Subaru

Searching for the safest cars? Don’t overlook this brand

Safety is important to most new car buyers, and one metric customers look at is the IIHS (Insurance Institute for Highway Safety) crash safety ratings. As an independent non-profit organization that tasks itself with evaluating vehicle safety, the group’s ratings are generally considered more or less synonymous with how safe a vehicle might be in an accident. For 2025, the automaker that takes home the most victories may surprise you. But then, if you’ve been paying attention, maybe it won’t.

2025 Hyundai Kona Electric N Line

Hyundai

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Hyundai Motor Group’s brands took home the most IIHS Top Safety Awards

It wasn’t Volvo, it wasn’t Subaru, and it wasn’t any number of other brands you might have guessed. Hyundai Motor Group earned 15 IIHS Top Safety Pick and Top Safety Pick+ (TSP and TSP+) awards. But you shouldn’t be so surprised, as it’s the group's second consecutive year winning this award. The Genesis G90 took home a TSP award, and the list of TSP+ winners is considerably longer, including electric models like the IONIQ 5 and IONIQ 6, mainstays of the brand like the Hyundai Tucson and Santa Fe SUVs, and sedans like the Elantra and Sonata. Earning a TSP or TSP+ rating isn’t easy and hasn’t gotten easier for 2025. In fact, the organization added stricter requirements for second-row occupants just this year, updating the moderate overlap front test.

How do the usual suspects compare? Currently, the IIHS lists three Subaru vehicles as award winners: the Forester, Solterra, and Ascent. Volvo’s only winners are the XC90 and XC90 plug-in. While it isn’t even close, there is a small asterisk next to Hyundai’s accolade. Hyundai Motor Group comprises the Kia, Hyundai, and Genesis brands. Most automakers rely on a single nameplate, or at most two, which means there were simply fewer opportunities for awards. Another factor to consider is that some of these vehicles are, underneath, very similar or almost identical. For example, both the Elantra and K4 won TSP+ awards, but are mechanically almost twins. But hey, that doesn’t make them any less safe.

Genesis G70

Genesis

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The latest IIHS awards are further evidence of how far Korean automakers have come

Even with some fine print, the latest round of IIHS safety awards paints a vastly different picture of the Hyundai Motor Group than what you would see even ten years ago. In 2015, Hyundai and Kia each had four award-winning vehicles, and only the Tucson and Genesis took home TSP+ designations. The latter of which, remember, was a standalone model, rather than an entire brand as it is today. A growing portfolio has a lot to do with it. Hyundai had around a dozen models back then, but today, it has 19 to choose from.

Final thoughts

Hyundai, Kia, and Genesis have taken giant steps forward over the last few years, and safety is just one area where the Koreans have exceeded expectations. Need proof? Look no further than offerings like the IONIQ 5 N, which seems to reinvent what it means to be an engaging-to-drive EV. Remarkable what a few years of progress can add up to, isn’t it?

Subaru is not backing down

Japanese automaker Subaru is resting on its bestseller, the Forester crossover SUV, to be its north star as it navigates the rough seas caused by the Trump administration's heavy automotive tariffs. According to a new report by Nikkei Asia, Subaru hopes the new Forester SUV will help cushion the blow from steep tariffs and keep its footing in its most important market. At the company’s annual shareholder meeting in Tokyo this week, Subaru President Atsushi Osaki made it clear that Subaru will stay committed to its stateside customers.

"We'll overcome this by maintaining the U.S. as our main market and balancing it with Japan and Canada," Subaru President Atsushi Osaki said at the automaker's annual shareholder meeting on June 25.

2025 Subaru Forester Hybrid

Subaru

Japanese cars, American buyers

To say that Subaru depends on the United States auto market to survive would be an understatement. According to its figures, more than 70% of Subaru’s global sales are in the United States—far more than its Japanese automaking rivals like Honda and Toyota. In fiscal 2024, Subaru sold 662,000 vehicles in the U.S., or 71% of its total global sales of 936,000. 

Despite this, Subaru's manufacturing situation leaves it vulnerable to Trump’s tariffs. Roughly half of Subarus sold in the States are Japanese imports, which means they’re now subject to the 25% tariffs imposed by the Trump administration earlier this year. Subaru estimates those tariffs could cost the company $2.5 billion if they do not work proactively, making its $2.79 billion operating profit from the 2024-2025 fiscal year useless.

Workers assemble vehicles on the production line at the Subaru Corp. Gunma Yajima Plant in Ota, Gunma Prefecture, Japan.

Akio Kon/Bloomberg via Getty Images

However, the atmosphere around the shareholder meeting suggested that Subaru would heavily rely on the Forester as a savior for the marque. The latest version of the brand’s most popular SUV first went on sale in the U.S. in 2024 with a purely gasoline version, followed by a Toyota-developed hybrid model released earlier this year.

Demand is already strong. According to figures from Subaru of America, 15,434 Foresters moved off dealer lots and into the driveways of new owners in May 2025. As of last month, 84,629 Foresters had been sold since the start of this year, a 3.5% year-over-year increase. In addition, Osaki noted that strong Forester sales in Japan could reduce the impact of U.S. tariffs. "The new Forester is performing extremely well," Osaki said. He also added that the hybrid version was selling beyond its expectations.

The Subaru of Indiana Automotive Inc. (SIA) assembly plant stands in Lafayette, Indiana.

Ty Wright/Bloomberg via Getty Images

To help further cushion its tariff impact, Subaru plans to ramp up production in its U.S. factory in Indiana, its only overseas plant that makes finished cars. Starting this fall, Subaru will invest 40 billion yen (~$277 million) to begin producing the new Forester at the plant. The factory currently churns out around 340,000 to 350,000 vehicles annually, but Osaki said it could push past 400,000 with the new investment. 

Still, shifting more production away from Japan caused concern among shareholders. Subaru’s domestic manufacturing operations are centered in Gunma prefecture, where many of its suppliers are also based. Osaki acknowledged the dilemma, noting that boosting U.S. output is impossible without its suppliers. 

"It's true that it would improve our ability to deal with the tariffs, but it would be would be difficult without cooperation from all of our suppliers,” Osaki said in response to shareholder questions. “We need to think about this comprehensively."

Final thoughts

Subaru itself is in a precarious position. Last month, it informed dealers that price increases would add an additional $750 and $2,055 to the cost of vehicles, depending on the model and trim. Specifically, Forester buyers got a price hike between $1,075 and $1,600, depending on trim, while Crosstrek and Impreza buyers got hit by a $750 price bump. At the time, Subaru did not explicitly cite the tariffs as the reason behind the price bumps but noted that they are a response to “current market conditions.”

“The changes were made to offset increased costs while maintaining a solid value proposition for the customer. Subaru pricing is not based on the country of origin of its products,” it said.

Fast-forward to now, it seems that Subaru is proactive in recognizing what is working and what is not, though it is tough to tell what the tariff picture will be. According to a new report by Bloomberg, Japan’s chief trade negotiator Ryosei Akazawa is on his way to Washington, D.C., to hold his seventh round of trade negotiations with his American counterparts.

It May Not Be The BRAT Return Subaru Fans Wanted

The Subaru BRAT was a light-duty pickup sold in the United States between 1978 and 1987, and it’s set to make a comeback for the modern era. The BRAT name stands for Bi-drive Recreational All-terrain Transporter, which tells you all you need to know about this compact but capable pickup. Also known as the Brumby in other markets, CarsGuide is reporting an all-electric return of the BRAT. That may not be what truck fans want to hear, but any Subaru pickup is better than none at all, right?

Shared Underpinnings With Toyota Pickup

The new BRAT is expected to share components with a Toyota pickup, a Maverick-sized compact truck previewed by the Toyota EPU concept back in 2023. The brands already have a close relationship, with models like the Toyota GR86 and Subaru BRZ developed in tandem, so this is no great surprise.

Earlier this year, Toyota confirmed the arrival of its electric pickup, which gives us confidence that a Subaru twin will get the green light, too. The original Subaru BRAT was a simple two-seater pickup, and if the new one follows that route, it will be the only compact truck of its kind. The only other compact trucks in the USA, the Ford Maverick and Hyundai Santa Cruz, are both two-row, five-seater models.

1986 Subaru BRAT

Under the skin, it’s safe to expect standard all-wheel drive for the new BRAT, while it could make 375 horsepower. There’s no need for that much power in a compact pickup, though - even 100 hp less should make for quite a performer. Either way, it will be a world apart from the original BRAT model's 1.8-liter four-cylinder engine.

We Already Have A Hybrid Compact Pickup, So Why Not An EV?

Ford broke the mold when it launched the Maverick with an available hybrid powertrain. Returning 38 mpg combined, it’s the most efficient pickup truck in America, and the all-electric BRAT would be even cheaper to run over the same distance.

While electric pickups suffer in the towing and hauling categories alongside gas or hybrid models, a compact pickup wouldn’t need to be as much of a hardcore hauler, so an electric option in this segment would potentially be less of a compromise. 

An all-electric powertrain would also introduce a level of refinement not before seen in the compact pickup segment.

Even if the BRAT does make a successful return, there’s no telling if it would be sold in the United States. However, the revival of the compact pickup segment could give Subaru added motivation to introduce such a model here.

A throwback thrill in the modern world

At a time when most new vehicles are big, heavy, and more closely resemble a home theater than a car, the 2025 Subaru BRZ tS is refreshingly simple. It’s a small, lightweight, rear-wheel-drive coupe with a manual transmission and no interest in keeping up with the horsepower arms race. That might sound like a niche formula—and it is—but for enthusiasts who want a real connection behind the wheel, the BRZ tS might be exactly what they’re looking for. But the question is: at $36,465, does it deliver enough to justify the price?

What makes the tS different?

Let’s be clear: most of the magic of the BRZ tS is already baked into the base model, which starts just north of $32,000. Both versions use the same naturally aspirated 2.4-liter flat-four engine, putting out 228 horsepower and 184 lb-ft of torque. That might not seem like much in an era of 400-hp family SUVs, but the BRZ’s secret lies in its light curb weight (just over 2,800 pounds) and nimble chassis.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

What you get with the tS trim is a sharper, more focused version of that same recipe. It brings upgraded Brembo brakes, a Hitachi suspension setup tuned by Subaru’s STI division for flatter cornering, 18-inch wheels wrapped in sticky Michelin Pilot Sport 4 tires, and some subtle styling touches. The powertrain stays the same, and so does the philosophy: it’s about balance, not brute force.

Styling that’s confident, not overcooked

The BRZ’s exterior design is sporty but restrained. It’s low-slung, neatly proportioned, and avoids the overstyled aggression that plagues many modern sports cars. There are no fake vents, no massive wings, and no angry grilles trying too hard to look tough.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

Instead, the BRZ tS looks like what it is: a car built to be driven hard and enjoyed, not just shown off. It’s approachable and unpretentious, which makes it all the more charming. Subaru didn’t try to reinvent the sports coupe—they just refined it.

A tight, driver-focused interior

Inside, the BRZ tS keeps things simple. The front seats are supportive and well-bolstered for spirited driving, and the driving position is excellent, low and centered, with perfectly placed pedals and a short-throw shifter that begs to be used. Visibility is surprisingly good for a coupe this low, which makes it easier to daily drive than you might expect.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

The dashboard features a mix of analog controls and a small, somewhat outdated touchscreen. There’s Apple CarPlay and Android Auto, but don’t expect flashy tech. Instead, you get real knobs for climate control and a driver-focused layout. It's not luxurious, but it works—and it reinforces the BRZ’s mission: minimize distractions, maximize engagement.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

Yes, there are rear seats—but they’re really just extra storage space or emergency kid haulers. If you regularly carry passengers (ones you like anyway), this isn’t your car. But if you want to toss a couple of tires or a backpack back there? It’s surprisingly usable.

Driving is where the magic happens

None of the BRZ’s spec sheet numbers can really convey how it feels to drive. The steering is quick and responsive (though not quite as communicative as the rest of the car), the chassis is beautifully balanced, and the manual gearbox is an absolute joy. There’s a level of confidence and connection here that’s rare at any price—and nearly nonexistent under $40,000.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

You can push the BRZ hard, and it rewards you without being intimidating. The limits are approachable, the tires communicate clearly, and the whole car feels like it wants to work with you, not against you. Whether you’re on a twisty road or a track day, it’s a car that constantly encourages you to be a better driver. Even better? You can drive it hard without breaking the law. That’s increasingly rare in today’s world of overpowered machines.

It’s not perfect, but it doesn’t need to be

There are a few downsides. The cabin can get noisy, due in part to the car’s relatively stiff suspension. Some interior materials feel a little low-rent, and the infotainment system is several years behind the times. And yes, it could use a bit more power—there’s always that moment when you wish it had just 40 more horses coming out of a corner.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

The steering, while precise, lacks some of the tactile feedback found in cars like the Mazda MX-5 Miata. And if you’re looking for everyday comfort or lots of tech, you’ll probably be happier in something like a Volkswagen GTI or even a lightly used BMW 2 Series. But if your goal is pure, unfiltered driving joy? The BRZ still delivers.

Competitors are few, but worthy

The BRZ’s closest rival is the Toyota GR86, which is nearly identical under the skin. In fact, the two are jointly developed, and your decision might come down to styling or dealer preference. The GR86 often comes in slightly cheaper, especially in its Premium trim, and has its own tS equivalent in the GR86 Trueno Edition.

2024 Toyota GR86 Trueno Edition

Then there’s the Mazda MX-5 Miata, a perennial favorite among purists. It’s lighter, has an even better shifter, and offers the option of open-air motoring. However, it also has less cargo space, less practicality, and a higher starting price when compared to similarly equipped models.

Other options like the Ford Mustang EcoBoost offer more power on paper, but with more weight, less balance, and (as of 2025) no manual transmission. The BRZ might not win a spec sheet battle, but it’s one of the few still designed with enthusiasts in mind from the start.

Final thoughts

If you just want the BRZ driving experience, you don’t need to spend $36,465. The base model already delivers 90% of what makes the car great. But if you plan to hit the back roads or track regularly, the tS’s better brakes, upgraded suspension, and grippier tires do make a noticeable difference.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

The BRZ tS isn’t trying to impress with 0–60 times or touchscreen sizes. Instead, it focuses on what matters: sharp handling, a playful chassis, and a sense of analog engagement that’s rapidly disappearing. It’s not for everyone, but for the people it is for, it might be one of the last truly satisfying new cars under $40K.

So, is it worth it? If driving fun is your priority and you want something that still feels made for you (not just for the masses), the answer is yes. Just be ready to explain to your SUV-driving friends why 228 horsepower is more than enough.

Toyota bZ4X And Subaru Solterra Named In Lawsuit

The Toyota bZ4X and Subaru Solterra haven't been particularly popular EVs, and their popularity may be about to wane a little further, with a new lawsuit concerning faulty batteries being filed in the U.S. Eastern District Court of California. According to a report by Road & Track, the 12-volt battery that runs the accessories (not the drivetrain) of these EVs is claimed to repeatedly fail, with the plaintiff who filed the suit saying that his bZ4X has required numerous battery replacements in just 5,000 miles of driving.

Toyota, Subaru Knowingly Sold Faulty Cars, Lawsuit Claims

Toyota

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Although this is a class-action lawsuit, concerning all bZ4X and Solterra EVs from the 2023-2025 model years, the court documents focus mainly on the plaintiff's claims, arguing that the Toyota and Subaru were both aware of 12V battery problems before the cars went on sale, and that they failed to warn customers or fix the problem.

"The 12-volt battery in Plaintiff Wade's vehicle has been replaced twice since March 2023," reads the filing on CarComplaints.com, with the owner saying that the first failure occurred just weeks into ownership and the second when it had roughly 2,000 miles on the clock. The third reportedly happened around 5,000 miles.

Not The Only Owner On Record With Issues

Toyota

Another owner (this time with a Solterra) told the NHTSA that they had had the car since December 2024, and that they got the car new on a lease. "I have had the car since December 2024; the car was a new lease," said the complainant. "The battery has failed twice - once in January, and again last week. When I took it to the dealership, they said they replaced the battery, [but] the new battery is now doing the same thing." Other accounts have been posted on Reddit since early 2023, but the lawsuit does not claim to know what the core defect is, so determining Toyota and Subaru's culpability may be difficult. Hopefully, the updated and renamed Toyota bZ and its Solterra twin don't face the same troubles.

If all three are great, which is best?

I’ve been asked, “Which Wilderness model is the best?” Too many times to count, and it’s a complicated question to answer. Instead of shrugging and saying, “It depends,” I’ll break down the subtle differences between each one to help you make a more informed decision before you head to your local dealership and the commission-chasing Subaru salesmen start circling like sharks. 

2022 Subaru Outback Wilderness

Subaru

Right now, there are only three Subaru Wilderness models available: the Crosstrek, Forester, and Outback. Each one is equipped with Yokohama Geolander all-terrain tires, glossy black model-exclusive wheels, bronze accenting, rugged exterior cladding, and a matte black glare-diffusing patch on the hood. Each one comes with Subaru’s award-winning tri-camera EyeSight setup, making them just as safe as the standard models.

Good looks aside, what else do you get with the Wilderness badge?

Subaru reinforced the roofs on all three models to carry an additional 70 pounds, and raised roof rails make it easier to install those Yakima or Thule crossbars you’ve got in your garage and get yourself a nice rooftop tent, cargo box, bike rack, or basket. The optional OEM ladder-style crossbars are a great option too, over the fold-away bars that can be added onto the standard models. That beautiful Geyser Blue exterior color is trim-specific, too. And it looks smashing when it’s decorated with mud.

2024 Subaru Crosstrek Wilderness

Michael Shaffer / Subaru

On the inside, more bronze complements the otherwise black interior. All three Subies come with all-weather cargo and floor mats, and Subaru’s StarTex waterproof (but still very comfortable) seating in the front and rear. Of course, it wouldn’t be a fancy trim level if it didn’t have “Wilderness” badging throughout. They’re all ready to hit the trails with preinstalled mudflaps and underbody protection for the oil pan and gas tank, too. Subaru says the dual-function X-MODE is more effective in the Wilderness, thanks to an updated CVT for all three models. 

Then there’s the biggest change: the factory lift. The Outback boasts the most lift of the trio, going from 8.6” to 9.5”. Which, if you’re a nerd about ground clearance like I am, is only 0.2” lower than the stock height of a Jeep Wrangler. The Crosstrek comes in second with an upgrade to 9.3”, and then the Forester has the mildest increase to 9.2”. This means you can buy a Wilderness model and show up to an Off-Road Subaru meet within the same hour. That’s why Subaru developed the Wilderness models, to give those who frequent the roads less traveled without having to modify them.

The Outback is the most expensive—but it comes with a turbocharger

2022 Subaru Outback Wilderness

Subaru

The Outback was the brand’s most luxurious one of the lot. It was one of the first to come with a CVT, and had leather seats, a large sunroof, and an upgraded Harmon Kardon sound system, even in the early 2000s. So, it’s shocking to literally no one that the Outback is the largest, roomiest, and most comfortable Wilderness. It comes with all the add-ons that come exclusively with the Wilderness trim, but having the taller lift, additional cargo space thanks to a longer wheelbase, and the reinforced roof make the Outback the best choice for families, though even single drivers can still enjoy the Outback. The waterproof seating and all-weather mats make it ideal for dog owners and campers. 

Plus, it’s the only Wilderness model that comes with a turbocharger. Under the hood is Subaru’s newest 2.4-liter turbo Boxer four, which makes 260 horsepower and 277 lb-ft of torque. It has the highest towing rating of the trio, too, at 3,500 lbs—though I don’t know that I’d trust a CVT mated to a four-cylinder engine with that much weight. Especially since the brakes haven’t been upgraded from the standard model, but take that as you may. The Wilderness, XT, Touring XT, and Onyx editions are the only versions of the Outback that have the added turbo boost. Off-road, that additional power most certainly comes in handy. Trust me. 

2022 Subaru Outback Wilderness

Subaru

With all those extra ponies and cubic inches of space comes a steeper price tag, though. Though the price range of $37,648 to $47,070 MSRP is actually quite a bargain for what you get, especially when you compare it to the SUVs it competes against, like the Honda Passport TrailSport, Mazda CX-50 Meridian, or the Hyundai Santa Fe XRT, which all have a higher base MSRP over the Outback. 

When it came to loading my two toddlers in the car, I found the Outback to be easy because of the wide entry point, visible and accessible lower anchors and upper tether points on the back of the seat, but the lower roof line made it slightly annoying to load and unload them. However, once my oldest discovered she could easily climb in and out of it, I only had to worry about bending over to grab my youngest. The trunk was the easiest to get things in and out of, too, and it fit their double stroller, diaper bag, and a Costco haul without breaking a sweat

The Forester’s taller roof makes it feel roomier, for less

2026 Subaru Forester Wilderness

Subaru

The Forester is the second roomiest, with cargo space figures just slightly lower than the Outback. A shorter wheelbase is to thank for that, but passenger comfort isn’t compromised with the loss of inches. While it seems disappointing, the benefit of the Forester over the Outback is the higher roof line. You can stack more vertically, making that dorm room move or camping trip a little easier to pack for. I also appreciated the higher roof line when it came to loading and unloading my toddlers, since I didn’t have to bend over as low. My oldest loved the sunroof (which is standard on the Forester, while it’s optional on the Outback) and taller windows, too. 

Sadly, the Forester Wilderness does not come with a turbo, even as an option. Yes, I’m still mourning the death of the Forester XT, and while the Forester would greatly benefit from a turbocharger, Subaru won’t budge. Americans don’t get the 2.4-liter. Instead, the Forester comes with a 2.5-liter (sadly) naturally aspirated four-cylinder Boxer engine that produces 182 horsepower and 176 lb-ft of torque. It’s no race car, but the improved CVT definitely helps put some pep in its step. Not having a turbo helps keep the mileage numbers fairly high, though, with averages of 25 in the city and 28 on the highway compared to the Outback’s averages of 21 and 26 mpg. So, if you’re more concerned about mileage than you are about cargo space, the Forester might be the one for you. 

2026 Subaru Forester Wilderness

Subaru

In my opinion, the shorter wheelbase made it easier to park in a garage and felt a lot more nimble off-road, thanks to better approach and departure angles. The cargo space was plenty for my toddler’s needs and my own, though I imagine it would be a little tight for a larger family and all their luggage. But that’s when you employ those reinforced roof rails and get a cargo box or basket.  

Like its larger and more stout sibling, it’s fairly priced. You get all that and a bag of chips at a price range of $34,995 to $38,877, depending on how many add-ons you opt for. 

Finally, the small but very mighty Crosstrek

2024 Subaru Crosstrek Wilderness

Subaru of America

Looks are very deceiving when it comes to the Crosstrek Wilderness, and after putting my kids in one, I understand why they’re becoming a common sight in my home of Bend, Oregon. The Crosstrek has the smallest lift of the three, but it’s still a feisty little thing. The Crosstrek Wilderness doesn’t come with a sunroof, but the interior felt plenty open with large windows. I felt that the corners of the roof were easy to see out of the windshield, and despite a lift and knobby tires, it rode and handled a lot better than I assumed it would. 

My toddlers were definitely a lot more cramped in the Crosstrek compared to the Forester or the Outback, though, so I wouldn’t recommend the Crosstrek for families like I would the other two. However, if you’re looking for something capable, reliable, remarkably efficient, and you’re on a budget, the Crosstrek is a very respectable choice. It comes with the same engine as the Forester, but since it’s the smallest, it feels a lot more poised on and off-road. It has the shortest wheelbase and the best approach and departure angle of the Wilderness models, too. 

2024 Subaru Crosstrek Wilderness

Michael Shaffer / Subaru

What I found strange was the trunk design. The trunk itself isn’t small, but the entry into it is very narrow, which made loading everyday things more difficult and ate up valuable space. Otherwise, the rear seats were still plenty cozy, but felt very closed from a lack of sunroof and smaller windows compared to the Forester or Outback. I’m a very outdoorsy person, and if I didn’t have kids in car seats that require a lot of items, the Crosstrek would be perfect for single drivers or couples without kids. 

Unlike the Forester and the Outback, the Wilderness is the top-shelf trim of the Crosstrek. Even then, the Crosstrek Wilderness has a more-than-fair base price of $32,195 and a max price of $33,360 with all the add-ons, which is remarkable for what you get. 

Final thoughts: Your needs decide the winner

Subaru Forester Wilderness

Deciding which one is best is like trying to pick the best dessert option. Each one is delicious, and you truly can’t go wrong with either one, but each one has a unique strength that may make it a better buy for you and your lifestyle. The Outback has two: power and space. The turbocharger adds a lot of value to it because it not only makes it more capable off-road but also adds a lot of character. There’s nothing worse than having to pass a truck or SUV towing a trailer and putting the pedal to the metal only to hear the engine roaring, but the car doesn’t move. You wouldn’t have to worry about that with the Outback. The cargo space is unmatched, and it does have the highest towing rating. So if you’re on the hunt for a very capable off-roader right off the lot, the Outback is worth the extra dough. Especially for families or couples who take camping and softroading very seriously. I’d buy the Outback Wilderness to accommodate my family and outdoorsy lifestyle in a heartbeat.

The Forester is another excellent choice for families, as it has similar cargo space numbers to the Outback, but it’s easier to park in a garage and easier to load things in and out of (there’s a reason why grannies love them so much!). It doesn’t have the punch of the turbocharger, but it does earn better mileage than the Outback. It’s also incredibly fairly priced and comes with a large panoramic sunroof as standard equipment, which my toddlers absolutely adored, as it opened up the backseats and eased car sickness. I have a 2011 Forester, and the newest generation still carries what made the Forester so successful in the first place. It’s just a little bigger and a lot safer. If not for families, this is great for couples with dogs, too. 

2022 Subaru Outback Wilderness

Subaru

The little Crosstrek has a lot of personality, and that’s why I recommended one to my best friend. She bought one and loves it, due to its amazingly high average mileage rates, plentiful space for a single person, unmatched off-road capabilities, and safety ratings. It’s also the most affordable of the three, even at the fancier Limited Wilderness level, making it ideal for families on a budget (though the cargo space was an issue for me, but it will work with a cargo basket or box), single campers, or families without children. If I didn’t have children, this would be the Subaru Wilderness I’d buy. The 2.5-liter engine is a happy medium for the Crosstrek, so it’s not shocking that it gets the best mileage of the trio.

“Oh, of all the cheap, lousy ways to save a buck”

It’s true what they say, “You don’t know what you got until it’s gone.” As automotive enthusiasts, we’ve grown to appreciate how high-tech modern cars are. Unless you’re looking at the base model and very utilitarian 2025 Jeep Gladiator, there’s no such thing as a car without power windows, ABS, or a touch screen. They’re all vast improvements compared to the cars we all drove in high school. However, one thing I never thought I’d miss was the center console. Many of the new cars I drove to review, like the 2025 Toyota Corolla GR and the 2025 Subaru WRX tS, shocked me when I tried to rest my elbow on… Nothing. Where there’s typically a place for my elbow was a flat, plastic surface on the floor. Suddenly, I found myself mourning the loss of something I never truly appreciated since I got my license almost 20 years ago.

I was too distracted by the blue accenting to notice the wimpy "armrest"

It was difficult for me to understand, especially since a center console has so many unappreciated benefits, like added storage space, a place to rest your arm to avoid soreness on a long drive, and a complete aesthetic. I found myself quoting Helen Shirley from National Lampoon’s Christmas Vacation: “Oh, of all the cheap, lousy ways to save a buck.” So, I decided to dig a little deeper to see if there were any real benefits to what the industry calls the “center console delete,” or if major automakers are pulling a Frank Shirley. So far, I’ve only found four possible benefits.

Some say it improves overall passenger space and visibility

Believe it or not, there are a large number of people who are removing the center console from their cars. A center console for some makes the interior feel more crowded, so they remove the center console and replace it with an aftermarket trim piece to complete the look. Members of the Mazda Miata Club on Facebook say a center console delete makes the interior feel more “British” and helps the small interior feel a little bigger.

Look closely at the center console—it doesn't allow for more visibility, in my opinion

Marketing jargon for new cars reads as though deleting a center console improves the overall comfort for the rear passengers by opening up the interior for them, as if seeing over the center console was such a comfort-sucking feat. A center console delete reportedly increases legroom for the rear passengers, though that would only make sense in cars or SUVs with massive center consoles, like the Toyota Sienna, which can have a beverage cooler attached to it.

Others report that removing cargo space actually increases cargo space

I’m not sure I follow this one, but some cars, mainly SUVs and EVs, are removing the storage space under the armrest of the center console (without removing the armrest altogether) and substituting it for open cargo shelves. This is great if you regularly carry larger items that need homes, like purses, briefcases, or camera gear (speaking from experience), as having the sides, front, or back open helps give bulky items a secure place without being in the trunk or taking up cargo space for rear passengers. However, without a proper cover, those items are definitely not safe from curious eyes. So, you’d have to put those items, which are there for convenience, in the trunk to avoid being burglarized. 

Cargo shelves can also help keep rear passengers organized, too. There are some cars, like the Hyundai IONIQ 5, that have an opening in the back of the center storage unit, so rear passengers can place items there, too. It’s not much, but it does give them more storage options than the cubby holes in the door. 

Shelves like that do technically increase overall cargo space, as shelves are bigger and can store more items than the traditional cargo cave under the armrest. However, a lack of security makes it difficult for those who can’t park their car in a safe place, like a garage. With a center storage cavity under the armrest, there are plenty of aftermarket options to make them lockable—I have one in my Jeep and love it. You can’t do that with storage shelving. 

Sports cars with manual transmissions are more “shifting-focused”

Those who have driven a manual car daily can confirm that hitting your elbow on the armrest mid-shift is mildly annoying. However, after a while of daily driving, you get used to it. Muscle memory takes over, and you learn how to move your arm in such a way that you don’t hit your elbow. When a drink is one of the cupholders, especially a tall one, accommodating for your drink while shifting can be annoying, too. This is another argument for deleting the center console, and while I understand it’s frustrating sometimes, I don’t think it justifies removing it completely. 

For instance, when I reviewed the 2025 Subaru WRX tS, I drove it 5.5 hours from Vancouver, Washington, to Bend, Oregon. Not having a place for my elbow made my right arm sore, and not having a place for my water bottle or energy drink made it easier to shift, yes—but it made it more of a [literal] pain to drive, especially for such a long distance. Therefore, the WRX, which is a fantastic daily driver, isn’t great for long distances. You can buy a center console extender for it, but be prepared to spend $210. Does a center console delete translate to more space to shift comfortably? Yes! For a race car. Not for a regular driver or for long-distance driving.

Of course, a lack of a center console armrest saves on production

Here’s where Helen Shirley comes in, as removing the center console armrest saves on production costs, especially for mass-produced cars. Automakers claim that cars have “limited interior space,” despite cars becoming larger and wider with each model year, and deleting the center console armrest helps the “small” interior feel bigger. By saving on production, companies argue that they’re able to make vehicles more affordable for customers. The two I’ve driven that don’t have center console armrests, the Corolla GR and the Subaru WRX tS, are both close to $50,000. For that much money, I’d want to be able to drive it daily, so put a dang armrest in it.

2012 Acura TL SH-AWD center console

Acura

Some say that in a side-impact crash, a center console can interfere with the deployment of airbags. I don’t buy that argument either, since there are plenty of NHTSA and IIHS Top Safety Picks that have center console armrests in them. 

So, instead of just saying, “We’re omitting the center console armrest because it makes our CEOs more money and all this marketing mambo-jumbo is just to make you feel like not having one is smarter so you don’t question anything,” automakers argue it’s more attractive, safer, and more comfortable not to have one. After that nearly six-hour drive in the new WRX, I’m here to tell you—they’re all wrong.

Final thoughts

Don’t fall for it. Seriously. Unless the car you’re buying is made specifically for the track and you have zero plans to drive it more than a few miles every day, the lack of a place to put your arm created more problems than I realized. When I had the Toyota Corolla GR, I didn’t do any long drives. The most I drove was 10 miles in a day, and that was because I was testing the cargo space with a Costco trip. That was fine, but that drive across state lines felt so much longer than five hours. I was incredibly disappointed that a car that was a few thousand short of $50,000 with a premium Harmon Kardon stereo, plush Recaro seats, a large and beautiful touch screen, and crazy cool drive modes didn’t have an armrest.

I would have rather sacrificed something like the Alcantara on the A-pillars or used a lower-resolution screen than not have a place to rest my arm on long drives.

A purist's delight in a crossover world

In a car market dominated by bloated crossovers and increasingly complex performance machines, the 2025 Subaru BRZ tS feels like a throwback. It’s not fast by today’s horsepower standards, it doesn’t have torque-vectoring all-wheel drive or a trick hybrid system, and it doesn’t even come with adaptive suspension or a head-up display. But after a week of driving this light, low, two-door coupe on back roads, highways, and city streets, one thing is clear: it doesn’t need any of that to be a blast.

The BRZ tS is all about the joy of driving. It's Subaru’s only rear-wheel-drive car, and the only one built specifically with performance in mind. Even with just 228 horsepower, it has the kind of balance and feedback that make you want to drive just for the hell of it — and that’s exactly what makes it such a gem.

What the tS trim brings to the table

The version we tested was the top-of-the-line BRZ tS, which costs $36,465 including destination. While that price might seem steep for a car with modest output, most of what makes this car great is shared with the base model, which starts at just over $32,000. You’re paying a premium for a few key enhancements, including bigger Brembo brakes, revised suspension with Hitachi dampers, and stylish 18-inch wheels wrapped in sticky Michelin Pilot Sport 4 tires.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

There are no changes to the powertrain — it’s the same 2.4-liter naturally aspirated flat-four making 228 hp and 184 lb-ft of torque. Subaru pairs it with either a six-speed manual or automatic, though the manual is undoubtedly the better match. Fuel economy is acceptable for a sports car, with 20 mpg in the city and 27 on the highway. Not that fuel economy is much of a consideration with a car like the BRZ.

Looks that don’t take themselves too seriously

The BRZ’s exterior is compact, low-slung, and full of character. It’s not trying too hard to be angry or aggressive, and that’s part of the charm. Sharp creases, active-looking tail lights, and clean proportions give it a sporty stance without tipping into embarrassingly boy-racer territory.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

It’s a refreshing contrast to some of the more overwrought sports cars on the market today. There’s an honesty in its design — an acknowledgment that it’s here to have fun, not to win a drag race.

Inside: quirky, but thoughtfully laid out

Slide into the BRZ and you’ll find a cabin that’s tight but not cramped. The front seats strike a great balance between comfort and support, the pedals and shifter are perfectly placed, and visibility is surprisingly good for such a low car.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

The mix of analog and digital controls is deeply satisfying, and a much-needed relief from the invasion of flat-screen TVs installed in most cars today. That said, the infotainment screen is small and dated-looking. It does the job, though, and at least it comes with physical climate knobs and Apple CarPlay/Android Auto.

Rear seats exist, technically, but they’re more useful as extra cargo space than for actual passengers. Still, the trunk pass-through adds some practicality, and the BRZ’s small size doesn’t come at the cost of front-seat comfort. Even tall drivers should feel at home.

Driving it is the whole point

What really sets the BRZ apart is how it drives. It’s light (just 2,815 pounds), balanced, and endlessly engaging. The manual transmission is easy to learn and rewarding to master. The feedback through the pedals is excellent, and the BRZ encourages you to push it without punishing your mistakes.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

That’s what makes it ideal for new drivers learning performance driving, or older enthusiasts who want to feel connected to the road again. Sure, it could use more power. Everyone agrees on that, but part of the fun is how accessible it is. You can rev it out and drive it hard without breaking the law. That’s something you just can’t do in a 500-horsepower muscle car.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

The only real downside is the steering. While turn-in is sharp and the car rotates beautifully through corners, the steering doesn’t offer quite as much feel as the rest of the car. It’s good, just not great. For buyers considering the Subaru as a daily driver, it’s also worth pointing out that the BRZ rides well at speed. You’ll hear more road noise than in a heavier car, but the trade-off is a sense of nimbleness and immediacy that’s hard to find elsewhere.

A shrinking pool of competitors

The BRZ tS’s most direct rivals are the Toyota GR86 (its mechanical twin) and the Mazda MX-5 Miata. The GR86 offers nearly identical performance for a bit less money and has the same pros and cons, though styling and small tuning differences might sway buyers one way or the other (it’s hard to beat the GR86’s ducktail spoiler).

Mazda MX-5

Kyle Edward

The MX-5 is lighter and offers a true convertible experience, but it can get more expensive and has even less practicality. You might also consider the Ford Mustang EcoBoost, but it’s not available with a manual anymore, and at over 3,500 pounds, it’s a very different animal. In this price range, your choices are limited, but all of them are fun, and none blend usability, engagement, and value quite as effectively as the BRZ.

Final thoughts

The 2025 Subaru BRZ tS isn’t trying to be the fastest or flashiest sports car out there. Instead, it focuses on the stuff that really matters to enthusiasts: a great chassis, a fun manual gearbox, and feedback that rewards skill and confidence.

2025 Subaru BRZ tS

Elijah Nicholson-Messmer

It’s not perfect. It could use a bit more power, a sharper steering rack, and a high-quality infotainment screen, but none of that takes away from how fun it is to just get behind the wheel and drive. Whether you’re 17 or 57, the BRZ invites you to pay attention, be present, and enjoy the simple act of piloting a great little car. In an era where more cars drive themselves, the BRZ remains one of the few still made for people who want to do the driving. And for that, it’s something special.

The WRX was introduced to America in 2002. How has it changed since then?

Twenty-three years ago, the 2002 Subaru Impreza WRX was the first factory-modified, turbocharged, tuned, and “rally-ready” variant of the Impreza. It was conceived by the automakers’ ruthless dominance in the World Rally Cross series (WRX stands for World Rally Experiemental, by the way), and it was an absolute kick in the pants to drive. It was a great way to introduce Americans to a new, fun, and fairly affordable class of Japanese hot hatches.

Having owned the first WRX to hit American shores for 11 years and then driving the company’s newest top-shelf 2025 WRX tS for a week showed me the company maintained, improved, and even destroyed a lot of what made the WRX so special. Let’s get into why I think that. 

Kristen Brown

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Before talking about the State's first WRX, let's check out the latest installment

The world let out a great, big sigh when Subaru decided to put the STi on the chopping block in 2022. There is a long list of reasons why it was worth ponying up for the STi over the WRX, but the main reason was the power. From the factory, they had over 300 horsepower as opposed to around 227, had improved brakes, tighter steering, stiffer suspension, and a beefier transmission. It drove as beautifully as it looked. Even today, there’s a reason you’ll see them listed for sale at just a few Gs under the price of a new WRX: they’re worth their weight in gold. 

2025 Subaru WRX tS

Kristen Brown

Anyway, to appease the masses, Subaru released the WRX tS in 2024, lending it the tS moniker that was given to the Legacy in 2005, standing for “tuned by STi.” Kind of like when you Google a copycat recipe of your favorite restaurant dish and it says, “Inspired by Olive Garden’s Zuppa Toscana.” It has all the ingredients and the correct proportions, but it just doesn’t taste right. Instead of a 2.5-liter Boxer four that inspires over 300 horsepower, it has Subaru’s new 2.4-liter turbocharged four-cylinder boxer engine that makes 271 horsepower and 258 lb-ft of torque. Staying true to the STi’s roots, it has a very responsive six-speed manual and the company’s legendary Symmetrical AWD with Active Torque Vectoring. Despite being track-focused, it averaged 25 mpg around town the week I had it. My 2002 gets 19 mpg if I’m lucky. 

It was an absolute blast driving it through the Mt. Hood National Forest on my way home to Bend, Oregon, from Ridge Motorsports Park in Washington. The steep and curvy mountain passes were nothing for the tS, and the updated Harmon Kardon sound system helped keep me alert. The Recaro seats were a very welcome addition over the 2002 model, with just the right amount of bolstering and comfort. I wasn’t sore at all, even after driving for nearly six hours. That’s something I still very much like about my 2002 WRX: it’s the most comfortable car for long drives, even on the original seat and after almost 200,000 miles. 

Modern tech means nice, comfortable accommodations

Part of the STi tune came with electronically adjustable suspension that can be adjusted through the main infotainment screen. The steering feel, throttle response, damper behavior (suspension feel), and AWD torque distribution are all manually adjustable. The drive modes are Normal, Sport, Sport+, and Comfort. It will always default to Sport, and even in that drive mode, it’s pleasant to drive daily. My toddlers had no problem falling asleep while driving it in Sport, and obviously, Sport+ came in handy when driving home through the mountain pass. For fun, I put it into Comfort mode after my girls fell asleep, and the driving feel was dramatically different. The suspension instantly became squishier, the steering wasn’t as dramatic, and it was easier to feather the throttle from a stop. 

2025 Subaru WRX tS

Kristen Brown

Like the WRXs before it, the tS, even though it’s the step below the GT version, follows along with Subaru’s mission of being fairly priced for what’s included on the Monroney label. The tS has an MSRP of $45,705, but it’s more like $46,100 because you’ll want the optional Galaxy Purple color for $395. Trust me on that one—it adds so much character and looks absolutely stunning in the sun. I really like the styling of the tS, too, but not better than the Bugeye aesthetic of the early 2000s. It would look absolutely mean with STi-esque wings and diffusers, though.

A modern influence is where the tS suffers, though. The newer, larger, heavier car means a lot of those extra horses are used just to get it moving. The new WRX is heavier than my 23-year-old lady by 340 pounds. That doesn’t sound like a lot, but it doesn’t feel as dainty as my 2002 does. Handling in Sport or Sport+ is fantastic, but it definitely feels a little more bloated in comparison. Granted, the 2002 WRX is missing a lot of valuable safety technology like automatic emergency braking, any kind of cross-traffic alerts, and it doesn’t have any cameras whatsoever. It also doesn’t have larger 6-pot front calipers from Brembo like the tS does, or a nice Harmon Kardon sound system and 12.3-inch touchscreen from the factory. There’s something rustic about a bare-bones rally-inspired WRX, but either one would make a mighty fine daily driver.

The 2002 Subaru Impreza WRX is an oldie but a damn goodie

2002 Subaru Impreza WRX wagon

Kristen Brown

Obviously, the 2002 doesn’t have those features, because, well, it’s 23 years old. No fancy drive modes need apply. The stock five-speed manual and “glass” transmission work just fine for daily driving, with an occasional spur-of-the-moment spirited drive down a dirt road or a twisty, curvy canyon road. I did notice that the shift throw and pedal travel is much shorter in the 2002 compared to the 2025, but that's neither a pro nor a con—simply something you'd have to get used to. After 23 years, the WRX was (and still is) a pleasure to drive with a manual.

Both the 2002 and the 2025 WRX have a fair amount of cargo space, which is one of the many things I love about them. I’ve tracked the Bugeye when I worked at Laguna Seca, and was able to drive the kids to the grocery store on the same day, very comfortably. Similar to the Honda Civic Type R or the Acura Integra Type S, it’s a performance car that could easily fit in every aspect of a driver’s life. You won’t have to sell it after you have kids. I didn’t. The 2002 has a 2.0-liter turbocharged four-cylinder boxer engine that made 227 horsepower. That might not sound impressive for 2025, but 23 years ago, not many other cars came from the factory with that much horsepower. 

2002 Subaru Impreza WRX wagon

Kristen Brown

Unbelievably, even though the 2025 WRX tS comes with 44 extra ponies, Subaru says the top speed for it is 145 mph—only 5 mph more than its 23-year-old predecessor. Pretty darn impressive if you ask me, especially when you consider the zero to sixty times are similar, too. The 2025 WRX tS takes 5.5 seconds to get to 60 mph, while the geezer takes 5.8 seconds. So, the old lady still has it going for her. Back in 2002, the WRX had an average price of around $24,000, which in today’s money is about $42,000. That isn’t too far from the tS’s price of $45,075, and considering how much more you get from the tS, it’s a very competitive price, and I will die on that hill. 

2002 Subaru Impreza WRX wagon

Kristen Brown

The 2002 WRX doesn’t have torque vectoring like the tS does, but it does have an open center differential and a limited-slip differential in the front and rear with viscous coupling, which—let me tell you from experience—makes it incredibly capable off-road and on the track. My old lady spent about two years as a lifted off-roader, and it did beautifully. However, I converted back to stock height after it was being damaged, and I saw how much they were still going for (around $8,000—which is how much I bought it for 11 years ago). It handles wonderfully in the snow and rain, too. Both cars are tough enough to handle pretty much anything you throw at them, which I respect. I admire a company that doesn’t fix what isn’t broken.

So, what was improved over two decades?

2025 Subaru WRX tS

Kristen Brown

You won’t be surprised to read this, but: a lot. The numerous added safety features, creature comforts, styling changes (like Alcantara and bright blue accenting), and more horsepower, transmission improvements, and electronically adaptable suspension made it feel like a fancy version of the WRX I know and love so much. It’s a cowboy wearing a tuxedo, if you will. I liked the factory “sport” exhaust, though I’d certainly buy a louder one aftermarket. 

The WRX’s brochure from 2002 reads, “Race proven, not inspired,” and the tS definitely resembles that remark a lot more than my WRX, mainly because all of the improvements are from the factory. I had to modify mine to have adjustable suspension, a more efficient exhaust system, a Stage 2 tune, and an aftermarket up and downpipe for the turbo. They’re slight modifications, but modifications you don’t have to make to the tS. You’d just have to put it into Sport+ and you’re ready to hit the Corkscrew.

2002 Subaru Impreza WRX wagon

Kristen Brown

All those amenities without much of a price fluctuation from 23 years ago are a huge flex, too. Subaru should be incredibly proud that they fit so much more into the WRX without making it insanely more expensive than America’s first-ever WRX. To me, that’s an improvement, because the 2002 was only a few grand cheaper in today’s money, but came with a lot less from the factory. 

A lot of what makes a Subaru a Subaru is still there

The list of reasons why I’ll be buried in my 2002 WRX is long, but I have a few bullet points. Excellent visibility (to this day, rear passengers tell me all the time it’s the only car they’ve not felt carsick in), reasonable power and gas mileage, amazing exhaust rumble, reliable, versatile, and it puts a smile on my face every single time I’m in a bad mood. It’s a car that knows exactly what it is. It’s uncomplicated and can handle literally any driving scenario or be easily modified to handle it. After having driven the tS for a week and then hopping into my 2002 WRX, I realized everything I like about it was still in the 2025. Subaru knew exactly who they were targeting with the tS, there’s no doubt about that. 

2002 Subaru Impreza WRX wagon

Kristen Brown

The transmission was peppy and had plenty of feedback. It felt a little squishy compared to the 2002, but it did only have 2,000 or so miles on it, so I imagine the more it’s driven, the more notch-y it’ll feel. I appreciate the feedback from my 2002, as I feel more connected to the car. I also didn’t need to get acquainted with shifting or using the clutch, as it felt very similar to the 2002. If it wasn’t for the giant touch screen, Alcantara, and bright blue accenting, I’d forget I was in a Subaru that’s 23 years younger. 

It has excellent cargo space, so my toddlers and their car seats fit perfectly fine, and they loved the big rear windows. Installing their car seats was easy, just like in my 2002. It was tech-forward, but not intimidating. As it turns out, there’s more than just love that makes a Subaru a Subaru. It’s also consistency, and the tS was nothing if not consistent. I also appreciated that the new WRX had a visible hood scoop, not a hidden one like the Outback XT has.

Now, some things have changed for the worse

The main thing I didn’t like about the new WRX—and it’s nitpicky, I acknowledge that—was how much bigger it is. I felt more like a Ford Taurus than a rally-bred sedan like the good ol’ days. There are advantages to a wider stance, like improved handling, stability, and passenger space, but the size just felt wrong. It’s longer by a whole 10 inches, wider by 4 inches, and taller by a little over an inch. It’s not a massive difference, but the added inches and the extra 340 pounds made it feel bloated and heavy. It's still an amazing car, I just felt picky about the change in size. 

2025 Subaru WRX tS

Kristen Brown

If the tS didn’t have adjustable suspension to tighten it up, it would probably be a lot squishier than the 2002 because of the weight and size difference. But because it can be tuned and customized to ride stiffer, it’s not a dealbreaker at all to me. I also have a huge bone to pick with whoever decided it was smart to remove the center console/elbow rest from the WRX. Driving 5.5 hours from Washington back to Oregon without one was incredibly frustrating, as it made me sore and took away valuable cargo space. That's not something I have to worry about with my 2002. An armrest extension for the six-speed manual can be added with aftermarket parts, but the average price for that add-on is $210.89.

Final thoughts

The WRX, unlike 23 years ago, has a lot more competition that can make it a difficult choice. You have to be a diehard Subaru to walk past everything that’s on the market and buy one. The Honda Civic Type R was a competitor to the WRX in 2002, but this time around, the Type R costs around $46,690 and has more horsepower than the tS. The Toyota Corolla GR Premium Plus with a six-speed starts at $45,515 and has 300 horsepower from a three-cylinder engine. The track mode in that car is mind-boggling, and like the Honda, it brought a smile to my face. The Hyundai Elantra N is a new and potent competitor, too, with more horsepower and an optional six-speed manual for a jaw-dropping $35,545. Therefore, the WRX being extremely similar to its 23-year-old counterpart might work against it for some. Loyalists will opt for it, but it might struggle to attract new buyers.

Subaru at large faced a correction last month, but the sports car market didn’t get the memo

Subaru, among other automakers, has been enjoying month after month of record sales figures, in part thanks to the threat/eventuality of tariffs. While the brand remains up year over year, May 2025 saw Subaru move almost 6,000 fewer vehicles than in May 2024. It’s a mixed bag across models, but there were a handful of winners. Arguably, the most surprising performance is by the brand’s lone sports car offering, the Subaru BRZ.

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Sporty offerings were the biggest winners and losers for Subaru’s May sales

Diving into the numbers, Subaru’s performance offerings are both a point of unexpected pride and a huge drag on the brand. The Subaru WRX tumbled 71.2 percent year-over-year, with the brand moving less than 500 examples off the lot last month. Year over year, the car is down 23.6 percent, the largest decline among the brand’s lineup. On a positive note, the Subaru BRZ saw tremendous growth. A 43.6 percent gain compared to May 2024 helped the BRZ enjoy a 24.6 percent gain year-over-year. It’s the second biggest gain for the brand, sitting aside the Solterra EV, another surprise, which saw a healthy 28.4 percent increase in volume year over year.

There’s a bit of a catch to that BRZ statistic, though. You see, Subaru only moved 227 BRZ coupes in May of 2024, so a 43.6 percent increase moves the needle to 326 units. That's hardly the volume needed to save the brand, and remarkably still fewer overall units than the WRX. At the current pace, Subaru is on track to sell nearly exactly 3,000 units over the entire year. Assuming the car stays in play for 10 years, that’ll put BRZ production considerably under historically desirable and collectible models like the E46 BMW M3. Per year, BRZ sales are less than a quarter of what Porsche achieves with the 911.

Subaru WRX

Subaru

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It’s complicated across the rest of the Subaru lineup, with sales fluctuating wildly

The biggest drag on Subaru’s May sales was the Outback. The brand moved just 11,214 examples compared to 16,506 last year, a drop of 32.1 percent and over 5,000 units. The Ascent, too, suffered a 32.8 percent decline, with 3,547 SUVs finding their way into customer hands as opposed to 5,277 in May 2024. There were some winners in May, though. The Crosstrek and Legacy both saw double-digit gains over the previous May and remain up year-to-date, with the former increasing by 15.5 percent and the latter by 24.4 percent. In fact, only the WRX, Outback, and Ascent are down year-to-date, where Subaru stays 3 percent ahead year to date compared to last year.

2026 Subaru Outback Wilderness

Subaru

Final thoughts

Other than rekindling my desire to own a BRZ — it’s rarer than a Porsche 911, you see — Subaru’s sales numbers for May only really paint a bleak picture for the WRX. We’re not sure what’s going on there, although there’s speculation that a new STI model may be on the way. Perhaps would-be buyers are waiting to see where that thread leads. Either way, the next time an automaker starts whinging that sports cars don’t sell, we have exactly one data point to rub in their face. Hopefully, they don’t look too far into it.