Recalls & faults: Peugeot A7 207 (2007-12)

Recalls: Peugeot A7 207

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: Peugeot A7 207

• In June 2008, a recall was issued for Peugeot A7 207 models manufactured from January 2007 to May 2007 fitted with the 1.6-litre naturally aspirated EP6 petrol engine and automatic transmission. In these models, the engine management software could potentially generate an unnecessary entry into ‘defect’ mode, severely restricting the engine’s power output (PRA 2008/10076).
• In December 2008, a recall was issued for Peugeot A7 207 models manufactured from February 2008 to June 2008 due to the engine relay unit being incorrectly specified and therefore vulnerable to deterioration over time. This could cause operating faults and, potentially, the failure of other equipment (PRA 2008/10531).
• In March 2011, a recall was issued for Peugeot A7 207 models manufactured from October 2010 to November 2010. In these vehicles, the rear brake caliper hose could come into contact with the rear suspension spring, causing the hose to wear. This could result in a loss of brake fluid and the ‘low brake fluid’ warning appearing on the multifunction display. For a list of the VINs for recalled  vehicles, please see PRA 2011/12407.
• In September 2011, a recall was issued for certain Peugeot A7 207 models manufactured from January 2011 to February 2011. In the affected vehicles, the battery’s negative cable was the incorrect length. This cable could break, causing the vehicle to stall and fail to restart.  For a list of the VINs for recalled  vehicles, please see PRA 2011/12800.
• In July 2012, a recall was issued for Peugeot A7 207 due to the battery earth cable dimensions potentially not meeting specifications, resulting in excess tension to the cable which may cause the cable to break. In turn, this could cause the vehicle to stall and not restart. For the VINs of the vehicles affected, please see PRA 2012/13226.
• In October 2012, a recall was issued for Peugeot 207 vehicles that were available for sale from 1 April 2010 to 31 October 2010. In these vehicles, the battery earth cable dimensions may not meet specifications, causing excess tension in the cable which could cause it to break. As a result, the vehicle may stall and not restart, posing a hazard to the driver and other road users. For the VINs of the vehicles affected, please see PRA 2012/13347.

Problems and faults: Peugeot A7 207

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.

Peugeot 207 GT and GTi (EP6DT/EP6DTS): ‘Prince’ engines, chain tensioners and timing chains

Overview

The 1.6-litre naturally aspirated and turbocharged ‘Prince’ petrol engines were jointly developed by PSA Peugeot Citroen and BMW. Prince engines produced prior to November 2011, however, have a history of problems with the timing chain tensioner – which is responsible for maintaining tension in the timing chain – and there are four different chain tensioner designs. While most timing chain tensioner problems have manifested in turbocharged Prince engines, naturally aspirated versions are also susceptible. To reduce the likelihood of problems, it is recommended that:

• Oil changes be performed annually or every 10,000 kilometres (whichever comes first); and,
• The oil level is checked regularly and that oil is added if necessary.

The following paragraphs describe the service bulletins issued by MINI for its Prince engines, though these are relevant to Peugeot and Citroen models since components for all Prince engines were manufactured at PSA’s Douvrin plant. In summary,

• Service Information bulletin SI M11 02 07 and Service Information bulletin SI B11 04 13 identify problems with the timing chain tensioner in 2006-09 N14 turbocharged engines (as used in MINI’s Cooper S and John Cooper Works vehicles). In particular, Service Information bulletin SI B11 04 13 describes a service action that was initiated for all N14 powered vehicles to inspect the chain tensioner; and,
• Service Information bulletin SI M11 03 11 applies to both naturally aspirated (N12 and N16) and turbocharged (N14 and N18) Prince engines that were produced up to November 2011. That bulletin describes how the material used for the timing chain tensioner seal ring was too soft and this could cause 1) a loss of tension in the timing chain and/or 2) an oil leak at the chain tensioner.

Based on Service Information bulletin SI M11 03 11 and reports from owners, AustralianCar.Reviews considers all Prince engines produced prior to November 2011 to be susceptible to timing chain tensioner problems.

2006-09 turbocharged Prince engines: rattle noise due to lack of timing chain tension

In September 2012, MINI issued Service Information bulletin SI M11 02 07 for the following –

• R55 Cooper S Clubman vehicles with N14 engines;
• R56 Cooper S vehicles with N14 engines; and,
• R57 Cooper S Convertibles with N14 engines

that were manufactured prior to 4 May 2009.

In these vehicles, there may be a rattle noise from the engine after cold starts, most often at the 1600-1800 rpm range, but also from 0-2000 rpm if the timing chain had stretched. Furthermore,

• The rattle noise occurred more frequently if the vehicle had been used to drive short distances; and,
• The outside temperature was around 15 degrees Celsius or below.

These symptoms were attributed to insufficient tension in the timing chain or the chain tensioner not having been bled sufficiently.

In determining whether the chain tensioner was to be replaced, the existing chain tensioner was to be removed and the distance from its end to the top of its main shaft was to be measured –

• If the distance was less than 72 mm and the rattling noise could only be heard between 1600-1800 rpm, then the chain tensioner was to be replaced with part number 11 31 7 607 551 (though part number 11 31 7 607 551 was not to be used if installing a new timing chain);
• If the distance was greater than 72 mm and the rattling noise was also present at idle, then the chain tensioner (part number 11 31 7 597 895), timing chain, guide rail, tensioner rail, sliding rail, crankshaft sprocket and bearing bolts (for the tensioner and guide rails) and were to be replaced.

2006-09 turbocharged Prince engines: lack of tension from timing chain tensioner on guide rail

In January 2014, MINI issued Service Information bulletin SI B11 04 13 for the following –

• R55 Cooper S and JCW Clubman vehicles;
• R56 Cooper S and JCW vehicles; and,
• R 57 Cooper S and JCW Convertibles

that had N14 turbocharged petrol engines and were manufactured up to May 2009. A service action, which had the code number ’61’, was also issued for these vehicles. AustralianCar.Reviews understands that this service action was initiated due to the high rate of chain tensioner problems in turbocharged Prince engines.

Inthese vehicles, the spring force applied by the timing chain tensioner to the timing chain guide rail could be too low – this was attributed to chain tensioner having inconsistent internal tolerances. Depending on the severity of the wear, this could lead to a rattling noise from the engine on cold starts or when the engine was idling.

As part of the service action,

1. The timing chain tensioner was to be inspected (between the intake tube and air filter housing). If the chain tensioner had a protruding boss or a flat head, it was to be removed. If it had a drilled head or a circular machined edge at the top, it was not to be removed;
2. Once removed, the distance from the end of the chain tensioner to the top of the main shaft was to be measured –
   • If this distance was less than 68 mm, the chain tensioner and sealing ring (part number 11 31 4 609 482) were to be replaced;
   • If this distance was 68 mm or greater, then the timing chain tensioner, sealing ring, timing chain, guide rail, tensioner rail, sliding rail, crankshaft sprocket and bearings bolts (for the tensioner and guide rails) were to be replaced. These items were all included in a Timing Chain Repair Kit (part number 11 31 8 623 601).

When replacing the timing chain module (guide rails), an inspection was to be carried out for missing or broken parts. If portions of or the entire guide rail(s) were missing, it is likely that they had migrated into the engine oil pan. If this had occurred, then the engine oil pan was to be removed so that the fragments could be retrieved; the engine oil and filter were also to be replaced.

Pre-Noevember 2011 Prince engines: timing chain tensioner seal ring

In April 2012, MINI issued Service Information bulletin SI M11 03 11 for the following –

• R55 Cooper and Cooper S Clubman vehicles;
• R56 Cooper and Cooper S vehicles;
• R57 Cooper and Cooper S Convertibles; and,
• R60 Cooper and Cooper S Countryman vehicles

with N12, N14, N16 or N18 engines that were produced up to November 2011.

According to the service information bulletin, the material used for the timing chain tensioner seal ring in pre-November 2011 Prince engines was too soft, and this could cause a loss of tension when the timing chain tensioner was tightened. AustralianCar.Reviews, however, considers that this design fault could cause a loss of tension over time, not just when the tensioner was tightened. From the service information bulletin, the softness of the timing chain tensioner seal material could cause:

• A rattling noise from the engine due to a loss of timing chain tension. If the timing chain tensioner was to be removed for repairs, then the new chain tensioner seal ring (part number 11 31 7 631 972) was to be installed; or,
• An oil leak at the timing chain tensioner. In some cases, the timing chain tensioner may only be hand-tight. In such cases, the timing chain tensioner was to be removed and the seal ring (part number 11 31 7 631 792) was to be replaced. The chain tensioner, however, was not to be replaced.

Peugeot 207 GT and GTi: EP6DT/EP6DTS engines, carbon deposits & misfires

For the Peugeot 207 GT and GTi, the 1.6-litre EP6DT and EP6DTS turbocharged petrol engines (respectively) are susceptible to developing carbon deposits on the back of the intake valves. Since direct injection engines – such as the EP6DT and EP6DTS – do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up as occurs in port injected engines.

Jointly developed by PSA Peugeot Citroen and BMW, the 1.6-litre ‘Prince’ engines were also used in MINI models. In September 2012, MINI issued Service Information Bulletin SI M12 02 10 for MINI models that had N14 ‘Prince’ engines, noting that excessive carbon deposits on the intake valves/ports could cause the following symptoms –

• Illumination of the ‘Service Engine Soon’ (MIL) lamp;
• Rough running when the engine is cold or warm; and,
• The following misfire faults: 2771, 2772, 2773, 2775, 2776, 2777, 2779, 277A, 277B, 277D, 277E, 277F – ‘Combustion misfire, cylinder 1..4’. This may appear with faults 2781, 2782 or 2783 – ‘Combustion misfire, multiple cylinders’.

The engine may also be difficult to start or not start at all.

The service bulletin recommended that ‘BMW Group Carbon Blaster’ (part number 81 29 2 208 034) be used to clean the carbon deposits. As a preventative measure, MINI USA recommended that ‘BMW Group Fuel Injection and Induction System Cleaner’ be used annually on N14-powered vehicles to prevent carbon buildup.

Peugeot 207 GT and GTi: thermostat housing coolant leak

For the Peugeot 207 GT and GTi models that were powered by the 1.6-litre ‘Prince’ EP6DT and EP6DTS engines, the plastic thermostat housing could become brittle over time and develop hairline cracks that allowed coolant to leak and pool on top of the transmission – these leaks often became apparent after 80,000 kilometres, though individual experiences could vary. As a result of the coolant leakage,

• A Diagnostic Trouble Code (DTC) relating to the thermostat heater control circuit may be stored because the coolant temperature sensor no longer functioned;
• The engine may take longer to reach operating temperature; and,
• The engine may overheat.

Peugeot 207 GT and GTi: high pressure fuel pump (HPFP) failure

For the Peugeot 207 GT and GTi, the high pressure fuel pump (HPFP) for the 1.6-litre EP6DT and EP6DTS ‘Prince’ engines was susceptible to failure. Symptoms of a deteriorating high pressure fuel pump included:

• Occasional failure to start since fuel rail pressure did not reach the required 5.0 bar;
• A rough idle once the engine started;
• The engine may ‘surge’ while the vehicle was being driven; and,
• Illumination of the ‘check engine’ light.

To fix, the high pressure fuel pump had to be replaced.

Peugeot 207: 1.6-litre diesel engine

• For Peugeot A7 207 models with the 1.6-litre turbo-diesel engine, the end of the plastic dipstick can break and drop into sump, requiring the sump to be removed in order to retrieve it.
• For Peugeot A7 207 models fitted with the 1.6-litre turbo-diesel engine, the Eolys fluid used to regenerate the diesel particulate filters was stored in a container inside the rear wheel arch – there were reports of the container splitting and leaking fluid. Please note that safety precautions should be taken when dealing with the fluid.