Used Subaru Levorg review

Exterior:

• Something becoming increasingly common across modern cars, soft paint. Unfortunately, the Levorg is no exception. The paint is prone to marking easily, and in some cases, it’s already beginning to fade. One owner told us they had the rear spoiler resprayed under warranty twice in just a couple of years, which is far from ideal.
• We strongly recommend a ceramic coating at the very least, though ideally, full paint protection film is the way to go. It’ll help preserve the finish and prevent further deterioration.
• If any panels, especially the bonnet or front bar, have been resprayed, make sure the job has been done properly. A poor-quality respray will only look worse with time.
• There have also been a number of complaints regarding exterior build quality and material durability. For example, trim pieces around the fog lights falling off after hitting potholes or even driving through puddles have been reported. The issue? They’re held in place with flimsy plastic clips that can become brittle and break as they age.
• Then there are some questionable decisions from Subaru when it comes to exterior features. Take the keyless entry system, it only works on the driver’s door. Passengers will still need to be let in manually. And when turning off the car, most functions, including mirror folding, power windows, or wiper operation immediately cut out. A small annoyance, yes, but it does wear thin over time.
• The biggest issue with the exterior, though, is the suspension, particularly the Bilstein setup fitted to the 1.6 GT Premium and all 2.0 GT-S variants and above. Not only are there widespread reports of Bilstein struts wearing out prematurely, but even when new, many owners are dissatisfied with the way they perform. The general consensus is they’re significantly underdamped. They can bottom out on relatively minor potholes, and some owners have reported them doing so on nothing more than a road dip. Suspension bushes are also known to wear prematurely, likely due to the additional load from those underperforming dampers.
• We combed through numerous owner forums and community groups, and the feedback around the Bilsteins is overwhelmingly negative. In fact, quite a few owners have questioned how this suspension setup ever made it through Subaru’s approval process.
• That said, later model years appear to show some improvement. And since the Levorg shares its underpinnings with the WRX, a number of owners have swapped in WRX struts and reported significantly better performance. But the most common advice? Replace the factory suspension entirely. A popular recommendation is MCA coilovers, many owners claim it’s the best modification they’ve made.

Interior:

• One of the most common complaints from owners is the infotainment system, which can be incredibly frustrating to use. The Bluetooth connection is notoriously unreliable, often dropping out or failing to reconnect. And when it does work, sound quality, especially during calls, is subpar at best, thanks to a poor microphone and underwhelming system clarity.
• The touchscreen itself can be equally problematic. Some units are unresponsive, requiring a heavy and precise press to register any input. Others will simply black out or display a blue screen, and some become completely inoperable. On the other hand, a few units develop phantom input issues, they randomly open apps, make calls, or scroll through menus without any user interaction. We even spoke to one owner who had their head unit replaced three times under warranty… and the problems still persist.
• As for audio quality, it’s nothing to get excited about. Many owners upgrade the speakers early on, but even then, performance can still be lacklustre unless the head unit is also replaced. If you’re upgrading, it’s a good time to consider installing additional sound deadening too, it can make a noticeable difference not just to audio clarity, but also to cabin noise overall.
• On that note, another frustrating limitation is the lack of Apple CarPlay or Android Auto in many variants. While Subaru did include MirrorLink support, it’s not properly supported in Australia, and aside from some novelty features like Pandora integration, the system feels outdated.
• When it comes to materials and fit and finish, they’re somewhat hit and miss. The vinyl on the steering wheel is known to peel, and dashboards and door cards have a tendency to rattle, which again, can be helped with some well-placed sound insulation. The seat bolsters, particularly on the driver’s side, are also known to wear faster than expected.
• That said, the more robust plastics, while not exactly pleasant to touch, do tend to hold up to wear and tear reasonably well.
• The cabin’s control layout isn’t without its quirks either. The steering wheel features an overwhelming 23 buttons, only two fewer than an F1 car. We do appreciate physical controls over buried touchscreen menus, but 23 buttons is arguably overkill. You may eventually learn their layout, but it definitely takes time.
• Also, be sure to test that everything in the interior is working as it should. We’ve heard of a few isolated electronic faults, so check that all buttons respond, screens function, and systems like auto headlights and rain-sensing wipers actually perform their intended tasks.

Mechanically:

• The 2.0-litre FA20 turbocharged four-cylinder often gets labelled as unreliable online, but with proper servicing and care, these engines are proving to be fairly dependable.
• Unlike some earlier Subaru turbo engines, head gasket failures are very rare. You might encounter the occasional oil leak, usually from the timing cover or cam carriers, but it’s nothing particularly alarming.
• There are a few isolated reports of PCV valve and hose issues, though it’s not a widespread concern.
• Being direct injection, there will be some carbon build-up in the intake system over time, but this is standard for modern DI engines and can be cleaned relatively easily.
• The variable valve timing (VVT) system can become problematic if oil changes have been neglected, so it’s absolutely essential to stick to 10,000 km intervals. Stretch them out or skip them altogether, and you’re looking at some expensive repairs.
• It’s also worth clearing up some confusion around recalls. The notorious valve spring and rocker issues that affected naturally aspirated FA20s? Those don’t apply to the turbocharged version found in the Levorg. The FB16 1.6-litre turbo has seen a few more problems, but even then, it’s relatively rare.
• The key here is keeping things stock. In factory form, these engines are pretty robust. Problems tend to arise when people start chasing more power without supporting mods. It’s possible to extract more performance safely, but reliability comes at a cost. Push the boost too far, particularly over 20 psi, and you risk bending rods or damaging internal components. Torque spikes at low RPM are especially damaging, so a good tune that manages torque delivery is essential.
• And then there’s the CVT. Subaru’s continuously variable transmissions don’t have the best reputation, and in earlier models, failures were all too common. Fortunately, in the Levorg, the situation is a little better. We’re not saying they’re bulletproof, but failure rates are noticeably lower compared to older Subarus.
• That said, CVTs from 2014 to 2017 have had more issues than later models. And please ignore the “sealed-for-life” marketing, if you want it to last, change the fluid every 50,000 km. It’s cheap insurance.
• As always, poor maintenance and aggressive driving will accelerate wear. And if you plan on towing with a Levorg, we’d strongly advise against it, the CVT simply isn’t designed to cope with that level of load.