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Hasan Can Midi
AuthorHasan Can Midi

Don't Buy a Used 1.3 Multijet Before Reading This: Common Problems & Fixes

Don't Buy a Used 1.3 Multijet Before Reading This: Common Problems & Fixes

In the automotive world, some engines are more recognized than the cars they power. The 1.3 Multijet is exactly that kind of engine. Developed through a partnership between Fiat and General Motors (GM), and widely known as the 1.3 CDTI in Opel and Vauxhall models, this unit stands out for its durability.

But is it truly flawless? Before buying a used Fiat, Opel, Lancia, Alfa Romeo, or any other car equipped with this engine in Europe, knowing its working characteristics, common problems, and what to pay attention to can save you a lot of trouble.

In this article, we examine the 1.3 Multijet engine with all its technical details in the simplest way possible.

1.3 Multijet Engine Specifications

Although it is marketed as a 1.3-liter engine, the exact displacement is 1248 cc. It features a 4-cylinder and 16-valve (DOHC) architecture. General specifications include:

  • Production Years: It was first introduced in 2003. Due to increasingly strict European emission regulations like Euro 6d-Final and Euro 7, its production for passenger cars ended around 2021-2022, being largely replaced by hybrid powertrains.
  • Power Options: Depending on the year and trim level, it was produced with different power outputs: 70 HP, 75 HP, 85 HP, 90 HP, and 95 HP.
  • Torque Values: It provides between 170 Nm and 200 Nm of torque, depending on the type of turbocharger used (fixed or variable geometry).

Which Years of the 1.3 Multijet Are the Most Reliable?

Throughout its production life, the engine received updates focused mostly on the injection system and emissions rather than major hardware changes. We can divide its development and reliability into two main versions:

  • Multijet I (2003 - 2009): These are the first engines of the series, generally producing 70 to 75 HP. Since they lack complex emission control systems like a Diesel Particulate Filter (DPF), they are mechanically very simple. Clogging issues are rare. However, they run louder than the newer generations and utilize older technology.
  • Multijet II (2009 Onwards): Starting in 2009, the injection system was completely renewed. The new injectors became capable of making up to 8 precise injections per combustion cycle. Thanks to this update, engine noise decreased, fuel efficiency improved, and the performance (torque curve) became much better.

If you don't mind the possibility of DPF clogging from heavy city driving, the 95 HP Euro 6 Multijet II produced after 2015 is the quietest, most up-to-date, and most efficient engine in this series.

What Are the Common Problems of the 1.3 Multijet?

By its general design, it is not a problematic engine. With proper maintenance, it can last for many years. However, here are some common malfunctions usually caused by neglect or improper use:

  • Timing Chain Stretch: Instead of a rubber timing belt, this engine uses a single-row metal timing chain. The tensioner that keeps the chain tight is hydraulic, operating on oil pressure. When the engine oil is changed late or low-quality oil is used, the tensioner fails to function properly, and the chain stretches over time. While this issue usually doesn't appear until 200,000 km in well-maintained cars, it occurs around 100,000 - 150,000 km in neglected vehicles. If you hear a metallic rattling sound for 3-4 seconds when starting a cold engine, it is time to replace the chain kit. If ignored, the chain will snap and cause severe engine damage.(Timing chain sound)
  • Injector Base Leak (Copper Seal Failure): This is commonly seen in vehicles that have passed 120,000 km. The thin copper seals located where the injectors sit on the engine block wear out over time. When you open the hood, you will smell raw exhaust or diesel fuel. Additionally, a periodic "chuff-chuff" air leaking sound can be heard while the engine is running. Replacing the seals is cheap, but if the repair is delayed, carbon builds up in that area, making it very difficult to extract the injector later.(Sound)
  • EGR and DPF Clogging: When this small-displacement diesel engine is constantly used in stop-and-go city traffic at low RPMs, it cannot heat the exhaust gases sufficiently. Over time, this causes the EGR valve to fill with carbon and the Diesel Particulate Filter (DPF) to clog. The car will lose power, and the engine check light will turn on.

Does the 1.3 Multijet Engine Consume Oil?

If the engine is healthy and maintained on time, it is not expected to burn oil. However, in high-mileage vehicles (over 300,000 km) with a worn turbocharger and aging piston rings, an oil consumption of up to 1 liter per 10,000 km maintenance cycle can be observed.

What Engine Oil Does the 1.3 Multijet Use?

Oil selection is highly critical for the health of this engine and the lifespan of its timing chain. The required oil varies depending on the emission class of the vehicle:

  • Euro 5 and Euro 6 Engines (With DPF): A fully synthetic, low-ash (ACEA C2) engine oil with a 5W-30 viscosity must be used. Fiat's specific approval code for these engines is 9.55535-S1. Using a standard oil without C2 approval will cause the DPF to clog very quickly.
  • Euro 4 Engines (Generally Without DPF): According to factory data, a 5W-40 fully synthetic oil should be used (Fiat approval code: 9.55535-N2 / M2).

What to Look for When Buying a Used 1.3 Multijet?

When inspecting a used 1.3 Multijet vehicle, following these steps will be highly beneficial:

  • Cold Start Check: Make sure you are the first one to start the car when the engine is completely cold. Listen carefully to see if there is a metallic chain noise (rattling) during the first few seconds of startup.
  • Oil and Blow-By Check: It is normal for diesel engines to emit a slight vapor when you pull the oil dipstick while the engine is idling. However, if oil droplets are splashing out from the tube or thick smoke is coming out, there might be a compression leak in the cylinders.
  • Turbo Sound: A slight whistling sound when accelerating is normal. But if the sound is very high-pitched, disturbing, or resembles a police siren, it means there is excessive play in the turbocharger blades.
  • Computer Diagnostic (OBD): In addition to a mechanical inspection, have the vehicle connected to an OBD scanner to check the DPF soot accumulation level and the injector correction (deviation) values. Injectors with high deviation values will require an expensive rebuild in the future.

Should You Buy a 1.3 Multijet?

In short, yes, it is absolutely a solid buy. Compared to today's highly sensitive engines packed with complex sensors, the 1.3 Multijet stands out with its basic mechanical solidity.

Since it was co-developed by Fiat and GM, this engine was used in millions of cars across Europe—not just Fiats, but also Opels, Vauxhalls, Alfa Romeos, Lancias, Suzukis, and even Ford models. Because of this massive production volume, spare parts are highly accessible and affordable anywhere in Europe, and almost every local garage or mechanic is very familiar with repairing it.

The most important factor here is the maintenance history rather than the mileage on the dashboard. A 1.3 Multijet that has been serviced on time with high-quality, correctly specified oil will serve without issues for many years. A clean 1.3 Multijet with a known history and good pre-purchase inspection results can be chosen with complete peace of mind.

Frequently Asked Questions

Yes, it's a solid choice. With proper maintenance, it can serve reliably for many years, offering low fuel consumption, affordable parts, and widespread service availability.
The most common issues are timing chain stretch, injector base leaks (copper seal failure), and EGR/DPF clogging. Most can be prevented with regular maintenance.
The 95 HP Euro 6 Multijet II versions produced after 2015 are the quietest, most up-to-date, and most efficient. Pay attention to DPF clogging possibilities.