The latest generations of downsized engines, sharp, powerful in relation to their displacement, equipped with sophisticated pollution control systems, have always scared people in terms of their reliability.
And if, in the end, most do not pose any problems, there are some which, in fact, have proven to be unreliable, or decked out with significant congenital flaws.
We have already mentioned on Caradisiac the “Motorgate”, which affects Renault’s 1.2 TCe. It’s the downsized engine that has the most problems, and that’s why we started with it. And the commentators to shout that we were “pro-PSA”, since we were not talking about the 1.2 Puretech. As if we were partisans! But rest assured, Caradisiac is not, nor is your servant. And there was already talk at the time of talking about the 3-cylinder engine of the late PSA group, which became Stellantis. It just took a little patience!
The question also remains the same as for the Renault TCe: should you avoid an opportunity equipped with this engine? Or is it now possible to acquire one? Have the issues been resolved? We will see this together.
1.2 Puretch PSA/Stellantis: what are the concerns?
It should be noted to begin with that the problems with this engine are only observed for the 110 hp turbo variants (EB2 DT “HNZ” engine code) and 130 hp (EB2 DTS “HNY” code). The 82 hp atmospheric versions are officially spared. But this does not completely rule out the risk, there are testimonials, but this however falls to a “normal” frequency.
The main problem concerns the premature wear of the timing belt, which disintegrates and whose particles which come off can clog the lubrication circuit, and that of the braking assistance.
This happens most often on units that travel few kilometers annually, and especially in town.
More precisely, these short runs, these frequent stops and starts, cause the engine oil to be diluted by droplets of unburned fuel, which descend along the walls of the cylinders. Thus, the deteriorated oil becomes aggressive and abrasive for the timing belt, which bathes in it (it is a timing belt with oil bath lubrication). Its back, made up of a strip of reinforcing fabric, disintegrates, and the pieces come to pollute the engine oil, and possibly clog the vacuum pump, the solenoid valves of the variable timing, or the strainer (filter) of the pump oil.
The consequences are multiple: if the vacuum pump clogs, braking assistance can be lost, which poses major problems, as you can imagine. It then takes a Herculean force to brake. We can also observe lubrication problems (loss of oil pressure) or fouling of the camshafts and valves.
A recall is organised: 220,000 cars in France
But it was the risk of loss of braking assistance that forced PSA/Stellantis to initiate a recall action.
Launched in November 2020, it concerns 220,000 cars in France and nearly 500,000 worldwide. The Peugeot (JZR code reminder), Citroën and DS (HFC code reminder), equipped with the 1.2 Puretech 110 hp or 130 hp, and manufactured between March 2013 and April 2017 are recalled.
Indeed, on this last date, PSA modified the timing belt reference, solving the problem on the production line.
During this recall, checks are carried out (checking the width of the belt, checking the oil pump strainer). Only if the belt is not compliant, it is replaced as well as the vacuum pump. If in addition the oil pump strainer is a little clogged, it is cleaned, the oil pump solenoid valve replaced, the variable timing solenoid valves cleaned or replaced, the hollow screw of the turbo lubrication tube changed and of course the vacuum pump and all distribution replaced.
If the strainer is completely clogged, the oil pump is also replaced.
And in any case, a reprogramming of the engine computer is carried out, for, according to the terms of the recall “update the engine ECU in order to improve the diagnosis of the braking assistance system and avoid any risk of reduction or loss of braking“. Understand by this that the car will turn on the oil pressure loss warning light earlier on the dashboard to signal a problem.
What consequence with the recall?
Following this recall, PSA/Stellantis indicated that in the end, only 6% of the recalled models were affected by the disintegrated belt problem. And the occurrence percentages were even lower for other worries (1% to less than 0.1%).
But the models not affected at the date of the recall may have experienced the problem later, unfortunately. To overcome this, Peugeot, Citroën and DS have also lowered the maintenance intervals. Thus, from December 2020, the revisions have become annual for models traveling less than 10 km per day and less than 15,000 km per year, and the replacement of the timing belt must be done every 6 years or 100,000 km, instead of 10 years and 180,000 km.
Full coverage or not?
Models that have been recalled have had operations fully supported, this is always the case during a safety recall. But some copies experienced the problem, after recall, or were not in the 220,000 copies that were to go back to the workshop. From January 2021, Stellantis has therefore set up a support grid, with 100% of the costs assumed by the brands concerned, if the problem of a belt that disintegrates occurs before 6 years or before 100,000 km.
Is the problem completely solved?
As we have said, the timing belt reference changed in April 2017, and since December 2020, the belt replacement recommendations, but also the service intervals for small rollers have been modified. However, are the copies after April 2017 free of any worries?
Not really, since the testimonies concerning later models are still numerous. Even the new 208 and the nouveau 2008 can apparently know the concern. But in smaller proportions, and with a support grid, as we have seen.
Should we then buy a second-hand one equipped with the 1.2 Puretech?
Objectively, the problem is less widespread than that which affects Renault’s 1.2 TCe. And PSA/Stellantis reacted faster and more clearly.
Today, on a recalled vehicle, and as long as the maintenance is done regularly and according to the manufacturer’s recommendations, there is no longer a big risk in buying second-hand.
On newer models, like the latest 208 or the 2008 II, the risk exists but it is low. It will be assumed by the brand if necessary, if this happens before 6 years or 100,000 km. It is just important to stay in the network for the interview, and to follow the recommendations to the letter.
Where it’s more “touchy” is for models manufactured between March 2013 and April 2017, which were recalled, but considered unaffected by the issue. These have an increased risk of seeing the problem come to an end. These are models to be monitored particularly, during interviews (systematic belt control, this is also provided by Peugeot), especially if you leave the manufacturer’s network. But here again, if the maintenance has been followed according to the recommendations, the brand will take care of any possible problem, within the limits set by the care grid.
This is for theory, because sometimes you have to fight hard with the customer relations service, when the interview has been done outside the network.
In any case, you can, as a buyer, discuss the risk that accompanies the purchase of such a model, and negotiate the price accordingly. But the battle promises to be arduous. Because the observation is that the Peugeot and DS opportunities keep high ratings, despite this potential concern. It’s the same at Citroën, even if to a lesser extent.
It is necessary in any case, it is imperative, to buy a perfectly maintained model, if possible in the manufacturer network. This maximizes the chances of being taken care of, if by bad luck the problem occurs.
Concern distribution 1.2 Puretech 110 hp/130 hp: all models potentially concerned:
At Citroën: C3 II, C3 III, C4 II, C4 Picasso II, C4 Cactus, Berlingo II, Berlingo III, C3 Picasso, C3 Aircross, C4 Space Tourer
At DS: DS 3, DS 3 Crossback, DS 4
At Peugeot : 208, 208 II, 2008, 2008 II, 308 II, Partner II, Rifter, 3008, 3008 II, 5008, 5008 II
Chez Opel : Crossland X, Grandland X, Corsa VI, Mokka II
At Toyota: ProAce City
The story seems much more complex than what is shown in the text that aims only at what the manufacturer says and it is not completely correct, there are at least 4 versions of the belt, the last one in the models left from the factory from 07-2022, on face book, on French, there is a page on the subject and an attempt at collective action, that should have the author take a look at it with a critical eye.