Subaru Levorg: common faults & what to check

Which Subaru Levorg are you looking at?

4 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Fuel not stated

4 variants documented

2014–2020VM2014–2020VM1.6 turbo boxerFuel not statedDocumented issues9 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

2014–2020VM2014–2020VM2.0 turbo boxerFuel not statedDocumented issues9 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

2020–nowVN2020–nowVN1.8 turbo boxerFuel not statedDocumented issues2 knownSee faults & what to checkPhoto: Vauxford via Wikimedia Commons, CC BY-SA 4.0.

2020–nowVN2020–nowVN2.4 turbo boxerFuel not statedDocumented issues0 knownSee faults & what to checkPhoto: Vauxford via Wikimedia Commons, CC BY-SA 4.0.

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.

Start your free check on this Subaru Levorg

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

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

• Serious issue

  Probe any surface rust with a screwdriver to assess depth — perforated metal will yield under moderate pressure.

  See why

  Rear suspension knuckle and trailing arm rust perforation

  The VM Levorg rear multi-link suspension knuckles and trailing arm assemblies use steel stampings with factory paint that provides inadequate corrosion protection in NZ coastal and high-rainfall environments. Rust penetrates from inside hollow structural sections outward, starting at drainage apertures and welded joints that trap moisture. In severe cases structural metal perforates, compromising the dimensional integrity of the suspension geometry pickup points and presenting a safety failure risk. Early Japanese domestic market import examples are particularly susceptible due to NZ road salt and weather exposure following import.

  What you would notice

  • Visible rust bubbling or orange staining on rear knuckle or trailing arm surfaces progressing to paint perforation
  • Rear tyre camber or toe change not attributable to suspension adjustment, caused by deformed or perforated geometry pickup points
  • Structural rust perforation detected during NZ WOF or pre-purchase mechanical inspection, resulting in a failed inspection

  Typically $800–$3,500 to put right.

• Serious issue

  Check the airbox intake ducting and compressor inlet for oil residue.

  See why

  Turbocharger oil return line carbon clogging causing seal bypass

  Both the FB16E and EJ20 turbocharged engines route oil drain from the turbocharger centre section back to the sump via a return line that passes through a sustained heat-soak zone near the exhaust manifold. Short-trip driving and high-temperature heat soak after shutdown cause oil to oxidise and bake onto the return tube bore. Progressive restriction raises oil pressure in the turbo bearing housing above its seal design limit, forcing oil past the compressor-side seal into the intake tract and past the turbine-side seal into the exhaust.

  What you would notice

  • Blue or grey smoke from the exhaust particularly on deceleration or at idle following a highway run
  • Oil residue visible inside the intercooler core or in boost pipes downstream of the turbocharger compressor outlet
  • Elevated oil consumption with no visible external engine oil leak

  Typically $600–$2,500 to put right.

• Costly issue

  Test drive at low speed applying the lightest possible throttle to maintain speed between 15 and 35 km/h.

  See why

  Lineartronic TR690 CVT Belt Judder Under Light Throttle

  The TR690 Lineartronic CVT fitted to the VM4 Levorg exhibits a well-documented judder or shudder under light throttle at low vehicle speeds, typically between 10 and 40 km/h. The condition is caused by degraded CVT fluid losing its friction modifier properties, which allows the steel push-belt to micro-slip rhythmically against the drive and driven pulleys. Grey imports are particularly at risk because Japanese service intervals for CVT fluid are long and import dealers frequently do not perform a pre-sale flush with Subaru-approved fluid. Subaru issued revised fluid specifications and in some cases TCU calibration updates to address the condition. Early intervention with a correct fluid service resolves most cases; advanced cases with belt or pulley wear require CVT replacement.

  What you would notice

  • Shudder or vibration felt through the drivetrain and seat at 10 to 40 km/h under very light throttle
  • Judder when pulling away gently from rest on flat ground
  • Shudder disappears under firm acceleration or above 50 km/h
  • Vibration more pronounced when transmission fluid is at operating temperature

  Typically $450–$7,500 to put right.

• Costly issue

  Check current oil level relative to last service date.

  See why

  FA20DIT Piston Ring Oil Consumption

  The FA20DIT turbocharged direct-injection engine in the Levorg exhibits piston ring oil consumption documented across Subaru FA-series engines. NZ and AU Levorg owner forums report consumption rates of 0.5-1.5 litres per 1,000 km on affected vehicles. Consumption is caused by insufficient ring tension allowing oil to pass the rings under boost pressure. Repair requires piston ring replacement or short-block rebuild. Confirmed by independent workshops servicing NZ JDM Levorg imports.

  What you would notice

  • Oil level dropping between services with no visible external leak
  • Blue-grey smoke under hard acceleration or when turbo spools up
  • Oil fouling on spark plugs
  • Increased oil consumption noticeable under spirited driving

  Typically $3,000–$7,000 to put right.

• Costly issue

  CB18 ports are narrower than FB16; inspect full valve face and stem area.

  See why

  CB18 DI Intake Valve Carbon Buildup

  The CB18 1.8T direct injection engine shares the same design vulnerability as the FB16: no fuel contact with the intake valves allows combustion blowby carbon to accumulate progressively on valve stems and ports. VN5 Levorgs imported into NZ as grey imports often arrive with 40,000 to 70,000 km already accumulated, placing many at prime onset mileage. The CB18 valve geometry and port shape differs from the FB16, but the failure mode and remedy are identical. Walnut media blasting with intake manifold removed is required; chemical cleaners are ineffective on DI valve deposits.

  What you would notice

  • Rough cold idle particularly on first start of the day
  • Stumble or hesitation pulling away gently from rest when cold
  • Occasional misfire codes P0300 through P0304
  • Reduced throttle responsiveness before engine reaches operating temperature

  Typically $900–$1,800 to put right.

• Costly issue

  Ask for any records of intake cleaning.

  See why

  FA20DIT direct injection carbon buildup on intake valves

  The FA20DIT 2.0-litre direct-injection turbo fitted to the Levorg 2.0GT does not wash intake valves with fuel as port-injection engines do. Oil vapour from the crankcase ventilation system bakes onto intake valve stems and ports over time, restricting airflow and causing rough idle, hesitation and power loss. Walnut-blasting or manual cleaning of the intake ports is the only effective remediation and is not covered by routine servicing. Typically presents from 80,000 km onward.

  What you would notice

  • Rough or lumpy idle particularly when cold
  • Hesitation or stumble on light throttle from low speeds
  • Reduced power output compared to when the engine was new
  • Occasional misfires under moderate load
  • Poor fuel economy relative to manufacturer specification

  Typically $800–$1,600 to put right.

Subaru Levorg service schedule

What falls due, and at what distance, for each generation of the Subaru Levorg. 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.

What these repairs cost on other cars

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

• CVT Gearbox Repair Cost
• Turbo Repair and Replacement Cost

Other Subaru models