Subaru

Hauling a family is exactly what these three-row SUVs are built for, and small advantages add up when you are wrangling kids, car seats, and cargo. The Kia Telluride, Hyundai Palisade, and Subaru Ascent all make strong cases as family vehicles, with roomy cabins, strong safety, and thoughtful features, but they are not equally suited to daily family duty. One rises above the rest.

Kia

Third-row space, seating flexibility, safety, cargo room, and clever family touches all determine how easy an SUV makes life with a growing household. Here is how the Telluride, Palisade, and Ascent compare, and which one is the most family-friendly.

Hyundai

Specification

Kia Telluride

Hyundai Palisade

Subaru Ascent

Seating

Up to 8

Up to 8

Up to 8

Drive

Front- or all-wheel drive

Front- or all-wheel drive

Standard all-wheel drive

Third-row space

Roomy

Roomiest, redesigned

Tightest

Standout family trait

Value and space

Reimagined third row, hybrid option

Standard AWD, up to 19 cupholders

Powertrain warranty

10-year / 100,000-mile

10-year / 100,000-mile

5-year / 60,000-mile

Starting price

About $38,000

About $38,000

About $40,000

A Hyundai Palisade and a Kia Telluride share much of their engineering and pricing, so the differences between them come down to the details that matter to families.

Subaru

Family duty is where the redesigned Palisade shines brightest. Its 2026 overhaul made it larger inside, delivering the roomiest third row of this trio, a reimagined rear compartment with bigger windows for a more open feel, and the most cargo space, up to 19.1 cubic feet behind the third row.

Hyundai

Add a plush, quiet cabin, abundant charging ports, clever storage, strong crash-test scores, a long 10-year powertrain warranty, and a new hybrid option that trims fuel bills, and it covers nearly every family need. It is spacious, comfortable, and thoughtfully equipped for life with kids.

Space and value make the Telluride a perennial family favorite. Mechanically close to the Palisade, it offers a roomy, comfortable eight-seat cabin, a long list of family-friendly features, strong safety credentials, and the same excellent 10-year powertrain warranty, all at a price that typically undercuts its rivals and starts under $40,000.

Kia

It gives up little to the Palisade beyond the newest cabin’s extra room, making it the value champion of the group. For families watching the budget without sacrificing space, it is superb, and only a whisker behind the Hyundai.

Safety and all-weather security are the Ascent’s calling cards. Standard symmetrical all-wheel drive gives it a genuine advantage for families in snowy or rainy climates, and Subaru’s EyeSight driver-assist suite backs up its strong safety reputation.

Kristen Brown

It also nails the small stuff, with up to 19 cupholders and easy child-seat access. The catch is space, since its third row and cargo area are the tightest of this trio and its turbocharged four-cylinder is the least powerful, so it feels smaller inside than the Kia and Hyundai. It is a safe, sensible family SUV, just not the roomiest.

The Hyundai Palisade is the most family-friendly, thanks to its 2026 redesign. It now offers the roomiest third row and the most cargo space here, wrapped in a plush, quiet, feature-rich cabin with strong safety scores, a long warranty, and a fuel-saving hybrid option, checking essentially every box a growing family could ask for. It is the most complete family hauler of the three.

The Kia Telluride is a razor-thin second and the value pick, matching almost all of the Palisade’s virtues for less money, so budget-focused families will be delighted with it. The Subaru Ascent earns its place with standard all-wheel drive, top safety, and family-friendly details, making it ideal for cold-climate buyers, but its tighter cabin keeps it third. For the most family-friendly SUV overall, the Palisade wins.

Winter separates the truly capable small SUVs from the merely rugged-looking. The Ford Bronco Sport, Subaru Crosstrek, and Jeep Compass all offer all-wheel drive and cold-weather features, but they handle snow and ice with different levels of confidence. When the roads turn white, the details matter.

Ford

All-wheel-drive tuning, dedicated snow modes, ground clearance, and heated comfort features all shape how a vehicle copes with a hard winter. Here is how the Bronco Sport, Crosstrek, and Compass compare when the temperature drops, and which one is the best for winter driving.

Subaru

Specification

Ford Bronco Sport

Subaru Crosstrek

Jeep Compass

Drivetrain

Standard all-wheel drive

Standard symmetrical AWD

All-wheel drive

Winter drive mode

Slippery G.O.A.T. mode

X-Mode Snow and Deep Snow

Selec-Terrain Snow

Ground clearance

7.8 to 8.8 in

8.7 in (9.3 in Wilderness)

8.1 in

Heated features

Available seats, steering, mirrors

Available seats, steering, mirrors

Available seats, steering, mirrors

Starting price

About $31,000

About $27,000

About $28,000

A Subaru Crosstrek undercuts a Ford Bronco Sport by several thousand dollars, which factors into the winter-value equation below.

Jeep

Winter is where the Crosstrek feels most at home. Every trim comes with Subaru’s symmetrical all-wheel drive, a permanently engaged system widely regarded as the class benchmark for snow and ice, sending power to all four wheels with no driver input required.

Subaru

Its dual-function X-Mode adds dedicated Snow, Dirt, and Deep Snow modes plus hill descent control, and 8.7 inches of ground clearance helps it push through unplowed streets. Factor in heated seats, steering wheel, and mirrors, strong winter tire availability, and Subaru’s loyal snow-belt following, and it is the most trusted cold-weather vehicle here.

Capability is the Bronco Sport’s calling card, and it is a close contender. Standard all-wheel drive and Ford’s G.O.A.T. terrain-management system, which includes a dedicated Slippery mode for snow and ice, give it arguably the most sophisticated cold-weather electronics in this comparison, and the rugged Badlands trim adds an advanced twin-clutch all-wheel-drive system for extra grip.

Ford

Higher trims also offer up to 8.8 inches of ground clearance. The catch is that base models sit a little lower than the Crosstrek, and it costs more to buy, but for deep-snow capability, especially in Badlands form, it is excellent.

Solid but less specialized describes the Compass in winter. It comes with all-wheel drive and Jeep’s Selec-Terrain system with a Snow mode, and its heritage means it is genuinely capable in slippery conditions, with available heated features to keep occupants comfortable.

Jeep

What it lacks is the Crosstrek’s celebrated snow pedigree and always-on symmetrical setup, along with the Bronco Sport’s more advanced terrain electronics, and its 8.1 inches of ground clearance is the least here. It will carry you through a snowy winter without complaint, but it does not inspire quite the same confidence as the other two.

The Subaru Crosstrek is the best for winter driving. Its always-engaged symmetrical all-wheel drive is the most trusted snow system in the class, its X-Mode snow settings and generous ground clearance handle deep and unplowed roads with ease, and it pairs all of that with strong winter-tire support, excellent resale, and a lower price than the Bronco Sport. For most cold-climate buyers, it is the confident, no-fuss choice.

The Ford Bronco Sport is a very close second and arguably more capable at the extreme, thanks to its Slippery drive mode and the Badlands trim’s advanced all-wheel drive, so deep-snow adventurers should give it a hard look. The Jeep Compass is a dependable third, capable enough with its all-wheel drive and Snow mode but lacking the Subaru’s pedigree and the Ford’s electronics. For all-around winter confidence at a sensible price, the Crosstrek wins.

Not every small SUV that looks rugged can actually handle the rough stuff. The Subaru Crosstrek, Jeep Compass, and Mazda CX-30 all wear adventurous styling, but only some of them back it up with genuine off-road hardware. If you plan to leave the pavement behind, the differences between them matter a great deal.

Kristen Brown

Ground clearance, all-wheel-drive systems, low-range gearing, and skid plates separate a real trail machine from a soft-roader dressed up for the part. Here is how the Crosstrek, Compass, and CX-30 compare when the road turns to dirt, and which one is the most off-road ready.

Jeep

Specification

Subaru Crosstrek

Jeep Compass

Mazda CX-30

Drivetrain

Standard symmetrical AWD

All-wheel drive, 4×4 in Trailhawk

Available i-Activ AWD

Ground clearance

8.7 in (9.3 in Wilderness)

8.1 in (8.6 in Trailhawk)

About 8.0 in

Off-road hardware

X-Mode, all-terrain tires (Wilderness)

Trail Rated, low-range 4×4, skid plates (Trailhawk)

None

Off-road drive modes

Dual-function X-Mode

Selec-Terrain

None

Starting price

About $27,000

About $28,000

About $26,000

A Jeep Compass and a Subaru Crosstrek open within about $1,000 of each other, but their off-road ability is far further apart than that.

Kristen Brown

Trail hardware is the Compass’s ace, at least in the right trim. In Trailhawk form, it is the only vehicle here to earn Jeep’s Trail Rated badge, adding a low-range 4×4 mode with a deep crawl ratio, extra skidplate protection, improved approach and departure angles, and Selec-Terrain drive modes.

Jeep

That low-range gearing is a genuine off-road tool neither rival offers, letting it crawl slowly and deliberately over obstacles where the others would struggle. Its 8.6 inches of ground clearance in Trailhawk trim trails the Crosstrek Wilderness, and the Trailhawk is a limited-availability trim, but for technical terrain it is the most seriously engineered of the trio.

Clearance and everyday capability define the Crosstrek. Every version comes with Subaru’s standard symmetrical all-wheel drive and a dual-function X-Mode with hill descent control plus Snow, Dirt, and Deep Snow settings, and even base models offer 8.7 inches of ground clearance, more than a standard Compass.

Kristen Brown

Step up to the Wilderness, and clearance grows to 9.3 inches, the most in this group, alongside all-terrain tires and a higher 3,500-pound tow rating. It lacks the Compass Trailhawk’s low-range gearing, so it is less suited to slow rock crawling. But for dirt roads, trailheads, and light-to-moderate trails, it is superbly capable straight off the lot and the better all-rounder.

Off-road ability is not really the CX-30’s remit. Mazda offers a competent i-Activ all-wheel-drive system that predicts and prevents wheel slip, which helps on wet roads and light gravel, but that is where its capability ends.

Chase Bierenkoven

With around 8.0 inches of ground clearance, no low-range gearing, no off-road drive modes, and no skid plates, it is a road-biased crossover that happens to have all-wheel drive rather than a genuine trail vehicle. It is the most engaging of the three to drive on pavement, but it should stay there.

The Jeep Compass is the most off-road-ready, especially in Trailhawk trim. Its Trail Rated hardware, low-range 4×4 gearing, skid plates, and terrain drive modes make it the only vehicle here engineered for genuinely technical off-roading, giving it the capability that the others cannot match on difficult ground. For anyone planning to tackle serious trails, it is the clear pick.

That said, the Subaru Crosstrek runs it remarkably close and is the better choice for most buyers, with standard all-wheel drive on every trim, more ground clearance in Wilderness form, and excellent light-to-moderate trail ability without paying for a specialized trim. The Mazda CX-30 is a distant third, a stylish, road-focused crossover with all-wheel drive but none of the hardware required for off-roading. For outright off-road readiness, though, the Compass Trailhawk wins.

While it’s good that Subaru’s gamble to turn the Outback into a more SUV-like vehicle is paying off, that meant there’s no more high-riding wagon in the North American lineup. If anything, the original Legacy-based Outbacks were instrumental to the company’s success in North America, so it’s a little sad that the model had somewhat strayed from its roots.

Meanwhile, in Japan, Subaru has a model called the Levorg Layback. While based on the Impreza, it’s effectively the spiritual successor of the original Outback by being, you guessed it, a high-riding wagon. It was recently updated, adding a much-needed hybrid model.

Subaru

After premiering the car a few months ago, Subaru Japan has released the full specs and pricing for the updated Levorg Layback hybrid. The lineup is simple, with just two on offer, namely the Premium Black and Premium. Oddly enough, the ‘black edition’ model is actually the entry model.

The price? It’s well below $30,000. Granted, cars in Japan are comparatively more affordable than in the U.S, but it goes to show that you can still get a lot of car for the money elsewhere. Prices for the Levorg Layback hybrid start at ¥4,246,000 for the Premium Black, while the Premium is ¥4,521,000. Convert that to U.S dollars, and that’s just around $26,000 to $28,000.

The non-hybrid is even cheaper, starting at ¥4,059,000 for the Limited EX and tops out at ¥4,246,000 for the Black Selection. That’s a hair under $25,000 to just over $26,000.

Subaru

The Levorg Layback’s equipment list isn’t too shabby, either. Of course, it already comes with EyeSight tech, and it’s the full suite, not just the basics. Heated seats are also standard, as is a heated steering wheel, wireless charging, wireless Apple CarPlay and Android Auto, power tailgate, power seats with memory, and connected services.

Powering this wagon on stilts is a 2.5-liter boxer mated to a single motor and a compact battery. It’s the same arrangement as the Forester hybrid, meaning 194 hp combined, while the electric motor is good for 199 lb-ft. Meanwhile, the non-hybrid version uses a 1.8-liter turbo making 174 hp and 221 lb-ft. Of course, all-wheel drive is standard.

It would be nice if this model were sold in the U.S, but ultimately, it’ll be difficult to position it. In Japan, it fills in the gap between the Crosstrek and Forester, although its base price is higher than that of the latter. The hybrid does come out cheaper than the electrified Forester, but if it were offered in America, it might be priced too close to other models in the lineup. That said, Japan still has a lot of love for wagons, which is probably why it’s the only market that has it.

Subaru

Subaru

Space is the entire pitch of a three-row SUV, so a cargo gap this wide is hard to ignore. Volkswagen’s Atlas and Subaru’s Ascent measure within inches of each other on the outside, yet one swallows far more gear than the other once the tailgate is up.

Volkswagen

Park the Atlas beside the Ascent, and the two look like near-twins, matching within a few inches on length and offering almost identical passenger volume. Both seat up to eight and chase the same growing families. The difference lies in how each uses its space, and Volkswagen’s boxier packaging turns an outside near-tie into a decisive win at the cargo bay. Here is the full picture, cargo, and everything around it.

Kristen Brown

Specification

Volkswagen Atlas

Subaru Ascent

Engine

2.0L turbo I4

2.4L turbo flat-4

Power

269 hp

260 hp

Torque

273 lb.ft

277 lb.ft

Drive

Front- or all-wheel drive

Standard all-wheel drive

Behind third row

20.6 cu ft

17.6 cu ft

Behind second row

55.5 cu ft

47.5 cu ft

Maximum cargo

96.6 cu ft

75.6 cu ft

Seating

Up to 8

Up to 8

Starting price

About $40,000

About $40,000

Pricing opens in nearly the same place, with both SUVs starting around $40,000. What separates them is philosophy: Volkswagen sells the Atlas as a big, boxy hauler with an available premium bent, while Subaru builds the Ascent around standard all-wheel drive and all-weather security. Those priorities echo through every category below, starting under the hood.

Volkswagen gives the Atlas a 2.0-liter turbocharged four making 269 horsepower and 273 lb.ft of torque, paired with a conventional eight-speed automatic and a choice of front- or all-wheel drive. Subaru counters with a 2.4-liter turbocharged flat-four rated at 260 horsepower and 277 lb.ft, sent through a continuously variable automatic and standard symmetrical all-wheel drive. On paper, the two are closely matched, and both tow around 5,000 pounds when properly equipped, enough for a modest trailer or a couple of jet skis.

Volkswagen

In daily driving, the differences are more about character than pace. Atlas buyers get crisper, more decisive shifts from the traditional automatic, while the Ascent’s CVT keeps the engine in its efficient band but can drone under hard acceleration. Fuel economy lands in similar territory for both, in the low-to-mid 20s combined, so neither holds a meaningful efficiency edge. Neither is quick, yet each has ample muscle for hauling a full load of people and their belongings.

Kristen Brown

Behind the wheel, the Atlas feels like the larger, more substantial vehicle, with a composed, quiet highway gait and light, easy steering that make it relaxing to pilot on a long haul. Its size is most noticeable in tight parking lots, where the Ascent’s slightly trimmer feel and superb outward visibility make it the easier of the two to place.

VW

Subaru trades a little big-SUV solidity for the everyday confidence of standard all-wheel drive, which pays real dividends in rain, snow, and on loose gravel. Its ride is comfortable and unruffled, and the commanding view out is a longtime Subaru strength. Buyers who log highway miles may lean toward the Atlas’s hushed demeanor, while those in harsh climates will value the Ascent’s standard traction more than any dynamic nuance.

Subaru

Cargo is where this comparison is decided, and the Atlas wins at every stage. With all three rows in use, it offers 20.6 cubic feet behind the third row, against the Ascent’s 17.6, roughly three cubic feet that translates into an extra cooler or the stroller you would otherwise have to wedge in sideways. Fold the third row and the gap widens to 55.5 cubic feet versus 47.5. Drop both rear rows and the Atlas opens up a cavernous 96.6 cubic feet, dwarfing the Ascent’s 75.6 by about 21 cubic feet, the difference between one trip and two on moving day.

Volkswagen

Volkswagen’s upright roofline, squared-off cargo walls, and wide load floor are the reason, making the Atlas one of the roomiest haulers in the mainstream three-row class. Passenger space is closer, since both seat up to eight and offer genuinely usable third rows, but the Atlas again feels a touch airier in back and makes third-row access a little easier. For a household that regularly fills every seat and still needs to bring the gear, that combination is hard to beat.

Kristen Brown

Inside, the Atlas leans toward comfort and near-premium flourishes, with available massaging front seats, a large panoramic roof, a crisp digital gauge cluster, and a spacious, upscale-feeling cabin. Subaru answers with value and peace of mind: standard all-wheel drive, the standard EyeSight suite of driver aids, and a strong safety reputation that includes a current IIHS Top Safety Pick+ result for the Ascent. Subaru’s resale strength and loyal all-weather following are real ownership advantages, and the Ascent wants for little as a no-drama family hauler.

Volkswagen

Volkswagen makes the stronger play for buyers who want the biggest cargo hold and a plusher top trim, backed by a competitive warranty. Subaru appeals to those who put traction, crash-test credentials, and long-term value at the top of the list. Both are sensible, well-rounded choices, so the deciding factor often comes down to whether maximum space or standard all-weather capability matters more to a given family.

Subaru

Volkswagen’s Atlas has more cargo space, and the margin is not subtle. It leads the Ascent behind the third row, behind the second row, and at maximum, where its 96.6 cubic feet outmuscles the Subaru’s 75.6 by around 21 cubic feet. For buyers who shop primarily on hauling room, the Atlas is the clear winner and one of the roomiest options in its class. Subaru’s Ascent remains a genuinely strong choice, especially for its standard all-wheel drive, winter capability, and top-tier safety rating, and it is far from cramped in its own right. But on the specific question of cargo space, the Atlas is the bigger, more flexible hauler by a wide margin.

Subcompact crossovers win buyers on efficiency and easy size, but cargo can quietly separate them. Honda’s HR-V and Subaru’s Crosstrek take different routes to the same slice of the market, one chasing interior room and the other all-weather grip.

Honda

Look at the HR-V next to the Crosstrek, and you are choosing between comfort-first packaging and trail-ready hardware. Honda leans toward maximizing interior room and easy urban livability, while Subaru emphasizes capability and all-weather security. That split shows up in the cargo numbers, where the HR-V takes a clear lead behind the seats even as the two finish in a dead heat at maximum. Here is how they compare across the board.

Subaru

Specification

Honda HR-V

Subaru Crosstrek

Engine

2.0L I4

2.0L or 2.5L flat-4

Power

158 hp

152 to 182 hp

Drive

Front- or all-wheel drive

Standard all-wheel drive

Behind rear seats

24.4 cu ft

20.0 cu ft

Maximum cargo

55.1 cu ft

54.7 cu ft

Ground clearance

About 7.3 in

About 8.7 in

Fuel economy

Up to about 28 mpg

Up to about 29 mpg

Starting price

About $26,000

About $27,000

Pricing is close, with both opening in the mid $20,000s, so the choice rarely comes down to dollars. It comes down to mission: Honda built the HR-V for space-efficient city and suburban use, while Subaru engineered the Crosstrek to wander off the pavement. Everything below follows from that difference.

Honda fits the HR-V with a naturally aspirated 2.0-liter four making 158 horsepower, routed through a continuously variable transmission with front- or all-wheel drive. It is smooth and refined but leisurely, happiest around town rather than in a hurry. Subaru offers the Crosstrek with either a 2.0-liter flat-four making 152 horsepower or a stronger 2.5-liter with 182, also through a CVT, and every version comes with standard symmetrical all-wheel drive. The 2.5-liter Crosstrek is the noticeably peppier of these two vehicles, particularly on highway merges and grades.

Honda

Neither is quick, and both prioritize easy manners and efficiency over pace, returning fuel economy in the high 20s to around 30 mpg combined. For the daily commuting and errand duty these crossovers are built for, each has enough, though buyers who want a little more urgency will appreciate the Crosstrek’s available larger engine.

Cole Attisha

On pavement, the HR-V is the more polished of the pair, with a quiet cabin, a comfortable ride, and composed, car-like handling that suits city streets and highways alike. It sits lower and feels more like a tall hatchback than a rugged SUV.

Honda

Subaru takes the opposite approach. With about 8.7 inches of ground clearance, standard all-wheel drive, and an X-Mode system for slippery surfaces, the Crosstrek genuinely handles light trails, snow, and unpaved roads that would give the lower HR-V pause. That capability comes with a slightly higher seating position and a touch more road noise, but for buyers who venture off the beaten path or face real winters, it is a meaningful advantage that has nothing to do with cubic feet.

Subaru

Cargo is the heart of this matchup, and the HR-V wins where it matters most. With the rear seats up, it offers 24.4 cubic feet behind the second row against the Crosstrek’s 20.0, a margin of more than four cubic feet that is genuinely noticeable when loading groceries, luggage, or gear with passengers aboard. That is the configuration owners live in day to day, and Honda’s more space-efficient body gives it a real, usable edge.

Kristen Brown

Fold the seats, though, and the contest evaporates. The HR-V tops out at 55.1 cubic feet of maximum volume, while the Crosstrek sits right behind at 54.7, a difference of less than half a cubic foot that no owner would ever detect. Passenger room favors the Honda slightly, with a roomier back seat, while the Subaru’s boxier tail suits bulky outdoor gear. Buyers who mostly fold the seats flat can call maximum capacity a wash and weigh the rest of the package.

Honda

Inside, the HR-V offers a clean, comfortable, and quiet cabin with simple controls and a roomy rear seat, making it an easy companion for urban and suburban life. Subaru’s Crosstrek counters with a more rugged, adventure-minded interior, generous standard driver aids, and Subaru’s well-earned reputation for safety and all-weather durability, all of which feed its famously strong resale value.

Honda

Value is close on paper given the similar pricing, so it comes down to what each buyer needs. Honda makes the more sensible pick for those who prize interior room, refinement, and around-town ease, while Subaru is the clear choice for anyone who wants standard all-wheel drive and the ability to leave the pavement now and then.

Subaru

Honda’s HR-V has more cargo space. It leads the Crosstrek by more than four cubic feet behind the rear seats, 24.4 to 20.0, which is the configuration owners use most, so it earns the win. Maximum volume is effectively tied at around 55 cubic feet, so the Honda’s edge is about everyday usable room rather than outright capacity. Subaru’s Crosstrek stays right with it at maximum and counters with standard all-wheel drive and more ground clearance, which will matter more than cargo to plenty of buyers. But on the specific question of cargo room, the HR-V’s advantage behind the seats gives it the nod.

Automakers are rapidly abandoning tried-and-true engines in favor of small-displacement turbocharged motors and complex dual-clutch transmissions, and many buyers are left wondering if these new cars will actually last. In the age of shelf-life vehicles, YouTube channel Car Help Corner has compiled a list of cars that could be the “last ultra-reliable cars built to run 15+ years”. Here are the final holdouts in the new car market—vehicles equipped with proven, relatively simple powertrains capable of racking up over 200,000 miles with basic maintenance. Here are the powertrains you should be targeting:

Nissan

While Nissan isn’t always the first name associated with bulletproof reliability, their naturally aspirated VQ series V6 is a major exception. Found in the 3.5-liter Nissan Pathfinder and the 3.8-liter Nissan Frontier pickup, this engine has been refined over two decades. Paired with a traditional 9-speed automatic, it entirely avoids the pitfalls of Nissan’s older CVTs, making it a rugged choice for families and truck buyers.

Honda

Honda has utilized the J35 V6 for over 25 years. You can still find it powering heavy hitters like the Honda Odyssey, Pilot, Passport, Ridgeline, and Acura MDX. Paired with a smooth 10-speed automatic, this setup does require a timing belt replacement every 100,000 miles, but its long-term durability is heavily documented.

Lexus

Taking the crown for V6 longevity is the Lexus IS 350. Powered by the 2GR-FKS 3.5-liter V6, this engine skips turbochargers and cylinder deactivation entirely. Paired with either a 6-speed (AWD) or 8-speed (RWD) automatic transmission, it is widely considered one of the most robust, quarter-million-mile powertrains on the market today.

Mazda

Mazda has spent nearly 15 years perfecting its Skyactiv engines. Found across their lineup, from the Mazda CX-5 and CX-50 crossovers to the Mazda3 and MX-5 Miata, these engines forgo turbochargers in their base forms and are mated to a traditional 6-speed automatic transmission. This mechanical simplicity has single-handedly elevated Mazda to the top tier of modern reliability rankings.

Subaru has long shaken off the head gasket issues that plagued its older models. Today’s 2.0-liter and 2.5-liter flat-four engines found in the Subaru Crosstrek, Forester, and Outback are remarkably sturdy. While they utilize continuously variable transmissions (CVTs), Subaru’s modern units are highly durable provided you stick to strict fluid maintenance schedules.

Honda

Found in the Honda Civic, Accord, and CR-V, this naturally aspirated 2.0-liter setup uses a direct-drive hybrid system. The gas engine primarily acts as a generator for the electric motors, completely eliminating the need for a traditional transmission. It is an incredibly simple, low-stress powertrain capable of great mileage.

Toyota

Toyota remains the undisputed king of hybrid longevity. Their modern 2.0-liter and 2.5-liter Dynamic Force hybrid engines (powering the RAV4, Camry, Sienna, and Grand Highlander) are paired with the legendary eCVT—a planetary gearset that is virtually indestructible. However, the pinnacle of proven longevity sits with the Toyota Corolla Hybrid. Utilizing an older, mechanically simpler 1.8-liter four-cylinder engine mated to the eCVT, this is the exact same powertrain heavily relied upon by taxi fleets worldwide to comfortably surpass 300,000 miles.

While the automotive industry rushes toward a heavily turbocharged future, buyers looking for a “buy it for life” vehicle still have fantastic options. By prioritizing naturally aspirated engines, avoiding complex turbo setups, and opting for proven drivetrains, you can drive off the lot in a vehicle that will easily see you through the next 15 years.

The 2027 Kia Seltos and 2026 Subaru Crosstrek are undoubtedly direct competitors, but they hike their way into the small-SUV segment wearing very different kinds of boots. The Seltos shows up looking like it has a dinner reservation booked somewhere with a valet. A boxy new body, sharper lighting, bigger screens, available turbo power, and just enough baby-Telluride swagger suggest Kia’s smallest SUV has started standing a little taller in family photos. The Crosstrek, meanwhile, looks like it’s on its way to catch its own meal, far away from the dazzling lights of a city.

These two vehicles are both affordable, small, practical, all-weather-friendly SUVs for people who probably own at least five reusable water bottles. But despite their similarities, each of these SUVs takes on a distinct emotional appeal of its own. The Seltos feels as though it aims to make the small SUV feel more polished, more premium, and more grown-up than what the class usually allows without stepping up into something with four rings or a three-pointed star on its grille. The Crosstrek is still the raised-hatchback adventure tool Subaru buyers understand instinctively, now made more compelling for 2026 thanks to a stronger standard 2.5-litre engine and, more importantly, a new hybrid that finally gives the Crosstrek lineup the electrified version it always seemed like it should’ve had.

Cole Attisha

I drove the redesigned Seltos X-Line SX in Southern California, from Newport Beach toward Lake Elsinore and back, across freeways, urban roads, and the kind of canyon pavement that quickly reveals whether a small SUV has any interest in being more than useful. I also drove the new Crosstrek Hybrid in Oregon, where Subaru’s familiar formula felt sharper, smoother, and more convincing than before. But this isn’t just a comparison of those two exact trims.

The Seltos and Crosstrek lineups are built around different philosophies entirely. Kia gives buyers more choice: front- or all-wheel drive, lower-end base gas power, available turbo power, more cargo space, more screen-heavy tech, and an upcoming hybrid that should arrive in early 2027 to take a more direct swing at Subaru’s newly electrified Crosstrek. Subaru counters with standard all-wheel drive, better ground clearance, a stronger outdoorsy identity, and a hybrid that doesn’t dilute the Crosstrek’s reason for existing. So, the question isn’t simply which one is better—that’s too easy, and honestly, not very useful. The better question is this: do you want the small SUV that feels more polished and complete for daily life, or the one that feels more naturally ready for the weekend adventures?

Cole Attisha

Model

2027 Kia Seltos

2026 Subaru Crosstrek

Starting price

$24,990 before destination

$26,995 before destination

Top/highest listed trim

X-Line SX AWD, $32,790 before destination

Limited Hybrid, $34,995 before destination; Wilderness $33,795

Destination charge

$1,495

$1,420

Base engine

2.0L I4

2.5L flat-four

Base output

147 hp / 132 lb-ft

180 hp / 178 lb-ft

Upgrade gas engine

1.6L turbo I4

None

Upgrade gas output

190 hp / 195 lb-ft

N/A

Hybrid availability

1.6L hybrid arriving around early 2027

Sport Hybrid and Limited Hybrid available for 2026

Hybrid output

Not yet certified

194 hp combined

Transmission

IVT or 8-speed automatic

Lineartronic CVT

Drivetrain

FWD or AWD

Standard AWD

Ground clearance

7.5 in; up to 8.1 in on X-Line

8.7 in; Wilderness 9.3 in

Kia’s lineup starts lower and stretches wider. The redesigned Seltos begins at $24,990 before destination in LX FWD form, while the X-Line SX AWD I drove starts at $32,790 before destination. The lineup currently includes a 147-hp 2.0-litre four-cylinder and a 190-hp 1.6-litre turbo, with the Seltos Hybrid expected around Q1 2027.

Subaru’s lineup is more straightforward but more capability-focused from the start. The 2026 Crosstrek starts at $26,995 before destination, the Premium at $27,995, Sport at $30,625, Limited at $32,995, Wilderness at $33,795, Sport Hybrid at $33,995 and Limited Hybrid at $34,995. Every Crosstrek gets standard all-wheel drive, while the big 2026 update is that gas models now use the 180-hp 2.5-litre flat-four and the new hybrid makes 194 hp combined.

Kia

Kia’s redesigned small SUV looks better in person than it does in photos. Its boxier body, upright front end, amber running lights, squared-off greenhouse, and X-Line enhancements make it feel far more substantial than its previous generation did. It’s still bite-sized, obviously, but it no longer looks like a small generic crossover—now it looks like a shrunken Telluride, which should undoubtedly win over just as many buyers as the Telluride itself.

Cole Attisha

The Crosstrek looks exactly like what it is: a ruggedized hatchback that has never been embarrassed by that description. Its proportions are lower, the roofline is more wagon-like, and the cladding looks less like a lifestyle image strategy and more like something Subaru buyers expect as standard issue. In Wilderness form, the Crosstrek adds even more serious visual cues, but even the regular versions communicate more outdoor intent than the Seltos.

The emotional difference is simple: the Seltos wants to look like a small SUV with big-SUV confidence, and the Crosstrek wants to look like a practical hatchback that knows where all the best unmapped trailheads are hiding.

Subaru

For years, the Crosstrek’s main weakness was power. It had the look, the right all-wheel drive system, and the lifestyle credibility, but not always the urgency. For 2026, Subaru helps solve that by making the 2.5-litre boxer standard across the gas lineup, which gives every non-hybrid Crosstrek 180 hp and 178 lb-ft instead of reserving the stronger engine for upper trims.

The new Crosstrek Hybrid is even more important. It pairs a 2.5-litre Atkinson-cycle boxer with two electric motor generators and Subaru’s mechanical Symmetrical All-Wheel Drive system for 194 hp combined. In my first drive, the hybrid’s instant response made the Crosstrek feel smoother and more worthwhile under wide-open throttle, and the added performance didn’t dilute what makes the Crosstrek useful in the first place, even if it does rob a bit of cabin space.

Kia

The Seltos has a different advantage: variety. The base 2.0-litre is there for affordability, while the 1.6-litre turbo gives the lineup stronger acceleration and more effortless freeway behaviour. In the X-Line SX, the turbo wasn’t as playful as I hoped, and it doesn’t immediately transform the Seltos into a hot hatch with a lift kit despite sharing its powertrain with the Kia K4 GT-Line, but it still gives Kia’s small SUV the kind of effortless power the segment often lacks.

The missing piece here is the Seltos Hybrid. Once it arrives next year, it should compete more directly with the Crosstrek Hybrid, especially if Kia can pair strong efficiency with available electric all-wheel drive. Until then, Subaru has the electrified advantage, but Kia still has the broader gas lineup.

Kia

The Seltos is incredibly easy to drive. That was my main takeaway after driving it through Southern California. The steering is relatively vague but harmlessly so, the ride is composed, the body control is better than expected, and the turbocharged engine makes the X-Line SX feel relaxed in ordinary driving. It’s not particularly exciting, and when pushed harder, the transmission can often hesitate before kicking down. But for daily use, the Seltos feels mature, refined, and well calibrated.

Cole Attisha

The Crosstrek Hybrid surprised me more from a driver’s perspective. It still rolls in corners, but that roll communicates rather than simply frustrates. Once you learn its rhythm, the Crosstrek can feel genuinely engaging in the way a light, slightly tall hatchback can be. It’s also not fast, but the hybrid’s smoother response gives it more immediacy, and the mechanical all-wheel drive system helps it feel planted and naturally confident on both pavement and rougher surfaces. That gives the Subaru a subtle enthusiast edge: the Seltos feels smoother and more refined, but the Crosstrek feels more talkative and more naturally eager.

Kia

The Seltos wins the space argument without question. Kia lists 103.5 cubic feet of passenger volume, 27.8 cubic feet of cargo space behind the second row and 64.2 cubic feet with the seats folded. It also gets a standard 12.3-inch touchscreen, available nearly 30 inches of combined display area, and a cabin design that borrows its horizontal confidence from the Telluride.

Subaru

The Crosstrek is less spacious, especially in terms of cargo capacity. Gas models offer about 20 cubic feet behind the rear seat and 54.7 cubic feet with the seats folded, but Subaru counters with usability, visibility, and a cabin that feels purpose-built rather than flashy, mostly thanks to its durable StarTex upholstery. The Crosstrek Hybrid also improves the cabin atmosphere compared with the sea of black plastic that can define lower-end Subaru interiors. In my drive, the hybrid’s colours, patterns, and digital gauge cluster helped it feel more charming and premium than expected. Still, the Seltos has the richer first impression, especially in higher trims with the panoramic roof, larger screens, and more dramatic design.

Interior / cargo measurement

2027 Kia Seltos

2026 Subaru Crosstrek

2026 Subaru Crosstrek Hybrid

Passenger volume

103.5 cu-ft

100.5 cu-ft

100.5 cu-ft

Front headroom

40.5 in

39.8 in

39.8 in

Rear headroom

38.9 in

38.0 in

37.6 in

Front legroom

41.4 in

42.9 in

42.9 in

Rear legroom

39.0 in

36.5 in

36.7 in

Front shoulder room

56.5 in

56.8 in

56.8 in

Rear shoulder room

55.4 in

55.3 in

55.3 in

Cargo behind second row

27.8 cu-ft

20.0 cu-ft

18.6 cu-ft

Max cargo space

64.2 cu-ft

54.7 cu-ft

50.6 cu-ft

The Seltos has the clear cargo-space advantage, especially with the rear seats folded. The Crosstrek counters with more front legroom and a more adventure-friendly layout, but its lower roofline and hatchback-like proportions leave it with less rear legroom and cargo space. The hybrid gives up a little more cargo volume because of its battery packaging, but it remains the more direct answer for buyers waiting to compare it against the upcoming Seltos Hybrid.

Cole Attisha

The Seltos starts lower, offers more cargo room, has a more upscale-feeling cabin, and gives buyers the choice between FWD, AWD, base gas power, turbo gas power and soon, hybrid power. That flexibility matters. It lets Kia appeal to someone who wants a cheap small SUV, someone who wants a stylish AWD commuter, and someone who might soon want a hybrid without jumping to a larger vehicle.

The Crosstrek costs more to start, but it also gives every buyer standard AWD, strong ground clearance and a more outdoor-ready identity. Subaru says the Crosstrek Hybrid delivers up to 38% better city fuel economy than gas models and up to 597 miles of range per tank, while retaining standard Symmetrical AWD and 8.7 inches of ground clearance. That, then, is the Subaru argument in one sentence: you pay more, but you get capability baked in as standard rather than added later.

Cole Attisha

The 2027 Kia Seltos is the one that considers “camping” as spending a night in a rented static Airstream trailer at a beach resort. It has the richer cabin, the bigger cargo numbers, the more dramatic styling, and the broader lineup, thus positioning itself as a more mature, but less rugged SUV than the Crosstrek. In X-Line SX form, it has enough turbocharged power to feel relaxed in traffic and confident on the freeway, even if it never quite becomes the hot hatch on hiking boots I wanted it to be. The steering is light, the personality is more polished than playful, and the whole vehicle feels calibrated around ease rather than excitement.

The 2026 Subaru Crosstrek is different. It’s less flashy, less spacious, and not as slick inside, but it has a kind of honesty that might lead you to leave the weekend’s trail-seeking plans up to its discretion, rather than planning around it. It sits higher, sees farther, and feels more comfortable with dirt under its tires. Even when it’s just doing normal small-SUV stuff, the Crosstrek carries itself as if it would rather be on the way to a campsite than circling a mall parking lot.

The Seltos Hybrid will make this comparison even more interesting when it arrives in early 2027. If Kia can pair the Seltos’ better packaging and cabin polish with strong hybrid efficiency and useful all-wheel-drive capability, Subaru may have a much tougher fight on its hands. But for now, the choice ultimately comes down to personality as much as practicality.

Buy the Seltos if you want a small SUV that feels more grown-up, more spacious, more tech-forward, and more polished in everyday use. It’s a better fit for buyers who spend most of their time in cities, suburbs, and highways, but still want something with a bit of visual backbone. Buy the Crosstrek if standard all-wheel drive, ground clearance, rough-road confidence, and outdoorsy credibility matter more than screen size or cargo supremacy. It isn’t as dressy as the Kia, but it feels more comfortable getting mud on its jeans.

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No pun intended, but Subaru’s legacy in performance cars started with the Legacy RS. Known (and detuned) in the U.S. as the Legacy Turbo, it was the Japanese automaker’s first serious foray into rallying, while the Impreza WRX eventually cemented it.

From then on, Subaru has offered spicier versions of its road cars, namely the aforementioned Legacy RS and Impreza WRX, along with the WRX STI, Legacy Spec B, Forester XT and STI, and BRZ. Had Subaru not entered motorsport about 35 years ago, the company’s image and fate would be totally different today.

Subaru

Subaru recently established its Product Innovation Division, and within it, the Sports Vehicle Planning Office. That office’s task is simple: to build the company’s fun cars. Chief technical officer Tetsuo Fujinuki recently spoke to Best Car about the future of Subaru’s performance cars.

The executive pointed out that its three upcoming STI-engineered cars show Subaru’s commitment in the performance car arena, all of which have manual transmissions. It includes what is likely to be a more powerful version of the WRX (but not a full STI, presumably), a hotter BRZ, and a hot hatch that could carry the name Impreza TX.

Translated from Japanese, Fujinuki said, “We’ve created a Product Innovation Headquarters and established a Sports Vehicle Planning Office specializing in sports models. We decided to abandon the old way of doing things. Because it’s boring. We’d have a confirmation meeting, then another meeting, and they’d bring out similar materials again.” The fact that an entirely new division was made is a massive commitment and undertaking in itself, further showing Subaru’s serious intentions.

Subaru

With the new performance division, does this mean we can expect more speedy Subarus? “We tried developing it [performance cars] entirely digitally. And it turned out we could do quite a lot. As a result, our development speed increased, and we were able to do more daring things,” said Fujinuki.

Now, this doesn’t mean that Subaru will transform itself into a purely performance brand. It still needs to sell boatloads of Foresters and Outbacks to fund development. That said, additional digital development makes it easier, and more importantly, less expensive to make more STI-engineered vehicles.

Given the company’s investment in the new performance division, one can say that Subaru’s sporting spirit will stay alive as the automotive industry becomes more and more electrified. Subaru is also looking into building electrified performance cars, but details are still murky at the time of writing.

Jacob Oliva/Autoblog

Compact sports cars like the Subaru BRZ and Toyota GR86 used to be far more common a few years ago, now they are part of a rare breed of analog driving machines that rely on handling finesse and driver engagement to wow customers instead of headline-grabbing horsepower figures.

There are a few rivals left, though, with the Mazda MX-5 being the closest, while the front-wheel-drive Honda Civic Si, and entry-level EcoBoost Ford Mustang offer slightly different routes to dishing out affordable driving pleasure.

The Subaru and Toyota, though, are the only two-door, manual, non-turbo, rear-wheel drive coupes out there. They were essentially separated at their mechanical birthplace, but even though they share a platform, an engine, and an assembly line, each claims to have a subtly different personality. So let’s examine whether this is simply a case of cut-and-paste engineering, or whether each of these sports cars offers something unique to the consumer in 2026.

Subaru

Subaru has almost completed its transformation into an SUV-only manufacturer, but there remain a few sporty models in its range. The BRZ being the one that you’d least likely associate with a brand that made its name through rally-bred all-wheel drive turbocharged sedans. It’s the only rear-wheel drive model it sells, and one of only two that can still be had with a manual transmission.

It may be mostly a Toyota underneath, inside and outside, but the bit under the hood is all Subaru, and if you believe the heart of a sports car is its engine, then the Subaru badge certainly deserves its place on this car.

The current lineup offers two main trims: the Limited and track-ready tS, and while each variant adds a few additional features, base is best for most intents and purposes. If you are planning to track your BRZ, the tS trim offers STI-tuned sport suspension and a Brembo brake upgrade. Both trims have the same 228-hp 2.4-liter four-cylinder boxer engine, send their power to the rear wheels through a six-speed manual transmission and come standard with a limited-slip rear differential. Perfect.

There is space for four, but the rear seats are best reserved for luggage rather than people. The modest 6.3-cubic feet of trunk space should be enough for a weekend away for two.

Toyota

The Toyota GR86 offers much the same recipe in a slightly different exterior wrapper. There are three trims for 2026, ranging from the base GR86 to the mid-spec Premium and eye-scorchingly yellow Yuzu edition. You get the same 8-inch infotainment screen and 7-inch digital gauge cluster as the Subaru, as well as the same token rear seats and small trunk.

An automatic option is available for both models, but unless you have a medical condition that requires opting for it, the manual is the only way to experience these cars. Aside from some very minor trim differences, both Toyota and Subaru regularly report that they have tweaked, retuned, and otherwise fiddled with the suspension, steering or shock absorbers from time to time.

Deciphering manufacturer press releases, the BRZ is tuned to be slightly more stable and forgiving, making it potentially easier to push hard on a twisty road. The GR86, on the other hand, features a stiffer rear suspension setup, making it slightly more eager to step its tail out and rotate if you plant the throttle in a corner.

Toyota

When it comes down to the bare specifications, these two are virtually mirror images of each other. Both utilize the same Subaru-sourced 2.4-liter boxer engine, and the same transmission and suspension layout.

The new engine is a big improvement over the older 2.0-liter unit found in the first gen models, but it still requires revving to get the most out of it, and its lack of mid-range torque will have turbocharged hatchback fans wondering if something is broken. But the charm of both the BRZ and the GR86 is in its revvy nature, and the need to keep the engine on the boil with liberal use of the six-speed manual transmission.

A 0-60mph time of under 6.0 seconds is certainly not slow, but you need to work the car to achieve that figure, and the real fun is in the way you interact with the controls. Every control is well weighed, requiring purposeful inputs and a basic understanding of how a naturally aspirated RWD car responds when pushed.

Make and Model

Subaru BRZ

Toyota GR86

Engine

2.4-liter naturally aspirated flat-four

2.4-liter naturally aspirated flat-four

Power

228 hp

228 hp

Torque

184 lb-ft

184 lb-ft

0-60 mph

5.4 – 6.0 sec est

5.4 – 6.0 sec est

Fuel economy

22 mpg combined (Manual) / 25 mpg (Auto)

22 mpg combined (Manual) / 25 mpg (Auto)

Base trim MSRP

$35,860 (Limited)

$31,400 (GR86)

Mid trim MSRP

n/a

$34,000 (GR86 Premium)

Top trim MSRP

$38,360 (tS)

$36,365 (GR86 Yuzu Edition)

2025 Sales Volumes

2,882 units

8,090 units

Subaru

Because these cars roll off the exact same assembly line and are essentially identical under the skin their reliability scores are also virtually identical. Consumer Reports has consistently ranked both of these models at the top end of the sports car reliability scale, being beaten in recent years only by the BMW 2 Series.  

Reliability Score (Consumer Reports)

Subaru BRZ

Toyota GR86

2024

64 / 100

64 / 100

2025

n/a

n/a

2026 (Predicted)

69 / 100

68 / 100

Despite their overall reliability being above average, there have been some issues, especially among track-day enthusiasts who push their cars harder than most. One problem some have come across is the potential for excess RTV silicone sealant from the factory to break loose and partially clog the oil pickup tube, which can lead to oil starvation under extreme high-G cornering. Aside from that, some owners have also reported minor rattles in the cabin and occasional glitches with the wired smartphone mirroring setup.

All things considered, both of these sporty two-door coupes offer a driving experience so similar that you’d have to drive them back-to-back to tell the difference. The slight suspension tuning changes can make a difference when pushing these cars to their limits, but when things are this evenly matched the choice comes down to pricing, and this is where the GR86 wins hands down.

Starting at $34,000 for the base GR86 versus $35,860 for the very similarly specced BRZ Limited makes the cheaper Toyota the default choice for many. In fact, the Toyota GR86 outsold the Subaru BRZ 4:1 in 2025, clearly buyers are highly price sensitive at this end of the market. Part of this sales discrepancy may also be attributed to convenience, there are twice as many Toyota dealerships across the US than Subaru ones. But whichever badge you choose, you’ll be driving one of the best entry-level sports cars of the decade, built to a formula that may never be repeated again.