Complete Subaru head gasket guide: EJ25 Phase I (internal) and Phase II (external) failure patterns, why boxer engines blow head gaskets, symptoms by stage, proper repair procedure, cost ($2,500-$4,50
The Subaru EJ25 head gasket failure is the most documented engine reliability issue in modern automotive history. It generated class-action lawsuits, technical service bulletins, and an entire Subaru-specialist repair industry. If you own a Subaru with the EJ25 engine, the failure is not a matter of if — it is a matter of when. Here is the complete engineering breakdown, repair process, cost analysis, and decision framework every Subaru owner needs.
Head gasket failures happen on every engine eventually. Old Chevy V8s blow head gaskets. Honda Accords blow head gaskets. Ford Tritons blow head gaskets. But none of these failures became cultural phenomena the way the Subaru EJ25 head gasket failure did. There are entire Reddit communities dedicated to it. YouTube channels built around the repair process. Specialist Subaru shops that exist primarily because of this single failure mode. Owners who have replaced head gaskets twice on the same car. Used Subaru listings that openly state "head gaskets done" as a selling point.
The Subaru head gasket failure is different from other head gasket failures because it is predictable, widespread, and pattern-based rather than random. On a Chevy V8 with 250,000 miles, a head gasket failure is a normal wear-and-tear event. On a Subaru EJ25 with 150,000 miles, the head gasket failure is a near-certainty. The difference matters because Subaru owners need to plan for it, while Chevy owners do not need to plan for it in the same way.
The EJ25 head gasket failure also matters because of when it tends to happen: in the 100,000-200,000 mile window when most owners are deciding whether their vehicle is worth keeping long-term. A $3,000-$4,000 head gasket repair on a vehicle that is otherwise functional but past its warranty is the inflection point that makes many owners ask "do I fix this or trade it in?" The economic decision is real and often painful for owners who genuinely love their Subarus.
At Tedious Auto Repair in Chico, California, we perform Subaru EJ25 head gasket service regularly — multiple times per month during peak season. The Chico-Paradise-Oroville area has a heavy Subaru population because of the all-wheel-drive utility for Skyway commuters, foothill residents, and Sierra Nevada recreation enthusiasts. We see the failures, we have done the repairs many times, and we know what works and what does not. This guide is the complete picture of what is actually happening with EJ25 head gaskets, why, and what to do about it.
To understand why Subaru head gaskets fail at predictable rates, you need to understand what makes the boxer engine different from a typical inline or V-configured engine. The horizontally-opposed boxer design has consequences for cooling system architecture, head gasket stress, and gasket sealing requirements that other engine configurations do not face.
In a typical inline 4-cylinder engine, the cylinders point straight up. The cylinder head sits on top of the cylinder block. The head gasket sits between them sealing combustion gases inside the cylinder and keeping coolant and oil in their respective passages. Gravity helps. Coolant flows naturally upward and around the cylinder. Air pockets, when they form during coolant service, tend to rise to the top of the engine where they can be bled out through bleeder valves.
In a Subaru boxer engine, the cylinders point horizontally, 90 degrees from a typical engine. The pistons move side-to-side rather than up-and-down. The two cylinder banks sit on opposite sides of the engine block, 180 degrees apart. Each bank has its own cylinder head with its own head gasket. The result is that "up" on a boxer engine head gasket is actually the side of the engine — the gasket has a vertical orientation rather than horizontal.
This orientation matters for several reasons. Coolant routing is more complex because the system has to manage two cylinder banks horizontally rather than one or two banks vertically. Air pockets can collect in unexpected places when coolant is added because air does not rise straight up — it rises along whatever path the coolant passages allow. Air pockets stuck near the head gasket area cause localized overheating that stresses the gasket. Hot spots damage the gasket material progressively over time.
Because of the boxer engine's coolant routing complexity, the procedure for refilling and bleeding the coolant system after any cooling system service is unusually critical on Subaru. The Subaru factory procedure involves filling the system in a specific sequence, using a specific funnel attachment (sometimes called the "Subaru spill-free funnel"), running the engine through multiple heat cycles with specific RPM ranges, and verifying that all air has been purged before returning the vehicle to service.
Most quick-service shops, oil change facilities, and even some independent shops perform Subaru coolant service without following the complete bleed procedure. The result is air pockets remaining in the system. The air pockets do not cause immediate problems — the engine runs normally for thousands of miles. But the air pockets create localized hot spots near the head gasket that gradually break down the gasket material over months and years. By the time the failure becomes visible, the original incomplete coolant service is long forgotten and the head gasket failure appears unexplained.
This is why "had coolant service done somewhere" is a yellow flag in pre-purchase inspection of used Subarus. If the service was not done with proper Subaru bleed procedure, the head gasket may have been compromised before the seller realized it.
Subaru used several different head gasket designs across the EJ25 production years. The earliest 2.5L engines (1996-1999, Phase I) used a multi-layer steel head gasket with specific surface finish and sealant requirements. The gasket worked when properly installed but was sensitive to cylinder head surface flatness and proper torque sequence.
The Phase II EJ25 engines (1999-onwards, used in Forester, Outback, Legacy, Impreza through approximately 2009-2011 depending on model) used a revised head gasket design intended to address Phase I issues. The Phase II design changed both the gasket material composition and the cylinder head sealing surface geometry. The Phase II design reduced the catastrophic internal failures of Phase I but introduced an external coolant leak failure pattern that became the most common failure mode for 1999-2009 Subarus.
Aftermarket head gasket suppliers (Six Star Pro, OEM Subaru improved updated parts, and others) have produced revised gasket designs that address the failure modes more effectively than the original factory gaskets. Using a quality updated gasket during repair is standard practice and significantly improves long-term reliability compared to OE-spec replacement.
Even with perfect cooling system maintenance and ideal driving conditions, the EJ25 head gasket has a finite operational life. The combination of thermal cycling, cylinder pressure variation, and gasket material degradation over time creates wear that eventually exceeds the gasket's sealing capability. Most failures cluster in the 100,000-200,000 mile range, with some examples failing earlier (60,000-100,000 miles) due to cooling system neglect, and some examples lasting longer (200,000-275,000 miles) on vehicles with religious maintenance.
Chico-area Subaru owners face slightly accelerated failure rates compared to mild-climate areas because of summer heat exposure. Cars regularly parked in 95-105°F summer afternoons have hotter underhood temperatures and faster gasket material aging than the same vehicles in coastal climates. Skyway grade-climbing operation (Paradise commuters descending to Chico and back up) puts additional thermal stress on the engine compared to flat-road operation.
The EJ25 went through two major design phases that affect what failure mode you are likely to experience based on your specific Subaru's year. Understanding which phase your engine is determines what to watch for and how to prioritize service.
The Phase I EJ25 powered 1996-1999 Outback, Legacy, Forester, and Impreza models. The failure pattern is typically internal — coolant enters the cylinder or oil passages rather than leaking externally. This is the more dangerous failure mode because it can damage the engine internally before becoming obvious to the owner.
Phase I symptoms include white smoke from the exhaust (coolant burning in the cylinder), milky brown oil (coolant entering the crankcase), overheating despite apparently normal coolant level, sweet smell from the exhaust, and sometimes a cylinder misfire as one cylinder fills with coolant. The progression from first symptoms to engine damage can be relatively rapid — weeks rather than months in some cases.
If you have a Phase I EJ25 Subaru still in service, you have either had head gasket service performed already (lucky), have been driving on borrowed time (statistically rare survivor), or are at high risk of imminent failure. Pre-emptive replacement is a reasonable consideration for Phase I owners who plan to keep the vehicle.
The Phase II EJ25 powered Subaru vehicles from 1999 through approximately 2009-2011 depending on specific model and trim. The failure pattern is typically external — coolant leaks out of the engine at the head-to-block seam where the gasket has failed. This is the more common failure mode in our shop and the one most owners experience.
Phase II symptoms include visible coolant drips under the engine after parking (often most noticeable in the morning after the car has sat overnight), coolant smell when the engine is hot, white residue or crusty deposits visible at the head-to-block seam when the engine is inspected, slowly declining coolant reservoir level (need to add coolant every few weeks or months), and sometimes coolant on the spark plug or surrounding areas of the head.
The Phase II external failure progresses more slowly than the Phase I internal failure. Many Phase II owners drive their Subaru with a minor external leak for months or even a year or two before scheduling repair, simply topping off coolant periodically. This is acceptable in the short term but eventually the leak rate increases, coolant loss becomes more frequent, and the head gasket service becomes mandatory.
The earliest detectable stage. White or crusty residue at the head-to-block seam visible during inspection. Coolant level may be holding steady but minor seepage is happening at the gasket. Sometimes only visible with the engine clean and a good light. This is when we catch many head gasket issues during the 100-point inspection at routine service.
Coolant reservoir level drops slowly — from "MAX" to "MIN" over a few months. Owner notices needing to top off coolant occasionally. No apparent overheating, no visible leak drips that consistently appear under the car. The leak is small enough that evaporation accounts for some of the loss.
Coolant drips become visible on the driveway or parking surface after parking. Drips may be intermittent at first, becoming more consistent over time. The smell of coolant is apparent near the engine. Coolant loss rate accelerates — from monthly top-offs to weekly top-offs.
Coolant loss has reached the point where the engine cannot maintain proper coolant level between fills. Overheating becomes possible under load — on Skyway climbs from Paradise, on highway acceleration, in hot weather, or in slow stop-and-go traffic. Temperature gauge climbs above the normal range during these conditions.
When coolant enters the combustion chamber, it burns and produces white smoke from the exhaust. The smoke smells sweet (coolant smell rather than oil smoke smell). Often most pronounced at startup or during acceleration. Persistent white smoke is a serious indicator that internal head gasket failure has occurred.
When coolant enters the oil passages, the oil and coolant mix to form a milky brown emulsion visible on the dipstick and oil filler cap. This is severe internal head gasket failure. The emulsified oil cannot lubricate properly and engine damage accelerates rapidly from this point.
Persistent operation with severe head gasket failure leads to overheating-induced cylinder head warpage, piston damage from coolant in cylinders, bearing damage from emulsified oil, and eventually complete engine failure. At this point, repair extends well beyond head gasket replacement — cylinder head machine work, possibly cylinder head replacement, possible short-block replacement.
The most common Subaru in our service bays. Outbacks from 1996-1999 (Phase I, internal failure pattern) and 1999-2009 (Phase II, external failure pattern) all use EJ25 variants. The Outback is a wagon-bodied Legacy, so the engine and head gasket considerations are identical to Legacy of the same year.
The sedan version of the same platform as the Outback. Same EJ25 engine, same head gasket failure pattern. Less common in our area than the Outback but we still see plenty.
The Forester is one of the most popular Subarus in the Chico-Paradise-Oroville area, used by families, foothill residents, and outdoor recreation enthusiasts. Forester with the 2.5L EJ25 (the non-turbo XT models had different engines) follows the same head gasket failure pattern as the Outback and Legacy. We perform Forester head gasket service regularly.
The non-turbo Impreza with the EJ25 engine has the same head gasket considerations. The turbo Impreza variants (WRX with EJ20T, EJ25T, or later FA20) have different engines with different failure patterns. Pre-purchase inspection of any non-turbo Impreza should include head gasket status check.
The Baja was the Outback-based pickup variant produced for a few years. Same EJ25 engine, same head gasket pattern. Rare vehicles overall but the issue applies.
The larger Tribeca SUV used the EZ30 or EZ36 6-cylinder boxer engine rather than the EJ25 4-cylinder. The 6-cylinder boxer engines have different head gasket considerations and generally lower failure rates than the EJ25. Tribeca head gasket failures do happen but at lower rates than EJ25-powered models.
Newer Crosstrek (which replaced the Impreza Outback) used FB-series engines starting in 2013, which have different head gasket considerations than the EJ25. The Crosstrek has the FB25 oil consumption issue rather than the EJ25 head gasket issue.
Subaru phased out the EJ25 in mainstream applications starting in 2011 with the introduction of the FB25 engine. Newer Outback, Forester, Legacy, and Impreza use FB-series engines. These have their own issues (oil consumption on Phase II FB25, etc.) but the EJ25 head gasket failure pattern does not apply.
This is where independent shop expertise matters. There is a "right way" to do Subaru head gasket repair and several "shortcut" ways that result in repeat failures. Understanding what proper repair includes lets you evaluate any shop's estimate and avoid the common pitfalls.
The Subaru EJ25 head gasket service can be performed either with the engine in the vehicle or with the engine removed. We typically remove the engine because the access is dramatically better, the work proceeds faster, and we can perform additional inspections more thoroughly. The labor cost is similar either way — the time savings of better access offsets the time cost of removal.
Even if only one side is leaking, both head gaskets must be replaced. The remaining side is statistically certain to fail next, and the labor to access one head gasket is similar to the labor to access both. Doing only one side and leaving the other is a false economy that always leads to a second visit within 1-2 years.
The cylinder heads must be removed from the engine block, sent to a machine shop, checked for warpage with a precision straightedge, and machine-faced to restore proper flatness if warpage is detected. Reusing warped cylinder heads with new gaskets is a common failure mode — the gasket cannot seal a non-flat surface no matter how good the gasket is.
Quality updated aftermarket head gaskets (Six Star Pro, OEM Subaru improved updated parts, or equivalent) significantly outperform the original OE-spec gaskets. Using updated gaskets during repair provides substantial improvement in long-term reliability. This is one area where aftermarket parts genuinely outperform the original equipment.
Subaru head bolts are torque-to-yield design — they stretch slightly during the torque procedure and cannot be safely reused. Quality OEM replacement head bolts are non-negotiable for proper repair. Reusing old head bolts is a documented cause of repeat head gasket failure.
The water pump is timing-belt-driven on the EJ25 and access is already done during head gasket service. Water pump replacement at this time is mandatory practice. The water pump has a similar service life to the head gasket, and replacing it during the head gasket service prevents needing to repeat the entire teardown when the water pump eventually fails.
For EJ25 engines with timing belts (most Phase II EJ25 models), timing belt replacement during head gasket service is mandatory. The belt is exposed during the procedure and replacement is straightforward at that time. Combined service is much cheaper than separate visits.
Belt tensioner, idler pulleys, and any associated belt components should be replaced as part of timing belt service. These are inexpensive parts but if one fails after the labor is already complete, you face the entire procedure again. Always replace as a complete set.
Thermostat is a standard replacement during head gasket service. Coolant temperature sensors, coolant fill cap, and reservoir cap are inspected and replaced if condition warrants. These are inexpensive items that prevent secondary issues post-repair.
Subaru-specific coolant refill procedure including the spill-free funnel, multiple heat cycles, RPM-specific bleed procedure, and verification of air-free system operation. Skipping this procedure or doing it incompletely leads to repeat head gasket failure within months. The full bleed procedure can take 30-45 minutes after engine reassembly.
Complete inspection of all reassembled components, test drive under various load conditions, verification of proper coolant level and pressure after cool-down, and final road test before vehicle delivery to customer. We do not return a Subaru to a customer with concerns about any aspect of the completed repair.
The most common reason a Subaru head gasket repair fails within a year is incomplete coolant bleeding after the repair. Air pockets remaining in the cooling system create the same hot-spot conditions that caused the original failure. The new gasket then experiences the same stress pattern as the original and develops failures at accelerated rates.
Other reasons for early repair failure include: reusing warped cylinder heads without machine work, using OE-spec gaskets instead of updated aftermarket designs, reusing old head bolts, failing to replace the water pump and timing belt at the same time leading to secondary issues, and incomplete cleanup of coolant passages allowing debris to circulate.
When a customer brings us a Subaru where another shop's head gasket repair failed, we typically find one or more of these issues. The repair was technically performed but corners were cut on procedures that matter for long-term reliability. The customer paid for a repair and then needs to pay for it again. This is why proper shop selection matters for Subaru head gasket service.
Every Subaru owner facing a head gasket failure has to make this decision. The math depends on several factors specific to the individual vehicle and owner situation.
Appropriate when: the engine is otherwise in good condition (no other major issues, no significant internal damage from the failure, no rust or body condition concerns, transmission and other major systems still good), the owner plans to keep the vehicle for at least another 3-5 years to amortize the repair cost, and the vehicle's value after repair will be reasonable given the investment.
A well-maintained 150,000-mile Outback with rust-free body, good transmission, and intact interior often makes excellent economic sense to repair. The repair gives another 100,000+ miles of reliable operation, and the owner avoids the cost and risk of vehicle replacement.
Appropriate when: the original engine has significant damage beyond just the head gasket (cylinder head warpage too severe to machine, internal damage from coolant intrusion, severe overheating damage), the owner can find a quality low-mileage used JDM (Japanese Domestic Market) replacement engine, and the math works compared to head gasket repair on the original.
Used Subaru engine swaps were more common 10 years ago when low-mileage Japanese imports were readily available. Today, sourcing quality replacement engines is harder and the cost advantage versus repair has narrowed.
Appropriate when: the vehicle has multiple major issues beyond just head gaskets, the body and interior condition are degrading, the owner wanted to upgrade anyway, or the math simply does not support continued investment. A Subaru with head gasket failure plus transmission issues plus rust plus other concerns is often better replaced than repaired.
The sale value of a Subaru with known head gasket failure is significantly less than a Subaru with completed head gasket service. Some owners sell unrepaired vehicles for parts or to specialist buyers who do their own repairs. Others sell privately with full disclosure. We do not pressure customers toward repair when replacement makes more sense.
At Tedious Auto Repair in Chico, we look at the complete vehicle before recommending head gasket service. If we see other major issues that make continued investment questionable, we tell you. If the vehicle is otherwise in great condition and worth repairing, we tell you. We do not push customers toward expensive repairs that do not make sense for their situation, and we do not steer customers away from repairs that genuinely benefit them. Honest assessment is what we provide.
If you have an EJ25 Subaru without head gasket failure yet, several preventive measures can extend the time before failure occurs and reduce the severity when it does happen.
Quality synthetic oil at 5,000-mile intervals reduces overall engine stress and can extend head gasket life. Subaru's longer factory recommendation is not appropriate for EJ25 engines, especially at higher mileages.
OEM-spec Subaru coolant (or quality equivalent) replaced every 60,000 miles with proper bleed procedure. The bleed procedure is critical — do not let shops skip it. Skyway commuters and grade-climbing drivers should consider 50,000 miles as the service interval.
Coolant degrades chemically over time even when level is fine. Annual coolant chemistry testing (pH, glycol percentage, conductivity) catches degraded coolant before it causes localized corrosion that contributes to head gasket failure.
Any cooling system issue — bad radiator cap, leaking hose, marginal thermostat, weak water pump — needs prompt addressing on a Subaru. These issues that would be minor on other vehicles can accelerate head gasket damage on the EJ25.
A single significant overheating event can damage the head gasket enough to start the failure progression. Pay attention to temperature gauge behavior, address running issues quickly, and pull over immediately if the temperature gauge climbs above normal range.
Better fuel quality means less combustion deposit accumulation and slightly cooler combustion temperatures, both of which reduce overall engine thermal stress.
Catches developing issues at Stage 1 of the symptom progression when intervention is cheap and easy. Coolant residue at the head seam, declining coolant level, hose condition, radiator condition — all caught at routine inspection before they become major issues.
What do you see? Coolant drips on the driveway? Reservoir going down? Smell coolant? Overheating episodes? White smoke? Milky oil? Customer description directs the diagnostic path quickly because head gasket failure symptoms are well-known.
Engine inspection with the engine warm. Examination of head-to-block seams on both cylinder banks for visible coolant residue, white crusty deposits, or wet/oily areas. Often the failure location is visible at this stage.
Cooling system pressure test with the engine cold. Pressure-test the system to operating pressure and observe for leak rate. Slow leaks may not be visible without pressure testing because they only manifest at certain pressure points.
For suspected internal failure, combustion leak testing detects combustion gas in the coolant. The test uses a specialized fluid that changes color in the presence of combustion byproducts. Positive test confirms internal head gasket failure.
Visual and chemical inspection of engine oil. Coolant in oil produces visible milky brown coloration and can be confirmed with chemical testing. Oil sample to analysis lab for detailed coolant content measurement if borderline.
Codes, freeze frame data, live data of coolant temperature and engine performance metrics. Head gasket-related issues sometimes produce specific codes (P0118 coolant temp sensor circuit high, misfire codes, etc.) that help confirm diagnosis.
You get a written report documenting the diagnosis, the specific findings, and the recommended repair approach with cost estimate. We do not perform major repair without your written approval based on this report.
Very common. On EJ25-powered Subarus from 1996-2009 that have not had head gasket service, statistical failure rate is very high — possibly the majority of vehicles in that range will experience head gasket failure if kept long enough. The exact percentage is debated but the issue is widespread enough that "head gasket done" is a meaningful selling point on used Subaru listings.
With proper repair using updated gaskets, new head bolts, machined cylinder heads, and proper coolant procedure, the repair typically lasts 100,000+ miles. Many properly-repaired Subarus go 150,000-200,000+ additional miles without head gasket recurrence. Improperly repaired Subarus sometimes fail within a year.
Generally no — without symptoms, preventive replacement is hard to justify economically. The exception is when other major work is being done with shared access (transmission removal, etc.) where the marginal cost of head gasket service is reduced. Most owners wait for symptoms and then address quickly.
For external failures at the early stage, yes — with caveats. Top off coolant regularly (every week or two), watch temperature gauge closely, avoid hard driving and grade-climbing operation, and schedule repair within a few months. Do not let the situation progress to overheating events.
The FB25 replaced the EJ25 in mainstream Subaru applications and addressed the head gasket failure pattern. But the FB25 introduced its own significant issue: oil consumption that became a class-action lawsuit. So "fix" is debatable — Subaru solved one problem and created another. Full Subaru engine problems guide.
3-5 business days typical at Tedious Auto Repair in Chico. The work itself can be done in 2-3 days but proper coolant bleed procedure requires multiple heat cycles after assembly. Cannot be rushed. We give realistic timing when scheduling.
Yes — NAPA Gold AutoCare 3-year / 36,000-mile warranty on parts and labor for head gasket service we perform. Honored at thousands of NAPA AutoCare centers nationwide if you move out of the area.
Concerning. Sustained operation with overheating can damage the cylinder heads beyond what machine work can repair, damage pistons and cylinder walls, and damage internal bearings. Diagnostic determines whether head gasket repair alone is sufficient or whether additional engine work is needed. Sometimes the answer is engine replacement rather than head gasket repair.
If the work was done properly with updated gaskets and proper procedure, that vehicle is often a better used purchase than an unrepaired Subaru. Documentation of who did the work matters — quality independent Subaru specialist or dealer service is reassuring, "guy on Craigslist" not so much. Pre-purchase inspection details.
Shortcuts in procedure. Skipping machine work on the heads. Reusing head bolts. Using OE-spec gaskets instead of updated aftermarket. Skipping water pump and timing belt replacement. Skipping proper coolant bleed procedure. Each shortcut saves time and money in the short term but leads to repeat failures. The cheap repair often turns out to be more expensive in the long run.
Within the skill range of experienced DIY mechanics with proper tools, time, and workspace. Not a beginner project. Common mistakes destroy engines. Requires machine shop relationship for cylinder head work, proper torque procedure capability, and Subaru-specific coolant bleed knowledge. We respect DIY-capable customers and provide parts and advice when asked.
Yes, statistically. Most other engines have head gasket failure as a random event happening to some examples at high mileage. Subaru EJ25 has head gasket failure as a predictable design issue happening to most examples within a defined mileage range. The pattern-based failure is what makes the Subaru situation different from typical engine wear.
Our $2,500-$4,500 estimate range includes both head gaskets, head bolts (one-time use), cylinder head machine work, updated aftermarket gaskets, water pump, thermostat, timing belt, tensioner and idlers, related seals and gaskets, coolant flush and refill with proper bleed procedure, and OEM-spec coolant. The lower end of the range is for repairs with minimal complications; the upper end is for repairs needing additional cylinder head work or other findings.
At Tedious Auto Repair in Chico, California, we perform Subaru EJ25 head gasket service regularly. The Chico-Paradise-Oroville-Magalia area's heavy Subaru ownership rate means we have done this repair many times across the Outback, Forester, Legacy, Impreza, and Baja lineup. We have the diagnostic capability to identify head gasket issues definitively, the parts access for OEM-spec Subaru components and quality updated aftermarket head gaskets, the machine shop relationships for proper cylinder head work, and the technician experience to perform the complete repair properly.
The Skyway commuter pattern from Paradise is particularly relevant to our Subaru work because the grade-climbing operation accelerates the head gasket failure timeline compared to flat-road driving. Foothill residents from Magalia have similar patterns. Lake Oroville recreation use, towing of small trailers to the Sierra Nevada, and general all-weather operation in our climate all contribute to the failure rate we see.
What sets independent NAPA Gold AutoCare service apart for Subaru owners is the combination of proper repair procedure (updated gaskets, machine-faced heads, new bolts, complete coolant bleed), reasonable independent shop pricing (much less than Subaru dealer rates), the 3-year / 36,000-mile warranty, and honest assessment of whether the repair makes sense for your specific Subaru. We see Subarus regularly enough to know what is normal and what is not.
If you see coolant drips under your Subaru, declining coolant reservoir level, white smoke from the exhaust, or any other head gasket symptoms, get it diagnosed. Catching head gasket failure at Stage 1-3 means cheaper repair and less risk of secondary engine damage. Catching it at Stage 6-7 can mean engine replacement instead of gasket service.
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Buddy Rausch founded Tedious Auto Repair in Chico, CA in 2007. ASE Master Certified. 18+ years serving Butte County. About Buddy Rausch