2026 Subaru Outback Premium First Test: Bigger, Smarter, Still the Practical Choice

Despite its squared-off body, immense passenger space, and large greenhouse—all new for 2026—the Outback still seems to us like a lifted wagon that’s trying hard to be in the SUV club. Turns out, we aren’t wrong. Even the tallest Subaru Outback, the Wilderness, is nearly 5 inches shorter than the Honda Passport, and it’s a little more than 4 inches shorter than the shortest Toyota 4Runner. And that’s counting the added height of the Outback’s included roof rails, which are standard on every trim, including the Premium version tested here.

Not that height is the single defining measure of a true SUV, but it’s certainly one of them. For perspective, this Outback is 1.4 inches taller than the 2025 model. Nonetheless, Subaru is trying hard to distance itself from the notion that the Outback is a car masquerading as an SUV. This is most obvious on the outside, where it’s clear the Outback’s stylists did their job without the help of a Burmester curve, leaving every detail to the sharp-sided indifference of a T-square and straight edge. It’s a tougher look, yes. Whether it’s better, we’ll leave to you.

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Inside, however, those right angles pay off with a significant sense of space and roominess, with pillars pushed away from the driver and ample head- and legroom. In fact, the interior is probably the highlight of the redesign, featuring more room than some larger SUVs. For example, there’s more front-row legroom here than in the three-row Ascent. And the Outback’s 40.5 inches of rear headroom exceeds that of the Chevy Suburban’s second row by a take-that-America 1.6 inches.

There’s also a standard 12.3-inch digital instrument cluster and a 12.1-inch infotainment touchscreen, which mercifully includes a volume knob for the audio system. Unlike the screen in the previous Outback, the new screen is horizontally oriented, features higher resolution, and is quick to respond. It’s also more intuitive to use, proving that if humans were intended to view things vertically, our eyes would be stacked on top of each other. We’re looking at you, Instagram.

Wireless Apple CarPlay and Android Auto are standard. Premium trims included a tweedy material covering the doors and dashboard and synthetic leather upholstery on the seats. All in, it’s a significant improvement over the previous generation’s smaller and less refined interior.

Same Old, Same Old

One of the Outback’s least exciting features remains under the hood of the base trim. The 180-horsepower 2.5-liter flat-four manages to make 2 fewer horsepower than it did in 2025, further reinforcing the notion that Subarus should have turbos (see: XT and Wilderness trims). Without that benefit, though, this Outback hit 60 mph in 8.7 seconds, 1.6 seconds behind the Honda Passport TrailSport. Truth is, most SUVs in this segment get themselves to 60 in the seven-second range, a far more reasonable time.

And you’ll face a lot of CVT-induced engine noise along the way. Sure, there are paddles and contrived shifts if you want to play that particular game. We prefer honesty in transmissions and legitimate authority over real gears. The veneer of control the paddles offer is a thin one, indeed.

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The powertrain’s lack of response overshadows the Outback’s overall driving experience, too. Put your foot down exiting a corner, and the acceleration arrives so slowly that you’d need a time machine to transport it back to an era when it was competitive. Accordingly, the Outback, on M+S-rated all-season tires, didn’t light the world on fire around our figure eight, lapping in 28.2 seconds at an average of 0.60 g. Even the tall and wobbly Honda Passport TrailSport managed a 27.5-second lap on all-terrain tires.

That the Outback offers 8.7 inches of ground clearance—more than a standard Honda Passport and base Toyota 4Runner—is testament to its design, which doesn’t broadcast that capability with overtly gapped fenders or difficult ingress. You just climb into the thing and go. Ease of use is an Outback virtue.

Pragmatic Realities

Few Outback buyers are looking to perform amazing feats of acceleration or handling. And with gas prices creeping toward COVID-era highs, saving a few bucks at the pump matters. The trade-off, of course, for below-segment-average power, is above-segment-average fuel economy.

The EPA rates the Outback Premium at 27 mpg combined, putting it ahead of the Honda Passport, 3.6-liter Jeep Grand Cherokee, and Volkswagen Atlas Cross Sport. Even the turbocharged Limited and Touring XT trims offer 24 mpg combined, which still bests these competitors in efficiency while improving acceleration enough to remove the Outback from the need for time travel.

The Outback’s modest cargo area dimensions further the argument against its SUV credentials. With its rear seats folded, there’s a maximum of 80.5 cubic feet available. That’s less than is offered by the Passport (104.6) and two-row 4Runner (90.2) but marginally better than the Jeep Grand Cherokee (70.8).

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Subaru’s EyeSight driver assist system is standard on all Outbacks and includes more than just the basics: automatic emergency braking, evasive steering assist, lane keep assist, front and side alert assist, blind-spot warning with rear cross-traffic alert, reverse automatic braking, and haptic steering wheel alerts. Adaptive cruise is also standard, but you’ll have to step up to the Touring trim to get Level 2 hands-free driving. We like Subaru’s adaptive cruise, which unobtrusively manages gaps without overtly signaling that it’s doing its job.

Subaru asks $36,445 for the Outback Premium. Our test vehicle included the only available option package, which adds integrated navigation, a wireless phone charger, a sunroof, a heated steering wheel, and rain-sensing wipers. Throw in some floormats, and we had ourselves $38,922 worth of Outback.

And that price may be the last tell about the Outback’s worthiness of inclusion in the broad-spectrum SUV landscape. It’s reasonably priced at a time when even a base four-wheel-drive 4Runner starts about $6,900 higher. If that’s a reason to keep it out of the club, it seems like a good one to us.

Photography byRenz Dimaandal

Former Staff Photographer

I capture stunning images of cars, bikes, and motorsports for various editorial platforms and channels. With an education background in illustration from California State University, Fullerton, I have a strong visual sense and a keen eye for details, colors, and compositions. I also have extensive experience in digital photography, editing, and post-production, using various tools and software to enhance the quality and impact of my photos. In addition, I have a passion for art education and instructor-led training, having taught after-school art workshops and courses at Cypress College and other local K-12 institutions. I enjoy working with a talented and diverse team of editors, writers, and photographers, and contributing to the mission of MotorTrend Group to deliver engaging and informative content to automotive enthusiasts and enthusiast consumers. My goal is to continuously improve my skills and creativity, and to showcase the beauty and innovation of the automotive industry through my lens.

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