Learn Me: Legacy 2.5GT PPI

Going to test drive a one-owner, 112k mile, stock, 5-speed Legacy GT later today and know nothing about Scooby's. Any help with what I should be looking for that is Subaru-specific (or 2.5L turbo specific)?

It seems like they are generally good cars, but suffer from the same engine issues as the WRX's. I don't have much info on the maintenance history, besides it being one owner and looking very clean. Registration was renewed in Florida every year since purchase, so rust shouldn't be an issue.

I would imagine it will be needing some major services in the near future; what does a timing belt service and/or a clutch replacement go for in these cars (labor included)? Also, is the rest of the stuff pretty diy-able (spark plugs, fluids, etc.)? Any other expensive repairs that would be on the horizon?

I wouldn't buy one used. Correction. I wouldn't buy another one used.

I was digging up some old LGT threads and saw some mentions of motors going "pop", care to elaborate? Would a compression test put me in the clear?

I own a 2005 Subaru Legacy 2.5i Limited. I've owned a 2004 WRX. I bought a 2005 Legacy GT that I sold after three days. I'm going to be shopping for another EJ25 powered Subaru in about a week.

PPI --> Is it a Legacy GT 2.5 Turbo?. Do not buy it.

They suck up oil sludge and the turbo goes kablooey. All the little turbo bits go into the oil lines. You rebuild the engine but that one little chunk that you missed takes out your next turbo. Repeat...

Interesting. I'm finding similar feedback in the Legacy GT forums. Everybody seems to start consuming oil at an accelerated rate around 100-120k and they have similar experiences with the engine/turbo rebuild.

I was wondering why this Spec B was on a lot for under $10k, I guess know I know why. Thanks for the feedback, I'll keep driving the Astra XR until something else fun pops up.

Mine only made it to 66k miles before it went kaplop

The banjo bolts for the oil feed lines have inline filters in them. Other cars (including later WRXes) with the same turbo setup did the same filter setup. Combined with Subaru of America's odd refusal to certify synthetic oils until just very recently, you ended up with a really short oil change interval that needed to be adhered to exactly or you'd see coking and sludging on the banjo bolt filters, leading to a dead turbo and possibly engine FOD.

A lot of enthusiasts suggest removing the filters from the banjo bolts but it looks like a pain.

I've seen three cheapo used LGTs explode within the first few weeks of ownership. If the engine's been rebuilt I'd be interested in hearing just how much of it has been rebuilt (as mentioned above, swarf in the oil cooler has frequently murdered subsequent turbos/engines as well when the rebuild is done on the cheap).

Here is the issue. It's common. The oem turbo, VF40 was problematic. They also used filters in the oil feed lines. Bearing material from the turbo, clogs the filter especially if oil change intervals are too great causing sludge. Many notice the turbo failure, expend a fair amount of cash to fix, then the motor goes bad as the previously failed turbo bits get left in the motor waiting for the last minute to go kaplow. Sometimes it happens before the turbo is found to be bad. People reassemble with same bad turbo, it lets go on the new rebuild and kaplow. The key to purchase and happiness in a used one of these is to find one with a crap turbo and motor at a discount. Build your own motor, do not use a vf40 or vf46 turbo in the rebuild. Either get a drop in ej257 or rebuild the ej255 from the ground up, know that everything is clean, no debris anywhere in the motor. That was my route, and has worked for me for quite some time. I had a VF48 adapted to fit the oem intercooler setup, and retuned everything. Banjo bolt filters were not used. I have yet to have an issue, 3 years in and 60k miles later. They can be a good value, if you go that route. However buying one that has had the engine rebuilt or the turbo replaced from an unknown source is asking for your wallet to hate you. Love ours, my wife drives it daily. The rest of the car is very good. A non turbo one could be very good for someone, but the turbo is way more fun if you have a solid grasp on it's history.

The original owner of the red car shown above gave up on it after the third failed turbo took out the engine. The first two were replaced under warranty at the Subaru dealership. The car had 115,000 miles on it when I scrapped it.

sachilles wrote: (massive monologue)

Thank you oh so very much. I was thinking that if this Evo thing didn't pan out, I'd buy a Forester and a wrecked Legacy GT and combine the two for an OBDII-legal EJ255 swap automatic tow vehicle trugglet. But now, I think I will make like King Arthur and run away.

I've got an '05 Legacy GT wagon. Great car, except for the needing to rebuild the engine part. Mine made it to 145k, but it was likely a slow death over about 10k miles. That is when the first ring land cracked, judging by the oil consumption going from zero to a quart every 1k mi. A quart every 500mi after the second ringland went. The scary thing was that the car still drove fine, and didn't smoke out the exhuast. An unscrupulous person would have sold it. There are a lot of unscrupulous people out there. There are a lot of 2.5T Subarus out there with broken ring lands. Remember that if you decide to buy the car. Other than that, the turbos tend to fail, and the oil pick up tubes are prone to cracking.