Subaru Crosstrek GP

The 2.0-litre boxer diesel was the first mass-production diesel boxer at all — technically fascinating, but in practice burdened with a string of serious weaknesses. The most severe problem of the early Euro 4 generation is crankshaft failure: the aluminium block has steel inserts in the bearing bridges that tend to crack under stress — total failures sometimes occur between 80,000 and 130,000 km. Later Euro 6 versions are far less affected here. Add the typical modern diesel issues that short trips worsen: a clogged particulate filter, oil dilution from regeneration, a coked EGR cooler with limp mode and a sooted turbo. The timing chain can rattle on cold start. Buyers should prefer a Euro 6 model with long motorway trips in its history and insist on a full service record.

• !! Crankshaft Failure on Early Models (2008-2011) from 100,000 km

  Cracks at the rear main bearing journal from insufficient material strength and incorrect factory torque specs. Failure typically between 50-80k miles, often without warning. Subaru corrected both causes (sealant + torque) after 2011.

  Symptoms: Sudden knocking from engine, oil pressure loss, engine seizure
  4,000–10,000 $
  Ad crankshaft Subaru EE20main bearing EE20 diesel
• !! DPF Clogs on Short Trips from 80,000 km

  Diesel particulate filter clogs with predominantly short-trip driving — regeneration doesn't initiate. Check engine light, power loss, forced dealer regeneration.

  Symptoms: Check engine light, power loss, increased consumption, DPF warning light
  800–2,500 $
  Ad DPF Subaru EE20particulate filter Subaru diesel
• !! Oil Dilution from DPF Regeneration from 60,000 km

  Frequent DPF regeneration injects diesel into the oil — oil level rises, viscosity drops. Accelerated wear if not changed in time.

  Symptoms: Oil level above max, diesel smell on dipstick, thin oil
  200–1,000 $
  Ad oil change Subaru EE20engine oil Subaru diesel

+ 5 more engine weaknesses + vehicle weaknesses

The 2.0-litre NA petrol boxer with a timing chain replaced the older EJ20. At around 110 kW the output is modest, but the engines run mechanically simple and long-lived. The best-known issue is the early 2012–2013 builds, where poorly honed oil-control rings caused raised oil use — extended to an eight-year warranty by a US class action. There was also a recall for fracture-prone valve springs on 2012–2014 models that should be done. A cam-carrier oil leak is also common, whose reseal needs the engine out and is correspondingly costly. Find a cared-for example with recalls done and a steady oil level and you get a frugal, robust engine.

• !! Recall: Valve Spring Fracture

  A defectively made valve spring with a design weakness and material contamination can fracture. The result is an abnormal noise, power loss and the engine stalling with no restart. Recall NHTSA 18V-772 covers build years 2012–2014 and should be completed.

  0–0 $
• !! Oil Consumption Early Models (2012-2014) from 50,000 km

  Class action: 2012-2013 Impreza, 2013 Crosstrek. Settlement with 8 year/100k mile warranty extension. Significantly improved after 2014.

  Symptoms: Oil level warnings, elevated oil consumption between changes
  4,000–5,000 $
  Ad 12033AB340 piston ring set FB20piston rings Subaru FB20oil control ring FB20
• !! Cam Carrier Seal Leak from 90,000 km

  Robot-applied RTV sealant on cam carrier and timing cover fails around 50,000-60,000 miles. Very labor-intensive: engine must be removed. Known FB engine problem affecting both FB20 and FB25.

  Symptoms: Oil seeping from cylinder head side or front of engine, oil smell after driving, dropping oil level
  1,000–3,000 $
  Ad 13270AA29A valve cover gasket right FB2013272AA24A valve cover gasket left FB2010966AA041 spark plug tube sealcam carrier seal Subaru FB20

+ 1 more engine weaknesses + vehicle weaknesses