1998-2024 Subaru Forester Problems: 41 Known Issues

Subaru extended powertrain coverage for excessive engine oil consumption on certain 2.5L FB engines, defined as more than one-third of a quart (10.6 fluid ounces) in 1,200 miles by an oil consumption test; some oil consumption is normal. It covers 2011-2014 Subaru Forester models with the 2.5L FB engine, and the 2015 Forester with the 2.5L FB engine and a manual transmission only, under bulletin 02-157-14R (revised April 13, 2021). Coverage ran 8 years / 100,000 miles from the original warranty start date and has now ended for these model years.

The EJ25 2.5L horizontally-opposed engine in 1998-2010 Foresters is notorious for head gasket failure. On 1999-2010 Foresters with the SOHC EJ251/EJ253, the gaskets typically fail externally, leaking coolant and oil down the sides of the engine rather than causing immediate overheating; the 1998 Forester's DOHC EJ25D more often failed internally, which can cause overheating. The failure is caused by the gasket material (composite) breaking down over time, combined with the horizontal orientation placing uneven stress on the gaskets. This is widely considered the most common and well-documented Subaru defect.

The turbocharger oil-feed line on the EJ255 uses a banjo (union) bolt containing a fine mesh screen meant to keep debris out of the turbo. As the engine ages or oil-change intervals stretch, sludge and carbon clog the screen and starve the turbo of oil. The turbo bearing then overheats and fails — the shaft can break and the compressor wheel disintegrate, sending metal debris into the oil pan, oil cooler and engine bearings, often destroying the engine. Subaru's service bulletin for turbocharged models directs technicians to check this screen for obstructions whenever a turbo is replaced, and to clean it or replace the banjo bolt (the screen comes only with the bolt, P/N 14445AA090) if it is blocked.

Subaru recalled 2015-2016 Forester 2.0XT (and WRX) vehicles built in a defined window in 2015 because the turbocharger air intake duct was molded from incorrect material that is susceptible to cracking. A cracked duct admits unmetered air downstream of the mass airflow sensor on the FA20DIT turbo engine, producing a rough idle, reduced power and — the reason it became a safety recall rather than a service campaign — a possible engine stall while driving. This is specific to the turbocharged FA20DIT SJ-generation XT and does not apply to the naturally aspirated FB25 cars sold in the same body. Subaru issued a stop-sale on affected inventory. Affected duct lot numbers were identified so dealers could inspect rather than blanket-replace.

The turbocharged EJ255 has thin, cast-piston ringlands that crack under detonation. The large bore and high cylinder temperatures make the engine vulnerable: detonation from low-octane fuel, a poor tune, heat-soaked intake air or prolonged hard driving can fracture a ringland. Once cracked, combustion gases blow into the crankcase and oil consumption spikes to roughly a quart every 300-500 miles, with misfires and eventual catastrophic engine failure.

On 2019 Foresters with the FB25 boxer engine, the aluminum PCV valve can separate during heating/cooling cycles, allowing valve fragments to enter the engine and cause a sudden loss of power while driving. Subaru recalled roughly 51,613 model-year 2019 Crosstrek, Forester and Ascent vehicles under NHTSA 19V-856 / Subaru WUW-08, with 33,383 of those being Foresters.

The 2009-2010 SH Forester still used the belt-driven SOHC EJ253, one model generation before the chain-driven FB25 arrived for 2011. Owners of these EJ253 cars report climbing oil consumption at higher mileage, but the mechanism is different from the FB25 story: on the EJ253 owners most often point to hardened valve stem seals letting oil down the guides, with worn or stuck oil-control rings also reported, plus generalized external seepage from cam and crank seals — not the low-tension piston-ring design that drove the FB-engine class-action settlement (2011-2014 Forester, 2013 Legacy and Outback, 2012-2013 Impreza and 2013 XV Crosstrek). Getting this distinction right matters because a 2010 Forester is NOT covered by that settlement or its extended warranty, and dealers correctly reject those claims. Symptoms are blue smoke on startup and after long decel, and topping up between changes.

The EJ-series front-mounted oil pump has a rotor cover (backing plate) held on by five small screws installed without thread locker at the factory. On high-mileage engines these screws routinely work loose. Pressurized oil then escapes past the rotor cover into the pump body behind the front crankshaft seal, which pushes the seal partly out of its bore and produces what looks like a classic 'front main seal leak' — often re-leaking within months of a seal-only repair. The same internal leak bleeds pump volume and can show up as low oil pressure, a flickering oil light at hot idle, or lifter/HLA tick. Technicians who have opened many EJ pumps report finding loose screws on nearly every one.

A 2024 Forester 2.5L owner reports an oil leak that a dealer traced to the driver-side spark plug tube seals using UV dye. The owner reports replacement of the tube seals and rocker cover gasket. This is an owner account of a dealer diagnosis, not a Subaru defect finding or an established failure rate. This report covers only a 2024 Subaru Forester 2.5L.

Carbon can build up on the fuel injectors, intake valves, intake manifold and combustion chambers. Subaru links the deposits to engine misfire codes, black exhaust smoke, lack of power, knocking (ping) and rough idle, and names fuel quality and how the vehicle is driven as major contributing factors. It affects 2019-2024 Subaru Foresters with the 2.5L naturally aspirated direct-injection engine, as listed in Subaru bulletins 09-74-21R (revised July 18, 2024) and 02-193-24R (revised June 29, 2026). The bulletins are for cases where diagnosis points to carbon deposits.

The single knock sensor bolted to the top of the EJ block on SF- and early SG-generation Foresters has a brittle plastic/resin housing that cracks after years of heat cycling directly on the block. Once cracked, the piezo element's circuit reads out of range and the ECU sets P0325. The car keeps running, but the ECU falls back to a conservative safe ignition map: owners report noticeably reduced power, sluggish throttle response and a measurable drop in fuel economy. The failure is common enough that many independent shops replace the sensor on any high-mileage EJ Forester showing that code without further diagnosis. A secondary cause is the sensor wiring harness chafing or the connector corroding, so the harness should be inspected before condemning the sensor.

Owners of 2.5L (FB25) Foresters report a brief rattle from the engine right after a cold start. The cited discussions are about a 2015 Forester 2.5i on a test drive and a 2018 Forester. The owners' explanations do not prove a timing-chain tensioner defect. They also do not show any Subaru finding that the noise is always normal. The cited reports cover 2015 and 2018 Foresters. This listing covers 2014–2018 Foresters with the 2.5L FB25 engine, not the 2.0XT turbo.

Silicone gas outgassed from in-cabin consumer products (cleaners, air fresheners, protectants) can seep into the brake lamp switch housing, where it forms an insulating silicon-dioxide deposit on the contact terminals. Because the brake switch on these Foresters feeds the transmission shift-interlock and the push-button ignition interlock in addition to the brake lights, a failed switch can leave the brake lights dark, prevent shifting out of Park, and on keyless models prevent the engine from starting. Subaru recalled roughly 1.3 million U.S. vehicles for this defect.

On turbocharged Forester XT models, the relay controlling the secondary air injection (SAI) pump can fail in the closed position, leaving the air pump running continuously. Sustained operation can overheat the pump, which may melt and give off odor or smoke and possibly catch fire; the check engine light comes on when this happens. Subaru recalled about 100,000 turbo vehicles (Forester XT, Impreza WRX/STI, Legacy/Outback turbo) for the defect.

The Data Communications Module (DCM) that powers Starlink keeps trying to reach the defunct cellular 3G network and fails to sleep, drawing excess current with the car off and killing the battery, causing repeated dead-battery no-starts even after a new battery is installed. Subaru extended the DCM warranty on 2016-2018 Foresters (among other models) to 8 years or 100,000 miles under bulletin 15-317-24R for vehicles whose DCM had not received an earlier update.

Certain 2009-2013 Foresters are equipped with a Takata-sourced front passenger frontal airbag inflator using non-desiccated phase-stabilized ammonium nitrate (PSAN). Over years of exposure to heat and humidity, moisture intrusion can degrade the propellant so the inflator over-pressurizes and ruptures its metal housing during deployment, spraying shrapnel into the cabin. This is the industry-wide Takata defect that has caused deaths and injuries. Subaru's Forester remedy has been tracked under recall campaigns TKA/TKB/TKC (NHTSA 19V-009 and related), with an interim 'like-for-like' replacement followed by a final non-Takata/desiccated inflator. Only the passenger-side front inflator is affected; the driver front airbag on these Foresters did not use a Takata inflator.

Forester owners report the EyeSight pre-collision braking system applying hard braking with no obstacle present, including on open highways and curves, plus erratic lane-keep-assist interventions, all attributed to the windshield-mounted stereo-camera assembly. A class action over the EyeSight system received final court approval in November 2025; the settlement class covers certain 2014-2021 Foresters.

Contact pressure between terminals in the front passenger seat's occupant detection system (ODS) sensor mat harness can decrease over time, giving a temporarily unstable connection. The system may then misjudge the passenger: the airbag warning light and PASSENGER AIR BAG OFF indicator may come on, and the front passenger airbag may deactivate even though the seat is occupied, increasing the risk of injury in a crash. It affects certain 2015-2018 Subaru Forester vehicles with front seat heaters, built January 20, 2015 – August 1, 2017, under recall 19V701 (Subaru WUM-98). Vehicles without seat heaters use a different harness and are not affected. Only a Subaru retailer can confirm by VIN whether a specific vehicle is included and whether the repair has been done.

The outer race of a front drive shaft assembly may have quench cracks from improper cooling during heat treatment at the supplier. Over time a cracked outer race could break, which can cause a loss of motive power, and the vehicle may roll when parked if the parking brake is not applied; both increase the risk of a crash. The recall report lists no warning sign. It affects certain 2023-2024 Subaru Forester vehicles built September 4–14, 2023, covered by recall 23V754 (Subaru WRP-23). The recall lists 328 Foresters. Only a Subaru retailer can confirm by VIN whether a specific vehicle is included and whether the repair has been done.

On automatic-transmission Foresters with the 4EAT gearbox, all-wheel drive is managed by an electronically controlled multi-plate transfer (MPT) clutch on the tail of the transmission, modulated by the 'Duty C' solenoid. When the solenoid sticks or the clutch pack glazes, the clutch stays fully applied on dry pavement and the car binds, shudders and hops through slow tight turns — parking lots, U-turns, driveways. Mismatched tire circumference (one new tire, or uneven wear) accelerates it by forcing the clutch to slip constantly. The diagnostic that confirms it is inserting the FWD fuse in the underhood holder: if the binding disappears with the transfer clutch de-energized, the fault is in the AWD path, not the front axles or brakes.

A hard shock load, such as hitting a large pothole or expansion joint, can damage the bearing surfaces in the front wheel hub assembly. A damaged bearing can make a growling sound above about 25 mph. Subaru released a redesigned front hub assembly with bearing surfaces more resistant to this damage. It covers the front wheel hubs of 2014-2018 Forester models under Subaru bulletin 05-76-20R (revised February 22, 2021). The new hub is marked with "7"s on the back of the flange. The bulletin does not cover rear wheel bearings.

Owners of 2017 Foresters report a torn rubber boot on a front CV axle, often noticed as grease around the axle, the inside of the wheel or nearby suspension parts. The boot holds in the grease that lubricates the joint and keeps water and dirt out. Once it splits, grease is lost and dirt can get in, which speeds up wear on the joint. A torn boot does not always mean the joint is damaged yet, and the reports do not show that every case needs a full axle. When the outer joint has worn, the usual sign is clicking or popping during turns.

The rear differential on SF and SG Foresters hangs on rubber bushings — a large front mount bushing plus rear outrigger bushings tying the diff nose and carrier to the body. The rubber dry-rots and cracks with age, letting the differential rotate and move vertically before it transmits torque. Owners describe the classic 'Subaru diff clunk': a hard thump when shifting from reverse to drive, a bang on hard throttle application or fast shifts in the manual cars, and a general clunk from the rear over bumps. In advanced cases the diff bottoms the subframe against the body. It is frequently misdiagnosed as a failing rear wheel bearing, a bad CV joint, or a transmission mount, and the tell is that the noise tracks torque reversal rather than road speed.

If stones and road debris damage the outer coating of a rear coil spring, the spring can pit from corrosion over time and a small section of the spring can break away. Owners may notice pieces of spring on the ground where the vehicle is parked, or one corner of the vehicle sitting lower. It affects certain 2014-2016 Subaru Forester vehicles under Subaru service program WUT-05 (bulletin WUT-05R, revised May 13, 2020). It is a service program, not a safety recall. Only a Subaru retailer can confirm coverage by VIN.

Subaru recalled 2019 Forester (with 2018-2019 Crosstrek and 2019 Crosstrek Hybrid) — over 400,000 US vehicles — because initial variation in rear stabilizer bracket dimensions allowed the rear stabilizer bar bracket bolts to loosen in service and detach. With bolts missing the bracket can shift, and in Subaru's rough-road testing a shifted bracket could contact a brake pipe, which is why the recall lists an increased crash risk rather than only a noise complaint. Owners typically notice it first as a rear-end rattle or clunk over bumps, or find loose/absent bolts during an unrelated service. It affects the SK-generation Forester's launch model year only.

Subaru changed the material of the forward bushing in the front lower control arm to address a rattle-type sound and a possible vibration felt in the steering wheel. It covers 2014-2018 Subaru Forester models under Subaru bulletin 05-63-18R (revised March 31, 2021). The new bushings were used in production starting with VIN JH567501; the new part is identified by a metal ring and an orange paint mark.

Owners report the rear tires wearing early on their inside edges, sometimes with cupping, on fairly new Foresters. In owner reports, retailers did a four-wheel alignment under warranty; one service manager blamed tie-downs during transport from the factory, which is not confirmed. It applies to 2019-2022 Subaru Forester models (fifth generation); the owner reports cover 2020, 2021 and 2022 models.

Owners of 2014–2018 Foresters report a clunk or knock from the rear of the car, either over bumps or when turning. One of the cited threads is about a 2014 Forester. The owner threads don't point to one part that commonly fails, so treat this as a symptom to track down, not a known defect with a set repair.

Subaru recalled 10,417 US 2019 Forester and Crosstrek vehicles because a connector inside the Electronic Power Steering (EPS) unit was molded with small gaps in the plastic, leaving inadequate isolation between adjacent terminals. Those terminals can short, which shuts down electric steering assist. The driver keeps mechanical steering but effort jumps dramatically and without warning — a serious hazard at parking speeds and in an emergency maneuver. This is a manufacturing defect in the EPS gearbox assembly on the launch-year SK Forester and is a completely separate problem from the salt-belt EPS gearbox corrosion/cracking issue Subaru addressed by TSB and warranty extension on other model years.

Where heavy road salt is used, corrosion may develop on the electronic power steering (EPS) gear box. A hard enough impact, such as hitting a pothole, could then crack part of the gear box housing. Subaru states this does not cause a complete loss of steering assist; it can cause an uneven steering feel when turning left or right. It affects 2014-2018 Subaru Foresters covered by Subaru warranty-extension bulletin 04-27-21R (revised July 28, 2021). The extension covers the EPS gear box assembly only when a crack in the housing is found, for 10 years with unlimited mileage counted from the original warranty start date, so it has run out on many earlier vehicles. The coverage applies only to genuine Subaru gear boxes.

The low-pressure fuel pump in the tank may have a lower-density impeller. Combined with the fuel pump controller, the impeller can interfere with the pump body and the pump can stop working. The check engine light may come on and the engine may run rough; in the worst case the engine stalls and cannot be restarted, increasing the risk of a crash. It affects certain US 2018 Subaru Forester Turbo (2.0XT) vehicles built April 20 through August 7, 2018, subject to recall 21V587 / WRG-21. The manufacturer procedure does not list the naturally aspirated 2.5L Forester. Not every vehicle in the build window is affected; a Subaru retailer must confirm VIN eligibility and recall completion before repair.

Subaru describes a windshield crack that starts at a small chip and spreads under continual stress from body-structure movement during driving (its "Type 3" damage). The bulletin does not cover star or spider-web breaks from flying debris, or scratches from wipers, metal contact or cleaning. It affects 2019-2022 Subaru Foresters with the genuine Subaru windshield. Warranty-extension bulletin 12-257-25R (revised February 13, 2025) provides a one-time replacement within 8 years or 100,000 miles, whichever comes first, from the original warranty start date, so it has ended or is ending for the earliest vehicles.

Owners of Foresters with a moonroof report water dripping near the two front interior lights, or a wet front carpet after rain. The moonroof sits in a tray with drain tubes at its corners that carry water down through the body and out under the car. If a tube clogs with leaves, dirt or pollen, cracks, or comes off its fitting, water overflows the tray and runs into the cabin. One 2018 owner fixed the leak by clearing one moonroof drain and replacing another. A 2015 owner traced a wet front passenger carpet to a leak and fixed it. Owners of 2020 models have posted photos of a clogged drain hole and describe driver-side leaks in heavy rain. The drains are not the only way in on later cars: for 2019-2022 Foresters, Subaru bulletin 12-269-25 (August 2025) says water can get in along the sunroof frame, run down behind the A-pillar trim and reach the footwell. This only affects Foresters with a moonroof.

Subaru extended the warranty on the rear gate stays (the gas struts that hold the rear gate open) of this Forester generation. The extension covers internal or external failures such as leakage, weakness, binding, seizure or other insufficient operation of the stays. It covers 2014-2018 Forester models with or without the power rear gate, under Subaru bulletin 12-289-20R (revised October 9, 2020). Coverage is 8 years with unlimited miles, counted from the vehicle's original New Car Limited Warranty start, so it has already expired for many of these vehicles. Only original-equipment or Genuine Subaru stays are covered.

Forester owners with the CVT report a shudder or jerk while accelerating, a hesitation followed by a lurch when pulling away from a stop, and a delay when shifting from reverse to drive. On CarComplaints, 2017 owners of 2.5L and 2.0XT turbo models say the problem started early, often within the first few thousand miles. Several say the dealer could not reproduce it. Several also say a transmission software update helped only briefly or not at all. One owner says the cause on his car was the torque converter and its lock-up solenoid, not the CVT itself. That is a single report and does not show one cause for every car. On the years covered: Subaru extended its CVT warranty on the 2014–2015 Forester, the owner complaints cited here are from 2017 models, and a forum thread covers a 2016. The 2018 is included because it is the same generation, but no source here is specific to the 2018. This does not apply to Foresters with a manual transmission.

If you drive a 2022 Forester, it may be covered by Subaru recall WRQ-23. An insufficient weld in the automatic transmission's inhibitor switch (the park/neutral start interlock switch) can allow water to work its way into the switch, and a water-contaminated switch can stop working. Because the Forester uses that switch to detect that reverse has been selected, the failure shows up as the reverse lamps not illuminating and the rearview camera image not coming up on the infotainment screen. Backing up without the camera view and without reverse lights to warn people behind you raises the chance of a collision, which is why NHTSA treats this as a safety defect.

Subaru issued new A/C compressor assemblies for two conditions on this Forester generation. On 2014-2016 models, electrical windings inside the compressor clutch could leave the A/C system not operating. On 2018 models, an internal compressor failure could cause reduced A/C performance with a rattling or scraping sound. It affects 2014-2016 Foresters (bulletin 10-84-16R, revised June 14, 2016; compressors with serial 51001***** or higher, built from October 1, 2015, already have the new clutch) and 2018 Foresters (bulletin 10-98-20R, revised October 21, 2020; compressors with a label production code of 809 or earlier). The bulletins do not cover the 2017 Forester. Separately, bulletin 15-237-19R (2017-2018 Forester) says a refrigerant leak from the A/C condenser can lower the refrigerant oil level and make the compressor's internal vanes chatter.

Certain A/C condensers can corrode within the condenser tube walls. If that happens, refrigerant can leak out and the air conditioning may not cool enough. It affects certain 2017-2018 Subaru Forester vehicles built March 23, 2016 – September 1, 2017, under Subaru service program WRB-21 (bulletin WRB-21R, revised November 11, 2021; 207,386 U.S. vehicles). Subaru issued it "in the interest of customer satisfaction"; it is not a safety recall. Separately, bulletin 15-269-20R extended condenser warranty coverage on all 2017 and some early 2018 Foresters to 5 years with unlimited mileage from the original warranty start, which has now ended. Only a Subaru retailer can confirm coverage by VIN.

Owners of 2016, 2017 and 2018 Foresters report the brake pedal or body shaking when they brake. One 2017 owner replaced the front pads and rotors and the shake stayed. It went away only after later work on the rear brakes. So new front rotors do not always fix this, and both axles are worth checking. Brake shudder usually comes from disc thickness variation, which means the two faces of a rotor are no longer parallel. Common causes are rust or dirt between the hub and rotor, seized caliper slide pins that leave a pad dragging, overheating, new pads that were not bedded in, and wheel nuts tightened unevenly or too far. A worn wheel bearing can also make a rotor wobble. Subaru bulletin 05-63-18 (June 2018) covers 2014–2018 Foresters. It describes a redesigned forward bushing for the front lower control arm, for a rattle and possible vibration felt in the steering wheel. If your Forester also vibrates when you are not braking, ask the dealer about this bulletin.

The engine computer can set code P0420, Catalyst System Efficiency Below Threshold (Bank 1), and turn on the check-engine light. Subaru issued a step-by-step diagnostic procedure for this code that checks other possible sources first, such as other stored codes, white exhaust smoke, exhaust leaks and air/fuel sensor response. It affects 2017-2018 Foresters with the 2.5L engine and 2019-2023 Foresters, as listed in Subaru service information bulletin 09-110-23R (revised November 7, 2023). The bulletin does not list the 2.0L turbo (XT) Forester.

Subaru's Gen 3.1 head unit can fail in ways that leave a black or blank screen, a loss of audio, repeated rebooting, or CarPlay/Android Auto, navigation, Bluetooth or the touchscreen not working. The bulletin notes these faults may come and go. It covers 2019-2023 Subaru Forester models with the Gen 3.1 head unit, under warranty-extension bulletin 15-322-25 (January 28, 2025). Coverage for these head-unit faults is extended to 8 years or 150,000 miles, counted from the original warranty start date, and covers one replacement only. Physical damage such as water or screen impact is not covered. The one-year coverage Subaru gave all affected vehicles regardless of mileage ran from the 2025 owner letters and has ended.