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Subaru1997–2023 Critical issues documented

Subaru Forester SF: common faults & what to check

The SF is the Subaru Forester built 1997–2003. Of the 50 faults documented for the Forester, 8 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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50

Documented faults

Critical

Most serious

$400–$1,600

Typical repair

31

Service milestones

You're looking at the SF

Everything below is narrowed to this variant. Pick a different one to change it.

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Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

A 1997 Subaru Forester is the SF generation (1997 to 2003).

We cannot narrow the engine list to this year, so every engine this model was sold with is offered.

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Subaru Forester SFEngine not picked yet

Pick the engine above first: the Forester came with 8, and without it the report has to show all of their faults. Pick the engine

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Can't confirm for this car

Subaru Forester · 1997

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Subaru Forester before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Request full service history and confirm timing belt replacement at or before 100,000 km.

    See why

    EJ Engine Timing Belt Failure (Interference Engine)

    All EJ-series engines in the SF, SG, and SH Forester use a rubber timing belt driving the camshafts on an interference engine layout, meaning belt failure causes immediate and catastrophic valve-to-piston contact. Subaru specifies replacement at 100,000 km or 10 years but many NZ/AU used imports arrive with unknown service history. The belt tensioner, idler pulleys, and water pump are driven by the same belt and should be replaced simultaneously. A failed water pump bearing is a common secondary cause of belt snap.

    What you would notice

    • No prior warning — engine stops suddenly and will not restart
    • Engine cranks but does not fire (if belt has slipped teeth)
    • Ticking or rattling from timing cover area at idle
    • Coolant leak from water pump weep hole (precursor to belt failure)

    Typically $850–$1,500 to put right.

  • Costly issue

    Inspect all radiator hoses when cold for cracks, swelling near clamps, or oil contamination.

    See why

    EJ Coolant System Degradation (Hoses, Thermostat, Radiator)

    SF and SG Forester cooling systems suffer from a combination of age-related rubber hose deterioration, plastic radiator tank cracking at the crimped seam, and thermostat housing corrosion. The EJ engine runs a closed-deck aluminium block that is sensitive to coolant pH degradation — Subaru Super Coolant (blue) must be used and replaced every 30,000 km or the silicate inhibitors deplete, causing aluminium corrosion and silting that blocks the heater core and radiator passages. Radiator fan thermal switch failure also causes overheating in stationary traffic.

    What you would notice

    • Coolant leak from lower or upper radiator hose couplings
    • Overheating in slow traffic but normal temperature at highway speed
    • Heater output weak or intermittent (blocked heater core)
    • Coolant reservoir shows rust-coloured or brown discolouration

    Typically $300–$1,800 to put right.

  • Costly issue

    Inspect the PCV hoses and separator unit for cracking, oil saturation, or collapse.

    See why

    EJ Engine PCV System Failure Causing Oil Consumption

    The positive crankcase ventilation (PCV) system on EJ-series flat-four engines is prone to blockage and valve failure, particularly from 120,000 km onward. A restricted or failed PCV valve allows crankcase pressure to build, forcing oil past piston rings and valve stem seals and into the combustion chamber. Symptoms can mimic head gasket failure. On SG turbo models, a blocked oil separator in the PCV circuit causes oil to be drawn into the intake upstream of the turbo, contaminating the intercooler and leading to carbon buildup on intake valves.

    What you would notice

    • Blue-grey smoke on startup or overrun, clearing after warmup
    • Oil consumption above 500 ml per 1,000 km without visible external leak
    • Oil residue inside air intake or intercooler piping
    • Fouled spark plugs with oil deposits on electrodes

    Typically $200–$1,200 to put right.

  • Costly issue

    With car stationary, turn steering lock-to-lock and feel for binding or grinding at strut top.

    See why

    Front Strut Top Bearing Collapse

    Front MacPherson strut top bearings (thrust bearings) on SF Foresters wear and collapse with age and NZ/AU road conditions. A failed bearing causes the strut to bind during steering inputs, creating knocking noise over bumps and uneven steering feel. Left unrepaired, the bearing can seize entirely, damaging the strut mount and the strut itself. Common finding on vehicles with original or high-kilometre suspension.

    What you would notice

    • Clunking or knocking from front suspension over bumps
    • Stiff or notchy steering feel, especially when turning slowly
    • Resistance or grittiness felt through the steering wheel at parking speeds
    • Uneven or sluggish steering return-to-centre

    Typically $300–$700 to put right.

  • Costly issue

    Lift each front corner and spin the wheel by hand — listen and feel for roughness or grinding.

    See why

    Front Wheel Bearing Premature Failure

    Front wheel bearings across all Forester generations are known to wear prematurely, particularly on vehicles used for unsealed road driving or with a history of pothole impacts. The AWD drivetrain places constant rotational and lateral load on the front hubs. SF and SG models use a pressed-in separate bearing requiring a press for replacement. SH and SJ models use an integrated hub-and-bearing unit that is bolt-on but more expensive per corner. Delayed replacement leads to hub and knuckle damage, significantly increasing repair cost.

    What you would notice

    • Humming or droning noise that changes with vehicle speed and varies on cornering
    • Rumbling felt through steering wheel at highway speeds
    • Vibration or pulsing through the floor under load
    • Clicking or grinding when turning at low speed (advanced failure)

    Typically $350–$700 to put right.

  • Worth checking

    Check the gear oil level via the differential filler plug (should be level with the filler hole).

    See why

    Rear Differential Output Shaft Seal Leak

    The rear differential on SF and SG Forester models with full-time AWD develops output shaft seal leaks from approximately 100,000-150,000 km. The seals degrade from age, heat cycling, and gear oil contamination. A leaking rear differential deposits gear oil onto the rear subframe, driveshafts, and exhaust, creating a fire risk at advanced stages. On models with a viscous-coupling or hydraulic rear differential, low fluid level caused by a seal leak degrades AWD engagement and can cause differential clutch pack damage.

    What you would notice

    • Oil weeping or pooling on the rear differential casing or driveshaft boots
    • Burning smell from underneath after highway driving
    • Gear oil smell noticeable inside or outside the vehicle
    • AWD engagement inconsistency or rear wheel slip on low traction

    Typically $200–$600 to put right.

Subaru Forester service schedule

What falls due, and at what distance, for each generation of the Subaru Forester. These are the model’s intervals — the car’s own service book is the only thing that can tell you what has actually been done to it.

Sixth Generation · 2024–2026 · 2.5L (FB25) - e-Boxer/Standard

Petrol

Due by distance

  1. 15,000 km

    Routine oil and filter change, using synthetic fluids that meet what the FB25 engine asks for.

  2. 45,000 km

    Check the brake fluid thoroughly and look at the cabin filtration so the air inside stays clean.

  3. 90,000 km

    An important stage where inspecting the CVT fluid starts to matter for the transmission's long-term health.

  4. 150,000 km

    Evaluate the cooling system parts and how the spark plugs are performing, since both affect fuel economy.

Fifth Generation · 2018–2024 · 2.5L (FB25) - Sport/Premium

Petrol

Due by distance

  1. 50,000 km

    Time for a proper inspection of the suspension bushings and a fresh cabin filter.

  2. 100,000 km

    An important milestone, where a full CVT fluid flush and new spark plugs keep the FB25 running efficiently.

  3. 150,000 km

    Keep a close eye on cooling system health here, including the radiator hoses and the state of the coolant.

Fourth Generation · 2013–2018 · 2.0L (FB20) - X

Petrol

Due by distance

  1. 100,000 km

    The spark plugs and drive belts should have been inspected or replaced by this interval.

  2. 150,000 km

    Check the suspension bushings and wheel bearings, which usually feel the effects of our local roads by this stage.

  3. 200,000 km

    Make sure the CVT fluid has had a professional service if you want the car to stay reliable.

Fourth Generation · 2013–2018 · 2.0L (FA20) - XT Turbo

Petrol

Due by distance

  1. 100,000 km

    Inspect the spark plugs and the multi-rib belt for wear at this distance.

  2. 150,000 km

    A key interval for reviewing the cooling system parts, including the radiator and hoses.

  3. 200,000 km

    Get a specialist to assess the suspension bushings and struts so the ride keeps its Subaru character.

Third Generation · 2008–2013 · 2.0L (EJ20) - X

Petrol

Due by distance

  1. 100,000 km

    If there is no paperwork for it, the timing belt system needs inspecting at this interval.

  2. 150,000 km

    Suspension parts like the struts and bushings often show wear from NZ road conditions by here.

  3. 200,000 km

    Flush the cooling system completely and assess whether the radiator is still sound.

Third Generation · 2008–2013 · 2.5L (EJ25) - XT Turbo

Petrol

Due by distance

  1. 100,000 km

    This is the interval for the critical timing belt replacement and a water pump service.

  2. 150,000 km

    Refresh the whole cooling system, hoses and radiator included, so it keeps running at the right temperature.

  3. 200,000 km

    Suspension bushings and strut mounts can be showing their age, which dulls both ride and handling.

Second Generation · 2003–2008 · 2.5L (EJ25) - XT Turbo

Petrol

Due by distance

  1. 100,000 km

    The first major service for the timing belt and water pump assembly falls here.

  2. 150,000 km

    Review the cooling system hoses carefully and check the radiator is still sound.

  3. 200,000 km

    Check the suspension bushings and ball joints to hold on to that characteristic Subaru comfort.

Second Generation · 2002–2008 · 2.0L (EJ20) - X/XS

Petrol

Due by distance

  1. 100,000 km

    The first cooling system parts and the spark plugs would have been due for renewal around here.

  2. 150,000 km

    Suspension bushings and struts commonly start losing their original firmness in this window.

  3. 200,000 km

    Verifying the paperwork for past timing belt replacements becomes essential at this stage.

First Generation (Facelift) · 2000–2002 · 2.0L (EJ20) - GX/GL

Petrol

Due by distance

  1. 100,000 km

    The second major cambelt interval, and worth confirming the water pump went in at the same time.

  2. 150,000 km

    Keep an eye on the suspension bushings and the radiator, as plastic parts start turning brittle.

  3. 200,000 km

    Check the alternator brushes and starter motor solenoid contacts, since these electrical items are near the end of their expected life.

First Generation (Facelift) · 2000–2002 · 2.0L (EJ20) - GT Turbo

Petrol

Due by distance

  1. 100,000 km

    Time for the first big refresh of the cooling system.

  2. 150,000 km

    The original suspension parts, struts and bushings among them, usually start showing their age here.

  3. 200,000 km

    An important milestone at which solid paperwork for past timing belt replacements really matters.

See all 8 issues for this oneDocumented for the exact year and engine you picked, including 3 rated critical.
Engine, transmission & cooling1 critical3

01EJ Engine Timing Belt Failure (Interference Engine)

Request full service history and confirm timing belt replacement at or before 100,000 km.petrol1997–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

02EJ Coolant System Degradation (Hoses, Thermostat, Radiator)

Inspect all radiator hoses when cold for cracks, swelling near clamps, or oil contamination.petrol1997–2008CoolingRead the full fault: symptoms, where to look, what to ask the seller

03EJ Engine PCV System Failure Causing Oil Consumption

Inspect the PCV hoses and separator unit for cracking, oil saturation, or collapse.petrol1997–2012EngineRead the full fault: symptoms, where to look, what to ask the seller
Body, brakes, suspension & interior2

04Front Strut Top Bearing Collapse

With car stationary, turn steering lock-to-lock and feel for binding or grinding at strut top.petrol1997–2002Suspension
CommonSuspension $300–$700 to fix

Front MacPherson strut top bearings (thrust bearings) on SF Foresters wear and collapse with age and NZ/AU road conditions. A failed bearing causes the strut to bind during steering inputs, creating knocking noise over bumps and uneven steering feel. Left unrepaired, the bearing can seize entirely, damaging the strut mount and the strut itself. Common finding on vehicles with original or high-kilometre suspension.

Symptoms to notice

  • Clunking or knocking from front suspension over bumps
  • Stiff or notchy steering feel, especially when turning slowly
  • Resistance or grittiness felt through the steering wheel at parking speeds
  • Uneven or sluggish steering return-to-centre

What to check

With car stationary, turn steering lock-to-lock and feel for binding or grinding at strut top; bounce each corner and listen for knocking; inspect strut top mount for cracking or deformation.

Where to look: Front strut top mounts, both sides

Parts involved: Shock absorber / strut.

Ask the seller

  • “Has the front suspension been serviced or refreshed?”
  • “Any knocking or clunking noise from the front end?”

05Front Wheel Bearing Premature Failure

Lift each front corner and spin the wheel by hand — listen and feel for roughness or grinding.1997–2018Suspension
CommonSuspension $350–$700 to fix

Front wheel bearings across all Forester generations are known to wear prematurely, particularly on vehicles used for unsealed road driving or with a history of pothole impacts. The AWD drivetrain places constant rotational and lateral load on the front hubs. SF and SG models use a pressed-in separate bearing requiring a press for replacement. SH and SJ models use an integrated hub-and-bearing unit that is bolt-on but more expensive per corner. Delayed replacement leads to hub and knuckle damage, significantly increasing repair cost.

Symptoms to notice

  • Humming or droning noise that changes with vehicle speed and varies on cornering
  • Rumbling felt through steering wheel at highway speeds
  • Vibration or pulsing through the floor under load
  • Clicking or grinding when turning at low speed (advanced failure)

What to check

  1. Lift each front corner and spin the wheel by hand — listen and feel for roughness or grinding.
  2. Grip the tyre at 9 and 3 o'clock and attempt to rock it; any play indicates hub bearing wear.
  3. Test drive at 80-100 km/h and weave gently — if the noise changes as weight transfers left and right, the bearing on the quieter-load side is faulty.
  4. Inspect for any rust or corrosion on the hub face indicating water ingress.

Where to look: Front suspension, hub carrier both left and right

Parts involved: Wheel bearing.

Ask the seller

  • “Has either front wheel bearing been replaced, and at what mileage?”
  • “Has the vehicle been used regularly on unsealed roads?”
  • “Has any knocking or humming from the front end been noticed at speed?”
Fluid leaks1

06Rear Differential Output Shaft Seal Leak

Check the gear oil level via the differential filler plug (should be level with the filler hole).1997–2008Fluid Leaks
OccasionalFluid Leaks $200–$600 to fix

The rear differential on SF and SG Forester models with full-time AWD develops output shaft seal leaks from approximately 100,000-150,000 km. The seals degrade from age, heat cycling, and gear oil contamination. A leaking rear differential deposits gear oil onto the rear subframe, driveshafts, and exhaust, creating a fire risk at advanced stages. On models with a viscous-coupling or hydraulic rear differential, low fluid level caused by a seal leak degrades AWD engagement and can cause differential clutch pack damage.

Symptoms to notice

  • Oil weeping or pooling on the rear differential casing or driveshaft boots
  • Burning smell from underneath after highway driving
  • Gear oil smell noticeable inside or outside the vehicle
  • AWD engagement inconsistency or rear wheel slip on low traction

What to check

  1. Check the gear oil level via the differential filler plug (should be level with the filler hole).
  2. Inspect the rear driveshaft CV boot inboard ends for oil contamination from differential seals.
  3. Check the differential casing for any longitudinal cracks from impact damage on vehicles with off-road history.
  4. If a workshop inspection is possible: Place the vehicle on a hoist and inspect both left and right rear differential output shaft flanges for oil seeping or wet residue trails.

Where to look: Rear differential, left and right output shaft seals, underfloor rear

Parts involved: Differential.

Ask the seller

  • “Has the rear differential oil ever been changed or the output seals replaced?”
  • “Has any leaking or burning smell from underneath the vehicle been noticed?”
  • “Has the vehicle been used off-road or in deep water crossings?”
Depends on the exact engine — 2 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling2

01EJ20 Head Gasket Failure (Single-Layer MLS)

Pressure-test cooling system.petrol1997–2002EngineRead the full fault: symptoms, where to look, what to ask the seller

02EJ20 Water Pump Plastic Impeller Wear

Confirm timing belt service history.petrol1997–2002CoolingRead the full fault: symptoms, where to look, what to ask the seller
Other Subaru Forester engines and years42 documented issues that do not apply to the one you picked.
Engine, transmission & cooling22

01TR580/TR690 CVT belt wear and cooling line crack

Inspect the transmission cooler lines at the crimped rubber-to-steel joints for ATF weeping or staining.petrol2007–2018TransmissionRead the full fault: symptoms, where to look, what to ask the seller

02XT turbo oil starvation — clogged banjo bolt filter screen

Turbo Forester XTs (SG EJ255, SH EJ255 — including JDM Cross Sports) have a tiny mesh filter screen inside the banjo bolt feeding oil to the turbo.petrol2003–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

03EJ253 Internal Head Gasket Failure – Combustion Gas or Coolant Bypass

Allow the engine to reach full operating temperature then shut it off.petrol2008–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

04EJ25 Head Gasket Failure Between Coolant and Combustion

Perform a cold engine start after overnight soak.petrol2002–2006Engine
Very commonEngine $2,000–$5,000 to fix

Does not apply

The EJ25 2.5 SOHC non-turbo engine in the SG Forester has a known head gasket failure mode where the multi-layer steel gasket fails between the coolant gallery and combustion chamber. This failure allows coolant to enter the cylinder causing misfires and white exhaust smoke, and if undetected leads to hydrolocking and catastrophic engine damage. This is the most serious and common mechanical fault on the SG Forester and must be checked on any example.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • White steam from exhaust that does not clear after warm-up indicating coolant in combustion
  • Coolant loss with no external leak and milky contamination in the coolant header tank

What to check

Perform a cold engine start after overnight soak. White steam from exhaust that does not clear within 60 seconds of warm-up indicates coolant combustion. Check coolant header tank for oily film on the cap and milky contamination. A combustion leak test (block tester) on the coolant header confirms the failure definitively.

Where to look: EJ25 cylinder head gasket between head and block on both banks

Parts involved: Head gasket.

Ask the seller

  • “Has the ej25 head gasket failure between been inspected or repaired?”

05EJ20 Head Gasket Failure at Coolant Passages

Check for combustion gases in the coolant using a block tester (combustion leak test kit).petrol2002–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

06EJ25 Phase 2 head gasket failure

Cold-start the engine and watch for white steam from exhaust.petrol2007–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

07Lineartronic CVT Judder, Shudder, and Chain Wear

During a test drive, accelerate gently from a standstill on a slight uphill gradient using very light throttle.petrol2013–2023TransmissionRead the full fault: symptoms, where to look, what to ask the seller

08FB25 Piston Ring Oil Consumption

Request a documented oil consumption test — Subaru dealers use a protocol measuring consumption over 1,200 km after an oil change to a fixed level.petrol2013 onwardEngineRead the full fault: symptoms, where to look, what to ask the seller

09FB20 Excessive Oil Consumption (SH Late Model)

Check the engine oil level on the dipstick after a minimum of 200 km of mixed driving and compare to the full mark.petrol2011–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

10FB25D Excess Oil Consumption in First 20,000 km

Pull the dipstick and note the oil level relative to service mileage.petrol2018Engine
OccasionalEngine $200–$6,500 to fix

Does not apply

A proportion of SK Foresters with the FB25D direct-injection engine exhibit elevated oil consumption during the piston ring break-in period, typically from new up to approximately 20,000 km. Affected vehicles can consume 500 ml to over 1 litre of oil per 5,000 km, significantly above the Subaru-published acceptable limit. The condition stems from incomplete seating of the piston oil-control rings during the break-in phase in some engine builds. Subaru Australia and NZ have acknowledged warranty consumption complaints, and some owners received short-block replacements under warranty when consumption was documented via an oil consumption test. Vehicles purchased used with 15,000-25,000 km require particular scrutiny as they may be in or just through this window, and ring seating may remain incomplete.

Symptoms to notice

  • Oil level noticeably low between standard 10,000 km service intervals
  • Occasional light blue smoke from exhaust at startup or under load
  • Oil consumption exceeding 1 litre per 5,000 km
  • No visible external oil leak but oil level drops consistently

What to check

  1. Pull the dipstick and note the oil level relative to service mileage.
  2. Ask the seller how often oil is topped up.
  3. Request an oil consumption test result if under warranty.
  4. Inspect the tail-pipe interior for oily carbon deposits suggesting oil burning.
  5. Check for any dealer correspondence or warranty claims relating to oil consumption.

Where to look: FB25D engine internals: piston rings and oil control rings, all four cylinders

Ask the seller

  • “Has the oil ever needed topping up between scheduled services?”
  • “Has an oil consumption test been performed by a Subaru dealer?”
  • “Were any warranty claims related to oil consumption lodged with Subaru?”
  • “What is the current oil level and when was the vehicle last serviced?”

11EJ205/EJ255 Turbo Oil Starvation and Cartridge Failure

Inspect the oil feed and return banjo fittings and braided lines for cracking or weeping.petrol2002–2012EngineRead the full fault: symptoms, where to look, what to ask the seller

12EJ20 Excessive Oil Consumption from Piston Ring Gap

Check oil level at the dipstick and note whether it has been recently topped up to mask consumption.petrol2002–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

13EE20 Diesel DPF Blockage and EGR Fouling

Confirm no active regen is in progress and check DPF differential pressure sensor values.diesel2008–2012Engine
OccasionalEngine $1,500–$5,000 to fix

Does not apply

The SH Forester offered with the EE20 2.0L diesel (sold in AU/EU markets) is susceptible to Diesel Particulate Filter (DPF) blockage when used predominantly on short urban trips that prevent full passive regeneration. The EGR valve and intake manifold also accumulate heavy carbon deposits from EGR gas recirculation, progressively reducing airflow and causing rough idle, loss of power under load, and increased fuel consumption. Forced regeneration cycles can fail if the base fuel trim or injector condition is poor, leading to DPF cracking from repeated thermal shock.

Symptoms to notice

  • DPF warning light on dashboard with reduced power mode
  • Rough idle and hesitation under load
  • Increased fuel consumption and black smoke under acceleration
  • Failed forced regeneration attempt leaving DPF partially blocked

What to check

  1. Confirm no active regen is in progress and check DPF differential pressure sensor values.
  2. Inspect EGR valve operation for sticking — visible carbon deposits in the intake tract indicate heavy fouling.
  3. Check injector return flow rates as a worn injector contributes excess soot load.
  4. Confirm the vehicle has been regularly driven at sustained highway speeds to allow passive regen.
  5. If a workshop inspection is possible: Scan for DPF backpressure and soot load percentage via a diesel-compatible OBD-II tool.

Where to look: DPF in exhaust downpipe underfloor; EGR valve on intake manifold left side of engine

Parts involved: Diesel particulate filter, EGR valve.

Ask the seller

  • “Has the DPF warning light ever illuminated, and has a forced regeneration been performed?”
  • “Has the vehicle been used mainly for short trips under 20 km?”
  • “Has the EGR valve or intake manifold ever been cleaned?”

14FA20DIT Turbocharger Shaft Seal Oil Leak

On a cold start, observe the exhaust for blue smoke that appears briefly and dissipates as the turbo warms.petrol2014–2018Engine
OccasionalEngine $2,000–$4,500 to fix

Does not apply

The FA20DIT turbocharged engine fitted to Forester XT variants develops premature wear in the turbocharger shaft oil seals, allowing engine oil to be drawn into either the compressor inlet or the turbine exhaust side. Oil entering the intake side coats the intercooler and charge pipes, while oil consumed on the exhaust side produces characteristic blue smoke on startup or under boost. Sustained high-RPM driving without a cooldown idle period accelerates the seal degradation by allowing the turbo shaft to heat-soak after shutdown.

Symptoms to notice

  • Blue smoke from the exhaust on cold start that clears after the engine warms
  • Oily residue or pooled oil inside the intercooler charge pipes
  • Blue smoke during hard acceleration or when boost pressure rises
  • Oil consumption elevated above 500ml per 5,000 km with no external leaks
  • Oil smell from the engine bay under hard driving

What to check

On a cold start, observe the exhaust for blue smoke that appears briefly and dissipates as the turbo warms. During a hard acceleration run, watch the exhaust in a following vehicle's reflection or with a helper. Check the air filter housing and turbo compressor inlet for oil contamination. If a workshop inspection is possible: Remove the charge pipe from the intercooler outlet to the throttle body and inspect the interior surface for oily residue or visible oil pooling.

Where to look: Turbocharger unit mounted on the exhaust manifold; shaft oil seals between compressor wheel and turbine wheel internally

Parts involved: Turbocharger.

Ask the seller

  • “Has the turbocharger ever been inspected or replaced on this vehicle?”
  • “Is there any blue smoke visible on cold starts or during hard acceleration?”
  • “Were the intercooler and charge pipes ever cleaned or replaced due to oil contamination?”

15EJ25 SOHC head gasket external leak (SG/SH 2.5 non-turbo)

With the engine cold, look and feel along the head-to-block seam on both sides from under the car (torch needed) for wet oil or dried coolant crust.petrol2002–2010EngineRead the full fault: symptoms, where to look, what to ask the seller

16FB25 Timing Chain Guide and Tensioner Wear

During a cold-start inspection with the bonnet open, listen carefully at the front of the engine immediately on startup for chain rattle.petrol2013 onwardEngine
OccasionalEngine $1,800–$4,200 to fix

Does not apply

The FB25 engine uses a timing chain rather than the rubber belt of some earlier Subaru engines, but the plastic chain guide rails and hydraulic tensioner are susceptible to wear at high mileage, particularly in engines that have experienced oil starvation events or extended drain intervals. The primary guide rail on the intake-side chain run develops wear grooves where the chain contacts it, and the tensioner's hydraulic ratchet mechanism can lose oil pressure during cold startups, allowing chain slack before the tensioner pressurises. Chain noise at cold startup that clears within 5-10 seconds is the first indicator. Continued operation eventually causes the chain to skip a tooth on the camshaft sprocket, resulting in misfire codes and potential valve-to-piston contact if not addressed.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Rattling or chattering noise from the front of the engine for 3-10 seconds immediately on cold startup, disappearing once oil pressure builds — commonly described as a diesel-like clatter
  • Check Engine light with misfire codes (P0301-P0304) or camshaft position sensor codes (P0341, P0346) indicating timing chain stretch has caused cam timing to shift
  • Rough idle or loss of power with no obvious external cause, particularly after a high-mileage service interval with degraded oil
  • Engine oil darker than expected for its service age, indicating oil quality degradation that accelerates guide and tensioner wear

What to check

During a cold-start inspection with the bonnet open, listen carefully at the front of the engine immediately on startup for chain rattle. Inspect the service history for evidence of regular oil changes at or before 7,500 km intervals — extended intervals are the primary cause of accelerated guide wear. A workshop with a bore scope can sometimes inspect the chain through the oil filler aperture. If a workshop inspection is possible: Use a scan tool to check for any stored or pending camshaft position or misfire codes.

Where to look: Timing chain assembly at the front of the FB25 engine — chain guide rails, tensioner, and camshaft sprockets

Parts involved: Timing chain.

Ask the seller

  • “Can you start the car from completely cold and let me listen to the engine immediately at startup?”
  • “What has the oil change interval been — kilometres between changes — and what oil grade has been used?”
  • “Has the check engine light ever come on, and were any camshaft or misfire codes stored?”

17FB20 Oil Consumption from Short-Trip Use

Check oil level at every fuel stop for two weeks — note consumption rate.petrol2018 onwardEngine
CommonEngine $500–$2,500 to fix

Does not apply

The FB20 2.0 naturally aspirated flat-four engine consumes oil at an elevated rate when used predominantly for short urban trips where the engine does not reach full operating temperature. Oil consumption beyond 1 litre per 5000km is considered abnormal and warrants inspection of piston rings and valve stem seals.

Symptoms to notice

  • Blue smoke from exhaust on engine braking and startup, especially on cold mornings
  • Frequent need to top up engine oil between regular service intervals

What to check

  1. Check oil level at every fuel stop for two weeks — note consumption rate.
  2. Ask about typical trip lengths and whether the vehicle is mainly city or highway driven.
  3. Consumption of more than 1 litre per 5000km is abnormal for the FB20.

Where to look: Engine piston rings and valve stem seals

Ask the seller

  • “Has the fb20 oil consumption from short-trip been inspected or repaired?”

18EJ253 and FB25 AVCS Variable Valve Timing Solenoid Fouling

These codes may have been cleared but can reappear after a cold start.petrol2008–2016Engine
OccasionalEngine $300–$1,400 to fix

Does not apply

The Active Valve Control System (AVCS) on EJ253 and FB25 engines uses oil-pressure-controlled solenoid valves to advance or retard camshaft timing. Fine sludge and varnish deposits from extended oil change intervals block the solenoid screen filters, starving the AVCS actuator of oil pressure and causing the camshaft to lock in a fixed timing position. This triggers camshaft position fault codes and produces a noticeable loss of low-end torque and a rough idle.

Symptoms to notice

  • Check engine light with camshaft position codes P0011, P0021, P0012, or P0022
  • Rough or lumpy idle, especially when cold
  • Reduced low-RPM torque and sluggish throttle response
  • Brief rattling from the valve cover area in the first seconds of cold start
  • Poor fuel economy compared to expected figures for the engine

What to check

These codes may have been cleared but can reappear after a cold start. Ask about oil change intervals – engines serviced beyond 10,000 km on conventional oil are at higher risk. Listen for a brief rattling from the camshaft area during the first few seconds of a cold start. If a workshop inspection is possible: Connect an OBD-II scanner before purchase and check for stored or pending fault codes P0010, P0011, P0012, P0020, P0021, or P0022 (camshaft position actuator circuit or timing over-advanced/retarded).

Where to look: AVCS solenoid valves at the front of each camshaft cover on both cylinder heads; oil control screen filters inside the solenoid body

Ask the seller

  • “What has the oil change interval been throughout the vehicle's life, and was synthetic or conventional oil used?”
  • “Has the check engine light ever appeared with camshaft timing or actuator fault codes?”
  • “Have the AVCS solenoids ever been inspected, cleaned, or replaced?”

19e-Boxer Mild Hybrid Coolant Leak from Battery System

Inspect the mild hybrid battery cooling system in the engine bay for any signs of coolant residue at hose connections.hybrid2019 onwardCooling
OccasionalCooling $300–$1,200 to fix

Does not apply

The e-Boxer mild hybrid variant uses a liquid-cooled 12.3V lithium battery that can develop small coolant leaks at hose connections or the cooling plate.

Symptoms to notice

  • Unexplained coolant level drop in the reservoir without visible external leak source
  • Mild hybrid warning light if battery cooling circuit pressure drops below threshold

What to check

  1. Inspect the mild hybrid battery cooling system in the engine bay for any signs of coolant residue at hose connections.
  2. Check coolant level — unexplained drops may indicate a hybrid cooling circuit leak.

Where to look: e-Boxer mild hybrid battery and cooling system, passenger side engine bay

Ask the seller

  • “Has the e-boxer mild hybrid coolant leak been inspected or repaired?”

20EJ25 AVCS Oil Control Solenoid Failure

With the engine at operating temperature, unplug each solenoid connector in turn and listen for a change in idle quality.petrol2004–2013EngineRead the full fault: symptoms, where to look, what to ask the seller

21EJ20T Intercooler Boost Pipe Cracking and Boost Loss

Firmly accelerate from 2000rpm and listen for hissing from the engine bay.petrol2002–2005Engine
CommonEngine $100–$400 to fix

Does not apply

The EJ20T turbocharged Forester intercooler hoses and rubber joiners harden and crack with age releasing boost pressure and causing a flat spot on acceleration.

Symptoms to notice

  • Flat spot under acceleration with audible hiss indicating boost pressure loss
  • Power temporarily returning when throttle is released as the split pipe partially reseals

What to check

Firmly accelerate from 2000rpm and listen for hissing from the engine bay. Inspect intercooler pipes and joiners for cracking.

Where to look: Intercooler pipework and rubber joiners in the engine bay

Ask the seller

  • “Has the ej20t intercooler boost pipe cracking been inspected or repaired?”

222.0XT (FA20 DIT) intake carbon build-up and oily intercooler

Start the car stone cold and watch for a lumpy idle in the first minute.petrol2013–2018Engine
OccasionalEngine $600–$1,500 to fix

Does not apply

The SJ Forester XT's direct-injection FA20 turbo has no fuel washing over the intake valves, so carbon builds on them from crankcase vapours — worse on short-trip cars. The factory air-oil separation is marginal, so oil mist also pools in the intercooler and intake pipework; many tuners fit an aftermarket air-oil separator or catch can. Symptoms creep in from about 100,000 km: rough cold idle, hesitation, misfire codes. The fix is walnut-blasting the intake valves, and it recurs.

Symptoms to notice

  • Rough or lumpy cold idle
  • Hesitation on light throttle
  • Cold-start misfire codes
  • Oil residue in intercooler hoses

What to check

  1. Start the car stone cold and watch for a lumpy idle in the first minute.
  2. Ask whether the intake valves have ever been cleaned and whether a catch can/AOS is fitted (check the engine bay — a small canister with hoses near the intake).
  3. Pull the intake hose clamp back if the seller allows and feel inside for oil film.

Where to look: Intake manifold and valves, top of engine; intercooler on top of the engine under the bonnet scoop

Parts involved: PCV / oil separator, Turbocharger.

Ask the seller

  • “Has it had an intake/walnut-blast clean?”
  • “Is a catch can or air-oil separator fitted?”
  • “Mostly short trips or open-road driving?”
Electrical4

01EyeSight Stereo Camera Delamination and Calibration Loss

2016 onwardElectrical
OccasionalElectrical $350–$1,800 to fix

Does not apply

The EyeSight driver assistance system in SJ facelifts (from 2016) and all SK Foresters uses a pair of stereo cameras mounted behind the windshield at the top-centre position. The cameras depend on a precisely calibrated stereo baseline. In New Zealand and Australian climates, thermal cycling and UV exposure cause the windshield inner PVB interlayer near the camera mounting bracket to delaminate or develop fogging, distorting the camera field of view. Replacement of a windshield on an EyeSight-equipped Forester requires specialised recalibration using Subaru's Select Monitor IV and a calibration target board — a process many non-dealer repairers lack equipment for. Incorrect calibration causes ADAS systems to trigger falsely or fail to trigger when required.

Symptoms to notice

  • EyeSight warning light illuminating on the dashboard, accompanied by a message that the system is temporarily unavailable, particularly after the car has been in direct sunlight
  • Pre-collision braking system triggering unexpectedly on open roads with no obstacle present, or failing to warn of a genuine hazard
  • Visible fogging, yellowing, or haze in the windshield area immediately in front of the camera housing that does not clear with the defroster
  • Adaptive cruise control disengaging without driver input, with an EyeSight limitation message appearing in the instrument cluster

What to check

  1. Inspect the windshield in the area behind the camera mounting bracket with a torch at an angle — look for delamination bubbles, cloudiness, or discolouration.
  2. Start the vehicle and observe whether the EyeSight indicator illuminates green (operational) within 20 seconds of startup.
  3. Ask about any windshield replacements and whether dealer recalibration was performed afterward.
  4. If a workshop inspection is possible: Check for any EyeSight fault codes using Subaru Select Monitor or compatible scan tool.

Where to look: Stereo camera unit and mounting bracket behind the upper-centre of the windshield, EyeSight control module

Ask the seller

  • “Has the windshield ever been replaced, and if so was EyeSight recalibration performed by a Subaru dealer afterward?”
  • “Does the EyeSight indicator reliably show green at startup, or does it show warnings?”
  • “Has the pre-collision braking system ever activated unexpectedly?”

02Electric Power Steering Rack Rattle and Column Knock

The SH Forester introduced an electric power steering (EPS) system replacing the hydraulic rack of the SG generation.2008–2013Electrical
CommonElectrical $350–$2,400 to fix

Does not apply

The SH Forester introduced an electric power steering (EPS) system replacing the hydraulic rack of the SG generation. The EPS rack uses an electric motor driving the steering column or rack via a worm gear assembly, and the coupling between the motor output shaft and the rack can develop play as the plastic or nylon drive components wear. Additionally, the rack mounting bushes deteriorate and allow the rack housing to move under load, creating an audible knock through the steering wheel that is transmitted to the driver. Subaru issued a revised rack mounting kit and updated column coupling components to address the problem, but unmodified examples continue to exhibit the fault.

Symptoms to notice

  • Rattling or knocking noise that appears to come from the steering column or dashboard area when driving on uneven surfaces
  • Vibration felt through the steering wheel rim over rough road surfaces that is absent on smooth roads

What to check

With the engine running (EPS active), have a second person slowly turn the steering wheel from lock to lock while you listen from the engine bay and under the dash for rattling or knocking. Drive over a series of small bumps and note whether the noise comes through the steering wheel. Check the steering rack mounting bolts for looseness. If a workshop inspection is possible: Connect a diagnostic scanner to check for any EPS torque sensor or motor fault codes.

Where to look: Steering rack housing beneath the firewall and EPS motor coupling on the lower steering column; accessible from underneath the vehicle

Parts involved: Steering rack.

Ask the seller

  • “Is there any rattle or knock from the steering when driving on rough roads or over speed bumps?”
  • “Has any steering noise been investigated by a Subaru dealer or steering specialist?”

03Electric Power Steering Rack Rattle

Drive over rough surfaces at low speed and listen for rattle from the steering rack area.2002–2007Electrical
CommonElectrical $600–$2,200 to fix

Does not apply

EPS rack develops internal rattle at low speeds over rough surfaces.

Symptoms to notice

  • Knocking or rattling from steering rack at low speeds
  • Vibration through steering wheel during slow manoeuvring

What to check

Drive over rough surfaces at low speed and listen for rattle from the steering rack area.

Where to look: Electric power steering rack assembly

Parts involved: Steering rack.

Ask the seller

  • “Has the electric power steering rack rattle been inspected or repaired?”

04TPMS Direct Sensor Battery Depletion

Confirm TPMS warning light status at startup and after the vehicle has driven at least 5 minutes above 30 km/h.petrol2013–2018Electrical
CommonElectrical $80–$220 to fix

Does not apply

SJ Forester models equipped with factory direct TPMS (Tyre Pressure Monitoring System) use in-wheel battery-powered pressure sensors with a design life of approximately 7-10 years. As the fleet ages past 2020, battery depletion causes permanent TPMS warning light illumination and loss of real-time pressure data. Sensors cannot be recharged and require full replacement including valve stem. The system requires reprogramming after sensor swap, which many budget tyre shops are not equipped to perform correctly.

Symptoms to notice

  • Permanent TPMS warning light on dashboard with correct tyre pressures
  • TPMS fault code stored (sensor not transmitting)
  • Warning light appears after wheel rotation or tyre change
  • System shows one or more sensors as missing

What to check

  1. Confirm TPMS warning light status at startup and after the vehicle has driven at least 5 minutes above 30 km/h.
  2. Scan for TPMS-specific fault codes using a compatible TPMS reset tool or Subaru-compatible scanner.
  3. Check that all four sensor IDs are registered in the system.
  4. Note that aftermarket steel rims without sensors will also trigger the fault permanently.

Where to look: Inside each tyre, mounted to the valve stem on all four wheels

Ask the seller

  • “Is the TPMS warning light currently active, and has any sensor been replaced?”
  • “Are the original factory alloy wheels fitted, or have steel rims been added?”
Body, brakes, suspension & interior15

01SH rear wheel arch rust perforation

petrol2007–2012Body & RustRead the full fault: symptoms, where to look, what to ask the seller

02Rear Multi-link Suspension Bush Collapse

Check for rear tyre wear in a diagonal or feathered pattern indicating toe change.2002–2013Suspension
CommonSuspension $600–$1,600 to fix

Does not apply

The SG and SH Forester rear suspension uses a multi-link arrangement with multiple rubber compliance bushes on the lateral and trailing arms. These bushes are designed to provide controlled compliance under load but deteriorate with age, heat cycling, and exposure to road oils and contaminants, particularly in the New Zealand climate where UV exposure and temperature variation is high. When the bushes collapse or delaminate, the rear axle geometry changes under braking and cornering loads, causing the rear end to steer unpredictably and increasing the risk of oversteer in emergency manoeuvres.

Symptoms to notice

  • Rear end instability or a feeling of the car moving sideways during moderate to hard braking
  • Uneven or diagonal rear tyre wear that recurs quickly after wheel alignment
  • Clunking or thudding from the rear suspension over larger bumps or during directional changes

What to check

Check for rear tyre wear in a diagonal or feathered pattern indicating toe change. Observe the car tracking straight under moderate braking on a flat road. If a workshop inspection is possible: With the vehicle on a hoist at ride height (suspension loaded), inspect each rear arm bush for cracking, splitting, or visible rubber extrusion from the metal sleeve. Apply a pry bar carefully between the arm and subframe to check for excessive lateral play.

Where to look: Rear lateral control arms and trailing arms on both sides; inboard pivot bush at the subframe attachment point is the most common failure point

Ask the seller

  • “Has the rear suspension been inspected or any bushes replaced in the last 50,000 km?”
  • “Has the rear wheel alignment been checked recently, and was any excessive correction required?”

03Front Lower Control Arm Ball Joint Wear

With the suspension at ride height, inspect the ball joint boot for tears, splits, or displaced grease.2002–2013Suspension
CommonSuspension $380–$950 to fix

Does not apply

The front suspension on the SG and SH Forester uses a double-wishbone-derived layout with a lower control arm ball joint that is a wear item integral to the arm on most variants, meaning the entire arm must be replaced when the joint fails. The ball joint is loaded both vertically and laterally during cornering, and the rubber boot seal is vulnerable to damage from road debris and accumulated grime. Once the boot tears, the grease is lost and the joint deteriorates rapidly due to water and dirt ingress, accelerated in New Zealand conditions by unsealed road driving and salt exposure in coastal areas.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking or knocking noise from the front suspension when driving over speed bumps, pot-holes, or rough surfaces
  • Vague or wandering steering feel with the vehicle pulling to one side
  • Uneven front tyre wear across the tread width indicating camber change from a worn joint

What to check

With the suspension at ride height, inspect the ball joint boot for tears, splits, or displaced grease. Have a second person turn the wheel lock to lock while you feel the lower arm for looseness or clunking. Check for uneven tyre wear consistent with toe or camber change. If a workshop inspection is possible: Raise the vehicle safely and grip the front tyre at the 6 and 12 o'clock positions, then rock it; excessive play indicates ball joint wear.

Where to look: Front lower control arm, outboard end connecting to the front wheel hub/knuckle assembly

Parts involved: Ball joint.

Ask the seller

  • “When was the front suspension last inspected by a mechanic, and were the ball joints noted as serviceable?”
  • “Has the vehicle been used on gravel or unsealed roads regularly?”

04Front Lower Arm Rear Bush Failure & Steering Shimmy

Visible movement or a soft compressible feel in the rear bush indicates wear.2012 onwardSuspension
CommonSuspension $420–$950 to fix

Does not apply

Both the SJ and SK Forester generations use a front lower control arm with a rear compliance bush (sometimes called a rear lower arm bush) that deteriorates from 60,000-100,000 km in NZ and AU conditions, accelerated by gravel roads and potholes. As the rubber bush degrades it allows the front lower arm to move rearward under braking or bump, causing inconsistent caster and toe geometry. Drivers typically notice a steering shimmy or wobble at highway speeds (90-110 km/h), vagueness on straight-line tracking, and a clunking noise over sharp bumps. The vehicle may wander under braking. A wheel alignment will not correct the condition — the bush must be pressed out and replaced. Aftermarket polyurethane bushes are available and offer improved longevity over OEM rubber.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Steering shimmy or wobble felt through wheel at 90-110 km/h
  • Clunk from front suspension over sharp bumps or road edges
  • Vague or wandering straight-line tracking
  • Vehicle pulling slightly under hard braking
  • Accelerated inner tyre wear on the front axle

What to check

Visible movement or a soft compressible feel in the rear bush indicates wear. Inspect the bush visually for cracking, splitting, or deformation of the rubber element. Check front tyre wear pattern for uneven inner or outer edge wear suggesting caster change. If a workshop inspection is possible: With vehicle on a hoist, grasp the front lower arm and attempt to move it forward and rearward by hand.

Where to look: Rear bush of front lower control arm, both left and right sides, front suspension subframe

Parts involved: Ball joint.

Ask the seller

  • “Have the front lower arm bushes ever been replaced?”
  • “Has a mechanic noted any front suspension bush wear on a recent inspection?”
  • “Have you experienced any steering shimmy at highway speeds?”
  • “When were the front tyres last replaced and was there any unusual wear pattern?”

05Rear Wheel Bearing Failure

Lift each rear wheel and check for play by rocking wheel.petrol2002–2008Suspension
CommonSuspension $350–$750 to fix

Does not apply

Rear wheel bearings on SG Foresters wear prematurely relative to competitor vehicles, attributed to AWD system loading and typical NZ/AU road surfaces. Failure progresses from a faint hum at speed to a loud drone and eventually bearing looseness. Unrepaired, a collapsed bearing can damage the hub assembly and in extreme cases pose a safety risk. Commonly flagged during WOF inspections in New Zealand.

Symptoms to notice

  • Low-frequency humming or growling from the rear, changing with vehicle speed
  • Noise louder on one side, varying when weight shifts during cornering
  • Vibration felt through the seat or floor at highway speed
  • Play detectable when rocking the wheel at 12 and 6 o'clock positions

What to check

Lift each rear wheel and check for play by rocking wheel; spin wheel by hand and listen or feel for roughness or grinding; road test at 80-100 km/h and listen for droning that changes with cornering load.

Where to look: Rear hubs, both sides

Parts involved: Wheel bearing.

Ask the seller

  • “Any humming or droning from the rear at highway speed?”
  • “Have the rear wheel bearings been replaced?”

06Rear Axle Half-Shaft CV Boot Failure

Run a finger along the boot surface and check for grease film on adjacent components.2002 onwardSuspensionRead the full fault: symptoms, where to look, what to ask the seller

07Front Lower Ball Joint Wear

Watch for: Clunking or knocking from the front suspension on bumps or cornering.petrol2008–2018Suspension
CommonSuspension $350–$750 to fix

Does not apply

Front lower control arm ball joints on SH and SJ Foresters wear faster than expected under NZ/AU road conditions. A worn ball joint creates vague steering, clunking over bumps and uneven tyre wear. In a worst-case scenario a failed ball joint causes sudden loss of directional control. Regularly flagged at WOF inspections and pre-purchase checks on SH/SJ models over 100,000 km. Some aftermarket replacement options are available at lower cost than OEM parts.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking or knocking from the front suspension on bumps or cornering
  • Vague or imprecise steering feel
  • Pulling to one side under braking
  • Uneven front tyre wear

What to check

Watch for: Clunking or knocking from the front suspension on bumps or cornering. If a workshop inspection is possible: Lift front wheels and check ball joint for play using a pry bar; inspect rubber boot for cracking or grease leakage; road test over rough surfaces and listen for clunking from front.

Where to look: Front lower control arms, both sides

Parts involved: Ball joint.

Ask the seller

  • “Have the front ball joints been replaced?”
  • “Any clunking or knocking from the front suspension?”

08CV Joint Boot Cracking and Grease Loss

Inspect front CV joint boots for cracking and grease expulsion.2002–2007Suspension
CommonSuspension $300–$700 to fix

Does not apply

Front CV joint boots crack with age allowing grease to escape and water and grit to enter the joint. Worn boots with dry joints require CV joint replacement.

A concertina rubber constant-velocity joint boot fitted to a car driveshaft.Example of the part — not this vehicle

The rubber CV boot on a driveshaft — this is the part that splits and throws grease.

Ildar Sagdejev ( Specious ) · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Clicking from front when turning at slow speed or under power out of corners
  • Grease spatter visible on inside of wheel arch near the CV boot

What to check

Inspect front CV joint boots for cracking and grease expulsion. A clicking sound from the front when turning at low speed confirms worn joint.

Where to look: Front driveshaft CV joints and boots

Parts involved: CV joint and boot.

Ask the seller

  • “Has the cv joint boot cracking and been inspected or repaired?”

09Brake Caliper Guide Pin Seizure

Check for pulling under braking.2002–2007Brakes
CommonBrakes $200–$600 to fix

Does not apply

Front and rear brake caliper guide pins seize from corrosion causing uneven pad wear.

Symptoms to notice

  • Vehicle pulling to one side under braking
  • One disc hotter than the other after moderate use

What to check

  1. Check for pulling under braking.
  2. Feel for uneven wheel heat.
  3. Inspect guide pins.

Where to look: Front and rear brake calipers

Parts involved: Brake disc and pads.

Ask the seller

  • “Has the brake caliper guide pin seizure been inspected or repaired?”

10SK windscreen spontaneous cracking

Inspect the windscreen edge-to-edge in good light, especially along the bottom near the wipers.2019–2021Body & Rust
OccasionalBody & Rust $800–$1,800 to fix

Does not apply

SK Foresters (2019-2021) have a well-documented pattern of windscreens cracking from tiny or invisible impacts, often starting at the base near the cowl and spreading fast. A US class action (covering 2019-2022 Foresters and Outbacks) alleged the glass/body design was defective; Subaru replaced many under goodwill but NZ owners generally claim insurance. These cars often have EyeSight cameras behind the glass, so a replacement screen must be genuine-spec and the cameras recalibrated, which pushes the price up.

Symptoms to notice

  • Crack running up from the bottom edge of the windscreen
  • History of multiple windscreen replacements
  • Chips that spread unusually fast

What to check

  1. Inspect the windscreen edge-to-edge in good light, especially along the bottom near the wipers.
  2. Ask how many windscreens the car has had.
  3. If it has been replaced, ask whether an EyeSight recalibration was done and get the invoice — an uncalibrated EyeSight system can disable safety features.

Where to look: Windscreen, particularly lower edge near the cowl

Ask the seller

  • “Has the windscreen ever been replaced?”
  • “Was EyeSight recalibrated after replacement?”

11Rear Suspension Multi-Link Bush Wear

Inspect rear suspension arm bushes for cracking.2018 onwardSuspension
CommonSuspension $400–$1,200 to fix

Does not apply

Rear multi-link suspension bushes wear causing handling imprecision and rear knocking.

Symptoms to notice

  • Knocking from rear suspension over rough surfaces
  • Imprecise rear handling and inner tyre edge wear

What to check

  1. Inspect rear suspension arm bushes for cracking.
  2. Push arms — any movement indicates worn bushes.
  3. Check rear tyre wear.

Where to look: Rear multi-link suspension arm bushes

Ask the seller

  • “Has the rear suspension multi-link bush wear been inspected or repaired?”

12Front lower control arm bushings and ball joints wear (SG/SH)

Look at the front tyres for uneven inner-edge wear.2002–2013Suspension
CommonSuspension $300–$900 to fix

Does not apply

The front lower control arm rear bushings on SG and SH Foresters soften and split with age, and the pressed-in lower ball joints wear — common findings at NZ WoF time on cars over 150,000 km. Worn bushes give vague steering and clunks over bumps; a badly worn ball joint is a WoF fail and in the worst case can let the wheel splay out. Parts are cheap but the labour to press bushes adds up, and many workshops just fit complete aftermarket arms.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunk from the front over speed bumps or driveways
  • Vague or wandering steering
  • Uneven front tyre wear on the inner edges
  • Recent WoF sheet noting suspension wear

What to check

Look at the front tyres for uneven inner-edge wear. Bounce each front corner and listen for knocks. Ask to see the last WoF checksheet — bushings and ball joints show up there first. Peer behind each front wheel at the big rear control-arm bush for cracked, extruded rubber.

Where to look: Front suspension, lower control arms behind each front wheel

Parts involved: Ball joint.

Ask the seller

  • “When did it last have a WoF and were there any suspension notes?”
  • “Have the control arms or ball joints been replaced?”

13Rear wheel bearing wear (SG especially)

On the test drive, get to 80-100 km/h on smooth seal, drop the rear windows slightly and listen for a hum from the back.2002–2013Suspension
Very commonSuspension $350–$800 to fix

Does not apply

SG Foresters are notorious for chewing through rear wheel bearings, sometimes before 100,000 km, with the right rear the usual first casualty. Subaru revised the bearing design and fitting procedure several times, and there is a TSB covering an updated backing plate. Cheap aftermarket bearings without the updated design often fail again quickly, so cars can go through several. A failing bearing hums or growls at speed and eventually risks wheel wobble.

Symptoms to notice

  • Humming or growling from the rear that rises with road speed
  • Noise changes when swerving gently left/right
  • Droning that sounds like coarse-chip road on smooth seal

What to check

On the test drive, get to 80-100 km/h on smooth seal, drop the rear windows slightly and listen for a hum from the back. Gently weave in the lane — bearing noise changes with load direction. With the car jacked (or ask the seller), rock the rear wheels at 12 and 6 o'clock for play. Check service history for repeated bearing replacements — a genuine Subaru bearing is the fix that lasts.

Where to look: Rear hubs, right rear most commonly

Parts involved: Wheel bearing.

Ask the seller

  • “Have any wheel bearings been replaced, and were genuine Subaru parts used?”
  • “Is there any humming noise at open-road speed?”

14Subaru Global Platform Body and Suspension Creak (SK)

2018–2021Body & Rust
OccasionalBody & Rust $0–$600 to fix

Does not apply

The SK Forester (2018-present) is built on Subaru's Global Platform (SGP), a new high-rigidity body structure that uses ultra-high-strength steel and structural adhesive bonding in addition to spot welds. A known weakness in early SK production is a creaking noise from the front suspension subframe mounting points and the A-pillar/firewall junction, caused by micromovement between the structurally bonded panels under torsional load. The SGP adhesive curing process and its interaction with the spot-weld pattern has been identified as the source in Subaru's own technical documentation. Subaru issued revised torque specifications and supplementary fixing points in production during 2019. Earlier SK models may require dealer-applied sealant injections at the creak source.

Symptoms to notice

  • Creaking or popping noise from the front of the cabin — often described as coming from the dashboard or footwell area — triggered by body twist during cornering or over uneven surfaces
  • Noise is most pronounced in cold conditions (below 10°C) and may disappear once the vehicle warms up, making it difficult to reproduce for a dealer
  • Creaking that changes character when a passenger is in the front seat versus when the vehicle is driven solo, indicating a body torsion sensitivity
  • Dealer inspection finding no worn suspension components, with the noise source traced to the body structure itself rather than any mechanical part

What to check

  1. During a cold-weather test drive, drive over a series of speed bumps diagonally to induce body twist and listen for creaking from the A-pillar or firewall area.
  2. Ask the seller if the creak has been investigated at a dealer and whether any Subaru technical service action was applied.
  3. Check Subaru's own campaign database for any registered body-creak rectification on the specific VIN.

Where to look: Front suspension subframe mounting points, A-pillar to firewall bonded joint, inner sill to floor pan bonded seam

Ask the seller

  • “Does the car make any creaking or popping noises from the front of the cabin when cornering or going over bumps?”
  • “Has the vehicle been to a Subaru dealer for a noise investigation, and what was the outcome?”
  • “Is the noise worse in cold morning conditions than after the car has warmed up?”

15Front Sway Bar End Link Wear and Rattle

With an assistant rocking the vehicle laterally, listen for knocking from the front end.2002 onwardSuspension
Very commonSuspension $120–$380 to fix

Does not apply

The front anti-roll bar (sway bar) on all Forester generations is connected to the strut assembly via ball-jointed end links. The end links on the Forester use a rubber-sealed ball joint that wears rapidly due to the Forester's relatively high suspension articulation range and the road conditions typical in New Zealand and Australia. Worn end links produce a characteristic clunking or rattling noise over road imperfections that is transmitted clearly into the cabin. The failure mode is predictable and the parts are inexpensive, but the symptom is frequently misdiagnosed as a strut bearing or inner tie rod issue, leading to unnecessary parts replacement. Both end links should always be replaced as a pair.

Symptoms to notice

  • Rattling or clunking noise from the front suspension that is most pronounced when driving over small sharp road imperfections such as expansion joints or cat-eyes at low speed
  • Noise changes character or disappears when the vehicle is leaned hard into a corner (which pre-loads the end link and removes slack)
  • Knocking noise from the front suspension when rocking the vehicle side-to-side by hand with it parked on flat ground
  • Visible play or looseness in the end link ball joint when the front wheel is raised and the link is pushed and pulled by hand

What to check

With an assistant rocking the vehicle laterally, listen for knocking from the front end. Check that the sway bar mounting bushes are also in good condition. If a workshop inspection is possible: Raise the front of the vehicle and visually inspect both end links for cracked boots or visible corrosion at the ball pin. Use a pry bar to apply lateral force to each end link and check for movement in the joint beyond the normal rubber compliance.

Where to look: Front anti-roll bar end links connecting the sway bar to the lower strut body, both left and right sides

Parts involved: Ball joint, Shock absorber / strut.

Ask the seller

  • “Have the front sway bar end links been replaced recently, and at what odometer reading?”
  • “Is there any rattling or knocking noise from the front suspension on rough roads or speed bumps?”
  • “Has the vehicle had a recent WOF, and were any suspension items flagged?”
Fluid leaks1

01EJ25 front timing cover oil leak — seal carrier

Check the front crankshaft seal area and camshaft seal faces for weeping.petrol2007–2012Fluid LeaksRead the full fault: symptoms, where to look, what to ask the seller

Subaru Forester faults in detail

Narrowed to the Subaru Forester · 1997. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

EJ Coolant System Degradation (Hoses, Thermostat, Radiator)Major · CoolingEJ Engine PCV System Failure Causing Oil ConsumptionMajor · EngineEJ Engine Timing Belt Failure (Interference Engine)Critical · EngineEJ20 Head Gasket Failure (Single-Layer MLS)Critical · EngineEJ20 Water Pump Plastic Impeller WearCritical · Cooling

Compare the Subaru Forester

What these repairs cost on other cars

Some of the Subaru Forester’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Buying guides that cover the Subaru Forester

Other Subaru models

Subaru Legacy54 documented faultsSubaru Impreza44 documented faultsSubaru WRX41 documented faultsSubaru Liberty38 documented faultsSubaru Outback34 documented faultsSubaru STI32 documented faults

Subaru Forester buyer questions

Is the Subaru Forester reliable?

Like any used car, it depends on the specific example and its service history. Across the 50 documented faults for the Subaru Forester, the recurring problem areas are transmission, engine, and cooling. A Subaru Forester with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Subaru Forester?

We've catalogued 50 known faults for the Subaru Forester, covering transmission, engine, and cooling. All 50 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Subaru Forester?

Most single repairs on the Subaru Forester fall between $400–$1,600 at NZ independent-workshop rates. Some of the 50 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Subaru Forester?

Yes. A Subaru Forester inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.