All generations and engines together · 2,540 MOT tests in the 2025 data · typical mileage at age 7: 54k
Split by first-registration year. Cars registered in a changeover year can belong to either generation.
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 1,640 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
Owners report a shudder or vibration through the pedal on gentle takeoff, especially first thing in the morning, caused by uneven wear or contamination on the flywheel and friction plate. It shows up across generations on manual cars and, awkwardly, sometimes returns straight after a clutch replacement if the flywheel isn't skimmed or renewed at the same time. On early cars (late 1990s) UK dealers did replace clutches and flywheels under warranty when it was bad enough; on older, out-of-warranty cars a clutch and flywheel job runs roughly £400-800.
The naturally aspirated EJ-series engines used in earlier, non-turbo Imprezas are known for external head gasket leaks, starting as a small coolant weep and progressing to overheating if ignored. It typically shows up between 60,000 and 100,000 miles and a proper repair costs roughly £1,500-3,000 given the labour involved on a boxer engine. Sources are consistent that this is much rarer on the turbocharged WRX and STI engines, so it mainly hits buyers looking at cheaper 1.5/1.6/2.0 non-turbo Imprezas.
On the EJ255/EJ257 turbo engines used in later WRX and STI models, the piston ringlands (the part of the piston that locates the top compression ring) are known to crack under sustained boost or aggressive driving, leading to a holed piston and a rebuild. It's much more common on remapped or track-used cars than on standard, gently driven ones, and a full engine rebuild after a failure runs well into four figures. This is enthusiast-forum folklore rather than an official Subaru position, but it's repeated consistently across multiple owner communities.
A long-running owner complaint on Impreza and WRX forums is a knock or clunk from the front end on bumps or when turning lock to lock, usually traced to worn strut top mount bearings, anti-roll bar drop links or wishbone bushes. This lines up with the measured MOT data for the saloon/estate segment, where suspension is the standout fault category; the forum complaints and the test-lane failures point at the same general area of the car, even if the exact worn part varies case to case. Parts and labour for a full front-end refresh (mounts, links, bushes) typically runs a few hundred pounds.
Cars fitted with Subaru's CVT automatic gearbox, including the 2018-2022 Impreza hatchback which was sold in the UK as CVT-only, can develop a shudder or hesitation under light acceleration from a standstill. It's the same complaint reported widely across Subaru's CVT range, and while Subaru has issued software updates to soften it, some cars need a fluid change or, in worse cases, a replacement CVT chain/pulley pack running well over £2,000. Does not apply to manual WRX/STI models.
Certain 2016-2019 Imprezas were the subject of an official UK recall for a possible engine stall with failure to restart, traced to the ignition coils and engine control module software. The remedy is a free ECM reprogram and ignition coil replacement where needed, done by any Subaru dealer using the vehicle's VIN. Worth checking on a car of this age even if it drives fine, since not every affected car has had the work done.
Built from the two sections above.
Same segment (Saloons & estates), best MOT record first. Compare before you shortlist.