Subaru

The short version

Subaru built its reputation on two ideas: a horizontally opposed engine and permanent all-wheel drive. The combination gave the brand a distinctive engineering identity, and it turned the Impreza WRX STI into a rally-derived hero for a generation of enthusiasts. The same layout appears across the range, from the BRZ coupe to the Forester, although the BRZ does without all-wheel drive.

That consistency helps buyers because the weaknesses are well documented. The risk is not mystery; it is neglect, rust and modification. A standard car with a full history is a different proposition from a cheap STI with a remap, a decat and no paperwork. Subaru rewards the buyer who checks carefully and pays for a proper inspection.

The models that define the brand

The Impreza WRX STI is the car most people mean when they say Subaru. The GC8 of the 1990s established the formula with a turbocharged flat-four, all-wheel drive and a relatively light body, and it is now the collector model. The Blobeye and Hawkeye generations that followed are more usable and still fast, with a wider track and a more mature cabin. The STI's EJ25 engine is the one that needs the closest inspection.

The BRZ takes the opposite approach. It is rear-wheel drive, naturally aspirated and modestly powered, and it was developed alongside the Toyota GT86. The first generation used the FA20 engine, and the second moved to the FA24 with more torque. The BRZ is the purest driver's car Subaru sells, but the rear seats are nominal and the cabin is noisy.

The Legacy is the brand's long-running saloon and estate. Earlier turbo models are quick and complicated, with twin-turbo plumbing that demands specialist knowledge, while later cars are dependable transport. The Forester is the practical option, and the XT versions with the turbo engine are the enthusiast choice. A clean Forester XT is increasingly hard to find, and many have been used as family cars rather than cherished.

What it costs to own

A routine service on a mainstream Subaru typically falls between £300 and £600. An STI or a turbo Forester can cost more because the intervals are shorter and the oil specification is specific. Tyres on an STI are £600 to £900 a set, and the car's appetite for brakes and consumables is higher than a standard hatchback's.

The large bills are engine-related. A head gasket repair on an EJ25 can run to £1,200 to £2,500 depending on what is found once the engine is apart. A rebuilt short block with new pistons, bearings and machine work can run to £3,000 to £6,000, and a tuned car often needs more. A cambelt service on an older EJ engine is £400 to £700 and should not be deferred.

Rust repair is the other open-ended cost. Sills, rear arches and subframes can absorb four figures quickly, and a car that looks tidy on top can be much worse underneath. Budget for an inspection on a lift before you agree a price.

Known weak points

• EJ25 head gasket: coolant leaks and overheating, especially on 2.5-litre cars.
• EJ257 ringland failure: piston damage on the STI, often on cylinder four.
• FA20: valve spring recall on early BRZ cars, oil consumption and carbon build-up.
• FA24: oil pressure concerns when used hard on track with sustained cornering.
• All-wheel drive: centre differential wear, propshaft bearings and differential noise.
• Rust: rear arches, sills, boot floor and subframes on older cars.
• Modified cars: remaps, decats and engine builds with no supporting paperwork.

What to check before buying

Start with the service history and confirm the oil changes are more frequent than the handbook's long intervals suggest. On any turbo car, ask whether the head gasket has been replaced and whether the engine has been rebuilt, and by whom. A compression test and a leakdown test are worth paying for on an STI, and a boost leak test is useful on any turbo model.

Inspect the underside for rust. Rear arches and sills are the usual places, and the subframe and brake lines should be checked too. On a modified car, ask for the map, the supporting modifications and the rolling-road printout, and be sceptical if the seller cannot explain the specification.

On a BRZ, check for the valve spring recall and listen for timing chain noise. On a Forester XT, check the turbo and the automatic gearbox if fitted, and confirm the cambelt history on older cars.

Market and depreciation

The GC8 STI has been climbing for years, and the best examples are now collector cars. The Blobeye and Hawkeye STI are firm, particularly unmodified cars with UK history. Modified cars sell for less unless the build is documented and the parts are known.

The first-generation BRZ has depreciated to a sensible level and is a good used buy. The second-generation car is holding value better because it is newer and more powerful. The Forester XT and Legacy turbo are niche, and clean examples are getting harder to find.

Who it suits

Subaru suits a buyer who wants all-weather performance and a car with genuine engineering character. It also suits someone who is prepared to inspect properly and budget for engine work. It does not suit a buyer who wants a cheap performance car with no maintenance risk.

How this profile was compiled

This profile uses Subaru's published model and ownership information, owner reports from the Subaru Impreza Drivers Club, and current UK market listings. It is a buying guide, not a road test.