Subaru Problems

When Subaru launched the Brumby ute it was just another Japanese carmaker trying to build a following in Australia. With a range of small, mostly front-wheel drive cars, there was little to attract buyers away from more established brands like Nissan, Toyota and Mazda so Subaru struggled to survive. Until it made the bold decision to build all-wheel drive vehicles only.Since making the decision to pump its drive through all four wheels Subaru has gone from strength to strength, with the Liberty, Impreza, Outback and Forester all doing great business.While everyone knows about Subaru now there were some who were firmly of the belief that Subarus were something special long before they became trendy. That was particularly so of the all-wheel drive models the company spun off its bread-and-butter front-wheel drive cars.The Brumby was just such a car, a small ute based on the sedan platform, with a remarkable ability to traverse rough terrain with its competent all-wheel drive system. Owners simply fell in love with them and many refused to part with them.MODEL WATCHThe Brumby arrived in Australia in 1978 and quickly established itself as a durable light workhorse, particularly in rural areas where farmers found its 400 kg payload useable, its car-like comfort welcome, and its ability to get over rough and slippery ground unbeatable.Over time the diminutive ute proved itself to be virtually unbreakable. Many were driven and driven, and driven on even further as they refused to buckle under the pressure of a rough life on the land. Even when they’d become too rough for the road, some farmers simply deregistered them and kept driving them around the farm. They were about as reliable as a true-blue cattle dog.Power was from a flat-four cylinder overhead valve engine of 1.8 litres capacity and fed by a single carburettor. Nothing fancy, but neither was its modest 61 kW of peak power, which was delivered at 5200 rpm.Under normal highway use the Brumby’s power was delivered to the front wheels via a four-speed manual gearbox.At 1620 kg it was a relative lightweight, which meant its performance was reasonable, although some owners who spent their time on the black top say they would have liked a little more torque than the 132 Nm it boasted.But the Brumby wasn’t about performance; its appeal was its go-anywhere ability that rivalled that of many heavy duty dedicated four-wheel drives.That ability came through its combination of light weight, increased ground clearance and on-demand four-wheel drive that could be engaged on the run by a lever on the transmission tunnel. Drive would then be sent to the rear wheels.While its ability to get over rough ground was impressive, it was also what brought about the downfall of many Brumbys as drivers pushed them beyond their limits, believing them to be indestructible.The thing that brought them to a halt was their relatively limited ground clearance. By normal standards they had generous ground clearance which allowed them to get over some pretty rough terrain, but overconfident owners who believed they could go anywhere a serious four-wheel drive could go did them some serious underbody damage when they pushed too far and got them hooked up on rocks and other immovable bits of landscape.There was an update in 1984, which can be identified by a honeycomb grille and square headlamps.A Sports model was released in 1986, and that came with twin halo moon roofs, square halogen headlamps, and park lamps in the bumper bar.The Special followed in 1988 with a bull bar, radio cassette, tonneau cover and tow bar.A limited edition Summer model came in 1993, and featured a bull bar, tow bar and radio cassette sound.Today a Brumby makes a great, cheap car for a young driver, or someone with a bush block. It will carry a decent amount of sports or camping gear, or the odd bale of hay, and will get to those remote fishing or surfing spots, or the bottom paddock.IN THE SHOPWith the last Brumby sold in 1994 even the newest will have some pretty serious miles under its belt by now, so any car you might consider buying needs checking thoroughly.As cars get on in age so their owners tend to neglect them. Try to establish a service record to assure yourself the seller has attempted to look after the car.Properly serviced and driven within reasonable limits the Brumby is pretty much bulletproof; it’s when they’re neglected or beaten up that they develop problems.Check the engine oil to make sure it’s been changed regularly. If it’s black and thick it hasn’t been changed in a while, so be suspicious. Listen for rattly engines, and have someone watch for smoke as you drive down the road.It’s also worth checking the gearbox oil and diff oil, if you can, and look for water contamination through worn or damaged seals.The Brumby’s perceived ability to do anything a big four-wheel drive can do led to many owners trying to make it do things that were beyond even its remarkable ability to beat around the bush. Check underneath for damage from rocks and stumps. Check also for damage to drive shaft boots and seals that might have been torn on rocks or downed trees an over-confident owner might have attempted to drive over.Damaged drive shaft boots will most probably mean damaged UV joints through dirt of water entry.Body rust is a problem, particularly if the Brumby has been left out in the weather and neglected. Any vehicle from coastal areas should be checked thoroughly for rust.The bottom line if you want a Brumby is to take your time and look for that pristine car that hasn’t been beaten up. Do that and you’ll have a car that will be reliable for many years to come.LOOK FOR• rusty beaten up bodywork from years of hard work• damaged underbody from beating around the bush• split and damaged drive shafts boots• smokey, rattley engines• modest on-road performance• great for carrying sports gear or small workloads• reasonable comfort in small cab• amazing ability to go bush

There wasn’t much hoopla surrounding the launch of the second generation Subaru Liberty in 1994. The previous model was safe and solid without being particularly exciting, and there was no reason to believe the new one would be anything but a competent follow-up with the same attributes. It was all of that, but it was also much better, and cheaper to boot. By the time the year ended the Liberty was widely regarded as the best new car of the year.By the mid-1990s Subaru was facing extinction. Its cars were sound, but it was a minnow in the car making world and really didn’t have the wherewithal to survive in a highly competitive industry that thrived on volume.A switch to all-wheel drive exclusively across all models in the mid-1990s, the runaway popularity of the hot rally-bred WRX, and an alliance with General Motors which will see an evolution of the Subaru all-wheel drive system under the Commodore later this year, kept the bankers at bay and the company thriving.MODEL WATCHThe second generation (2GEN) Liberty was new from the floorpan up. The chassis and floorpan were refined and improved, but essentially they were carried over from the previous model. The major changes to the underpinnings came from the increased wheelbase, which was 50 mm longer than the first generation model.While the LIberty was attractive it wasn’t leading edge in styling terms, but that was what helped make it appealing to so many. It was inoffensive to everyone, while at the same time it looked sturdy and reliable.The front-wheel drive LX opened the eight-model range which was topped by the all-wheel drive Heritage 4WD. Available body styles were a sedan and wagon.The added 50 mm of wheelbase was put to good use with all of the stretch going to increase the rear seat room, which was generous to say the least. There was also a benefit for front seat occupants as Subaru fitted longer front seat runners that allowed the driver and front seat passenger to slide the front seats back further. That way it was possible for taller occupants to find a comfortable seating position.Loads of space in the rear of the wagon, and a large boot in the sedan added to the Liberty’s attraction as a family car.The stiffer body contributed to the Liberty’s praised ride and handling, which was enhanced by a package of well tuned springs and shocks for improved wheel control. Along with well weighted, precise power steering, the chassis package had road testers putting the Liberty near the top of its class.An unusual exhaust note signalled that the Liberty had something different under the bonnet. On inspection you found it was a flat-four mounted at the front.With a capacity of 2.2 litres the ‘boxer’ four produced 94 kW at 5200 revs and 190 Nm at 4400 revs, giving it quite reasonable performance. Performance was improved in 1996 when a larger 2.5-litre version of the flat-four became available.Liberty buyers could choose between a five-speed manual gearbox and a four-speed auto, both of which were highly rated, and there was the choice of all-wheel drive.The LX was equipped with standard air-conditioning, body coloured bumpers, power door mirrors, power steering and radio/cassette sound. Airbags and ABS were optional. The mid-range GX also had alloy wheels, central locking, cruise control, power antenna and power windows. The range-topping Heritage was only available with the auto trans, but also had standard ABS, dual airbags, CD player, remote central/keyless locking, leather trim and woodgrain. The sporty Rallye came with a body kit and fog lamps.IN THE SHOPSubaru build quality is rated highly, with tight body construction and even body gaps, so they develop few squeaks and rattles in service.Owners and mechanics alike report few problems with Subarus in general, and the Liberty in particular, with most visits to the workshops being for regular scheduled service.Tyre life is generally good, with owners reporting up to 75,000 km before tyres need to be replaced. Likewise brake life is reported as good.Engines, transmissions and drive lines are all regarded as robust and reliable with few problems reported from the trade.While the 4WD system is highly respected for its safe handling it should be understood that it is an added complication that can lead to greater repair costs if something does go wrong. Before rushing in and buying a 4WD think about your reasons for buying it.A 4WD system will be a safer proposition in everyday driving, giving better grip and handling on slippery surfaces, it may well get you out of a dangerous system that a normal two-wheel drive system won’t. But don’t buy it expecting to be able to go off road, because that’s not what the Liberty is all about. Use the 4WD system for added on-road security, but don’t be tempted to go bouncing down rough bush tracks.OWNERS SAYPete Minahan has done 60,000 km in the ’96 Liberty Wagon he bought in 2001, bringing it to 150,000 km in total, and he’s very happy with it. He praises its road manners, ride, and handling, and likes the all-wheel drive, but criticises its road noise and inadequate adjustment of the driver’s seat. He’s had to do nothing except the scheduled servicing.Mitch Miller bought a manual Liberty GX in 1998 and says he hasn’t looked back. He reports that he regularly gets 8.1 L/100 km/h on country trips, with a low of 7.7 when using PULP.Graham Stewart has had his 1995 Liberty one year and he’s very pleased with it. Now with got 270,000 km on the clock he says it’s quiet and smooth with plenty of pickup when needed.Ron Co has owned a ’96 Liberty GX auto wagon since new. It’s only done 75,000 km, and apart from regular servicing there has only been a couple of minor problems with the windscreen washers and the air-conditioning. He praises its AWD and says he experienced its value when he was forced off the road while overtaking a truck. “All four wheels were off the road, but we drove through it and back on to the road without a drama. It really hit me just how lucky we were to have been in the AWD Sub and not a 2WD of any sort.”Merve McKnight’s ’98 LIberty RX came after a series of Nissan Patrols. He says he grins every time he drives it, and has travelled far and wide in the 114,000 km he’s done in it. He runs mostly on regular ULP because it’s cheaper, but says it’s more responsive on PULP. Merve describes his Liberty as an orgasm on wheels.LOOK FOR• safe handling from all-wheel drive models• solid body construction stands up well in service• good build quality• ‘flat’ exhaust note from flat four• roomy interior

Holden has caught on, so has Ford, but both have got a long way to go if they want to catch up with Subaru who hit the market in 1996 with the first family wagon with the ability to go off-road. As Holden rolls out the Commodore-based Adventra all-wheel drive wagon, and Ford makes noises about its all-new Territory which is due in 2004, Subaru’s Outback continues to rack up sales in a market segment that shows no sign of slowing.The idea of blending a regular family wagon with all-wheel drive makes a lot of sense. You get the roominess of a wagon, the dynamic safety of all-wheel drive, and the ability to explore bush tracks in the one package. The great news is that you don’t have the massive size and on-road clumsiness of the bigger four-wheel drive wagons.MODEL WATCHSubaru made no bones about the Outback when it was launched in 1996. It was a Liberty wagon put on a course of steroids, they admitted, but it was conceived to offer buyers the flexibility of a four-wheel drive without the downsides of size, compromised safety and sloppy chassis dynamics. It was perfect for the buyer who wanted an all-round vehicle with reasonable off-road capability without sacrificing the comfort and style that goes hand-in-hand with a passenger cars.It was clear from the outset that the Outback was a jacked-up Liberty wagon. It looked like a Liberty, but with increased ground clearance, although the large front and rear overhangs rather limited its approach and departure angles.Add to that the lack of low range gearing and no real protection for vulnerable components underneath and you get the idea that the Outback wasn’t intended to go deep into the bush. Subaru admitted as much at its launch when it quoted data that said as many as 95 per cent of new off-roaders never leave the black top.To give it the ability to go off-road Subaru raised the suspension by 35 mm and fitted some 70-series tyres to 15-inch rims, which resulted in 200 mm ground clearance and made it comparable to many more serious off-roaders.The suspension was also retuned to handle the tough stuff, with retuned shocks and springs, and increased wheel travel, which made it quite comfortable even when traversing some relatively rough forest tracks.But it was at its best on slippery surfaces when its all-wheel drive and passenger car chassis dynamics combined to give it an assurance and level of safety unheard of in an off-roader.Power came from Subaru’s 2.5-litre horizontally-opposed double overhead cam four cylinder engine. Boasting a modest 115 kW and 221 Nm it was sufficient to give the Outback good performance without ever threatening to leave you with whiplash.More performance was unleashed in 2000 when the H6 was released with the 3.0-litre engine, which delivered 154 kW and 282 Nm, but ran on PULP.Initially there was no choice of gearbox, it came with a four-speed auto and that was it. Still, it shifted smoothly, and there a choice of ‘power’ or ‘regular’ shift modes, and a ‘hold’ button that would lock the trans and control up or down shifts. The choice was expanded to include a five-speed manual with dual-range four-wheel drive in 1997, which added to its off-road prowess if you were serious about going bush.Inside there was plenty of room even for tall occupants with generous front and rear seat leg and head room, plus generous load space in the rear. The 70/30 split-fold rear seat added to the capacity and flexibility of the interior, and there was a retractable blind to cover the contents in the load area.The interior was also well equipped with lots of knickknacks, like delay courtesy lights, cup holders, and a powerful sound system.Two models were launched. The regular model which came with alloy wheels, ABS, remote central locking, cruise, fog lamps, power windows and mirrors, roof racks, and velour trim. On top of that the Limited got standard air-con, dual airbags, leather and wood grain, and CD sound.IN THE SHOPSubarus are generally bulletproof in the mechanical department. Subaru dealer servicing tends to be on the high side, so check service record carefully to see that it has been done, and who has carried it out.Although few Outbacks travel off-road, apart from the odd foray down a gravel road, look for signs of bush bashing anyway. Take a look underneath to signs of impact that might have damaged exposed componentry. Get it up on a hoist if you’re not sure.Tyres can wear out quite quickly, particularly on the hotter H6 model, and 50,000 km is not unusual. Brakes also need doing around 50,000 km.OWNERS SAYOutback owners are generally lavish with their praise of the car. They particularly like the combination of the wagon size and flexibility with the safety of the all-wheel drive system. Many say it’s great for towing, and a number have towed pop-tops and campers around the country on their holidays.One, Darren Wilkie, has been off roading in his and says it performed exceptionally, handling creek crossings, steep heavily rutted tracks, and soft sand with surprising ease.Main gripe is the headlights, which a number of owners say are “poor” to the extent that they have replaced them with more powerful units.LOOK FOR• good build quality• tough, reliable mechanical package• roomy accommodation for family• safety of all-wheel drive• handling on slippery roads• surprising off-road capability