Thinking about buying a used Subaru XV (2011–2023) in New Zealand? We've documented 21 known faults for this model spanning suspension, transmission, engine, and fluid leaks. Each researched and verified before it's published. The most serious issues here are rated critical. Two are set out in full below — the rest, with the symptoms, repair costs and checks for each, are free with an account.
21
Documented faults
Critical
Most serious
$450–$1,900
Typical repair
6
Systems covered
Known Subaru XV faults
Every fault below is documented specifically for this model — researched and verified before it’s published.
01Front Lower Control Arm Ball Joint Wear
CriticalCommonSuspension $350–$900 to fix
The front suspension of the GP XV uses a MacPherson strut arrangement with a pressed-in or bolt-on ball joint at the lower control arm. These ball joints are subject to high vertical and lateral loads, particularly on the rough or unsealed roads common in New Zealand, and the grease seals can fail prematurely, allowing lubricant to escape and contamination to enter. A worn ball joint allows the front wheel to have excessive angular play relative to the arm, degrading steering precision and tyre wear, and in severe cases the joint can separate, causing sudden loss of vehicle control.
Symptoms to notice
Clunking or knocking noise from the front suspension when traversing bumps, speed humps, or rough surfaces
Vague or imprecise steering with the vehicle wandering on straight roads
Uneven or accelerated tyre wear on the inner or outer edges of the front tyres
Grease visible on the lower control arm or hub knuckle area adjacent to the ball joint boot
What to check
Inspect the rubber boot on each ball joint for cracking, splitting, or grease contamination on the surrounding components. A worn joint will exhibit a knocking noise over bumps that a new joint eliminates. Any play exceeding manufacturer specification (typically nil perceptible play) requires replacement before the vehicle is used. If a workshop inspection is possible: With the vehicle safely raised on a hoist, grasp each front wheel at the 6 o'clock and 12 o'clock positions and attempt to rock it vertically — any detectable play indicates ball joint wear.
Where to look: Lower control arm on each front corner, at the pivot point where the arm connects to the front wheel hub/knuckle assembly
Ask the seller
“When were the front lower ball joints last inspected or replaced, and does the vehicle have a current Warrant of Fitness?”
“Has the car been used regularly on unsealed gravel roads or off-road conditions?”
“Has there been any knocking or clunking noise from the front suspension?”
02Electric Power Steering Rack Internal Rattle
MinorOccasionalSuspension $150–$2,200 to fix
The GP XV is equipped with a column-assist electric power steering (EPS) system that drives a conventional rack-and-pinion gear through an electric motor and torque sensor. The rack-and-pinion gear itself uses a spring-loaded yoke to maintain contact between the pinion gear and the rack, and the yoke preload can diminish with wear, allowing the rack to develop a small amount of lateral free-play. This manifests as a rattle or knock transmitted directly through the steering column and wheel, typically over small bumps and road texture, as the rack moves slightly against the yoke. In addition, the inner tie rod ball joints at each end of the rack can develop play, producing a similar symptom.
Symptoms to notice
Rattling or knocking sensation felt through the steering wheel over road texture, cat's-eyes, or rough seal chip surfaces
The rattle is reduced or eliminated when slight steering pressure is applied to the wheel
Knocking from the steering column area when driving over speed humps or sharp bumps at low speed
Vague steering feel on-centre with a small amount of free-play before the steering begins to respond
What to check
Any visible lateral movement of the rack relative to the subframe mounts indicates excessive yoke wear or inner tie rod play. Check both inner tie rod ends by grasping each tie rod and attempting to move it laterally and axially — any play beyond a faint amount indicates a worn inner joint. A rattle confined to the steering wheel and column area that disappears when a light load is applied to the wheel is characteristic of yoke preload loss. If a workshop inspection is possible: With the vehicle on a hoist and the steering in the straight-ahead position, have an assistant shake the steering wheel briskly back and forth through a small angle while you observe the rack for movement.
Where to look: Steering rack mounted transversely across the engine bay subframe, connected to the steering column above and tie rods outboard at each end
Ask the seller
“Has there been any rattling or knocking through the steering wheel, particularly over rough roads or speed humps?”
“Has any steering rack, yoke, or tie rod work been done on the vehicle?”
“Does the steering feel precise and connected, or is there any vagueness or free-play at the straight-ahead position?”
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19 more documented faults on the Subaru XV
Symptoms, what to check, where to look and what to ask the seller — for every fault above. Free with an account, no card needed. One account covers one vehicle, so make it the car you’re actually looking at.
This page covers the model. Enter the plate of the actual car you’re looking at and see its year, engine, safety rating and register flags — free, no account needed.
Like any used car, it depends on the specific example and its service history. Across the 21 documented faults for the Subaru XV, the recurring problem areas are suspension, transmission, and engine. A Subaru XV 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 XV?
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We've catalogued 21 known faults for the Subaru XV, covering suspension, transmission, and engine. Two are written out in full on this page. The rest — with the symptoms to notice, what to inspect, and typical repair costs for each — are free once you create an account.
How much do repairs cost on a Subaru XV?
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Most single repairs on the Subaru XV fall between $450–$1,900 at NZ independent-workshop rates. Some of the 21 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 XV?
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Yes. A Subaru XV 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 $17.90 far less than the cost of missing one of the faults on this page.