2014 Subaru Forester: what breaks, and at what mileage

What owners report breaking

Owners have reported 62 named failure modes on the 2014 Subaru Forester, and the three most-reported carry 20% of everything filed, which is an unusually even spread for one model year.

Strut, shock or spring failure leads with 47 reports, about 0.9 per 1,000 vehicles and with the middle half of reports between 48k to 75,000 miles.

Excessive oil consumption follows with 35 reports, usually reported between 16k to 95,000 miles.

Other suspension problem follows with 31 reports, usually reported between 34k to 67,500 miles.

By system, the reports fall mostly into suspension (85), engine (80) and airbag (71).

How bad it is when it goes

Across the named modes, 76 mention a crash, 5 a fire and 25 an injury. Those are the words owners used in their own complaints, and NHTSA does not verify them, but they are the closest thing in this data to a measure of what a failure actually did.

The average severity weight across every report on this year is 4.70, where a stalled engine or a failed airbag weighs many times more than a rattling trim panel, and a figure this high means the reports are dominated by failures with safety consequences rather than annoyances. The weighting is set out in full on the methodology page.

What the top failures cost to put right, as editorial estimates for an independent US shop rather than figures from NHTSA: strut, shock or spring failure at $500–$2,000, excessive oil consumption at $900–$6,500, other suspension problem at $350–$2,000 and airbag warning light or occupant sensor fault at $300–$1,600. Dealer labour, a seized bolt or a part that is no longer made can push any of these past the top of its range.

24% of the reports on this year sit in the engine, transmission, drivetrain or cooling systems — the four where a repair bill is usually four figures.

How often, against how many were built

Scaled by an estimate of how many of these cars exist, the 2014 Subaru Forester draws about 11 per 1,000 vehicles, which puts it in the 90th percentile of complaint rates among 2014 vehicles we can rate.

That denominator is the weakest number on the page and it is fair to say so plainly. Rate per 1,000 uses a fleet-size estimate derived from recall paperwork for this exact model year. It is a lower bound.

The working figure is 54,313 vehicles. If the true number is twice that, every rate on this page is half what it says; the ranking against other 2014 vehicles, which is what the risk score uses, is far more robust than the rate itself.

Recalls on the 2014 model year

NHTSA has issued 2 recall campaigns covering the 2014 Subaru Forester, affecting an estimated 64,450 vehicles. A recall is a different kind of evidence from a complaint: it is the regulator and the manufacturer agreeing that something has to be fixed, and the fix is free for as long as the car exists.

The campaigns cover exterior lighting:brake lights:switch and equipment. Whether the work was actually done on the car in front of you is a question only the VIN can answer, and the manufacturer or NHTSA will answer it free.

One caution about reading these together: a recall usually raises the complaint count for the same part, because owners who read about it go and file. The mileages stay informative; the counts get noisy.

Where 2014 sits in the model line

High risk for a 2014 — 115th riskiest of the 270 2014 vehicles we can rate. Because the ranking is against the same model year only, age cancels out of it.

Across the 29 model years of this car that carry enough reports to score, 2000 comes out best at 61 and 2024 worst at 83, with 2014 itself at 72.

If the model year is negotiable, 2000, 1998, 1999, 2005, 2008, 2007, 2001, 2026 and 2004 score lower than 2014 by a margin worth acting on. Same body, same engines, different luck — usually a supplier change or a mid-cycle fix, which the complaint data can show but never explain.

Within the 2014–2022 generation specifically, 2017 is the strongest year at 71 and 2022 the weakest at 79.

Where to spend the inspection money

The mileages below are where the first quarter of reports for each mode had already been filed, which makes them the point at which a fault is worth looking for rather than the point at which it happens: CVT failure from about 25, other powertrain problem from about 3k, cruise control failure from about 4k and other engine problem from about 4k.

On a 2014 Subaru Forester with more miles than that on it, the useful question to put to a seller or a mechanic is whether CVT failure has been dealt with, and if so with what parts and at whose expense. A car that has already had the repair is in a different position from one that has not.

Treat it as where to point the inspection, not as a prediction. A well-maintained example can sail past every mileage on this page, and a neglected one can fail well before the first of them.

Where these figures stop being useful

576 owner reports; fleet size estimated from this year's own recall paperwork. Every count on this page is therefore a floor: it is the number of owners who went to the trouble of filing with a federal agency, which is a small and self-selected fraction of the owners who had the fault.

Of those 576 reports, 414 carried an odometer reading, so the mileages here describe 72% of the sample rather than all of it. Owners also round: readings pile up on multiples of ten thousand, which is why this site publishes "about 90,000 miles" and not "91,438".

The failure modes are assigned by software reading the owner's own words, which is accurate in bulk and wrong in individual cases. A mode with a handful of reports may contain a misfiled one.

And nothing here predicts what one car will do. These are other people's complaints, filed years apart, on cars maintained by strangers. Read the page as a map of where this model year has previously gone wrong, then have the specific car in front of you inspected.