2026 Subaru Uncharted First Test: Worthy of the Subaru Badge?

Pros

• Choice of front- or all-wheel drive
• Interesting sharp design
• Value as an entry-level EV

Cons

• No one-pedal drive
• No on-route charge planning software
• No glove compartment or frunk

The 2026 Subaru Uncharted is in uncharted waters. A new nameplate for the company, the small electric SUV, developed in partnership with Toyota, is just the third EV to join Subaru’s lineup.

The two Japanese automakers have been saving time and money by co-developing vehicles for years. Engineering and powertrains are shared, while sheetmetal and materials choices diverge.

In the case of the Subaru Uncharted, its Toyota twin is the C-HR. The entry-level EVs are functionally identical and provide each company with a subcompact electric crossover to go up against the Tesla Model Y, Kia EV3, and Chevrolet Equinox EV. It also means they compete with each other.

The pair were primarily engineered by Toyota but also benefit from Subaru’s off-road expertise, and Subaru handles manufacturing. The differences come down to design, tuning, and features. This is the first new front-wheel-drive Subaru since the original Impreza, so those who miss front-wheel burnouts and torque steer under hard acceleration can thank Toyota.

Testing the Front-Drive Electric Subaru Uncharted

We tested an Uncharted Premium with the standard single motor mounted in the front. In this setup, the front-drive Subaru delivers 221 horsepower and 198 lb-ft of torque, enabling a 6.2-second 0–60 sprint. That kind of acceleration is adequate, but you have to put your foot down and hold it there.

The Uncharted GT trim does come with a 338-hp dual-motor, all-wheel-drive powertrain, which propels it to 60 mph in 4.6 seconds. Our test of a 2027 Toyota C-HR with dual motors proved even quicker, taking only 4.5 seconds. (That’s quicker than a WRX.) It all raises a brand question: Why is the Toyota the one with standard AWD, while Subaru, the more adventuring brand, is available with FWD? The only answer we can think of is affordability.

We’ve tested a Tesla Model Y Standard with 300 horsepower that also went from 0 to 60 in 6.2 seconds, and the stretched Model Y L, with 496 horses, hits 60 mph in a blistering 4.2 seconds. The 2027 Kia EV3 GT with AWD and 261 horsepower accelerated to 60 mph in 5.6 seconds.

Is the Subaru Uncharted a Good EV?

The Uncharted, which slots below the Solterra in the Subaru lineup, has a 74.7-kWh battery and 150-kW maximum charging rate with a NACS port, which is Chevrolet Bolt charging speed.

EPA-rated range for the Uncharted is 308 miles, which is more than acceptable. However, we managed 249 miles in our Road-Trip Range test (running a full battery down to 5 percent charge at a constant 70 mph). The Subaru added 128 miles in 15 minutes of fast charging and 212 miles in 30 minutes, which is better than the EV3 but doesn’t compare well against the Model 3.

The Uncharted does not have one-pedal drive, nor does it remember your regenerative brake setting after a key cycle, both of which are unfortunate omissions.

Enough With the Beeping

You’ll find Subaru’s driver assists here, which means the Uncharted beeps a lot. It beeps when X mode is active and when it disengages, when it sees a car in front, when it no longer sees one, or when you go into reverse. It’s too much beeping.

Our test vehicle had a largely black interior with heated cloth front seats, a cheap-seeming headliner, and a lot of black plastic, with each section sporting a different grained texture. Once you see it, you can’t unsee it. A strip of copper trim adds a dash of color.

The Uncharted has the same problem as many new Toyotas in that it’s difficult to set the seat and steering wheel position for an unobstructed view of the digital driver display placed near the windshield. The Subaru’s hexagonal steering wheel at least makes seeing the gauge cluster easier than the Toyota’s round steering wheel.

Toyota Infotainment and Other Interior Notes

The large 14.0-inch touchscreen on the dash is a Toyota screen, with Toyota fonts and a Toyota infotainment system, which might throw off loyal Subaru customers. It’s a bit of a reach to tap apps on the far side of the tablet, but at least it has physical buttons for volume and temperature control.

Dual wireless phone chargers eat up real estate in the center console, and the space doesn’t keep the phones in place. The drive mode selector is also in the center console, offering only two choices: Eco and Snow. We appreciate the buttons, which are easy to find and use; you don’t have to dive deep into a menu for them. The gearshift is a big knob you push down to select a gear.

Getting into the back seat is a bit tricky because the door opening is surprisingly small. Once inside, some passengers might find it on the snug side.

Driving the Subaru Uncharted

The Uncharted handles well on a winding road, where the power is more than adequate to have some fun. Its low center of gravity helps it navigate curves deftly. But on our figure-eight track, which assesses acceleration, braking, and cornering, it came across as soft, numb, and unfun with too much body roll, minimal grip, and a wall of stability control. The vehicle is also underdamped, with the suspension seeming to fight the driver’s every input. Steering is light, with little feedback, and tends to wander under acceleration, amplifying the car’s lack of composure.

Paddles on the steering wheel adjust the level of regenerative braking, and the Uncharted does offer a degree of hands- and pedal-free driving, but it lacks true one-pedal operation.

Off-road, the front-drive model might find snow too big a challenge; AWD versions would better suit snowy climes or fulfill your off-road aspirations. Our time in the AWD C-HR proved the shared AWD system is more than capable.

Anyone who hoped the Subaru Uncharted would be an electric Crosstrek is in for disappointment. Badge aside, it doesn’t really look, drive, or feel like a Subaru. Instead, the Uncharted offers a no-frills EV from a trusted automaker at a good price.