Subaru Outback Engine Problems

It certainly sounds that way. The clutch’s job is to join the engine to the gearbox while still being able to disconnect them when you need to idle the car or change gears. If the clutch is worn out, you’ll find it slipping under load, allowing the revs to flare up and the vehicle not moving much. This sounds exactly like what you’re describing.

At the least, you’ll need a new clutch unit, but if it’s been slipping for some time, there’s a chance the flywheel has been damaged and will also need to be replaced or machined. I’m tipping that when you tried to reverse out of your parking spot most recently and revved the engine out with no motion from the rest of the car, there was a terrible smell a bit like the smell of brakes in a railway station when a rain pulls in. If so, that’s a clutch failure for sure.

You’re absolutely spot on, Craig, although my info suggests the problems started occurring in the Outback model as early as 2000. For other Subaru models, head gasket failures have been an issue since the mid-90s. Then trade seems to think that the typical fail-point is somewhere between the 120,000km and 200,000km mark, but I’ve heard of cases of cars much younger than this suffering gasket failure.

So what causes it? Fundamentally, it was a bad design in the head gaskets Subaru was using at the time. The gaskets were a composite type, made up of thin metal sheets that were coated with a graphite-based material. Frankly, they were duds and it’s this simple fact that has caused so many Subaru owners so much grief over the years. Subaru eventually changed the design of the gaskets around 2011 and the problem just stopped.

You can spot a Subaru with a head-gasket problem a couple of ways. For a start, the failed gasket will allow coolant to escape and that will lead to the engine overheating. So, a car that runs hot after a distance is a likely suspect.

Early failures tended to allow the coolant to leak internally (where it was consumed by the engine) but later generations of the Subaru motor started to experience external leaks and these, obviously, are much easier to spot. Look for an oil leak from around the sealing surface of the head and crankcase and coolant on the ground under the car each morning.

The really weird part of all this was that Subarus tend to be otherwise very reliable and durable and, serviced correctly, can cover huge distances. But the problem was made worse by the fact that the Subaru flat-four engine actually has two cylinder-head gaskets, instead of the one of most four-cylinder engines. Replacement of the dud gaskets is the only fix and it’s quite a big – and expensive – job.

I would use the factory recommended oil, at least while the car is under warranty. Once the warranty has expired you could use the Mobil oil and shouldn’t experience any problems.

The XV is underpowered, as well as having a very dozy CVT. If you are that worried I would definitely suggest a brand swap to something with a regular automatic.

Subaru advised us that without direct knowledge of the car the usage appears to fall within their acceptable limits. But if you have doubts they recommend that you book it in to an authorized Subaru dealer for checking. It is good that you check engine oil levels regularly as despite some perception, they do use some oil over time. Subaru's Customers Relations department (1800 22 66 43) would be happy to advise you of the nearest dealer location.

It's not a blown head gasket, so I would try Bars Leaks or some other similar product and hope that seals the coolant leak. The replace the gasket, which is the best fix, you'd have to take the engine out as the mechanics suggest.

First, you need to have it checked out to find out exactly what is wrong, there’s no point in guessing. The cost of catalytic converters, particularly genuine factory ones, is very high and the cost you quote doesn’t surprise me, but it is possible to source non-factory parts and they work just fine at a fraction of the cost. I would also suggest you take it to an independent Subaru mechanic to have it checked. They will have the clues on replacement converters if that is indeed what you need.

Without wishing to send you into a blind panic I would have it diagnosed and fixed. It is likely to get worse and eventually could bring the car to halt altogether, leaving you or your family stranded. It is likely to be a sensor as the dealer suggests, perhaps a crank angle sensor, and they should be able to identify it and replace if needed.

THERE is no functional reason your car must have the injection system, though it is much better for performance and general driveability. Systems for cars built after 2003 must pass an emissions test, which adds to the development cost of the system, and LPG system manufacturers haven't necessarily invested in the development of the older system. You might simply not be able to find an older system for your car.

I WOULDN'T agree that all fuel-injected cars have the problem you describe, and I'm amazed one mechanic saw fit to decoke the engine after 79,000km. And the advice about fourth gear being too high at 50km/h is simply stunning. I suspect the fuel. Switch to another outlet, run PULP if you're not already, and consider cleaning the fuel injectors.