Subaru

These two used to be easy to tell apart. The Subaru Outback was a lifted wagon for people who did not want an SUV, and the Honda Passport was a two-row SUV for people who did. Then both were fully redesigned for 2026, and the Outback grew taller, squarer, and far more SUV-shaped, landing it right on top of the Passport in a way it never was before.

Chase Bierenkoven

That leaves two rugged-looking, all-wheel-drive, two-row family haulers with a roughly $10,000 gap between them and very different ideas about how much engine you need. Here is how they compare, and which one we would put our money on.

Honda

Specification

Subaru Outback

Honda Passport

Engines

180-hp 2.5L or 260-hp 2.4L turbo

285-hp 3.5L V6

Combined mpg

23 to 27 mpg

20 to 21 mpg

Max towing

3,500 lb

5,000 lb

Max cargo, seats folded

80.5 cu ft

83.0 cu ft

Max ground clearance

9.5 in

8.3 in

Starting price

About $36,400

About $46,200

The Passport does not mess about. Every version uses a 285-horsepower 3.5-liter V6 with 262 lb-ft, a 10-speed automatic, and Honda’s second-generation i-VTM4 torque-vectoring all-wheel drive, and it is rated to tow up to 5,000 pounds. There is no four-cylinder and no hybrid, just one confident, smooth, entirely conventional powertrain across the range.

Honda

Subaru splits the difference. The base 2.5-liter boxer four makes 180 horsepower and 178 lb-ft, which is adequate for commuting and no more, and tows 2,700 pounds. The turbocharged 2.4-liter in the Wilderness and XT trims lifts that to 260 horsepower, 277 lb-ft, and 3,500 pounds of towing, which transforms the car but still leaves it 1,500 pounds shy of the Honda. If you have a boat or a camper, this category is settled before it starts.

Subaru takes this one back comfortably. The base Outback is EPA-rated at 25 mpg city and 31 highway, the turbocharged XT trims hold up to 29 mpg highway, and even the rugged Wilderness manages 27. Across the lineup that works out to roughly 23 to 27 mpg combined.

Subaru

The Honda Passport is rated at 21 mpg combined in RTL trim and 20 mpg for the TrailSport models, whose chunkier all-terrain tires cost it a mile per gallon. That is normal for a V6 midsize SUV and disappointing next to anything with a turbo four or a hybrid, and with an 18.5-gallon tank you are looking at roughly 370 to 400 miles between fills. Combine the fuel gap with the purchase-price gap and the Outback is thousands of dollars cheaper to live with before you have driven anywhere interesting.

The Passport is the bigger vehicle inside, offering 41.2 cubic feet behind the second row and 83.0 with it folded, against 34.6 and 80.5 for the Subaru. It also has the more serious off-road hardware in TrailSport form, with steel skid plates, all-terrain tires, retuned dampers, orange tow hooks, and, on the Elite, a TrailWatch multi-angle camera system for picking a line on a trail.

Honda

The Subaru Outback fights back with geometry. It offers up to 9.5 inches of ground clearance, more than the Passport TrailSport, along with standard Symmetrical all-wheel drive on every trim, dual-function X-Mode, and hill descent control. The redesign also gained it headroom and cargo room over the old car. The Honda is the more capable vehicle when the going gets genuinely rough; the Outback is the more capable one on a snowy road at 6 a.m., which is the scenario most buyers actually face.

Chase Bierenkoven

Both cabins improved dramatically in the redesign. The Outback now runs a 12.3-inch digital cluster and a 12.1-inch touchscreen on Google’s Android Automotive software, and Subaru wisely kept physical buttons and knobs for climate control. Even the entry Premium trim gets synthetic leather, heated front seats, a power driver’s seat, dual-zone climate, adaptive LED headlights, and a power liftgate, plus upgraded EyeSight driver assistance.

Chase Bierenkoven

The Passport’s interior is quieter, roomier, and nicely finished, and Honda’s redesign earned it a spot on Car and Driver’s 2026 10Best Trucks and SUVs list. But it starts at about $46,200, the TrailSport at $49,900, the TrailSport Elite at $53,900, and a loaded Elite with the Blackout package pushes past $55,000. The Outback starts at $36,445 and tops out at $49,445 for the Touring XT, meaning a fully loaded Subaru costs about what a mid-grade Honda does.

Honda

The Subaru Outback wins. It starts roughly $10,000 cheaper, uses meaningfully less fuel, offers more ground clearance, comes with all-wheel drive on every trim, and gives up surprisingly little in maximum cargo room now that its redesign made it taller and boxier. For the overwhelming majority of buyers shopping this class, it does the same job for a lot less money.

The Honda Passport is a close and genuinely excellent second, and it is the right answer if you tow. Its 285-horsepower V6 and 5,000-pound rating are things the Subaru cannot approach, it is roomier behind the second row, and the TrailSport trims bring real off-road hardware rather than styling cues. If a trailer or a trailhead is part of your weekend, buy the Honda. For everyone else, the Outback wins on the math.

Subaru is riding high on a wave of massive showroom success, but the automaker is currently gearing up for an even bigger behind-the-scenes transformation. Driven by a recent sales surge fueled largely by the unstoppable Forester and Crosstrek, the Japanese brand is officially bringing its money-lending operations in-house. It is a massive structural shift for a company that has historically relied on third-party partners to handle the financial heavy lifting.

The timing of this pivot is particularly fascinating. With the brand previously addressing how inflation and supply chain headaches have led to rising sticker prices, taking control of the financing pipeline gives the automaker a vital tool to manage customer affordability. Subaru Corp and Subaru of America are betting big that a direct financial relationship will keep buyers coming back to the dealership long after the initial sale.

Subaru

The official announcement confirms that Subaru will build its captive finance business from the ground up to supply retail loans, leases, and floor plan financing directly to customers and retailers. However, this massive transition will not happen overnight. The company has set a target launch date of 2030. To maintain stability during the build-out, Subaru of America is extending its longstanding partnership with Chase, ensuring uninterrupted service for the current Subaru Motors Finance division. Existing customers will see absolutely no changes to their current loans.

Leadership is pitching this as a major win for brand-consumer relations. Yoichi Hori, Chairman and CEO of Subaru of America, emphasized that entering the captive finance space will directly support their retail network while providing long-term value for stakeholders. Hori noted that the move represents a strategic opportunity to generate future growth while keeping a laser focus on maintaining their legendary customer loyalty.

Jeff Walters, President and COO, echoed that sentiment, calling it a forward-looking maneuver that gives the automaker a much stronger U.S. foothold. Walters pointed out that maintaining Chase as a transitional partner guarantees stability and reassures stakeholders that Subaru is committed to building a reliable, lasting platform. The ultimate goal is to own the complete lifecycle of the buyer’s journey, from the showroom floor to the final lease return.

Subaru

Subaru is essentially reading the writing on the wall. The broader economic landscape is treacherous, and the current auto loan crisis is exposing the risks of leaving consumer financing entirely in the hands of traditional megabanks. By establishing a captive lender, Subaru can offer heavily subvented leases and special APR deals when the market softens, moving metal off the lot even when interest rates remain aggressively high.

But launching an in-house lending arm by 2030 isn’t without serious risks. We are looking at an incredibly volatile credit market plagued by soaring delinquency rates that act as a massive economic warning sign. Subaru will have to build a bulletproof risk assessment infrastructure over the next six years to avoid holding the bag on bad debt. If they pull it off, they will unlock a massive new revenue stream. If they miscalculate, they will be taking on billions in liability just as the American consumer taps out.

Subaru

The Subaru Forester came in at the right time. Launched in 1997 for the 1998 model year, the only cars it had to contend with were the Toyota RAV4, which pioneered the compact crossover genre, and the Honda CR-V. As it was an early adopter, it helped Subaru become a trusted choice in the segment.

Nearly 30 years later, six generations of the Forester have been made, with the most recent one introduced in late 2023 for the 2025 model year. It’s the one model that has been lifting Subaru up in North America for years, and we expect it to do so for more years to come. For 2026, the Wilderness joins the range, further strengthening the Forester lineup.

Subaru

Subaru is offering lease deals for both gas and hybrid versions of the Forester this month. It remains one of the least expensive compact crossovers to lease in the country, with the Base going for just $279 for 36 months with $4,278 due at signing.

Opt for the electrified version, and it’s $339 per month for the Premium model with $4,324 due at signing. Mileage is limited to 10,000 per year, and there’s a penalty of $0.15 per mile exceeding the agreed-upon limit. These offers are valid until August 31, 2026.

Subaru

For the pure combustion versions of the Forester, there are six trims to choose from, namely Base, Premium, Sport, Wilderness, Limited, and Touring. For the hybrids, there are four on hand: Premium, Sport, Limited, and Touring. Prices range from $29,995 to $39,995 for the gas models, while the hybrids go from $34,730 to $41,545.

As it’s fresh off a full model change, most trims are carried over from last year. However, it’s the Wilderness that’s the biggest news for the 2026 model year. True to form, it comes with a bespoke suspension arrangement that gives it 9.3 inches of ground clearance. It then gets unique X-Mode driving configurations, further enhancing capability by giving it all-terrain tires. Of course, it gets special interior and exterior touches that set it apart from other variants.

Powering the standard Forester models is a 2.5-liter, four-cylinder boxer mill with 180 hp and 178 lb-ft of torque. For those who need more pull, efficiency, or both, the electrified model mates that same 2.5-liter engine to a Toyota-based hybrid system, giving a total system output of 194 hp and 199 lb-ft. As this is a Subaru, the brand’s signature symmetrical all-wheel drive system is standard.

Subaru

There’s a good reason why the latest generation of the Subaru Forester was awarded the 2026 Japan Car of the Year crown. The hybrid is genuinely good, and it regains some of the sparkle that the previous generation lost. Its gas engine is good enough for most applications, although the hybrid is worth the extra. With standard all-wheel drive, there’s safe and predictable handling no matter the weather or surface. Speaking of safety, it also has the IIHS’ seal of approval with a Top Safety Pick+ rating. For those curious about it, you won’t be disappointed.

Cole Attisha

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

Five mainstream SUV redesigns have now been revealed for 2027 with most changing less than the press releases suggest.

Price is not the measure here. The better question about the redesigned 2027 SUVs is harder to answer: what did the redesign actually change about the vehicle? Sort the field that way and it splits into two groups: SUVs that improved the formula, and SUVs that changed direction completely.

Model

Status

Starting MSRP

EPA Combined

Kia Telluride

New generation, first hybrid option

$39,190

22 FWD / 20 AWD, up to 35 hybrid

Kia Seltos

New generation

$24,990

30 FWD / 28 AWD

Volkswagen Atlas

New generation

$41,610

25 FWD / 23 4Motion

Toyota Highlander

All-new, now electric

Not announced

Not rated

Subaru Getaway

All-new, electric

Not announced

Not rated

All prices exclude destination and handling.

• A new generation

Trim reshuffles and carryover models with fresh press releases fall outside that, which matters because the 2027 SUV redesigns get reported in the same breath as vehicles that changed nothing. The 2027 bZ is the clearest example: Toyota announced a $34,980 starting price on August 4, but the vehicle itself is unchanged from the prior year. That is a price announcement, not a redesign.

Luxury SUVs are treated separately in this analysis. Premium models compete on different priorities, from materials and technology to performance and pricing, making direct comparisons with mainstream SUVs less useful.

Kia stretched the wheelbase by 2.7 inches and overall length by 2.3. That buys more second-row headroom, easier third-row access, more room behind the third row, and a maximum of 89.3 cubic feet (88.3 in the hybrid) with everything folded.

The old 291-horsepower engine is gone. A 2.5-liter turbocharged four is now standard at 274 horsepower, with 49 lb-ft more torque than the powertrain it replaces. Alongside it sits the first hybrid in the model’s history, at 329 horsepower.

Base LX, $39,190. Hybrid EX, $46,490.

• Wireless Apple CarPlay and Android Auto standard on every trim

Kia

The flaw: the gas car drinks. Twenty-two mpg combined with front-wheel drive, 20 with all-wheel drive, which the EPA puts at $2,800 and $3,100 a year in fuel against $1,750 for the hybrid. Downsizing to a turbo four is supposed to buy economy. Here it bought torque instead. Get the hybrid.

A new generation across five trims. Prices went up, as they did almost everywhere this year, but the entry point stayed under $25,000.

Base LX, $24,990

• 2.0-liter four, 16-inch alloys

Cole Attisha/Autoblog

A 12.3-inch screen and this level of safety equipment used to sit two segments above this price point.

The flaw: the 190-horsepower turbocharged 1.6-liter is reserved for the X-Line SX at $32,790, nearly $8,000 above the LX. Most buyers get the naturally aspirated engine and 30 mpg.

Second generation, with an upgraded 2.0-liter that Volkswagen says makes more power and returns better economy than the engine it replaces.

Base SE, $41,610 FWD and $43,610 4Motion, plus $1,525 destination

• Three-zone Climatronic climate control

Adam Lynton/Autoblog

Heated and ventilated seats and a heated wheel among the standard features at the SE level are unusual at this money, and it returns better economy than the gas Telluride.

The flaw: it costs $2,420 more than the Telluride to get in the door, and the destination charge applies on top of every trim in the range.

Several all-new SUVs have shown themselves this year and gone quiet on cost. Two of them are in this segment.

Model

What It Is

Confirmed So Far

Toyota Highlander

Three-row, now battery electric

320 miles est. combined (AWD, 95.8 kWh), up to 80 cu ft cargo, seats seven, 14-inch touchscreen, vehicle-to-home and vehicle-to-grid

Subaru Getaway

Three-row electric, arrives fall

420 hp standard, 300-plus miles available, 80.6 cu ft cargo, 8.3 in ground clearance, 3,500 lb towing, Tesla Supercharger, 10 to 80 percent in 30 minutes

These two are closely related, sharing an underlying platform architecture, and the two were revealed weeks apart.

The Highlander is the biggest change of direction on this entire list. A nameplate that spent more than two decades as the default suburban three-row is now battery electric, full stop. It is also the one we cannot judge, because there is no number to weigh it against.

Toyota

Subaru’s own vehicle page states plainly that the MSRP is currently not available. Any figure attached to the Getaway came from somewhere other than Subaru.

A fourth-generation Rogue is expected for 2027. Nissan has detailed the e-POWER hybrid system it will use and previewed the design at a company event, but full specs and pricing remain unannounced. Nothing to evaluate yet.

Adam Lynton/Autoblog

Among the mainstream SUVs redesigned for 2027, the Telluride delivered the most meaningful change.

Three reasons, in order:

1. It changed the most of anything with a price. Longer wheelbase, more cargo room, a new standard engine with 49 lb-ft more torque, and a hybrid the model has never offered before. Most of this year’s redesigns managed one of those. Kia managed all four.

The Highlander made the bolder move and might well undercut everything here once Toyota speaks. Until then there is nothing to weigh. Kia has published its numbers, several all-new SUVs have not, and a car you cannot price is a car you cannot recommend.

The Seltos deserves a mention of its own for keeping a new generation under $25,000 even after a price rise. It is the quietest achievement on the list.

Toyota has revived the C-HR badge in the US, but forget everything you remember about the old gas-powered crossover. The new Toyota C-HR is now a fully electric compact SUV, sliding into the automaker’s growing EV family just below the bZ Woodland. It’s also still the second-cheapest way to get into a Toyota EV, right after the standard bZ.

For 2027, Toyota has basically hit pause on the C-HR. The price tag barely budges, and the specs are a rerun. Toyota admits the 2027 C-HR is a copy-paste job from the outgoing year, and you’ll start seeing them at dealerships in September.

Cole Attisha

Toyota isn’t out to shake things up after just one year. The formula is unchanged: two trims (SE and XSE), all-wheel drive across the board, and the same dual-motor setup pushing out 338 horsepower. That gets you a claimed 0-60 mph in 4.9 seconds. The 74.7 kWh battery sticks around, and if you find a fast charger, you can juice it from 10-80% in about half an hour – assuming everything goes perfectly.

Even the base SE comes loaded: 18-inch wheels, heated seats and steering wheel, a power liftgate, rain-sensing wipers, Toyota Safety Sense 3.0, dual wireless phone chargers, four USB-C ports, and a massive 14-inch touchscreen. Step up to the XSE, and you get 20-inch wheels, fancier SofTex and suede-like seats, a power passenger seat, driver memory, Traffic Jam Assist, Lane Change Assist, and a panoramic view monitor.

Toyota still wants the C-HR to be your practical EV pick, with up to 59.5 cubic feet of cargo space if you fold the rear seats. You also get wireless Apple CarPlay and Android Auto, plus standard NACS charging, so you’re covered on the tech front.

Cole Attisha

While Toyota is playing it safe with pricing, Subaru’s twin – the Uncharted – still wins the value game. It’s built on the same bones and shares most of its electric guts, but the Uncharted starts at $34,995 for the Premium FWD, then jumps to $39,795 for the Sport and $43,795 for the GT. Subaru hasn’t touched its prices for 2027 either, sticking with the numbers from its early-2026 launch.

So, the cheapest Subaru undercuts the base Toyota C-HR by about $2,085, and it even promises over 300 miles of range. The higher trims are neck-and-neck on price, but Toyota gives you all-wheel drive no matter what, while Subaru only throws it in above the base model.

Sales between the two Japanese EVs are turning into a tight race. In the first half of 2026, Toyota moved 3,748 C-HR BEVs in the US, while Subaru delivered 2,436 Uncharteds. Now that both brands have locked in their 2027 prices, anyone shopping for a compact electric crossover is basically choosing between twins – separated by a couple grand, or maybe even less depending on the trim.

Cole Attisha

The crossover or “compact SUV” market is a saturated segment where automakers fight for every fraction of market share, pitching high-riding hatchbacks to buyers hungry for utility and affordability. For American consumers sorting through this crowded segment, defining their unique needs and wants is an absolute necessity.

A recent head-to-head breakdown by Car Help Corner tackles exactly this, critically evaluating four of the industry’s heavyweights—the Honda HR-V, Toyota Corolla Cross, Subaru Crosstrek, and Mazda CX-30—to determine which vehicle fits you best.

At the foundation of this comparison is powertrain reliability versus real-world performance. The Honda HR-V relies on a naturally aspirated 2.0-liter four-cylinder engine generating 158 horsepower. Paired with a CVT, the setup is notoriously slow but counters with bulletproof engineering. Devoid of turbochargers or complex cylinder deactivation systems, it is a mechanically sound choice engineered for longevity. Unfortunately, Honda continues to shortchange American buyers by withholding the highly efficient hybrid variant it sells in overseas markets.

Honda

Toyota directly exploits this gap with the 2026 Toyota Corolla Cross. While the standard 169-horsepower gas engine feels equally sluggish, the available hybrid powertrain completely transforms the vehicle. Utilizing Toyota’s fifth-generation architecture with dual electric motors, the hybrid pushes output to a robust 196 horsepower while achieving an impressive 42 mpg combined. For buyers prioritizing long-term savings at the pump without sacrificing established reliability, Toyota’s Corolla Cross hybrid makes the most financial sense.

Toyota

Subaru takes a rugged approach with the Crosstrek, making its highly capable full-time all-wheel drive standard across the board. The 2026 Subaru Crosstrek is available with a 2.5-liter boxer engine, which offers adequate power, but the vehicle truly separates itself through ride comfort and poor-weather capability. The suspension absorbs harsh pavement effortlessly. One significant drawback is its notoriously lagging and frustrating touchscreen infotainment system. It remains a significant operational flaw that buyers are forced to tolerate on a daily basis.

Subaru

Mazda, meanwhile, caters specifically to driving enthusiasts. The 2026 Mazda CX-30 willingly sacrifices interior volume and cargo capacity for premium cabin materials and razor-sharp driving dynamics. A conventional six-speed automatic transmission avoids the droning acceleration typically associated with CVT gearboxes found in its rivals. While its standard engine delivers solid performance, the optional turbocharged variant completely outclasses the competition. Delivering 227 horsepower and 310 pound-feet of torque on regular fuel, the CX-30 Turbo operates in a performance tier its competitors simply cannot touch, managing the 0-60 sprint in under six seconds.

Mazda

Vehicle

Starting MSRP

Base Engine

Optional Drivetrains

Transmission

Warranty

Honda HR-V

$26,500

2.0L 4-cylinder (158 hp)

FWD standard, AWD optional

CVT

3-yr/36,000-mile basic, 5-yr/60,000-mile powertrain

Toyota Corolla Cross

$24,935

2.0L 4-cylinder (169 hp)

2.0L Hybrid (196 hp); FWD std on Gas, AWD std on Hybrid

CVT (Gas) / eCVT (Hybrid)

3-yr/36k basic, 5-yr/60k powertrain, 8-yr/100k hybrid components

Subaru Crosstrek

$26,995

2.5L Boxer 4-cylinder (180 hp)

2.5L Hybrid (194 hp); Full-Time AWD standard on all trims

CVT

3-yr/36,000-mile basic, 5-yr/60,000-mile powertrain

Mazda CX-30

$25,975

2.5L 4-cylinder (186 hp)

2.5L Turbocharged (250 hp); AWD standard on all trims

6-Speed Automatic

3-yr/36,000-mile basic, 5-yr/60,000-mile powertrain

Ultimately, declaring a single winner requires defining exactly what you need a vehicle to do. The Honda HR-V offers unmatched interior space and passenger comfort. The Toyota Corolla Cross Hybrid delivers undeniable fuel economy and rock-solid dependability. The Subaru Crosstrek handles unpaved roads and brutal winters better than anything else in its class. For those demanding luxury finishes and genuine driving engagement, the Mazda CX-30 stands alone. Ignoring dealership hype and examining the fundamental engineering of these crossovers is the only reliable way to put the right vehicle in your driveway.

After its debut earlier this year, the Toyota bZ Woodland is back for 2027, looking pretty much the same as before. It’s still the bZ family’s outdoorsy member, and Toyota says all the features and specs stick around from the first go-round.

The biggest update? Pricing – or really, the lack of it. Just like the standard bZ, the Woodland gets a tiny $80 bump across both trims, making it one of the smallest price changes you’ll see in this segment.

Toyota

Toyota clearly didn’t see any reason to mess with the bZ Woodland formula for 2027. The SUV still packs dual-motor all-wheel drive with 375 horsepower, an estimated 281 miles of range (or 260 if you go for the knobby all-terrain tires). Ground clearance stays at 8.4 inches, and you still get a 3,500-pound towing rating – plenty for your weekend toys.

Compared to the regular bZ, the Woodland gets some extra attitude: matte-black fender cladding, more cargo room, standard roof rails, and up to 74.3 cubic feet of space when you fold the rear seats flat.

Inside, Toyota keeps the goodies coming. Every bZ Woodland gets a massive 14-inch infotainment screen, SofTex-trimmed heated seats, a heated steering wheel, dual wireless phone chargers, and the full Toyota Safety Sense 3.0 suite. Go for the Premium, and you score JBL audio, ventilated front seats, a panoramic glass roof, driver memory, and a digital rearview mirror.

The SUV also sticks with the North American Charging Standard port, so you can tap into a much bigger DC fast-charging network all over the US.

Toyota

Toyota and Subaru might dress their SUVs differently, but they’re practically twins. The kicker, however, is that the Trailseeker kicks off at $39,995 for the 2027 model year, slicing $5,385 off the entry-level bZ Woodland’s price. That’s a significant gap, even before you factor in any incentives from both automakers.

That friendlier price tag seems to be pulling in shoppers. Subaru had already moved 2,436 Trailseekers in the first half of the year. Toyota? Just 554 bZ Woodlands in the same stretch. Sure, it’s not a perfect head-to-head – Toyota started selling in March, Subaru in April – but the early scoreboard shows buyers are flocking to Subaru’s cheaper spin on the shared platform, even though it hit showrooms a little later.

Toyota

Comfort can make or break a daily driver, and in the compact-SUV class, it comes down to ride quality, cabin quiet, seat support, and space. The Mazda CX-5, Subaru Forester, and Volkswagen Tiguan each approach those priorities differently, with one pursuing sportiness, one pursuing airy practicality, and one pursuing plush refinement.

Cole Attisha

All three were recently updated, so each is at its best, which makes the differences in character clearer than ever. Here is how the CX-5, Forester, and Tiguan compare on comfort, section by section, and which one is the most relaxing place to spend a commute.

Specification

Mazda CX-5

Subaru Forester

Volkswagen Tiguan

Ride character

Sporty and firm

Soft and compliant

Plush and quiet

Drive

Standard all-wheel drive

Standard all-wheel drive

Front- or all-wheel drive

Interior feel

Upscale, driver-focused

Airy, spacious

Refined, roomy

Standout comfort trait

Premium materials

Visibility and space

Quiet, cushioned ride

Starting price

About $30,000

About $31,000

About $31,000

A Volkswagen Tiguan and a Subaru Forester start within a few hundred dollars of each other, so comfort, not price, is the deciding factor here.

Comfort takes a back seat to sportiness in the CX-5, by design. Mazda tunes the suspension for crisp handling, so the ride is the firmest of the three and transmits more road texture and sharper impacts into the cabin, an effect that intensifies with the larger wheels of upper trims.

Cole Attisha

What it gives back is a genuinely upscale, quiet interior with premium materials, well-bolstered and supportive front seats, and, thanks to the 2026 redesign, more rear-seat and cargo room than before. For a driver who prizes a hushed, luxurious-feeling cabin and does not mind a firmer edge, it is lovely, but it is not the plushest-riding option here.

Space and serenity define the Forester. Subaru gives it a soft, compliant suspension that soaks up bumps and expansion joints, tall and supportive seats, and an exceptionally airy cabin with slim pillars and generous glass that make it easy to see out of and feel roomy, all with standard all-wheel drive.

Cole Attisha

Its main comfort weakness is noise, since the boxer engine can drone under hard acceleration through its continuously variable transmission, and a little more road and wind noise reaches the cabin than in the better-insulated Tiguan. For ride comfort, visibility, and space, though, it is excellent.

Plushness is the Tiguan’s whole personality. Volkswagen tunes the dampers to a soft setting to absorb rough pavement, insulates the cabin well for a notably quiet ride, and gives the steering a light, relaxed weighting built for effortless cruising rather than sharp cornering. It also has the roomiest back seat of the three, so rear passengers can genuinely stretch out on a long trip.

Chase Bierenkoven

The trade-off is that it can feel a touch floaty and less eager than the CX-5 when a road turns twisty, but for isolating occupants from the outside world, nothing here comes closer to a small luxury car.

The Volkswagen Tiguan is the clear winner. Its soft, quiet, cushioned ride, relaxed steering, and spacious rear seat combine into the most restful experience of the three, which is exactly what most comfort-focused shoppers are after. It glides where the others fidget or buzz. The Subaru Forester runs a strong second, trading the Tiguan’s hushed refinement for even better visibility and a wonderfully airy cabin, so space-first buyers may prefer it. The Mazda CX-5 is the most premium to look at and touch, but its sporty, firmer ride keeps it from the top of a pure comfort ranking. If a relaxing daily driver is the goal, the Tiguan takes it.

Subaru of America moved 54,454 cars in July 2026, squeaking out a 0.8% bump over last year. Hardly a fireworks-worthy performance, but a small win is still a win.

As expected, the redesigned Subaru Forester is still doing the heavy lifting. It’s the brand’s sales MVP for the seventh month running, with 15,873 units finding homes in July. That’s a beefy 33.5% jump over last year, just edging out the Crosstrek’s 15,789 sales.

But lurking behind those headline numbers is a plot twist. While the Forester keeps the company’s head above water, the Subaru WRX just clocked one of its best months in recent memory.

Subaru

The WRX racked up 1,438 sales in July – more than triple its tally from a year ago. That represents a 214.7% leap, which isn’t a fluke but rather the latest development in the nameplate’s comeback story that’s been gathering steam for months.

Last year, WRX sales nosedived after Subaru axed the entry-level trim and bumped the base price north of $36,000. Throw in inventory headaches during the Forester launch, and the WRX was left gasping for air.

Subaru finally got the memo this year. The star-spangled brand brought back a wallet-friendly base model at $32,495 and slashed prices on other trims by thousands. Buyers also scored more standard kit, like the big 11.6-inch infotainment screen across the board.

Looks like the changes are working. WRX sales have ticked up every month since April, climbing from 1,178 to 1,195, then 1,233, and now 1,438 in July. Year-to-date, that’s 8,546 cars – up 24.1% over last year’s pace.

Subaru

The WRX’s hot streak is great news, but it doesn’t fix everything. Some of Subaru’s old favorites are still slipping. Crosstrek sales dipped 10.4% in July, even though it’s still a top seller. Outback numbers slid too, Impreza took a 39% nosedive, and the Legacy – on its last legs – plummeted nearly 99%. Solterra? Down over 91% from last July.

Subaru’s electric squad is getting bigger with the Trailseeker and Uncharted, but they’re still bit players. Combined, they managed 1,436 sales in July – about the same as the WRX pulled off solo.

Zooming out, Subaru has moved 361,794 cars so far in 2026, which is 3.7% off last year’s pace. The Forester is still carrying the team, but the WRX has quietly turned into one of Subaru’s biggest wins this year. Even with sales lagging overall, the sports sedan proves what happens when Subaru actually listens to its fans and delivers real value.

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The sports car community is buzzing, and for good reason. Fans of lightweight, rear-wheel-drive dynamics eagerly anticipated the latest updates to this wildly popular and affordable coupe. Looking at the previous model year, incremental upgrades kept the platform competitive, but diehard enthusiasts always crave more mechanical engagement. The 2027 iteration is officially here, and it brings a stark divide between domestic and international buyers.

We recently saw the US sticker prices, which outlined a highly familiar trim structure for North America. However, Subaru just unveiled the Japanese Domestic Market iteration, and it paints a vastly different picture. The Japanese release heavily emphasizes affordability and grassroots motorsports, revealing a hardcore driving intent that seems significantly diluted in Western markets.

Subaru

The newly unveiled Japanese lineup introduces four distinct tiers, spearheaded by the raw Cup Car Basic. This entry-level grade is purely designed for track abuse and one-make racing series. Stripped of creature comforts, it represents an incredibly affordable entry point for privateer racers. Normal street offerings include the base R, the comfort-focused S, and the premium STI Sport equipped with Hitachi Astemo dampers.

What truly stings for American drivers is the mechanical exclusivity. Japanese manual transmission models are receiving a motorsport-derived shifter mechanism. Developed using data harvested from the Super Taikyu Series, this revised internal geometry drastically improves upshift and downshift smoothness. This track-bred hardware optimization was entirely omitted from North American press releases, and the Japanese base R model starts at just $21,086. Meanwhile, looking at our own domestic pricing, the base Limited trim in the United States demands a staggering $36,140.

Additionally, the domestic Japanese models boast slightly more power, squeezing out 232 horsepower compared to the 228 horsepower available stateside. These manual cars also receive upgraded safety tech, incorporating a new wide-angle monocular camera for better intersection collision detection. These granular differences ultimately create a sharper, safer, and more focused driving machine for the local Japanese enthusiast.

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It is undeniably frustrating to watch the best engineering bits stay confined across the Pacific. Subaru understands its hardcore fanbase, evidenced by their recent rally aspirations that continually push this lightweight platform’s limits. Yet, bringing those hyper-focused elements to American showrooms remains a logistical hurdle they are seemingly unwilling to clear. By locking the superior shifter behind regional borders, they are shortchanging their passionate western buyers.

With the global sports car segment heating up, these regional discrepancies matter greatly. When analyzing sales compared to the Honda Prelude, brand loyalty hinges on delivering completely uncompromised thrills. While the American version remains a fantastic vehicle in its own right, knowing a cheaper and mechanically superior twin exists just out of reach leaves a bittersweet taste. Hopefully, aftermarket tuners quickly reverse-engineer these Japanese transmission secrets.

Subaru