Subaru

You’ve probably seen the commercials. An active couple heads into the outdoors with their dog, bikes strapped to the roof. The vehicle that gets them there is not the main focus. It’s a means to an end. It’s a Subaru.

Meg Jacobsen

Subaru advertises its cars as vehicles that get you to the activity you want to be doing. As a driver, that’s always turned me off from the brand. The 2025 Subaru WRX tS is not a means to an end. Sure, it’s a capable car that will carry you to the ski slopes or the hiking trail, but this car is driver-focused. It’s an adventure mobile where driving is the adventure. I spent a week in one, courtesy of Subaru, and learned that it’s a capable partner in nearly any automotive adventure you can think of. From race track to twisty gravel road and even commuting, there’s nothing that this car can’t handle.

Before jumping into the fun stuff, let’s get the specs out of the way. The tS is the WRX lineup’s range topper. At a base price of $47,705, it’s comparably priced to the WRX GT, which is automatic-only. Paint color is the only option, and while I loved the World Rally Blue Pearl paint on my tester, I’d probably opt for the Galaxy Purple Pearl, just to have something fun and different.

Like all cars in the 2025 WRX lineup, the tS is powered by a 2.4-liter DOHC intercooled and turbocharged boxer engine. If you’re looking for an automatic transmission, go with the GT. You can also get a Premium or Limited model optioned with an automatic. The tS drives all four wheels and uses active torque vectoring to keep the car planted at speed. The quick-ratio electric power-assisted steering gave good feedback and a reasonable turning radius.

While most of the car is typical WRX, it’s what connects the car to the ground that differentiates it. Its 19-inch wheels are larger than the 18s found on the other three models. More importantly, the STI-tuned, electronically controlled dampers allowed for different drive mode settings that changed the character of the car and gave it the tS moniker. 

There are four basic Drive Modes: Comfort, Normal, Sport, Sport+, and Individual, which can be customized. Each allows the driver to change Power Unit, Steering, Suspension, and EyeSight settings based on the driver’s intention. On track, Sport+ would be the best setting. For gravel roads, I set the Individual mode to be similar to the Sport setting but with comfort suspension.

The tS also gets a brake upgrade over the other WRX models. The Brembo brake setup has 6-piston front and dual-piston rear calipers. The gold-painted calipers announced to the world that I could not only go fast, but I could also stop, and keep stopping, no matter how many laps I did on track.

On the tech side, phone charging happens through front and rear USB ports, and wireless CarPlay worked seamlessly. The center screen was easy to read, and the controls were quick to access, although not always as responsive as I’d hoped. The instruments are also all digital and easy to read. I generally prefer analog gauges, but I didn’t miss them here.

What’s missing? The tS is a slicktop. The lack of a moonroof saves weight and lowers the center of gravity, so that loss is a gain. The Recaro sport seats are comfortable, and I liked the feel of the Ultrasuede upholstery used on the seats and liberally throughout the cabin. The entire car had an upscale feel to it, although you’ll either love or hate the blue accents.

I didn’t dig too deeply into Subaru’s Eyesight Driver Assist Technology, but I did use its adaptive cruise control with lane centering on the highway. It did a good job of maintaining speed and adapting to traffic slowdowns ahead, but the lane centering had a hard time staying centered. Rather, it preferred a gentle serpentine, so I turned it off. During my week with the car, I did everything but drive it in the snow, and that’s only because it’s summer.

Look, it’s a Subaru. So, it’s good around town. That’s expected. But it’s a performance car, too, and is not without sacrifices. Even with the suspension set to comfort mode, it can be harsh over bumps. That’s due, in part, to the larger wheels. My wife also finds the car to be loud, but it’s a sporty car, and I think it sounds great. It has a relatively small footprint, so it’s easy to park in the tiny spots by my office.

Plus, for a performance car, it’s actually quite nice at slow speeds. Although the turbo is laggy, there’s plenty of low-down torque to pull away from a stoplight. The clutch is light and the shifter engages easily. While it’s not the perfect car for around town, it’s pretty good.

This review came about because I asked Subaru how the tS is on track. I expected them to respond with some comment that was written by the marketing team, but I was pleasantly surprised when they said I could find out for myself. That means one thing. Subaru is confident in the car’s ability on the track, and they should be. It’s very capable, fast enough that I caught up to a well-driven Alfa Romeo 4C modified for track use. Even on street tires, the WRX tS is quick.

At the limit, there was noticeable understeer, which means that the front tires lacked grip. Again, we’re talking about driving the car at the limit, on a racetrack, and this is probably by design. A car that understeers tends to be safer for less experienced drivers than one that oversteers.

This was my first time driving an all-wheel drive car on track. The symmetrical all-wheel drive provided great traction coming out of turns. There was no wheel slip, and getting the car up on the curbing really allowed all four wheels to hook up and accelerate down the oncoming straight. The engine revs willingly and wants to keep going past the 6,000 rpm redline. In fact, it’s my understanding that the engine could take more revs, but Subaru wants the motor to last, and that’s not a bad thing. 

Turbo lag is quite noticeable on track. However, it led to some fun moments. In slower turns, when the turbo would come on, the additional power led to entertaining four-wheel drifts. It’s no Porsche 930 Turbo, but those drifts were fun! That said, the transmission that I loved in town became notchy on track. It really doesn’t like to be rushed.

The pedals were also a problem for me. I like to blip the throttle when I shift to a lower gear while braking for a slower corner. That’s called heel-and-toe downshifting, and it requires that I can get my foot on the brake and throttle pedals simultaneously. The pedals were spaced too far apart for me to comfortably hit both at the same time.

Overall, the WRX tS inspired confidence on track. I jumped in the car and was going fast within a few laps. If this were my car, I’d make a few modifications and would probably be at the track every week with it.

I’ve saved the best for last. The WRX earned its reputation on dirt, having won the World Rally Championship multiple times at the hands of drivers like Colin McRae and Carlos Sainz.

The WRX tS is worthy of that reputation. Subaru asked only that I keep the car off jeep roads, which I did. But I live in Colorado, and we have no shortage of twisty, mountain gravel roads that a car like the WRX tS is ideal for. It had plenty of ground clearance, and I was never worried about hitting a rock. At the same time, it floated over washboard surfaces like they were small ripples. That was where the comfort suspension setting felt most at home. 

I’m honestly surprised at how much I loved the 2025 Subaru WRX tS. It’s not that the car is perfect. It’s not, and there are minor sacrifices to be made with it. What makes it so special is that it allows you to do anything you want to do. From your daily commute, to the track, to gravel roads, I can’t think of a single driving-related activity that this car isn’t a willing companion for. If you’re like most of us and only have room for one car in your life, the WRX tS is a pretty good way to go.

The 2026 Subaru Outback was revealed earlier this year, and while it always sat on the fence between a station wagon and an SUV, this new version is more clearly the latter. But wagon enthusiasts may soon get something more like the longroofs they love, if an unconfirmed report from Japan's BestCar is to be believed. According to this, Subaru may be about to launch a third-generation of the WRX-based Levorg equipped with the brand's new Strong Hybrid powertrain. More pertinently, the wagon will reportedly be sold in North America for the first time since the nameplate was introduced in 2014.

Subaru

The publication's report is short on details, but it claims that the new Levorg is likely to debut either sometime around the middle of next year or early in 2027. Whether this will be a true third generation or a facelift of the second-gen introduced in 2020 is yet to be confirmed, though BestCar says that the new Levorg will likely be roughly the same size as its predecessor, but "even more stylish." The Strong Hybrid (S:HEV) system shares components with the Toyota Hybrid System, and if it is destined for the new Levorg, we can expect it to use the same 2.5-liter naturally aspirated flat-four engine and dual electric motors as those applications, along with a continuously variable transmission. Subaru's take on the system (which is AWD) first appeared in the 2024 Crosstrek, where it developed a combined 158 horsepower. The 2026 model makes up to 194 hp.

Related: 2026 Subaru Crosstrek Base Is a Better Deal Despite Price Hike

While we can see there being a niche below the strong-selling Outback, introducing a new model can be tricky, and with BestCar's inconsistent track record on unconfirmed scoops like this one, we can't be certain that any plans for a new Levorg would have the North American market under consideration. Moreover, it's worth noting that Subaru has other practical cars to sell, including the Solterra and the Uncharted, the latter of which is a longer, swoopier take on the Crosstrek recipe with a fastback roofline. Still, both the Solterra and Uncharted are all-electric, and perhaps a hybrid Levorg will help attract future EV buyers.

Compact, all-wheel drive hybrid SUVs are all the rage right now. Just look at the Hyundai Tucson hybrid (which can also be purchased as a PHEV), Mazda CX-50 hybrid, Toyota RAV4 hybrid, Kia Sportage hybrid, or the Honda CR-V hybrid. They’re all popular for excellent reasons: they’re reliable, capable, comfortable, and relatively affordable. Then, not only does the Subaru Forester hybrid show up late to the party for 2025, but it’s the most expensive of the bunch, too, with a price range of $36,385 to $43,295. 

Kristen Brown

Unlike the 2019 Crosstrek hybrid, which used Toyota’s leftover hybrid technology, the Forester hybrid is mostly Subaru’s doing. Toyota engineers were on speed dial, but Subaru’s very proud to say that their hybrid is their own. Unlike the RAV4, one of the best-selling hybrid AWD SUVs, it uses a true, full-time, mechanical AWD system instead of an on-demand system. This means it’s one of the more rugged options, but also a thirstier one. While I had it, I was averaging 29.5 miles to the gallon, which is a vast improvement from the gas-only Forester. With that, does it merit a higher price tag than its competitors?

Kristen Brown

Subaru has been following the same formula for decades, and I say this as the owner of a 2011 Forester. Everything I love about my old Subaru is there in the new one. It’s a great size, the cargo space is just right, the visibility is excellent, the seating position is high, so you can see all the corners and blind spots, and it’s easy to get in and out of. Of course, with a difference of 14 years, modern technology has only improved the driver experience with a large but responsive touch screen, wireless Android Auto and Apple CarPlay, electronic seat adjusters, and more. The interior is much nicer, with varying textures, colors, and materials, but at its core, it’s very much a Subaru. Uncomplicated, effective, and easy to become acquainted with. 

The low entry point, paired with high ground clearance and a tall roofline, makes it one of the easiest SUVs to climb in and out of. Even my toddlers loved being able to climb out of it without much assistance. The increased vertical height over the Outback makes it easier to stack things in the trunk, and my 6’2” husband enjoyed all the headspace he had and the fact that he didn’t have to bend down to get into it. They’re the same things I love about my 2011, and why current Subaru owners will find the transition from old to new incredibly seamless. When my sister bought a 2022 Forester Wilderness after having a 2003 Forester for almost 10 years, she said it felt just like her old one, with newer technology. The same principle applies here. It’s a perfect blend between “don’t fix what ain’t broken” and injecting what it needs to compete with the other AWD hybrid SUVs. 

Kristen Brown

Unless you’re a devoted member of the Subie cult and upgrading from a 2003 Outback, the Forester Hybrid may seem a bit lacking. There’s an 11.6-inch multimedia screen and a digital driver information display to replace the gauges, but other than that, there’s not much that helps it stand out. The Mazda CX-50’s interior is more posh and luxurious, while the Hyundai Tucson’s interior is more technology-focused and clean. The RAV4 is more user-friendly, featuring analog controls for frequently used driver functions. The Forester hybrid had waterproof seats in the Sport Hybrid that I reviewed, which was a welcome addition with toddler passengers, but otherwise, there wasn’t much that helped justify the higher price tag based on interior features and design.

It also doesn’t get as good of mileage as its competitors, but that’s thanks to a more robust, full-time AWD system. Instead of an on-demand system that uses steering, throttle, or braking input to evenly split torque between the front and rear wheels, they’re evenly split at all times, and mileage suffers as a result, just like in the gas-only Forester. As I mentioned before, I was averaging about 29.5 miles to the gallon, which is impressive, but it’s not as remarkable as the AWD RAV4 hybrid’s 36.3 mpg or the Hyundai Tucson hybrid’s 37 mpg. This might make it difficult for first-time buyers to pay extra for a hybrid that doesn’t score as high as its competitors. 

Kristen Brown

My three and two-year-old daughters are picky about rear seats. They don’t like small windows, they don’t appreciate the lack of a sunroof, and they especially dislike being cooped up. They immediately loved being in the back of the Forester because it was easy for them to see out of and climb into. My oldest daughter especially liked it when I’d have the sunroof open while we tested it off-road, because she could see into the trees without much effort. The rear seats had their own A/C vents, which came in handy as my loan was in June, and if they were older, they’d appreciate the charging ports for occupants on either side. I mentioned this already, but the Sport hybrid had waterproof seating, making it super easy to clean up my daughter’s spilled milk after hitting up our local Dutch Bros. 

What helped inspire confidence as a driver and a parent was the long list of safety features that came with the Forester hybrid. All trim levels of the hybrid come with Subaru’s award-winning dual-camera (tri-camera with pedestrian detection on upper models) safety suite, so I knew my girls and husband were safe. The cargo space was generous, too, with plenty of room for the family’s luggage, a stroller, a diaper bag or two, and camping gear. Adding crossbars and a cargo box or basket would only increase that, and I’d generally recommend that to any adventurous family.

Kristen Brown

When my husband and I were wandering the dusty, rocky trails in Central Oregon, we were impressed by how easy it was for it. With X-MODE, most of the thinking was done for us. The ground clearance was enough to keep us out of trouble, and the ride was smooth. The factory all-season tires performed wonderfully, even in the tricky sections of the trail, where the Subaru made it through with ease. All while in EV mode most of the time, saving the fuel for the drive home. I started picturing how easy it would be to reach even the most remote campsites, without having to worry about hauling extra fuel. It could get you there, back, and beyond on a single tank of gas, thanks to the hybrid technology paired with Subaru’s legendary AWD system. 

The ride was so smooth, both of my girls were lulled to sleep before we made it back to the main road. The Subaru Forester hybrid would be an easy choice for families who plan to camp or go adventuring regularly. 

After all of us were tapping our imaginary watches like Judge Judy waiting for the Forester hybrid, it was nice to see that Subaru finally took hybridization pretty seriously. Nothing that made the Forester so wonderful was changed–it was just a more efficient Forester. As a Subaru owner, I loved it immediately, but I felt that the price, compared to the competition, would make it a hard sell to someone who’d never driven a Subaru before. But, Subaru knows that most of the air under their wings is from repeat customers, so they don’t need new buyers. Overall, I enjoyed my time with the Forester hybrid. However, it made me anxious to see how the Outback hybrid will perform.

Subaru has just released sales figures for the month of July, and although the company had a good overall month in the United States, one model stuck out like a sore thumb. The Subaru WRX is one of the brand’s sportiest, most enthusiast-pleasing cars, yet it also saw the biggest year-on-year sales decline. Is it a sedan problem or is it a WRX problem—or both? Here’s a deeper look at the numbers as we begin pondering the future of the legendary WRX nameplate.

2025 Subaru WRX tS

Kristen Brown

In July, the WRX managed to move only 457 units, as opposed to 1,369 in July 2024, representing a year-on-year decline of 66.6%. For the first seven months of the year, Subaru has sold 6,888 units of its sporty sedan, a 35.4% drop over the same period last year.

The only other Subaru that sold fewer units than the WRX is the BRZ, at 222 units in July. However, the BRZ has always been a lower-volume, less practical sports car, so its low sales are expected. By contrast, almost every other Subaru model had improved July sales, led by the much-improved Crosstrek on over 17,000 units.

Not helping the WRX’s cause are exciting rivals like the Toyota GR Corolla and Hyundai Elantra N. In July, the Elantra N set a new sales record for Hyundai. The Korean marque sold over 12,300 Elantras last month, and although we don’t know how many of those are N variants, it’s clear that this performance sedan is on an upward trajectory, which is exactly the opposite of what the WRX is experiencing. And, while the WRX’s AWD system was once quite a novelty in this segment, you can get the GR Corolla with a trick AWD system, too.

2025 Subaru WRX tS

Kristen Brown

The latest version of the WRX arrived for the 2022 model year. In many ways, it’s better than the car it replaces. It’s less tiresome on the highway, where the latest WRX rides more smoothly and not as noisily as before. It also has a more modern, higher-quality interior. Unfortunately, these are aspects that are more important in a cheaper Impreza than in a WRX. Make no mistake, the latest WRX is still fun to drive, but it has lost its unapologetically raw edge.

This more mature demeanor coincided with the arrival of overtly sporty rivals like the Elantra N and GR Corolla. Both are more powerful, look even more exciting, and also have engaging manual gearboxes. If you prefer an automatic, the presence of a CVT in the WRX is also disappointing, given that the Elantra N can be specified with an eight-speed wet dual-clutch auto. Despite the major strides made by Hyundai in recent years, it’s still bizarre to admit that the Korean now makes a more engaging small sedan than the WRX.

Hyundai

The discontinuation of the red-hot STI model is another blow to the WRX; the new WRX STI that’s not sold in America doesn’t even have a manual.

All of this means that the WRX, although still competent, doesn’t live up to the nameplate’s legacy nor the potency of its new rivals. If sales continue to decline at the rate we saw in July, Subaru’s sporty sedan may not be around for much longer.

If you haven’t been living under a rock for the past decade, you’ve probably noticed that the midsize family sedan is becoming a rarity on dealer lots. With just seven models hitting showroom floors for the 2025 model year, pickings are getting pretty slim. As the competition grows narrower, however, rivalries get even fiercer, especially since the Toyota Camry’s latest updates put it ahead of adversaries like the Nissan Altima.

Nissan

When it comes to efficiency and performance, the 2025 Toyota Camry dominates all other models. Available from $28,700, the redesigned midsize sedan boasts a hybrid powertrain that consists of a 2.5-liter four-cylinder engine, two electric motors, eCVT, and front-wheel drive. That combination produces 225 horsepower and earns up to an EPA-estimated 53 mpg in the city and 55 mpg on the highway.

With the Camry’s redesign came the availability of an all-wheel drivetrain, which adds a third electric motor to the setup. Opting for AWD bumps performance up to 232 horsepower. When equipped with AWD, the Camry is rated for 51 mpg in the city and 49 mpg on the highway and sees an additional $1,525 added to the price tag.

Toyota

Priced from $27,430, the Nissan Altima comes equipped with a 2.5-liter four-cylinder engine and CVT, producing 188 horsepower and 180 lb-ft of torque. When paired with FWD, the Altima earns up to 27 mpg in the city and 39 mpg on the highway, which isn’t bad efficiency on its own. That’s comparable to the gas-powered Honda Accord’s 29 mpg in the city and 37 mpg on the highway. 

Notably, the Nissan Altima features optional AWD on all trims but the base Altima S. Unlike in the Camry, however, upgrading to AWD reduces performance to 182 horsepower and 178 lb-ft of torque. Efficiency drops as well, with an Altima SV AWD earning up to 25 mpg and 34 mpg in the city and on the highway, respectively. Adding AWD to the midsize sedan increases the price by $1,500. Notably, the Nissan Altima also isn’t available with a hybrid powertrain of any sort, a major disadvantage when compared to rivals like the Toyota Camry and Honda Accord Hybrid.

Nissan

We’re fairly used to AWD in crossovers and SUVs, and that upgrade has trickled down to a majority of midsize family sedans. Of the seven midsize sedans available for the 2025 model year, five of them are available with AWD. The Chevrolet Malibu and Honda Accord are the notable outliers, with front-wheel drive standing out as the sole drivetrain.

Chevrolet

Discounting the Nissan Altima and Toyota Camry, the remaining sedans available with AWD are the Kia K5, Hyundai Sonata, and Subaru Legacy. Of those, only the Subaru Legacy comes with AWD as the sole drivetrain. Perhaps on a rather disappointing note for some, Subaru’s midsize offering is one of the two models taking its final bow before setting off into the sunset. The other is, albeit rather unsurprisingly, the Chevrolet Malibu.

While there are five midsize sedans available with AWD, none of them come with a hybrid powertrain. The Kia K5, Nissan Altima, Chevrolet Malibu, and Subaru Legacy all come stocked with a standard internal combustion engine (ICE). The Hyundai Sonata Hybrid and Honda Accord Hybrid both come with FWD as the sole drivetrain. The Toyota Camry is the only midsize sedan to offer both a hybrid powertrain and optional AWD.

Hyundai

With two more midsize sedans set to say their farewells in the coming months, things are looking better and better for the remaining models. With its redesign for the 2025 model year, the Toyota Camry has raised the bar for what consumers should expect of a midsize sedan. Its practical, yet attractive design, competitive pricing, and impressive combination of performance and efficiency make the Camry a tough contender to beat. Tacking on the availability of AWD is the cherry on top that truly puts the Camry in a league of its own.

When the Prodrive P25 debuted in 2022, its combination of iconic World Rally Championship (WRC) looks and up-to-date mechanical upgrades ensured that it sold out quickly even with a price tag of about $500,000. But now there's an opportunity to own one of these resto-modded Subaru Imprezas, albeit at an even higher price.

Race Cars For You is listing one of the 25 cars for sale in the Untied Kingdom with an asking price of 700,000 British pounds. That's about $928,000 at current exchange rates, but it still buys a thoroughly engineered tribute to the championship-winning WRC97 from the company that built and raced the original rally cars.

The P25 is powered by a Prodrive-developed turbocharged 2.5-liter boxer-four based on the Subaru EJ25 engine. While the period rally cars and the Japanese-market Subaru WRX STI models that homologated them used the smaller EJ20, Prodrive used the EJ25 (found in U.S. and European-market STI models) as a base because of greater parts availability.

The modified engine produces 400 horsepower and 433 pound-feet of torque, which only needs to accelerate about 2,600 pounds of car. Power is distributed to all four wheels through a sequential six-speed transmission with a rally-style launch-control system that automatically runs through the first three gears.

The P25 also features front and rear limited-slip differentials, but interestingly Prodrive retained the stock Subaru center differential, which regulates the front/rear power split. Some software changes were applied, but the component itself is stock Subaru.

The styling hews closely to the 1990s rally cars that inspired by the P25. The bumpers were designed to look like those used on the WRC97, and the P25 is identical in width to that car, at 69.7 inches. The large rear spoiler comes from the 2000-season rally car, which was based on the same generation of Impreza.

The interior is all business, with lightweight seats, racing harnesses, a roll cage, and floor-hinged pedals. The stripped-down interior, along with the used of carbon fiber for much of the bodywork, helps keep the P25's weight down.

While production was limited to 25 units, that's not why this restomod is called the P25. That's a reference to the 25th anniversary of Subaru's trio of consecutive WRC titles from 1995-1997. Those were the only WRC constructor's titles for Subaru, but it did win additional driver's titles in 2001 and 2003 with Richard Burns and Petter Solberg, respectively.

The Subaru Impreza has long been the most accessible entry point into Subaru's all-wheel-drive lineup. After a full redesign in 2024 that consolidated the body style into a five-door hatchback and introduced a new RS trim with a larger engine, the model saw minimal changes for 2025.

That trend continues into 2026. The structure, powertrain lineup, and design remain largely the same, though Subaru of America has announced a slight price hike across the board. The Impreza Sport now starts at $26,595, while the RS variant goes for $29,495 – both increases of $235 to $245 over 2025 figures, respectively. These prices exclude a $1,195 destination charge.

While Subaru added new safety features and trim touches, prospective buyers might find it hard to justify the extra cost when 2025 models are still widely available – and often at a lower price.

A key consideration for budget-conscious buyers is that the Base trim – Subaru's most affordable Impreza – has been discontinued for 2026. The 2025 Impreza Base had an MSRP of $24,360, making it a rare sub-$25K all-wheel-drive compact. It's no longer part of the upcoming lineup, but dealers still have unsold inventory, and many of these units are being advertised below MSRP, hovering around the $22,000 mark.

A quick scan of listings on Cars.com reveals that 2025 Base and Sport models are selling with discounts ranging from a few hundred to a few thousand dollars, depending on dealer stock and location.

The 2025 Impreza RS may even present a better value, with the lowest prices ranging in the low $27,000 range. With a bigger engine, you get more horsepower with the RS.

This effectively negates the minor updates made for 2026 and makes a strong case for buying a remaining 2025 model, especially since both model years share the same platform, drivetrains, and interior layout. Buyers who don't need the newest safety tech or a fresh paint color may find the older inventory the smarter buy.

The 2026 Impreza brings a handful of changes, most of them incremental. A new Emergency Lane Keep Assist feature is now bundled with higher trims that already include Blind-Spot Detection and Rear Cross-Traffic Alert. A new Citron Yellow Pearl paint color is also available, and the RS trim gets a revised 2.5-liter engine, though details of the revision are undisclosed. Subaru also added Auto Vehicle Shutdown to help reduce fuel consumption when idling for extended periods.

These updates enhance usability and safety, but they're unlikely to substantially change the ownership experience compared to a 2025 model. With higher prices and fewer trims to choose from, the 2026 Impreza may not offer enough to justify the premium – especially while discounted 2025 units remain on dealer lots. For buyers seeking value, it may be wiser to act now rather than wait.

Subaru

Subaru, believe it or not, has been in the 3-row SUV game for a while now. The first 3-row SUV was the Acura MDX in 2000, and then the Subaru B9 Tribeca debuted in 2006. So, in true Subaru fashion, they were a little late to the party. Despite its incredibly loyal fanbase during the time, the Tribeca was not well-received. In fact, Subaru announced that 2012 would be the last model year for the US, citing slow sales. And slow they were. At the beginning of 2013, only 367 units were sold across the country, making it one of the worst-selling cars not only in America, but in American history. It was designed to compete against the Nissan Pathfinder and Ford Explorer, but it flopped. Terribly. They kept selling it in Europe and Asia until 2017, but not in the United States. 

Kristen Brown

As more and more manufacturers started producing 3-row SUVs and having them be successful, Subaru decided it was time to try again with the Ascent in 2017. This time, Subaru struck the right chord. With a design that looked like a blend between the Forester and the Outback, with more space and a third row, it did exceptionally well and continues to do so. In 2018, the Hyundai Palisade arrived to replace the Santa Fe XL, and it, too, caught on like wildfire. So, the two have been competing for the same customers for nearly the same amount of time, particularly people shopping for the third row. Both are great contenders, but there’s one that’s a clear champion after seven years of competing. 

The Hyundai Palisade, due to its marginally larger size and its focus on luxury, is a little more expensive than the Subaru Ascent. The Palisade starts at $40,430 and goes up to $55,555 for the top-shelf Calligraphy. The Subaru Ascent, surprisingly, has a higher starting price this year of $41,415, and tops out at $53,470 for the Touring version. That is lower than the Hyundai, but not by much–especially when you consider how much dealerships typically charge for the Subaru over the Hyundai. 

Kristen Brown

The only other three-row SUVs within that price bracket are the Chevrolet Traverse, Kia Telluride, Toyota Highlander, Honda Pilot, and the Ford Explorer. There are less expensive options, like the Mitsubishi Outlander, Nissan Pathfinder, and the Kia Sorento, but the Subaru has one thing that only one other automaker has (Toyota): a good reputation. Subaru fans are incredibly loyal, so even if the Subaru is a little pricier than other options, it will be incredibly hard to lure a Subaru customer to a different dealer lot.

The Hyundai Palisade, like the Subaru Ascent, has plenty of options to choose from. The Palisade comes standard with front-wheel drive and all-wheel drive as optional equipment, while the Subaru is AWD no matter what, and has a different and more appropriately sized engine. The Subaru comes with the brand’s 260-horsepower 2.4-liter turbocharged Boxer four-cylinder engine, and while it’s peppy when paired with the CVT, the Hyundai’s 291-horsepower 3.8-liter V6—sans turbo—feels a lot more natural for an SUV that size over a four-cylinder, but that’s a matter of personal preference. Both have a towing rating of 5,000 lbs, but I would trust a V6 to tow that much over a four-cylinder. Especially since the Hyundai has a dedicated Tow Mode to keep the gears low and the RPMs high, optimizing torque, while the Subaru doesn't.

As far as cargo and passenger space goes, the numbers are in Hyundai’s favor. Behind the third row, when it’s in use, the Palisade has 18 cubic feet compared to the Subaru’s 17.8 cubic feet. When the third row is folded, the Hyundai wins again with 45.8 cubic feet of cargo space over Subaru’s 43.5 cubic feet. With both the second and third row folded, the Hyundai’s longer wheelbase (by an inch, so it’s not a major difference, but still) means more cargo space there, too. The Palisade has 86.4 cubic feet while the Ascent has 75.6 cubic feet of space. Here’s where it gets interesting: the legroom for the third row is about the same–Hyundai offers 31.4 cubic inches while the Ascent has 31.7–but the Hyundai feels a little bigger thanks to its seat quality and amenities.

Kristen Brown

Granted, the third row in either SUV isn’t a great option for normal-sized adults for extended trips, but they’d be great for bringing home your child’s friend when they want to come over for dinner or need a ride home. I appreciated the window size in the third row, since it helped it not feel so cramped and eased or prevented car sickness. In both SUVs, I had to sit sideways to fit, but a teen or middle schooler would fit just fine.

Both are excellent full-sized SUVs for their price, offering a range of standard features, safety, style, tech-forward interiors, ample space, and ease of driving that make them amazing family companions. My toddlers loved both, and both adored the Subaru the most, but as the wife of a Subaru Master Technician, there are more than a handful of reasons my husband says we won’t be replacing my Subaru Forester with an Ascent. I loved the interior on both, and for the Onyx edition of the Subaru, you get waterproof seats, which came in handy with toddlers (plus, who doesn’t love blacked-out badging). The Hyundai has a Night Calligraphy edition that’s quite handsome, too. 

Given the extra cargo space in the Hyundai, though, that’s the one I’d pick if it were up to me. Both can feel a little cramped in the third row, but when the third row is folded, I loved the extra space in the Hyundai. You can’t go wrong with Subaru’s AWD system, though, so I wouldn’t blame anyone for picking the Subaru if they lived somewhere that sees regular snowfall. Also, the Hyundai has a hybrid option coming in the fall, while the Ascent does not. Knowing Subaru, we probably won’t see a hybrid version for another six to 10 years. The 2026 model has been updated to be larger overall, with even more interior space (including for the third row), but I didn’t compare it to that model year because it’s not available for purchase just yet. 

When it comes to Japanese crossovers, Toyota and Honda tend to be at the top of the pack with one of the most intense rivalries in the industry, but they aren’t the only models on the market. The Subaru Forester and Nissan Rogue are fairly popular as well, but they’re often overlooked in favor of their Japanese rivals. That said, there are several major differences between the two that could make one the better option for some consumers. 

Nissan

The Nissan Rogue comes equipped with a 1.5-liter turbocharged three-cylinder engine and front-wheel drive, a combination that produces 201 horsepower and 225 lb-ft of torque. Thanks to its small engine size, the Rogue offers impressive fuel economy, up to 30 mpg in the city and 37 mpg on the highway, while delivering respectable performance. With all-wheel drive, the Rogue sees its fuel economy drop by two miles per gallon in both categories.

Comparatively, the Subaru Forester comes equipped with a 2.5-liter four-cylinder engine paired with all-wheel drive, producing 180 horsepower and 178 lb-ft of torque in most models. With that performance, the Forester is rated for up to 26 mpg in the city and 33 mpg on the highway. The Wilderness Edition comes with a slightly different powertrain that produces 182 horsepower and 176 lb-ft of torque. That model is rated for 25 mpg in the city and 28 mpg on the highway.

Subaru

Notably, the Subaru Forester comes in a more efficient hybrid form that puts it in closer competition with the Nissan Rogue. The hybrid Forester comes stocked with a 2.5-liter four-cylinder engine assisted by an electric motor, delivering a combined 194 horsepower. Hybrid Subaru Forester models earn up to 35 mpg in the city and 34 mpg on the highway. Nissan doesn’t currently offer the Rogue with a hybrid powertrain, but rumor has it that’s going to change next year.

More and more vehicles are coming stock with all-wheel drive, especially once you get into the realm of crossovers and SUVs. Subaru has been ahead of the game for years, with all-wheel drive making the list of standard equipment across most of its lineup. The Forester is no exception, with both gas and hybrid models coming with a standard all-wheel drivetrain.

Steven Paul

The Nissan Rogue is a different story, with almost all models coming equipped with front-wheel drive. The Rock Creek edition is an outlier. In addition to its off-road aesthetic, the special edition Rogue comes with standard all-wheel drive. Notably, every Rogue model is available with all-wheel drive - to the tune of $1,400.

The crossover segment is one of the most competitive in the industry, but the Nissan Rogue has an advantage when it comes to price at the base, off-road, and top-tier trim levels. The base 2025 Rogue S starts at $28,590, while the 2025 Forester Base is priced from $29,995. Notably, however, the Rogue doesn’t come with all-wheel drive, and adding it increases its price to $29,990, making it just $5 cheaper than the Forester.

Subaru

The Nissan Rogue Rock Creek offers a more rugged aesthetic. Priced from $33,490, the Rock Creek model comes with standard all-wheel drive, exclusive leatherette-appointed seats, and four driving modes, including snow and off-road. The Subaru Forester Wilderness, available from $36,285, gets a higher ground clearance, 182-horsepower engine, and CVT with seven-speed manual mode. It can also tow up to 3,000 lbs., topping the Rogue’s 1,500 lbs. capacity.

Steven Paul

At the top of the range, the Rogue Platinum starts at $38,590, while the Forester Touring is priced from $41,595. Both models ride on 19-inch wheels, with a panoramic moonroof, heated front seats, and a full suite of safety systems, all making the list of standard equipment in both top-spec crossovers.

The Nissan Rogue’s wheelbase is a touch longer than that of the Subaru Forester, measuring 106.5 and 105.1 inches, respectively. That extra 1.4 inches helps the Rogue top its Japanese rival when it comes to cargo space, and by a fairly significant amount at that. The Rogue offers up to 36.5 cu ft. with the rear seats in their upright position. Folding the rear seats down increases cargo space to an impressive 74.1 cu ft.

Subaru

The Subaru Forester is fairly roomy as well, but it doesn’t quite match the Rogue. With the rear seats in their set position, the Forester offers just 27.5 cu ft of cargo space. Setting the rear seats down brings cargo space to 69.1 cu ft. The story changes when it comes to passenger space, though. The Subaru Forester offers 106.6 cu ft., just barely edging out the Nissan Rogue’s 105.4 cu ft. of passenger space.

Subaru offers a pretty substantial model range, and the Forester is no exception, with six gas and four hybrid trim levels to choose from. Ranging from the Base trim to the Touring model, there's a whole host of packages, options, and standard equipment to consider. The 2025 Nissan Rogue is available in five trim levels, all of which are powered by a standard internal combustion engine (ICE).

Steven Paul

The base Subaru Forester model rolls out on 17-inch wheels, with LED steering-responsive headlights, roof spoiler, roof rails, and black side mirrors. Inside, the Forester comes stocked with a seven-inch touchscreen display, four-speaker audio system, Apple CarPlay and Android Auto integration, and dual-zone automatic climate control.

The base Nissan Rogue rides on 17-inch wheels, with LED lighting and a rear spoiler. The interior of the Rogue is fairly standard for the price. Front bucket seats wrapped in cloth upholstery, an eight-inch touchscreen display, and Apple CarPlay and Android Auto connectivity are all on the docket. 

Subaru

On the other end of the range, the Rogue Platinum comes with upscale design elements and a plush interior. The top-spec model sports 19-inch wheels, roof rails, and a dual-panel panoramic moonroof. Inside, the Nissan Rogue Platinum features quilted semi-aniline leather-appointed seats, a 12.3-inch touchscreen display, wireless Apple CarPlay and Android Auto compatibility, and a 10-speaker Bose premium sound system.

The Subaru Forester Touring comes similarly equipped, with 19-inch wheels, a panoramic moonroof, leather-trimmed upholstery, and a foot-activated power rear liftgate. In terms of tech, the Touring model features an 11.6-inch touchscreen display, an 11-speaker Harman Kardon audio system, and wireless Apple CarPlay and Android Auto connectivity.

Nissan

While they may be overlooked compared to their Japanese rivals, the Subaru Forester and Nissan Rogue are worth taking for a test drive. Their standard equipment and pricing make them fairly close rivals, especially when the Rogue is equipped with all-wheel drive. The Rogue’s efficiency is tough to beat, though. If Nissan brings a hybrid version of the Rogue to market for the 2026 model year, it could give the automaker a significant advantage over the Subaru Forester.

Think Subaru, and you’re probably picturing either a flamboyant WRX sedan being flung around a twisty road or a rugged SUV taking the family away on a camping trip. But what about the buyer in search of the most affordable new car they can buy, without any of the frills? Subaru has one more new vehicle left for sale at under $25,000, which competes with other entry-level cars from Toyota and Honda. Let’s find out what it is, plus see what the one feature is that sets it apart from other budget cars.

Related: This Is The Cheapest New Toyota Car In America

Starting at $24,360, the base Subaru Impreza hatchback is the cheapest new Subaru on sale in the U.S. right now. It’s not quite as affordable as the cheapest new Toyota, but with fewer and fewer cars costing under $25k, this Subaru hatch is still good value.

Rivals include the hatchback versions of the Toyota Corolla, Honda Civic, and Mazda 3. That’s tough company, but the Impreza gets off to a strong start by being the only one in this group to come with standard all-wheel drive. But is that the Impreza’s only advantage or not?

Related: Why Cheap New Cars Are Disappearing in 2025

There’s no getting away from the fact that the base Subaru Impreza is not an exciting car to look at. It lacks the upscale vibe of the Mazda 3 and isn’t even as sporty to look at as the Corolla hatch. Sitting on 16-inch steel wheels with generic covers, we’d suggest speccing alloys for $350 more. A more vibrant color like Pure Red or Sapphire Blue Pearl doesn’t hurt either, but these changes can only go so far to rescue the pedestrian styling.

The following features are standard:

• 16-inch steel wheels with covers
• LED steering-responsive headlights
• Black folding side mirrors
• Roof crossbar mounting points
• Roof spoiler

One redeeming factor is the number of outdoor accessories for the Impreza, with options like a fixed crossbar set, a Thule roof-mounted awning, a heavy-duty cargo basket, and even a pet ramp for your dog to easily enter and exit the car. These features are not usually available for smaller hatchbacks, so allows the Impreza to be configured as a surprisingly practical car.

If you aren’t a fan of overly complex modern car interiors with distracting screens and lighting all over the place, you’ll appreciate the basic Impreza’s cabin. Ahead of the driver are traditional analog dials, and you select gears via a normal shifter. Note that the higher-spec Impreza RS is pictured above. 

For this base model, Subaru uses an older dual seven-inch touchscreen layout, pictured below—the top screen has vehicle settings and smartphone connectivity, while the bottom one mainly allows you to manage climate controls and driver-assistance functions. Other Impreza trims get a single 11.6-inch system. The latter looks flashier, but the base Impreza’s system is simple enough to get the hang of.

Materials are not plush, but the Impreza’s cabin should last, and it’s more refined than previous Imprezas.

Standard equipment includes:

• Four-speaker sound system
• Cloth upholstery
• Dual-zone automatic climate control
• Adaptive cruise control with lane centering
• Lane departure warning

Cargo space is 20.4 cubic feet and a spacious 56 cubes with the back seats folded.

The base Impreza comes only with a 2.0-liter Boxer four-cylinder engine making 152 horsepower and 145 lb-ft of torque. That’s not much power, and a heavier all-wheel-drive system plus a CVT don’t do much to help the cause. Expect to reach 60 mph in roughly nine seconds with this powertrain; the bigger 2.5L engine with 182 hp isn’t available for the cheapest Impreza.

The cheapest Honda Civic makes 150 hp and the base Corolla doles out 169 hp, so a dearth of power at this price point isn’t exactly unique to the Subaru. For some, it will be more important to know that the Impreza rides and handles competently.

EPA ratings for the 2.0L Impreza work out to 27/34/30 mpg city/highway/combined, so it’s not as efficient as a base corolla (35 mpg combined).

The standard AWD system is one of the main reasons to consider the base Subaru Impreza. For people living in harsher climates who need a cheap, reliable car, the Impreza gets the job done. It also has a commendable quality and reliability rating of 82 out of 100 from J.D. Power.

What the Impreza doesn’t do is lead the class in any particular area. The Mazda 3 or Civic are more fun to drive and have nicer interiors, while the Corolla is cheaper and more efficient. Kia is also set to join the affordable hatchback party once more with the K4 Hatchback later in 2025, and it’s far more stylish than the Impreza.

The cheapest Impreza is worth a look if you need AWD without the bulk of an SUV, but we suggest considering one of the rivals mentioned here if AWD isn’t a must.