Subaru Reviews

In a world of more and more electric car drivers are you a Subaru Impreza driver? You either know this already or might know after our quick review of the Impreza 2.0S. Ten years ago the Impreza was one of the go-to small small cars buyers choose, along with the Hyundai i30, Mazda 3 and Toyota Corolla. These four small cars ruled suburbia and they’re still Aussie favourites, but the world is changing and now more people are heading to electric cars and hybrids such as the Chery Tiggo 4 SUV and MG 4 hatch. And that reminds me, opting for the Impreza represents a choice not to buy an SUV, too.  In fact, buying one of these is showing a bit of resistance to just doing what everybody else is and that’s pretty great. The 2.0S is the most expensive grade in the Impreza range at $40,990, before on-road costs, which is about $7500 more than the entry-grade 2.0L. Can I just also throw it out there that for less than $8000 more there’s the close-to-perfect-for-the-money sporty sibling to the Impreza - the entry grade Subaru WRX with the six-speed manual gearbox?  I don’t know… you’ve come this far, knocked back an EV, snubbed SUVs… and the WRX is iconic and probably one of the best performance cars I’ve driven for the dollars. Totally up to you. Did I say it had a manual? All right, I’ll stop. The 2.0S is good value and I think the standard features list is better than almost all its rivals with a 10-speaker Harman Kardon sound system, leather seats (heated up front and power driver’s), 11.6-inch media screen with Apple CarPlay and Android Auto, a wireless phone charger, proximity unlocking, 18-inch alloy wheels and LED headlights.  Some quality touches such as the alloy pedal trims and rear door sills with mountain motifs just reinforce the Subaru reputation for making affordable cars that (I think) are so much better than they need to be. That better-than-it-needs-to-be business I’m talking about is apparent in the driving of the Impreza, too. All-wheel drive is completely unnecessary, but the stability and traction it brings makes this a safer and more enjoyable car to drive. Same goes for the horizontally-opposed 'boxer' engine. A very different design to its rivals' powerplants, it sits lower and improves handling. The ride comfort is also lovely for a car at this price, and if that’s what you're looking for the WRX with its harder ride is definitely not for you. Really, the only part letting the side down here is the continuously variable transmission (CVT) which I’ve always felt stifles a car’s ability to lock in power to its wheels and that affects the fun factor for me, big time.  You can’t get the Impreza with a manual, unfortunately, so you’ll have to live with acceleration which isn’t bad but also not great. The Impreza’s four-cylinder engine with its 119kW and 196Nm is more than capable but, yes, the CVT clips its wings. Even with a dull CVT I think the Impreza is a lot more fun to drive than an EV, and being a regular hatch rather than an SUV makes it so lovely to pilot with none of that wobbling raised wagons do through every roundabout and over speed bumps. Talking of SUVs, the Impreza and the Subaru Crosstek small SUV are very closely related in almost every way apart from looks, but the engine and platform are identical.  Even so, the Impreza is much better to drive because of its lower ride height which brings better dynamics.  The only downsides are for those who want to sit a bit higher in traffic and the scrapping of the Impresza's surprisingly low front lip on driveways (occasionally... sorry, Subaru!).    The 2.0-litre four-cylinder engine in the Impreza does not have a hybrid system and its 7.5L/100km official fuel consumption is looking very high in an era where large hybrid SUVs are boasting 6.0L/100km. I saw that figure go up to an average of 16.5L/100km according to the trip computer and that’s after 177km of motorways, suburban roads and city streets. In the Impreza’s defence this test car had not been run-in and had less than 50km on the odometer at the start of my test and fuel consumption is considerably higher in the first 1000km of a car’s life. So, I’d expect the fuel consumption to drop a lot closer to the 7.5L/100km Subaru says you should see.    This is important. The Impreza was updated with new safety features last year which helped it achieve a maximum five-star ANCAP rating in 2025.  So, if you’re buying an Impreza make sure it was built after April 2025 as this version received the update which included traffic sign recognition to an already solid list of safety technology. Fortunately, the safety tech is not too intrusive in terms of alerts which are currently a big source of complaints regarding new vehicles. Standard safety features include’s Subaru 'EyeSight' camera-based system, AEB (auto emergency braking), lane keeping assistance and blind-spot warning. All of the expected safety items are covered in the Impreza. Onto another kind of coverage, the warranty, and the Subaru Impreza is covered for five year, unlimited kilometre. Servicing is recommended every 15,000km or 12 months. Subaru has capped price servicing for the Impreza and you can expect to pay about $2450 over five years.   That warranty is short compared to many rivals and that service pricing - ouch! It's high. As a prospective Impreza owner, ready to ignore what many buyers are doing in choosing an EV, you’re also picking a hatch over an SUV which is almost the default bodystyle for consumers now. I really like that individualism.  I also like the styling of the Impreza. It’s a pretty little beastie and the new Citron Yellow Pearl paint adds to the insect-like look. You can see my little video on the paint colour, too. It’s not as rare as you might think and many brands use it in their ranges. The Impreza is only offered in hatchback form which is better for practicality than a sedan with the rear tailgate opening wide and offering 291 litres of boot space which also happens to be the same cargo capacity of the Crosstrek SUV. That’s on the smaller side but the Impreza isn’t huge at 4490mm long. Cabin space is good, however, and even at 189cm tall I can sit behind my driving position with legroom to spare and headroom back there is good, too. Cabin storage is more than adequate too with big door pockets, shelves in the dash and four cupholders onboard.

Subaru has launched an Outback... as an EV. The Trailseeker combines the Subaru adventuring spirit with electric capability. Is it a combo that will work? Time will tell.

The Subaru Outback holds a special place in the hearts of adventurers everywhere. It’s long been regarded by its fans as a genuine mix of decent on-road manners, family-friendly practicality and sound off-road capability. Just right for light-duty off-roading. Now, Subaru claims, it has made the Outback even better and a new off-road-focussed variant called the all-wheel-drive Wilderness now sits near the top of the line-up. The Wilderness is equipped with a 2.4-litre turbo-petrol, four-cylinder, horizontally-opposed 'boxer' engine, 240mm of ground clearance, improved approach/departure angles and electronically controlled dampers. But is this new Outback all it’s cracked up to be? Read on.

Subaru's first foray into the electric small SUV segment does a lot right, but might make one critical mistake.

The 2026 Subaru Trailseeker AWD Touring is the flagship version of this electric SUV line-up in Australia. It’s now priced from $69,990, before on-road costs, following a $4000 price cut it received before its arrival. This flagship version is priced identically to the related Toyota bZ4X Touring which is only offered in a single, range-topping trim. It’s still priced competitively against many rivals like the Skoda Enyaq, Tesla Model Y, Volkswagen ID.4 and Zeekr 7X. There are cheaper rivals out there but they typically don’t offer all-wheel drive. Power comes from a dual-motor all-wheel drive set-up with a healthy total system output of 280kW. This is enough to send it from 0-100km/h in just 4.5 seconds, making it the fastest production Subaru model ever offered in Australia. The electric motors are fed by a 74.7kWh lithium-ion battery pack sourced from CATL. Claimed range for this entry-level model is 488km, according to WLTP testing, which is notably less than the entry-level model due to its larger 20-inch alloy wheels. Standard equipment includes LED headlights, a hands-free power tailgate, 7.0-inch digital instrument cluster, 14.0-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto, 10-speaker Harman Kardon sound system, dual wireless chargers, a digital rear-view mirror as well as blue and black leather-appointed upholstery. The Subaru Trailseeker received a maximum five-star ANCAP safety rating based on testing conducted by Euro NCAP on the related, European-spec E-Outback and Toyota bZ4X in 2025. The entire line-up receives the full safety suite, which is great peace of mind. Highlights include autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, driver attention monitoring, front and rear parking sensors as well as a surround-view camera. Like all Subarus, the Trailseeker is covered by a five-year, unlimited-kilometre warranty, which is getting rather lacklustre for a mainstream brand now. The warranty coverage for the high-voltage battery is eight years or 160,000km, which is standard across many brands. Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services are capped and total $984.18, averaging out to around $197 per service.

The 2026 Subaru Trailseeker AWD is the entry-level version of this electric SUV line-up in Australia. It’s now priced from $63,990, before on-road costs, following a $4000 price cut it received before its arrival. This entry-level model sets the Trailseeker apart from the related Toyota bZ4X Touring which is only offered in a single, flagship trim level locally. The pricing is also competitive against many rivals including the Skoda Enyaq, Tesla Model Y, Volkswagen ID.4 and Zeekr 7X. There are cheaper rivals but they typically don’t offer all-wheel drive. Power comes from a dual-motor all-wheel drive set-up with a healthy total system output of 280kW. This is enough to send it from 0-100km/h in just 4.5 seconds, making it the fastest production Subaru model ever offered in Australia. The electric motors are fed by a 74.7kWh lithium-ion battery pack sourced from CATL. Claimed range for this entry-level model is 533km, according to WLTP testing. Standard equipment includes LED headlights, a hands-free power tailgate, 7.0-inch digital instrument cluster, 14.0-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto, dual wireless chargers, a digital rear-view mirror and synthetic leather upholstery. The Subaru Trailseeker received a maximum five-star ANCAP safety rating based on testing conducted by Euro NCAP on the related, European-spec E-Outback and Toyota bZ4X in 2025. The entire line-up receives the full safety suite, which is great peace of mind. Highlights include autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, driver attention monitoring, front and rear parking sensors as well as a surround-view camera. Like all Subarus, the Trailseeker is covered by a five-year, unlimited-kilometre warranty, which is getting rather lacklustre for a mainstream brand now. The warranty coverage for the high-voltage battery is eight years or 160,000km, which is standard across many brands. Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services are capped and total $984.18, averaging out to around $197 per service.

Subaru's newest EV in Australia is its fastest production model yet locally and with more than a sprinkling of all-terrain wagon looks, it's essentially an electric Outback. But how does the Trailseeker fare in the real world?

The Forester has definitely been a winner for Subaru in Australia. Often the brand’s best-selling model year to year, the Forester’s magic is that it blurs the line between a conventional station wagon and the now ubiquitous SUV. In that process, the Forester has built up a huge following of devoted fans who can see the logic and practicality in the overall design. For 2013, Subaru gave us the fourth-gen Forester, or SJ model as it’s known internally. The same packaging remained as before, although the SJ model was a little longer, higher and had more wheelbase than the previous gen, but the new car was only 1mm wider, maintaining its appeal to inner-city dwellers who didn’t need or want a bigger Subaru (there was the Outback for that, anyway). The range kicked off with the 2.0i and 2.0i-L which used a 2.0-litre engine with 110kW and a six-speed manual transmission. The next step up the model ladder was to the 2.5i, 2.5i-L and the 2.5i-S, all of which were fitted with a 2.5-litre four-cylinder engine with 126kW and a standard continuously variable transmission (CVT). There was also a turbo-diesel option in this generation, dubbed 2.0D, 2.0D-L and 2.0D-S, which had a bit less power at 108kW and was six-speed manual only. Finally, there was the big talking point, the XT and XT Premium, which were fitted with a 2.0-litre, 177kW turbocharged petrol engine and a CVT. That all sounds pretty complex, but what it meant was that there were basically three trim levels and four drivelines from which to choose. And either way, you got that boxy but practical wagon body, slightly jacked-up suspension and Subaru’s trademark all-wheel drive. That changed a bit for the Series 2 version of the Forester SJ, with Subaru taking the opportunity to simplify the model range and sneak an uprated turbo-diesel engine on to the market. The simplification took the form of dumping the previous base models (2.0i, 2.0D and 2.5i). The diesel upgrade came with new technology and construction for better performance and efficiency, but it remained a manual-only proposition, blunting its market appeal somewhat. Finally, a Series 3 version of the SJ Forester arrived in 2016, with a slight facelift and some subtle changes to the interior. Revised damping rates and improved steering were also part of the upgrade.

Subaru’s Forester is one of the brand’s most important models. In fact, based purely on sales, it’s Subaru’s number-one seller, but it’s also a model that has helped bring new buyers to Subaru showrooms. And it’s been doing that for almost three decades. The model we’re looking at here is the 'SK' model, or fifth-gen version, sold here from 2018 to 2025 when it was replaced by the all-new sixth-gen. Gone was the turbocharged Forester XT option, and every member of the SK family (apart from the hybrid variant) was powered by the then-familiar 'FB' series of engines measuring 2.5 litres. The model line-up started with the base-model 2.5i, then moved to the 2.5i-L, then the 2.5i Premium and finally the 2.5i-S. The differences were in the level of standard equipment and safety gear, because mechanically, they were the same including the Continuously Variable Transmission (CVT) and Subaru’s trademark all-wheel drive platform. The 2.0-litre petrol-electric hybrid was the odd one out, with less power and performance and a slight fuel economy advantage if you could be bothered.   Is Subaru Forester a good car? The beauty of the Forester is that it combines all the good bits of an SUV (higher ride height, ease of access and all-wheel drive grip) with the convenience and practicality of a conventional station-wagon. The car could have been one big compromise, but never has been and those who bought one often pony up for a second or third Forester as the years pass. That’s how good the basic premise is. While it’s not an off-roader by any stretch, the Forester’s all-wheel drive and slightly better ground clearance give it great gravel-road abilities. This is part of the reason first responders such as country fire authorities and regional patient transport services absolutely love the Forester (and its Outback big brother). That all-wheel drive platform also infers a decent degree of safety, and that’s paired with a knee airbag and side-curtain airbags in every variant, as well as autonomous emergency braking (AEB), and Subaru’s 'Eyesight' safety aids including blind-spot monitoring, lane-keeping assistance and rear cross-traffic alert. That makes for a better-than-average safety deal and, in turn, makes the Forester a good choice for younger drivers who still need a decently sized wagon body.   Subaru Forester reliability Many other manufacturers would kill for a reliability record and reputation to match Subaru’s. And while the Forester is not perfect, most owners seem to have a pretty good run with their Subarus, including the ability to turn the odometer past that expected of the opposition. The one proviso is the vehicle has been serviced absolutely by the book. The Subaru engine has lots of small oilways which can become clogged if the oil isn’t kept fresh and clean. Details like the condition of the rubber boots on the four driveshafts are crucial, too, so they’re not exactly maintenance-free. Then again, neither is any other car. The lack of a turbocharger on the Forester helps keeps things simple and unstressed and that’s always good for reliability. The hybrid’s more complex petrol-electric driveline imposes a few more complexities and EV battery-life can be a concern. A pre-purchase check of the EV battery pack is a good idea.   Subaru Forester problems The bad old days of head gasket failures in Subaru engines were, unless you were really unlucky, a thing of the past by the time this model rolled around. The engine also uses life-of-engine timing chains instead of a rubber belt that needs periodic replacement. Early versions of the FB (Subaru’s in-house code-name) were sometimes guilty of excess oil consumption which was usually traced to either a poor Exhaust Gas Recirculation (EGR) valve design or faulty piston rings. The good news is these issues had been addressed by the 2015 model-year, so a 2018 or later Forester shouldn’t be affected. We’d still check the car’s service history, however. Although CVTs have a somewhat less than stellar reputation in the trade, the Subaru unit has proven itself to be less troublesome than other brands. Some owners have complained about a jerkiness in the CVT in traffic and at low speeds, however. Beyond that, the big thing to watch for is the sort of trim and exterior damage often inflicted in the normal course of family-car duties. Car park dings should be easy to spot, milky drinks spilled between the seat cushions less so.   Subaru Forester recall The SK Forester has a pretty clean rap sheet when it comes to safety recalls. Some cars built in 2019 were recalled to replace a Positive Crankcase Ventilation (PCV) valve that could fail, and another batch of cars made between 2017 and 2020 were recalled to check the integrity of the bolts holding the rear stabiliser bar. A batch of cars built in 2018 and 2019 was recalled for a potential fuel pump failure that could stop the car in its tracks and some MY2023 cars were also recalled to check for faulty front driveshafts. You can find out more about these recalls by contacting a Subaru dealer and providing the car’s VIN, or online at www.vehiclerecalls.gov.au/.     Subaru Forester years to avoid No one year is better than any other in the fifth-gen Forester, so buy on service history, kilometres and condition rather than build-year. But the one version we probably wouldn’t bother with is the hybrid. Frankly, it feels underpowered to drive and the extra complexity of the hybrid platform just isn’t borne out by the small fuel economy gain. Truth is, this is a mild-hybrid rather than a meaningful one and we’d go for the upmarket, conventional-driveline Forester with more standard equipment for the same money.   Subaru Forester how many kilometres Subarus tend to keep on keeping on and the SK appears to continue that tradition. Search online, and you’ll find plenty of SK Foresters for sale with 250,000km or more showing, still with life left in them. Again however, this promise of useful life remaining is entirely dependent on that service record being intact and complete.     Subaru Forester best model Since there’s less price difference between the base model and the upmarket versions now than when they were brand new, the temptation today is to opt for a fully-equipped model and enjoy the luxe bits for not much more money. Since there’s no real mechanical differences between the various non-hybrid versions that advice holds true and, at the same time, gets you into a car with more standard safety kit. That said, every SK Forester had all-wheel drive, seven airbags, autonomous emergency braking (AEB) and Subaru’s 'Eyesight' safety cameras, so even the base-model is hardly lacking.     Subaru Forester resale value Prices for high-milers start at the mid-teens or even a bit less, but there’s probably better value to be had with an example with closer to 150,000km (or less) on board for around the high-teens or $20,000 mark. There’s also good value to be had by spending a closer to the high-20s or even $30,000 and looking for a later model Forester with around 50,000km showing on the odometer. At which point, you should be buying a car that will last the next decade or even more.   Subaru Forester parts Subaru has about 120 accredited service centres across Australia, the vast majority of which are also dealerships. But a good independent workshop should be able to tackle pretty much any job on what is, after all, a fairly conventional car. Even the CVT shouldn’t trouble a transmission specialist. Parts are readily available from traditional outlets as well as an army of online sellers. Just be careful buying from offshore online sites you don’t know.   Subaru Forester sales The success of the Forester as a best-selling model for Subaru in Australia, means there are lots of them out there. In 2025 alone Subaru sold more than 15,000 Foresters so the car is well understood and in plentiful supply. In fact, a quick online check reveals there are literally thousands of Foresters for sale right now, many of them the SK model.

The Subaru Crosstrek rivals the likes of the Honda HR-V, Hyundai Kona, Mazda CX-30 and Toyota Corolla Cross, but there are areas where it's better and some where it's not. We investigate the fuel efficiency, practicality, driveability and value-for-money of this small SUV.