Subaru Outback Battery Drain Recall? Why Owners Are Still Chasing Real Fixes

Own a Subaru Outback and had to jump it more times than you can count? Across Reddit threads, NHTSA complaints, and dealership waiting rooms, one issue keeps popping up: dead batteries that strike out of nowhere.

Despite how widespread it is, there’s no official recall on record. Just a string of Technical Service Bulletins, frustrated owners, and a class-action settlement that came with more fine print than closure.

So what’s really going on here? This guide breaks it down, who’s affected, what Subaru has (and hasn’t) done, and what it’ll actually take to stop your car from going dark again.

What the “Battery Recall” Buzz Is Really About

A wave of failures starting in 2015

Starting around 2015, Subaru Outback owners began noticing a strange pattern: new batteries that died too soon. Not just once, but again and again.

You park the car for a day or two, then come back to a lifeless dash and a jump-start you weren’t planning on. And it wasn’t just the Outback; owners of the Legacy, Forester, WRX, and Ascent started chiming in with the same story.

The frustration grew louder when it kept happening even after battery replacements. Forums filled up with DIY fixes, tow truck stories, and dealership standoffs. At one point, it looked like Subaru had a full-blown electrical mystery on its hands.

No recall, but plenty of paperwork

Despite the flood of complaints, there’s never been a government-issued recall for battery drain on the Outback. What Subaru offered instead were a handful of Technical Service Bulletins (TSBs), internal memos to dealers about how to diagnose and fix known issues. But that’s not a recall in the legal sense.

A TSB doesn’t force repairs. It only helps if your vehicle is still under warranty, or you fight for goodwill coverage.

Later, a class-action lawsuit, In re Subaru Battery Drain Products Liability Litigation, brought some relief. It ended in a 2023 settlement offering extended warranties and partial cash reimbursement for affected owners. Still, no NHTSA recall code has ever been issued for this issue.

Why this doesn’t “qualify” as a recall

Here’s the rub: a recall needs to involve a safety risk. According to NHTSA, that means something like a fire hazard, brake failure, or a defect that could cause injury.

A battery that quits while parked? It’s annoying, expensive, and potentially dangerous, but not enough to trigger a federal recall unless it leads to something worse.

Subaru and the feds saw it as a product defect, not a safety hazard. So instead of a recall campaign, owners got quiet software updates, a convoluted settlement, and a lot of mixed messages at the service counter.

What Counts as a Recall, And What Doesn’t

Real recalls come with teeth

When people hear “recall,” they usually picture a letter from the automaker, free repairs, and maybe even a rental car. But legally, a recall only happens when a defect creates an unreasonable safety risk or violates a federal safety standard. That’s the bar. And it’s high.

For example, Subaru’s 24V-227 recall, totally unrelated to batteries, was issued because a cracked airbag sensor PCB could cause a short circuit. That’s a life-or-death malfunction. NHTSA got involved. Subaru had to fix it.

Dead batteries? Inconvenient, sure. But unless they cause an accident, they don’t check the right boxes.

TSBs: Subaru’s internal fix-it memos

Instead of a recall, Subaru published a series of Technical Service Bulletins (TSBs). These are basically how-to guides for dealers, diagnostic instructions, software reflash procedures, parts to replace, and sometimes, when Subaru will pay.

TSBs aren’t sent to owners. You won’t get a letter. You only hear about them if you ask or stumble across them online. And if your car’s out of warranty, you’re on the hook for the bill.

One early TSB (11-174-17R) suggested reprogramming the ECM to fix short-trip charging issues. Another (WQZ-61R) aimed to patch early DCM glitches that showed up as false dashboard warnings but turned out to be early signs of the deeper problem.

What the class action actually covered

In 2023, after years of complaints, a group of owners sued Subaru and reached a settlement in In re Subaru Battery Drain Products Liability Litigation.

The lawsuit accused Subaru of failing to fix a widespread defect, mainly pointing to the Data Communication Module (DCM) and Controller Area Network (CAN) system that never went to sleep when the car was off.

The result? Subaru extended the battery warranty on affected vehicles and agreed to refund owners for some out-of-pocket costs, including diagnostics and towing. But there was no required hardware fix, only reimbursements for symptoms.

So why didn’t Subaru recall it?

Short answer: NHTSA didn’t force them. The battery drain didn’t meet the legal threshold. Subaru found workarounds, software updates, DCM bypasses, and goodwill repairs, and hoped that would be enough.

And for many owners, it wasn’t.

So, What’s the Official Recall Status?

No recall code, no campaign, no letter

Check your Outback’s VIN at nhtsa.gov/recalls or Subaru’s portal, and you’ll come up empty. No official battery drain recall exists, not for 2015 models, not for 2020s, not for any of them.

Instead, what shows up are unrelated safety campaigns. Maybe it’s an airbag sensor fault. Maybe it’s a fuel pump replacement. But nothing for battery drain. When owners press dealers, they’re often told there’s “no active recall” and that battery problems are “normal wear.”

Except when it happens every year? That’s not normal.

What did get recalled on the Outback?

While the battery drain hasn’t triggered a recall, plenty of other safety defects have. Some Outback owners with battery issues also received these separate notices:

Each of these recalls involved physical risks, injury, fire, or failed crash protection. That’s the line Subaru and regulators draw.

Battery drain, unless it sparks or strands someone in a life-or-death setting, doesn’t qualify. That’s why you’ll never see a postcard about it.

The Bulletins Subaru Hoped Would Be Enough

TSB 11-174-17R: The first clue in short-trip charging

Subaru issued this in June 2017, revised in October. It covers 2015–2017 Legacy, Outback, WRX, and some 2017–2018 Foresters. The issue?

If you mostly drive short distances, your battery never gets a full charge, leading to early failure. The fix? Reflash the ECM to tweak how it charges.

It’s not a hardware issue, they said. Just bad logic. But owners who already replaced multiple batteries weren’t impressed. The update helped some, but it wasn’t the silver bullet.

TSB 11-176-17: Trying again with ECM logic

Released November 2017, this bulletin focuses strictly on 2015–2016 Legacy and Outback. It’s another ECM reprogram job, this time fine-tuning how the alternator charges the battery under different loads.

Again, helpful for edge cases. But for most people dealing with parasitic drain while parked, it missed the mark.

TSB WQZ-61R: Early signs of something deeper

This one’s from mid-2016 (updated 2017) and affects the 2016 Forester, Impreza, Crosstrek, Legacy, and Outback. Originally, it aimed to squash false warnings from the Data Communication Module (DCM), random check-engine lights, and EPS alerts.

But here’s the twist: those glitches were early signs that the DCM was staying active when it shouldn’t. At the time, no one said “battery drain.” But the breadcrumbs were there.

The DCM collapse: 3G goes dark, batteries go with it

By far, the most serious TSBs came after the 3G cellular network shutdown in 2022. Subaru’s Starlink system relied on 3G for remote features.

Once that network disappeared, the DCM kept trying to connect, nonstop. That constant “polling” became a parasitic draw, draining batteries overnight.

Subaru issued multiple DCM-focused bulletins:

• 15-291-22: Try updating the DCM to 4G if the car still had a Starlink subscription before 3G shut down.

• 15-312-23R: If that ship had sailed, force the DCM into “Factory” mode to stop the loop.

• 15-318-24R: The “final fix”, a revised approach to fully kill the drain in affected vehicles, especially Gen 1 DCM units.

Problem was, many owners missed the 4G update window. And once 3G was gone, the only solution was replacement, which could cost $850 or more without goodwill coverage.

The Lawsuit That Bought Time, Not a Fix

What the case alleged

After years of dead batteries, owners filed a class-action suit, In re Subaru Battery Drain Products Liability Litigation. Their claim? Subaru’s electrical systems were defective.

The Data Communication Module (DCM) and the vehicle’s CAN network weren’t powering down when they should. That meant constant current draw, even when the car was off. Over time, that killed batteries, original and replacements alike.

They also argued that Subaru had known about the issue for years but kept blaming it on “driving habits” or “normal wear.” Eventually, Subaru settled.

What owners actually got

The 2023 settlement didn’t come with a big fix. No recall. No free DCMs. But it did offer:

• Extended battery warranty

First battery replacement? 100% covered if your car was under 5 years/60,000 miles. Even if you were just over, you got 50% back for three months after the notice.

• Second (or third) battery?

Still covered, 100% up to 5 years/60,000 miles, then 80% to 7 years/84,000 miles, and 60% to 8 years/100,000 miles.

• Cash reimbursement for past bills

If you’d already paid for a battery, diagnostics, or even towing? You could get 55% to 165% of those costs back, depending on your mileage, repair dates, and receipts. But that window closed on May 8, 2023.

Who qualified

If you owned or leased any of the following vehicles in the U.S., you were in:

• 2015–2020 Outback

• 2015–2020 Legacy

• 2015–2020 Forester

• 2015–2020 WRX

• 2019–2020 Ascent

The extended battery warranty is still live. But to use it, you’ll need your dealership to follow the Midtronics battery test protocol laid out in TSB 07-207-22R. If your battery fails that test, you get coverage.

What the settlement didn’t do

It didn’t mandate DCM replacements. It didn’t guarantee ECM reflashes. It didn’t promise to stop the actual drain. That’s what still frustrates owners. The root cause, especially the Gen 1 DCM’s constant draw, was never part of the official remedy.

For some, the warranty is enough. For others, the battery keeps dying.

What Dealers Check and What You Should Ask For

Midtronics or nothing

If your battery keeps dying and you want Subaru to cover it, everything starts with a Midtronics test. That’s not optional, it’s the official protocol from TSB 07-207-22R.

If the test says your battery is weak or failed, and your car falls under the extended warranty window, Subaru pays. If it doesn’t? You’re either on the hook or you fight for goodwill coverage.

The catch? Some dealers still try to skip this step or blame “driving habits.” Don’t let them. Insist they run the Midtronics procedure and document the results.

How parasitic drain is diagnosed

Let’s say your battery passes the test, but still dies after sitting a few days. That’s where the parasitic draw check comes in.

Dealers are supposed to:

• Let the car sit for at least 55 minutes, untouched, key fob away.

• Measure current draw using a DVOM (Digital Volt-Ohm Meter).

• Look for drain above 70 mA. If it’s too high, they start pulling fuses.

• If removing the DCM fuse drops the draw below threshold, you’ve found your drain source.

This procedure isolates whether the DCM or another module is refusing to sleep.

Repairs Subaru covers (when you push for them)

Depending on what the test shows and what TSBs apply, here’s what dealers can do:

• Replace the battery under the extended warranty (TSB 07-207-22R).

• Reflash the ECM to improve charging logic (TSBs 11-174-17R and 11-176-17).

• Reprogram the DCM or force it into “Factory Mode” (TSB 15-312-23R).

• Install updated DCM hardware, sometimes covered if goodwill is approved.

Dealers aren’t always eager to do this unless you press the issue. Knowing the bulletin numbers helps.

What if you’re out of warranty?

Many owners with expired coverage or high mileage have still managed to get help. Subaru of America has quietly offered “goodwill assistance” for DCM replacement, but it’s case-by-case.

Success often depends on:

• Having detailed service records and receipts.

• Being polite, persistent, and firm.

• Escalating with a case number and reference to TSBs or the class action.

In other words: don’t ask for a “recall fix.” Ask for a DCM diagnostic, cite the TSBs, and push for coverage based on known issues.

How to Push for a Fix That Actually Works

Check your VIN and bring the paperwork

Start at nhtsa.gov/recalls and Subaru’s recall lookup. Even though there’s no “battery recall,” you’ll still want to check if other safety campaigns apply.

But here’s the key: don’t just ask your dealer about recalls. Ask which TSBs apply to your exact model and build date. Many owners were told “no issues found” until they referenced specific bulletin numbers like 11-174-17R or 15-318-24R.

Use the warranty, but make them follow the rules

The battery settlement warranty is still active. But dealers only honor it if they follow TSB 07-207-22R, which includes:

• Running the Midtronics test.

• Using only Subaru-branded OE batteries (or approved replacements).

• Recording the state of charge and failure reason in the system.

If the dealership says you’re not covered, ask them to walk through the Midtronics protocol step by step. Many owners got denied until they asked for that test by name.

Don’t stop at a new battery

If your car keeps dying after a battery replacement, that’s a red flag. Push for ECM reflashing (under TSBs 11-174-17R and 11-176-17) and DCM evaluation.

If the parasitic draw is still above 70 mA after sitting, it’s likely the DCM is stuck trying to reach the old 3G network, which means reprogramming or replacement.

Ask your service advisor directly if TSB 15-318-24R applies to your VIN. That bulletin was Subaru’s final fix for Gen 1 DCMs stuck in a wake cycle.

Goodwill help is possible, but you have to ask

If your DCM needs replacing and your car is out of warranty, you can still push for goodwill coverage from Subaru of America. Here’s how to raise your odds:

• Open a case with Subaru Customer Service (1-800-SUBARU3).

• Reference your prior visits, batteries replaced, and TSBs mentioned.

• Be calm but persistent; many owners report getting partial or full coverage just by asking the right questions.

It’s not guaranteed. But Subaru has quietly approved DCM replacements for dozens of post-warranty vehicles, some well past 100,000 miles.

Stopgaps that buy you time

Until the dealership nails the root cause, a few owner-side fixes might help:

• DCM fuse pull: Stops the draw cold but disables Starlink, front speakers, and the Bluetooth mic.

• AGM battery upgrade: Higher reserve capacity, more resistant to deep cycles.

• Battery tender: Ideal if the car sits for days, keeps the charge topped off without triggering a drain.

They’re not permanent fixes, but they keep you from getting stranded again while you fight for a real one.

Wrapping It Up

Subaru’s battery drain issue isn’t just bad luck. It’s the result of outdated hardware, patchy software fixes, and a network shutdown that left key systems spinning in place. While there’s no recall, the paper trail of TSBs and a full-blown lawsuit proves Subaru knew something was wrong.

The extended battery warranty helps, but it doesn’t fix the real issue for everyone. For that, you may need a DCM reprogram or replacement, an ECM reflash, and possibly a stronger battery.

Don’t wait for a postcard. Push your dealer with TSB numbers, document everything, and if that stalls out, go straight to Subaru of America.

You won’t see “recall” on your VIN report. But that doesn’t mean there’s no fix. You just have to fight for it.

Adam Faris

Adam Faris is the founder and lead editor at Recall Brief, where he covers confirmed recalls, service bulletins, and widespread vehicle issues that often slip past official channels. He focuses on clear, fact-based reporting and breaks down complex problems into plain language so readers know what matters and what to do next.