Subaru Reviews

You could have a missing tooth on the differential or some other problem that is leading to the clunking noise. But don’t rule out something like a broken or worn engine or transmission mount, either. These mounts control the movement of the driveline relative to the chassis and wear in them can allow excess movement that can sometimes be heard as a clunk or knock.

You may also have a problem with the suspension. This is a very common source of knocking sounds, caused when something worn or loose has develops enough movement to contact another part of the car or suspension. You could start by checking the suspension struts, ball-joints and bushes for wear and play.

Subaru’s own specifications for this car quote a 750kg unbraked towing limit and a 2000kg braked limit. That in itself suggests that a 750kg trailer or camper should not tax the driveline in any significant way.

That said, logic suggests that towing any sort of decent load – especially at high speeds or in hot weather – must have some impact on wear and tear, including that of a CVT transmission. However, the Subaru CVT seems a bit tougher than some similar units out there, and if not abused, there should be no problem with what you have planned.

Regular maintenance and sensible driving will be the key to the CVT’s survival, as it is with any aspect of a modern car.

This generation of the Subaru Forester used the 2.5-litre FB25 engine which made use of a timing chain that should be good for the life of the vehicle.

For the record, the vast majority of engines that use a rubber toothed timing belt have what’s called a dry belt. A relatively small number of engines use wet-belt technology which is where the rubber belt operates in an oil bath situation. This tech has proved to be problematic for some car-makers and Ford, for one, is moving to a timing chain layout for the new engine in its Ranger, Everest and Transit line-up.