2026 Subaru Outback Review

The redesigned 2026 Subaru Outback sees major changes to its styling and interior.

The original Outback was quite literally a Legacy station wagon with taller suspension, but those roots are no longer to be found, making way for a boxy SUV shape instead. While the Outback has always had some sport utility mojo, the shift to this new look is intended to broaden its appeal.

The Outback’s engines are unchanged, but while the lower-powered version previously came in four trim lines, that’s whittled down to just one, starting at $43,190, including a non-negotiable delivery fee of $2,295. The higher-powered engine comes in three trims, as it did for 2025, and now ranges from $50,490 to $53,490 before tax.

Design: 8/10

The new Outback’s chunky, Lego-block styling won’t be to all tastes, and here our score is primarily for the much-improved interior. The previous vertical centre touchscreen has been replaced with a horizontal unit atop the dash. The major benefit is that the climate functions are no longer screen icons but real buttons and dials, as they should be. The digital instrument display mimics the tablet screen’s shape. Everything looks integrated and harmonious, and with better-quality materials, too.

Safety: 9/10

The United States National Highway Traffic Safety Administration (NHTSA) hadn’t yet crash-tested the 2026 Outback at the time of this writing. The Insurance Institute for Highway Safety (IIHS) had, and named it the highest Top Safety Pick+ after it aced all crash tests, plus headlight and emergency braking performance. It also got the highest Good+ for ease-of-use of its child-seat tether anchors.

Standard driver-assist features on all trims include front and rear emergency braking, blind-spot monitoring, adaptive cruise control, lane-keep assist, emergency steering, lane centring, and a mandatory back-up camera. The two upper trims get a panoramic camera, and both types have a washer. Subaru’s assist systems primarily use cameras mounted behind the windshield. A benefit is that they look through the area swept by the wipers, and so they aren’t susceptible to dirt or ice build-up that can form on external sensors, which can temporarily shut off their assist features.

Equipment: 8/10

As part of the Outback’s makeover, there’s no longer an entry-level Convenience offered in Canada. The lineup now starts with the Touring, which means the base trim is better-equipped than before. That includes the 12.1-inch touchscreen with wireless smartphone connectivity, a power tailgate, cargo privacy cover (albeit a soft-cloth one that’s awkward to clip into place), dual-zone climate control, heated front seats and steering wheel, a power driver’s seat, and power sunroof.

Upper trims can add such items as navigation, auto-dimming and power-folding mirrors, leather upholstery, power passenger seat, premium audio, ventilated front seats, and an integrated garage door opener.

User Friendliness: 9/10

Redesigning the Outback’s screen and its controls was Subaru’s stroke of genius, as functions that were previously screen icons are now hard switches. The automaker had made a concession with temperature buttons, but the new dials are far easier to use. The screen’s operating system is also better; it’s simple and intuitive, and seems to respond faster than the old one did.

Everyday Usability: 9/10

The 2026 Outback has 980 L of cargo space with the rear seats upright, compared to 923 L in the 2025 version. Overall cargo volume with the rear seats folded is a bit smaller than before, but seats-up carrying is usually more common in everyday use anyway. The cargo opening is wide and squared-off, while the bumper’s liftover height is low, making it easy to load groceries or gear. The entry-level Outback with its lower-power engine can tow 1,224 kg (2,698 lb), while the turbocharged engine can pull a maximum of 1,588 kg (3,500 lb).

Comfort: 8/10

Compared to the outgoing model, the 2026 Outback has a bit more front-row legroom but the same rear-seat legroom, as well as more headroom for those in the back chairs. The front seats are supportive during long drives. The rear seats have some sculpting so they remain comfortable for outboard passengers, with the middle position less-so, as is pretty much the norm for most vehicles. The ride is smooth and composed, and the cabin is quiet.

Powertrain: 8/10

Both engines are unchanged from the 2025 model. The entry-level Touring has a naturally-aspirated 2.5L four-cylinder that’s horizontally-opposed — also known as a boxer engine — that makes 180 hp and 178 lb-ft of torque. The other three trims use a turbocharged 2.4L four-cylinder that puts out 260 hp and 277 lb-ft of torque. Both engines are mated to an automatic continuously-variable transmission (CVT), and all-wheel drive (AWD) is standard.

Tested here is the turbocharged Limited XT, which provided smooth and linear acceleration, and more than enough power for highway passing. It’s very well done, and while the CVT can be a bit noisy when cold, it’s a good match to the turbo powerplant otherwise.

Driving Dynamics: 8/10

The new Outback feels more responsive than before, with lighter steering and agile performance in and out of curves. The full-time AWD system can send extra torque to the rear wheels when necessary but always maintains a minimum of 40 per cent to them, unlike many mainstream SUVs that primarily power the front axle and then bring the rear one into play as needed. Those vehicles can do this very quickly, but the Subaru’s setup tends to feel more surefooted on both dry and wet roads.

Selectable drive modes can further prioritize performance in snow, mud, or gravel. Of course, while the Outback is often advertised as getting through the great outdoors, it’s also well-suited to pavement, where it’s easily spun around tight parking lots. The brakes also work well, with a confident feel to the pedal.

Efficiency: 8/10

That always-on AWD system uses a bit more fuel, but most drivers will feel it’s worth it. Natural Resources Canada (NRCan) rates the 2.5L at 9.3 L/100 km in the city, 7.5 on the highway, and 8.5 combined; while the turbocharged version is good for 11.0 in the city, 8.3 on the highway, and 9.7 combined. The Wilderness, with its more off-road-aggressive tires, is rated for 10.2 combined. All those figures are barely more than those of the 2025 Outback. During this test of the turbo in cold weather, it averaged 10.8 L/100 km. Both engines take regular-grade gasoline.

Value: 7/10

The Outback has undergone improvements, but there’s a price to pay for that. The base Convenience is gone, and the now-entry Touring, the only trim with the non-turbo engine, is $43,190 — an increase of $1,900 compared to the 2025 version. The Limited XT is $50,490, a rise of $2,200; the Wilderness is $51,490, a $3,700 increase; and the Premier XT is $53,490, up by $3,100. By comparison, the least-expensive Toyota RAV4, which is now hybrid-only, is $39,430; the Honda CR-V in AWD is $41,775; and the Ford Bronco Sport starts at $41,690 (all prices include delivery).

The Verdict

Although its engines haven’t changed, and it’s about the same size as before, the 2026 Subaru Outback has undergone impressive improvements to its interior. It’s a practical vehicle that offers full-time AWD that’s rare in this segment, and it drives and it handles better than before. It’s pricier than it was, especially since last year’s entry trim is no more, but it’s still going to appeal to an audience that could be even wider now given its new styling.