The turbocharged version of the C3 Mk3 brings 110 hp from the EB2DT three-cylinder, offering adequate motorway performance from a small supermini. Available with a 6-speed manual or EAT6 automatic, it sold well across Europe as the range-topping petrol option. The PureTech 110 shares the same wet timing belt design as the naturally aspirated 82 hp version but adds turbo-specific concerns including LSPI, vacuum pump failure affecting braking, and higher thermal stress.· more· less
Comfortable ride for its classGood motorway performance at 110 hp
Wet timing belt is a major riskTurbo adds vacuum pump and LSPI concerns
Buy if: You want a comfortable, well-equipped supermini and can verify the timing belt has been replaced or is within its service window with documented oil changes.
Avoid if: The timing belt history is unknown, you only do short urban trips, or you cannot tolerate the need for regular oil level checks between services.
Price & maintenance
Used price
€12,000
median asking price, typically 55,000 km
Typical range€9,700 – €14,000
Kilometres drivenAll
Maintenance cost
€750 – €1,400/year
at 15,000 km/year
Fixed costsservice, tyres, brakes€400 – €700 /yr
Risk bufferunplanned repairs€350 – €700 /yr
Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.
Ownership costs
Maintenance assumes 15,000 km a year. Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.
Used price
€12,000
Typically €9,700 – €14,000, at around 55,000 km.
Kilometres driven
Maintenance
€750 – €1,400per year
€400 – €700
service, tyres, brakes
€350 – €700
repair buffer
Price & maintenance
Used price
€10,900
median asking price, typically 55,000 km
Typical range€9,000 – €12,500
Kilometres drivenAll
Maintenance cost
€750 – €1,400/year
at 15,000 km/year
Fixed costsservice, tyres, brakes€400 – €700 /yr
Risk bufferunplanned repairs€350 – €700 /yr
Price estimates are based on French asking prices. Prices and costs vary by vehicle condition and location.
Ownership costs
Maintenance assumes 15,000 km a year. Price estimates are based on French asking prices. Prices and costs vary by vehicle condition and location.
Oil-immersed timing belt deteriorates, shedding particles that clog oil galleries and can cause engine seizure · more· less
The EB2DT engine uses a timing belt running in engine oil, a design intended to reduce noise and friction. Over time, fuel dilution and oil degradation attack the belt rubber, causing it to swell, crack, and shed particles. These particles clog the oil pickup strainer, variable valve timing solenoids, and oil galleries, triggering oil pressure warnings during braking or cornering. In the worst case, the belt snaps and causes catastrophic valve-piston contact. PSA originally specified a 180,000 km replacement interval, later reduced to roughly 100,000 km or 6 years. Many specialists now recommend replacement at 60,000-80,000 km. Belt replacement costs around 800-1,000 euros at an independent garage (parts approximately 200-250 euros, labor 6-8 hours). If belt debris has already damaged the VVT system or oil pump, costs escalate to 1,500-3,500 euros. Stellantis launched a compensation programme in March 2024 covering 100% of repair costs for engines under 10 years and 180,000 km, but only for cars with documented service history using PSA-approved oil. Low-mileage cars that sit idle for extended periods are particularly at risk because the oil degrades with time even without driving.
Excessive oil consumption
up to €2,5002 of 7
Carbon-clogged piston oil control rings allow oil to burn at an excessive rate between services · more· less
Many PureTech 110 owners report oil consumption of 0.5 to 1 litre per 1,000 km, well above what is reasonable. The root cause is carbon buildup on the piston oil control rings, which prevents them from scraping oil from the cylinder walls effectively. Short trips and gentle driving worsen the problem because the engine rarely reaches optimal operating temperature, and fuel dilution in the oil accelerates ring fouling. Excessive oil consumption also accelerates timing belt degradation, creating a vicious cycle. In mild cases, more frequent oil changes (every 7,500 km) and regular motorway driving manage the issue at the cost of extra oil top-ups (approximately 50-150 euros per year). Severe cases require piston ring cleaning or replacement at 1,500-2,500 euros. Using the correct oil specification (0W-30, PSA B71 2312) is critical. Some owners have reported success with piston soak treatments, though results vary.
Vacuum pump failure (brake assist loss)
up to €1,2003 of 7
Timing belt debris clogs the vacuum pump strainer, reducing or eliminating brake assistance · more· less
Unlike the naturally aspirated PureTech 82, the turbocharged PureTech 110 uses a mechanical vacuum pump for brake assist rather than manifold vacuum. When timing belt debris contaminates the oil, the very fine strainer on the vacuum pump clogs first, reducing or eliminating brake assistance. This is a safety-critical issue. Citroën recalled affected C3 models built between February 2017 and November 2019 for this problem, installing a software update that provides earlier warning of vacuum pump degradation and checking the timing belt condition. A vacuum pump replacement costs 400-800 euros including labor. If the timing belt and additional components also need replacing during the same repair, the combined bill can reach 1,000-1,200 euros. Always verify the recall has been completed on any pre-facelift C3 PureTech 110.
Water pump and thermostat housing failure
up to €9004 of 7
Integrated electric water pump or thermostat housing develops a leak, typically after 70,000-100,000 km · more· less
The EB2DT engine uses an electric water pump integrated with the thermostat housing. The pump shaft seal can fail, while the thermostat housing can develop micro-cracks from thermal cycling. Symptoms include low coolant warnings, poor cabin heating, or visible coolant pooling underneath the car. The integrated design means the entire assembly typically needs replacing at a parts cost of 200-350 euros plus 3-4 hours labor. Many specialists recommend replacing the water pump at the same time as the timing belt to save on labor overlap. On the turbocharged version, the cooling system works harder than on the NA variant, which can accelerate thermostat housing degradation.
Low speed pre-ignition (LSPI)
up to €1,5005 of 7
Uncontrolled combustion events at low RPM under load can damage pistons and spark plugs · more· less
LSPI is a phenomenon affecting small turbocharged direct-injection engines including the PureTech 110. It occurs when oil droplets or fuel deposits in the combustion chamber ignite before the spark plug fires, typically at low RPM under moderate load, such as accelerating gently in a high gear. Symptoms include a knocking or stuttering sensation around 1,500-2,500 RPM. In mild cases, spark plug replacement (150-300 euros) and using 98 octane fuel resolves the issue. In severe cases, repeated LSPI events can crack piston ring lands or damage the connecting rod bearings, leading to engine damage costing 1,000-1,500 euros or more. There is no official fix from Stellantis. Avoiding low-RPM high-load driving, using higher octane fuel, and ensuring correct oil specification (which affects LSPI resistance) all help minimize the risk.
Ignition coil failure
up to €4006 of 7
Coil packs fail prematurely between 60,000 and 100,000 km, causing misfires and rough running · more· less
The three-cylinder engine uses individual coil-on-plug ignition coils that can fail between 60,000 and 100,000 km. Symptoms include rough running, misfires on one cylinder, loss of power, and the engine warning light. Diagnosis is straightforward by swapping coils between cylinders. A single coil costs 40-80 euros aftermarket. Replacing all three coils and spark plugs simultaneously is recommended and costs 150-400 euros depending on shop rates. The turbocharged version can be harder on ignition coils than the naturally aspirated variant due to higher combustion pressures.
Carbon buildup on intake valves
up to €6007 of 7
Direct injection design allows carbon deposits to accumulate on intake valves, reducing power over time · more· less
Because the PureTech 110 uses direct fuel injection (unlike the port-injected 82 hp version), fuel does not wash over the intake valves to keep them clean. Over time, oil vapor from the crankcase ventilation system deposits carbon on the back of the valves, progressively reducing airflow and engine performance. Symptoms are gradual: slight power loss, rougher idle, and marginally higher fuel consumption. Walnut shell blasting is the standard cleaning method, costing 300-600 euros at a specialist. This typically becomes necessary between 80,000 and 120,000 km. Regular motorway driving and using quality fuel help slow the buildup.
More complex than the 82 hp variant, requires careful pre-purchase checks
The PureTech 110 turbo adds performance over the naturally aspirated 82 hp version but also adds complexity and specific failure modes. The wet timing belt remains the primary concern, shared with all PureTech 1.2 engines, but the turbo variant also brings vacuum pump failure risk (affecting braking), LSPI susceptibility, and carbon buildup from direct injection. Cars with complete Citroën service history using PSA-approved 0W-30 oil are the safest buy. Verify the timing belt status, confirm the vacuum pump recall has been completed (2017-2019 cars), and check oil consumption by asking the seller how often they top up between services.
Service history
Complete Citroën dealer or specialist records essential. Verify that PSA-approved oil (B71 2312, typically Total Quartz Ineo First 0W-30) was used at every service.
Tires
Check tread depth, age (date codes on sidewall), and uneven wear. Standard sizes are 195/55 R16 or 205/45 R17.
Cold start
Start the engine completely cold. Listen for unusual rattling or knocking in the first 30 seconds. Some three-cylinder vibration at idle is normal.
Test drive
Drive for at least 20 minutes including varied speeds. Watch for oil pressure warnings, engine warning lights, and note clutch engagement height.
Specific for this vehicle
Verify timing belt replacement history
Ask for documented proof of timing belt replacement. If the car has over 60,000 km or is more than 5 years old without belt replacement, factor in 800-1,000 euros for immediate replacement.
Check engine oil level and condition
Oil should be between min and max on the dipstick. Dark, gritty oil or a very low level suggests timing belt debris or excessive consumption. Ask the seller how often they top up between services.
Watch for oil pressure warning during test drive
An oil pressure warning during braking or cornering is a serious sign of oil pickup strainer blockage from belt debris. Do not buy the car if this occurs.
+ 4 more checksShow less
Test brake pedal feel carefully
Press the brake pedal firmly when the engine is running. It should feel assisted and progressive. A hard or unresponsive pedal may indicate vacuum pump failure, which is a safety-critical issue on the turbo variant.
Check for LSPI symptoms during test drive
Accelerate gently in a high gear at around 1,500-2,500 RPM. Listen for knocking, stuttering, or hesitation. This is characteristic of low speed pre-ignition.
Verify vacuum pump recall completed (2017-2019 models)
Cars built between February 2017 and November 2019 may be subject to a recall for vacuum pump failure from timing belt debris. Contact Citroën with the VIN to confirm.
Inspect coolant level and look for leaks
Check the coolant reservoir level and look underneath for coolant residue near the water pump area. Low coolant indicates a potential water pump or thermostat housing leak.
Recalls and Technical Service Bulletins
Timing belt degradation causing vacuum pump failure and reduced braking (February 2017 - November 2019 production)Critical - verify completed
Takata airbag inflator replacement (2009-2019 production, stop-drive notice on some models)Critical - verify completed
Timing belt premature degradation and oil contamination (2017-2020 production)Verify completed
High-pressure fuel hose loosening on Gen3 engines (late 2023 - early 2024 production only)Verify if applicable
Contact Citroën with the VIN to verify all recalls have been completed. The vacuum pump recall is particularly important on PureTech 110 models built between 2017 and 2019, as it directly affects braking safety. Also check eligibility for the Stellantis PureTech compensation programme at stellantis-support.com, which may cover timing belt and oil consumption repairs for qualifying vehicles under 10 years old with documented service history.
Warranty Status
Factory warranty (2 years)Expired on most used C3 Mk3 PureTech 110 models
Stellantis PureTech support programmeUp to 10 years / 180,000 km for wet belt and oil consumption issues (requires documented service history with approved oil)
Rust perforation warranty12 years from first registration
Most used C3 Mk3 PureTech 110 models are outside their original 2-year factory warranty. The Stellantis PureTech compensation programme (launched March 2024) may cover timing belt and oil consumption repairs for qualifying vehicles with documented service history using PSA-approved oil. Check eligibility with a Citroën dealer using the VIN. The rust perforation warranty of 12 years may still be active on newer examples.
Sources: Research draws on model-specific owner forums and owner communities, recall information from official authorities, German automotive press, and multiple workshop cost references cross-checked against each other.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.
