2025 Subaru Impreza RS Review: Sporty Looks, Squishy Soul
2025 Subaru Impreza RS | Cars.com photo by Aaron Bragman
Key Points in This Review:
- The Impreza RS is meant to be a sporty version of Subaru’s compact four-door hatchback, equipped with a more powerful engine and racier trim.
- In reality, the Impreza RS is more comfortable than sporty, with a soft-riding suspension, unhurried acceleration, cushy seats and plenty of room for five people.
- An updated multimedia system is sorely needed, but the Impreza RS offers significant value as a comfortable, efficient and spacious hatch with a splash of sporty looks.
I’m not used to driving new cars these days. A seemingly endless parade of new SUVs and pickup trucks has graced my driveway for some time, but actual cars are a rarity unless they’re high-performance, high-dollar specialty ones. Budget-friendly compact hatchbacks are a dying breed, with just a handful left on the market. One of those is the 2025 Subaru Impreza RS, along with more traditional compact hatchback choices like the Kia K4, Mazda3, Honda Civic, Toyota Corolla and … that’s it. The Ford Focus, Chevrolet Cruze, base Volkswagen Golf and Hyundai Elantra GT are all long gone. These days, the Impreza is offered solely as a hatchback; the Impreza sedan was discontinued with the car’s 2024-model-year redesign
2025 Subaru Impreza RS | Cars.com photo by Aaron Bragman
Related: Research the 2025 Subaru Impreza
1 / 102025 Subaru Impreza RS | Cars.com photo by Aaron Bragman
How Much Does a Subaru Impreza Cost?
The 2025 Impreza comes in three trims (base, Sport and RS), but Subaru also sells variants of it in the form of its off-road-oriented Crosstrek and performance-oriented WRX models.
The base trim has been dropped for 2026, leaving the Sport as the entry-level model. Prices listed below are for the 2026 Impreza, which isn’t materially different from the 2025 model reviewed here, and include a $1,195 destination fee:
- Sport:Â $27,790
- RS:Â $30,690
Both the Sport and RS are billed by Subaru as sport-oriented trims, with the big difference between them being the engine: The Sport uses a 152-horsepower, 2.0-liter four-cylinder engine, while the RS gets a bigger, 182-hp four-cylinder. My test car was an RS — a name that used to imply some additional sporting ability in a package not quite as rally-ready as the WRX. The reality of this RS, however, is rather different. But does that make it less appealing? Or any less successful in its mission?
Looking the Part
Visually, moving from the Sport to the RS brings a few more spiffs. Both models have standard 18-inch wheels, but the RS trim’s are a different style and painted dark gray. RS badging is present on the front doors and rear hatch, while the grille, side sills and mirror caps are blacked out. But the rest of its looks aren’t all that different from the Sport trim. It still flies under the radar … or it would have if not for the fire-engine red paint my test vehicle came in.
Overall, it’s familiar. With its 2024 redesign, the Impreza’s styling didn’t stray too far from its predecessor’s; it’s an inoffensive, unremarkable look that will be easy to swallow both for Subaru fans and folks just looking for solid, unpretentious, practical transportation. It looks sporty enough to evoke the spirit of Subaru’s faster, more capable WRX, but given the WRX is no longer available as a hatchback and the Impreza can’t be had as a sedan, nobody is likely to confuse the two.
1 / 102025 Subaru Impreza RS | Cars.com photo by Aaron Bragman
Quick Enough, Sportyish
The RS’ 2.5-liter flat-four-cylinder engine (also known as a “boxer” configuration because of how the pistons are arranged) makes 182 hp and 178 pounds-feet of torque. It’s mated to a continuously variable automatic transmission with software meant to emulate an eight-speed paddle-shift automatic, meaning you can blip paddles on the steering wheel to pretend you’re changing gears. You’ll do it once for the novelty, then likely never again; both the idea and execution of using paddle shifters to shift gears in a transmission that doesn’t have any gears feels just as barmy as it sounds. The car knows best how the CVT should behave; even its Sport mode doesn’t seem to do much.
Overall, acceleration in the RS is acceptable but by no means athletic. Standard all-wheel drive is a nice touch for this class, but it doesn’t help in spirited driving as much as it would in inclement weather. Fuel economy is acceptable, at an EPA-rated 26/33/29 mpg city/highway/combined for the RS. My observed gas mileage of 28 mpg for the week was close to that combined rating.
The RS’ ride quality is extraordinarily plush, making it feel like a much bigger, more substantial vehicle than it actually is. Its handling characteristics are equally soft, with steering that’s slow and lacks feedback — it doesn’t really encourage you to invite the RS to dance on your favorite back road. There’s pronounced body roll in corners, as well, given the suspension is tuned more for comfort than for a firmer, sporty ride. This is not a VW Golf GTI fighter, by any means. Braking behavior, body control, ride and handling balance — all of it feels tuned to provide a posh, comfortable, nonpunishing driving experience without unleashing too much adrenaline in any of the car’s passengers. That feels at odds with the idea of the RS — especially historically. It’s always been billed as a slightly less capable (and less expensive) midway point between the basic Impreza and the decidedly sporting WRX. Compared with something like the Honda Civic Si, though, the Impreza RS skews far more toward comfort than does that historically sporty compact car.
1 / 62025 Subaru Impreza RS | Cars.com photo by Aaron Bragman
About the make
Subaru
Standard all-wheel drive made Subaru popular with drivers in cold climates and outdoorsy types alike. The company is also known for its boxer engines.
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More Cushioning Inside
Subaru’s changes to the RS interior include adding dark cloth upholstery with red accents. The seats are softer, too, with more cushioning than you’ll find in many compact cars. While they’re incredibly comfortable, they don’t provide much in the way of bolstering when you start getting frisky in corners, which is another ding against the RS actually being a sporty compact. It looks pretty good inside, however, with gunmetal and faux carbon-fiber trim, floormats with the RS logo, a leather-wrapped steering wheel and shifter, and aluminum pedals. The driver’s seat in the RS can have optional 10-way power adjustments with lumbar support, which is an upgrade over the Sport trim. Heated front seats are standard in the RS.
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The McLaren Artura Is Not Like the Others: Review
By Joe Bruzek
September 2, 2025
2025 McLaren Artura Spider, profile | Cars.com photo by Corey Watts
The McLaren Artura may look like other McLarens, but it’s the first McLaren to pair a hybrid powertrain with a twin-turbocharged V-6 engine. McLaren is no stranger to hybrids; hypercars like the McLaren P1, Speedtail and W1 already use electron-enhanced acceleration, but the Artura is McLaren’s first plug-in hybrid to offer a small amount of electric-only range before using a combination of gas and electric power. I spent a week driving the Artura, and the car’s electric range and electrified boost were what stood out most.
Related: 2024 McLaren 750S Review: Brain-Bender
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What I Liked About the Artura Being a Plug-in Hybrid
- The Artura’s electrified powertrain makes a combined 690 horsepower and delivers all the thrills we’ve come to expect from a McLaren; it roars from 0-62 mph in just 3 seconds. On the flip side, it can operate in a nearly silent electric mode for short distances.
- The electric motor provides 93 hp and 166 pounds-feet of torque at low engine speeds, and it’s highly evident when compared with the McLaren GT and its twin-turbocharged V-8 engine. The GT needs some good prodding before its power comes on in force, but the Artura’s electric motor fills in those power gaps. At full song, the Artura’s acceleration is completely seamless; the transmission clicks off shifts without any perceptible delay or hesitation, just the loud “brap!” out the exhaust of fuel cut at redline to help smooth shifts.
- The Artura starts in a default electric mode. Show-offs may decry that silent startup, but they can opt for a more sporting drive mode before lighting off the engine if so desired. I appreciated its silent operation during early morning departures from my suburban neighborhood.
- While the Artura’s EPA-rated electric driving range is just 11 miles, I made it 21 miles on electric power during my 35-mile commute in stop-and-go summer traffic.
- In Electric mode, the Artura is a dedicated EV, so the engine will not fire up even if the accelerator is pressed to the floor. McLaren did add in a mechanical sound of gears whirring and motors humming, which is somewhat more engaging to hear than the fake noises some EVs make.
The Artura quickly recoups battery power while driving in Sport and Track modes, which provides additional electric range when desired while maintaining optimal battery charge for the best performance.
1 / 302025 McLaren Artura Spider, interior | Cars.com photo by Corey Watts
The Artura’s electrified powertrain isn’t without its hiccups, however, and while there aren’t many plug-in hybrid supercars (the Ferrari 296 GTB PHEV is a rare direct competitor), there’s one hybrid sports car that may pose a threat to the nearly $300,000 Artura.
What I Didn’t Like About the Artura Being a Plug-in Hybrid
- Like many battery-driven vehicles, the Artura’s braking experience isn’t great, with a rock-hard brake pedal that feels more binary in its operation than a typical brake pedal; it’s incredibly hard to smoothly modulate, and my foot got fatigued at long stoplights and the car started to creep forward. The problem may have been compounded by the Artura’s ultra-high-performance carbon-ceramic brakes; the combination did not add up to a smooth street-driving experience.
- This McLaren’s power delivery isn’t as sharp as a naturally aspirated, supercharged or all-electric powertrain. Yes, there is power down low, but it’s mushy. Sometimes the car would accelerate with electric power but the engine wouldn’t rev in sync; it’s a bizarre experience for a supercar. A PHEV performance car like the 2025 BMW M5 is a shining example of how seamless a roughly 700-hp electric-and-gasoline powertrain can be; there’s no perceptible distinction between power sources in that car.
- At 3,439 pounds, the Artura Spider is 88 pounds heavier than the McLaren GTS (3,351 pounds) and 269 pounds heavier than the McLaren 750S Spider (3,170). The Artura is absolutely heavier, but it’s impressive how little extra weight there is considering the extra components of its electrified powertrain.
2025 McLaren Artura Spider, steering wheel | Cars.com photo by Corey Watts
About the make
McLaren
McLaren is a British automaker with a long history in motorsport specializing in high-performance coupes and convertibles.
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Despite those criticisms, the Artura Spider remains a dreamy car. Versus the McLaren GTS (formerly the GT), the Artura is aimed more at street/track use than the street-only, grand-touring approach of the GTS. Even so, I can’t get over how comfortable the Artura made me feel — both in terms of how much visibility there is for such an exotic vehicle and in the connection I felt to the car thanks to the way it steers and behaves; it’s reminiscent of the directness and steering communication you’d find in a go-kart. The fact that it does that without also beating you up with an overly firm ride is mind-blowing. There’s some brittleness to the interior, however, including creaks and rattles that just seem to be part of the experience; it was similar to the GT I’ve driven.
Oh Yeah, Spider Equals Convertible
2025 McLaren Artura Spider, front | Cars.com photo by Corey Watts
Looks may be deceiving, but this sleek supercar is the Spider retractable hard-top convertible version, which supplies an effortless top-down driving experience with quick 11-second open/close times. The Artura has a great shape with the top up or down, and when driving with the top down, the air doesn’t beat you up. It honestly feels like a classic convertible experience despite its racy, aerodynamic shape. I preferred driving the top-down Artura Spider to the top-down Chevrolet Corvette convertible, though the Corvette has an extra cargo compartment versus the McLaren. Storage in the Artura is limited to a single front trunk, with no in-car storage behind the seats, while the Corvette convertible has a front trunk and a rear trunk that’s unaffected by the convertible top.
McLaren Artura Fun Facts
- The engine will sometimes run in the electric mode to charge the battery, warm the catalytic converters or purge fuel vapor after refueling.
- There’s no Reverse gear in the transmission; Reverse is handled by the electric motor.
- The V-6 saves 110 pounds versus an equivalent V-8.
- McLaren’s first use of an electronic differential enables a variable drift mode, which allows drivers to program the level of traction control assistance they’d like to have.
- The center-mounted “exhaust” in the decklid isn’t for engine exhaust, but is rather a heat extractor for the engine compartment. It uses the engine’s fans to blow hot air out of the compartment.
- The Artura’s carbon-fiber chassis is the next-generation McLaren Carbon Lightweight Architecture, which is lighter than the previous structure.
- The Artura uses a 7.4-kilowatt-hour battery pack, which takes 3.5 hours to charge on Level 2.
- Efficiency is rated at 45 mpg-equivalent combined, with 11 miles of EPA-rated electric range. Once its electric-only range is depleted, the Artura is rated 19 mpg combined.
- The front-lift suspension helps in urban driving, creating extra clearance for the vulnerable front splitter.
Artura Pricing
The Artura Spider starts at $278,800, including destination, but my car’s $332,000 as-tested price certainly butts up against the roughly $337,000 it takes to get into a 750S Spider, which is more powerful, more track-oriented and more … faster, too. There’s also the pesky Chevrolet Corvette E-Ray, which is Chevrolet’s electrified mid-engine sports car. It’s all-wheel drive, versus the McLaren’s rear-wheel-drive setup, and the E-Ray also has silent operation (though for only 3-4 miles and up to 45 mph) and a quicker manufacturer-estimated 0-60 mph time of 2.5 seconds. The E-Ray convertible is also criminally cheaper than the McLaren, with a starting price of $115,795. Then there’s the E-Ray’s devilish alter ego: the 1,250-hp ZR1X, which has a 0-60 time under 2 seconds, with AWD and a starting price of $217,395 for the convertible.
Will there be much cross-shopping between a McLaren and Corvette? Perhaps not given the exclusivity and race-bred pedigree of the McLaren, but the as-tested price of our Artura Spider may create sticker shock when you consider the 750S Spider’s relatively close pricing. One thing’s for sure: The Artura Spider keeps much of the coupe-only McLaren GT’s civility and comfort (but with a sharper edge) while offering a top-notch drop-top experience.
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Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
Managing Editor
2025 Toyota Prius Review: Big on Mileage, Small on Space
By Jennifer Geiger
August 27, 2025
2025 Toyota Prius | Cars.com photo by Corey Watts
Is the 2025 Toyota Prius a Good Car?
- Sometimes! While demand for electric vehicles fluctuates, hybrids are having a moment, and one of the best when it comes to meeting its fuel-economy mission is the Toyota Prius. But while the Prius excels at being a hybrid — and a value-minded one at that — it’s a little odd; be ready to make some comfort and ergonomic sacrifices.
What Does the 2025 Toyota Prius Compete With?
- As a hybrid hatchback, the Prius doesn’t have many direct competitors. It goes up against nonhatch hybrids such as the Honda Accord Hybrid sedan, as well as compact SUV hybrids such as the Hyundai Tucson Hybrid and Toyota’s own RAV4 Hybrid; see the models compared.
The Prius was redesigned from the ground up for the 2023 model year, with new styling that was much more radical-looking than the previous model’s chunky, wedgelike silhouette. For 2025, Toyota added a Nightshade version that makes the Prius look even more dramatic, with blacked-out trim, black 19-inch wheels and an exclusive, eye-popping mustard-colored exterior paint called Karashi.
Related: What Are the Best 2025 Hybrids for the Money?
What Fuel Economy Does the 2025 Toyota Prius Get?
1 / 102025 Toyota Prius | Cars.com photo by Corey Watts
The Prius does a couple of things well, primarily fuel efficiency. The base, front-wheel-drive Prius earns an EPA-rated 57 mpg combined; all-wheel drive is available, but it knocks that rating down to 54 mpg combined. XLE and Limited trims are rated 52 mpg combined (49 mpg with AWD), but even those numbers are super competitive: In their base trims, the 2025 Honda Accord Hybrid is rated 48 mpg combined, the 2025 Hyundai Tucson Hybrid is rated 38 mpg combined, and the 2025 Toyota RAV4 Hybrid is rated 39 mpg combined. For those looking for even more efficiency, the Prius Plug-in Hybrid is rated up to 52 mpg combined, with 45 miles of electric-only range. It doesn’t, however, offer AWD. The regular Prius has an EV mode, but it didn’t get me far: I was able to drive on electric-only power for just a couple of blocks at very low speeds.
The Prius’ drama-free driving dynamics are another high point. While it’s always flown its hybrid flag when it comes to styling, it has a very “normal car” driving feel — in the best of ways.
Power comes from a 2.0-liter four-cylinder engine that’s coupled with an electric motor, good for a combined output of 194 horsepower with FWD (AWD versions get an additional electric motor for the rear wheels and make 196 hp). While I wouldn’t go so far as to call it fast or fun, the Prius has a lively quality to it. Acceleration from a stop is peppy, and it’s pretty maneuverable in around-town driving.
Drive modes add a bit more character or efficiency, depending on what you’re looking for: The Prius’ Sport mode makes for more aggressive acceleration, while Eco mode prioritizes fuel economy.
Overall, the Prius is very comfortable to drive, with suspension tuning that offers good bump absorption, natural-feeling steering and a well-integrated regenerative-braking system that lacks the odd lurchiness some other hybrids struggle with.
What Tech Does the 2025 Toyota Prius Have?
1 / 122025 Toyota Prius | Cars.com photo by Corey Watts
The Prius’ climate and infotainment controls have a straightforward design and are fairly intuitive to use. An 8-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto is standard; a larger 12.3-inch screen is optional. The larger screen on my Nightshade trim was easy to use and responsive, with near-seamless connection to wireless Android Auto every time I got in the car.
Wireless phone charging is standard on the Nightshade, which sits just below the top Limited trim in the lineup. Limited-only options include a 360-degree camera system and autonomous parking. My test car came with an optional integrated dashcam that can record emergencies like accidents, but at $375, it was expensive.
In other ways, including its materials and design, the Prius’ cabin is largely forgettable. The Nightshade trim at least adds some visual drama, with black SofTex imitation-leather seats with gray contrast stitching, along with carbon-fiber paneling on the dash.
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What’s Wrong With the 2025 Toyota Prius?
My biggest issues with the Prius have to do with its shape. While the 2025 Prius is definitely a lot less nerdy-looking than the previous generation, its swoopy styling comes at the cost of practicality in terms of space and visibility. It looks cool but is a pain to live with, which will become apparent as soon as you attempt to get into it: It’s difficult to get in and out of the Prius due to its short stance and low roofline.
Once you make it inside, headroom is not generous in either row, especially in models with the optional glass roof. At 5-foot-6, I had enough headroom, but taller editors struggled — especially in the backseat due to the Prius’ sloping rear roofline.
About the make
Toyota
Toyota is one of the world’s largest automakers. Its Prius helped popularize hybrids, and its diverse lineup includes many hybrid models today.
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1 / 112025 Toyota Prius | Cars.com photo by Corey Watts
In our Car Seat Check, we installed two car seats with ease thanks to the Prius’ accessible lower anchors, but taller front passengers will feel cramped when a rear-facing car seat is installed behind them.
Visibility everywhere is another struggle. From the driver’s seat, it can be tough to see out of the Prius thanks to its super-low windshield, sloped rear end and small rear window. That said, this generation’s rear visibility is actually somewhat of an improvement over the outgoing model’s odd split-window design, but it’s still not great.
The placement of the gauge cluster also affected my view forward. It sits in a large panel mounted high on the dash; not only was the panel partially blocked by the steering wheel, it also impacted my already limited forward view.
Other ergonomic oddities that will impact your comfort include hidden exterior handles on the rear doors that are in an awkward, higher-up position, as well as a nontraditional gear selector that takes some getting used to.
More From Cars.com:
- What Are the Most Fuel-Efficient Cars?
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- How Do Car Seats Fit in a 2025 Toyota Prius?
- Blacked-Out Nightshade Edition Joins Toyota Prius Plug-in Hybrid Lineup for 2026
- Research the 2025 Toyota Prius
Is the 2025 Toyota Prius a Good Value?
2025 Toyota Prius | Cars.com photo by Corey Watts
Toyota’s hybrid hatchback has long been a standard bearer when it comes to fuel efficiency for the money; it routinely makes Cars.com’s annual Best Hybrids for the Money list. The 2025 Toyota Prius starts at $29,545, and the Nightshade Edition starts at $33,755; AWD adds $1,400 (all prices include destination). Its rivals, meanwhile, start higher: The Honda Accord Hybrid and Hyundai Tucson Hybrid both start around $35,000, while the Toyota RAV4 Hybrid starts around $34,000.
The Prius is also well equipped with safety features. Toyota Safety Sense 3.0 is standard on every Prius and includes forward collision warning with pedestrian detection, automatic emergency braking, adaptive cruise control, lane-centering steering assist, automatic high beams and road-sign recognition. Blind spot warning, rear cross-traffic alert and safe-exit assist are also standard.
Overall, the Prius is an excellent pick for value-minded hybrid shoppers so long as they’re ready to make some comfort and ergonomics trade-offs.
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Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
News Editor
News Editor Jennifer Geiger joined the automotive industry in 2003, much to the delight of her Corvette-obsessed dad. Jennifer is an expert reviewer, certified car-seat technician and mom of three. She wears a lot of hats — many of them while driving a minivan.
