Cliff Chambers•21 Apr 2023

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Buying a used Subaru Forester (2013-2018)

What the fourth-generation (S4) Forester lost in terms of off-road capability, Subaru made up for with many other features and a more family-friendly package overall

Short history of the Subaru Forester

Subaru devotees mourned the loss of the rough-hewn L Series wagon, then found in the first Subaru Forester a very like-minded design.

The 1997 arrival stood tall and rode easily over obstacles. Most had a workhorse 2.0-litre engine but there was an optional turbocharger for those wanting more pace.

The second-generation Subaru Forester arrived locally in July 2002, with an enlarged body and more power from a 2.5-litre four-cylinder engine, as seen in the Subaru Outback. Turbocharged versions remained, with the designation changed from GT to XT.

MY06 Foresters were released during 2005 and ran largely unchanged until 2012. They were distinguished by tweaking to the lights and grille plus an eight per cent power increase for the non-turbocharged powertrain (to 121kW). The XT did slightly better with a 14kW gain to 169kW.

Anyone hoping for a massive update to accompany the fourth-generation (S4) Forester under the microscope here would be disappointed.

The body was slightly larger and a new continuously variable transmission (CVT) introduced, however the exterior design did just enough for the Forester to hold its spot as a competent family wagon with off-road credentials.

It really took until late 2018, when the fifth-generation Forester launched in Australia, for the mid-size SUV to really take a big leap forward.

Sitting on the new Subaru Global Platform, the S5 Forester had engines that were largely new, the CVT now came with paddle shifters and the cargo area was visibly bigger.

Buying Used: Subaru Forester S4 (2013-18) – Common faults found by RedBook Inspect

Foresters are competent in all kinds of conditions but still based on a car and need to be checked for underbody damage.
Older 2.5-litre Subaru engines suffered head gasket failure but by 2009 the problem was deemed cured. To be safe, check the engine oil and coolant for contamination. Overheating and coolant leaks may occur as symptoms of this issue.
Foresters with CVT transmissions are reaching the point in their lives where the system may start to malfunction. Reluctance to pick up a lower ratio and slow selection of reverse are warning signs.
Excessive oil consumption for 2.5-litre engine.
Electrical system issues including infotainment system, sensors and dashboard display.
Suspension wear including struts and bushings.
Brake light issues.
Rust and corrosion on exhaust system leading to leaks and increased noise levels.

Subaru Forester S4 (2013-18) – Overview of updates, engines and equipment

The S4 Subaru Forester offered four trim levels, three engine choices and a six-speed manual transmission or CVT with six or eight ‘steps’ to mimic a conventional automatic.

Unlike some brands with contenders in the popular mid-size SUV category, Subaru didn’t bother with a front-wheel drive entry-level model but managed to price its range-opening 2.0i model at a competitive $30,990 plus on-road costs, still with the brand’s trademark symmetrical all-wheel drive system (upgraded for the new generation).

In this form, the Forester had 110kW of power and 198Nm of torque. It would tow 1500kg, providing your trailer had electric brakes, and with CVT transmission cost $32,990.

Even in its most basic form, the Forester included nick-knacks like alloy wheels, a six-speaker CD system, roof rails and a steering wheel loaded with thumb controls.

2015 Subaru Forester 2.0D-S CVT, interior detail.

2015 Subaru Forester 2.0D-S CVT, Infotainment.

2015 Subaru Forester 2.0D-S, interior detail.

Stepping up to the better-equipped 2.0i-L cost just $1500 more while adding a reversing camera, voice recognition, fog lamps and dual-zone air-conditioning.

Not many of these seem to have sold with petrol engines, but you may have more luck ferreting out a 2.0D-L diesel. These came with 108kW and 350Nm from the 2.0-litre turbo-diesel and had a single-range six-speed manual as their only transmission.

In ‘L’ specification the 2.0D listed at $37,490 plus on-road costs, with the basic version $2000 less, but judging by the numbers in today’s used market, hardly anyone bought a 2.0D-S.

Way more popular were Foresters with Subaru’s 2.5-litre ‘flat four’ petrol engine. These no longer offered manual transmission, instead using six-step CVT with ‘X-Mode’ traction management.

The system used a network of sensors and centre differential to ensure torque reached those wheels with the most grip.

Foresters in S specification were equivalent to the S3-generation Premium models, with perforated leather seats, Xenon headlights, rain-sensing wipers, a powered tailgate, electric mirrors and sunroof.

These with 2.5-litre petrol engines would cost $43,990 plus ORCs, with turbo-diesel versions just $500 more.

Other major attractions of the S spec included Subaru’s EyeSight system with lane departure warning, autonomous emergency braking (AEB) and adaptive cruise control to maintain a safe distance to the vehicle in front.

Topping the S4 range were the turbo-petrol XT and diesel S, both at $43,990 plus ORCs, plus the XT Premium, which for 2014 was the only Forester to be priced above $50,000.

XTs backed their 177kW 2.0-litre turbo engine with an eight-step Lineartronic CVT. Tests confirmed that XTs would reach 100km/h in the claimed 7.5 seconds.

Equipment included distinctive 18-inch alloy wheels, an uprated eight-speaker sound system, full-leather seats with electric adjustment up front, a comprehensive array of steering wheel controls and sports pedals.

With its additional equipment and CVT, the Premium weighed a hefty 1647kg. It would tow 1800kg (braked) and carry 405 litres of luggage with all seats in use.

In 2015, Subaru finally introduced a CVT automatic version of the 2.0D diesel Forester, accompanied by strategic price reductions across the range. Among the most enticing was a $3000 drop in the cost of a basic manual diesel, making space in the range for the $35,490 CVT version. Most expensive was still the turbo-petrol XT Premium which now cost $47,990 plus ORCs.

2016 brought a mid-life revamp to the S4 Forester. Versions sold from March of that year featured a restyled nose and obligatory (it seemed) daytime running lights plus LED low beams.

The suspension was altered to better match local conditions and the rear-end redesigned to deliver ride improvements.

Most noticeable to people who previously rejected the Forester due to engine throb and road noise were major improvements to insulation and NVH (noise, vibration and harshness) throughout the body structure.

Despite the upgrade, pricing for MY16 and beyond remained unchanged, with the most affordable 2.0-litre still below $30,000 before on-road costs.

Subaru Forester S4 (2013-18) – What are they like to drive?

People who bought the first-generation Subaru Forester might view the fourth-gen versions as a bit too ‘gentrified’, but then some of us can’t forget the ready-to-rally character of the original Subaru Liberty RS Turbo either.

In S4 form, the Subaru Forester is definitely more town car than bush basher and that’s because the market for mid-size 4WD wagons had become centred on urban users and suburbia.

People bought Foresters for a multitude of reasons, most often with Subaru’s reputation for reliability top of mind.

In addition, though, the Forester had plenty of space for a vehicle of its size, decent performance from most of the engines, and systems that didn’t demand loads of driver effort.

The CVT transmission isn’t everyone’s preference and for them the six-speed 2.0D manual is the better choice. But if you don’t mind the monotone at steady speed and make allowance for some hesitation, the Forester’s CVT is one of the best.

Visibility in all directions is excellent and even the most basic versions have a reversing camera. They all come with a full complement of airbags, plus stability control, emergency brake assist and belt tensioners to easy qualify for a five-star ANCAP rating (based on the assessment criteria of the time).

And because Subaru understands that 4WD-capable vehicles might sometimes destroy a tyre in places where space-saver spares are utterly inappropriate, all Forester models sacrifice a little cargo space to accommodate a full-size fifth wheel.

The seats, even in cloth, are supportive and easy to adjust. Headroom is excellent, even where the car has a sunroof, and carrying capacity is okay. The auto tailgate, where fitted, adds a nice touch of practicality.

The Subaru rides a little higher than its competitors but still handles well. Body roll isn’t awful and grip is sufficient to stick with conventional hatchbacks on bitumen.

On unsealed roads, a well-driven Forester will gallop away. For skiers and other enthusiasts of alpine sports, the all-wheel drive electronics adapt quickly to changing grip levels, even on ice.

Fuel consumption is decent, no matter which engine you choose, and that includes the turbo. Those average 8.1L/100km, or the same as recorded by the non-turbo 2.5-litre, and just 0.9L/100km more than a petrol 2.0.

Best of the bunch, of course, is the turbo-diesel with a combined-cycle economy figure of 5.9L/100km.

Is the Subaru Forester S4 (2013-18) a good choice for families?

People who have them confirm the fourth-generation Subaru Forester, with its more accommodating cabin, is just perfect for couples with two medium-sized children and maybe a dog as well.

Where the kids are younger, finding the tether attachment points for a car seat is fiddly, although less of a struggle than when using the roof mount.

Rear head restraints impede the driver’s mirror view, but reversing isn’t a problem with the tailgate-mounted camera. The tailgate area has good loading height, so only the very tall will need to duck their head.

Subaru Forester S4 (2013-18) – What to check when buying used

Subaru’s CVT is regarded among the best of its kind, yet some owners report hesitation when the car is asked to suddenly accelerate, whining and shuddering under load.
Rust should not be evident in a relatively new Forester, but underbody damage that exposes bare metal needs to be rectified before purchase.
Have the vendor run through major functions on the touch-screen, watching for flickering and whether tabs need to be pushed more than once or with increasing force before the screen responds.
Oil consumption of 1L/2000km is normal for the petrol engines fitted to Foresters, according to Subaru, but some owners won’t check between services. Avoid an engine that rattles at start-up that may have been run low on oil and is being sold in case of engine failure.
Check for leaks around the head gasket areas.
Be aware of delays when selecting reverse in CVT-equipped cars. The shift normally takes 1-2 seconds but owners have reported four seconds or more. Subaru’s remedy was changing CVT fluid and rebooting the transmission control module, however the problems can recur.
Check tyre wear – if uneven suspension may need addressing.
Check for any rattles or knock noises during road test.