Subaru Levorg (VM)
Introduced to the UK in autumn 2015, the Subaru Levorg (VM) was pitched as the spiritual successor to the beloved Legacy Sports Tourer, slotting neatly between the compact Impreza and the larger Outback. Built around a heavily modified WRX platform, the Levorg blends aggressive styling—complete with a functional bonnet scoop on turbo models—with practical estate packaging offering a generous 522-litre boot. For its initial UK release, power came exclusively from a 1.6-litre direct-injection turbocharged boxer engine (FB16 DIT) producing 168 bhp, paired with a Lineartronic CVT and permanent Symmetrical All-Wheel Drive. In 2019, Subaru introduced a mid-cycle refresh replacing the turbocharged unit with a 148 bhp naturally aspirated 2.0-litre engine to satisfy stricter emissions regulations. The Levorg delivers immense mechanical grip, rock-solid high-speed stability, and excellent all-weather confidence, attributes proven when the chassis clinched the British Touring Car Championship (BTCC) crown in 2017. While criticized when new for mediocre fuel economy and sluggish CVT responsiveness under hard throttle, on the used market it represents an exceptionally durable, safe, and distinctive all-wheel-drive estate car for discerning UK buyers.
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Common Faults & Reliability
These are the most common documented problems for the Subaru Levorg (VM), sorted by their typical impact and frequency.
Lineartronic CVT Transmission Valve Body and Solenoid Failure
high severityThe Lineartronic high-torque CVT relies on electro-hydraulic solenoids inside the valve body assembly to modulate hydraulic line pressure and torque converter lockup. Between 60,000 and 100,000 miles, internal solenoid coils (most commonly the lockup duty solenoid) can suffer open circuits or out-of-range electrical resistance. This causes the transmission to enter limp mode, illuminating the AT Oil Temp, Check Engine, and Vehicle Dynamics Control warning lamps. Specialist repairers can replace individual solenoids or fit a refurbished valve body without replacing the entire gearbox.
FB16 DIT Intake Valve Carbon Build-up
medium severityThe 1.6-litre turbocharged FB16 engine features direct petrol injection without intake runner port wash. As crankcase blow-by gases from the PCV system cycle through the intake manifold, carbon deposits bake onto the backs of the intake valves and ports, typically becoming restrictive around 50,000 to 80,000 miles. The restricted airflow causes cold-start rough idling, stuttering under boost around 2,500 to 3,500 rpm, and reduced fuel efficiency. Walnut shell blasting restores factory performance.
Air-Conditioning Condenser Corrosion and Refrigerant Leak
low severityThe aluminium air-conditioning condenser sits prominently behind the lower front bumper aperture, directly exposed to high-velocity road grit, small stones, and corrosive UK winter road salt. Over five to seven years, corrosion creates microscopic pinhole leaks along the bottom tube welds, releasing the R1234yf refrigerant. The climate control system will then only blow ambient or warm air into the cabin.
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