Way back in the dark ages, Subaru decided to make its all-wheel-drive station wagon a bit more macho, and voila. Some body cladding made it the Outback in 1995.

Fast forward 31 years later, and cladding on a Subaru denotes a far more serious offroad-capable model, as the boxier new 2026 Outback shows.

But now Subaru ups the ante with its latest Forester Wilderness, which has more than just some angular cladding. It gets some copper jewelry to jazz up the chunky design.

2026 Subaru Forester Wilderness Has 9.3 Inches Of Ground Clearance

This is the sixth-generation Forester, specifically what Subaru calls “the most rugged Forester Wilderness yet.” It lives at the top of the 2026 Subaru Forester food chain, which starts with the Base and Premium trim levels.

Immediately evident is its 9.3 inches of ground clearance, a bit more than the fifth-gen predecessor. The same bold black grille remains on our pearl white warrior, but with a bit more angular sculpting and less honeycomb. It digs deeper into the chunky bumper cladding, with copper accents.

The headlights and DRL shape is slimmer than before, above LED fog lights indented into faux side vents in chunky black. Below the slim lower center intake lives a serious looking silver skid plate. The angular black fender flare accents are thinner, with functional rear vents for aerodynamics on the front set. There’s a big hands-width of room between flare and treads on the 17-inch Yokohama Geolander A/T rubber on matte black spoked alloy wheels. The added ground clearance is due to suspension mods and taller off-road rubber.

There are “Subaru Wilderness” badges with mountain range on each front door, and a bronze badge proclaiming “FORESTER” on each sculpted black sill accent. The rear of the Wilderness gets the same attitude as the face, including black bands flowing from smoother, bigger taillights to a slim lower bumper with more bronze accents and a buffer lower skid plate in silver under imprinted “SUBARU.” The hatchback window gets a long white and black spoiler/shade. There’s a chunky, usable roof rack. And let’s not forget the matte black hood decal, a nod to rally and race cars to reduce glare.

The latest Wilderness has improved approach, departure, and breakover angles, compared to the rest of the sixth-generation Forester lineup. The approach angle has been extended to 23.5 degrees compared to 19 degrees. The ramp breakover improves up to 21 degrees compared to 19.6 degrees; and the departure angle edges up to 25.5 degrees compared to 24.6 degrees.

2026 Subaru Forester’s Interior Headlined By 11.6-Inch Touchscreen

Our sixth-gen Forester lives atop the Subaru Global Platform that underlies most of its car-like, and more SUV-like siblings, such as the Outback.

It’s easy to slide into the Forester Wilderness’ dark gray buckets seats, done in supple StarTex pleather with heat and power adjustments for the driver. There are embossed “Subaru Wilderness” logos on head restraints. The dark interior is made up of lots of hard plastic, with some pleather accents edged in bright copper stitching. There’s also a carbon fiber-like copper accent under the faceted plastic passenger dash, also edged in stitched pleather. The adjustable steering wheel has a thick stitched leather rim, with copper accent on the lower spoke. Small plastic paddle shifters in back work eight simulated gears on the CVT, while a button up front shifts drive modes. 

The sixth-gen Forester’s comprehensive interior redesign is centered around a big 11.6-inch touchscreen as part of a higher-mounted dashboard for increased space. The fifth-gen’s climate control knobs, plus some other physical switches, are now integrated as touchscreen controls into the tall display with mixed results.

Audio tuning and volume knobs remain, as do dual-zone temperature and defroster buttons. Fan speed, seat heat and a/c controls are now touchscreen icons. To activate safety systems like lane-keep, you need to tap the “car” icon, then work that menu. X-Mode, which activates off-road and snow settings, can be accessed by sliding the main screen’s upper info screens. Or by tapping the “car” icon again, you can select Snow/Dirt or Deep Snow/Mud on the screen. That’s twice as much to do as with a dedicated button. But really handy – the center screen can show a nose camera video of what you are driving over, or you can switch it to show all-wheel-drive status, roll and dive angle and steering articulation, with climate controls still active below.

More Subaru Coverage (story continues below)

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Subaru Outback Premium Updated For 2026

2025 Subaru BRZ tS Keeps The Manual Flame Alive

As nice and concise as that center screen is, it took up to a minute to boot up all functions like navigation and audio when we started it. And voice-recognition didn’t always understand our instructions. That said, we had HD Radio, plus wireless Apple CarPlay and Android Auto technology to run functions through my smartphone. And we had an inductive charger for phones, although mine slid a bit when driving.

The digital revolution continues inside a hooded gauge. Its screen has an 8,000-rpm tach display (configurable info inset) paired with a 160-mph speedometer. In the middle, a digital speedo joined by the EyeSight safety system screen showing vehicles in front, behind and in the blind spots, plus posted speed and other safety info. You can also pop the navigation map in the middle, or just cue up turn-by-turn directions in the tachometer info window. 

The center console gets USB slots over that phone charger, cup holders, copper-accented shifter and a button to pop on surround-view cameras. The padded center armrest hides some decent storage.

Head aft, and while the rear wheel-wells do intrude a bit, the back doors open to a roomy bench seat within a 104.9-inch wheelbase. It sits high, with lots of leg and head room, air vents and more USB points.

The rear cargo area is under a power hatch that rises high. It’s boxy and very usable with textured rubber mat. The floor mats are spill-catching rubber. There are outboard grocery bag hooks and a remote mechanism to drop the 60/40 rear seatbacks. All in all, practical and comfy.

Subaru Forester Boxer Engine Continues For 2026

Subaru has long adopted a different mode of propulsion for its vehicles, namely a horizontally-opposed Boxer (like an old VW Beetle, only water-cooled). For 2026, the familiar 2.5-liter four-cylinder that makes 180 hp and 178 lb-ft of torque feeds power through a continuously-variable automatic (belts and pulley vs. gears), with an 8-speed “manual” mode that you can “shift” via paddle shifters. An uprated transmission cooler offers an increased towing capacity of 3,500 pounds, up 500 from the past and the highest towing capacity ever offered on a Forester, Subaru said.

It is all-wheel-drive, with Intelligent (fuel efficient) and Sport modes for pavement driving.

Our 7,500-mile-old Boxer four gives off a sweet chuffing exhaust note under load, and is sprightly in response, more than enough power for commuting purposes. The CVT does a nice job of mimicking an 8-speed automatic most times, up- and down-shifting as demand ebbs and flows. But when we launched hard from a stop in Intelligent mode, the engine revved to 5,800 rpm, then mostly held there as the CVT’s belt and pulley changed ratios – we hit 60 mph in 8.5 seconds. In Sport mode, it launched a bit quicker, with a sportier exhaust snarl. But as speed climbed, the CVT hit about 6,000 rpm as it again worked its ratios, 60 mph in 8.5 seconds. In mixed driving modes, we saw just about 21 mpg on regular.

With taller off-road rubber and fully independent coil spring suspension (double wishbone in back) retuned in 2025 for a nicer ride, the Forester Wilderness’ all-wheel-drive system now has a faster center differential lockup and reduced wheelspin when off-roading, and incorporates steering angle data for better stability at turn-in and cornering on higher-speed roads, Subaru says. It also has Dual-Function X-MODE – Snow/Dirt for slippery surfaces like gravel or snow, or Deep Snow/Mud for that stuff, allowing more wheelspin to maintain momentum. Subaru also installs underside skid plates for when you cruise off-road.

So we went off road, tackling a grassy lakefront shoreline, where we found the suspension nicely handled bumps and divots with no harsh rebound or head tossing. Set in X-Mode Snow/Dirt – you can only do that up to about 20 mph – traction was solid in slippery areas, and if there had been any branches or ant hills, the skid plates would have helped. It also remained sure-footed in dirt and gravel, and we liked the 180-degree view nose-mounted camera to see where we were headed.

On the highway, speed bumps were handled quickly, suspension just taut enough in response to bumps and again, no rebound afterward. The overall ride was quiet and composed, the steering direct in Intelligent, a bit tighter with more feel in Sport. When we tackled some corners it was nimble enough for a slightly tall wagon. It was neutral in an arcing turn with a decent turning radius too.

There’s a bit of understeer when we pushed it harder in our skid pad, but controllable. Our 12.4-inch front/11.8-inch rear disc brakes had a solid pedal feel and decent bite. The auto-engine off does refire the Boxer four with a slight wiggle, but it doesn’t transmit into a drivetrain lurch at a stop.

The new Forester Wilderness looks like it can get into the weeds, and can to a point. But it also does very well as a daily commuter, agile and quick enough to make the drive on- and off-road fine.

The sixth-generation Forester starts at $29,995. Our Wilderness model based at $38,385 with the $2,200 digital gauge display/11.6-inch center display, harmon-kardon audio and power tailgate options. Final price: $42,035.

Bottom line: The Subaru Forester Wilderness is a right size for handling a family, commuting and some gentle off-roading. It’s also got great grip on and off-road, and fairly nimble when it needs to be. I’d love to try it in the snow.

2026 Subaru Forester Wilderness Specifications

Vehicle type – 5-passenger 4-door compact all-wheel-drive SUV

Base price – $38,385 (As tested – 42,035)

Engine type –DOHC, 16-valve Boxer four

Displacement – 2.5 liters

Horsepower (net) – 180 @ 5,800 rpm

Torque (lb-ft) – 178 @ 3,700 rpm

Transmission – 8-speed CVT

Wheelbase – 104.9 inches

Overall length – 182.9 inches

Overall width – 81.2 inches w/mirrors

Height – 69.3 inches

Front headroom – 40 inches

Front legroom – 43.3 inches

Rear headroom – 37.7 inches

Rear legroom – 39.4 inches

Cargo capacity – 27.5 cu. ft./69.1 w/rear seat down

Curb weight – 3,675 lbs.

Fuel capacity – 16.6 gallons

Mileage rating – 24-mpg city/28-mpg highway

The post 2026 Subaru Forester Ups Its Game With Wilderness Trim appeared first on EV Rider.

It’s hard to believe that mainstream EVs have been around long enough that they are already entering second, or even third generations.

But here we are, with the Toyobaru twins – the Subaru Solterra and Toyota bZ4X – not only getting mid-cycle facelifts, but more power, extended range and a NACS-capable charging port. Say hello to Tesla Superchargers for a re-juice.

In fact, as we see on our 2026 Subaru Solterra Touring, a lot has changed since the first one hit U.S. shores in 2022. Oh, in case you are wondering – Subaru chose a real-ish name for its version – “Sol” as the Latin term for sun, and “Terra” meaning earth – get it?

2026 Subaru Solterra Touring XT Styling Updates

The main design change comes in the nose, losing the shield-shaped grille in between arrow-shaped headlights, now gaining a gloss-black mini-grille with a backlit Subaru multi-star logo flanked by stacked LED DRLs over new, inset headlights. An air dam is under a center inlet below, flanked by inlet-like accents. White, plus black and our pewter silver models of this EV crossover also get body-colored fender trim around the wheels, versus black, for a cleaner look as compared to the last-gen. As part of shared Toyota and Subaru design language, fenders front and rear get prominent geometric flares.

The charge port is on the passenger-side front fender, moved from the driver’s side so you can more easily drive up to, then connect at most Supercharger units. A long clamshell hood with gloss black at the sloped windshield’s base lifts to show EV electronics and not a frunk.

In those squared-off flares live 10-spoke silver and gray aero alloy wheels shod in 20-inch Yokohama Geolander rubber. The design between tires is shared between Toyota and Subaru – flared lower sills under gently sculpted flanks. Subaru’s differences are gloss black window pillars and roof with a non-opening, panoramic glass moonroof with a power shade. Both get a split rear window spoiler/shade and spoiler wrapping around the top of slim LED taillights, whose framing slashes into the tail.

More Toyobaru sharing – black lower rear bumper with aero accents. It’s a sleek yet angular crossover with high beltlines that rise as they head aft under a visually low roof to add sleekness.

2026 Subaru Solterra Touring XT Interior Improved For 2026

The gray and black StarTex pleather seats are crossover height for an easy slide in. The mid-cycle refresh adds a new 14-inch Subaru Multimedia touchscreen with Apple CarPlay and Android Auto compatibility

Drivers face a squircle steering wheel with a comprehensive set of buttons in front, and small paddles in back that adjust regenerative braking. The redesigned 7-inch gauge display loses its indented design from the previous model, going with a higher placement with configurable display.

You have a digital speedometer circled by a power/regenerative use graph, with changeable information for audio or other uses. It also shows range and battery percentage, plus regenerative braking level. It’s all easy to see thanks to the flattened steering wheel. It also shows when the X-Mode snow/dirt drive mode and hill descent control are activated.

New for 2026 is a standalone 14-inch center display with navigation, audio and car system controls down one side, and more touch icons for seat heat/cooling and heated steering wheel. Climate controls retain physical knobs for dual-zone temperature, with temperature displays inside. Fan speed and vent position are also touchscreen icons over a central volume knob. 

Not much else is buried too deep in screen menus except some of the EyeSight Driver Assist tech, like lane-keep, cross-traffic alert and more. I liked the display that warned when traffic was passing in front of us at intersections. But some displays, like all-wheel-drive mix, are a tap or two away. I wish I could get that displayed on the gauge screen.

Other updates include a wider center console with twin inductive phone charge trays under that volume knob. My cellphone slid on its less-than-grippy surface. There’s also an interesting gearshift. You depress the rubberized collar on the shift knob, then select “Drive,” “Reverse” and “Neutral” – “Park” is a separate button. Drive mode (Eco, Normal, and Power) and X-Mode are nearby; so are camera and Auto-hold controls, and an X-Mode speed set for slippery driving. 

The front seats are power adjustable with dual memory for the driver. They have a supple faux leather that is comfortable and supportive. An accent light strip divided the gray and white dashboard, but don’t look for a passenger glove box. Instead, there’s storage space under the center console, while the center armrest opens from left or right and has adequate space.

Back seat room is good with decent head, leg and foot room, with rear a/c vents, outboard heat and USB ports. They sit a bit low, but that’s fine. Rear cargo space under a high-lifting power hatch is good with a security cover and underfloor storage.

Overall, it’s a cleanly redesigned, user-friendly and well-built, if slightly plastic interior, ready to handle four adults, and not show any wet weather activity, thanks the rubber floor mats.

The biggest change in the 2026 Solterra is under its steel and aluminum skin, where there are performance, range and charging upgrades.

2026 Subaru Solterra Gets Higher-Capacity Battery, Faster Charging

There’s a 74.7-kWh  Lithium-ion battery, which can deliver an estimated range of over 285 miles. Subaru says that’s about 25% better than the 2025 model. Our XT trim also had a new 338-hp, dual motor system that is nicely boosted from the last version’s 215 hp, making for an all-wheel-drive system that Subarus are known for. There’s faster 150 kW DC charging and a standard NACS (Tesla-style) plug that can access most Tesla Superchargers (V3 & newer). Subaru says that equates to a 10% to 80% charge in less than 35 minutes. Onboard AC charging has been increased to 11 kW.

We drove most in Eco mode, which offered more than enough motivation. When we tapped into the all-wheel-drive front/rear split screen, we found a nice mix of drive under power. Launched in Eco, there’s a brief, slow launch, then a surge to 60 mph in 4.2 seconds, which is plenty fast for a mid-range SUV. Set in Power mode, the 4,510-lb. Solterra surged on pedal tip-in to hit 60 mph in a quick 3.9 seconds. Passing power is really there when needed.

The left paddle invokes different levels of regenerative braking, four bars meaning we had immediate slowdown/max regen upon lifting off the accelerator. It slowed us to about walking speed, but not a stop – good enough, but I’d prefer the full stop mode some EVs offer.

We started our affair with our 1,083-mile-old Solterra with a 96% battery charge and an indicated 262 miles of range. Three days and 82 miles later, I was down to 67% battery charge and 180 miles range, which means that miles used matched estimated range. We drove flat Florida roads on full regen brake setting, which fed a mile or two back to the battery pack in stop-and-go driving. Subaru says it gets an EPA-rated 105 MPGe highway, and 128 MPGe city.

It took me 15 minutes to get it to 80% charged at a non-Tesla NACS Level 3 charger and another 10 minutes to get it to 90%, showing an estimated 244 miles of range – up to a claimed 278 miles on a single charge. That’s a pretty good charging time, showing one of the advantages of the new lithium-ion pack.. Subaru says the Solterra can go from 10 to 80% of charge in about 30 minutes. DC charging cost $9.64, which more than two gallons of gas would have, according to AAA averages. One note – a bone-chilling 40-degree night saw the battery lose 4 miles of range just sitting in my driveway.

It’s also worth noting that here in Jacksonville, home charging costs 11 cents per kWh while Electrify America charges 56 kWh to DC fast charge, illustrating the big price difference between AC home charging and DC fast charging when traveling.

EV Rider’s Bill Bortzfield ran into a charging hiccup during his Solterra jaunt. After an AC charge session, the Subaru’s provided Lectron J1772 adapter wouldn’t release from the NACS port. His troubleshooting steps of cycling through lock and unlock didn’t work. In the end, he released the adapter by finding a manual release cable with yellow pull tab under the hood. Based on what Bill found on a Facebook Solterra group, it appears some owners have run into a similar issue.

During the same charging session, the Solterra throttled the power it would accept to 32-amps, despite him using a 48-amp 240v charger on a 60-amp circuit. Bill checked the Solterra’s charge settings to ensure its AC charge rate was set to “Max.” He cycled through settings to see if lowering, then raising the maximum charge rate would force a return to its factory rated 11 kW peak AC charge rate. During an earlier charging session on the same home charger, the Solterra did peak at its rated 11 kW.

Being a Subaru, the 4-wheel independent suspension has a generous 8.3-inches of ground clearance, along with standard all-wheel drive, plus X-MODE with snow/dirt and deep snow/mud modes with Downhill Assist Control for low-grip or off-road capability. It’s retuned suspension provided a very comfortable ride, taut enough to absorb bumps easily, with no tight head-toss on rebound. The car is very quiet. The design offers a decent coefficient of drag with no wind noise from body or mirrors at speed. There’s just a hint of tire noise at 60 mph.

The Solterra took exit ramps under power neutrally. Push hard in a sharper turn and there was understeer and some body roll, while a run around our skid pad saw a tad more understeer and some traction control, but it was easy to handle and expected. The brake pedal had a direct feel with immediate bite, showing no fade after hard use, but some nose dive. Steering had a direct and well-buffered feel in Eco mode, a bit tighter and direct in Power mode. I’ve driven more rewarding EVs in this design range, but this is what Subie owners want – comfort, combined with good handling.

We tried X-MODE on a grassy field, finding an off-road display with tilt and yaw and multiple cameras, plus a transparent view of what’s under you off-road. It delays a front camera image and layers it under an outline. The ride was still very comfortable, absorbing bumps, while traction was perfect, which is good for beach and dirt trail riding. X-MODE reduces engine power and allows individual wheel brake application to rein in wheelspin and maintain grip. There’s even adjustable “Grip Control.” that can you set at low, mid and high speed so you can let the Solterra move along as you steer and brake. X-MODE can only be activated under 25 mph, and will only work under 18 mph.

Subaru’s EyeSight driver-assist technologies also include pre-collision braking, blind spot monitors, lane departure alert, a panoramic view monitor and smart cruise. Side and nose cameras are also included., so you’ll hopefully see what you are missing.

A base 2026 Subaru Solterra starts at $38,495 MSRP, which is the same price as the outgoing model. Our Solterra Touring XT starts at $45,555, with only two options: $495 smoked carbon two tone paint, and $207 rubber floor mats. The final price was $47,500.

Bottom line: Geometric design that says Subaru, good battery range; quick and convenient charging, and Subar acceleration. It’s a nice EV choice with room to grow in.

2026 Subaru Solterra Touring XT Specifications

Vehicle type – 4-door, 5-seat all-wheel-drive EV sports utility wagon

Base price – $45,555 ($47,500 as tested)

Powertrain – Front synchronous AC motor with 224 hp and 198 lb-ft of torque/Rear synchronous AC motor with 117 hp and 125 lb-ft of torque

Horsepower (combined) – 338 @ 5,800 rpm

Battery pack – liquid-cooled lithium-ion

Transmission – Direct drive front and rear

Wheelbase – 112.2 inches

Height – 65 inches

Overall length – 184.6 inches

Overall width – 73.2 inches

Ground clearance – 8.3 inches

Front headroom – 38.6 inches

Front legroom – 42.1 inches

Rear headroom – 37.1 inches

Rear legroom – 35.3 inches

Cargo capacity – 24 cu. ft./64 w/seats folded

Towing capacity: up to 2,700 lbs.

Curb weight – 4,499 lbs.

Range: Claimed 278 miles

EPA MPGe rating – 105 city/128 highway

The post Subaru Solterra Gets Substancial Overhaul For 2026 appeared first on EV Rider.

For the past 37 years, Subaru’s Outback was based on its Legacy station wagon and sedan, with a raised ride height, all-wheel-drive and some chunky cladding to macho it up.

But for 2026, that Subaru’s legacy now turns from wanna-be SUV, to SUV-lite. The rounded wagon becomes a boxy SUV-like shape that still packs a BOXER (flat) four engine, all-wheel-drive, and even bolder cladding.

And yes, with the same 8.7 inches of ground clearance and X-MODE, we could (and did) play off-road.

At its birth, the Legacy-based Outback was just a station wagon/sedan with some macho cladding. But as its generations grew, so did its off-road mods, like more serious rubber, added ground clearance and a more defined look – plus “Save the Whales” and “Save The Trees” bumper stickers, a paddleboard on its roof rack, or even a Jet Ski on a trailer.

For 2026, Subaru Outback Premium Bulks Up Exterior Design

For this seventh-gen, Subaru ditched the car body, but didn’t change the basics. The 108.1-inch wheelbase remains, while the overall length grows almost a half inch to 191.7 inches and it’s an inch taller. The SUV-like redesign was also done as sales for 2025’s Legacy-based Outback dropped just over 6% from the previous year.

The aluminum clamshell hood is just over waist high, fronted by a tall vertical gray grill under gloss black over a slim black lower intake and chunky brush guard, flanked by LED fog lights in boxy bumper corners. Slim LED DRLs accents the hood line’s upper corners, with headlights underneath.

More black body cladding with vents and notches frames P225/60R18 all-season Dunlop Grand Trek tires on gray geometric spoked alloys. The doors in between gain notched lower sills. Burly (and functional) roof rack bars add height to the tall wagon, while the back bumper is chunky under an LED lightbar and taillights. The back window gets a big black shade with sculpted, swept-back D-pillars.

It’s a more purposeful Outback, appearing bigger than it is, and certainly looking more capable to play off-road.

2026 Subaru Outback Premium’s New Interior Gets Smooth Makeover

The new Outback’s interior is dominated by a 12.1-inch center screen, and a 12.3-inch gauge display, the design gaining a nice padded tweed-like cloth on the doors and dashboard, all other surfaces done in padded dark gray with touches of dark plastic wood inserts. But despite the digital revolution, the redesign does not eliminate all the needed buttons.

Changing to an SUV-like shape also benefits those getting into the new Outback, since the seats are just about high enough to slide right into. Underfoot, black rubber mats for those days when snow or mud greets the driver, with neatly done carpeted mats just in case you want something different underfoot.

Those gray and black seats, done in supple StarTex pseudo-leather, were comfortable and mostly supportive. The driver gets a heated seat (turn it off, or it stays on after you restart the car) and warmed steering wheel. The driver also gets power adjustments, while the passenger goes manual.

Subaru keeps some necessary manual controls as it moves into touchscreen systems, volume as well as dual-zone heat knobs. There’s an inductive phone charging pad under it, but it’s so wide my phone just slid. It also has two USB ports.

The center console includes cup holders, electronic parking brake and decent storage under the padded center armrest. The base audio system sounded good, with wireless Apple CarPlay, Android Auto and HD Radio. There’s also voice command, triggered by saying “Hey Subaru,” for many features. It’s nice to see this feature moving beyond luxury cars. That said, the voice command and some screen features take a few seconds to boot up when you start the Outback.

The rear doors open almost 90 degrees to access a bench seat with decent adult head and leg room. There are rear vents and USB ports. The power aluminum rear hatch opens high to access a big cargo area with a textured rubber mat with lips to prevent mud or snow drip spillage. It’s expandable via split rear seatbacks. There’s also a bit of storage under the floor.

2026 Subaru Outback Premium Keeps BOXER Heritage

The Outback sticks with a naturally- aspirated 2.5-liter BOXER (flat) four with 180 hp and 178 lb-ft of torque at 4,800 rpm, power funneled through a Lineartronic CVT with 8-speed manual mode function and paddle shifters to all-wheel-drive. There’s no drive modes, just an X-MODE mud and snow option.

The continuously-variable transmission’s belt and pulley do a decent job of simulating up- and downshifts as it strives to get some fuel economy in our 3,741-lb. Outback. Initial response at throttle tip-in was quick as the engine revved up to 6,000 rpm, briefly holding until it settled down to about 5,100 rpm as the CVT shifted ratios enroute to hit 60 mph in an OK 7.9 seconds.

CVT “downshifts” were quick enough when passing power was needed, the opposed 4-cylinder engine giving a bit of classic VW Bug exhaust note. Slap the gearshift left for manual operation, or “shift” vi small paddles on the wheel. The auto-engine off system cleanly stills the motor at stoplights to save gas, but was a bit slow re-firing as I went from brake to gas. Fuel mileage was about 25 mpg.

To compare, a 2,000-mile-old 2020 Subaru Outback XT I tested back then – the one based on the Legacy but with a turbocharged 182-hp engine – got to 60 mph in a quicker 6 seconds. And it got about 21 mpg.

The Outback gets 8.7 inches of ground clearance on top of independent suspension front and rear. The result was a comfortable ride that soaked up every bump quickly. There was occasional bounciness off sharper edges that damped quickly for a very quiet ride.

The Outback handled off-ramps with no understeer, all-wheel-drive sending traction where needed. There was only a bit of body roll due to the ground clearance. Push harder in tight right-handers and again, the Outback hangs on with no drama. Pushed on our tight skidpad, gentle understeer was controllable and easy to deal with. Active torque vectoring taps the inside front brake to push more power to the outside front wheel and reduce wheelspin.

Steering was accurate, with a bit too much power assist for my taste. The brake pedal had a bit of travel before biting. There was lots of ABS at lockup, but it stopped well with a bit of nose dive. There was a hint of fade only after serious repeated hard use. Being a tad taller meant a bit of sideways wiggle during some winter storm crosswinds.

2026 Subaru Outback Premium Exudes Off-Road Vibe

We did get a chance to use X-MODE, which optimizes the engine, CVT and all-wheel-drive for low-traction snow, mud, dirt or steep inclines, generally working at speeds under 12–20 mph. With a well-controlled and comfortable suspension, we easily tackled soft dirt and a recently crushed asphalt parking lot chunks as well as a rutted grassy field. The suspension easily rebuffed every bump quickly, and it crawled easily over every soft or rugged patch with no traction loss

The Outback has EyeSight Driver Assist Technology. It monitors where the driver’s eyes are, nagging you with a message on the gauge display if your peepers stray too long on the radio or a passing Ferrari. The system has automatic emergency braking when driving forward or in reverse, and adaptive cruise control with gentle-but firm lane centering and haptic steering wheel feedback. It’s very sensitive – stray an inch out of lane and it warns you, almost autonomous in its lane keeping – along with messages to pull over for a rest if you don’t stay straight and true.

The center safety display shows cars ahead, and alerts you to those in the left and right rear blind spots. A series of three LEDs in a head-up display alert you to a vehicle ahead, or if you stray out of lane. It’s a bit like a safety nanny, beeping at many infractions, but you can selectively back off some of it via the center display’s menus.

The base Subaru Outback starts at $34,995, with lots of what we had standard. Options included that nice $395 Deep Emerald Green Pearl paint, and a $2,270 option package that included the 12.1-inch center screen, power moonroof, heated steering wheel, wireless phone charger and rain-sensing windshield wiper for a final MSRP price of $39,110.

Bottom line: A station wagon – excuse me, small SUV-ish wagon that can commute, or hit some picnic trails out back with the family in style.

2026 Subaru Outback Premium Edition Specifications

Vehicle type – 4-door, 5-seat all-wheel-drive sports utility wagon

Base price – $34,995 ($39,110 as tested)

Engine type –aluminum 16-valve DOHC boxer 4-cylinder

Displacement – 2.5 liters

Horsepower (net) – 180 @ 5,800 rpm

Torque (lb-ft) – 178 @ 4,400 rpm

Transmission – CVT automatic with 8-speed manual mode and paddle shifters

Wheelbase – 108.1 inches

Height – 67.5 inches

Overall length – 191.7 inches

Overall width – 74 inches w/mirrors

Ground clearance – 8.7 inches

Front headroom – 40.5 inches

Front legroom – 43 inches

Rear headroom – 40.5 inches

Rear legroom – 39.5 inches

Cargo capacity – 34.6 cu. ft./80.5 w/seats folded

Towing capacity: up to 2,700 lbs.

Curb weight – 3,741 lbs.

Fuel capacity – 18.5 gallons

Mileage rating – 25 mpg city/31 mpg highway

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When people ask me – and they have for years – what’s my favorite road test vehicle, I tell them.

Many do not believe me when I say the Toyota GR86, and its clone, the Subaru BRZ.“You mean, it isn’t the Corvette, or Mustang, or Bugatti?,” they ask.

Nope, my fave is a rear-wheel-drive two-plus-two coupe with a 6-speed manual transmission – automatic available – and “just” 228-hp. Plus, the price is below $40,000, not bad these days. The only alternatives are few – the admittedly cool Miata, or the Ecoboost inline-4 Mustang that I just tested.

So here’s the ultimate BRZ – this red tS – with upgraded Brembo disc brakes, specially-tuned struts and dampers, and a “Sport” button.

OK, here’s some history to back up my love of this 167-inch-long coupe jointly developed by Toyota and Subaru. It was introduced in 2012 with a 200-hp flat four that helped keep the hoodline low.  It shared some bits with a Toyota Scion (look it up) amd today has a 53%-front, 47%-rear weight bias and a low center or gravity.

2025 Subaru BRZ: One Of The Few 2-Doors Left Standing

The basic shape, then as now, was a classic fastback coupe. The Toyota and Subaru were almost identical, with minor differences in nose and tail designs and some side details. This second generation BRZ, in 2021, had a similar silhouette, but got more aggressive in its details. 

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The nose has slim, almond-shaped headlights with LED swoosh daytime running lights (DRLs) over aggressive lower corner intakes with black accents inside. The 6-sided grille goes gloss black over a deep air dam. The deeply-drooped aluminum hood had a bit of Porsche Cayman in it, to great effect, meeting a neatly raked windshield.

The front fenders get aero-sculpting as they flare aft to frame functional side vents, and neatly encircle P215/15R18-inch Michelin Pilot Sport rubber on thin-spoked gray alloy wheels with bronze Brembo brake calipers inside. The lower vent line flows aft to become flared sill, again to good effect as they add some edginess to the flanks. 

The fastback window is not a hatchback. The trunk lid ends in a tall, swept-up spoiler added to the trailing edge, with slim LED taillights at each corner, connected by a black bar. Two largish exhaust tips are framed by a black lower fascia.

The whole deal looks low, wide and well planted. I liked how the wide rear Michelin’s were visible peeking out from the short rear end’s minimal overhang. The roof is just about as high as my waist.

Can A Young Family Live With A Subaru BRZ?

Yes – sorta.

My spouse and I are 6-foot-tall, so we folded down into the BRZ and planted our 9-year-old grandson in the back seat. Criss-cross, apple sauce, he fit, with inches of room between his knees and the back of the front seat, while the adults still had room. Many would consider this a sports car with a cozy cockpit, driver-oriented controls and enough tech to keep driver and passenger happy. As part of its earlier 2022 model year update is a more driver focused design in black with touches of red in the instruments and control lighting.

2025 Subaru BRZ’s 2+2 Interior Is Comfy, Cozy

You drop into deep, very supportive and comfortable Ultrasuede and leather bucket seats with manual adjustment, decent side bolsters and inserts with blue striping and stitching. The steering wheel gets a grippy, leather-wrapped rim with the usual stereo, trip computer and phone controls in front. The last-gen analog gauges are now a customizable 7-inch digital display under a suede-trimmed cowl, padded dashtop framing it, with hard black plastic below.

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The gauge display has a 9,000-rpm tach dead center, a digital speedometer inside with drive indicator, and gas and temperature bar graphs. The left display can be switched to audio, trip meter, G-force and more. In Sport and Track mode, the tach becomes a linear graph for a quick read at speed, with a 7,500-rpm redline. Wit h Subaru’s eye toward safety, the display’s left side also flashes if you close in too quick on a car ahead.

The dashboard design is less busy than the last generation, with jet intake-like a/c vents at the outer edges and a tubular section in front of the passenger. Center stage over slim air vents is an 8-inch infotainment touch screen with Apple CarPlay and Android Auto (not wireless), Bluetooth, rear camera and SiriusXM with apps, although there’s no HD Radio. Instead you’ll make due with a regular AM/FM tuner. Dual-zone climate control integrates main functions into dials below with integral displays, then buttons handle the rest.

The front seats get dual-level heat along with a heated steering wheel. The seats, while manual in height, rake and slide, could be perfectly configured. They’re comfortable and supportive due to just-right bolstering, and include blue shading in the grippy cloth inserts. There’s also nice blue striping in places like the gearbox leather boot. While there’s a bit of hard plastic around, at least the doortops get padded suede. There are cup holders in the door, and behind that shifter. Seat heat controls join drive and Track mode buttons, plus stability control. 

Since this is a 2+2 coupe, the rear seats are made for kids with folded legs, or your luggage, or a pet. You can fold them down to expand the shallow but wide 6.3-cu.ft. trunk to fit four race tires and tools for track days, Subaru says. The BRZ also includes rubber floor mats.

One downside, the gauge and center display fade out in morning and afternoon sun. Outside of thaqt quibble, it’s a comfy, cozy place for two in a driver-oriented cockpit that’s done nicely.

BRZ Boxer Engine Delivers Decent Fuel Economy

The aluminum bonnet is light, propping open to reveal a 2.4-liter Boxer (opposed) four with 228-hp at 7,000 rpm and 184 lb.-ft. of torque at 3,700 rpm. To remind you of its Toyobaru heritage, the motor’s plastic cover says TOYOTA D-4S Boxer SUBARU. And to remind you that it has opposed cylinders like the classic Porsche 911 or VW Beetle, there’s a bit of that putter-putter sound at idle.

That hp and lb.-ft. figures may not sound like much. But this 2,851 -lb. coupe is pretty light thanks to aluminum roof, front fenders and hood, for a decent power-to-weight ratio of 12.5 ponies per pound.

There’s Normal and Sport drive modes, as well as Track setting on a separate button. You can feel engine power nudge up, with sharper throttle response, when you tap in Track or Sport mode.

There’s plenty of urge in Normal thanks to a well-weighted clutch pedal that engages neatly with a precise, short-throw shifter. Our 6,400-mile-old coupe hit 60 mph in a rapid enough 6.7 seconds with a hint of launch wheelspin. In Sport mode, the exhaust note sportily snarling, we got to 60 mph in 6.2 seconds, wheelspin handled by traction control. And in Track mode – stability control automatically shuts off, and engine response gets even more aggressive – we again hit 60 mph in 6.2 seconds, manually (and merrily) controlling wheelspin as the engine revved its lovely little heart out. We also pulled a respectable .7Gs on launch. And we saw an average 27 mpg driving in a mix of base and Sport drive modes.

To compare, when we tested a 2022 BRZ tS (seen above) with an automatic, in Normal mode, it launched smartly to 60 mph in 6.7 seconds. In Sport mode, it was quick – 60 mph in 6.5 seconds (100 in just over 14) with a rabid exhaust snarl, pulling .7 Gs on launch. And we hit 60 mph in 5.9 seconds in Track mode, averaging as high as 28 mpg then. To go back even further, when I tested a first-gen 2018 BRZ tS in Track mode, we hit 60 mph in 7 seconds. 

2025 Subaru BRZ’s Handling Remains Sharp & Taunt

This second-gen platform has a 50-percent increase in torsional stiffness, while front lateral bending rigidity has increased by 60-percent, Subaru says. The BRZ also has one of the lowest centers of gravity of any gasoline production car, even lower than the first-gen, Subaru says. Those meaty Michelin Pilots are combined with a 4-wheel independent suspension made up of MacPherson-type struts with lower L-arms, Hitachi dampers and coil springs in front, and double wishbones in back with stabilizer bars all-round.

We found a pleasingly taut ride with decent, quick bump absorption It’s very firm but has buffered rebound on potholes and bumps. It’s not as refined as some German sports coupes I could name, but I lived with it every day with no complaints. The cabin is fairly quiet with only some tire thump over pavement cracks.

The BRZ loves to play, with a nice front/rear weight balance and standard limited-slip Torsen rear differential. It showed sure-footed cornering composure on interstate ramps, with minimal body roll and a near-neutral attitude as I applied power coming out of the curve. An interstate on-ramp under power saw .6Gs in steady-state cornering ability. It was very neutral.

If you power into a corner it stays true to its path, although a bit of throttle could swing its tail out playfully, with no malice and easily caught by driver and stability control. On a real winding road, it was a joy – it tracked so nicely as we connected curve to curve. The G-force display showed up to 1 G in steady-state cornering on our skidpad, with very solid grip. And in Track mode, we enjoyed powering the tail out just a bit, easy to catch and play with.

Electric-power-assisted rack and pinion steering is very direct and full of feel with a quick 13.5:1 steering ratio. And our 12.8-inch front/12.4-inch rear vented Brembo disc brakes had an immediate pedal bite and good control, great stopping power with no fade from high speed. We consistently pulled 1.1 Gs in stops with minimal nose dive and no brake fade.

For safety, adaptive cruise control maintains speed and distance to a stop, then the driver has to take over. Subaru’s Eyesight Driver Assist monitors traffic ahead and alerts if it slows down, and beeps if you stray out of lane. There’s a 2-second hill holder to make it easier to launch on an uphill.

Built at Subaru’s Gunma, Japan plant, the base price of a 2025 Subaru BRZ Premium with 6-speed manual is $31,095. Our BRZ tS with manual was $36,360 at the time this story was posted. Two extras were the $145 cargo tray and $81 rubber floor mats mentioned above for a final tally of $37,756.

Bottom line: Still my favorite for power-to-weight-to-fun ratio, as well as fun/predictable at-the-limit handling. It’s quick enough, ready to be run hard, but still able to commute – looks good too.

2025 Subaru BRZ tS Specifications

Vehicle type – two-plus-two compact sports coupe

Base price – $36,360 (as tested – $37,756)

Engine type – aluminum DOHC 16-valve boxer four with dual variable valve timing

Displacement – 2.4-liter

Horsepower (net) – 228 @ 7,000 rpm

Torque (lb-ft) – 184 @ 3,700 rpm

Transmission – 6-speed manual

Wheelbase – 101.4 inches

Overall length – 167.9 inches

Overall width – 69.9 inches

Height – 51.6 inches

Front headroom – 37 inches

Front legroom – 41.5 inches

Rear headroom – 33.5 inches

Rear legroom – 29.9 inches

Cargo capacity – 6.3-cu.ft.

Curb weight – 2,851 lbs.

Fuel capacity – 13.2-gallons

Mileage rating – 20-mpg city/ 27-mpg highway

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