2020 Subaru BRZ

2020 Subaru press kit specifies the 2.0L FA20 boxer-4 produces 205 hp at 7,000 rpm with the manual, 200 hp with the automatic (premium fuel).

Manufacturer figure for the FA20 boxer-4, manual transmission; automatic trims are slightly lower due to fuel-map differences.

Published road tests for this unchanged first-generation chassis/engine (2017-2020 spec) cluster in the low-to-mid 6-second range for the manual; a handful of aggressive-rollout instrumented tests (Car and Driver) have posted low-5s figures, so this is a consensus middle estimate rather than a single definitive test.

The FA20 boxer revs sweetly and sounds distinctive near redline, but reviewers consistently flag a flat, torque-poor midrange that demands high revs to access what power there is — a well-documented criticism of this generation shared with the mechanically identical Toyota 86.

The 6-speed manual (the volume/enthusiast choice) is widely praised for short, precise, mechanical-feeling throws — one of the better manual shifters in its class; the optional automatic is competent but uninvolving and slower to respond.

The BRZ is deliberately rear-wheel-drive only across its entire trim range — unlike nearly every other Subaru, no AWD variant has ever been offered, in favor of balance and drift-friendly handling.

A single naturally-aspirated 2.0L flat-4 is the only engine offered across the range, paired with just two transmission choices (6-speed manual or automatic) — no turbo, hybrid, PHEV or EV variant exists for this nameplate.

EPA-rated combined figure for the manual transmission, the volume/enthusiast-preferred configuration for this nameplate.

EPA city rating for the manual transmission.

EPA highway rating for the manual transmission.

Computed from the EPA combined MPG and the manufacturer-specified 13.2-gallon fuel tank; also directly listed by fueleconomy.gov.

EPA's standard-assumption annual fuel cost estimate, which factors in the premium-fuel requirement.

Premium unleaded is required (not just recommended) across every 2020 BRZ trim, adding a real ongoing cost premium over a regular-fuel rival.

NHTSA never completed a full 5-mode test on the first-generation BRZ, so no overall star rating exists; only frontal and rollover were published.

Good across moderate overlap front, side, roof strength, and head restraints, with only the small-overlap driver-side test coming back Acceptable; the car never earned a Top Safety Pick because its front crash prevention system was never rated (none was available).

The 2020 BRZ (both the Limited and limited-run tS) shipped with no forward collision warning, AEB, adaptive cruise, lane keeping, or blind-spot/cross-traffic system at any price point — the first-generation BRZ/86 twins never offered any driver-assist suite in their entire US run.

No AEB or forward collision warning system was offered on any 2020 BRZ trim or transmission, so there is no performance to rate — IIHS lists front crash prevention as not available.

Neither BSM nor RCTA was offered on the 2020 BRZ Limited or tS at any price, standard or optional.

No lane departure warning or lane keep assist was available on the first-generation BRZ in any model year, 2020 included.

Only conventional (non-adaptive) cruise control was fitted; EyeSight-based Advanced Adaptive Cruise Control did not arrive on the BRZ until the redesigned second generation.

No hands-free highway driving system of any kind was offered on the 2020 BRZ.

LED low/high beams were standard across both trims, but IIHS never issued a headlight rating for the 2020 BRZ and no automatic high-beam system was offered, so the grade reflects competent but unverified and non-adaptive hardware.

Reviewers consistently note good forward and side sightlines with a thin B-pillar typical of a low sports coupe, offset by a shallow, slim rear window that limits rear visibility, and no blind-spot tech to compensate.

Two full LATCH lower-anchor sets are fitted in the rear, but the 2+2 buckets are cramped, nearly legroom-free with the front seats set normally, and accessed only by folding forward the two-door coupe's front seats — workable for an occasional child seat but not a practical family-use rear seat.

The BRZ is a 2+2 coupe — nominally 4 seats, but the rear pair is emergency-use only, at the floor of the coupe band.

Low, sports-coupe-typical front headroom given the low roofline.

Mid-pack front legroom for the segment.

Rear headroom is adequate for the token 2+2 layout, mid-pack against other coupes.

29.9 in of rear legroom is tight in absolute terms but is roughly mid-pack against other 2+2 coupes with similarly token rear seats.

Small trunk typical of a low-slung rear-drive sports coupe, near the bottom of the coupe band.

Small door pockets, a modest console bin, and a small glovebox; no standout storage features. The rear seatbacks fold to extend the trunk, which is the one practical trick.

Front sport seats are well-bolstered and supportive on twisty roads but firmly padded; rear seats are unusable for adults beyond very short stints.

Ride is stiff and busy over broken pavement — a deliberate trade-off for sharp handling, criticized by reviewers as choppy on rough roads.

Minimal sound deadening lets in road, wind, and boxer-engine noise at highway speed — typical for an affordable rear-drive sports coupe.

Dual-zone automatic climate control and dual-mode heated front seats are standard on both trims, but there's no seat ventilation, heated wheel, or rear climate control.

Subaru dropped the entry Premium trim for 2020, leaving Limited as the de facto base trim; tS runs to ~$31,995.

With Premium gone, Limited is both the entry and volume trim for 2020; tS is a low-volume enthusiast special.

Simple naturally aspirated boxer engine and Subaru/Toyota joint reliability record keep projected upkeep well below the coupe segment norm.

Enthusiast RWD coupes with manual availability tend to hold value better than the average car; estimates of BRZ 5-year depreciation cluster around 39-42%, on par with the GR86/Miata twins.

Standard Subaru bumper-to-bumper coverage, at the short end of the mainstream band.

Standard Subaru powertrain coverage, at the short end of the mainstream band versus rivals offering 6-10 years.

Subaru does not bundle complimentary scheduled maintenance like some rivals; the only included perk is roadside assistance for the duration of the 3-year/36,000-mile basic warranty, plus an optional paid Added Security extended plan.

$28,845 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $16,730) leaves about $12,115 in depreciation. Add the projected $2,179 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $14,294 in total.

By its 8th model year on the unchanged first-generation platform, the 2020 BRZ runs a mature, naturally aspirated FA20 with no systemic failure pattern — unlike the turbocharged/updated FA24 in the 2022+ redesign that later drew a class-action suit. RepairPal rates the BRZ 3.5/5 ("Above Average") though it flags a below-segment rank among small cars; low sales volume means CR/JDP often carry limited or no BRZ-specific predicted-reliability data, so this leans on the powertrain's simplicity and track record rather than a strong multi-source consensus.

Sources genuinely disagree: Consumer Reports has ranked Subaru among its most reliable brands in recent survey years, while J.D. Power's Vehicle Dependability Study has placed Subaru in the lower half for several consecutive years. That split between the two major measurement bodies is itself the mid-pack signal.

No NHTSA safety recalls were issued against the 2020 model year specifically. The prior low-pressure fuel pump recall covered 2018-2019 BRZ production only and does not apply to 2020 cars.

The FA20D 2.0L naturally aspirated boxer has been in production since 2012 with a mostly proven high-mileage record; the only well-documented factory defect (valve springs) affected 2012-2013 engines and was addressed via recall/replacement well before 2020. Owners note the engine is oil-sensitive (camshaft/AVCS wear with poor maintenance), but this is a maintenance caveat rather than a design-flaw pattern, and it is distinct from the turbocharged/high-output FA24 that later faced ringland and oil-starvation litigation in the redesigned 2022+ BRZ.

Reviewers consistently criticize the cabin's hard, dated black plastics and low-rent-feeling touchscreen unit; the minimalist layout is functional for a budget sports car but does not compete on material richness even against other mainstream coupes at similar prices.

Despite criticism of material quality, reviewers describe the cabin as sturdy and solidly screwed together with no widespread reports of rattles, squeaks, or panel misalignment for this generation.

Subaru's dealer network is dense nationwide and consistently scores at or near the top of J.D. Power's Customer Service Index in the years surrounding this model year, reflecting strong service-experience satisfaction across the brand.

The BRZ shares its platform and most parts with the Toyota 86/GR86 twins, giving it an unusually large aftermarket for a low-volume sports car and generally normal repair costs (RepairPal: ~$566/year, close to segment average). Offsetting that, RepairPal also flags a higher-than-average share of severe/major repairs, and independent shops report Toyota dealers historically handle the shared Subaru drivetrain less well than Subaru dealers do.

A single 7-inch STARLINK Multimedia Navigation touchscreen is fitted across both 2020 trims — at the floor of the coupe band.

The 2020-generation STARLINK system is dated by the time of scoring — small screen, dated graphics, and reviewers noted sluggish touch response.

Apple CarPlay and Android Auto are standard on both trims, but only via wired connection — wireless projection was not offered on the 2020 BRZ.

TomTom-powered native navigation with basic voice controls is included, but it's dated and most owners default to phone projection instead.

An 8-speaker Harman Kardon system with SiriusXM is included, which is a genuine step up for the price and segment even though it's not a flagship setup.

The first-generation (2013–2020) BRZ retains a mostly analog cluster with a small multi-info display rather than a configurable full-digital gauge cluster.

No evidence of over-the-air software or map update capability on the 2020 BRZ's STARLINK system; connected-services infrastructure of this era was minimal for this model.

No evidence of a STARLINK Connected Services subscription (remote lock/start/locate) being offered on the 2020 BRZ; Subaru's connected-services push was concentrated on its SUV/sedan lineup at this time.

Only dual legacy USB-A ports are provided, with no USB-C, no wireless charging pad, and no rear-seat charging (rear seats being nominal anyway).

Keyless entry with push-button start is standard across both trims, but there's no remote engine start or phone-as-key capability.

A standard rear-vision camera is the extent of parking assistance — no front/rear parking sensors and no surround-view option.

No head-up display is offered on either 2020 trim.

Two-door access, a tiny rear-seat opening, and 29.9 in of rear legroom make car-seat installation and daily loading of kids genuinely difficult — usable only for an infant seat in a pinch.

IIHS crashworthiness is solid (Good in moderate overlap, side, roof, head restraints; Acceptable in small-overlap front), but the 2020 BRZ offers no EyeSight or any driver-assist system on either trim — front crash prevention is rated 'not available.'

A 2-door layout, near-unusable rear seats, and a 6.9 cu ft trunk leave no realistic multi-occupant road-trip capability.

Compact footprint and light controls make it easy to place in traffic, but the firm, busy ride and available manual gearbox add some fatigue on a stop-and-go commute versus a typical commuter car.

EPA-rated in the mid-20s combined for a naturally aspirated 2.0L sports coupe is about average for its class, with modest insurance and maintenance costs for a mainstream-badged car.

Small overall footprint, a tight 35.4 ft turning circle, and a standard rearview camera make it easy to park and thread through the city.

No towing rating, negligible cargo capacity, and low ground clearance leave it with essentially no work capability.

Not a work-context vehicle at all — a low-slung sports coupe with no fleet/work-duty track record; scored low simply because this use case is inapplicable rather than because of any specific fragility.

No tie-downs, no bed, no upfit ecosystem, and negligible cargo space — there are no work-oriented provisions of any kind.

Supportive front seats and a roughly 300+ mile tank range help, but the firm ride, road noise, and complete absence of adaptive cruise or driver-assist features hurt highway fatigue over long hauls.

Rear-wheel drive only, low ground clearance, and no roof-rack or towing provisions make it pavement-bound with essentially no outdoor utility.

60/40 split-folding rear seatbacks extend the small trunk for longer items, but the 6.9 cu ft trunk and lack of roof rails cap what it can realistically carry.

A near-50/50 weight distribution, low center of gravity, and light curb weight (~2,800 lbs) give it agile, composed turn-in with minimal body lean — a benchmark for affordable rear-drive sports coupes.

A quick 13.1:1 steering ratio delivers direct, well-weighted, communicative feedback that reviewers repeatedly single out as a highlight.

Reviewers describe strong, linear stopping power with good pedal feel on the standard brakes; the optional Performance Package adds Brembo calipers for further stopping power, but that's not the volume trim.

The naturally aspirated 2.0L boxer is smooth-revving but has a well-documented torque dip in the midrange that reviewers note disrupts otherwise linear response.

The flat-four has a distinctive, characterful growl that enthusiasts enjoy, though it becomes coarse and thrashy near redline — audible but not offensive in daily use.

A tight 35.4 ft turning circle is near the good end of the coupe band (lower is better).

Low, well-bolstered seating and a tight control layout suit the sports-car mission well, though the low roofline and small windows create some visibility compromises for taller or shorter drivers.

Widely regarded by enthusiast press as one of the most engaging, purely fun affordable sports cars on sale — the car's entire reason for being.

Limited comes with leather/Alcantara trim, heated seats, LED headlights and a 7-inch touchscreen with navigation for the price, but the 2020 BRZ lacks any factory driver-assist suite (no EyeSight-equivalent), which rivals increasingly bundle standard.

The BRZ's 53/47 weight balance, RWD chassis and available manual deliver handling engagement well above its ~$28.8K price point, a trait reviewers consistently credit even while criticizing its modest output.

Only two trims for 2020 (Limited, tS) after Premium was dropped, with tS manual-only and no AWD or engine options — a narrow, take-it-or-leave-it lineup versus rivals with three or more trims.

BRZ US sales were in steep decline heading into 2020, a low-volume niche seller even within Subaru's own lineup, in the twilight years of the first generation ahead of the 2022 redesign.

Subaru's broader brand carries strong owner loyalty and a reliability halo, and the BRZ/86 twins have a devoted enthusiast following even though the model itself is a low-volume outlier for the brand.

As a slow-selling niche model, dealers typically have room to negotiate off MSRP rather than sell at a premium, though no 2020-specific incentive data was found.

2020 is the seventh model year of the first-generation platform (2013-2020), a carry-over year with no powertrain or design changes, just before the all-new second-generation BRZ arrived for 2022.

Reviewers consistently praise the BRZ's chassis balance and steering feel and rate it well against direct rivals like the Miata, but it has not been a major awards magnet and is often noted for underwhelming power in comparison tests.