Subaru

The 2026 Goodwood Festival of Speed has concluded, and for those who followed the event, it should come as no surprise that an all-electric car once again topped the timing sheets. The Ford Super Mustang Mach-E clocked the fastest hillclimb time at 41.97 seconds, driven by four-time Shoot-Out winner Romain Dumas.

Next to the modified Mustang Mach-E was another EV, Formula E’s latest Gen4, which clocked a time of 42.46 seconds with Formula E driver Dan Ticktum behind the wheel. However, a Shadow DN4, a Can-Am racer with an 8.1-liter Chevrolet V8 making roughly 789 horsepower, took third place with a time of 46.30 seconds courtesy of Alex Summers.

One of the main reasons EVs fare so well in hillclimb events is their instant torque, which allows them to accelerate out of corners quickly. Given that the course is only 1.16 miles long, EVs can maximize their performance without facing the problems that could arise in a longer race, such as battery overheating and the added weight becoming a greater disadvantage.

The all-electric Ford SuperTruck and SuperVan also topped the hillclimb in the previous two years, both driven by Romain Dumas, while the all-time record belongs to the McMurtry Spéirling. The EV, known for its “fan car” technology, completed the course in 39.08 seconds in 2022.

The rest of this year’s top 10 included Johan Kristoffersson in a Volkswagen Polo WRX (46.31 seconds), Jordan Pepper in a BMW M3 Touring 24H (46.54 seconds), Travis Pastrana in a Subaru Brataroo 9500 Turbo (46.77 seconds), Jake Hill in a Nissan 300ZX Turbo (48.48 seconds), Florent Moulin in a Dodge Viper GTS-R (48.68 seconds), Callum Voisin in a Porsche 911 Cup Type 992.2 (48.84 seconds), and Ryan Tuerck in a Toyota-Judd Formula Supra (49.01 seconds).

Charlie Brenninmeijer/Goodwood

Aside from the hillclimb, this year’s Goodwood Festival of Speed also hosted several debuts, including the Lexus LFA Concept, the Hennessey Venom F5-M – the world’s most powerful manual-transmission production car – and the Zenvo Aurora Tur. The latter features the world’s most powerful V12 fitted to a road car, producing 1,250 horsepower on its own and 1,850 horsepower with hybrid assistance.

Goodwood’s next motorsport gathering will be the Goodwood Revival, which focuses on historic and classic cars. It is scheduled for September 18–20, 2026.

Goodwood

It’s easy for us here at Autoblog to be biased about manual transmissions. It’s easily our favorite way to drive, no matter how underpowered a car might be. At the end of the day, it’s about control and engagement. But don’t just listen to us. Now, there’s a study that shows driving a manual transmission isn’t just fun for enthusiasts—it’s a legit workout for your brain, especially as you age.

New research led by Nintendo’s famed “brain training” professor, Ryuta Kawashima of Tohoku University, suggests that rowing your own gears keeps your prefrontal cortex sharper than letting an automatic think for you. There’s now proof in the pudding, and we have five great cars you should consider (but not just for your brain health).

IGN

Kawashima’s team looked at how brains respond when drivers use manual versus automatic transmissions and found a clear difference. In a manual car, you’re constantly coordinating clutch, shifter, throttle, and situational awareness, which heavily activates the prefrontal cortex—the region responsible for attention, decision-making, and short‑term memory.

The big claim from the Japanese research is that regularly driving a manual can help maintain cognitive function over time, particularly in older drivers. Because the prefrontal cortex needs ongoing, complex use to stay healthy, that daily manual-gearbox routine acts like brain exercise, similar in concept to Kawashima’s Nintendo Brain Age games but woven into your commute.

Every gear change forces you to judge speed, engine revs, traffic flow, and road conditions, then select the optimal gear and execute the shift smoothly. That multi‑step process is essentially a low‑grade cognitive gym session: frequent, moderate “mental reps” instead of the passive cruise you get in an automatic where you mostly steer and brake.

This “manual workout” may even help reduce the risk or delay the onset of dementia and age‑related cognitive decline, although more research is needed to quantify the effect. What’s clear so far is that drivers using manuals report feeling more attentive, and at least one earlier pilot study found they actually drove more safely when they had to shift for themselves. I have found myself far more attentive and engaged while driving manual transmission cars, having to evaluate situations on the road and coordinating steering, clutch pedal, shift knob, acceleration, and braking as opposed to three of those five aspects.

Mazda

The Mazda MX‑5 Miata might be the purest expression of manual‑driving brain training you can buy. Its light, communicative chassis, rear-wheel drive dynamics, slick six‑speed manual demand constant, precise inputs, keeping you mentally locked into every gear change instead of zoning out behind the wheel. It’s the quintessential roadster that begs the driver to exploit its abilities, thereby engaging the brain far more than even the automatic Miata, which we would strongly suggest avoiding unless a medical condition prevents you from driving a manual.

Mazda

Because the Miata rewards momentum and smoothness more than raw power (its 181 ponies are sufficient, though), you’re always thinking one corner ahead—selecting the right gear, matching revs, and timing your shifts to maintain flow. The quick six-speed manual shifter is a thing of beauty, and you’ll look forward to every gear change. That combination of planning, coordination, and feedback makes it a rolling mental gym session every time you take the long way home.

Honda

We picked the Si instead of the insane Type R largely because the Si a car you can drive as you age and not look like a boy racer. If you want your brain workout baked into the daily grind, the Honda Civic Si is an ideal tool, and the 200 horsepower hits a sweet spot between efficiency and performance. What’s more, the front-wheel drive, manual transmission Civic Si is an affordable gem at just $31,495 base MSRP. Its broad powerband and close‑ratio manual invite frequent shifts in traffic, turning ordinary commuting into a series of micro‑decisions and coordination drills rather than passive, nearly mindless automatic transmission driving.

Honda

Merging, passing, and dealing with stop‑and‑go congestion all require you to choose gears thoughtfully to keep the engine in its sweet spot. That constant cycle of assess–decide–execute echoes the kind of cognitive training Kawashima promotes, but in a format car people already enjoy based on its style, practicality, ergonomics, and comfort.

Subaru

The Subaru BRZ and Toyota GR86 are six-speed manual transmission twins that offer another flavor of brain‑friendly manual driving: modest‑power (228 ponies), rear‑drive precision. Because they don’t overwhelm you with torque (184 lb-ft), you have to choose gears carefully and keep the engine where it can respond, sharpening your level of driving readiness and moment-by-monent decision‑making. It’s a car that rewards the driver with the smallest of inputs that translate to driving delights.

Toyota

The cabin isn’t the fanciest, but it’s purpose built for an engaging driviner experience. The sport seats have excellent bolstering, and the analog gauges and steering wheel remind you that you’re in a sports car the entire time. The shifter is a little on the tall side and shifting is notchy at lower RPMs, but the experience is still rewarding thanks to excellent heel and toe pedal spacing and just the right amount of clutch resistance. Similar to the Miata in behavior, the rear-wheel drive dynamics make both of these cars a pleasure to push around corners.

The performance version of the affordable compact sedan is a driver’s car through and through. Far more than just an Elantra with sporty paint and a spoiler, the N comes with a punchy 276-horsepower turbo‑four and an available six‑speed manual. The Elantra N’s six‑speed manual is deeply engaging, with precise, short throws and a light, well‑assisted clutch that makes stop‑and‑go driving surprisingly easy. Its signature party trick is the automatic rev‑matching, which delivers smooth downshifts with minimal effort.

Hyundai Motor America

The Hyundai Elantra N offers a dedicated N Mode on its 10.25‑inch infotainment screen that shows real‑time telemetry—boost, temperatures, torque, power, g‑forces, and timers—while letting you modify exhaust, suspension, steering, and the electronic limited-slip differential to your preferences. The N is also practical. The center stack and touchscreen are canted toward the driver for optimal focus, and usable storage options are within reach. The grippy faux suede bucket seat inserts hold you in place during spirited driving, and the same material on the steering wheel feels great in the hands.

Ford

Ford has remained faithful to its iconic pony car. Although the EcoBoost turbocharged four-cylinder no longer has an available manual transmission, the V8 Mustang GT and Dark Horse still make use of six-speed manuals. Both cars deliver superb rear-wheel drive dynamics, and their glorious ball shifters bring old school driving delights that also stimulate brain activity. Intellectual Mustang drivers do exist!

Ford

The Ford Mustang GT is priced at $46,560 and houses a 5.0‑liter Coyote V8 good for 480 horsepower and 415 lb‑ft of torque, rising to 486 horsepower with the optional active‑valve performance exhaust. For a more track‑focused choice, the Mustang Dark Horse, with a base price of $63,080, pushes output to an even 500 horsepower from a modified naturally-aspirated Coyote V8 and features upgraded connecting rods, dual throttle bodies, and reinforced cooling. Both cars’ manual transmissions come with rev matching for smooth downshifts, as well as upshifts.

The most powerful effect of driving a manual transmission (aside from the obvious thrills) is improved brain health resulting from regular, everyday use. If you daily-drive one of these manuals, each trip becomes an integrated cognitive routine: scan traffic, plan, select a gear, execute with coordinated pedal and hand movement, then repeat in constantly changing environments and situations. For drivers who already love driving a manual car, you now have even more justification. For those who don’t yet own one, these five cars will do the job, and then some.

$35,000 used to get you a lot of car for the money. For those old enough to remember, you can get a fairly serious sports car or luxury car for that amount, but those days are long gone. With wage stagnation and inflation, buying power is weaker as the average price of cars keeps creeping up, which explains why more people are willing to take 84-month loans for a new set of wheels.

It’s also harder for automakers to build inexpensive cars. The lower the price, the slimmer the margins, and for those in the market for a reasonably-priced fun car, that’s bad news. Frankly, there’s not much volume or profit to be had there, so there’s not much incentive to even try.

Still, at least there are a few automakers providing reasonably-priced thrills. So, with that, here are some fast cars for $35k that you can still buy brand new. Mind you, some expectations have to be managed here, but these are fun car rides nonetheless.

Cole Attisha

We’ll arrange this list in ascending price order, and immediately, some of you will say that the first car here is the best sports car for 35k or less. The Mazda MX-5 currently carries a base price of $30,430, and if we’re talking smiles-to-price ratio here, the little roadster is hard to beat.

Powered by a 2.0-liter, 181-hp engine with 151 lb-ft of torque, it’s not a fast car on paper, but its weight and balance more than make up for it. There’s a good reason it’s still a common sight at any motorsport event. It’s built for purpose, and that purpose is to provide maximum joy for not much cash. It also explains why developing the next-generation model has been proving a bit of a challenge, too.

Mazda

Sometimes, the Miata isn’t always the answer. So, the next car here is another common entry in ‘best sports cars for under 35k’ lists, so it’s no surprise to see the Toyota’s boxer-engined coupe here, too. The GR86 starts at $31,400, which is within $1,000 of the MX-5. Both are front-engined, rear-drive, and come standard with a manual transmission, but the Toyota does provide a more daily-friendly proposition.

That said, the extra power from its 2.4-liter engine is welcome, as its 228 hp and 184 lb-ft don’t need to be worked hard to move the relatively lightweight body. Kids will call it slow, but a sub-6.5-second 0-60 mph run is quick enough, we say. Besides, not everything needs 600 hp.

Toyota

Up next, the Honda Civic Si, ringing in with a base price of $31,495. Admittedly, its stats don’t sound too impressive. It has a 1.5-liter turbo with 200 hp and 192 lb-ft of torque, so it can actually be dusted off by the more pedestrian-looking hybrid model without trying too hard. So, why is this warm Civic still worth mentioning?

Unless you’re willing to spend nearly $50,000 for a Type R, this is the quickest Civic you can get with a stick shift for under $35,000. Also, the manual is the only transmission choice, and it gets a proper suspension upgrade to go along with it. Yes, the hybrid will be quicker on a straight line, but the Si is more athletic around the bends. We also have to say the chassis of the current Civic is good, so this can still be pretty fun.

But if front-wheel drive isn’t your cup of tea, the $32,495 Subaru WRX with its all-wheel drive might be of interest. Now that Subaru has brought pricing back to more reasonable levels, we can actually include the WRX in this kind of list again. Even better is that you can choose between two trims and still be under the $35,000 threshold, even if you factor in handling and destination.

So, how much sport sedan do you get for that money? Aside from standard all-wheel drive, you get a 2.4-liter turbocharged engine with 271 hp and 258 lb-ft of torque, a standard manual transmission, drive modes, and more. We’d gladly recommend going for the manual.

Subaru

We can already see the comments section has a thing or two to say about the four-cylinder Mustang. The thing is, V8 power starts north of $45,000, but the EcoBoost starts at $32,995. Okay, it won’t sound as nice, but if you look at the stats, the ‘basic’ ‘Stang has more than enough punch.

The 2.3-liter turbocharged engine produces 315 hp and 350 lb-ft of torque. Thanks to the close ratios of the ten-speed automatic, this so-called ‘slow’ Mustang can still reach 60 mph in under 5 seconds. For under 35 grand, that’s a lot of performance right out of the box.

Sadly, the Hyundai Elantra N doesn’t make the cut as it has a base MSRP of $35,100. You might have noticed there are no VWs on the list either, and the Golf GTI and Jetta GLI start under $35,000. So, what gives? If you factor in destination and handling, it pushes both cars over our set limit. Still, if you can afford to stretch the budget a little, the three honorable mentions are worth a test drive.

Choices for affordable performance cars are getting slimmer as the years go by, but it doesn’t mean there aren’t good choices out there. Turns out, you can still get sports cars under 35k, along with a pair of capable sport sedans. There’s still hope for reasonably priced sporty cars, and automakers will keep churning them out for as long as there are enough buyers.

Volkswagen

Subaru of America reported its June sales earlier this week, and on the surface it was a strong month: 54,909 vehicles sold, an 18.1 percent jump over the same month last year. One model explains most of the good news. The Forester is on a tear, and it’s increasingly the reason Subaru’s numbers hold strong in this volatile market.

In June, Subaru sold 16,288 Foresters, a 43.6 percent year-over-year increase that made it the brand’s volume leader for the sixth consecutive month. Here is how the top sellers stacked up for the month:

1. Subaru Forester: 16,288

The Crosstrek was right on the Forester’s bumper and logged its best June ever, while the redesigned Outback rebounded 32.7 percent as its new generation reached dealers. Even the WRX got in on the act, spiking 252.3 percent to 1,233 units off a soft comparison a year ago.

But the Forester is the one that matters most for the full-year story. Over six months, Subaru has sold 107,854 of them, up 12.4 percent, making it essentially the only major nameplate in the lineup to be growing. Almost everything else is down: the Outback is off 14.1 percent for the year despite its strong June, the Ascent has slipped 8.7 percent, and the aging Impreza and Legacy sedans have fallen 44 percent and 80.5 percent, respectively.

Subaru

Subaru kicked off the sixth-generation Forester for the 2025 model year, and buyers have clearly responded. The formula is familiar but sharpened: standard Symmetrical All-Wheel Drive, 8.7 inches of ground clearance, the latest EyeSight driver-assist suite, and that upright, glassy body that has always made the Forester easy to see out of. The carryover 2.5-liter flat-four makes 180 horsepower and returns up to 33 mpg on the highway, or about 29 mpg combined in the popular Premium trim, which is competitive for an SUV that comes with all-wheel drive as standard.

Pricing helps, too. The gas Forester starts at around $31,445 with destination, undercutting many of the compact SUVs while still delivering Subaru’s outdoorsy image and strong resale value. It was named a 2026 Consumer Reports Top Pick and ranks first for projected resale value in its class, the kind of credibility that keeps loyal owners coming back.

The bigger change this generation is choice. Subaru now offers a Forester Hybrid, which pairs the boxer engine with an electric motor for 194 combined horsepower and an EPA-rated 35 mpg combined, plus a rugged Wilderness variant with 9.3 inches of clearance for the off-road crowd. That spread lets a single nameplate chase efficiency shoppers, adventure buyers, and value hunters all at once, and it shows up in the numbers.

Subaru

The Forester’s run tells you a lot about where Subaru is right now. Hybrid and electric models accounted for more than 20 percent of the brand’s June sales, so the electrified Forester is arriving at exactly the right moment.

At the same time, the lineup is in transition. The Outback is still finding its footing on a fresh generation, the sedans are fading, the Solterra EV is down sharply, and brand-new nameplates like the Trailseeker and Uncharted are only beginning to ramp up. In that environment, having one proven, broad-appeal SUV doing record volume is the difference between a soft year and a genuinely bad one. If Subaru wants its year-to-date deficit to close before December, the Forester is the model most likely to get it there.

At a time when new-car prices mostly move in one direction, Subaru‘s announcement is a pleasant surprise. The WRX returns for 2026 in six trims: Base, Premium, Limited, GT, tS, and Series Yellow, all powered by a 271-horsepower, 2.4-liter turbocharged flat-four making 258 lb.ft of torque. A six-speed manual is standard on every trim except the GT, with the automatic Subaru Performance Transmission available on the Limited and standard on the GT. Subaru even drew a line back to the beloved 2002 WRX, noting the new car costs about the same, adjusted for inflation, while packing far more equipment.

Subaru

The full price ladder starts with the base WRX at $32,495. From there, the Premium lands at $33,995, which is $3,755 less than the outgoing version. The Limited runs $38,995 with the manual and $39,995 with the automatic, cutting roughly $3,155 and $3,685, respectively. The GT sits at $44,995, down $2,710, and the performance-focused tS matches it at $44,995, also down $2,710. The limited Series Yellow tops the range at $45,995. Destination adds $1,195 in most states. Seeing multiple trims drop in price year over year is genuinely unusual, making the WRX an easier sell against pricier rivals.

Reinstating the base trim matters only if it is worth buying, and Subaru added content to make sure it is. The 2026 base WRX now includes 18-inch alloy wheels, keyless access with push-button start, 245/40 summer performance tires, and a sport-tuned suspension, none of which were previously available on the entry model. Inside sits an 11.6-inch multimedia system with wireless Apple CarPlay and Android Auto, and the standard six-speed manual gets incline start assist. It is a well-equipped starting point rather than a stripped-out loss leader.

Subaru

Arguably, the most meaningful change applies across the range. For 2026, every WRX, including manual-transmission cars, comes standard with Subaru’s EyeSight Driver Assist Technology and DriverFocus distraction mitigation. On manual cars, that means adaptive cruise control with lane centering, lane departure and sway warning, and pre-collision braking, features that manual WRX buyers previously could not get. It is a rare case of a driver-focused car adding safety tech without forcing buyers into an automatic.

At the sharp end, the tS brings STI-tuned electronically controlled dampers, a gold-finished Brembo braking system with six-piston front and two-piston rear calipers, and 245/35 Bridgestone Potenza S007 tires on 19-inch wheels, plus Recaro seats. The GT, offered only with the automatic, pairs Recaro seats with electronically adjustable ride control. The new Series.Yellow is based on the tS and wears Sunrise Yellow, a nostalgic Subaru color, along with matte black wheels, black badging, and yellow interior stitching. Just 350 will be built.

Subaru

The WRX remains one of the last affordable, manual, all-wheel-drive, rally-bred sports sedans on sale, and this update leans into exactly what makes it special. Bringing back an affordable base model, trimming prices across much of the lineup, and finally making safety tech standard on the manual all make the car more accessible without diluting its character. Assembled in Gunma, Japan, the 2026 WRX arrives at dealers in the spring.

The Ford Mustang is one of America’s longest-running sports car nameplates, alongside the Chevrolet Corvette, and has continued to keep its competition on its toes. So much so that, in the first half of this year, the Mustang outsold all of its rivals in the non-premium sports car segment combined, and did so in dominant fashion.

With H1 2026 sales of 28,725 vehicles, the Mustang sold more than seven times as many units as its closest competitor, the Toyota GR86, which sold 4,007 units during the same period. Other models in this space include the Mazda MX-5 Miata and the GR86’s Subaru sibling, the BRZ, which has long struggled for sales in the U.S.

Ford

Part of the reason is that sports cars simply aren’t selling well these days. The market has heavily favored crossovers and SUVs, which offer more practicality and better everyday usability. Reports even suggest that the Chevrolet Camaro, discontinued after the 2024 model year, could return with a four-door body style to make a stronger business case.

Despite these market shifts, Mustang sales rose 22% in H1 2026 compared with the same period last year. Outselling its entire non-premium segment marks the first time the pony car has done so since 2008, while its share of the segment reached nearly 59%.

The press release didn’t explain how Ford achieved such a feat. However, the investments the automaker has made in the Mustang, particularly in the current S650 generation, could offer some insight. The Mustang remains available in a relatively affordable EcoBoost model, while buyers seeking more performance can turn to the GT and Dark Horse.

The Blue Oval has also pushed the Mustang into flagship-performance territory with the Mustang GTD, rather than introducing a direct successor to the Ford GT. On the track, the Mustang competes in prestigious series such as the FIA World Endurance Championship, giving it more exposure and reinforcing its image as a top-tier performance platform capable of racing against models such as the Ferrari 296 LMGT3 Evo.

Ford

For reference, the 2026 Mustang starts at $32,995 with the 2.3-liter EcoBoost engine, while the Mustang GT with the 5.0-liter V8 starts at $46,800. For buyers seeking a factory-forced-induction setup, the Dark Horse SC with a 5.2-liter supercharged V8 starts at $106,090.

Overall, Ford sold 1,006,515 vehicles in the first half of this year. Other highlights included the Explorer remaining America’s best-selling three-row SUV, the F-Series leading the truck segment and outselling its nearest competitor by more than 80,000 units, and the Bronco outselling the Jeep Wrangler in Q2 2026.

Ford

Miata is always the answer, the old saying goes. Unless you need four seats, in which case it is a Golf GTI. In recent years there have been some major changes across the motoring landscape, and the manual transmission has been suffering a slow but inevitable decline.

The Golf GTI, for one, is auto-only, as is the base Honda Civic. The long-running Nissan Versa was a cheap and cheerful way to get a manual shifter, but fans of stick shifts have had to move upmarket to get their fix since it was discontinued last year.

In fact, in some cases, manuals have somehow transitioned into a luxury accessory, with cars like the Porsche 911 and BMW M3 getting special manual variants, and supercars such as the GMA T.50 being sold solely as manuals. Of course, there are still a handful of more affordable manual transmission vehicles around, and we decided to find out which one was the cheapest one of all.

Subaru

Make and Model

Power

0-60 mph estimates

Base MSRP

Volkswagen Jetta GLI

228-hp

6.0 sec

$35,020

Subaru WRX

271-hp

5.5 sec

$32,495

Mazda3 Hatchback 2.5 S

191-hp

7.0 sec

$31,650

Honda Civic Si

200-hp

6.6 sec

$31,495

Toyota GR86

228-hp

5.4 sec

$31,400

Prices are the manufacturer MSRP and exclude destination charges, taxes and other fees.

While the Golf GTI is now DSG only, the 228-hp Volkswagen Jetta GLI is still offered with a manual in its base trim, but even this will be dropped in 2027. The base MSRP is $35,020 before options or fees, and as the DSG is a no cost option, many buyers are avoiding the manual altogether. The Mazda3 Hatchback is another contender for the cheapest new manual car, and the 191-hp 2.5 S Premium trim is $31,650, before charges, and it offers sporty handling if not being quite as quick as the turbocharged Jetta GLI.

Honda’s Civic Si has always been a great drive, and its 200-hp 1.5-liter turbocharged engine is a perfect match for its six-speed manual transmission. It is $31,495 before fees and is the most fun to drive out of the four-door models mentioned here.

Toyota

The Toyota GR86 is an even better enthusiast’s choice if you don’t need the practicality of four doors. The small rear seats are best suited for kids or shopping bags, but it is a great driver’s car, with a well-balanced rear-wheel drive chassis, and the characterful 228-hp 2.4-liter boxer motor is best matched with the standard manual shifter. At $31,400 it offers a lot of sports car for the money.

Subaru’s BRZ twin has a bit more standard kit, but it is priced much higher, at $35,860, so we must look to the turbocharged AWD Subaru WRX for the cheapest manual transmission in the range. It may not have the delicate handling balance of the GR86 or BRZ, but the AWD traction advantage and much more powerful turbocharged engine make it a riot to drive, nevertheless. It also offers the most bang-for-the-buck here.

But none of these cars, however desirable, can claim to be the cheapest manual transmission car on the market today. The answer to that question, as you may have guessed, is Miata.

Mazda

The Mazda MX-5 Miata has been on sale since 2017 yet remains a fresh and class-leading offering that has defied the broader motoring industry’s push to turbocharge, electrify and desensitize every vehicle around. It has undergone several upgrades and refinements over the years, and the 2026 model is available in three trim levels, the cheapest of which is the Sport at $30,430 before taxes.

Base MSRP

$30,430

Engine

2.0-liter inline-four

Power

181 hp

Torque

151 lb-ft

0-60 mph

5.5 to 5.7 seconds

The Miata is the epitome of the ‘just right’ philosophy, and even the base Sport already has (almost) everything you could need in your compact two-door sports car. Smartphone integration is standard, the roof comes down, and you send your gearchange requests to the revvy little engine through a slick-shifting six-speed manual transmission. Job done. The 181-hp power output may sound anemic, but it is plenty for such a light car, and independent testing has shown it to be quicker than most of the abovementioned models to 60 mph.

But speed is just one factor here, as the Miata is also really great fun to drive. It responds quickly to inputs and feels extremely well balanced around corners. It is also fully capable of taking on daily driving duties, and the trunk is big enough for the weekly shop. These are just the sort of all-rounder qualities that spawned that old catchphrase.

Mazda

For our money, we would stretch to the Club trim, as it comes with larger 17-inch wheels, sport-tuned Bilstein suspension, a limited-slip differential and a better audio system. The extra $3,500 brings the base MSRP up to $33,930, which seems like great value. Whether you pick a Miata or one of the other manual-shifters on the list, make sure to keep ticking the manual transmission box on your next vehicle, or we may see it disappear forever.

The 2027 Rivian R2 and 2026 Subaru Trailseeker aren’t direct rivals on paper. Let’s get that out of the way before people start sharpening their pitchforks in the comments section. The Rivian is more expensive and more ambitious. It has far more available power, ingenious storage solutions, elegant style, and a higher ceiling for off-road capability. The Subaru is longer and more wagon-like, significantly less costly, comes with standard all-wheel drive, and has a much more familiar personality. It feels like an electric extension of what Subaru has spent decades effectively delivering its buyers: go-anywhere confidence and comfortable convenience at a reasonable price.

So no, these two electric SUVs aren’t quite the same thing. But plenty of buyers might find themselves cross-shopping them anyway. That’s because both are aimed at the same broad audience: someone who wants an electric crossover not merely as transportation, but as equipment. A tool for trailheads, ski hills, dogs, bikes, camping bins, muddy boots, wet jackets, and those early weekend mornings in picturesque places with no cell reception.

The Trailseeker is Subaru’s interpretation of what an all-electric automotive Swiss Army Knife should be. The R2 is Rivian’s. I drove both, and the difference doesn’t simply boil down to which one is “better.” It’s about which version of the electric adventure-SUV dream you might actually believe in.

Cole Attisha

Specification

2027 Rivian R2

2026 Subaru Trailseeker

Starting price

$44,990, Standard

$39,995, Premium

Top trim price

$57,990, Performance

$46,555, Touring

Power

350–656 hp

375 hp

Drivetrain

RWD or dual-motor AWD

Standard dual-motor AWD

Estimated range

275–330 miles

Up to 281 miles

0–60 mph

5.9–3.6 seconds

4.4 seconds

DC fast charging

10–80% in under 30 min

10–80% in about 28 min

Charge port

NACS

NACS

Ground clearance

9.6 in

8.5 in

Length

185.9 in

190.8 in

Rear cargo max

79.4 cu-ft

74.0 cu-ft

Towing

3,500–4,400 lb

3,500 lb

Rivian lists the R2 Standard from $44,990 with 275 miles of estimated range, 350 hp, and rear-wheel drive, while the R2 Performance starts at $57,990 with 656 hp, 330 miles of EPA-estimated range, dual-motor AWD, and a 3.6-second 0–60 mph time. The Subaru Trailseeker starts at $39,995, rises to $46,555 for the Touring trim, and offers 375 hp, up to 281 miles of range, 150-kW DC fast charging, a NACS port, and a 28-minute 10–80% fast-charge time.

Cole Attisha

The Trailseeker isn’t what most people would call slow. In fact, a large part of its charm is that it feels much, much quicker than how most people expect a Subaru to feel—any Subaru, for that matter. With 375 hp and standard dual-motor all-wheel drive, it gives you the instant, smooth EV shove that makes a gas Outback feel like it’s out of breath by comparison, and it is, in fact, the most powerful factory-stock Subaru ever produced. It’s quick, clean, and confidence-inspiring; one of the best-driving EVs at its price point.

But the R2 offers so much more choice in this matter. The R2 Performance I drove in Park City had 656 hp, which is a deeply unnecessary number for such a vehicle. But the power didn’t feel stupid; it felt useful. Merge, pass, climb, recover momentum—done. No waiting, no drama, no sense that the car was merely performing tricks. The Trailseeker is fast for a Subaru, and it’ll easily outrun more basic versions of the R2, but no version of the Trailseeker is any match for the kind of all-encompassing power the Rivian R2 Performance harnesses.

(C) 2025 Doug Berger | DBPics

The Subaru feels much lighter on its feet than the Rivian. That was true when I drove it at the model’s first-drive event, and it was reinforced at Mudfest, where the Trailseeker proved it could be more than a nicely shaped EV with a familiar badge. It has that low-mounted-battery-pack composure, smooth power delivery, and easy confidence that make it feel less like a sci-fi experiment and more like a genuine Subaru that just happens to plug in. The Trailseeker doesn’t feel like Subaru chased an EV trend and let Toyota do all the shared-platform work. It feels like a logical next chapter for the brand, and like a better-rounded, more enjoyable evolution of the iconic Outback.

Rivian

The R2, though, feels more substantial from the driver’s seat, confidently asserting its heftier price tag through robustly tactile inputs and outputs. It’s quieter, more indulgent, and more composed, giving it a more premium rhythm on the road. Around Park City, it felt boxy and heavy, yet surprisingly easy to place, with nimble handling in Sport mode and enough refinement to keep the cabin calm even as the scenery passed by very quickly.

(C) 2026 Doug Berger | DBPics

The Trailseeker comes standard with Symmetrical AWD, 8.5 inches of ground clearance, X-MODE, Grip Control, and the kind of semi-mashochistic, “go ahead and beat me up” attitude Subarus are known for. Subaru says the Trailseeker was designed with rough roads, muddy trails, bad weather, and snowy conditions in mind. And it works. The Trailseeker feels ready for the sort of places most people might actually take them: forest service roads, ski resorts, soaked campsites, muddy trailheads, and halfway up that one massive pile of hard-packed snow in the parking lot behind every ice rink.

Cole Attisha

The R2 takes things to an even further extreme. With 9.6 inches of ground clearance (more than any 2026 Toyota 4Runner model except the TRD Pro) and meticulous fine-tuning, it felt like an EV actively intended for off-road use, not just one that can handle some occasional turbulence once in a while. In Utah, some of the sections we conquered with the R2 felt Subaru-manageable. Others were much steeper, rockier, and more technical than anything we’d ever consider lugging a Trailseeker through. The R2 just got on with it. The Subaru is still plenty capable for most buyers, but the Rivian can simply tackle so much more.

Subaru

The Trailseeker is the longer vehicle and has a more conventional midsize crossover shape, albeit with somewhat wagon-like proportions that more closely resemble a Subaru Outback than, say, a Forester. It offers 31.3 cu-ft of cargo space behind the rear seats and 74.0 cu-ft with them folded, which puts it right in the zone Subaru buyers expect for real-world usefulness that isn’t excessive. It’s practical in an understandable way: a big hatch, a cavernous cargo bay, an easy-to-use cabin, and adventure-friendly durability thanks to Subaru’s proprietary StarTex synthetic upholstery.

Rivian

The R2 is shorter in length, but makes up for it with clever, trick storage solutions. Rivian boasts 79.4 cu-ft of cargo space behind the first row, but only 28.7 cu-ft behind the second row. A 5.2-inch “frunk” and dual gloveboxes help make up some of that difference, while rear drop glass, all-five-window drop function, and a generally thoughtful cabin layout enhance the SUV’s nature-loving pragmatism with playful flair. But there are some caveats. The R2’s shadeless glass roof became quite hot in Utah’s early-summer weather—hotter so than the air conditioning could make up for, even on its max setting—and the complete lack of grab handles felt like an odd omission in something so clearly meant to leave paved roads in its rear-view. Despite those flaws, the R2’s packaging achievements are still legitimately commendable.

(C) 2026 Doug Berger | DBPics

The R2 might be the more exciting vehicle, but the Trailseeker has its value argument nailed. The most expensive Trailseeker costs $46,555, which is barely above the base R2 Standard and still well below the R2 Premium and Performance. The least expensive Trailseeker starts at just under $40,000—nearly $5,000 less than the cheapest, rear-driven R2 Standard. For that money, Subaru gives you standard AWD, more power, similar if not more range, competitive cargo space, useful (though not as extreme) off-road capability, and a badge that already means something valuable to outdoorsy buyers.

That is powerful. Especially because not every buyer wants to feel like an early-adopter ambassador for the future of software-defined adventure mobility. Some just want a Subaru that can handle the rain, snow, pets, and Costco runs, that just so happens to be powered by electricity, rather than making a big show of it. The Rivian might feel more special, but the Subaru feels easier to justify when the pocketbooks come out.

Cole Attisha

The Subaru Trailseeker is undoubtedly the safer recommendation. It’s cheaper, more spacious in a few key ways, comes with standard AWD, and is deeply aligned with what Subaru buyers already understand and appreciate from the brand’s most coveted adventure models. It doesn’t ask you to reinvent your life around a new brand or even a new means of propulsion. It simply says, “Here’s the Subaru thing you like, now electric.” That’s a solid pitch.

The Rivian R2, on the other hand, is clearly the more compelling machine. It’s pricier and comes with more overt flaws, but it feels more advanced, more characterful, more capable off-road, and more emotionally intriguing. It possesses a sort of cleverness that makes you want to really use it, not just own it for status. The Trailseeker feels like an electric evolution of Subaru, but the R2 feels like a sharper version of an entirely new and unique idea.

That’s why I think this comparison works so well despite the obvious differences. These vehicles speak to the same car-buying fantasy: an EV as an effective and stylish active-lifestyle tool, not merely a commuter appliance. The Subaru makes that fantasy accessible and familiar, and the Rivian makes it feel aspirational. For many buyers, the Trailseeker will make more sense, but for those chasing the pinnacle expression of what an electric adventure SUV can be, the Rivian R2 is a worthwhile pursuit.

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The Subaru Crosstrek is still holding down the fort for the star-spangled brand in America, right up there with the Forester. Sure, it’s lost a bit of steam in early 2026, but it’s still a mainstay in Subaru showrooms and a common sight on the road.

That said, Subaru hasn’t gone wild with updates for 2027. Prices are basically the same as last year – at least on paper. The sneaky bit, however, is the destination charge, which has crept up from $1,420 to $1,475, so you might want to check the math before celebrating.

Trim

2026 MSRP

2027 MSRP

Change

Base

$26,995

$26,995

–

Premium

$27,995

$27,995

–

Sport

$30,625

–

Discontinued

Sport Hybrid

$33,995

$33,995

–

Limited

$32,995

$32,995

–

Limited Hybrid

$34,995

$35,995

+$1,000

Wilderness

$33,795

$33,795

–

For 2027, the gas-only Crosstrek Sport trim is out. From now on, if you want a Sport badge, you’ll have to go hybrid. At least it makes spotting the electrified version a bit less of a guessing game.

Otherwise, it’s business as usual. Gas models stick with the trusty 180-horsepower 2.5-liter BOXER, CVT, and Subaru’s signature all-wheel drive. The hybrid keeps its next-gen setup with 194 hp and a claimed 598-mile range – plenty for your next road trip or grocery run.

Subaru also played with the paint palette. Ignition Red joins the Limited Hybrid, Tidepool Teal Pearl is new, and Sapphire Blue Pearl is now a hybrid-only affair. The Limited Hybrid gets a power moonroof thrown in (which basically explains the price hike), but otherwise the features list is a rerun.

Safety remains one of the Crosstrek’s strengths, with EyeSight Driver Assist Technology standard across all trims.

Kristen Brown

Subaru’s playing it safe with the Crosstrek, and that’s probably not by accident. The Forester is stealing the spotlight with big sales gains, while the Crosstrek has quietly slipped a bit – even though it’s still the brand’s runner-up.

As of June this year, Subaru sold 87,623 Crosstreks – good for second place behind the Forester’s 107,854. But here’s the kicker: Crosstrek sales are down 3% so far this year, while the Forester is up a healthy 12.4%.

Subaru seems happy to let the Crosstrek keep doing its thing. The $26,995 starting price stays put, which should keep buyers interested – even if the sneaky destination fee takes a small bite out of that win.

The 2027 tweaks might fly under the radar, but it’s clear Subaru wants to keep things affordable. If Americans still want budget-friendly all-wheel-drive, holding the price steady could be just what the Crosstrek needs to get its groove back.

Kristen Brown

The 2027 Chevrolet Bolt and 2026 Subaru Uncharted both aim to make EV ownership feel more realistic for more people, but they approach the concept of “affordable EV” with very different packaging and unique senses of style.

The Bolt is the price play. It brings back one of America’s most recognizable affordable EV names with a lower starting price, a useful 262-mile range, faster DC charging, a native NACS port, and a more modern cabin. It still comes with compromises, but they’re easier to forgive because the whole point of the car is accessibility. In my review, I came away thinking the new Bolt wasn’t exactly reborn, but corrected—still soft, still budget-grade, still frustrating in places, but much more livable than before.

Cole Attisha

The Subaru Uncharted is the lifestyle play. It costs more, but it also offers more range in base form, available dual-motor all-wheel drive, more power, more ground clearance, better tech integration, and a more adventurous identity. My time with the Uncharted left me surprised by how convincingly Subaru made Toyota-shared EV hardware feel like something with actual Subaru character, even if other models, like the Trailseeker, do so with much more authenticity.

So this isn’t just a comparison between two cheap-ish EVs. It’s a comparison between the EV you buy because the numbers finally make sense and the EV you buy because you actually enjoy living with it.

Cole Attisha

Specification

2027 Chevrolet Bolt

2026 Subaru Uncharted

Starting price (U.S.)

$27,600 before destination
(LT)

$34,995 before destination (Premium FWD)

Starting price (Canada)

$39,999 before destination
(LT)

$42,995 before destination (FWD)

Drivetrain

FWD

FWD

Horsepower

210 hp

165 hp (Standard Range, Canada-Only)
221 hp (Long Range)
338 hp (Dual-Motor AWD)

Torque

169 lb-ft

198 lb-ft (FWD)
323 lb-ft (AWD)

Battery

65-kWh LFP

74.7-kWh lithium-ion

EPA-estimated max. range

262 miles

308 miles

DC fast charging

150 kW+

150 kW

10–80% DC charge time

About 25 minutes

About 28 minutes

Native charge port

NACS

NACS

Ground clearance

5.6 inches

8.2 inches

Chevrolet lists the 2027 Bolt LT starting at $27,600 before destination in the U.S., with 210 hp, a standard NACS port, 262 miles of EPA-estimated range, and an estimated 25-minute 10–80% DC fast-charge time. Subaru lists the 2026 Uncharted Premium FWD at $34,995 before destination, with 221 hp, 308 miles of range, a 74.7-kWh battery, 150-kW DC fast charging, and a 28-minute 10–80% charge time.

Cole Attisha

The Bolt isn’t underpowered by any means. Its 210 hp output is more than enough for normal city use, and around Vancouver, B.C., it felt responsive as affordable EVs need to be. It has useful immediacy from a stop, enough power for merging and passing, and no real sense that Chevrolet under-motored the thing.

But the Uncharted has a much wider performance scope. Even the base Premium FWD makes 221 hp, while Sport and GT trims jump to 338 hp with dual-motor AWD. Canada gets an even more basic model, simply named “FWD,” which offers just 165 horsepower and a claimed all-electric range of up to 399 km, priced just $2,996 CAD more than the Bolt LT. In the States, the most affordable Uncharted starts at $7,395 USD, higher than the Bolt LT, representing a much steeper jump, but offers superior power, range, torque, and adventure-readiness.

Perhaps most importantly here, Subaru gives buyers the choice Chevrolet doesn’t. The Bolt is front-wheel drive only and offers just one powertrain. The Uncharted offers Canadian buyers a lower-budget trim that more effectively competes with the no-frills base Chevy Bolt LT, offers American buyers plentiful standard battery range and power in Premium FWD trim, and offers the flexibility of optional all-wheel drive and over 330 horsepower in higher trims.

Cole Attisha

The Bolt’s 262-mile EPA estimate is strong for the money, and its 25-minute estimated 10–80% charge time slightly beats the Subaru’s roughly 28-minute figure. The Bolt now also has a native NACS port, which addresses one of the most important ownership issues facing modern EV buyers.

The Uncharted’s advantage is range flexibility. The American-market Premium FWD is rated at 308 miles, giving Subaru a clear win over the Bolt if maximum range is the priority. Move to the AWD Sport and GT trims, though, and range drops to 287 miles and 273 miles, respectively. That still beats the Bolt, but by a much thinner margin. The Bolt gives you a lot of range for a lot less money, but the Uncharted offers superior battery range and capability if you can spend more. So the Uncharted might offer better overall range, but the Bolt offers better range-for-dollar value.

(C) 2026 Doug Berger | DBPics

The Bolt is easy, quiet enough, and simple to live with, but it isn’t especially rewarding from behind the wheel. In my review, I criticized its soft handling, vague steering, and budget-grade cabin. None of that necessarily ruins the Bolt’s pragmatic mission, because this is still a legitimately affordable EV trying to be more livable than before, but it also means the Bolt never really punches above its bargain-EV identity.

(C) 2026 Doug Berger | DBPics

The Uncharted feels more complete on the road and perfectly at home off the road. On Californian canyon roads, it was composed, confident, and more enjoyable than I expected. When I piloted it around an asphalt circuit at Ridge Motorsports Park in Washington, its dynamics held up surprisingly well against pricier EVs like the Hyundai Ioniq 5. And when I conquered off-road courses in the Uncharted—both at Lake Elsinore Motorsports Park and Ridge Motorsports Park, it never so much as flinched at obstacles designed to test the limits of much more capable off-roaders. It still has some shared-platform Toyota sterility, but Subaru’s tuning, AWD availability, 8.2 inches of ground clearance, and added personality make it feel more capable and more interesting than the Bolt.

Cole Attisha

The Bolt’s cabin is practical and improved, but it still feels like Chevrolet modernized an affordable EV rather than reinventing one. The new screens help, the retained physical controls are welcome, and the column-mounted shifter frees up console space, but the lack of Apple CarPlay and Android Auto is a real issue. In my review, I noted that Google’s built-in features could be useful, but the system’s inconsistent responsiveness made the no-CarPlay decision more difficult to forgive.

Subaru

The Uncharted isn’t luxurious either, but it still feels more polished around the edges. Every trim gets a 14-inch touchscreen, wireless Apple CarPlay and Android Auto, dual wireless phone chargers, and a useful safety suite. In my review, I praised the system for feeling modern without being overwhelming, and the cabin for feeling durable, comfortable, and somewhat more pleasant than those of related Toyota C-HR EVs. The Subaru costs more, but inside, it generally feels like you’re getting what you’re paying for.

Cole Attisha

The Bolt is useful because it’s small, affordable, and easy to live with. It makes sense for city drivers, commuters, first-time EV buyers, and households that want an inexpensive electric runabout. It’s the EV you buy when your mission is simple: keep the price down, keep the range usable, and avoid complicating daily life.

The Uncharted is useful in a more Subaru-specific way that the brand’s loyal buyers will likely appreciate. It has 8.2 inches of standard ground clearance, available AWD, available dual-function X-MODE, Grip Control, and Downhill Assist Control. Cargo space behind the rear seats is listed at 20.8 cu-ft in the upper deck position and 23.0 cu-ft in the lower position. That makes the Subaru a more versatile vehicle for tougher weather, more rugged roads, and general outdoorsy weekend use.

Subaru

Generally speaking, the Bolt offers marginally better passenger space in some categories, such as overall passenger volume and front/rear legroom, while the Uncharted edges it out in others, such as front/rear shoulder room and front hip room. The Uncharted, however, offers slightly more cargo volume with the rear seats folded and significantly more with those seats up. Perhaps most importantly for adventurers, the Subaru offers 8.2 inches of ground clearance, whereas the Bolt offers just 5.6 inches.

Dimension

2027 Chevrolet Bolt

2026 Subaru Uncharted

Passenger volume

96.6 cu-ft / 2,735 L

93.6 cu-ft / 2,650 L; 91.7 cu-ft / 2,597 L in GT

Cargo volume, seats up

16.2 cu-ft / 458 L

23.0 cu-ft / 651 L

Cargo volume, seats folded

56.3 cu-ft / 1,594 L

59.5 cu-ft / 1,685 L

Additional underfloor storage

Up to 4.0 cu-ft / 113 L

Not listed

Front headroom

40.0 in / 1,016 mm; 39.1 in / 992 mm with sunroof

39.1 in / 993 mm; 38.6 in / 981 mm in GT

Rear headroom

37.8 in / 960 mm

37.5 in / 953 mm; 36.4 in / 924 mm in GT

Front legroom

44.3 in / 1,124 mm

42.1 in / 1,070 mm

Rear legroom

39.1 in / 993 mm

32.2 in / 817 mm

Front shoulder room

54.6 in / 1,387 mm

58.0 in / 1,474 mm

Rear shoulder room

52.0 in / 1,320 mm

54.7 in / 1,389 mm

Front hip room

51.3 in / 1,304 mm

54.4 in / 1,383 mm

Rear hip room

50.1 in / 1,273 mm

44.8 in / 1,137 mm

Ground clearance

5.6 in / 141 mm

8.2 in / 210 mm

Cole Attisha

The Bolt’s strongest advantage is obvious: its price tag. At $27,600 before destination, the base Bolt LT undercuts the Uncharted Premium FWD by $7,395, carving out a niche for itself as the most affordable EV in the United States, though Canadians still have less expensive alternatives to cross-shop against it. The Bolt RS, at $31,600, still costs less than the cheapest Uncharted.

The Uncharted justifies its price with a better electric range, more power, greater capability, and an overall more pleasurable experience. But if the whole point is affordable, no-frills EV ownership, the Bolt wins the value argument. But perhaps more so in the U.S. market than in the Canadian market, where alternatives like the Uncharted, which is subject to a 15% import tariff in the U.S., are much more accessible, comparatively speaking.

Cole Attisha

The 2027 Chevrolet Bolt might be the more important EV because it makes the electric-car argument legitimately accessible for way more people. It’s cheap by modern EV standards, practical, easier to charge than before, and useful enough for normal life. It still comes with compromises, but in ways that are quickly forgiven once you see the price.

The 2026 Subaru Uncharted is the better all-around EV. It offers better battery range, more power in most trims, more torque in all trims, better tech integration, greater capability, more ground clearance, and more personality. It feels like Subaru took shared EV hardware and gave it enough brand identity to be taken seriously, though criticisms of its lack of “Subaru-ness” remain valid. So the winner depends on what kind of question you might be asking of your next EV.

If the question is, “Which EV makes the most sense for the most budget-conscious buyer?” the answer is the Bolt. But if the question is, “Which EV would I rather drive, use, live with, and recommend to someone who can spend a bit more?” the answer is the Uncharted. The Bolt is the more affordable EV, but the Uncharted is a better, still relatively affordable EV.

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