Recalls: Alfa Romeo MiTo
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Alfa Romeo MiTo
2012 Alfa Romeo MiTo: brake booster piping connector
In April 2016, a recall was issued for 2012 Alfa Romeo MiTo vehicles because the brake booster piping connector may not comply with the applicable standards. The brakes may therefore not function properly, thereby increasing the risk of a collision (PRA 2016/15318).
2012-13 model year Alfa Romeo MiTo: front passenger airbag could be deactivated
In June 2019, recall campaign 6236 was issued for 2012-13 model year Alfa Romeo MiTo vehicles due to incorrect software that could allow the driver to deactivate the passenger side airbag. If the front (dashboard) passenger side airbag was deactivated, this could increase the risk of injury to the front passenger in the event of a collision. For the VINs of the recalled vehicles, please see PRA 2019/17551.
Problems and faults: Alfa Romeo MiTo
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
2011-12 Alfa Romeo MiTo: MultiAir unit failure
For Alfa Romeo MiTo vehicles with ‘MultiAir’ petrol engines manufactured prior to November 2012, there have been reports of failures for the MultiAir variable valve lift and timing unit. Specifically, it is understood that the piston which the cam lobe pushes against can become unseated from the machined aluminium of the MultiAir unit – this causes a loss of pressure within the affected cylinder; that cylinder then experiences low/no compression because the intake valves for the cylinder are not opening. The video below shows a failed hydraulic piston for cylinder 1.
Symptoms of a failed MultiAir unit include:
- A louder than normal tappet-like noise when the engine is running;
- Rough running and misfires (due to a lack of compression the cylinder with the faulty piston);
- A ‘check engine’ warning; and,
- The stop/start system being disabled (apparent from the ‘stop/start unavailable’ message).
While the incidence of MultiAir unit failures varies, they have more commonly been experienced at around 3 years or 30,000 to 40,000 kilometres.
It is understood that the MultiAir unit has undergone revisions since it was first introduced, including a revision in October or November of 2012. AustralianCar.Reviews is not aware of MultiAir unit failures where vehicles have been properly serviced and the unit has been manufactured after October/November 2012.
To minimise the risk of MultiAir unit failure, it is important that the engine oil is:
- Maintained at its proper level. The owner’s manual recommends that the engine oil level should be checked every 3,000 kilometres and topped up if required. Furthermore, the MultiAir units are understood to be susceptible if engine oil is over-filled;
- Changed appropriately. While the service schedule states that the engine oil should be changed every 24 months or 30,000 kilometres, it also notes that ‘[i]f the car is mainly used in cities or travels less than 10,000 km a year, [then] change the engine oil and filter every 12 months‘; and
- Replaced with the correct type of oil. For the MultiAir petrol engines, SELENIA SAE 5W-40 ACEA C3 grade totally synthetic lubricant (FIAT 9.55535-S2 certification) is specified in the owner’s manual.
Alfa Romeo MiTo 1.4 TB: M32 transmission bearing failure
Symptoms of worn bearing
For Alfa Romeo MiTo 1.4 TB and 1.4 TB MultiAir vehicles, the bearing on top of the sixth gear in the M32 manual transmission is susceptible to wear and, eventually, failure. Symptoms of a worn bearing include –
- Gearstick movement: when disengaging the clutch in 1st gear and pulling away – while holding the gearstick – the gearstick may move back into your hand by around 10 to 20 mm (the greater the movement, the worse the bearing wear). After further wear, this movement may also occur when the transmission is in fifth or sixth gear;
- A whining noise in 1st, 2nd, 5th and 6th gear: a whining noise may be heard from the glovebox area when driving in 1st, 2nd, 5th and 6th gears. In particular, a whining noise may be heard when driving at highway speeds in sixth gear and the accelerator is pressed; and,
- A whining noise in all gears: a whining noise – which is proportional to vehicle speed – may be heard in all gears regardless of whether the clutch is engaged or disengaged.
Explanation of symptoms
The bearing which is susceptible to wear sits on top of the output shaft that is responsible for gears 1, 2, 5 and 6 – this is why these gears exhibit the symptoms described above. For these symptoms,
- It is wear of the bearing rollers which causes them to be loose and have excessive play (see video below; the HSV VXR also had the M32 transmission). This, in turn, causes movement in the gearstick since the gear linkage is connected to an internal selector, and bearing wear causes the shaft inside the gearbox to move up and down when power is applied. The shaft then moves the selector ring which feeds back to the gearstick; and,
- Whining noises are caused by pitted pinion bearings which may be due to metal fatigue. It is understood that M32 transmissions produced from 2010 to 2012 are more susceptible to pitted pinion bearings since General Motors replaced the Timken and SNK bearings with FAG and NGBC bearings.
Cause of bearing wear
The primary cause of bearing wear is inadequate lubrication and subsequent overheating – this may be attributed to:
- The design of the M32 transmission: while the original M32 transmission was introduced in 2004, a revised ‘Generation 2’ M32 transmission was introduced for the 2012.5 ‘model year’ (though some vehicles were not fitted with the revised transmission until 2013). The ‘Generation 2’ M32 transmission had:
- Revised end casings in which there was an oil feed to the output shaft end bearing that passed through the input shaft end bearing; and,
- Larger bearings (62 mm compared to 55 mm) with greater surface area.
- Oil overheating: if the gearbox oil overheats, it will no longer conform to its specifications and adequately lubricate the bearings; and,
- Inadequate servicing: oil deteriorates over time and needs to be replaced according to the scheduled service intervals.
Management and ‘clutch slip’ warning
When the driver becomes aware of the symptoms above, it is recommended that 5th and 6th gears are avoided and the 3rd and 4th gears are used instead since this transfers the engine’s torque to the other output shaft and takes the load off the worn bearing.
If the worn bearing is not replaced, the outer bearing race can start to spin and wear the casing. Eventually, this can punch a hole in the casing, the bearing may collapse, the rollers can release and cause damage to the gears – if this occurs, the entire transmission has to be replaced. Owners have described clutch slip as a warning that the bearing is about to collapse.
Repair options
In repairing the M32 transmission, the standard replacement option is to replace all six bearings – this includes the faulty ‘6th gear’ bearing, the 4th gear output shaft bearing, both input shafts and both pinion bearings. This requires removal of both input and output shafts/gears sets, and replacing the inner and outer races. Since this method does not address the lubrication deficiencies of the original M32 transmission, however, it is recommended that the ‘Generation 2’ casing with larger bearings be fitted. To install the ‘Generation 2’ casing, the entire gearbox has to be removed.
For further information about the M32 transmission, please see:
- Eco Torque UK: M32 Gearbox – uprated bearings and end casing;
- Tech 2 Guru: Vauxhall M32 six-speed manual transmission; and,
- WG Motor Works: M32 Gearbox.
Alfa Romeo MiTo: failed alternator or alternator belt
For Alfa Romeo MiTo’s original windscreen scuttle (or cowl), water from the windscreen could drain onto the alternator belt and enter the alternator. As a result, the alternator belt or the alternator itself could fail. It is understood that a revised scuttle was introduced in late 2009 which re-routed the drain to prevent this from occurring.
Alfa Romeo Mito: failed rear shock absorbers
For the rear suspension, there have been reports of rear shock absorbers failing; the shock absorbers should therefore be checked for signs of leaking oil.
