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Subaru
Forester
SJ (4th gen)·
2013-2018
suv-soft
Value
Price (AUD)
$12k-$30k
Body styles
5-door wagon
Drivetrain
Symmetrical full-time AWD
Origin
Japan
Built in
Japan
Overview
The fourth-gen Forester (SJ, launched in Australia in early 2013) was the model that moved the nameplate firmly into mainstream soft-roader territory: roomier, more refined and CVT-led, but still genuine Symmetrical full-time AWD with proper ground clearance and (on most grades) Subaru's X-Mode hill/traction system. The bulk of the range is the FB20 2.0i (manual-only) and the FB25 2.5i with the Lineartronic CVT; a hot 2.0XT used the direct-injection FA20 turbo (177kW, CVT only), and a 2.0D EE20 boxer turbo-diesel was offered from 2013 (manual only at first, CVT added for 2015). The defining buyer caveats are the Lineartronic CVT (mostly reliable but expensive when it fails and prone to a low-speed judder fixed by a reflash), the FB petrol engines' appetite for oil and gasket/cover leaks, an SJ-wide parasitic battery drain, and the EE20 diesel's DPF/EGR and rear-main crankshaft worries. Pick a serviced petrol with CVT-fluid history, or a manual, and it's a sensible, safe, capable family wagon.
Engines & variants
2.5L FB25 petrol (2.5i)
Engine
2.5L naturally aspirated DOHC boxer four (Dual AVCS)
Config
Flat-4 NA
Displacement
2498cc
Power
126kW @ 5800rpm
Torque
235Nm @ 4100rpm
Drivetrain
Symmetrical full-time AWD
Economy
8.1-9.5 L/100km combined
Tow (braked)
1800kg
Tow (unbraked)
750kg
Transmission
Lineartronic CVT
Timing chain / belt / gear
Chain-driven (timing chain, no service interval)
Pros
- Most common and best-rounded SJ engine - easy to find serviced
- Smooth, adequate torque with the CVT for family duty
- Chain timing - no belt to replace
- Symmetrical AWD plus X-Mode is genuinely capable for a soft-roader
- Good 5-star safety, big cabin, strong used demand
Cons
- FB petrol can consume oil and weep from covers/gaskets
- Lineartronic CVT is costly if it fails out of warranty
- Low-speed CVT judder on some cars (reflash fix)
- CVT fluid changes are neglected by many owners
- Modest 1800kg towing limit
Known problems
high
Lineartronic CVT judder / shudder and failure
The torque-converter CVT can shudder or judder at low speed as the lock-up engages, and some cars develop surging or hesitant take-up. Most low-speed judder is cured by a Subaru TSB software reflash. Outright CVT failure is uncommon but very expensive when it happens, especially on neglected cars.
Fix: Apply the Subaru reflash for judder; insist on CVT fluid changes (every ~60,000km despite 'sealed' claims); budget for a unit if history is unknown.
medium
Oil consumption and oil leaks (FB engine)
FB-series boxers can use oil and develop leaks from the timing cover, cam carriers and head gaskets, with oil sometimes burning onto the exhaust. Consumption eased on 2015-on builds but some still drink between services.
Fix: Monitor oil between services; reseal covers/cam carriers as needed; check level and for smoke pre-purchase.
low
Front lower control arm bush wear
The front lower control arm bushes degrade and cause clunking over bumps and alignment drift - a common SJ niggle.
Fix: Replace the bushes or the control arms; wheel alignment afterward.
2.0L FB20 petrol (2.0i)
Engine
2.0L naturally aspirated DOHC boxer four (Dual AVCS)
Config
Flat-4 NA
Displacement
1995cc
Power
110kW @ 6200rpm
Torque
198Nm @ 4200rpm
Drivetrain
Symmetrical full-time AWD
Economy
7.2-8.5 L/100km combined
Tow (braked)
1500kg
Tow (unbraked)
750kg
Transmission
6MT
Timing chain / belt / gear
Chain-driven (timing chain, no service interval)
Pros
- Manual-only - avoids all the CVT cost/risk entirely
- Cheapest way into an SJ Forester
- Chain timing, simple proven boxer
- Better economy than the 2.5 if driven gently
Cons
- Genuinely underpowered - works hard when loaded or on hills
- Manual-only puts off buyers, narrowing resale
- Same FB oil-consumption / leak tendencies as the 2.5
- Lowest 1500kg tow rating in the range
Known problems
medium
Oil consumption and oil leaks (FB engine)
Like the FB25, the 2.0 can use oil and leak from the timing cover, cam carriers and head gaskets. Check level and for exhaust smoke before buying.
Fix: Monitor oil; reseal leaking covers/carriers; top up to spec between services.
medium
Clutch and dual-mass flywheel wear
Manual cars eventually need a clutch; the dual-mass flywheel can rattle or judder at higher km, especially on town-driven or hard-launched examples.
Fix: Clutch and DMF replacement together when worn; test for shudder and idle rattle on inspection.
2.0L FA20 turbo petrol (2.0XT)
Engine
2.0L direct-injection twin-scroll turbo boxer four
Config
Flat-4 turbo
Displacement
1998cc
Power
177kW @ 5600rpm
Torque
350Nm @ 2400-3600rpm
Drivetrain
Symmetrical full-time AWD
Economy
8.5-11 L/100km combined
Tow (braked)
1800kg
Tow (unbraked)
750kg
Transmission
Lineartronic CVT (high-torque)
Timing chain / belt / gear
Chain-driven (timing chain, no service interval)
Pros
- Strong, genuinely quick warm SUV - 177kW/350Nm
- Direct-injection FA20 is reliable in stock form
- Effortless overtaking and towing within limits
- Best-equipped grades (XT Premium) with leather/sunroof
Cons
- CVT-only - same CVT cost/risk as the 2.5, under more torque
- Premium fuel and thirstier than the NA engines
- DI engines can build intake-valve carbon over time
- Reliability suffers if tuned/modified hard
Known problems
high
High-torque CVT wear / failure
The XT uses a high-torque Lineartronic CVT; under the FA20's 350Nm it works harder than in the NA cars and is the main long-term cost risk, particularly if fluid was never changed or the car was tuned.
Fix: Verify CVT fluid-change history (around every 60,000km), avoid modified/tuned examples, budget for the unit if records are missing.
medium
Direct-injection intake-valve carbon build-up
Like most direct-injection engines, the FA20 can accumulate carbon on the intake valves over time, causing rough running, misfires and reduced response.
Fix: Walnut-blast/intake clean as needed; quality oil and regular servicing slow it.
low
Oil leaks / consumption (boxer covers)
The FA20 shares the boxer tendency to weep from cam/timing covers and can use some oil.
Fix: Reseal leaking covers; monitor oil level between services.
2.0L EE20 turbo-diesel (2.0D)
Engine
2.0L common-rail VGT turbo-diesel boxer four (with DPF/EGR)
Config
Flat-4 turbo diesel
Displacement
1998cc
Power
108kW @ 3600rpm
Torque
350Nm @ 1600-2400rpm
Drivetrain
Symmetrical full-time AWD
Economy
5.9-6.5 L/100km combined
Tow (braked)
1800kg
Tow (unbraked)
750kg
Transmission
6MT, Lineartronic CVT (high-torque, from 2015)
Timing chain / belt / gear
Chain-driven (timing chains, no service interval)
Pros
- Excellent real-world economy (mid-6s L/100km) and long range
- Strong low-down torque for touring and gentle towing
- Chain timing on the boxer diesel
- CVT option added from 2015 for those who don't want the manual
Cons
- DPF/EGR problems are common, especially on short-trip urban use
- EE20 has a documented rear-main crankshaft cracking history
- Subaru dropped the diesel and dealer diesel expertise is thin
- DPF replacement and crank/head repairs are very expensive
Known problems
high
DPF clogging and EGR / intake fouling
Urban/short-trip use stops the DPF completing regenerations, leading to blockages, forced regens and EGR/intake carbon. A blocked low-pressure EGR gauze can throw P049B and put the car into derate/limp. Often misdiagnosed - split intake pipes or a dirty MAP sensor can mimic DPF faults.
Fix: Regular highway runs to allow regen; check intake pipes and clean the MAP sensor before condemning the DPF; clean EGR; budget for a DPF on neglected town cars.
high
Rear-main crankshaft cracking / bearing failure
The EE20 has a documented history of crankshaft cracks near the rear main journal, sometimes failing without warning. It's a known structural weakness of the boxer diesel.
Fix: Strict oil-change discipline with the correct spec; listen for bottom-end noise and check service history; this risk is the main reason to be cautious on diesels.
medium
Head gasket and oil leaks
The boxer diesel can develop head-gasket weeps and assorted oil leaks at higher km, like the petrol boxers but more costly to address.
Fix: Inspect for coolant/oil leaks; reseal or repair by a diesel-experienced workshop.
Common problems (all variants)
medium
Parasitic battery drain (flat battery when parked)
The SJ has a documented parasitic draw (typically 50-80mA) that can flatten the 12V battery within one to two weeks of standing. Keyless entry, EyeSight standby and various control modules contribute.
Fix: Fit a battery maintainer if parked often; have the draw measured and faulty modules addressed; replace a tired battery.
medium
CVT fluid neglect
Many owners treat the Lineartronic as 'sealed for life' and never change the fluid, which materially shortens CVT life on the 2.5i, 2.0XT and 2015+ diesel-auto.
Fix: Change CVT fluid around every 60,000km; demand evidence of fluid changes on any CVT car before buying.
low
Windscreen cracking and EyeSight recalibration
SJ windscreens are reported to crack/chip easily, and a replacement on EyeSight-equipped cars requires recalibration of the stereo cameras, adding cost.
Fix: Use a glass shop that can recalibrate EyeSight; factor recalibration into any windscreen replacement quote.
medium
Stop-light switch / brake light fault (recall)
A widespread recall covered a faulty brake-light switch (silicone contamination) that could disable the stop lights and affect push-start/cruise. Many but not all cars were rectified.
Fix: Confirm the brake-light switch recall has been completed; replace the switch if symptoms appear.
medium
Wiring harness / electrical recalls
The SJ was subject to several recalls including a wiring-harness short-circuit risk and a secondary air-pump relay fire risk on turbo cars.
Fix: Run the VIN through Subaru/Product Safety recall checks and confirm all outstanding recalls have been completed.
low
Steering wheel and trim wear
The leather steering wheel can peel/wear prematurely and some interior trim shows age, particularly on high-use cars.
Fix: Retrim or replace the wheel; cosmetic only.