Subaru Liberty/Outback (1999-2003)

HISTORY
Subaru led the way against its Japanese rivals in 1994 when it introduced its second generation Liberty. The company introduced effective cost reduction measures that kept it competitive and allowed it to maintain its sophisticated specification for the third generation in 1999 at a time when rivals were forced to drastically shave costs.

Launched in two stages with the new Outback and wagons appearing first in late 1998 then the sedans early in 1999, the third generation Liberty was a step forward in structural strength and suspension sophistication. However, its engines were simplified and at base level were shared with the Impreza and Forester.

Note that despite Liberty/Outback's medium size, width is still restricted to Japanese 1.7 meter limit so it is narrower than many small cars. A common reason for sale is that three lanky teenagers will not fit across the back seat. A Toyota Camry and Mitsubishi Magna with their Australian wide bodies are the only medium cars of this era that provide adequate width for three full size rear passengers.

It is a marvel that Subaru is still able to travel its own road in terms of technology and its commitment to all wheel drive on all models. Before you buy any Subaru, it is important to understand these differences and recognise potential repair and maintenance traps. Subarus are renowned for their outstanding reliability but this is dependent on careful maintenance and skilled repairers who understand the differences.

In the early days, most Japanese manufacturers shadowed established Western models and Subaru was no different. It followed the lead of the Borgward Hansa Tiger from Bremen in Germany, a highly advanced 1950s model seen in Australia with a water-cooled flat-four engine ahead of the front axle driving the front wheels. The Alfasud and Citroen GS joined Subaru in using this technology.

A flat or horizontally-opposed engine divides the engine into half and lays each pair of cylinders horizontally so that they face each other. It's similar to a V engine except the V is flattened into a horizontal line. This is why they are sometimes called a boxer engine as the pistons appear to be boxing each other. Australians were introduced to its many advantages in the VW Beetle and Porsche. A flat engine is only half the length of an inline engine and it keeps the centre of gravity low. It will also run more smoothly when the opposing pistons cancel out each other's vibrations.

The disadvantages include the extra cost it takes to build when it is effectively two engines joined in the middle. With the latest overhead camshaft designs, a flat engine will require double the number of camshafts. As you add more components on top of each cylinder, it adds twice the width to the engine as both banks of cylinders require the same extra parts. This can make servicing more difficult in a tight engine bay.

A Subaru cam belt also has to be longer when it must span the full width of the engine to drive opposing sets of valve gear so its ongoing replacement is more critical than most. Early Subarus had two cam belts but this was later simplified to one. Damage caused by overheating or a broken cam belt in a Subaru can increase repair costs by a factor of two when there are two cylinder heads and two head gaskets. Both are harder to access as they are located down the sides of the engine bay.

Don't buy a Subaru then take shortcuts on maintenance – the risk of high and unnecessary repair costs is not worth it. This is no different to early Volkswagens, Porsche 911/Boxster, Alfasud/33, Citroen GS, Ferrari Berlinetta Boxer and Jowett Javelin which share the same engine layout. The Subaru is in sophisticated company except today's high build quality can delay the costs that were more apparent in some of the earlier boxer motors.

The other advantage of this engine is that it can be mounted lengthwise ahead of the front axle as in the old Hansa without generating huge front overhangs. The Renault Fuego and early Audis were examples of what happens when you mount long inline engines ahead of the front axle. Subaru's lengthwise engine location also leaves the transmission facing rearwards as in a rear drive car which is why it was so easy for Subaru to add all wheel drive to its front drive models.

The other big advantage is that the Subaru gearbox sits in the middle of the car, not to one side like most other front drive cars. This allows longer and equal length driveshafts which generate better steering and long travel suspension to absorb the bumps. All Audis from the A4 up maintain this same drivetrain layout separate from Volkswagen for the same reasons.

Because early Subarus used off the shelf CV joints for normal front drive cars, their rubber boots couldn't cope with the extra travel of Subaru suspension and CV joint failure used to be an ongoing Subaru problem. From the first Subaru Liberty, this was addressed with upgraded CV joints and boots. Because Subaru suspension absorbs rough surfaces better than most, the rubber CV joint boots will always work harder and must be checked more regularly for splits to avoid costly repairs.

With this level of technology, it is no accident that the WRX became a world beater. This same technology also allowed Subaru to be the first on the Australian market with a genuine car-based cross-over vehicle, the Outback, as this drivetrain layout allowed the suspension to be raised without a big cost increase or dramatically affecting handling or steering. Under the bigger wheels, higher stance and extra plastic panels, the Outback is all Liberty so changes were shared.

Like Porsche, Subaru changes its model codes before the end of the year so that cars carrying the following year's model code are first manufactured in the previous year. The first of the third generation was called the MY99 even though the wagons were launched late in 1998.

The big changes included an all new multi-link independent rear suspension that replicated the geometry of a double wishbone design for far more accurate geometry control over bumps and to minimise rear axle steer. The body was stiffened and an extra side intrusion beam was added to each front door.

The 2.5-litre engine went from a twin overhead cam per bank design to a simpler single cam design that was lighter, cheaper and more frugal. Claimed power remained the same but it was not as willing as its predecessor. The previous manual transmission was on the limit for the 2.5 and was replaced altogether for the new model. The auto was upgraded but was not as good as it should have been and was subject to ongoing improvement.

The base engine in the Liberty GX was reduced from 2.2-litres in capacity to the same 2.0-litres as the Impreza/Forester. As a manual it was acceptable but the 1430 kg of an auto GX wagon really took the edge off the ordinary 92 kW and 184 Nm power and torque outputs.

The lack of a Liberty GX 2.5 forced many buyers into an RX, luxury Heritage or Outback just to get the 115kW/223 Nm of the 2.5 engine, a process that continues in the used market. While the RX is sportier and more attractive, it brings expensive low profile tyre replacements and low hanging body work, both of which can damage too easily in everyday usage.

The RX's heavily contoured seats and sportier suspension won't suit everyone either. The Outback is a better everyday proposition with its higher ground clearance, baggier tyres and better ride but it also brings higher tyre replacement costs and a slight loss in agility. It is also not available as a sedan.

As for all Subarus, the all wheel drive system varies according to manual or automatic transmission. The manual has a 50:50 split front to rear which then changes depending on which axle is slipping. The auto is mainly front drive with a small amount fed to the rear wheels (95:5) so it is under tension ready for the system to boost traction to the rear whenever it is needed for a maximum 60:40 front to rear.

Certain batches of the earlier cars of this series had serious engine problems with accelerated oil consumption. It was not unusual for owners to miss the sudden loss of oil early in the car's life so some were run without oil. Not all have been repaired under warranty if the problem had not yet shown up but Subaru has been known to give special consideration for cars that have been serviced by their dealers since new.

The first manuals also had an issue with the clutch friction material and some owners reported clutch slip in the first year of ownership. Again, this should be fixed by now but make sure that upgraded parts are used in any overhaul.

A flat six cylinder Outback 3.0-litre was released later but price was high with fully loaded specification. The extra weight and length of engine ahead of its front wheels changed the handling balance which wasn't helped by floatier suspension. Despite clever length reduction measures applied to the new engine, there wasn't room for the dual range manual gearbox and clutch so it came as an auto only.

Note that the Liberty is sold in other markets badged as the Legacy.

KEY LIBERTY/OUTBACK CHANGES

SPECIFIC LIBERTY/OUTBACK CHECK ITEMS:

High alloy content of engine dictates coolant flush and change by the book or else.

On earlier cars listen for serious engine rattles indicating engine has been run without oil. If power seems down, get a compression test. If an early engine has been rebuilt by Subaru this can be a real bonus as it may have a warranty.

Cam belt replacement must occur at prescribed intervals so get it done if there is no record of a belt change and the distance is passed.

Oil and filter should be changed more frequently under stop-start conditions to avoid sludge build-up.

All hydraulic fluids should be changed at prescribed intervals.

Manual gearbox was a big improvement over notchy previous unit but premature clutch slip was a problem. Accelerate briskly from rest and listen for slip after 1-2 gear change. Also, accelerate in fourth gear from relatively low speed.

Automatic can be fiddly to set up and varies from car to car. Subaru had numerous upgrades from the start which were only fitted if the owner complained. Main problem is reluctance to downshift in 40-70 km/h range and sluggish acceleration. Some will also bump and bang especially at freeway speeds on acceleration or deceleration. Shift shock can also be a problem. The test drive should be varied so that every scenario is encountered. Check colour and content of fluid as Subaru autos are an overhaul item any time from 100,000 km. Get the auto checked and serviced by specialist if in doubt. Final automatic was vastly improved and drove much better.

Differentials can overheat and seize if different sized wheels or tyres are fitted to the same axle for any length of time while carrying heavy loads or at speed.

Check for split CV joint boots and clicking when on full lock.

Some shock absorbers failed earlier than expected so check carefully. Sophisticated suspension requires regular four wheel alignment. Check wear pattern on all four tyres as it is not uncommon for owners to knock rear suspension out of alignment by backing into kerbs.

Rear springs on RX and Heritage models can sag if loaded regularly.

Brakes wear well but can glaze up on city cars causing rumble under brakes from rear wheels. Make sure tyres are replaced as per tyre placard as most models require higher spec tyres than many owners are prepared to pay for. Check that alloy wheels are not gouged or cracked.

Check that all remote key pads are available.

Check all cabin parts for heat or sun damage. Carpet needs protection. Check operation of all electrical accessories including air-cond/climate control, electric windows, sound system. All rubber door seals must be supple and without splits as they are vital for frameless side glass.

Outstanding paint finish, quality fittings and fine panel gaps are part of Subaru appeal so walk away if they are not perfect.

Expensive lights are not good enough for fast cruising. Check with Subaru before upgrading globes as the wrong globes can melt the lights or fry the wiring.

Low hanging body work on Liberty RX/Heritage front and rear can catch on kerbs, driveways and parking buffers and can require expensive paint to rectify. Bumper corners and body sides are prone to dings and scrapes. Aluminium bonnet on later cars easily dented and must not be leaned on.

Higher Outback ride height keeps it out of trouble but front overhang is vulnerable in the rough stuff. Check underneath as it won't take serious bush bashing.

Driver's side rear corner often bashed on wagons so check for poor repairs. Rear light panel on both sedans and wagons vulnerable to scratches and cracks. Accessory chrome lift handle is useful.

Check for underbody damage as chassis competence encourages push-on driving over bad surfaces.