Subaru2014–2020 Critical issues documented

Subaru Levorg VM: common faults & what to check

The VM is the Subaru Levorg built 2014–2020. It was sold here with the 1.6 turbo boxer and 2.0 turbo boxer. Of the 13 faults documented for the Levorg, 11 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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Documented faults

Critical

Most serious

$600–$1,600

Typical repair

Service milestones

You're looking at the VM

2 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

2014–2020VM Selected2014–2020VM1.6 turbo boxerFuel not statedDocumented issues9 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

2014–2020VM Selected2014–2020VM2.0 turbo boxerFuel not statedDocumented issues9 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

Choose a different generation

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.

Which engine is in it?

1.6 turbo boxer· 1.6 litre, turbocharged 2.0 turbo boxer· 2.0 litre, turbocharged

A 2014 Subaru Levorg is the VM generation (2014 to 2020).

Start your free check on this Subaru Levorg

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Subaru Levorg VMEngine not picked yet

Pick the engine above first: the Levorg came with 2, and without it the report has to show all of their faults. Pick the engine

Can't confirm for this car

Subaru Levorg · 2014

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 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.
Costly issue
Inspect rubber boot condition on each ball joint — a split or missing boot confirms accelerated wear.
See why
Front lower control arm ball joint wear
The front lower control arm ball joints on the VM Levorg use a press-fit design integrated into the lower arm casting. NZ and AU road surface contamination — including road salt in coastal areas and grit on unsealed roads — accelerates grease expulsion from the ball joint housing. Once grease is lost the joint wears rapidly, introducing vertical and lateral play that affects steering geometry, triggers uneven front tyre wear, and produces audible clunking on bump inputs.
What you would notice
- Clunking or knocking noise from the front suspension during cornering, steering inputs, or passing over bumps
- Vagueness or looseness in the steering wheel at low speed not attributable to steering rack play
- Uneven front tyre wear across the tread width indicating altered camber or toe from ball joint play
Typically $400–$1,200 to put right.
Costly issue
Visually inspect the bush for cracking, rubber separation from the metal sleeve, or visible deformation.
See why
Front Lower Arm Rear Bush Wear Causing Speed Shimmy
The rear bush of the front lower control arm on the VM4 Levorg is a hydraulic compliance bush that degrades with age, mileage, and New Zealand road conditions. As the rubber element softens, cracks, or debonds from its metal sleeve, fore-aft compliance in the lower arm increases. This allows the front wheel to oscillate under braking or at sustained highway speeds, producing a steering wheel shimmy most pronounced at 90 to 110 km/h. Grey import VM4 Levorgs commonly arrive at 60,000 to 100,000 km, placing many in the prime bush failure window. Correct replacement bushes and a post-replacement wheel alignment are both required for full resolution.
What you would notice
- Steering wheel shimmy or vibration at 90 to 110 km/h on smooth motorway
- Shimmy initiates or worsens under light braking at highway speed
- Vague or wandering steering feel at sustained high speed
- Occasional clunking from front suspension over sharp road imperfections
Typically $380–$850 to put right.
Costly issue
With engine running, observe EyeSight status indicator on the instrument cluster for fault illumination.
See why
EyeSight stereo camera windshield mounting bracket adhesive delamination
The EyeSight generation-2 and generation-3 forward-facing stereo camera assemblies fitted across all VM Levorg variants mount to the windshield inner surface via a factory adhesive bracket bonded to the glass. Thermal cycling under NZ and AU summer temperatures causes the adhesive bond to weaken progressively. The camera housing partially or fully separates from the glass, misaligning the stereo baseline geometry and disabling EyeSight functions. A full windshield replacement is typically required because the bracket bond site is non-serviceable without specialised equipment.
What you would notice
- EyeSight warning light illuminated on the instrument cluster with the entire ADAS system disabled
- Camera bracket visibly loose, tilted, or separated from the windshield interior surface
- Pre-collision braking, lane departure warning, and adaptive cruise control inoperative simultaneously
Typically $1,200–$3,500 to put right.

Subaru Levorg service schedule

The 2 engines a 2014 Subaru Levorg was sold with, each with its own intervals. Pick your engine above to narrow this to one. 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.

Levorg 1st Generation (VM) · 2014–2020 · 1.6L FB16 DIT (Turbo) - AWD

Petrol

Due by distance

100,000 km
Inspect the spark plugs and make sure the CVT fluid has been serviced if that has not happened yet.
150,000 km
Review the turbo cooling system, including the coolant hoses and whether the radiator is still sound.
200,000 km
Have a specialist assess the secondary air injection system and the vacuum lines to head off small performance niggles.

Levorg 1st Generation (VM) · 2014–2020 · 2.0L FA20F DIT (Turbo) - AWD

Petrol

Due by distance

100,000 km
Replacing the spark plugs is recommended here to keep performance where it should be.
120,000 km
Evaluate the CVT fluid; Subaru calls it sealed, but plenty of owners have it professionally flushed to make it last.
150,000 km
Inspect the suspension bushings and steering rack parts, as New Zealand roads wear them over time.

See all 11 issues for this oneDocumented for the exact year and engine you picked, including 2 rated critical.

Electrical1

01EyeSight stereo camera windshield mounting bracket adhesive delamination

With engine running, observe EyeSight status indicator on the instrument cluster for fault illumination.2014–2020Electrical$1,200–$3,500

OccasionalElectrical $1,200–$3,500 to fix

The EyeSight generation-2 and generation-3 forward-facing stereo camera assemblies fitted across all VM Levorg variants mount to the windshield inner surface via a factory adhesive bracket bonded to the glass. Thermal cycling under NZ and AU summer temperatures causes the adhesive bond to weaken progressively. The camera housing partially or fully separates from the glass, misaligning the stereo baseline geometry and disabling EyeSight functions. A full windshield replacement is typically required because the bracket bond site is non-serviceable without specialised equipment.

Symptoms to notice

EyeSight warning light illuminated on the instrument cluster with the entire ADAS system disabled
Camera bracket visibly loose, tilted, or separated from the windshield interior surface
Pre-collision braking, lane departure warning, and adaptive cruise control inoperative simultaneously

What to check

With engine running, observe EyeSight status indicator on the instrument cluster for fault illumination. Physically inspect the camera housing for any visible gap or movement between the bracket base and windshield glass. Connect Subaru SSM4 and read EyeSight ECU for camera alignment or communication fault codes. Verify pre-collision braking, adaptive cruise, and lane-keep assist are functional via test drive.

Where to look: Upper centre of windshield interior surface, directly behind the rear-view mirror mounting point

Ask the seller

“Has the windshield ever been replaced, and was EyeSight recalibrated by a Subaru dealer afterwards?”
“Has the EyeSight warning light ever illuminated or the system disabled itself?”

Body, brakes, suspension & interior1 critical3

02Rear suspension knuckle and trailing arm rust perforation

Probe any surface rust with a screwdriver to assess depth — perforated metal will yield under moderate pressure.2014–2019Suspension$800–$3,500

OccasionalSuspension $800–$3,500 to fix

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.

Symptoms to 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

What to check

Probe any surface rust with a screwdriver to assess depth — perforated metal will yield under moderate pressure.
Check all hollow sections and welded seams for rust tracking.
Inspect trailing arm to body mounting brackets and captive nuts for corrosion.
This item is a common WOF failure point in NZ.
If a workshop inspection is possible: Place on a hoist and inspect all rear knuckle and trailing arm surfaces with a flashlight for rust bubbling, paint lifting, or perforation.

Where to look: Rear multi-link suspension knuckle castings and trailing arm assemblies on both sides, inboard of the rear wheel hubs, including arm-to-body mounting brackets

Parts involved: Body corrosion.

Ask the seller

“Has the car had any underbody rust treatment or protective coating applied since import?”
“Has it passed its most recent WOF without any suspension rust advisories or failures?”

03Front lower control arm ball joint wear

Inspect rubber boot condition on each ball joint — a split or missing boot confirms accelerated wear.2014–2020Suspension$400–$1,200

CommonSuspension $400–$1,200 to fix

The front lower control arm ball joints on the VM Levorg use a press-fit design integrated into the lower arm casting. NZ and AU road surface contamination — including road salt in coastal areas and grit on unsealed roads — accelerates grease expulsion from the ball joint housing. Once grease is lost the joint wears rapidly, introducing vertical and lateral play that affects steering geometry, triggers uneven front tyre wear, and produces audible clunking on bump inputs.

Symptoms to notice

Clunking or knocking noise from the front suspension during cornering, steering inputs, or passing over bumps
Vagueness or looseness in the steering wheel at low speed not attributable to steering rack play
Uneven front tyre wear across the tread width indicating altered camber or toe from ball joint play

What to check

Inspect rubber boot condition on each ball joint — a split or missing boot confirms accelerated wear. During a slow-speed drive perform full lock-to-lock steering and listen for clunking. Check front tyre wear pattern for camber or toe-induced edge wear. If a workshop inspection is possible: Lift the vehicle on a hoist and apply vertical and lateral load to each front lower arm ball joint using a pry bar between the arm and hub carrier, checking for measurable play.

Where to look: Front subframe lower control arm outboard end, at the ball joint connection to the front hub and steering knuckle assembly on both sides

Parts involved: Ball joint.

Ask the seller

“Have the front lower arm ball joints ever been replaced, and at what mileage?”
“Has the car been wheel-aligned recently, and did the technician note any worn suspension components?”

04Front Lower Arm Rear Bush Wear Causing Speed Shimmy

Visually inspect the bush for cracking, rubber separation from the metal sleeve, or visible deformation.petrol2014–2020Suspension$380–$850Read the full fault: symptoms, where to look, what to ask the seller

Depends on the exact engine — 7 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.

Engine, transmission & cooling7

01Turbocharger oil return line carbon clogging causing seal bypass

Check the airbox intake ducting and compressor inlet for oil residue.petrol2014–2020EngineCan't confirm for this car$600–$2,500

OccasionalEngine $600–$2,500 to fix

Can't confirm for this car

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.

Symptoms to 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

What to check

Check the airbox intake ducting and compressor inlet for oil residue. Monitor for blue or grey smoke from the exhaust on deceleration with the throttle closed. Track oil consumption over 5,000 km — greater than 500 ml per 5,000 km warrants investigation. If a workshop inspection is possible: Remove the intercooler outlet boost pipe and inspect the internal bore for oil film or pooling indicating compressor seal bypass. If accessible, remove the oil return line and visually inspect the bore for carbon restriction.

Where to look: Turbocharger oil drain and return pipe running from the turbo centre section housing down to the engine sump, routed beneath the exhaust manifold on both FB16E and EJ20 installations

Parts involved: Turbocharger.

Ask the seller

“Has the turbocharger ever been replaced or rebuilt, and was the oil return line inspected at that time?”
“Does the car smoke at all on start-up or on the overrun after motorway driving?”

02FA20DIT Piston Ring Oil Consumption

Check current oil level relative to last service date.petrol2014–2020EngineCan't confirm for this car$3,000–$7,000

CommonEngine $3,000–$7,000 to fix

Can't confirm for this car

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.

Symptoms to 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

What to check

Check current oil level relative to last service date; inspect exhaust pipe end for oily residue; check spark plugs for oil fouling; ask owner about oil top-up frequency between services.

Where to look: FA20DIT engine, piston rings

Ask the seller

“How often do you top up oil between services?”
“Has oil consumption been measured by a workshop?”
“Is there any blue smoke under hard acceleration?”

03FA20DIT direct injection carbon buildup on intake valves

Ask for any records of intake cleaning.petrol2014–2020EngineCan't confirm for this car$800–$1,600Read the full fault: symptoms, where to look, what to ask the seller

04FB16 DI Intake Valve Carbon Buildup

Look for heavy grey-black carbon deposits coating the back face and stem of each intake valve.petrol2014–2020EngineCan't confirm for this car$750–$1,600Read the full fault: symptoms, where to look, what to ask the seller

051.6 (FB16) knock / detonation sensitivity to fuel quality

Ask what octane fuel the car has run on (it wants 95/98).petrol2014–2020EngineCan't confirm for this car$300–$1,500

OccasionalEngine $300–$1,500 to fix

Can't confirm for this car

The smaller 1.6 turbo (FB16 DIT) is sensitive to fuel quality and can ping or detonate on lower-octane petrol, and there are scattered owner reports of connecting-rod damage on hard-used or poorly-fuelled examples. Persistent knock is what kills these engines, so a car that has only had cheap fuel is a worry. On good high-octane petrol and regular oil it is far happier.

Symptoms to notice

Pinging/rattling under load
Hesitation on acceleration
Loss of power / warning light

What to check

Ask what octane fuel the car has run on (it wants 95/98). On the drive listen for pinging under load up a hill. Any history of engine noise or rebuild is significant.

Where to look: 1.6 turbo boxer engine

Parts involved: Turbocharger.

Ask the seller

“What octane fuel has it been run on?”
“Has it ever pinged, knocked or had engine work?”

06Direct-injection intake-valve carbon buildup (FA20 / FB16 turbo)

On the test drive feel for a lumpy idle and hesitation, especially cold.petrol2014–2020EngineCan't confirm for this car$600–$1,200

CommonEngine $600–$1,200 to fix

Can't confirm for this car

Both the 1.6 (FB16 DIT) and 2.0 (FA20 DIT) turbo engines use direct injection, so carbon cakes onto the intake valves over 60,000-100,000km because petrol no longer washes them. This causes misfires, rough idle, hesitation and lost power, cured by a walnut-blast clean. It is an inherent trait of these engines, and NZ-import Levorgs are often well into the mileage where it appears.

Symptoms to notice

Rough or stumbling idle
Hesitation or misfire under acceleration
Loss of power / check-engine light

What to check

On the test drive feel for a lumpy idle and hesitation, especially cold. Ask whether the intake valves have ever been cleaned. Cars fed only cheap low-octane fuel are worse.

Where to look: Intake valves / intake manifold on the turbo boxer engine

Parts involved: Turbocharger.

Ask the seller

“Have the intake valves ever been walnut-blasted?”
“What octane fuel has it been run on?”

07Lineartronic TR690 CVT Belt Judder Under Light Throttle

Test drive at low speed applying the lightest possible throttle to maintain speed between 15 and 35 km/h.petrol2014–2020TransmissionCan't confirm for this car$450–$7,500Read the full fault: symptoms, where to look, what to ask the seller

Other Subaru Levorg engines and years2 documented issues that do not apply to the one you picked.

Engine, transmission & cooling2

01CB18 DI Intake Valve Carbon Buildup

CB18 ports are narrower than FB16; inspect full valve face and stem area.petrol2020 onwardEngineDoes not apply$900–$1,800Read the full fault: symptoms, where to look, what to ask the seller

02CB18 Intercooler Outlet Boost Hose Split at Clamp

The CB18 1.8T turbo uses a silicone or composite boost hose connecting the intercooler outlet to the throttle body inlet.petrol2020 onwardEngineDoes not apply$180–$500

OccasionalEngine $180–$500 to fix

Does not apply

The CB18 1.8T turbo uses a silicone or composite boost hose connecting the intercooler outlet to the throttle body inlet. The OEM worm-drive or spring clamp at this connection applies uneven radial pressure; under repeated thermal cycling, boost pressure pulsation from the turbo, and cold-start temperature extremes common in NZ, the hose develops a longitudinal split or pulls away from the clamp bead. Boost pressure loss causes immediate and dramatic power reduction, may trigger an overrun condition before the driver lifts off, and sets MAF or boost pressure related fault codes. The failure is more common on high-mileage grey imports where the hose has aged through many heat cycles.

Symptoms to notice

Sudden sharp loss of power under acceleration with turbo still audibly spinning
Audible hissing or whooshing from the engine bay under boost
Check engine light with boost pressure, MAF, or air mass related fault codes
Boost gauge reading below normal under load if fitted
Engine entering reduced power mode to protect components

What to check

With engine cold, trace the intercooler outlet hose from the intercooler face to the throttle body inlet and inspect both clamp ends for splitting, cracking, or the hose sitting proud of the clamp. Verify the clamp is seated squarely and evenly and has not rotated or slipped. If a workshop inspection is possible: A workshop smoke or boost leak pressure test will confirm any active leakage.

Where to look: Intercooler outlet to throttle body boost charge pipe, located in the upper engine bay on the passenger side in right-hand-drive configuration

Parts involved: Turbocharger.

Ask the seller

“Has the car ever shown a sudden loss of power or a boost-related check engine light?”
“Has the intercooler plumbing or turbo charge pipes been inspected or replaced?”
“Has a boost leak or smoke test ever been performed on the intake tract?”

Subaru Levorg faults in detail

Narrowed to the Subaru Levorg · 2014. 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.

FA20DIT direct injection carbon buildup on intake valvesMajor · Engine FB16 DI Intake Valve Carbon BuildupMajor · Engine Front Lower Arm Rear Bush Wear Causing Speed ShimmyMajor · Suspension Lineartronic TR690 CVT Belt Judder Under Light ThrottleMajor · Transmission

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.

Other Subaru models

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Subaru Levorg buyer questions

Is the Subaru Levorg reliable?

Like any used car, it depends on the specific example and its service history. Across the 13 documented faults for the Subaru Levorg, the recurring problem areas are suspension, engine, and transmission. A Subaru Levorg 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 Levorg?

We've catalogued 13 known faults for the Subaru Levorg, covering suspension, engine, and transmission. All 13 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 Levorg?

Most single repairs on the Subaru Levorg fall between $600–$1,600 at NZ independent-workshop rates. Some of the 13 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 Levorg?

Yes. A Subaru Levorg 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.