In their eyes, he lost his charisma and the sports fuse characteristic of the cars of the first two generations, becoming a victim of the fashion for full-fledged crossovers. However, this model was sold in a much larger circulation.
Despite the Japanese origin and success in the market, the hijackers do not favor the Forester with attention. A fairly good standard immobilizer built into the engine control module and instrument panel will not protect against a targeted attack, but will become a stumbling block for a random kidnapper.
All Foresters come from Japan. The quality of the paintwork is good - there are no weaknesses in the body. Traces of corrosion will indicate an unprofessional restoration repair. But pay attention to the license plate mount on the back door. Many owners set the number without a frame, over time it peels off the paint - and rust appears.
EYE YES EYE
Prior to the restyling carried out in 2011, atmospheric engines 2.0 (150 hp) and 2.5 (172 hp) belonged to the EJ series. These age-old timing belt-driven boxer units are well known from most Subaru models.
The junior 2.0L EJ20 engine is the most reliable in the lineup. Servicemen estimate its average resource at 250,000-300,000 km. After the overhaul, he is able to serve the same amount more. The average resuscitation does without treatment of the cylinder block or heads. Basically, wear of only piston rings and liners goes beyond the tolerances. The main thing is to change the oil in the engine according to the regulations (at least every 15,000 km) and monitor its level more often - all Subaru engines have a good appetite for aggressive driving or long-term movement at high speeds.
The older atmospheric brother EJ25 (2.5 l) is the same 2.0 engine, but with bored cylinders. Accordingly, due to the thinner walls between the “pots”, it is prone to the so-called “overheating”, which occurs during prolonged high loads. Usually this is a long (about an hour!) ride at speeds close to the maximum. Even with a working cooling system and clean radiators, head gaskets can burn out. Sometimes it leads the contact planes of the cylinder block and heads. With severe "overheating" piston rings lie. Because of this, oil consumption increases, and sometimes even scuffs appear on the cylinder mirror.
When buying a car with an EJ25 engine from your hands, do a test at the service station for the content of exhaust gases in the cooling system. He will tell you about the condition of the cylinder head gaskets. The operation is inexpensive and requires simple equipment. Do not spare money (about 1,500 rubles) for the so-called leak test, which will show a leak in the cylinders. It is akin to a compression test, but much more accurate.
Motors with a capacity of 230 and 263 hp. - supercharged versions of the EJ25 engine. The increase in strength is the merit of other firmware "brains" of the engine. The average resource of supercharged brothers is estimated at 100,000–150,000 km. The faults are the same as those of atmospheric units, they only appear on earlier runs.
The original breakdown of turbo engines is the rotation of the liners. A common cause is oil starvation due to a low level of lubrication or loss of its properties. Therefore, even with light use, it is important to reduce the oil change interval to 7500 km, and if the car participates in competitions, the oil must be changed at least every 5000 km.
A great way to avoid dangerous conditions for the motor is to install additional sensors. Owners tend to limit themselves to oil temperature and pressure readings so they know when it's time to pull off the track and let the car cool down.
Turbo engines are often tuned during repairs: they put in a forged piston group, an increased-performance oil pump, strengthen the cylinder block, etc. - whoever is in what much.
Often, the owners squeeze all the juice out of the engines at the same time, installing, for example, a turbine with a higher pressure - such units do not last long, therefore, buying tuned cars should be treated with caution.
The stock turbocharger is reliable. If you follow a couple of simple rules, he will outlive the engine. A shorter engine oil change interval will help prevent coking of the turbine cooling tubes. Allow the compressor to cool while the engine is running before shutting it off after hard driving. It is more efficient to do this not at idle, but on the go, dropping gas a couple of kilometers to the house - this is how oil and antifreeze circulate better through the turbine.
A separate story is the timing drive on EJ engines. The belt takes care of the prescribed 105,000 km even on modified engines, but it’s better to play it safe and change it early, because in 99% of cases a break means the pistons meet the valves. At the same time, all rollers with tensioners are changed. For reinsurance, servicemen recommend updating the crankshaft and camshaft oil seals. They do not always live up to 200,000 km, and any intervention in the timing drive is very laborious and expensive. Leakage of oil seals is fraught with a belt jump with known consequences. The cooling pump is more reliable. It is changed together with the second belt replacement. It rarely survives up to 300,000 km. Its backlash is not as bad as a leak, which again can lead to a belt jump.
After restyling, atmospheric EJ engines were replaced by chain units of the FB series (with indices 20 and 25). They are built on the basis of their predecessors and have the same power characteristics.
Chain problems are rare. According to servicemen, its resource is at least 200,000 km. The main thing is to monitor the level and condition of the oil. The lubrication of the chain and the performance of the tensioner depend on it. The mileage on these motors is not as high as on the EJ, but there is no reason to fear for their longevity. The only and infrequent disease - oil leakage from under the chain cover with a run of 50,000-60,000 km - is cured with a sealant. The FB25 "overheating" that happens with the EJ25 has not yet been recorded, although the motors are structurally similar.
The resource of the drive belt on any motor depends only on the operating conditions of the machine. The lower bar is 50,000 km. The less dirt and water gets on the belt during off-road assault, the longer it lives.
The condition of the cooling radiator of any motor does not affect its well-being so much. But washing is carried out once or twice a year, depending on the mode of operation. The engine and air conditioning radiators are located very close to each other, and this “sandwich” is completely dismantled.
On runs over 100,000 km, the Check Engine lamp often lights up. Error 0420 is issued: "low neutralizer efficiency". This usually happens when the unit heats up, when the car drives along the highway for a long time at a constant high speed. The reason is bad fuel. Often the mistake is simply erased, the owner changes the gas station - and the problem goes away. But sometimes the fuel has time to kill the catalytic converter.
Treatment depends on the wishes of the owner. The neutralizer is either changed to a new one, or cut out and made a snag (for atmospheric engines) for the second (controlling) oxygen sensor. This is a spacer in the place where the second oxygen sensor is installed, which removes it from the exhaust gas stream. For supercharged engines, the sensor is bypassed by flashing the “brains”. If the faulty converter is not clogged and melted inside, they do not touch it and limit themselves to snag.
CONSTANT
At Subaru, the scheme of all-wheel drive transmission depends on the type of gearbox and engine. On the Forester, paired with a five-speed mechanics, a center differential works with a viscous coupling blocking it. Alas, the clutch does not like long driving in extreme conditions and is prone to overheating. With such operation, it usually dies after 100,000 km. The node is expensive, but the replacement procedure is simple.
The third Forester has a reduction range in the transmission. It is only available on two-liter machines with a manual transmission. None of the servicemen remember problems with such handouts.
There are no fundamental differences between mechanical boxes associated with motors of different capacities. The nodes are reliable. The main thing is to change the oil regularly (every 50,000 km). The average clutch life is 130,000–150,000 km. After 150,000–200,000 km, the gear selector stem seal begins to leak.
On machines with hydromechanical machines, there is an original center differential and a device for blocking it. Paired with supercharged engines, they are more intricate. But in both cases, there are no serious complaints about their reliability.
With engines up to 230 hp a four-speed automatic is combined, and with a 263-horsepower - a five-speed. Both boxes are from the same family and are quite overgrown, but reliable. Servicemen advise changing the oil every 30,000 km. At the first "pit stop" a regular (partial) replacement is carried out, at the second - a complete one, with the connection of a special installation. This is justified. After all, off-road and high-speed rides for Foresters are a common thing. But subject to the maintenance regulations, these machines digest the higher torque of reasonably modified motors.
Due to the untimely oil change in the machine, shocks and delays first occur when shifting gears. This is due to wear products in the aged fluid that clog the solenoids. If you ignore the warning signs, then soon an “error” will light up on the instrument panel, and then overheating of the clutches and torque converter.
In winter, due to intense acceleration, immediately after a cold start, gasket leaks occur between the differential housing and the gearbox input shaft seal. It's about the unawakened hardened seals.
The oil change interval in the gearboxes is also small - 50,000 km. Sometimes on a run of 100 thousand, the indication of oil overheating in the rear gearbox lights up. The reason is a dirty contact in the connector of its sensor, located outside. He often rots. The sensor does not need to be changed - just clean the contacts or repair the wiring.
The only frankly weak point in the transmission is the propeller shaft outboard bearing. It starts to hum strongly at speeds above 50 km / h after 30,000–40,000 km. Dealer services often change the cardan assembly (about 70,000 rubles), and unofficial ones - a separate bearing for 700 rubles.
Cardan crosses nursed for 150,000 km. Strong backlash in them causes tangible vibrations.
Oil seals and anthers in the transmission are durable. In the risk zone, only elements located close to the exhaust system. The fastest (after 100,000 km) heat destroys the internal anther of the front right drive.
On modifications with all EJ motors, a hydraulic power steering is installed. Reiki rarely flow, and not earlier than 100,000 km. Usually the upper oil seal is sweating at the exit of the steering shaft. The rail repair kit also includes other seals, so it is completely disassembled and updated
Hoses under the expansion tank and on the pump leak even less often. It is important to periodically monitor the oil level and change it according to the regulations - every 50,000 km. When changing the oil, do not allow the power steering pump to run “dry” for a long time - the assembly dies quickly, and costs about 20,000 rubles.
Electric power steering is assigned to versions with FB motors. Knocks in the rail occur after 30,000 km. Formally, this is not considered a malfunction, and under warranty, the rails are not changed for everyone, although the manufacturer tries to meet the needs of customers (ZR, 2014, No. 9, Subaru specialists answer). The unofficials have found a cure. Knock occurs at the junction of the steering gear and rack and pinion. The rail is disassembled and the factory support bushing of this pair is changed to a non-original, home-made one. The gap decreases and the knock goes away.
Consumables in the suspension - bushings and stabilizer struts. They are enough for 30,000–40,000 km. The weakest are the rear silent blocks of the front levers, which live at least 100 thousand. They can be bought separately, like many other rubber-to-metal joints. The exception is the silent blocks of the rear upper forged arm: the assembly costs 16,000 rubles.
Wheel bearings also stably survive the 100‑thousandth run. The price assembled with hubs is quite democratic - 5000–6000 rubles.
A feature of the Forester suspension is rear self-priming shock absorbers that provide constant ground clearance regardless of the vehicle load and less roll in corners. But they quickly die on the killed roads after several serious breakdowns on a loaded car. Fortunately, there is an alternative to the original parts, estimated at 25,000 rubles. The pumping system is built into the shock absorber rod and body. Therefore, for 17 thousand, a set of two conventional shock absorbers with their corresponding springs is installed. In everyday driving modes, the difference in the behavior of the car will not be striking.
Front shock absorbers run 100,000–150,000 km. Thrust bearings are updated at the second change of shock absorbers.
Many owners who switched to Forester from other Japanese crossovers of this class complain about insufficient brake sensitivity. Later they get used to it, but some still modify the braking system. They throw money away - you can't get rid of this feature.
The only weak point of lighting technology is the thin glass of the front foglights. Often they crack due to a sharp temperature drop - for example, when water gets on the headlights while driving through puddles or when storming high snowdrifts.
The interior electrics are simple and reliable. Only the bearing of the heater fan shaft causes complaints. If you immediately turn on the stove at maximum speed on a cold car in winter, the bearing will buzz to 150,000 km. And it can only be replaced with a fan assembly.
On a run of more than 100,000 km, the headlight corrector sensor sometimes fails, located on the rear suspension arm, by which the system determines the position of the body. The hinges in its movable joints turn sour. At the same time, a system error lights up and the corrector lowers the headlights to the lower position.
Outcome
With the reliability of the third-generation Forester, everything is in order. Subject to the maintenance regulations, even modifications with turbo engines do not cause trouble. There will be no difficulties with the maintenance and repair of the machine.
Word to the owner
Vladimir Lopatin,
Subaru Forester S‑Edition (2011, 2.5 L, 263 hp, 90,000 km)
Before purchasing the S‑Edition, I owned a previous generation Forester (SG) for six years. And I do not share the position of the subaristas who are complaining about the third "forik". Yes, in the usual version it is more rolled than its predecessor, but much more comfortable. And the charged version is completely better in all respects.
Initially, I did not plan to tune the car, then it dragged on. By 47,000 km, when the liners were turned in the engine, it produced about 340 hp, and now it is 400 hp and 600 Nm. My Forester is equipped with water methanol injection, forged pistons are installed, the standard turbine is replaced with a more efficient one. The machine was modified for high torque by increasing the pressure in its oil system. The kit for further tuning is waiting for the box to die. But so far it does not cause trouble, like the chassis nodes.
Some of the suspension elements (shock absorbers, springs and stabilizer) have been replaced with more sporty ones. I note that I have no complaints about the reliability of standard parts. I plan to continue the improvements, but the process is slowed down by the increased prices for imported parts.
Car maintenance is straightforward: changing the oil in the engine every 5,000 km, in the box and gearboxes - every 30,000 km.
Word to the seller
Alexander Bulatov,
used car sales manager at U Service+
Forester SH is liquid regardless of configuration. The most demanded 2.5‑liter cars. Moreover, one half of buyers chooses mechanics for bad roads, and the other - an automatic for the city.
Cars stand idle waiting for a buyer for an average of two to three weeks. Even specific turbo versions are quickly leaving, due to the limited supply on the market. In this segment, the Forester has no competitors that have similar driving characteristics and a competitive price.
An objective disadvantage compared to many classmates is the low quality of interior trim. But many more important excellent visibility and reliability of the car. Modifications with atmospheric engines, even on runs over 150,000 km, remain in good condition and do not require large investments.
Many appreciate the Forester for its proprietary all-wheel drive system, which provides good handling and good off-road performance. The original boxer motors are also attractive.
We thank the Pleiades technical centers (a branch of the Pleiades-Enthusiasts) and Oppozite Max for their help in preparing the material.
For the domestic market, many trim levels were produced that differ in terms of equipment from those offered for foreign markets. Of greatest interest are the Cross Sport and STi versions, which are equipped with options such as leather seats, a sunroof, cruise control, alloy wheels, etc. In 2005, the model was restyled. The optics, the central panel and the instrument panel have changed, “turn signals” have been added in the mirrors, 17-inch low-profile tires, an “automatic” with the ability to manually shift gears has been put on simple versions, and a stabilization system (VDC) has been added to the basic package.
Subaru Forester was mainly equipped with 2-liter 16-valve boxer engines of various modifications, with or without supercharging, with power from 137 to 220 hp, and the most "charged" - STi version - was equipped with a horizontally opposed 4-cylinder EJ25 with a volume 2.5 liters, which, thanks to an air-cooled turbocharger, produces 265 hp. The specific power of the car in this case is only 5.62 kg per horsepower. In combination with a 6-speed gearbox, it is capable of accelerating to hundreds in 5.9 seconds, and a top speed of 225 km / h. If on cars of the previous generation the motor often showed a tendency to overheat, then after the modernization this drawback was eliminated.
Permanent four-wheel drive and high ground clearance were the main trump cards of the first generation Subaru Forester. This rule has not changed in relation to cars of the 2002 model year. Cars equipped with a 4-speed automatic transmission are equipped with a 4WD Torque Split system, models with a 5-speed "mechanics" - a central differential with a viscous clutch. Thanks to the almost flat bottom and all four driving wheels, if necessary, the Subaru Forester can confidently move along a road muddy during the rain, safely move into the field or go down to the river bank - ideal for a city dweller who dreams of getting out into nature for recreation. True, steel protection does not hurt - after all, the ground clearance, although large, is not like that of an all-terrain vehicle. Suspension Subaru Forester, as before, will please the owner with its reliability and impenetrability.
The second generation Subaru Forester earned a high rating in a series of 5 km/h and 40 km/h frontal offset crash tests conducted by the US Insurance Institute for Highway Safety (IIHS). After restyling in 2005, thanks to a number of measures (in particular, the added curtain pillows), the Subaru Forester has become even safer.
Compared to the previous generation, the 2002 Subaru Forester has become more interesting, while not losing the best qualities of the previous generation. The car has repeatedly won various awards, occupied the highest places in the reliability ratings: as the best-selling car, as the “ideal car of the year”, etc. For those who do not need a too big car, but who need reliability, cross-country ability, dynamics and comfort, — Subaru Forester is an excellent, perhaps even “universal” option.
At the beginning of 97, Subaru released its first SUV, the Subaru Forester. The car turned out to be very interesting and attractive for the buyer - a relatively low price, good off-road capabilities (for an SUV), the ability to choose between atmospheric / turbocharged engine options, a strong, reliable and impenetrable suspension. Yes, the car had certain disadvantages, although it would probably be more correct to call them features - difficulty in maintenance and operation (sometimes the Sata "set was not enough to assemble a candle key), not the most reliable turbocharged engines, the maximum mileage of which before overhaul was 120-150 thousand km, a difficult replacement of the timing belt, and as a legacy from the Subaru Impreza got a cramped interior and an almost complete lack of sound insulation... But the car had much more pluses and now it is difficult to find a parking lot where several Foresters SF5 would not stand.
After 5 years, in 2002, a new Forester model in the back of SG5 was released. A lot has changed and improved, it makes no sense to list everything, a separate article will be devoted to this, where it will be described in detail about the Forester SG5, its configuration, pros and cons, as well as a comparison with the updated 2005 model.
And probably one of the most asked questions on the Runet and in the forums has become - which is better, the old SF5 body or the new SG5, what are the differences and advantages, is it worth saving up for a new body. In this article, we will compare 2 generations of Forester and try to answer similar questions. And so, meet, 2 generations of Foresters 1997 (SF5 body) And 2002 (SG5) of the year:
1. The external dimensions of the Foresters have not changed much - but the SG5 looks bigger and more massive from almost all angles.
2. The owner of the SF5 noted that the back door of the new Forester opens more conveniently and does not rattle when driving. Please note that on the back door in the last generation FORESTER is written in large letters, and in the new SUBARU. Marketing?
3. Subaru's strange and incomprehensible decision is to make a car with a ground clearance of 200 mm, a flat belly and a good implementation of all-wheel drive, such long overhangs. More or less serious off-road - and hello to the front bumper. Although the off-road capabilities of the Forester are already a bit exaggerated - the small suspension travels and the lack of hard locks are an example of this. The best rogue from the Forester family is an atmospheric version on the box, which has a full-fledged permanent four-wheel drive and a reduction gear. Such a Forester with bumpers removed and steel protection in front can go off-road on a par with serious jeeps.
4. The overhang of the SG5 is slightly shorter. Although outwardly almost the same.
5. The interior of the new model has been slightly changed - the front panel has become more futuristic and has received a silver color (a similar trend for new Subaru models), the climate control unit has become fundamentally different. The only thing that hasn't changed much is the Momo steering wheel.
The SF5 electronic climate with an LCD display in a new body was changed to nice twists. It’s hard to say whether it’s the right decision - it’s difficult to turn the knobs with gloves on, if it were thicker it would be easier, there are not enough airflow intensity adjustments (this was decided in the SG5 restyling).
6. There were 4 windows on the instrument panel - it became 3, the oil temperature and fuel level moved closer to each other. Has it gotten better? In my opinion, no - the tachometer and speedometer data in the previous body are read faster, the calm blue color does not irritate the eyes, the tachometer is larger than the speedometer. In the instrument panel of the SG5, the speedometer was increased and placed in the center - the decision is incomprehensible to me, the Forester and high speed are poorly compatible, but this is important for a turbo engine.
7. The standard solution for Subaru - leather steering wheel, automatic and handbrake - almost no SUV can boast of this. The automatic transmission handle of the SG5, following the trends of fashion, began to move along a curve.
8. Both Foresters are equally crowded in the back. With the front seat pushed back as far as possible, it is very difficult for an adult to put his feet in the back. But still, the SG5 is a little more spacious.
9. Horror - comfortable and very typical Subaru door handles in the back of the SF5 were changed to chrome-plated a la Toyota. It didn't get any better or more convenient than that.
10. Top acoustics. The SF5 had 4 speakers + 4 tweeters, the SG5 had 4 speakers + 2 tweeters + a subwoofer in the trunk.
11. Structurally, the suspension has not changed much. No gearbox, no drive, no traction sticks out - competently and reliably, traditionally in Subaru style. Only MMC Airtrek can boast of such thoughtfulness among SUVs.
12. The motors of both Subariks, although they are called the same EJ20, are completely different in behavior. The new motor pulls much better at low revs, and at 3000 rpm. rides almost all the money - it makes no sense to turn the engine further. Thanks to AVCS and low pressure turbine. SF5 on the contrary - it seems a little blunt and thoughtful, but all this until the tachometer needle exceeds the same 3000 rpm. - then the car crouches a little, like a cat before a jump, and a sharp acceleration follows. Although at low speeds, the presence of the TD04 impeller under the hood is almost not felt. The first generation Forester seems to be faster - it has 20 hp. more, sharper acceleration, but for the city I would prefer the SG5 - I like the locomotive traction at low speeds and the absence of the need to unscrew the engine "to drive", even in a long hill you can drive 60 km / h at only 2000 rpm.
13. Progress does not stand still - the halogens of the past body have given way to bi-xenon with height adjustment.
14. Strange, but practical roof rails with ears for a rope were replaced with simple skids.
15. Subaru cars change and improve - but one thing remains unchanged, the constellation of the Pleiades on the grille.
We decided to test who will be the fastest of the turboforesters. The old generation has 30 hp. more, the new low-pressure turbine. There was one race in urban conditions. The distance is about 250-300 meters. Start - from idle. Forester SG5 with an earlier turbo zone immediately took the lead, and when the SF5 turbine reached its operating speed, its backlog was almost to the body (it remained until the very finish line). It is impossible to say who is faster - it will be at least incorrect, the correct race must be arranged at 402 meters and preferably more than once - but at least we can say that the difference in dynamics is minimal, the Foresters are worth each other.
The consumption of Foresters of both generations is almost the same - about 20 l / 100 km in active urban mode, about 16.5 l / 100 km with quiet movement (up to 3000 rpm).
Conclusion - it is very difficult to say which car is better - the odds are very similar and the differences are actually minimal. The SG5 has a very pleasant yet not boring appearance, more advanced turbo engines - the SF5 seems somehow more homely, it has more Subaru charisma. In any case, the buyer will not lose by choosing the Forester - well, where else can you get the dynamics of a sports car and the ability to calmly move off-road. And in general, they have no analogues - only the MMC RVR X3, which has already gone into the past.
Special thanks to Sergei Semkin for the car provided for the test.
The second generation Subaru Forester appeared in 2002, receiving the model code S11 (SG5 body). In 2005, the Forester underwent a facelift that resulted in slightly modified headlights, bumpers, interior and engine lineup. In the same year, a sports version of the Lesnik STI (SG9) appeared, designed exclusively for the Japanese market. The release of the model continued until 2008, until the third generation came to replace it. The car turned out to be very successful, confirmation of this by the first places in the reliability ratings and the titles "Car of the Year".
Engines
Engines used in the Subaru Forester, 4-cylinder boxer - aspirated 2.0 L (EJ20, 125, 140 and 158 HP) and 2.5 L (EJ25, 156 and 167 HP; only for US and Canadian markets) supercharged - 2.0 l (EJ20, 220 and 240 hp) and 2.5 l (EJ25, 210, 230 and 265). All engines have a timing belt drive with a replacement interval of 100,000 km. When replacing it, it will not be superfluous to change the pump of the liquid cooling system, which fails at a run of more than 120 - 150 thousand km.
A signature feature of such motors is tapping when the engine is not yet warmed up. Knocking occurs due to wear of the short piston skirt and appears with a run of more than 100 - 150 thousand km. By 200 - 250 thousand km, knocking already accompanies the entire cycle of the engine, in which case the capital cannot be avoided, and the cylinder takes on the shape of an ellipsoid. Increased wear is caused by insufficient lubrication, strong block heating and horizontal pistons. Engine restoration is not cheap - about 80 - 100 thousand rubles.
You need to monitor the oil level in Subaru engines regularly, “oil burner” with a run of more than 100 thousand km is not uncommon, especially on turbocharged versions. Topping up to 2 liters of oil per 10 thousand km is considered the norm.
Long driving at high speed can lead to overheating of the engine, and as a result, to burnout of the cylinder head. The disease occurs with a run of more than 150 - 180 thousand km, more often on turbocharged versions. Replacing the gasket will require about 20 - 30 thousand rubles. Worse, if overheating causes deformation of the head. Overheating can also be caused by a thermostat that sticks over time. With a long load on a turbocharged engine, piston breakage can also occur.
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| Subaru Forester (2005-2008) |
If, when the stove is turned on, a burning smell appears in the cabin, then most likely there was an oil leak from under the valve cover.
Due to the design features of the engine, replacing spark plugs turns into a difficult procedure, so it makes sense to use more tenacious iridium spark plugs instead of conventional ones that are efficient for no more than 15 - 20 thousand km.
In winter, in twenty-degree frosts, there are problems with starting due to the peculiarities of the ECU program.
With a run of more than 100 thousand km, it will not be superfluous to replace the fuel filter in the tank (700 - 3 thousand rubles). A spent filter greatly reduces throughput, causing dips in traction. Radiators with high mileage burst in the upper part of the can, replacement will require about 12 - 20 thousand rubles.
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| Subaru Forester (2003-2005) |
Transmission
The engines are paired with a 5-speed manual or 4-speed automatic transmission. "Mechanics" is much more reliable than "machine". The clutch of a manual box on atmospheric Subaru Forester runs about 150 - 180 thousand km, a turbocharged engine significantly reduces its resource to 80 - 120 thousand km. Replacing the clutch will require about 12 - 15 thousand rubles.
"Automatic" confidently takes care of at least 130 - 180 thousand km, then kicks and dullness may appear. The reason for this behavior is the wear of the clutches or the failure of the solenoids. The wear of the clutches is also facilitated by a decrease in the level of liquid in the box due to the old rubber hoses connecting the "machine" to the radiator, which begin to leak over time. Automatic transmissions on cars in 2002 are considered less reliable, later, after refinement, the boxes became more tenacious.
All Subaru Foresters are all-wheel drive. On a Forester with a manual transmission, the distribution of torque between the front and rear axles occurs in a ratio of 50 to 50. Automatic transmissions 2nd: TZ and TV. The first is more reliable and distributes the moment in a ratio from 90 to 10 in the normal state to 60 to 40 when slippage occurs. The TV transmission distributes the torque in a ratio of 45 to 55. The transmission goes into emergency mode often due to the burnout of the lamps in the brake lights.
The rear axle gearbox can buzz with a run of more than 140 - 180 thousand km, a little later the oil seals begin to “snot”. Bulkhead gearbox will cost 20 - 25 thousand rubles.
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| Subaru Forester (2005-2008) |
Chassis
The stabilizer bar bushings run about 60 - 80 thousand km, the stabilizer struts - 90-120 thousand km (600 - 1500 rubles). Rear wheel bearings rarely live more than 60 - 80 thousand km.
Rear self-levelling shock absorbers end after 60 - 90 thousand km. Cheaper than an analogue is a replacement for ordinary ones with a reinforced spring. Replacing the springs in this case is mandatory, otherwise the rear of the car will sag, since the self-leveling racks took on some of the weight.
The front pads run about 40 - 60 thousand km, brake discs - about 50 - 80 thousand km. The rear drum-type brakes are unlikely to require replacement before 120 - 150 thousand km. In frosts on a cold car, problems with the brakes may occur due to freezing of the stop (check) valve in the vacuum hose from the intake manifold. Treating the valve with silicone grease (or WD-40) will correct the situation.
In cold weather, the power steering pump often begins to howl, often after changing the fluid, it falls silent.
Other problems and malfunctions
Fog glasses do not like a “cool shower”, after washing they can easily crack.
The paintwork of the body does not cause any complaints from the owners, just like the body iron is not prone to corrosion. Only on the door handles the paint wears off over time.
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| Subaru Forester STI (2005-2008) |
On cars from 2002 to 2004, the sunroof fails due to a broken cable or wear of the guides. The cause of the failure may also be the motor of the electric drive. The driver's door window regulator may fail due to gear wear. The windows spontaneously drop a little after closing due to the failure of the electric motor and the corrosion of its elements.
Leaks on the roof lining around the pillars are caused by condensation on the inside of the roof. After gluing the roof with soundproofing materials, there is no problem.
If a whistle is heard from under the hood when you press the gas, then it's time to replace the air conditioner roller. The whistler comes to life with a run of more than 140 - 180 thousand km, about 700 - 800 rubles will have to be paid for the video.
Conclusion
When purchasing a Subaru Forester, be prepared for a rather high consumption of gasoline, in the combined cycle the aspirated will devour about 13 - 15 liters, and the turbocharged - about 16 - 17 liters.
The five-door station wagon Subaru Forester SG5 / SG9 equipped with all-wheel drive and created on the basis of the Subaru Impreza according to the “Best of the Both” concept (the best in two elements) has absorbed the advantages of a passenger car and an SUV.
The SG5 / SG9 model belongs to the second generation of the Forester line, which also has a “charged” version of the Subaru Forester STI (introduced in 2005).
The second generation was produced from 2002 to 2007, after which it was replaced by the third generation (with the "SH" index).
"Forester", this is how Forester is translated into Russian, by the type of body it is a five-door five-seat station wagon that copes well with off-road, and also has excellent dynamic characteristics - therefore it does not get lost on paved roads.
The appearance of the 2nd generation Subaru Forester is very aggressive, but, compared with its predecessor, this aggressiveness, thanks to smoother body lines, has become less pronounced. The front light optics has also changed, thanks to which the front of the Forester SG has become brighter and more expressive.
At the back, weak light optics and a lurid thick bumper were removed and triangular-type lights were installed. Significantly increased the area of the rear window. Bumpers in the 2nd generation Forester not only look great, but can withstand mechanical loads at speeds up to 10 km / h without significant deformation.
The hood, roof and bumpers of the car are made of aluminum alloy, which made it possible to reduce the weight of the Forester II by 30 kg compared to the previous model.
Subaru Forester II SG has the following parameters:
- ground clearance - 190-210 mm;
- wheelbase - 2525 mm;
- length - 4485 mm;
- width - 2735 mm;
- height - 1590 mm.
The second generation Forester, thanks to the shape of the body and a fairly large glass area, has excellent visibility.
Changed the inscriptions on the back door. If the Subaru Forester SF had the inscription “Forester” on the back door, then the 2nd generation already had “Subaru” written on it.
The interior of the second generation of the Forester is distinguished by well-thought-out ergonomics. But at the same time, the interior is somewhat cramped. The trunk volume for a car of this class looks small - only 390 (406) liters, but if you fold the rear seat, the volume increases to 1590 liters, and this is already more than that of competitors.
In the back seat, in some modifications, people of large stature are uncomfortable. The interior of the car has good sound insulation. The steering wheel is height adjustable only.
Doors without window frames look beautiful. Also, most modifications of this model were equipped with a sunroof, which occupied one third of the roof, which made the interior quite light.
We note the presence of lateral support in the front seats, ample opportunities for adjusting the driver's seat, the presence of rigid head restraints and three-point seat belts.
The instrument panel is large and highly informative. The panel, thanks to the silver color, looks somewhat futuristic, adds conciseness to the interior of the cabin. Two windows display the readings of the speedometer, tachometer, and in the third window the fuel level and oil temperature sensors are connected.
In the previous model, there were four windows: fuel level and oil temperature sensors were located separately.
Specifications."Forester" is an all-wheel drive vehicle with independent front and rear suspension.
Front suspension - classic MacPherson, rear suspension - double wishbone. The suspension is distinguished by its low travel and the absence of hard locks.
The front and rear brakes on the Subaru Forester 2 are disc, the front brakes are ventilated. So de as standard there is an anti-lock braking system (ABS).
Different engines were installed on the crossover, so the data on dynamic characteristics, average fuel consumption, and maximum speed for various modifications differ significantly. There is only one thing in common: the volume of the fuel tank is 60 liters.
Several main types of gasoline engines were installed on the Forester SG, with a volume of 2 and 2.5 liters:
- EJ20 (the engine was often upgraded, power can be from 122 to 158 horses);
- EJ25 (the engine for the European, North American and Asian markets was different and had power from 156 to 265 hp).
The car was equipped with both atmospheric and turbocharged engines. The parameters of the car differed depending on the configuration and the installed engine.
Paired with power units, a five-speed manual gearbox or a four-speed automatic transmission worked, and a gearbox with a demultiplier (reduction gear) was installed on some modifications.
The steering is made according to the type of gear-rack. The car has power steering.
The curb weight of the 2nd generation Forester ranges from 1360 kg to 1455 kg.
The car was fitted with 15 and 16 inch wheels.
Thanks to a wide selection of vehicle configurations, everyone could choose exactly the "Forester" that would suit him. After all, some people need to “go to the forest for berries and mushrooms, go fishing”, and others need to “rush along the highway and stand in traffic jams”. This is the main advantage of the Forester, which has become a cult car for many.
Driving and operational qualities. Many driving characteristics of this machine directly depend on the power unit that is installed on it.
Thanks to the unique all-wheel drive system, Subaru Forester copes well with off-road and is characterized by increased cross-country ability. In normal operating modes, the crossover is flexible. But when driving a car in sports mode, the steering wheel is not very informative, regular brakes are not always enough, but it should be borne in mind that we have an SUV in front of us, and not a Formula 1 car. But in order to realize the “talent of Schumacher”, the Subaru Forester STI is perfect, which has more powerful brakes, a power plant and is designed for operation at high speeds.
By the way, a little about STI - Japanese engineers made an athlete out of the "Forester", forcing the "huntsmen" to run at the speed of a "swift deer" in 2005. The car was produced exclusively for the Japanese market. The tuning was developed by a subsidiary of Subaru - Technica International. The car was equipped with an EJ25 turbocharged engine with a volume of 2.5 liters and a power of 265 horses. A feature of the power unit was the installation of I-Active valves (a system that allows you to change the valve timing). The crossover was equipped with a six-speed manual, a self-locking differential and ventilated disc brakes. There were also differences in the interior of the cabin, which was developed by the Recaro studio.
