Fiat Grande Punto 1.9 Multijet

The Grande Punto 1.9 Multijet uses the GM M32 6-speed manual gearbox, shared with Vauxhall/Opel Astra and Alfa Romeo models. This gearbox has a documented weakness in its input shaft bearing and the bearing supporting 6th gear. Symptoms include a whining noise that increases with road speed and disappears when the clutch pedal is pressed. Early signs can appear from 60,000 km onward, with most failures occurring between 80,000 and 150,000 km. When caught early, a bearing-only repair at a specialist costs around €500-700 (parts plus labor). If left too long, metal debris damages gears and synchromesh, pushing the cost toward a full gearbox rebuild at €1,000-1,500 or a replacement unit. M32 units produced from 2010 to 2012 are particularly susceptible due to a change in bearing supplier. For the Grande Punto (produced until 2010), earlier production gearboxes are generally less affected than the very last production run.

The 1.9 Multijet produces significant torque (280-300 Nm) which puts heavy load on the dual mass flywheel. Symptoms include rattling at idle, vibration through the clutch pedal, and difficulty engaging gears smoothly. The flywheel, clutch disc, pressure plate, and concentric slave cylinder are typically replaced together because the gearbox must be removed for access. A complete LuK DMF + clutch kit costs around €250-400 for parts, with labor running €400-600 at an independent shop due to the time required for gearbox removal and refitting. At Fiat dealer rates, total costs can reach €1,200-1,400. DMF failure is largely mileage-dependent and affects most cars by 150,000 km. Urban stop-start driving accelerates wear. Replacing the DMF preventively during a clutch change is cost-effective since the labor overlap saves around €300.

The electric power steering (EPS) column is a well-documented weak point across all Grande Punto variants built from 2005. The internal torque position sensor degrades, initially causing intermittent heavy steering in one direction. Over time, the fault becomes permanent and the EPS warning light illuminates. Two internal relays in the steering motor are also known to fail. A new column from a Fiat dealer costs €700-900 fitted. Specialist EPS repair companies offer reconditioned units for €400-600 installed with a lifetime warranty. Some specialists repair only the ECU or torque sensor for €200-300. This is separate from the steering column recall affecting 500,000 units built in 2008-2009 (loose upper shaft bolt), which should be verified as completed.

The EGR valve on the 1.9 Multijet accumulates carbon deposits over time, especially with urban driving patterns. A stuck-open EGR valve allows too much exhaust gas into the intake, starving the engine of oxygen and causing hard starting (particularly after the engine has cooled for 2-3 hours), white smoke on startup, rough idle, and reduced power. The root cause is often not just soot blockage but corrosion of the internal solenoid core. On the 1.9, the EGR valve is more accessible than on the 1.3 Multijet, making cleaning easier. Professional cleaning costs €100-200. A new OEM EGR valve costs €150-250 for the part, with €50-100 in labor. Regular motorway driving helps keep the valve cleaner. Some owners opt for EGR blanking plates, though this is not road-legal in most EU countries and will cause MOT/TUV failure.

The Garrett GT1749MV variable geometry turbo uses vanes that can seize from carbon deposits, particularly with gentle driving or frequent short trips. Symptoms include check engine light, limp mode, and loss of boost. The actuator can sometimes be freed by removing and cleaning the turbo housing, but if internal vane damage has occurred, full replacement is needed. There was also a batch of faulty Garrett turbos fitted to early Grande Puntos (Fiat did not recall for this, unlike Volkswagen for a similar issue on Golf models). Turbo replacement costs €800-1,500 at an independent garage, or up to €1,800 at a Fiat dealer. Most turbo failures occur beyond 120,000 km, though faulty-batch turbos could fail earlier. Regular oil changes and occasional spirited driving help keep the vanes clean.

The DPF was optional on the 1.9 Sporting variant, so not all cars have one. Cars without a DPF are identifiable by having a center silencer in the exhaust (DPF-equipped cars run directly from cat to rear box). When present, the DPF clogs if the car is used predominantly for short trips that don't allow the exhaust to reach regeneration temperature. A forced regeneration via diagnostic software costs €100-200 and works if the filter is not severely blocked. Professional DPF cleaning costs €300-500. Full DPF replacement with an aftermarket unit runs €600-1,000, while an OEM filter can reach €1,200. After every oil change, the oil degradation counter in the ECU must be reset using specialist software (Multiecuscan or dealer tool), otherwise the ECU blocks regeneration cycles. Cars without a DPF avoid this issue entirely.

The Grande Punto is prone to corrosion on the rear subframe, sills (where they curve up to the wheel arches), front wings, and rear wheel arches. In countries that use road salt, structural corrosion can develop to the point of failing the periodic inspection (TUV/MOT/APK) within 10-12 years. The rear subframe is the most critical area; when it corrodes through, replacement costs €500-800 for the part plus €200-400 in labor. Sill corrosion requiring welding costs €300-600 per side. Preventive treatment with cavity wax (€200-400 for a full underbody treatment) can slow progression significantly. This issue is less relevant in dry Southern European climates but is a major concern for cars that have spent their life in Northern or Central Europe.

The intake manifold swirl flaps are operated by a metal rod connected to a vacuum actuator. The plastic bushes on this rod wear over time, causing the rod to disengage and fall onto the manifold. Symptoms include slight power loss and a check engine light. This is a low-cost repair: aftermarket repair kits with improved metal bushes cost €20-40 and can be fitted without removing the intake manifold. If the rod has been detached for a long time and the flaps have seized from carbon buildup, the entire intake manifold may need replacement at €200-250. Most owners fix this with the simple repair kit.