Credit: Michael Teo Van Runkle

Even at a brief glance, the Subaru Crosstrek clearly prioritizes rugged design and personality over any semblance of aerodynamic efficiency. Subaru’s best-seller also comes only in all-wheel drive, to stay true to customer expectations of all-weather confidence and the appeal of an aspirational adventure lifestyle. And yet, the latest-generation Crosstrek’s new hybrid variant improves power and torque output significantly, while simultaneously resulting in the most efficient Crosstrek to date.

Any consideration of aerodynamic improvements for this generation can best be thought of as minor. And yet, the wheel well vents do reduce turbulence and pressure while more cleanly skirting air around the side panels. And some mild smoothing versus the previous generations include tiny elements like the forward-facing edge of the roof rail mounts. However, reduced plastic cladding on the hybrid Crosstreks that might seem intended to improve airflow counterintuitively came about only because Subaru builds the hybrids in Japan for all international markets, and only Americans prefer going overboard on tacky plastic trim pieces.

More importantly than aero, the Crosstrek now shares a hybrid powertrain with the Forester SUV. If a naturally aspirated 2.5 L horizontally opposed Boxer four-cylinder engine sounds familiar from Subarus over the past four decades, in reality, this hybrid system significantly works over the flat-four versus even current internal-combustion siblings. This year introduces a host of mechanical modifications to the cylinder head, block, camshaft, crank pulley, fuel system, intake, exhaust, cooling, and more. But more importantly, the engine now runs on an Atkinson cycle, which holds the intake valves open longer to reduce piston resistance during the expansion stroke, resulting in reduced power output but improved fuel efficiency.

A pair of motor-generators then compensates for the reduced internal-combustion power. But unlike many other hybrid crossovers that essentially use a single electric “helper” motor at the rear axle, Subaru’s system sticks with a fully connected mechanical all-wheel-drive system. MG1 essentially replaces the starter motor at the front of the constant-velocity transmission, for smoother auto stop/starts but also to allow the gasoline engine to charge the petite 1.1-kilowatt-hour lithium-ion battery.

MG2 then sits at the rear of the CVT, linked via a planetary gearset, and working in concert with the gasoline engine to power the wheels. Alone, MG2 can also manage a minimal mile or so of EV-only range at a max of 19 mph (30.5 km/h)—but more importantly, boosts total low-end torque and high-end horsepower, as well as handling regenerative braking. (We're still waiting on the exact horsepower contribution and will update this when we hear back from Subaru.)

It might be a boxer, but it’s no heavyweight

The Atkinson 2.5 L puts out just 162 hp (119 kW) and 154 lb-ft (209 Nm) of torque on its own, but MG2 contributes enough juice for combined system rating peaks of 194 hp (143 kW). That’s an improvement of 14 hp versus the ICE-only (non-Atkinson) 2.5 L Boxer’s 180 hp (and 178 lb-ft). Those numbers might still seem paltry compared to so many other automakers in the modern era, which responded to governmental regulations by hybridizing ever bigger and heavier cars to make them more powerful rather than necessarily more efficient—BMW’s gargantuan M5 stands out as a recent offender. Not so for Crosstrek, which still tips the scales at a relatively svelte 3,662 pounds (1,661 kg), further contributing to efficiency while accelerating.

The new Crosstrek Hybrid only manages insignificant weight savings compared to 3,717 lbs (1,686 kg) for the previous plug-in, which boasted 17 miles (27 km) of all-electric range. But that generation therefore sacrificed trunk space to house a much larger 8.8-kWh lithium-ion battery. Dual motors and the smaller battery pack do contribute to a 400-pound (181-kg) gain versus the equivalent non-hybrid variant of the current generation, though. Yet in addition to the power improvements, fuel economy jumps up to EPA ratings of 36 mpg (6.5.L//100 km) city, 36 highway, and (therefore) 36 combined—38 percent better than the ICE Crosstrek, according to Subaru.

In back-to-back drives through the forested hills of northern Oregon and southern Washington, punching the go pedal in a Crosstrek Hybrid brings on a much more potent rush of throttle response and acceleration, far outpacing the naturally aspirated engine. The constant-velocity transmission simulates shifts despite effectively holding the hybrid system in its happy place, and the sound of MG2 working produces a fun little whine, almost like a turbocharger. All while the Symmetrical AWD system smoothly and predictably meters traction out to each wheel in quintessential Subaru fashion.

Switching from a plug-in hybrid to a dual-motor system with a small battery and engine charging capability also lets Subaru retain a larger fuel tank. Despite giving up a few mpg in comparison to competitors in the segment, including the Toyota Corolla Cross, Honda CR-V, and Hyundai Tucson hybrids, the Crosstrek can nonetheless manage just shy of 600 miles (966 km) between fillups (based on the EPA’s math, though of course driver behavior comes into play, too).

The only real con to the Crosstrek hybrid? No spare tire, which plays against that adventurous lifestyle that Subaru’s marketing always accentuates. And without a doubt, the Crosstrek Hybrid still definitely looks, feels, and drives like a budget-friendly car, because it is. Subaru needed to prioritize investment in the powertrain over premium materials or more extensive insulation, clearly. But that’s how a Crosstrek Hybrid can cost just $33,995 for the Sport trim and $34,995 for the slightly more optioned Limited package (or another $1,600 on top of the Limited to add a power moonroof and 360-degree camera setup).

The Crosstrek Hybrid also receives a standard digital gauge cluster, which only comes as part of a $2,200 optional package on the 2026 Forester, as well as increased sound deadening, animal-free upholstery, and revised tuning to the suspension versus the gas-only models. Now compare that pricing to $30,625 for the ICE Sport and $32,995 for the ICE Limited, and it’s clear that Subaru nailed exactly what the company’s incredibly loyal customers want.

If you can live with the styling, this generation’s new Crosstrek Hybrid delivers a unique level of fuel economy, performance, and capability unavailable elsewhere on the burgeoning compact crossover market. No wonder Subaru can’t build them fast enough—now if only the slightly more off-roady Wilderness trim could be combined with the hybrid powertrain.