Audi A3: 1.2 TFSI 105 (petrol) and 2.0 TDI 140 (diesel)

Since 2008, the Audi A3 has used gasoline units under the TFSI brand, equipped with a timing chain. If the 1.4, which appeared in 2008, improved in 2010, then the 1.2 with a capacity of 105 hp. suffered chain problems until decommissioning in 2015. It weakens and can break due to premature wear of the tension rollers. In the diesel engine, the name 2.0 TDI 140 originally denoted a pump-injector engine with a porous cylinder head. In 2008, it was time for the Common Rail injection unit, which could hardly be more reliable. Flywheel, water pump, EGR valve, many problems and expensive.

BMW 3 series: diesels 2007-2012

Since 2007, the 3 Series has used the N47 block on its four-cylinder diesels and the N57 on its six-cylinders. Station: Their distribution chain is fragile and can break. Despite improvements in 2012, we are still reporting incidents with 2013-2014 vehicles. In a word, it is difficult to recommend the diesel 3 series “E90” (2005-2013).

Citroën DS 3: 1.6 THP 150/156 (petrol)

The fruit of a collaboration between PSA and BMW, this engine is used in the Mini R56 in the Cooper S. Same problems, same consequences, with a timing chain that works even leading to engine failure.

Dacia Sandero: 1.4 MPI LPG

On paper, it’s a no-risk combination, perfect for a tight budget. Combining the well-known and reliable 1.4 with a dual-fuel engine, this version has a lot to please. Unfortunately, the wear of the gas tank (external corrosion) leads to a repeated technical inspection, which requires the replacement of the part (from 1,500 euros to 1,800 euros).

Dacia Duster: 1.2 TCe (petrol) and 1.5 dCi 110 up to 2013 (diesel)

In fact, Duster had to make do with “old” units, inefficient and greedy, for a long time. Therefore, the appearance of 1.2 TCe was eagerly awaited. Unfortunately, its faulty segmentation, which leads to the risk of engine failure, makes it impossible to buy, especially since the modifications made proved ineffective. On the diesel side, the first 1.5 dCi 110 suffered from a faulty oil pump, with a safety valve that had a tendency to break. An unlubricated engine can break (€8,000).

Fiat 500: diesels

In diesel, the Italian chip uses a 1.3 Multijet. In addition to problems with the timing chain (€1,500) and injectors (€500 to €700 each), this unit suffered numerous engine failures due to the particulate filter. The re-injection of diesel fuel during the DPF regeneration phases forces fuel into the cylinders, causing the oil level to rise above the maximum.

Mercedes C-Class: 2.2 diesels before 2011

We regret the numerous confiscations of injectors (we estimate between 500 and 700 euros per unit) on 2.2 diesels (which are equipped with versions 180, 200, 220 and 250 CDI) before 2010, but also leaks at the water pump level (from 600 up to 800 euros). With the restyling carried out at the beginning of 2011, everything is back to normal.

Mini Hatch: Cooper S before 2014 (petrol)

Born with 1.6 175 hp, developed in collaboration with Peugeot-Citroën, The 3-door version of the Mini Cooper S has been talked about for the wrong reasons. Despite the improvements made during the transition to 184 hp. in 2010, this unit had its own timing chain that would loosen and shift.

Nissan Qashqai: 1.2 DIG-T (petrol) and 1.5 dCi up to 2014 (diesel)

In fact, the first Qashqai had a quiet career with the proven 1.6 and 2.0. That all changed in 2014 with the introduction of the 1.2, which is none other than Renault’s 1.2 TCe. Here too, defective segmentation makes it a mechanism to be absolutely avoided. The 1.5 dCi diesel also has numerous engine failures. There are problems with the injector and damage to the turbine.

Peugeot 208: 1.6 VTi (petrol) and 1.6 BlueHDi (diesel)

In the gasoline version, the first 208 began its career with the 1.6 VTi 120, which was already known under the hood of the 207 and other DS 3. Unfortunately, without overcoming the problems of the cylinder head and distribution, which ruined the lives of some owners. The 1.6 BlueHDI diesel engine suffers from AdBlue system failures, which are now well known in the Stellantis group.

Peugeot 3008: 1.6 BlueHDi (diesel)

Like all models of the group working on this unit, the 3008 (first and second generation) suffered numerous failures related to the AdBlue system. A deformed tank, a faulty sensor, a faulty pump, these problems often result in replacing the entire tank, saving around €1,500.

Renault Clio: 1.5 dCi until 2011 (diesel)

After a difficult start marked by engine failures on the Clio 2, The 1.5 dCi seemed better equipped to cover the kilometers under the hood of the Clio 3. Unfortunately, injection problems (dust in the circuit causing the injectors and pump to seize, resulting in a bill of around €2,500) plagued this engine until 2010.

Renault Captur: 1.2 TCe (petrol)

Along with the 0.9 TCe, a 90 hp three-cylinder engine, the 1.2 TCe 120 disappointed. The reason is segmentation, which causes frequent over-consumption of oil, which can lead to engine failure. But that’s not all: faulty detonation detection, a weak timing chain, this unit should definitely be avoided.

Renault Espace: 1.6 dCi 160 (diesel)

After the troubles experienced by the 2.2 dCi in the 2000s, the Espace 4 redeemed itself with a 2.0 dCi that was finally trustworthy. The appearance of opus 5 should have confirmed this return to reliability, but it did not. Thanks to two turbochargers, which often cause problems, the 1.6 engine with a capacity of 160 hp. also turns out to be very fragile and often breaks.

Volkswagen Polo: 1.2 TSI 105 (petrol)

On paper, the 1.2 TSI 105 seems like the best choice if you’re aiming for a petrol Polo 5. Unfortunately, this attractive engine, which arrived in 2010, uses a fragile timing chain.

Volkswagen Golf: 1.2 TSI 85/105 (petrol) and 2.0 TDI 140 (diesel)

On gasoline, the Golf 5 suffered breakdowns with the 1.2 TSI, but also with the 1.4, until 2014. In diesel, and like all models of the VW group, the Golf 5 used TDI equipped with pump injectors. Unfortunately, the reliability of these units was tested (turbo, EGR valve, flowmeter), the 2.0 TDI added a porous cylinder head and damaged flywheel. A problem that persists on the 2.0 with the Common Rail injection system that replaces it on the Golf 6.

Read also:

EGR valve: presentation and operation

Turbo: our tips for saving it

How does a particulate filter work?