1.6 and 2.0 MultiJet II engine: faults and reliability

• 1.6 MultiJet II (90-130 hp, 2006-2024)

  since 2006 · 90–130 hp

  With caution

  It is a mechanically sound engine if maintenance is kept up, but with known faults worth checking: the timing belt tensioner may need replacing before the official interval and the EGR valve clogs easily in urban use. A reasonable buy with a verifiable service history and after checking these points.^[1][2]

• 2.0 MultiJet II (120-170 hp, 2008-2024)

  since 2008 · 120–170 hp

  With caution

  It shares the same weak points as the 1.6 in the timing belt, EGR and particulate filter, with the addition of a turbo and a dual-mass flywheel that work with more torque in the higher-output versions. Recommended with a service history and after checking these components.^[3][4]

Buy: No known serious faults, or they have already been corrected, in this version. With caution: Worth buying if something specific is verified: history, a replaced part or a completed campaign. Avoid: High risk of a serious fault that is hard to check for or prevent.

1. 1High severityCommonFrequency: CommonEmissions controlSaturated diesel particulate filter (DPF) from incomplete regenerationsIn urban use with short journeys, the particulate filter does not manage to complete its regeneration and becomes saturated; garages recommend a weekly motorway run to avoid it. The filter itself is among the weak points flagged in the 1.6 and 2.0 MultiJet II after a certain mileage.
2. 2Critical severityOccasionalFrequency: OccasionalTimingEarly tensioner wear and risk of timing belt failureYes: the tensioner can lose tension before the official 120,000 km interval, with a flapping noise that, if ignored, can end in the belt snapping and the valves hitting the pistons. Several garages recommend bringing the change forward to around 90,000 km in mixed use.Repair (garage): €420–€550Appears at around 90,000 km
3. 3Medium severityCommonFrequency: CommonEmissions controlEGR valve blocked by soot in urban useYes: the EGR valve builds up soot with urban use and short journeys, which causes loss of power and turns on the engine fault warning light. It is one of the most frequently cited faults of this engine in both the Jeep Renegade and the Fiat Doblò.Repair (garage): €200–€500
4. 4Medium severityOccasionalFrequency: OccasionalInjectionInjector faults and DPF particulate sensor failureIn some batches, a fault in the injection system or in the DPF particulate sensor turns on the engine fault warning light. In the Fiat Doblò, worn injectors or injectors with poor atomisation are also cited as a cause of power loss, higher consumption and black smoke when accelerating.
5. 5Medium severityOccasionalFrequency: OccasionalClutchDual-mass flywheel wear in manual versionsThe dual-mass flywheel on manual versions is one of the weak points flagged in the 1.6 and 2.0 MultiJet II after a certain mileage. When it wears it causes vibrations and metallic noises at idle and when using the clutch, and replacing it is not cheap.

Severity colours: low, medium, high, critical. How we rate them

Manufacturer

Fiat (hoy Stellantis)

Fuel

Diesel

Displacement

—

Cylinders

4

Fuel system

Turbo

Injection

Common rail

Timing

Timing belt (dry)

Power

90–170 hp

Peak torque

360 Nm

Production

since 2006

Makes

Fiat, Jeep and Alfa Romeo

Technical data^[5][6][7]

1. since 2006

   1.6 MultiJet II (90-130 hp, 2006-2024)

   A 1,598 cc engine with Multijet common-rail injection and a toothed timing belt; it has been offered in versions from 90 to 130 hp depending on the model and market. Since the 2019 update, the units fitted to the Jeep Renegade have an SCR system with AdBlue to meet the Euro 6d-Temp standard.^[5][7]

2. since 2008

   2.0 MultiJet II (120-170 hp, 2008-2024)

   A 1,956 cc version introduced in 2008 with higher injection pressure and several injections per cycle compared with the previous generation of Multijet; double overhead camshafts and a compression ratio of 16.5:1, in outputs from 120 to 170 hp.^[5]