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Top issues
13 known problems · 6 high
high
Detonation from low-octane fuel or bad tunes
All engines
high
Modified / thrashed history
All engines
high
Cam belt failure (interference engine)
2 of 3 engines
Recalls
1 on recordREC-002729
2004-10-06
Defect: The AVCS oil flow control valve cover plate bolts may not have been sufficiently tightened.
Hazard: May result in an engine oil leak.
Remedy: Contact an authorised Subaru dealer for inspection and rectification.
Affected: 1,564 units, Impreza WRX / Impreza STI
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
Check a specific car by VIN at vehiclerecalls.gov.au.
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Generations
Best and worst years for the Subaru WRX / STI →
Before: Impreza WRX/STI GC/GM (1994-2000)
After: Impreza WRX/STI GE/GH/GR/GV (2007-2014)
Price (AUD)
$8k-$45k
Body styles
4-door sedan, 5-door hatch/wagon (GG)
Drivetrain
Symmetrical full-time AWD (viscous LSD on WRX; DCCD driver-controlled centre diff on STI)
Origin
Japan
Built in
Japan
Overview
The GD-chassis Impreza WRX and STI ran from the 2000 'bugeye' through the 2003-2005 'blobeye' to the 2005-2007 'hawkeye' facelift, sold here as a sedan and a GG-chassis hatch/wagon. Three turbo flat-fours were offered to Australia: the WRX's 2.0L EJ205 (bugeye/blobeye, 2000-2005), a 2.5L EJ255 that replaced it in the hawkeye WRX (2006-2007), and the hero STI's 2.0L EJ207 - a semi-closed-deck, AVCS, forged-internal engine that stayed 2.0L for the entire GD run here (the 2.5L EJ257 only arrived with the next-gen GE STI). The boxer-turbo-AWD recipe is huge fun and cheap to buy, but these are now old, hard-driven cars: the defining risk is ringland/piston failure from detonation on tired tunes or bad fuel, and the EJ's appetite for fresh oil and a healthy cooling system is non-negotiable. The much-loved MY05 STI is the last forged-internal 2.0L. Buy on history, compression and a cold-start smoke check, not on looks.
Engines & variants
2.0L EJ205 WRX turbo petrol
Engine
2.0L DOHC turbo-intercooled flat-four (AVCS from MY03)
Engine code
EJ205
Config
Flat-4 turbo
Displacement
1994cc
Power
160kW @ 6000rpm (bugeye), 168kW @ 5600rpm (blobeye MY03-05)
Torque
292Nm @ 3600rpm (bugeye), 300Nm @ 4000rpm (blobeye)
Drivetrain
Symmetrical full-time AWD (viscous LSD centre)
Economy
10-12 L/100km combined (real world 11-14)
Transmission
5MT, 4AT
Timing chain / belt / gear
Belt-driven (cam belt - interval ~100,000km / 5 years)
Pros
- Cheapest way into the boxer-turbo-AWD experience
- Strong, flexible mid-range and huge all-weather grip
- Massive aftermarket and parts support in Australia
- Lower-stressed than the STI - sensible for a daily
Cons
- Cam belt is an interval item - a snapped belt bends valves
- Ringland/piston failure if detonation occurs (bad tune/fuel)
- 4AT auto blunts the car and is best avoided
- Most survivors have been modified - tune quality is everything
Known problems
high
Ringland / piston failure from detonation
The cast pistons crack at the ringland when the engine detonates - caused by low-octane fuel, lean or aggressive tunes, boost spikes or sustained hard driving. Symptoms are blue smoke, oil burning, rough idle and loss of power. A genuine risk on any abused EJ.
Fix: Rebuild with forged pistons; only run 98 RON, ensure a quality conservative tune, fix any boost-control faults. Compression/leak-down test before buying.
high
Cam belt failure (interference engine)
The EJ205 is belt-driven and interference - an overdue or failed cam belt (or idler/tensioner) lets valves meet pistons and wrecks the head.
Fix: Replace belt, idlers, tensioner and water pump as a kit on schedule; verify history before purchase.
medium
Throw-out (release) bearing rattle
GD WRX clutch release/throw-out bearings are a known noisemaker (2000-2008), often rattling at idle with the clutch out.
Fix: Replace the bearing (and clutch while the gearbox is out).
2.5L EJ255 WRX turbo petrol (hawkeye)
Engine
2.5L DOHC turbo-intercooled flat-four with AVCS (TD04L turbo)
Engine code
EJ255
Config
Flat-4 turbo
Displacement
2457cc
Power
169kW @ 5600rpm
Torque
320Nm @ 3600rpm
Drivetrain
Symmetrical full-time AWD (viscous LSD centre)
Economy
10.5-12.5 L/100km combined (real world 11-14)
Transmission
5MT, 4AT
Timing chain / belt / gear
Belt-driven (cam belt - interval ~100,000km / 5 years)
Pros
- More low-down torque and easier to drive than the 2.0
- Same AWD grip and tuneability with extra capacity
- Hawkeye is the most modern-feeling GD WRX
- Strong response on a TD04L turbo
Cons
- EJ255 2.5L shares the boxer ringland-failure risk
- Open/semi-open deck 2.5 less robust than the STI's block when boosted hard
- Cam belt interval applies
- Higher oil consumption than owners expect
Known problems
high
Ringland / piston failure on the 2.5
Like all EJ turbo boxers, the EJ255 cracks ringlands under detonation - especially on aftermarket tunes pushing more boost on the 2.5L bottom end. Blue smoke, oil use and misfires follow.
Fix: Forged-piston rebuild; 98 RON only, conservative tune, healthy boost control. Leak-down test before buying.
high
Cam belt failure (interference engine)
Belt-driven interference engine - a neglected cam belt destroys valves and heads.
Fix: Belt + idlers + tensioner + water pump kit on schedule.
medium
Oil consumption / leaks
EJ25 turbo engines are known to use oil and weep from cam and crank seals as they age; running them low accelerates bearing and ringland trouble.
Fix: Monitor and top up between services; reseal as needed; never run low.
2.0L EJ207 STI turbo petrol
Engine
2.0L DOHC twin-scroll turbo-intercooled flat-four, semi-closed deck, forged internals, AVCS (IHI VF-series turbo)
Engine code
EJ207
Config
Flat-4 turbo
Displacement
1994cc
Power
195-227kW (AU STI quoted ~195kW; JDM EJ207 up to 227kW)
Torque
373-422Nm @ 4400rpm
Drivetrain
Symmetrical full-time AWD with DCCD driver-controlled centre diff + front/rear LSDs
Economy
11-13 L/100km combined (real world 12-16)
Transmission
6MT
Timing chain / belt / gear
Belt-driven (cam belt - interval ~100,000km / 5 years)
Pros
- Forged internals and semi-closed deck - strongest GD boxer
- 6-speed box, DCCD and Brembo brakes from factory
- MY05 is the last forged 2.0L STI - genuinely collectible
- Sharpest, most engaging GD to drive
Cons
- Almost all have been driven hard or tracked
- Cam belt interval still applies despite forged internals
- 1st/4th gear synchros and clutches wear from hard use
- Expensive to rebuild properly; many cheap 'bargains' are tired
Known problems
high
Ringland / bearing failure from abuse despite forged internals
The EJ207 is the toughest GD boxer, but hard track use, big aftermarket boost, missed oil changes or detonation still kill pistons and big-end bearings. A spun bearing or cracked ringland means a full rebuild.
Fix: Buy on documented history, oil-change records and a leak-down/compression test; conservative tune and 98 RON; baffled sump for track work.
medium
Gearbox synchro and clutch wear
Hard-launched STIs wear 1st/4th synchros and clutches, with crunchy shifts and slip; the 6-speed is strong but not immune to abuse.
Fix: Synchro/clutch replacement; check for crunching into 1st/2nd cold on a test drive.
medium
DCCD and driveline wear
The driver-controlled centre diff, front/rear LSDs and driveline take a beating on launches and track days; diff and bearing wear is common on hard-used cars.
Fix: Inspect diffs and DCCD operation; rebuild as needed by an AWD specialist.