Faults and recalls.

Engine / equipment

7-speed DQ200 DSG gearbox (dry clutch, 0AM mechatronics), paired with 1.0/1.2/1.4 TSI and 1.6 TDI engines

Period mentioned

2008 onwards

Symptoms

Judder or shudder pulling away in 1st/2nd, reverse won't engage, PRNDS letters flashing or a spanner warning, gearbox stuck in one gear (limp mode).

Possible cause described

Mechatronic unit failure: the pressure accumulator develops fatigue cracks, the electric pump runs constantly and the gearbox loses pressure. The mechatronic's 30 A fuse sometimes blows. Wear of the dry dual clutch is also common.

Check for the garage

Read the gearbox module faults with VCDS, OBDeleven or similar and check the mechatronic fuse.

Cost cited in the source

€350–550 to repair the mechatronic unit alone; €1,000–1,200 including removal and refittingA rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.8 / 2.0 TSI-TFSI EA888, 2nd generation

Period mentioned

Approx. 2009–2015

Symptoms

Very high oil consumption (over 1 litre per 1,000 km), low oil warning, bluish smoke, oil-fouled spark plugs.

Possible cause described

Piston rings that are too thin carbon up and lose tension, letting oil into the combustion chamber. The crankcase ventilation (PCV) valve can also contribute.

Check for the garage

Controlled oil consumption test over 1,000 km, compression or leak-down test and a PCV valve check.

Cost cited in the source

€3,000–5,000 (new pistons and rings)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.8 / 2.0 TSI-TFSI EA888, 1st and 2nd generation

Period mentioned

Approx. 2008–2015

Symptoms

Metallic rattle for a few seconds on a cold start, engine light for camshaft/crankshaft correlation; in the worst case the engine won't start after a loud noise.

Possible cause described

The hydraulic chain tensioner (old design) loses pressure on cold starts, the chain goes slack and can jump teeth, causing valves to hit pistons.

Check for the garage

An inspection plug on the lower timing cover shows the tensioner position. Listen to a cold start.

Cost cited in the source

€1,500–4,000 (chain, guides and tensioner)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

2.0 TDI common rail EA189 with low-pressure EGR, mainly US-market versions (CJAA, CBEA)

Period mentioned

Approx. 2009–2015

Symptoms

Engine light, limp mode with power loss, flashing glow-plug light and black soot inside the tailpipe.

Possible cause described

The diesel particulate filter (DPF) cracks internally and lets soot through, clogging the low-pressure EGR filter behind it.

Check for the garage

Remove the EGR filter and wipe inside the exhaust at that point: if the cloth comes out black, the DPF is cracked. Replace the DPF and EGR filter together.

Cost cited in the source

Approx. €1,000–2,500 (estimate: DPF + EGR filter)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.6 and 2.0 TDI (EA189 and EA288)

Period mentioned

Approx. 2010–2020

Symptoms

Coolant level drops with no visible leak, white smoke with a sweet smell, rising temperature or engine light. In severe cases the engine hydrolocks.

Possible cause described

The internal tubes of the EGR cooler crack and coolant enters the intake. It worsened after the post-Dieselgate software update, which increased EGR use.

Check for the garage

Cooling system pressure test and check for coolant in the intake or manifold.

Cost cited in the source

€400–1,300A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

N47 2.0 diesel (116d–123d, 316d–325d, 520d, X1/X3 18d-20d)

Period mentioned

2007–2015 (improved from 2011)

Symptoms

Rattling from the rear of the engine (gearbox side) on a cold start, getting worse over time. In extreme cases the engine cuts out while driving.

Possible cause described

The timing chain sits at the rear of the engine; its guides are poorly lubricated and the chain stretches. If it jumps or snaps, the valves hit the pistons and the engine is destroyed.

Check for the garage

Listen with the engine fully cold, ideally with a mechanic's stethoscope on the rear of the block.

Cost cited in the source

Approx. €2,000–4,000 at an independent garage (engine must come out)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

N20 / N26 2.0 turbo petrol (118i–125i, 320i/328i, 520i/528i, X1/X3 20i-28i, Z4)

Period mentioned

Approx. 2012–2015

Symptoms

High-pitched whine from the engine that rises with revs, rattle on a cold start.

Possible cause described

The plastic chain guides become brittle and break. The chain goes slack and can jump, or the fragments block the oil pump.

Check for the garage

Check the guides through the oil filler opening and listen for the whine with the bonnet open.

Cost cited in the source

Approx. €1,700–3,300A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

N20 / N26 and other BMW engines with an aluminium oil filter housing

Period mentioned

2011–2017

Symptoms

Oil leak at the front of the engine, oil on the auxiliary belt (squeal or burning smell), sometimes oil and coolant mixing.

Possible cause described

The oil filter housing gasket hardens with heat cycles and cracks. Together with the valve cover gasket, it is the most common BMW oil leak.

Check for the garage

Visual inspection of the filter housing area, the belt and the bottom of the engine.

Cost cited in the source

€400–900A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 80,000–130,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database

Engine / equipment

OM651 2.1/2.2 CDI (C 200/220/250 CDI, E 200/220/250, GLK, Vito, Sprinter)

Period mentioned

2008 onwards

Symptoms

Chain rattle on a cold start; on early units, loud injector knocking; coolant loss from the plastic coolant manifold or the EGR cooler.

Possible cause described

Plastic chain guide and a hydraulic tensioner that loses pressure (the chain is at the rear). Early units used problematic piezo injectors that Mercedes replaced in a campaign.

Check for the garage

Listen to a cold start, check the dealer's injector campaign history and check the coolant level.

Cost cited in the source

Chain: approx. €1,500–3,000 (estimate)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

OM642 3.0 V6 CDI/BlueTEC (280/300/320/350 CDI, ML, GL, R, Sprinter)

Period mentioned

2005 onwards

Symptoms

Oil pooling in the engine's V, burning oil smell, drips under the engine; or a hiss or chirp next to an injector with an exhaust smell.

Possible cause described

The oil cooler seals (in the engine's V) degrade. Separately, injector washers leak combustion gas and carbon builds up around the injector.

Check for the garage

Visual inspection of the engine's V and the base of the injectors.

Cost cited in the source

Oil cooler seals: labour-heavy, approx. €800–1,800 (estimate)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

7G-Tronic automatic gearbox (722.9) in the C, E, S-Class, ML, GL, SLK, Sprinter…

Period mentioned

2004 onwards (more failures in 2004–2008)

Symptoms

Gearbox stuck in 2nd or 3rd (limp mode), harsh shifts, delay engaging D or R, gearbox warning often without an engine light; turning off and restarting clears it for a while.

Possible cause described

The conductor plate (the control unit with built-in speed sensors) fails from heat and vibration. Oil leaks through the 13-pin connector are also common.

Check for the garage

Diagnose with Xentry/STAR to see the sub-codes (a basic reader only shows P0700). Check for oil in the gearbox connector.

Cost cited in the source

Approx. €1,400–2,800 (estimate)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.0 / 1.2 PureTech (EB2) in the Peugeot 208/2008/308/3008/5008, Citroën C3/C4/C5 Aircross, DS 3, Opel Corsa/Crossland/Grandland

Period mentioned

2012 – approx. 2022

Symptoms

Oil pressure warning, hard brake pedal or reduced assistance, oil consumption, blue smoke, squeal at the front of the engine, turbo whistles or loses power.

Possible cause described

The timing belt runs in oil and degrades (especially with short trips and fuel dilution). Debris clogs the oil pump strainer, the brake vacuum pump filter, the turbo oil feed and the variable valve timing solenoids. Stellantis announced compensation for affected owners in 2025.

Check for the garage

Measure the belt through the oil filler opening with the manufacturer's tool. Confirm whether the vacuum pump campaign was done.

Cost cited in the source

Vacuum pump: €500–800; belt with oil system cleaning: considerably moreA rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.6 HDi DV6 (Peugeot 207/308/3008/Partner, Citroën C3/C4/Berlingo; same engine as the Ford 1.6 TDCi)

Period mentioned

Approx. 2004–2015

Symptoms

Loud turbo whistle, power loss, blue or black smoke, oil that gets dirty very quickly. Before the failure, often a puffing or ticking from the cylinder head and an exhaust smell from an injector.

Possible cause described

The injector clamp bolts work loose, the gas leak forms carbon that gets into the oil and clogs the mesh filter in the banjo bolt feeding the turbo. The turbo is starved of oil. Replacing only the turbo does not fix it.

Check for the garage

Check injector bolt torque and carbon at their base, the turbo banjo bolt and the sump strainer.

Cost cited in the source

Turbo + full oil system cleaning: approx. €900–2,000 (estimate)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.5 / 1.6 / 2.0 BlueHDi with AdBlue (Peugeot, Citroën, DS, Opel)

Period mentioned

Approx. 2014 onwards

Symptoms

Emission system fault message and a “starting impossible in X km” countdown, AdBlue/UREA warning and engine light.

Possible cause described

Failure of the AdBlue tank pump module (circuit board, pressure sensor or heater) or of the AdBlue injector. The engine does not stop while driving, but once the countdown reaches zero it will not restart.

Check for the garage

Diagnose with Diagbox or equivalent: AdBlue pressure, flow test and tank temperature.

Cost cited in the source

Complete module or tank: approx. €600–1,500 (estimate)A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Engine / equipment

1.2 / 1.4 TSI-TFSI EA111 (Polo, Golf V/VI, Ibiza, Fabia, Octavia, Audi A1, Yeti, Touran…)

Period mentioned

2006–2014

Symptoms

Rattle on a cold start, engine light for timing deviation; if the chain jumps, the engine cranks but won't start.

Possible cause described

A narrow chain and a hydraulic tensioner that loses pressure: the chain stretches, often between 60,000 and 100,000 km. VW revised the chain, guides, tensioner and camshaft.

Check for the garage

Listen to a cold start and read the timing deviation values with VCDS. Ask for an invoice showing the revised kit was fitted.

Cost cited in the source

€800–1,500A rough figure from the original database, not an up-to-date quote.

Mileage cited in the database: 60,000–100,000 km. This is not a maintenance interval and does not predict a failure.

Sources from the original database