Subaru, it’s incredibly quiet. But if you compare it to something much more expensive and luxurious, it’d be considered loud.

In today’s fight for the best, affordable, versatile AWD hybrid, the new Crosstrek Sport Hybrid puts up an incredibly spirited fight. It wouldn’t be my best choice for families with small kids or infants because of how much stuff parents need to keep in the car to accommodate them, but it’s a nearly size for a single person to commute in who likes to camp remotely on the weekends, an adventurous couple without kids, or a first-time car buyer who wants something affordable, efficient, safe, and capable. Unlike the other two iterations of the Crosstrek Hybrid, I feel like 2026 is the perfect time to draw the curtain for it. I’ll be rooting for the Crosstrek Hybrid wholeheartedly.

The Subaru Outback has always carved out its own space, sitting somewhere between a wagon and a full-on SUV. For 2026, Subaru pushes it further into SUV territory with a boxier shape, but keeps the signature all-wheel drive and flat-four engine. That mix is why the Outback is still one of Subaru’s most familiar and best-selling models.

If you want to try the Outback without locking yourself into a long-term buy, Subaru is rolling out lease deals this December. Most of Subaru’s lease deals focus on the Premium trim, but you get two clear choices: stick with the outgoing 2025 Outback or jump into the all-new 2026 model. Both are available through January 2, 2025, at select dealers and can be viewed via Subaru's official website.

Subaru

The 2026 Outback Premium starts at $365 a month for 36 months, with $4,364 upfront before taxes and fees. It’s a bit pricier per month than before, but you get the new look and upgraded tech as part of the deal.

Model Year/Trim

Monthly Payment

Lease Term

Due at Signing

Annual Mileage

2025 Outback Premium

$305

36 months

$5,225

10,000 miles

2026 Outback Premium

$365

36 months

$4,364

10,000 miles

The 2025 Outback lease comes in much cheaper, so it’s a solid pick if you’re watching your budget. Subaru says other trims and lease lengths might be out there, but 36 months is the main offer. Final prices and availability depend on your area and credit, so it’s worth checking with your local Subaru dealer to see what’s actually on the table.

Numbers aside, the 2026 Outback gets real upgrades. The flatter roofline means more headroom and extra cargo space, and the cabin feels cleaner with bigger screens and quicker infotainment. All-wheel drive and solid ground clearance are still standard, so it’s ready for light off-road use right out of the box.

Engine options are familiar: a 180-hp 2.5-liter flat-four, or a 260-hp turbo 2.4-liter if you go for the XT or Wilderness trims, both using Subaru’s Lineartronic CVT. The Wilderness literally gains more ground (clearance), chunkier tires, and tougher styling.

Notable features include:

• Standard AWD with selectable terrain modes
• Updated 12.1-inch infotainment system with wireless smartphone integration
• Available turbocharged engine for stronger acceleration and towing
• Enhanced EyeSight driver-assistance tech across the lineup

All these changes mean the Outback still nails that mix of comfort, practicality, and all-weather confidence – especially if you’re leasing.

Subaru

With both 2025 and 2026 models up for grabs, you get a straight choice: save money with the outgoing version, or pay a bit more for the new design, extra space, and better tech. The Outback still stands out for its standard all-wheel drive and that unique wagon-meets-SUV vibe. Leasing is a smart move if you want steady payments, flexibility, and the freedom to switch things up later. This December, the Outback’s lease deals are worth a look.

Cole Attisha

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.

Now that pricing is available for Subaru's new compact EV, the Uncharted, we're able to have a closer look at competitors. Subaru names two in its press materials: the Hyundai Kona EV and Kia Niro EV. It says the Uncharted outclasses them, largely because Uncharted Sport and GT models are equipped with standard AWD and more range and power than the two competitors. That is exactly why we'll be looking at two more instead: the Hyundai Ioniq 5 and the Chevrolet Equinox EV.

First, a baseline. Subaru's pricing for the 2026 Uncharted can be found below, in addition to a claimed 300 miles of range and 221 horsepower for the front-drive Premium. Sport and GT trims offer all-wheel drive, up to 290 miles of range, and 338 horsepower.

First, pricing:

Hyundai Ioniq 5 Trim

2026 MSRP

IONIQ 5 SE RWD Standard Range 

$36,600

IONIQ 5 SE RWD

$39,100

IONIQ 5 SEL RWD 

$41,400

IONIQ 5 Limited RWD

$46,675

IONIQ 5 SE AWD

$42,600

IONIQ 5 SEL AWD

$44,900

IONIQ 5 XRT AWD

$47,875

IONIQ 5 XRT AWD with Tow Hitch

$48,325

IONIQ 5 Limited AWD

$50,575

Evidently, Hyundai aims to offer a much broader spectrum of models in the Ioniq lineup. Subaru takes the opposite approach, with just three available trims and a $43,000 ceiling. As for the numbers, it's quite easy to find an equivalent AWD Ioniq 5 for the price of a Subaru Uncharted.

Power and range outputs for the Ioniq 5 sit in a similar place as well. The Ioniq offers three power outputs depending on trim, with only base models getting 168 horsepower. Otherwise, the Ioniq 5 falls between 225 and 320 horsepower, with rear or all-wheel drive depending on your trim. Range? Between 245-318 miles, depending on trim. It's a larger spread than Subaru offers, and it's worth keeping in mind that the hyper basic Ioniq 5 SE is much more basic in order to offer the model's new $35K MSRP.

These figures sit well with Subaru's, barring the very cheap entry Ioniq 5 SE, which has disappointing power compared to the Subaru. However, Hyundai has some excellent tech and interior spaces. Subaru has made some gains there, but pulls out a clear lead in performance if you're only comparing base models. Elsewhere, Hyundai can present a solid counter-argument, offering a similar range and power for similar money.

It's worth also pointing out just how well the Ioniq 5 drives, too. The EV is seriously comfy, features a smart interior with great storage and excellent tech, and in most situations, offers enough power and range to provide confidence. Subaru's Uncharted needs to drive better and offer a nicer interior if it hopes to outclass what is, in our eyes, a segment leader.

Chevrolet

Chevy Equinox EV Trim

2026 MSRP

LT 1 FWD

$36,495

LT 1 AWD

$39,795

LT 2 FWD

$43,295

LT 2 AWD

$46,595

RS FWD

$45,595

RS AWD

$48,895

Again, GM offers a larger spread of models, capping out at a higher price point. However, unlike Hyundai, the Equinox EV LT1 is more expensive than the Uncharted's Premium model. Front-drive Equinox EVs come with a single electric motor that makes 220 horsepower, nearly identical to the Uncharted. Opting for the dual-motor all-wheel-drive system ups the power to 300, again right in line with the Subaru.

As for range, the Equinox EV offers up to 319 miles of range per EPA estimates, while AWD models see that figure fall to 307 miles. That's a touch more than the Subaru, which offers between 290 and 300 miles of range.

The Equinox is a well-rounded EV, and like the Ioniq, it offers plenty of space and reasonable pricing. The biggest problems it faces are a lack of Carplay (a political play on GM's part), and a lack of small-item storage. Of course, more basic trims feel sluggish, just like the Hyundai, but its long-range figures and smooth, quiet ride pose a threat to Subaru.

The automaker has a lot of work cut out for it. The Uncharted is built and paid for, and now it has to compete. To do so, it needs to offer something these two don't. Usually, that's a decent helping of standard off-road capability and excellent safety features. Whether that can compete with Hyundai and Chevrolet's alternatives, or win out over them, will have to be seen from behind the wheel.

If you want the rugged crossover experience without driving something big and bulky, the Subaru Crosstrek has always been a top choice. It’s got standard all-wheel drive and doesn’t look like it’ll be out of place on a dirt road. If you want to get behind the wheel of a 2026 Crosstrek relatively affordably this month, Subaru is running a pair of lease deals on its smallest crossover. These Subaru Crosstrek leasing offers apply to the cheapest gas and hybrid trims, so here’s how much you’ll pay, plus a look at how it compares to the Toyota Corolla Cross and Honda HR-V.

Kristen Brown

The Subaru Crosstrek’s lease price starts at $275 per month for the base non-hybrid model. This is a 36-month lease with $3,274 due at signing, and excludes tax, title, licensing, and registration costs. Subaru includes 10,000 miles per year, and exceeding this limit will cost $0.15 per mile.

The other 2026 Subaru Crosstrek lease offer is for the Sport Hybrid. We found this model to be a vast improvement over previous electrified Crosstreks, but it costs a lot more than the non-hybrid model. Expect to pay $359 per month for the Sport Hybrid over 36 months, with $3,859 down. Both these lease deals are based on you taking delivery by January 2, 2026.

These particular lease deals for the Subaru Crosstrek are exclusive to California, so be sure to check Subaru’s special offers page for deals in your area.

If you want to buy a 2026 Subaru Crosstrek instead of leasing one, it’ll cost you $26,995 for the base gas model and $33,995 for the Sport Hybrid. The most expensive model is the Limited Hybrid, which goes for $34,995.

Related: I Drove the 2025 Subaru Crosstrek Wilderness, Here's My Honest Review

Subaru

The base Subaru Crosstrek has a 2.5-liter boxer-four engine producing 180 horsepower and 178 lb-ft of torque. AWD is standard and a CVT is the only transmission choice. Performance is adequate rather than sparkling, and the most efficient models get 26/33/29 mpg city/highway/combined.

The hybrid has the same 2.5L engine, but the electric punch pushes the output up to 194 hp combined. It gets AWD and its own version of a CVT, but the main advantage is that efficiency improves to 36/36/36 mpg.

The base Crosstrek comes with the following standard features:

• 17-inch alloy wheels
• LED headlights
• Cloth upholstery
• Dual-zone automatic climate control
• Dual seven-inch multimedia system
• Four-speaker sound system
• Adaptive cruise control
• Lane departure warning

The Hybrid Sport is not only more efficient, but better specified, too. It adds larger 18-inch alloys, LED fog lights, a power moonroof, an 11.6-inch touchscreen with navigation, a six-speaker sound system, heated front seats, and a leather-wrapped steering wheel. We would have liked to see Subaru offer the hybrid in a lower trim level, though.

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

2026 Honda HR-V Sport

Including the initial payment, the 36-month lease for the base Subaru Crosstrek works out to $13,174. That’s almost exactly the same as the 2026 Honda HR-V AWD’s lease, which costs $13,223 over 36 months—Honda’s lease is for 39 months, though, so this amount excludes the three additional payments. Toyota undercuts both, with a 36-month lease cost of $12,963 for the base Corolla Cross L. The Subaru is more powerful than the Toyota, though.

If you’re leasing the non-hybrid Crosstrek, its lease price is in line with these key rivals, plus you get the distinctive, rugged Subaru design that so many love. We have reservations about the Crosstrek Hybrid, though; it’s a lot more expensive than the Corolla Cross Hybrid, and the Toyota is more efficient, too, at 42 mpg combined.

If you’re going the non-hybrid route, the Subaru is well worth a look.

The Subaru boxer engine is probably the best-known example of this type of engine today, because this is the only layout of combustion engine that Subaru has used for half a century now, but what is a boxer engine exactly, and why is it called that? A boxer engine has its pistons arranged flatly, at a 180-degree angle, opposing each other, which is why it’s also called a horizontally opposed or flat engine. All boxers are flat engines, but not all flat engines are boxers. Let us explain.

To qualify for the name “boxer”, a flat engine must have its opposing pistons connected to crankpins that are 180 degrees apart, so the pistons move away from and toward each other - essentially “boxing” each other - at the same time (the engine on the right below). Some flat engines have their opposing pistons attached to the same crankpin (the engine on the left below), so the pistons move in the same direction at all times and never “box” each other. These engines are flat engines, but not boxers; they’re V engines flattened out into a 180-degree bank angle, also called flat-V engines, such as the Ferrari F113 flat 12 in cars like the Testarossa and 512 TR.

User Frank Lente on Wikimedia

“Please, don’t call it boxer. Technically, it is correct to say that this engine is a flat-12, or has 12 cylinders with the heads at a vee angle of 180°. The difference between this engine and a true ‘boxer’ is that on the Ferrari engine the corresponding connecting rods of each bank are coupled on the same crankpin, so the two pistons move in the same direction, whereas in a true boxer engine (for example the flat-six Porsche engine) the pistons move in opposite directions.” ~ Mauro Forghieri, Technical Director of Scuderia Ferrari during the ’60s and ’70s.

The boxer engine dates back to 1899, when Carl Benz created a boxer flat-twin for cars like the Benz Contramotor. The design soon took off, and was popular over the years in rear-engined air-cooled applications, such as in 1930s Tatras, the 1938-2003 classic VW Beetle, and 1964-1995 Porsche 911, thanks to its large surface area, making it ideal for air cooling with a suitable air jacket and block ribbing to dissipate heat. 

1972 Volkswagen Beetle

During the ’50s and ’60s, BMW used flat twins in its 600 and 700 models, Chevrolet installed flat sixes in the ’60s Corvair, and the format remained popular for years, seeing service in Citroëns, Lancias, Alfa Romeos, and Panhards, before slowly dying out, leading up to the present day, with only Subaru and Porsche still using it in cars.

Thanks to its low center of gravity and short length, the boxer engine has become a Subaru staple, mounted low down in the nose ahead of the front wheels, and with the transmission behind, making for a perfectly symmetrical driveline and simple AWD arrangement that requires no bevel gears to send power to the rear axle. Fitted with a turbocharger, lots of power can be extracted, as proven by the WRX boxer engine in many quick Imprezas, including the latest WRX (below). The 2.5L boxer engine in the 2019 WRX STI produced a full 341 hp. Modified Subaru boxers have exceeded 1,000 hp.

Subaru

Modern Porsches push the brand’s naturally aspirated 4.0L boxer-6 to more than 9,000 rpm and more than 500 hp in the GT3 RS (left below), while the latest hybridized and twin-turbocharged 3.6L flat-6 in the latest 911 Turbo S produces 701 hp (right below), and can get the car to 60 mph in about 2.5 seconds. Clearly, there’s lots of life yet in the boxer format, and it still powers some of the quickest cars on sale today.

2026 Porsche 911 GT3 RS cutaway view

Porsche

• Short length makes it compact in the longitudinal axis and makes it possible to mount it ahead of the front axle in FWD cars.
• Low center of gravity thanks to the low profile of the engine, allowing it to be mounted low in the vehicle to improve handling.
• Perfect primary and secondary balance, resulting in smooth operation without needing balance shafts.

ar.inspiredpencil.com

• Enhanced frontal crash safety, as the low-profile engine moves more easily under the passenger cell in an impact.

• A very wide engine, making it impossible to mount it between the wheels.
• Requires two separate cylinder heads, like a V engine, which makes it more complex and expensive to manufacture.
• Difficult access for maintenance and repairs, with cylinder heads low down and cramped, making even spark plug replacement difficult.
• Potentially more prone to gasket failures in older water-cooled designs (the Subaru EJ engine being an example)

Do all Subarus have boxer engines? No, but the majority of Subarus since 1966 have had them in 4- and 6-cylinder formats. Exceptions include badge-engineered Subarus from other automakers, such as the Bighorn, Dex, and Traviq, and Kei cars. Some of the major Subaru model lines over the years using boxer engines include cars such as the:

• 1966+ 1000 and derivatives
• 1971+ Leone
• 1978+ BRAT
• 1985+ XT
• 1989+ Legacy
• 1991+ SVX
• 1993+ Impreza

Subaru

• 1994+ Outback
• 1998+ Forester
• 2003+ Baja
• 2005+ Tribeca
• 2008+ Exiga
• 2012+ Crosstrek
• 2012+ BRZ

Kristen Brown

• 2014+ Levorg
• 2019+ Ascent

Porsche has also been using boxer engines since its inception, and only branched out to other engine types decades later, in 1976, with the inline four-cylinder in the 924, and then the V8 in the 1977 928. Boxer-engined Porsches include:

• 1948+ 356 and derivatives
• 1964+ 911 and derivatives
• 1969+ 914
• 1986+ 959

• 1996+ Boxster
• 2005+ Cayman

A: A boxer engine has perfect primary and secondary balance, making it smooth without requiring balance shafts. It is also a low-profile engine, giving the vehicle it’s fitted to a lower center of gravity and better handling.

A: The Subaru boxer engine lineup goes toe to toe with any comparable inline engine in the car industry, and recent refinements such as direct injection and hybridization have kept it up to date. It’s generally known to be durable, but older designs, such as the EJ, had a reputation for gasket failure, and modern ones tend to leak oil when they age.

A: A 2.0L boxer engine without a turbocharger typically has between 150 and 170 hp, but Porsche squeezes 300 hp from the 2.0L boxer in the 718 Boxster and Cayman.

A: The Mk1 Toyota 86 (twinned with the Subaru BRZ) was called the GT86 in Europe and other markets, so it’s the same car as the 86 Americans could buy since 2012. It came only with a naturally aspirated FA20 2.0L boxer engine made by Subaru, but Toyota gave it the 4U-GSE code name in the 86. It uses both manifold and direct fuel injection, called D-4S by Toyota, and this D-4S boxer engine is also found in the latest GR86, enlarged to 2.4L (below).

Subaru

Though only surviving today in Subarus and Porsches, the boxer engine has proven itself over nearly 130 years, and both these automakers are committed to this layout for as long as they produce combustion engines. Smoothly revving and with a low profile, it remains an excellent layout for a sporty car, and it’s the only layout that will fit behind the rear axle of a 911, so its place in motoring is assured for the foreseeable future.

Money's scarce, and times are tough. If only cars weren't so damned expensive. Alas, this seems to be the world we live in these days, but recent news suggests things might not stay this way for much longer. No, no, our cars aren't going to get any cheaper; don't be ridiculous. According to the Trump administration, though, they might just get smaller instead. That's right, no longer will buyers with tight budgets be forced to shell out exorbitant sums for four-wheel-drive, off-road-ready SUVs that nobody really needs. Instead, they'll be able to save a few bucks—just a few bucks—and buy themselves the vehicular equivalent of a ping pong ball.

Collision-safety concerns tossed to the wind, President Donald J. Trump has fallen madly in love with Japan's cute little kei cars—cars produced to fit within specific small dimensions, with engines up to just 660cc, to qualify for reduced fees and taxes passed down to buyers. He sees these cars as a potential solution to the "pricey car crisis," which wasn't at all caused by automakers realizing that crossovers and SUVs were quickly becoming their top-volume sellers, despite also being margin-rich moneymakers, and that producing cheap small cars was simply no longer worth their time.

As a selfish and indulgent automotive enthusiast, I am admittedly somewhat giddy at the prospect of brand-new kei cars being produced and sold in America, regardless of how ridiculous the idea may be in practice. After all, kei cars are some of the most fun slow cars to drive fast because most of them are incredibly lightweight. They're also extremely quirky—they're brilliant examples of engineering and packaging excellence—and they sip fuel like it's 30-year-old scotch—slowly, and with great care. So, in my excitement over the thought of seeing the world's latest and greatest kei cars coming to America, I decided to put together a list of what I believe are the top 5 brand-new kei cars on sale in Japan today that could potentially succeed in the U.S. market. Here is that list:

Nissan

The only fully electric vehicle on this list, the Nissan Sakura, offers up to 112 miles of range on a single charge. With a 20kWh laminated lithium-ion battery, the Nissan Sakura's powertrain provides just 63 ponies, but it's enough for this tiny EV to achieve a top speed of 80 miles per hour; more than enough for city commutes and the occasional freeway jaunt. Admittedly, the Sakura isn't exactly inexpensive for what it is. In Japan, the electric kei car starts at USD 27,800, or just shy of what the 2026 Nissan LEAF goes for here in North America, which offers far superior range and power.

Nissan Sakura

Still, Japan has fallen in love with the Nissan Sakura. The Sakura was awarded Japanese Car of the Year for 2022-2023, also winning Kei Car of the Year. In 2023, it won the RJC Car of the Year and RJC Technology of the Year awards. And in 2022-2023, the Japan Automotive Hall of Fame (JAHFA) named it its Car of the Year. No matter how you feel about EVs, there's no denying that the Nissan Sakura is a thing of absolute automotive engineering genius, and I believe Americans deserve the chance to benefit from Nissan's brilliant global innovations for themselves in this bite-sized EV package.

Nissan

If Nissan can get the price down, perhaps by producing the Sakura on American soil, it could make a compelling sub-$25k EV for buyers who take their dieting and cardiovascular exercise very seriously and don't need a whole lot of space. The Sakura could be a brilliant commuter car for people who live in dense city centers and don't often leave town by car. Plus, there's certainly an appeal here for fleet use. I can imagine the Sakura making an excellent choice for college campus security services, parking and bylaw enforcement, and much more.

Wiki

Americans love their crossovers, and hybrid crossovers seem to be the next big thing in the 'States. But who says they all need to be massive? Mazda has the perfect thing for those looking for a tiny off-roader with tiny fuel usage for tiny money. In Japan, Mazda sells the Flair Crossover Hybrid for just $16,500 with standard front-wheel drive, or $18,500 with four-wheel drive. Thanks to its tiny 660cc hybrid engine, this tiny off-roader boasts stellar fuel efficiency, typically achieving around 56-59 miles per gallon.

B

Plus, Mazda offers a whole slew of funky color options for the Mazda Flair Crossover Hybrid, which could add an exciting new color palette to American roads and trails should Mazda decide to offer the model stateside. With seating for up to five people, the Flair Crossover could be the perfect affordable do-it-all vehicle; ideal for city commuting and perfectly capable of tackling harsher terrain and groomed forest trails.

Mitsubi

Available with two- or four-wheel drive and turbocharged or naturally aspirated powertrains, the Mitsubishi Delica Mini is an incredibly versatile mini-minivan perfect for singles or couples who insist on inner-city convenience but also like to go camping on the weekends. Throw a rooftop tent on one of these or simply fold all four of its seats down flat to create a bed; it's the perfect tiny rig for campers who know how to pack light. Alternatively, the Delica Mini could make for a fantastic camera car, what with its sliding rear doors and its boxy, spacious design.

Mitsubishi Delica Mini

Mitsubis

In Japan, the Delica Mini starts at just USD 21,800 and climbs up to USD 25,800 for turbocharged 4WD models. And, like the Mazda Flair Crossover, the Delica Mini is available in a whole suite of funky colors, including Ash Green Metallic (as shown above), Mist Blue Pearl, Natural Ivory Metallic, Lightning Blue Mica, and Sunshine Orange Metallic. As van culture soars in the United States, tiny and affordable options like the Delica Mini could present buyers with compelling new options—so long as they're willing to sacrifice on space.

Honda

Quite possibly my favorite entry in this list, the Honda N One is the tiny hatchback that truly nerdy car enthusiasts and frugal-minded economy car buyers can both love equally as passionately. Powered by a 57-horsepower 660cc three-cylinder engine, the standard Honda N One can be fitted with either front- or all-wheel drive, a continuously variable automatic transmission, and starts at only USD 18,800 in Japan. Although that's a compelling package as it is, considering it only weighs as little as 1,852 lbs, Honda's got an even greater trick up its sleeve with the N One.

Honda

That trick is none other than the Honda N One RS, which adds a turbocharger and a six-speed manual gearbox to the tiny hatchback. With 63 horsepower on tap and a curb weight of just 2,006 lbs, the Honda N One RS might just be one of the most fun-to-drive new cars in America should it ever become available stateside. These are so much fun that they've even been introduced recently into the Gran Turismo franchise, with their very own dedicated spec racing events. If Honda ever decided to sell the N One RS in North America, my name would undoubtedly be first on its order list.

B

The Subaru Sambar is perhaps one of the most iconic kei cars of all time. Known for its extreme versatility—being capable of rugged adventure as a four-wheel drive recreational camper van just as able as it can handle dump truck, delivery van, tow truck, and hot dog cart duties—many Subaru Sambars have already made their way to American shores, but only once they've reached the necessary 25 years of age to be considered legal for import. With the proposed allowance for new kei cars to be produced and sold in America, this could open the door for Subaru to offer kei car buyers the trucks and vans they've already been seeking out across the Pacific for years, fresh off the showroom floor.

Of course, driving around in a tiny, 25-year-old kei truck on American highways flooded with Chevy Tahoes and Ford F-150s isn't necessarily the safest way of going about one's business. Kei trucks, in general, due to their limited size, are not exactly where you'd want to find yourself face-to-face with a tractor-trailer doing ten over the speed limit. Still, granting American buyers access to the very same trucks they know and love, albeit built to satisfy modern safety standards and far more stringent regulations, is, at the very least, a welcome form of harm reduction when it comes to microcar accident safety. Plus, these make excellent farm trucks, tiny plumbers' vans in small towns, and even cute little ice cream trucks that can set up shop in a public park without hurting anyone's feelings.

Suzuki

To anyone with a keen sense of today's automotive marketplace, offering the Suzuki Jimny in the United States once kei cars become federally legalized seems like a complete no-brainer. It's like a bite-sized Jeep Wrangler, or Toyota Land Cruiser, rather. Plus, federalizing the Jimny wouldn't require American buyers to settle for a measly 660cc engine, as the SUV was also engineered to accomodate a 101-horsepower 1.5-liter engine—still a far cry from what we might call "muscular," but an improvement nonetheless considering it'll need to be used on large American freeways, rather than just for booting around town and up small embankments in local forests.

Suzuki

The unfortunate truth is, no matter how well the Suzuki Jimny might perform in the U.S. market, should it ever be introduced, it's not realistic that we'll ever see it come here. At least, not branded as a Suzuki. Although Suzuki models were prevalent in the American marketplace throughout the 1990s and the 2000s, the automaker pulled out of the American market in 2012, meaning that, for the Suzuki Jimny to be sold in America as is, the brand would have to entirely reestablish its dealership network—a massive hassle for an automaker that intends to offer just one single niche model. So, unfortunately, we'll probably never see the Suzuki Jimny sold new in the United States. Still, maybe we could see it sold as a Toyota, which entered into an official partnership with Suzuki in 2017 to assist each other with research & development and market expansion.

Joel Stocksdale

Although the kei cars mentioned above represent some of the finest bite-sized Japanese offerings of our current calendar year, their actual sales feasibility in the United States remains a bit of a mystery. Yes, people have been begging for the return of small, affordable cars for ages now. However, the reality is that automakers simply don't make large enough margins on small cars to justify offering them anymore, especially because those products don't make up for that lack of margin with sales volume. Nowadays, crossovers and SUVs are the volume sellers, and they're also margin-heavy moneymakers.

If automakers like Toyota and Honda can no longer justify selling the Yaris and the Fit in America, I find it hard to believe that even smaller, cheaper cars present a stronger business case. Still, I'd love to see these automakers find a way. Perhaps with the proper federal incentives, we'll see an influx of American-made kei cars, and maybe they'll even be tailored for our market. I guess we'll have to wait and see...