Subaru

In July’s inflation data, published this August, motor vehicle maintenance and repair was the third-largest transportation contributor to U.S. inflation, behind gasoline and airline fares. Motor vehicle insurance and used car values were the two largest items pulling the other way. Servicing a car is adding to inflation while insuring one is subtracting from it.

Reliability and running cost are separate measurements, and this pairing shows how sharply the two can diverge. If you plan to sell inside five years, Subaru’s stronger reliability ranking may matter more. If you plan to keep the car well beyond the warranty period, Honda’s lower ownership cost matters more.

Subaru

• Twentieth of 29 brands on Consumer Reports’ ten-year maintenance and repair cost

Honda

• Eleventh of 29 brands on the same ten-year cost measure, nine places ahead of Subaru

Consumer Reports places Subaru second and Honda fourth in its 2026 predicted reliability ranking, a two-place gap covered in our four-brand Japanese reliability comparison.

The word reliability covers at least three things that get quoted interchangeably, and this comparison turns on the difference between them.

Measure

What it counts

Result

CR predicted reliability

How likely a problem is, weighted by severity

Subaru 2nd, Honda 4th

CR maintenance and repair cost

What owners paid out of pocket, including routine servicing

Honda 11th, Subaru 20th of 29

J.D. Power dependability

Problems reported after exactly three years of ownership

Crosstrek won its segment; Honda not named

The cost figure is the one most often mistaken for a reliability score. Consumer Reports asks members for total maintenance and repairs together, which folds oil changes, tires and scheduled servicing into the same number as failures. A car that rarely breaks can still land high on that list if the routine work costs more. Standard all-wheel drive also gives Subaru more driveline hardware than a front-wheel-drive Honda, although the Consumer Reports data does not show how much that contributes to the cost gap.

The two studies also look at different vehicles and ownership periods. J.D. Power’s study looks only at 2023 model-year vehicles after three years, so its results describe the outgoing versions of both lineups rather than what is in showrooms now.

Consumer Reports asks members what they paid out of pocket for total maintenance and repairs over the previous twelve months, then reports cumulative costs for years one through five, years six through ten, and the ten-year total. The current figures come from its 2025 Annual Auto Surveys. Collision repair is excluded, as is any adjustment for inflation or tariffs, so the ranking measures relative cost between brands rather than what a repair will cost next year.

Ranked by ten-year cost across 29 brands, Honda comes eleventh. Subaru comes twentieth, behind Kia, Chrysler, Jeep, Lexus, Cadillac, Volkswagen, Acura and GMC, and ahead of only Ram, Infiniti, Mini and the European luxury brands. Buick and Lincoln are the two cheapest, and Consumer Reports attributes their position to domestic parts costing less when repairs are needed.

Costs rise sharply once the warranty and any complimentary maintenance period expires, which for both Subaru and Honda means the second half of that ten-year window. Neither brand has a nationwide complimentary scheduled-maintenance program, so the comparison between them is not distorted the way it is for Toyota, Nissan and BMW.

The J.D. Power 2026 U.S. Vehicle Dependability Study surveyed 33,268 original owners of 2023 model-year vehicles across 184 problem areas. The industry average worsened by 2 points to 204 problems per 100 vehicles, the highest count since the study was redesigned in 2022.

Almost none of it is mechanical.

• Infotainment was the worst of the nine categories at 56.7 PP100, followed by exterior at 27.5

Software updates made things worse rather than better. Forty percent of owners received one in the previous twelve months, and of those, only 27% said it improved the vehicle while 58% noticed no difference at all. Sixty-three percent of those updates were delivered over the air, and they produced close to a 14% increase in problems, worth 2.5 PP100.

This matters for the Subaru and Honda comparison because it moves the question away from engines. Neither brand’s powertrain engineering is what the modern dependability score is measuring. Screen behavior and phone pairing are, and that is a software problem both brands are still solving.

Neither Subaru nor Honda placed in the top three of either brand segment. Lexus led the premium field at 151 PP100 and Buick led the mass market at 160.

Subaru of America announced the Crosstrek was named Most Dependable Small SUV in America, arriving after a third consecutive J.D. Power Residual Value Award in the same segment. Subaru also cites Experian data showing 97% of Crosstreks sold in the past decade remain on the road.

Toyota Motor Corporation took the most model-level awards with eight, including the top model overall in the Lexus IS, and General Motors took four. Neither Honda nor Acura appears among the recipients J.D. Power named in its release.

The Crosstrek result is worth reading narrowly. It covers 2023 model-year cars after three years, so it describes the outgoing generation rather than the 2026 car with its new hybrid option, and it says nothing about the rest of the Subaru range.

Subaru is recalling 541,237 vehicles in the United States over an incorrect Gross Axle Weight Rating printed on the federal certification label, covering certain 2026 Crosstrek Hybrid, 2025 to 2026 Forester and Forester Hybrid, and 2019 to 2026 Ascent models. Owner letters are scheduled for late August 2026. No mechanical repair is involved, no crashes or injuries have been linked to it, and the remedy is a corrected label.

A separate campaign covers 69,663 Foresters for a moonroof glass panel that may detach. That one does require dealer inspection and is the more consequential of the two despite the far smaller number of vehicles.

Recall volume is a poor proxy for reliability in either direction. A label error affecting half a million cars carries less owner risk than a detaching glass panel affecting one seventh as many.

Buy the Subaru if…

Buy the Honda if…

Ownership horizon

Three to seven years

Eight to 10 years / high mileage

Priority

Highest survey ranking

Lowest running cost

Drivetrain

All-wheel drive as standard

Front-wheel drive is fine

Out-of-warranty budget

You can absorb higher repair bills

You want the lower-cost brand over ten years

Segment

Small SUV, where the Crosstrek holds the award

Compact SUV and mid-size sedan

Servicing

You have a Subaru specialist nearby

You want any independent shop to handle it

Subaru holds the better survey position and the only model award in this pairing. Honda holds the cheaper decade. Neither result undercuts the other, and which one governs the decision depends entirely on how long the car stays in the driveway.

Sources: Bureau of Labor Statistics Consumer Price Index for July 2026, released 12 August 2026, and Bureau of Transportation Statistics Transportation Consumer Price Index for July 2026; J.D. Power 2026 U.S. Vehicle Dependability Study press release, 12 February 2026, jdpower.com; Subaru of America media release, 17 February 2026, media.subaru.com; Consumer Reports, “Car Brands Ranked by Maintenance and Repair Costs Over Time,” 4 December 2025, consumerreports.org; NHTSA recall campaign records.

It’s not often we compare two models from the same brand, but Subaru’s two newest EVs have impressed us tremendously. They certainly bring Subaru into a new era, more than the Solterra has managed to do. The Trailseeker is the largest in the trio, and the Uncharted is the smallest. Both of them pack big power, fast charging, and similarly styled interiors, but they do so in two different sizes and body styling. Remarkably, there’s only a $5,000 difference between the two cars when comparing base trims.

The Trailseeker’s base price is $39,995 and the Uncharted starts at $34,995. For testing purposes, my time behind the wheel took place in a 2026 Trailseeker Touring, the top trim, at $46,555 MSRP and a 2026 Uncharted Sport, the mid-tier trim at $39,795 MSRP. Both of them scored very well overall (9/10 for the Trailseeker and 8.5/10 for the Uncharted). Which one of these two is the better buy?

The Trailseeker is the more complete Subaru EV. Its larger footprint, standard dual-motor all-wheel drive across all trim levels, robust 375 horsepower, and 8.5 of ground clearance (the Uncharted offers 8.3 inches) give it the edge. It is the choice for buyers who need a family EV that can serve as the sole vehicle for a household.

There is no need to move up the trim ladder or accept a range-oriented front-drive model to get Subaru’s famous all-weather capability. The Trailseeker also has a more practical body shape, with a tall roofline and useful cargo area.

It feels like the more relaxed long-distance vehicle, too. The Touring’s estimated range is 274 miles, while the base Trailseeker Premium stretches to 281 miles. More importantly, its 74.7-kWh battery and 150-kW DC fast-charging capability allow a 10-to-80-percent charge in roughly 28 minutes, and the native NACS port provides access to Tesla’s Supercharger network without an adapter.

The Trailseeker does not merely win on utility. With 375 hp for every trim, it is seriously quick in normal driving, delivering the performance EV shoppers expect. But it’s primary focus is on comfort, visibility, and on-road composure rather than trying to impersonate a performance crossover. It’s an electric SUV that presents the ideal alternative to the Outback Hybrid.

The Uncharted is the cheaper option, and that’s appealing all on its own. If you do not need the Trailseeker’s cargo capacity or standard AWD. Its $34,995 starting price undercuts the Trailseeker by $5,000, but it still delivers excellent power and range, the same cabin tech, charging access, and much of the same EV appeal.

At $39,795, the Sport test vehicle is particularly interesting because it sits only $200 below the Trailseeker’s base Premium trim. The Uncharted Sport provides a smaller, more athletic-looking package with 338 hp and a range around 285 miles. That’s pretty compelling for the occupying the lowest rung on Subaru’s EV model ladder.

For tighter spaces and urban parking, the Uncharged is easier to park, more efficient in daily use, and more engaging when pointed down a twisty road. It’s easier to manuever in tight spaces due to its shorter length, and the Trailseeker might be too large for smaller urban families where parking is a commodity.

The catch is that the Uncharted asks buyers to think more carefully about configuration. The least expensive version prioritizes range and front-wheel drive. Buyers who want the all-weather traction and stronger acceleration that feel most natural in a Subaru will need to choose an AWD trim, narrowing the value advantage over the Trailseeker, especially when the prices difference isn’t huge.

Much of the buying choice rests on size, given that the dual motor Uncharted Sport offers 338 horsepower and 287 miles of range, not a huge difference from the Trailseeker’s 375 horsepower and 274 miles of range. Furthermore, both of them have the same charging capabilities offering DC fast-charging peak up to 150 kW and powering up from 10 to 80% in about 28 minutes. NACS port charging is also standard on both models.

The size argument stands, both inside and out. The Trailseeker offers a few more inches of 2nd-row legroom, a benefit for those transporting taller passengers. Cargo space is also more generous by a substantial 14 cubic feet. That’s ideal if you’re road tripping, camping, or just regularly hauling groceries, sports gear, and luggage. The Trailseeker is also nearly two feet longer but a smidge narrower.

Buyer priority

Better choice

Why

Lowest entry price

Uncharted

It saves $5,000 at the base level.

Maximum range

Uncharted

Dual motor trims provide 287 miles of range.

Cargo and family practicality

Trailseeker

3 more inches of rear legroom over the Uncharged and 74 cubic feet of cargo space vs. 60 cubes.

Standard all-weather capability

Trailseeker

Every Trailseeker has dual-motor AWD. Only higher trims of the Uncharted have AWD.

City-friendly size and sporty character

Uncharted

The Uncharted is 177.8 inches long and 73.6 inches wide; the Trailseeker is 190.8 inches long and 73.2 inches wide

Best one-car household EV

Trailseeker

It makes fewer compromises across passenger space, and cargo room.

The Trailseeker is the better buy for most shoppers, despite its higher price. The $5,000 gap at the entry level is reasonable given the added size, standard 375-hp AWD system, substantial cargo advantage, and more versatile all-purpose mission. It is the EV that most clearly replaces a conventional Subaru crossover without requiring owners to rethink how they pack, travel, or drive in winter. The Uncharted wins in some key areas like manageability in urban areas, range (by a smidge), and price. It’s the right choice for couples or smaller families who want efficiency and power but lack generous parking options.

Americans buy thousands of compact crossovers every month, in part because there are so many to choose from. Excluding luxury models, there are around 15 compact crossovers from mainstream brands on sale right now. This year, the best-selling model from that group is the Honda CR-V, but the segment includes other strong contenders like the Mazda CX-5 and Subaru Forester. In 2026 so far, the sales gap between these two vehicles has grown considerably. Here’s a closer look at the numbers and the possible reasons for the shift.

2026 Subaru Forester Wilderness

Cole Attisha

In July 2026, Subaru sold 15,873 units of the Forester, while Mazda sold 12,068 CX-5s. That’s not a huge difference, but the year-to-date sales numbers tell another story.

Mazda CX-5 Vs. Subaru Forester Sales: 2026 Year-to-Date

2025 YTD

2026 YTD

% Change

Mazda CX-5

85,799

74,760

-12.9%

Subaru Forester

107,858

123,727

+14.7%

This time last year, the Forester was ahead of the CX-5 by 22,059 units. That gap has now grown to 48,967 units, leaving the Subaru far ahead of its rival. Both are still well behind the top-selling CR-V, which has tallied 264,449 sales between January and the end of July this year.

One significant factor which could have impacted the CX-5’s drop in sales is the fact that Mazda introduced a new generation of the crossover early in 2026. Transitioning from one generation to the next often comes with a brief sales dip as manufacturers ramp up production of the new model. Toyota also experienced a decline in RAV4 sales when that crossover entered a new generation.

Related: I Drove The All-New 2026 Mazda CX-5: Here’s My Honest Review Of The Compact SUV For People Who Like Driving

2026 Subaru Forester Wilderness

Subaru

Switching over to a new generation may not be solely responsible for the CX-5’s sales decline this year. The latest model has a completely new interior design that replaced the older model’s tactile, user-friendly controls with a large touchscreen. It’s a change that not everyone feels is a step in the right direction. Furthermore, the CX-5 is no longer offered with the more powerful turbocharged engine that made its predecessor such a fun vehicle to drive. Mazda’s own CX-50 has none of these issues, which may explain why it has actually surpassed the new CX-5 in year-to-date sales.

On the other hand, the current Forester has not strayed from Subaru’s core values. It’s not as refined as the Mazda, but the Forester has always been praised for its rugged design, durable materials, and solid powertrains. It’s especially capable on dirt roads in Wilderness guise, which introduces a raised ride height and higher towing capacity. Subaru also added a 194-horsepower hybrid model not too long ago, something the CX-5 doesn’t currently offer. 

Related: Did Mazda Misfire on Its New and Formerly Best-Selling CX-5?

2026 Subaru Forester

Subaru

By sticking to a tried-and-trusted formula and introducing incremental improvements, the Forester will feel like home for any Subaru fan. It’s not the most technologically advanced or quickest vehicle in this class, but it delivers everything owners expect from a Subaru crossover for a high-value price.

The new Mazda CX-5 still rides and handles brilliantly, while the interior is smarter than the Forester’s more utilitarian approach. But by compromising usability and going all-in on a giant touchscreen, something has been lost between this model and the old one. The lack of powertrain diversity is also a problem, at least until a hybrid version arrives.

For now, it looks like the gap on the sales charts will continue favoring the trusty Forester.

Related: 2026 Mazda CX-90 vs. Subaru Ascent: Which Turbocharged 3-Row is the Better Buy?

Budgeting for a new ride goes far beyond the monthly loan payment. Maintenance and repair bills certainly take a toll over time, but your insurance premium is often the silent budget killer that catches buyers off guard. Over the last few years, the automotive industry has seen insurance costs explode due to lingering supply chain issues, labor shortages, and increasingly complex vehicle technology.

Savvy shoppers know that one of the best ways to keep thousands of dollars in your pocket is simply choosing an automotive brand known for low premiums. According to recent data from Consumer Reports and Insurify, the badge on your grille heavily dictates your monthly bill. In fact, selecting the absolute most expensive brand over the cheapest option can cost the average owner an extra $2,100 every single year.

Getty

According to Consumer Reports, Subaru takes the crown with an average annual premium of $2,182. Mini, Jeep, Buick, and Chevrolet follow closely behind, hovering around the $2,500 to $2,700 mark. These mainstream automakers produce vehicles that are inexpensive to repair or replace if completely totaled, translating directly to lower financial risk for major insurance providers.

Interestingly, the specific type of vehicle you park in your driveway matters just as much as the badge. Pickup trucks generally boast lower premiums than standard sedans and family SUVs. Excellent safety ratings, robust anti-theft features, and standard automatic emergency braking also bring prices down. Conversely, vehicles prone to high-speed crashes or those statistically associated with reckless driving behavior frequently see their premiums penalized by strict actuaries.

On the flip side of the coin, luxury and high-performance badges demand a massive premium. Tesla leads the pack as the most expensive brand to insure, averaging a staggering $4,294 annually. Porsche, BMW, and Mercedes-Benz trail closely behind. Even non-luxury brands like Dodge make the naughty list, largely because their high-powered muscle cars drastically raise the overall brand averages across the board.

Tesla

The harsh reality is that the automotive insurance landscape is shifting rapidly beneath our feet. Getting quotes before signing on the dotted line is no longer just a smart move; it is an absolute financial necessity. You must look past shiny sheet metal and calculate true long-term ownership costs. A cheap sports car might seem like a steal until your agent hands you a crippling monthly bill.

However, advanced technology might eventually disrupt this traditional pricing model entirely. While Tesla currently holds the title for priciest premiums, the widespread rollout of driver-assistance features like Full Self-Driving has the potential to fundamentally alter risk assessment. Until autonomous systems definitively prove they can eliminate human error and slash crash rates, stick to the proven path. Buy a safe, mainstream vehicle.

The 2026 Subaru Trailseeker is Subaru’s second and largest fully electric vehicle (the Uncharted is the third and smallest model), but it feels more capable and practical than the slow-selling Solterra. The Trailseeker expands the brand’s EV formula into a larger, more capacious crossover designed for buyers who want electric efficiency, Subaru utility, and wagon looks. The new Trailseeker comes in four trim levels: Premium, Limited, Touring, and Touring Leather. It competes with its Toyota Twin, the bZ Woodland, the Chevy Blazer EV, and the Hyundai IONIQ 5 XRT.

Amos Kwon

The Trailseeker is positioned as a midsize electric SUV and is slightly larger than the Solterra, offering more cargo space, stronger performance, and improved practicality. It’s essentially Subaru’s answer for buyers who want an electric alternative to vehicles like Hybrid variants of the Outback or Forester. In Touring trim, the Trailseeker provides standard features such as gloss black hood accents, a digital display rearview mirror, radiant leg heaters for front-row occupants, and ventilated front seats. My Touring tester came with the $300 optional leather. The base price was $46,555. With the $1,450 destination charge and leather, the total price came to $48,305.

Amos Kwon

The Trailseeker massages out some of the weird styling elements of the Solterra, blending Subaru’s outdoorsy design language with modern EV styling. The front end features a solid grille area with the six-beam Pleiades DRLs (symbolizing the Subaru logo, if you didn’t know). It gives the SUV a blunt-looking but purposeful look in front. A black bar between the DRLs caps off the top, while a contrasting lower skirt frames the bottom. It’s more SUV-like than Solterra or the Uncharted thanks to a more upright front fascia.

Amos Kwon

The body is creased and contoured, giving the side some nice muscularity. It’s very wagon-esque in its appearance. The tall roofline, large rear hatch, and squared-off proportions help maximize cargo space, while thick wheel-arch cladding and integrated roof rails reinforce the SUV’s adventure-ready personality. With 8.3 inches of ground clearance, it’s not as elevated as the Outback’s 8.7 inches, but it matches some Toyota RAV4 trims and outdoes other electric SUVs like the Chevy Blazer EV and the Hyundai IONIQ 5 XRT.

Amos Kwon

Inside, the design is clean and modern, the same one you’ll find in the brand’s smaller Solterra and Uncharted. The dashboard layout is wide and horizontal, helping the cabin feel open and airy. Materials in the Touring trim feel more upscale, with optional blue leather upholstery and soft-touch surfaces throughout the interior.

Amos Kwon

I really like the two-tone cabin’s blue and black colorway. More manufacturers need to do this because it does a great job breaking up what could be a typical dark cabin rife with blacks and greys. The overall look is more refined than most Subaru interiors, but it still retains the functional simplicity the brand is known for. The squircle steering wheel looks weird but works remarkably well.

Amos Kwon

The centerpiece of the Trailseeker’s cabin is a large 14-inch touchscreen, the biggest display Subaru has ever offered. It’s the same one found in some Toyota models, and the interface and climate control knobs are exactly the same but with Subaru branding. The system supports wireless Apple CarPlay and Android Auto, and the interface is more responsive than previous Subaru infotainment systems. The large screen also makes navigation, media controls, and vehicle settings easier to access.

Amos Kwon

The 7-inch LCD digital gauge cluster will feel familiar, as it also appears in the Subaru Solterra and Uncharted, along with the Toyota Prius, C-HR, bZ, and bZ Woodland. Designed to serve as both an instrument panel and a head-up-display-like screen, it presents key driving information clearly above or through the squircle steering wheel, depending on how the driver likes to sit.

Subaru’s suite of EyeSight driver assistance features also comes standard. This includes adaptive cruise control, lane centering, blind spot monitoring, and automatic emergency braking. Overall, the Trailseeker’s tech package feels competitive with other electric SUVs in this price range.

Amos Kwon

The Trailseeker excels in everyday practicality. The cabin is very spacious, and I found myself really enjoying seat time for a couple hours straight, with plenty of headroom and legroom for my 6′ tall frame and my three rambunctious kids. The tall roofline helps make the rear seat especially comfortable for adults, and I could easily sit behind myself. Subaru lists the 2nd row legroom at 35.3 inches, but it feels bigger than that. I sat in the driver’s seat and made adjustments to feel comfortable. I moved to row two and had inches to spare in front of my knees.

Amos Kwon

One nifty feature on the Touring trim is Subaru’s radiant leg warmers for front occupants, designed to improve comfort in cold weather. This would, no doubt, be a boon for owners in sub-zero Chicago winters. The climate system in the Trailseeker is, likewise, excellent. The system is reponsive and effective.

Cargo capacity is strong for a two-row EV SUV. There’s over 30 cubic feet of cargo space behind the rear seats, and folding the rear seats significantly expands the load area. Between the occupant comfort, cargo space, AWD system, and climate system, it’s one of the few EV crossovers that could realistically replace a traditional Subaru for outdoor lifestyles.

Amos Kwon

Performance is one of the Trailseeker’s biggest surprises. I was shocked at how quick it was. Every version of the Trailseeker is powered by a 74.7 kWh lithium-ion battery pack driving a dual-motor all-wheel-drive system. It’s good for 375 horsepower, making the Trailseeker the most powerful Subaru ever produced. It launches with authority, getting to 60 mph in 3.9 seconds. Highway speeds and passing maneuvers are dispatched with authority. I climbed to 85 mph without even realizing it, and cruising feels powerful and easy.

Amos Kwon

Despite the Trailseeker’s surprisingly strong performance, it delivers a smooth ride and predictable handling that’s balanced and controlled. The suspension is tuned to absorb bumps and rough pavement, which makes it well-suited for long highway drives or rougher roads. I’m not a fan of EVs, but the more I drove the Trailseeker Touring, the more I became impressed with its power and road manners. There’s no feedback in the steering, but it’s light and accurate.

Amos Kwon

Subaru’s AWD system also provides excellent traction in poor weather. Combined with X-Mode traction management, Grip Control, and downhill assist, the Trailseeker is more capable on dirt roads and slippery surfaces than most EV crossovers. The SUV can also tow up to 3,500 pounds, which is impressive for an electric vehicle in this class. Wet and slippery roads were no problem, and I didn’t really need to adjust my driving habits.

Range is estimated at about 280 miles, and the Trailseeker supports 150 kW DC fast charging, allowing the battery to recharge from 10 to 80 percent in around half an hour under ideal conditions. Subaru also adopted the Tesla-compatible NACS charging port, giving Trailseeker owners access to Tesla superchargers.

The 2026 Subaru Trailseeker Touring feels like a much more natural evolution of Subaru’s lineup than the Solterra. It also looks better and drives better. It combines strong performance, generous cargo space, standard all-wheel drive, and real-world usability with competitive range and modern (Toyota) technology. For drivers looking for an electric SUV that can replace an Outback or Forester without sacrificing their famous versatility, I can highly recommend it. Did I mention that it looks better than either of those?

The EV world keeps growing, and Subaru now has three EVs in its stable with the arrival of its latest and smallest, the Uncharted. Slotting beneath the compact Solterra and the midsize Trailseeker, the subcompact Uncharted delivers a new, more affordable all-electric model. Going from a single EV model to three rather compelling ones in a few years is impressive, but it’s largely made possible by a collaboration with Toyota.

The Subaru Uncharted was developed through Subaru’s ongoing EV partnership with Toyota. The Solterra/bZ and Trailseeker/bZ Woodland were co-developed with that same partnership. The Uncharted is virtually identical to the electric Toyota C-HR, sharing Toyota’s e-TNGA EV architecture, battery packs, electric motors, and core manufacturing structure. The two models also share comparable suspension fundamentals and high-capacity battery options, allowing the Uncharted to deliver strong performance and a solid driving range.

The Sport steps above the front-drive Premium and below the top trim GT. The Sport gains the dual-motor AWD system, a potent 338-hp output, and Subaru’s Dual-Function X-MODE. Estimated driving range is more than 285 miles, a worthwhile trade-off versus the longer-range front-drive model for buyers in wet/snowy climes or those who like to hit modest trails on a regular basis. My tester was the 2026 Uncharted Sport with a base price of $39,795. With the $1,450 destination charge and premium paint, the total price came to $41,720.

The looks of the Uncharted mimic the front fascias of its larger stablemates, and it diverges from Toyota’s hammerhead-style front end. The DRL clusters are complex six-element units that represent the Pleiades constellation found in Subaru’s famous emblem. The headlights are parked right underneath in the lower fascia’s opening. It’s enough to set the Uncharted apart from the C-HR, although the body is nearly identical. Front and rear overhangs are short and tidy, and the body contours and creases give the Uncharted muscularity and ruggedness that befit the name. The aero wheels are a little dumpy looking. I much prefer the versions on the top trim GT.

There are contours aplenty, and the high shoulders above the rear haunches lead into the wraparound taillights that match the DRLs. The slab rear liftgate is a little thicker than the C-HR’s, largely due to the absence of a full-width taillight. The Uncharted looks especially thick from the rear three-quarter view, but the overall look is rugged and modern. It fits in nicely at the bottom of Subaru’s EV heap without looking cheap.

The interior is clean, contemporary, and technology-forward, and the Sport adds the equipment that makes the Uncharted feel less entry-level. There’s a lot of plastic in here, but its all remarkably high quality. Greys and blacks are used in combination, and the copper accents on the dash are a nice touch that doesn’t cost the brand much at all. Buttons, stalks, and knobs are all well-made and feel substantial. The rotary shift knob is one of the better ones I’ve used.

The front seats have good cushioning and bolstering. The driving position is very good, and you can easily see over the top of the hood for ideal maneuvering in tight spots. Even the rear seats are quite comfortable, even legroom is just 32.2 inches, not nearly as big as the Solterra and Trailseeker, both at 35.3 inches. It helps that seat bulge in the middle position is next to nothing, combined with a nearly flat floor.

The Uncharted’s fastback silhouette imposes compromises when it comes to rearward visibility. The roofline and rear styling are more expressive than a conventional boxy Subaru, and the D-pillar is substantial. For a buyer coming from a Forester or Outback, that may be the biggest adjustment: the Uncharted is more stylish and substantially quicker, but it is less naturally suited to bulky cargo, tall rear passengers, and unglamorous daily hauling.

The Uncharted’s capactiy is 25.4 cubic feet behind row two and 59 cubes with the seats folded. That’s better than the gas-powered Crosstrek’s 19.9 cubic feet of cargo room behind the rear seats, which expands to a maximum of 54.9 cubes.

You can’t have a modern EV without a modern tech setup, and the Uncharted Sport benefits from Toyota’s 14″ Multimedia system. I’ve been in so many Toyotas and Lexuses that seeing it in a Subie is a little weird but still welcomed. The screen is crisp and clear, and that vertical menu on the left side makes accessing functions quickly, including wireless Apple CarPlay. The physical climate control knobs and the center audio knob make quick work of adjustments. Even the on-screen climate controls are quite good to use.

The 7″ LCD digital gauge cluster should also look familiar because it’s found in the Subaru Solterra and Trailseeker, as well as the Toyota Prius, C-HR, bZ, and bZ Woodland. Meant to do double duty as a head-up display and instrument cluster, it provides clear driver data and can be viewed over the top of the squircle steering wheel or through it, depending on your height and preference.

Speaking of the steering wheel, it’s a weird one but surprisingly good to use. While it has the same hub and buttons as the version found in the Toyota Prius, its shape is comfortable and easy to turn. Your hands also rest comfortably wherever you choose to place them. Other important tech details are the dual smartphone charging decks. They seem to manage heat well and the rubber surface does a pretty good job of keeping your phone in place.

Performance is the Uncharted Sport’s strongest card. With 338 hp from its front and rear motors, it has the goods to move the car with surprising immediacy. Even when it’s not in Power drive mode, the Uncharted Sport can chirp the tires. It’s downright quick, if not engaging. It’ll do a 0–60 mph sprint in about 4.3 seconds—quick enough to embarrass plenty of traditional sport compacts, let alone compact crossovers. I dusted more than my share of Bimmer SUVs and unsuspecting WRX drivers, who probably had no idea a fellow Subie just blew past them.

More important, it is not merely quick in a straight line. Handling is balanced and predictable, although the Uncharted Sport doesn’t provide much feedback as to what’s going on. Its punchy response, low center of gravity, and good body control make it engaging enough to feel properly sporty. That said, it’s still heavy at 4,430 pounds.

The Sport uses a 74.7-kWh battery and offers an estimated range of 287 miles. That is competitive rather than class-leading, and it is sufficient for most owners’ weekly driving without constant charging anxiety. I drove it no so conservatively for a full week (after a full charge) and still had 155 miles left. It gets a NACS port as standard, and DC fast charging is rated up to 150 kW. Subaru says a 10–80 percent charge can take approximately 28 minutes under ideal conditions.

Calling it an electric Crosstrek isn’t far of the mark. The Uncharted Sports standard AWD, 8.2 inches of ground clearance, and X-MODE and Grip Control should make it more than capable on snowy roads and gravel trails. It’s an EV you won’t be afraid to take to the hills on the weekend.

I didn’t know what to expect from the Uncharted Sport since I have yet to drive the Toyota C-HR. I came away pleasantly surprised, not by its styling, but by its utility and road manners. It delivers meaningful AWD capability, serious acceleration, respectable range, a standard NACS port, and a price that undercuts many similarly quick electric crossovers. It’s a no-nonsense EV that travels under the radar but delivers more than it appears capble of.

Its shortcomings are mostly practical rather than mechanical: the cabin and software do not feel uniquely Subaru, styling is a little odd, and the fastback form trims some of the utility Subaru loyalists may expect. But viewed as an electric daily driver with an all-weather and soft-road repertoire, the Uncharted Sport is solid. It is the trim to buy—provided you value speed and AWD capability more than the base model’s extra range.

Outside your usual industry running costs, inflation is a huge contributor to the final price you pay at the dealer. Sports cars already aren’t a great use of money, fun as they might be, and it seems they feel more expensive than ever. To put that gut feeling to the test, we examined pricing of some of the cheapest sports cars on sale today in contrast with the year of their debut.

Note: All pricing figures were adjusted for inflation with the US Bureau of Labor Statistics inflation calculator.

Subaru

2026 MSRP: $30,095

2012 MSRP: $26,764

The BRZ’s excellent rear-drive, front-engine driving dynamics are the reason you buy one, as in true 2026 as it was in 2012 when the Toyota/Scion/Subaru 2+2 debuted. After the price, of course. Today’s iteration has crept up in price over the last few years, but inflation-adjusted pricing reveals that the two are still relatively close in price. In fact, today’s BRZ is actually cheaper, with the 2012 model’s inflation-adjusted MSRP totaling $39,428.15

2026 MSRP: $31,495

1986 MSRP: $8,279

The Civic Si traces its lineage back to the 1980s, with an iconic hatchback silhouette you can’t get anymore. Honda may have moved past the traditional hatchback design, but today’s Si is still an excellent, affordable subcompact. Adjusted for inflation, the price of one has risen by just $6,000 or so in the following decades, with the Si’s inflation-adjusted MSRP totaling $25,223.61.

Subaru

2026 MSRP: $32,495

2002 MSRP: $24,520

The Subaru WRX was a pricey thing by the time it got to US shores for the 2002 model year, as its inflation-adjusted $46,231.90 MSRP reveals. For that kind of money, you can get the hottest WRX on the market today, the tS. Its upgraded brakes and suspension aren’t an STI stand-in, but they sure sharpen up the WRX while making the sedan appear an even greater value.

Chase Bierenkoven

2026 MSRP: $30,430

1989 MSRP: $13,999

The Miata, like the BRZ, has actually managed to get cheaper over time. In 1990, pricing was just a hair under $14k, which, translated to 2026 dollars, comes out to $36,691.66. How Mazda is able to make a more efficient, faster, more entertaining sports car with more power and modern features at an inflation-adjusted loss is beyond reasoning. The new Miata is also, arguably, the most true to its original on this list, having maintained its front-engine, rear-drive layout and naturally-aspirated four-cylinder for its 30+ year lifespan.

Volkswagen

2026 MSRP: $34,590

1983 MSRP: $8,500

The GTI, next to the Civic Si, is the defining hot hatch of the 1980s, the genesis for the genre. The Rabbit GTI, as it was called then, debuted in 1989 with a four-cylinder engine, a manual transmission, and front-wheel drive. Today’s Golf has since lost its manual, but take heart in knowing the inflation-adjusted price of just $29,362.93 hasn’t changed much in the following decades. While today’s GTI is undoubtedly more expensive, it delivers significantly better performance, safety, and efficiency for just a few thousand dollars more.

Badge engineering is nothing new, manufacturers have done it for decades to share development costs and expand into segments they might not otherwise have been able to. The Toyota GR86 and Subaru BRZ are two great modern examples of this, although in that case they shared their engineering expertise to create a new vehicle, rather than one company just slapping its badge on another’s design.

The Subaru Uncharted and Toyota CH-R are the result of a similar collaboration, and while they may share the same platform and electric tech, there are several differences between them aside from the exterior body panels. We cover them both here to see which one is the better overall package.

The Uncharted is a new nameplate for Subaru, and this new compact EV slots in below the larger Solterra EV in the model range. It is built on a shared electric vehicle architecture jointly developed with Toyota, and it serves as an all-electric companion to the popular Crosstrek subcompact crossover.

You can pick from a range-maximizing 221-hp single-motor front-wheel-drive setup in the base Premium trim, or a punchier 338-hp dual-motor all-wheel-drive system in the Sport and GT models. All trims get a 14.0-inch touchscreen with wireless Apple CarPlay and Android Auto, along with dual wireless smartphone charging pads. With 8.2 inches of ground clearance and Subaru’s X-Mode terrain management system, the Uncharted is also pretty capable off the beaten track.

Toyota USA

The C-HR was Toyota’s subcompact SUV offering from 2018 to 2022, and while it was certainly stylish, it was FWD only and had a lackluster 2.0-liter engine and CVT transmission. Toyota has resurrected the name for 2026 for its new subcompact EV, and while it still has a funky design, the newcomer is on a whole different level in terms of performance and overall capability.

Sharing the same e-TNGA electric platform as the Subaru Uncharted, the C-HR comes with the 338-hp dual-motor setup for both of its trim levels. That means AWD is standard, and the C-HR has 8.0 inches of ground clearance, which is a fraction less than the Uncharted. The base SE trim comes equipped with standard 18-inch wheels, heated front seats, a heated steering wheel, dual-zone climate control, and a 14.0-inch central touchscreen display.

And moving up to the XSE adds 20-inch gray aluminum wheels, synthetic suede upholstery, power passenger seating, and access to an available 9-speaker JBL premium audio system and a panoramic glass roof.

Toyota

Make and Model

Subaru Uncharted

Toyota C-HR

Powertrain

Single-Motor FWD
Dual-Motor AWD

Dual-Motor Electric AWD

Power

221 hp (FWD)
338 hp (AWD)

338 hp

Torque

198–323 lb-ft

323 lb-ft

0–60 mph

6.5 sec est (FWD)
4.5 sec est (AWD)

4.5 sec est

Driving Range

273–287 miles (AWD)
308 miles (FWD)

273–287 miles

Fast Charging (10–80%)

30 min (150 kW DC)

30 min (150 kW DC)

Base Trim

$34,995 (Premium)

$37,000 (SE)

Mid-Spec Trim

$39,795 (Sport)

n/a

Top Trim

$43,795 (GT)

$39,000 XSE

The base Subaru Uncharted starts off at a substantial $2,005 below the entry-level C-HR SE, but that’s because it gets the single-motor FWD powertrain instead of the SE’s dual-motor AWD setup. Spec levels are broadly similar, but the Uncharted does offer 21 miles extra range between charges.

If you want the benefit of AWD and the big step up in performance that the dual-motor offers, then the C-HR SE is your best bet. At $37,000 it is the cheapest way to do so, and undercuts Subaru’s own Uncharted Sport model by a few hundred dollars. The C-HR XSE adds a few additional features, but the larger wheels lower overall range to 273 miles.

The Subaru Uncharted GT is the priciest of the lot, and for your $43,795 you get a Harman Kardon audio system, panoramic glass roof, and 20-inch alloy wheels as standard, most of which are either unavailable on lower trims or cost extra.

Subaru

Dimension

Subaru Uncharted

Toyota C-HR

Overall Length / Width / Height

177.8 in / 73.6 in / 63.8 in

177.9 in / 73.6 in / 63.8 in

First Row Headroom

39.1 in
38.6 in (with sunroof)

39.1 in

First Row Legroom

42.1 in

42.1 in

Second Row Headroom

37.5 in

37.5 in

Second Row Legroom

32.2 in

32.2 in

Cargo Space (Behind 2nd Row)

25.4 cu ft

25.3 cu ft

To all intents and purposes these two models have the same interior space for passengers, and their luggage. While Toyota doesn’t quote a separate front headroom figure for models equipped with the panoramic sunroof (this is optional on the XSE), the figure should be identical to the Uncharted when equipped.

The interior layout and tech are also all but identical, with the fabric choices being the most notable difference between the two vehicles.

Toyota

These two subcompact electric crossovers are so closely matched in everything from performance to specification levels and overall range, that the decision comes down to the exact specification level that you are looking for.

The C-HR makes sense for those wanting the dual-motor layout at the lowest price point, while the Uncharted ably covers both the entry-level and top-spec trim requirements. The base Premium FWD Uncharted model is the most affordable here, and it is still quick and responsive despite lacking that additional electric motor.

If you want all the bells and whistles, then the Uncharted GT is your best bet, it gets ventilated front seats, heated rear outboard seats, a Harman Kardon audio system, and a Smart Rear-View Mirror, none of which are standard on the Toyota C-HR XSE (although rear seat heating is an option). Subaru makes a big deal about its symmetrical AWD system, but in this case both vehicles have the same setup, although the Uncharted has 0.2 inches more ground clearance, not something you’d notice out on the trail.

Combining the five trim levels of these two subcompact electric SUVs covers all the bases and gives you more choice to get the perfect specification. Forget the badge on the hood, and pick the one that suits your wallet and needs best.

Shannon Desjardins is a woman based in Ontario. She’s “been around engines and stuff pretty much my whole life,” and she’s been doing her own oil changes for years now. Her current car, which is also the one in question, is a 2024 Subaru Outback that is on lease and has been in her care for two years and about 44,000 miles of driving.

For Dejardins, she’s been conducting her own oil changes at home, where it’s more convenient for her. According to her, she’s been on top of her oil changes in the 44,000 miles of ownership. However, that all changed when an oil light came on one night, went away, and then came back the next day.

The day after the oil light initially came on, Dejardins drove her car normally. However, when it came back on again, she promptly called a tow truck and brought it to the dealer.

CTV News

The inspection did not go so well. Dejardins was told that there was sludge in the engine and other major problems. When asked about her maintenance intervals and to provide proof of maintenance, Dejardins told the dealership that she was doing the oil changes herself.

When the dealer found out about her D.I.Y. oil changes, the warranty claim was denied. “They’re telling me the only reason they are denying it is that I did my own oil changes, Dejardins stated.

CTV News, our source for this story, was able to talk to three parties in this case: Dejardins, Subaru Canada through a spokesperson, and Car Help Canada. Subaru Canada’s spokesperson was able to put in a word with CTV News, stating that “Owner-completed maintenance must follow the maintenance schedule outlined in the vehicles’ New Vehicle Warranty/Maintenance and Roadside Assistance Booklet, and a record of all service done must be maintained and supported with documentation, including receipts of products used, in order to ensure warranty coverage can be determined appropriately.” Subaru Canada is reportedly still investigating the matter.

Car Help Canada’s spokesperson, Mohamed Bouchama, stated, “When you do your oil changes yourself, the risk is too high, I wouldn’t do it.” He further stated that building trust with your dealer is part of the transaction. On top of taking care of you, the establishment also keeps records of your car, so any maintenance item, service work, or problem is documented properly. In addition to that, the right parts and oils will be used and are up to the manufacturer’s recommendations. “You might think you are saving $100 or $150, but it could end up costing you thousands of dollars afterwards,” said Bouchama.

For Dejardins, she will still continue to make lease and insurance payments on the car she cannot drive. However, she remains hopeful that Subaru will come up with a resolution after their investigation. Dejardins had the last word in CTV’s report, stating that “it (the situation) doesn’t sit well with me.”

Getty Images

This 1998 Subaru Legacy GT-B Wagon is a quirky blend of JDM hardware and good old wagon practicality. Dressed in Violet Blue Mica over a gray interior, this right-hand-drive oddball has clocked just over 81,000 miles (that’s about 130,400 kilometers for the metric-minded). It’s now rocking a clean Michigan title.

The GT-B never made it stateside, so this import stands out from the usual second-gen Legacys Americans saw in the ‘90s. Under the hood sits a 2.0-liter twin-turbo flat-four, good for about 265 horsepower and 250 lb-ft of torque, all sent to all four wheels via a four-speed automatic.

The current owner picked up this Subaru in December 2024 and has only put about 700 miles on it since. It’s up for grabs with no reserve, so the final price is anyone’s guess.

Cars and Bids

This wagon is loaded with late-‘90s JDM goodies: height-adjustable HID headlights, roof rails, twin sunroofs, automatic climate control, a MOMO steering wheel, and even a McIntosh AM/FM/CD cassette stereo. It’s pure Japanese-market nostalgia inside and out.

It’s not all stock, either. Over the years, it’s picked up 17-inch Subaru WRX wheels, an aftermarket exhaust muffler, an ULTRA turbo timer, and some extra interior gauges. The odometer? Still in kilometers, as any proper JDM import should be.

Condition-wise, this one’s more daily driver than museum piece. Expect chips, scratches, dents, faded paint, a tired front grille, and a cracked rear bumper. The wheels are scuffed, the driver’s seat has a burn mark, and the steering wheel has seen better days.

Inside, you’ll find scratches on the glove box and door panels. The radio is dead, and the HVAC controls are a bit stubborn when it comes to temperature changes. There’s also some corrosion underneath, so keep that in mind.

Cars and Bids

You get one key, the original Japanese owner’s manual, a tool kit, and a spare tire. The car’s being sold by a private party out in Lake Orion, Michigan.

If you’re after an old-school JDM Subaru, the GT-B’s charm is obvious: twin-turbo boxer power, all-wheel drive, wagon practicality, and features you’d never find on a US-market Legacy. This was before Subaru’s fast wagons became a common sight in America.

The listing notes that this is an imported vehicle, so it may not pass emissions testing in some states. It’s now the buyer’s responsibility to determine whether the car can be registered and operated legally where they live before placing a bid.

Cars and Bids

Specification

Detail

Make

Subaru

Model

Legacy GT-B Wagon

Year

1998

Mileage

81,100 miles

Engine

2.0-liter twin-turbocharged flat-4

Power

Approx. 265 horsepower, 250 lb-ft

Transmission

4-speed automatic

Drivetrain

AWD

Exterior Color

Violet Blue Mica

Interior Color

Gray

Title

Clean, Michigan

Current Bid

$0

Bids

0

Time Left

6 days

Ending

August 20 at 3:51 AM

Location

Lake Orion, Michigan

Interested in this car? View the listing here.

Cars and Bids

This Legacy GT-B isn’t pretending to be a showroom queen, and the cosmetic and mechanical quirks are part of the deal. But with a twin-turbo flat-four, AWD, right-hand drive, and wagon body, it’s a rare slice of Subaru history.

If you want a JDM wagon with real personality instead of another run-of-the-mill US-market classic, this 1998 Legacy GT-B deserves a closer look. Just double-check your state’s registration and emissions rules before you throw in a bid.

Cars and Bids

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

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