Subaru Impreza GE
Weaknesses, engine ratings and buying advice
The GE Impreza (2008-2011) is the last true boxer generation before the big FB switch and in Europe mainly interesting as a diesel. With the EJ20 and EJ25 petrols you get the familiar Subaru robustness, while the EE20 boxer diesel was a minor sensation at the time, the world's first compression-ignition unit in boxer layout. Target buyer: high-mileage drivers wanting an economical AWD car with character who aren't scared of some maintenance. The petrol gives little to complain about, here it's more the synchro wear in the manual gearbox, recognizable by notchy engagement especially of second, plus the usual wheel bearings. The EE20 diesel is strong and torquey but has two clear weak points. First the dual-mass flywheel, which shows up via idle rattle and jerky take-off, replacement with clutch quickly runs 1,200-1,800 euros. Second the diesel particulate filter, which on early years (up to roughly late 2010) likes to clog, especially in short-trip use. Anyone buying the diesel should ensure an honest long-distance profile and a well-kept exhaust system, otherwise DPF and flywheel become a money pit. Add the brake-light switch recall (code WUE-90 / SRT270): when faulty the brake lights fail and the VDC plus EyeSight warning lamps light up, a cheap but safety-relevant fix. The brake lines of batch WQK-47 are also a known corrosion theme and belong on a lift. On the test drive: start the diesel cold and listen closely for rattle and jerky take-off, shift cleanly through all gears several times, and have brake-light function and recall status checked. 2026 market prices: petrols from around 2,500-4,500 euros, well-kept diesels with complete history 4,000-6,500 euros, early examples appear from about 1,500 euros but usually with risks. Insider pick: an EE20 diesel with a documented long-distance profile, an already-renewed flywheel and a proven clean DPF, then you have an economical, characterful AWD diesel that barely exists in this form anymore and ranks among Subaru's most distinctive engineering.
Body Variants
The Subaru Impreza GE is available as Sedan and Hatchback — choose your body type for specific insurance data:
Generations
Engine Overview
The Subaru Impreza GE is available with 2 engine variants — from 147 to 173 hp.
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 - !! 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 - !! 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
+ 5 more engine weaknesses + vehicle weaknesses
The robust 2.5-litre NA boxer with a SOHC head and i-AVLS valve control is long-lived — with one central condition: the head gasket. The factory composite gasket degrades through heat cycling and oil standing on the sealing face, typically starting to leak externally between 130,000 and 210,000 km, usually driver-side at cylinder 4. Ignored, it escalates to coolant loss, warped heads and overheating. At the due replacement a multi-layer steel gasket is essential; then the repair lasts. The NA engines only got these from the factory in 2011/2012. The second maintenance truth is the timing belt: an interference engine, interval around 170,000 km, bent valves if it snaps — always replace belt, tensioner, idlers, water pump and seals together. As the oil light only monitors pressure and gives no level warning before model year 2014, regular oil-level checks are a must, especially once the engine uses a little oil with age.
- !! Head gasket — external oil and coolant leak from 150,000 km
The factory composite head gasket degrades through heat cycling and oil standing on the sealing face. It typically starts leaking externally between 130,000 and 210,000 km, usually driver-side at cylinder 4. Left unchecked it leads to coolant loss, overheating and a warped head.
Symptoms: Coolant loss with no visible puddle, oily film down the side of the block, heater occasionally blowing cold, sweet coolant smell when warm, overheating in late stages. - !! Timing belt snap — interference engine from 170,000 km
The EJ253 is an interference engine. 105,000 mile interval. Replace water pump, tensioner, idlers, crank and cam seals in the same job. Always confirm last belt service date/mileage on a used buy.
Symptoms: Engine dies suddenly, then refuses to crank, sometimes metallic clacking from bent valves. - !! Excessive oil consumption — stuck oil control rings from 110,000 km
Late-build EJ253s (MY2010+) show the same pattern as successor FB engines: carbon-seized oil control rings cause consumption of ~1 quart per 1000 miles or worse. Long drain intervals, clogged PCV and short-trip use accelerate it.
Symptoms: Dipstick drops noticeably between changes, blue smoke under load, oil-fouled spark plugs, occasional CEL from catalyst contamination.
+ 6 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Recall: Brake Light Switch Recall WUE-90 (2008–2017): silicone-based household spray residue on switch contacts prevents brake lights from illuminating. CVT vehicles cannot be shifted out of Park. Symptoms: Brake lights don't illuminate, CVT stuck in Park, keyless vehicles won't start from 60,000 km | Low |
Top Reported Issues
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Known Problems and Issues +
A total of 24 weaknesses have been documented for the Subaru Impreza GE (2008–2011) — 17 engine-related and 7 vehicle-related. One problem engine: EE20 (2.0L Boxer Diesel). Typical issues affect Electronics, Suspension, Brakes, Gearbox.
Impreza (EE20, 2008–2011) — Stay Away!: Crankshaft Failure on Early Models (2008-2011), DPF Clogs on Short Trips, Oil Dilution from DPF Regeneration. Power: 150 PS.
Impreza (EE20, 2008–2011) — Stay Away!: Crankshaft Failure on Early Models (2008-2011), DPF Clogs on Short Trips, Oil Dilution from DPF Regeneration. Power: 147 PS.
Impreza (EJ253, 2008–2011) — Be Careful: Head gasket — external oil and coolant leak, Timing belt snap — interference engine, Excessive oil consumption — stuck oil control rings. Power: 170 PS.
What to watch out for with the Subaru Impreza? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Subaru Impreza GE have? +
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Last updated: February 2026 · All information without guarantee