I don’t want to like this car. Subaru decided to redesign its iconic Outback, a high-riding wagon that virtually invented the crossover segment, with boxy styling embracing SUVs and seemingly rejecting its wagon origins. However, if we peel away the new rugged suit, we find the 2026 Subaru Outback Wilderness doesn’t stray far from what very loyal owners love.
It’s personal; my family has a 2022 Outback Wilderness in which we’ve driven thousand-mile days between Indianapolis and Dallas, reveled in a foot of snow, and tackled off-road trails you wouldn’t dare. It also gets my daughter to school, brings home furniture from IKEA, and takes my husband to work. It seemingly does everything well.
I parked our previous-gen model next to the new one. They share a wheelbase, 9.5-inches of ground clearance, 17-inch matte black wheels, all-road tires, and copper accents. They are virtually the same length and height, which brings me to understand the new one looks like an SUV, but is still very-much a wagon at heart. Its roof rails still support 800-lbs. of static load for tent camping and it can tow 3,500 lbs.
I have two main gripes with my current Outback: Even with software upgrades, the infotainment screen takes a block to boot up and the stereo sounds tinny and terrible. Harman Kardon audio was not available in Wilderness trim.
All fixed. In fact, the12.1-inch infotainment screen is the first thing you’ll notice when sliding into the new Outback as it’s front and center with crisp graphics, quick start-up, and intuitive controls. Drivers get a fully digital instrument cluster. Harman Kardon audio provides sound the Outback Wilderness deserves – as do wireless Apple CarPlay, Android Auto and console phone charging.
And it feels familiar. Passengers slide in slightly higher, but the view over the hood and windshield rake are more wagon than SUV. Standard vegan leather seats with copper accents are heated and ventilated. Leather and leg-extensions are optional, amping luxury to near-Touring levels. A heated copper-tinged steering wheel, power moonroof, heated rear seats and dual-zone automatic climate control remain.
Fortifying Subaru’s reputation for safety is its three-camera EyeSight system to enable adaptive cruise, automatic emergency braking, lane keep assist, and lane-centering steering. It also employs blind spot warning, rear auto brake, and emergency evasive steering assist.
One expects an Outback to be capable off-road, but the Wilderness is seriously quick – capable of matching my 1989 Corvette’s acceleration of 0-60 mph in under 6 seconds. Thank fat tires and off-road gearing combined with a 2.4-liter turbocharged four-cylinder engine and standard all-wheel-drive. Output is rated 260 horsepower and 277 lb.-ft. of torque. Fuel economy ticks up to 21/27-MPG city/highway.
I’d like it even better with a hybrid option.
Like my OG Outback Wilderness, the new one has dual-mode X-Mode to configure the powertrain for all conditions, including deep snow and mud. It includes hill descent control, which I’ve used to creep down steep rocky trails. Even better, the new version offers electronic suspension damping to absorb virtually any terrain. It’s crazy capable for a family wagon.
Like a lot of Subaru fans, I clutched my pearls at the automaker “ruining” my favorite wagon. Chill everybody; it’s still a wagon… Do I love its styling? No! Would I buy another? Absolutely. If Subaru can keep fans happy while welcoming SUV-intenders, then mission accomplished.
Even while moving production from Lafayette, Indiana to Japan, prices have remained consistent. The Outback starts at $34,995, climbing to $44,995 for Wilderness models and $50,930 for our well-equipped test car. Compare to the Honda Passport TrailSport, Jeep Cherokee Overland, Nissan Rogue Rock Creek and Toyota RAV4 Woodland.
Storm Forward!
Send comments to Casey at AutoCasey@aol.com; follow him on YouTube @AutoCasey.