Alfa Romeo 159 939
Weaknesses, engine ratings and buying advice
The Alfa Romeo 159 (939, 2005–2011) is one of the most beautiful cars ever built on a General Motors platform — a fact Alfa enthusiasts quietly appreciate. Designed by Bertone, built on the Epsilon architecture it shares with the Vauxhall Vectra, it somehow transcended its origins to become an honest driver's car. Heavy, yes. Thirsty, often. Troublesome, occasionally. Worth it? That depends entirely on how much you value the way it looks parked outside your house.
Engine choice — diesels first: The 939A2.000 1.9 JTDM 16V (110 kW/150 hp) is the sweet spot. 16 valves over the 8V baseline, 320 Nm, and the most civilised diesel in the range. Avoid the 939A1.000 1.9 JTDM 8V (88 kW/120 hp) — underpowered for a 1,450 kg car and not meaningfully more reliable. The 939A9.000 2.4 JTDM five-cylinder (147–154 kW) is powerful and characterful, but the 5-cylinder has a documented history of snapped con-rods and broken timing belts — used car tests found only 58% first-MOT pass rates for 7-year-old examples. Budget accordingly. All diesels: EGR valve fouling and DPF clogging happen if you only do short trips. Give them a motorway run weekly.
Petrol engines: The 939A5.000 2.2 JTS (136 kW/185 hp) is the sensible petrol choice — adequate power, but the first-gen direct injection causes inlet valve carbon buildup. The cam chain stretch (check engine light, £300 fix) is annoying but not terminal. The 939A.000 3.2 V6 (191 kW/260 hp) is the last Busso V6 — magnificent sound, spectacular appetite for maintenance. Timing chain rattle from 100,000 km, inlet manifold flap issues, and high fuel consumption make it the connoisseur's choice rather than the rational one. The 939B1.000 1.75 TBi (147 kW/200 hp) arrived at the 2009 facelift — rare, modern, surprisingly good.
The big issues: Rust is existential. The front subframe corrodes aggressively — rot with holes causing MOT failure is common, replacement costs £1,000–3,500. Sills and rear arches rust too. Any 159 over 120,000 km needs to go on a ramp before purchase, no exceptions. The M32 manual gearbox (fitted to most 4-cylinder variants) develops bearing noise in 5th/6th gear from around 140,000 km — repair costs £1,000–2,500. Early (pre-2008) cars had a leaky steering rack; a revised unit was fitted later. Front control arm bushes wear from 120,000 km. The body computer can fail and take multiple electronic systems with it.
What to check: Underbody on a ramp (subframe rust). M32 gearbox in 5th/6th (humming = bearings going). 2.2 JTS: engine management light (cam chain). 3.2 V6: cold-start rattle (timing chain). Service history for DPF/EGR work on diesels. Full front wheel alignment (inner tyre wear = geometry problem).
2026 market: 1.9 JTDM 16V from £3,000–6,000. 2.2 JTS from £3,500–7,000. 2.4 JTDM from £3,500–6,500. 3.2 V6 from £5,000–10,000. Insider pick: 1.9 JTDM 16V manual, rust-free underside confirmed on a ramp, full service history, under 120,000 miles — the car that gives you 80% of the 159 experience at the lowest long-term cost.
260 PS
3.2 V6 · Benzin
260 hp Busso V6 in the Sports Saloon — the Last of Its Kind
Legendary!140 PS
1.8L MPI Benzin
6 weaknesses
Good ChoiceBody Variants
The Alfa Romeo 159 939 is available as Sedan and Wagon — choose your body type for specific insurance data:
Engine Overview
The Alfa Romeo 159 939 is available with 9 engine variants — from 116 to 260 hp.
The 1.9-litre JTDM with 120 hp is the entry diesel in the 159 — underpowered for the heavy car, but frugal. Torque is sufficient for relaxed cruising; for brisk overtaking manoeuvres the reserves fall short. Multijet injection for smooth running, DPF issues with mainly short-trip use.
- !! Intake manifold coked by EGR from 120,000 km
EGR recirculation cokes up the intake manifold. Swirl flap breakage can lead to engine damage. Particularly problematic with short-trip driving.
Symptoms: Power loss, black smoke, limp mode, possible swirl flap failure - !! VTG turbocharger coked and jammed from 120,000 km
VTG turbocharger clogs with soot deposits from short-trip driving. Vane ring jams, unstable boost pressure and engine warning light.
Symptoms: Power loss, unstable boost pressure, engine warning light - !! Dual-mass flywheel wears out from 150,000 km
The dual-mass flywheel wears especially with frequent short-trip driving. Typical cost for clutch and flywheel: 1,000–2,000 €.
Symptoms: Vibrations when pulling away, rattling when declutching
+ 3 more engine weaknesses + vehicle weaknesses
The 1.9-litre JTDM 16V with 150 hp is the clearly better choice among the 159 diesels — 16 valves instead of 8, Fiat MultiJet injection with multiple injection events per combustion stroke, 320 Nm of torque from just 1,750 rpm. Not an exciting engine, but one of the most reliable diesels of its era: with consistent servicing, 300,000 km is no exception. The timing chain issue exists but typically only appears above 200,000 km — regular oil changes with quality oil will push that out considerably. Turbocharger and injectors are the real wear items: turbo from 180,000–220,000 km, injectors from 150,000 km under short-trip use. DPF regeneration in urban driving requires regular motorway runs. For high-mileage drivers with disciplined servicing, one of the most solid diesels in the Alfa programme of its generation.
- !! Oil pressure loss — oil pump or feed line seal from 150,000 km
The 2.4 JTDm shows sporadic oil pressure loss at ~120,000 km. Cause: oil pump drive, blocked oil passages, or hardened gasket on the oil suction pipe. Documented in Alfisti Forum with a 2009 Alfa 159 2.4 JTDm at 120,000 km.
Symptoms: Sudden oil pressure warning 'oil pressure too low — stop engine', rough running after start, no pressure build-up at higher revs - !! Intake manifold coked by EGR from 120,000 km
EGR system cokes up the intake manifold. Swirl flap breakage can lead to engine damage.
Symptoms: Power loss, black smoke, possible swirl flap failure - !! VTG turbocharger coked from 120,000 km
VTG turbocharger clogs with soot. Vane ring jams, unstable boost pressure.
Symptoms: Power loss, unstable boost pressure, engine warning light
+ 3 more engine weaknesses + vehicle weaknesses
The 2.0-litre JTDM with 163–170 hp replaces the old 1.9 JTD as the new volume diesel. Less displacement than the five-cylinder, but lighter and more frugal. Multijet II injection for improved emissions and smoother running. In the 159, Brera and Spider the most sensible diesel choice — enough power for daily use, lower running costs than the five-cylinder.
- !! Intake manifold coked by EGR from 120,000 km
Like all JTDM engines on the 939 platform, the 2.0 JTDM tends to have the intake manifold coked by the EGR system. Swirl flaps can break.
Symptoms: Power loss, black smoke, limp mode, swirl flap risk - !! VTG turbocharger coked from 120,000 km
The VTG turbocharger on the 2.0 JTDM clogs with soot deposits. Vane ring jamming leads to power loss.
Symptoms: Power loss, unstable boost pressure, engine warning light - !! Oil pump O-ring hardened — brief pressure drop from 120,000 km
Identical to 939B1: the O-ring gasket between oil pump and oil sump flange of the 2.0 JTDm 170 hp (939B3) hardens and loses its seal. Brief oil pressure warning after cold start. Aluminium O-ring as permanent fix. Replace at the same time as the timing belt.
Symptoms: Brief oil pressure warning after cold start (~3 sec), then normal oil pressure
+ 3 more engine weaknesses + vehicle weaknesses
The 2.4-litre JTDM with five cylinders and 200–210 hp is the most powerful diesel in the Alfa programme of its generation — a unit with genuine personality. Five cylinders produce an unmistakeable sound: not the clatter of a four, not the smoothness of a six, but a deep, slightly uneven rumble that becomes a signature note at full throttle. 400 Nm from 2,000 rpm sets even heavy vehicles in motion with authority. The structural weakness is at the rear: the timing chain sits on the gearbox side of the engine, which means the engine must be removed for a chain replacement — several working days and corresponding cost. Timing chain rattle on a cold start is the warning signal. Dual-mass flywheel as a further wear item at high mileage. An engine for those who know what they are dealing with — and one that rewards proper care.
- !! Dual-mass flywheel wears out from 150,000 km
The dual-mass flywheel on the 2.4 JTDM wears at high mileage and with short-trip driving.
Symptoms: Vibrations when pulling away, rattling when declutching, rough idle - !! Intake manifold coked by EGR from 120,000 km
Soot deposits from EGR coke up the intake manifold. The high-output version of the 2.4 JTDM (210 hp) is also affected.
Symptoms: Power loss, black smoke, swirl flap risk - !! DPF blockage with short-trip driving from 100,000 km
DPF clogs with predominantly urban driving. Regular motorway runs are required for regeneration.
Symptoms: Engine warning light, power loss, elevated fuel consumption, limp mode
+ 3 more engine weaknesses + vehicle weaknesses
The 1.75-litre TBi (Turbo Benzin injection) with 200 hp is an Alfa in-house development — not the usual Fiat-sourced unit but a purpose-built design with MultiAir electrohydraulic valve actuation. 320 Nm from 2,200 rpm, strong low-end pull, turbo response barely perceptible thanks to variable valve lift. A specific output of 114 hp per litre is impressive for a production engine of this era. The cast iron block is heavier than aluminium but thermally more stable and longer-lived. The MultiAir unit is the critical component: its hydraulic valves are sensitive to contaminated oil — oil changes every 10,000 km with the correct approved oil are mandatory, not optional. Vacuum pump and oil cooler are known weak points. Treat it seriously and the reward is an engine with genuine character: lively response, a broad power band, and high mileages on properly maintained examples.
- !! Turbocharger vulnerable under high-performance use from 120,000 km
The 1.75 TBi (200 hp) in the 159 uses direct injection with high turbo boost pressure. Turbo damage occurs particularly with aggressive driving and when the engine is not allowed to cool down properly before shutdown.
Symptoms: Turbo whistling, power loss, blue smoke when accelerating - !! Timing belt drives the high-pressure pump from 60,000 km
As with the JTS, the timing belt also drives the high-pressure fuel pump. The higher belt load requires strict adherence to replacement intervals.
Symptoms: No warning before breakage, engine will not restart, total engine damage possible - !! Injectors fouled (direct injection) from 100,000 km
The 1.75 TBi uses direct injection. Injector and intake valve fouling occurs at high mileage, particularly with extensive short-trip driving.
Symptoms: Rough engine running, power loss, misfires
+ 3 more engine weaknesses + vehicle weaknesses
The 1.8-litre MPI is the weakest engine in the 159 line-up — 140 hp from a naturally aspirated engine without turbo, without direct injection, without any technical highlight. Underpowered for the heavy 159 (1,450 kg): overtaking requires planning, gradients require patience. However, it is simple in construction, cheap to maintain and reliable.
- !! Timing belt interval must be observed from 80,000 km
The 1.8 MPI uses a timing belt drive. Replacement at the manufacturer's interval is mandatory, as belt failure causes engine damage.
Symptoms: No warning before belt failure, immediate engine damage possible - !! Swirl flap intake tract — linkage and bush wear from 100,000 km
The 1.9 JTDm swirl flap system wears at the bush and actuator rod. Flaps can break, seize, or drop into the combustion chamber — catastrophic engine damage is possible. EGR coking worsens the problem.
Symptoms: Engine warning light, power loss especially at low revs, rough idle, smoking - !! EGR cooler leaking — coolant into exhaust path from 130,000 km
The 1.9 JTDm EGR cooler leaks internally and allows coolant into the exhaust duct. White smoke and coolant loss mimic head gasket failure. Extensively documented in the Alfisti Forum for 159 / Spider / Brera.
Symptoms: White smoke briefly after cold start, coolant loss without oil-water emulsion, occasional exhaust smell inside the cabin
+ 3 more engine weaknesses + vehicle weaknesses
The 1.9-litre JTS direct injection unit produces 160 hp and is adequate but not generous in the heavy 159. The JTS technology brings the usual direct injection issues: inlet valve carbonisation and fuel dilution into the oil. In the 159 noticeably less willing to rev than in the lighter 147 — the engine has to fight against 1,500 kg.
- !! Cylinder head crack — mainly high-output variant from 220,000 km
The higher-output 2.4 JTDm variants (200/210 hp) develop cylinder head cracks between intake and exhaust valves. Cause: operation at the thermal limit. Cooling system condition and DPF regeneration intervals are critical for longevity.
Symptoms: White smoke, dropping coolant level without oil-water mix, hard coolant hoses after engine shutdown - !! Carbon deposits on intake valves from 80,000 km
Direct injection (JTS) prevents fuel from cleaning the valves. Deposits form from around 80,000 km and lead to misfires and power loss.
Symptoms: Rough engine running, power loss, misfires - !! Elevated oil consumption from 60,000 km
The 1.9 JTS has an inherently elevated oil consumption of up to 1 litre per 1,000 km, which at high mileages can damage the catalytic converter.
Symptoms: Elevated oil consumption, blue smoke under load
+ 3 more engine weaknesses + vehicle weaknesses
The 2.2-litre JTS (Jet Thrust Stoichiometric) was Alfa's ambitious attempt to extract the best from a direct injection engine — 185 hp, good throttle response, usable torque from 3,000 rpm. The direct injection makes it more responsive than the MPI predecessor but brings known issues: inlet valves carbonise over time without port injection wash, fuel dilution into the oil under frequent cold starts shortens effective oil life. Oil changes every 7,500–10,000 km are not optional but necessary here. Injectors are sensitive: poor fuel quality or neglected servicing leads to rough idle and misfires. No emotional character, no distinctive sound — but for high-mileage drivers with servicing discipline, a reliable unit that reaches 200,000 km on well-maintained examples.
- !! Carbon deposits on intake valves from 80,000 km
The 2.2 JTS uses direct injection, which means intake valves do not self-clean as they do with port injection. Deposits can form from around 80,000 km.
Symptoms: Rough engine running, power loss, misfires - !! Ignition coils failed from 80,000 km
Ignition coil failures are known on the 2.2 JTS and manifest as misfires. Fault code P0300–P0304 points to individual cylinders.
Symptoms: Misfires, engine stumbling, engine warning light - !! Dual-mass flywheel prematurely worn from 150,000 km
The dual-mass flywheel (DMF) of the 2.4 JTDm 20V (939A5) shows identical problems to 939A6: spring element wear, especially with short-trip driving. First failure can occur as early as 85,000 km. Sachs uprated kits as an alternative to OEM.
Symptoms: Idle vibrations, metallic judder when pulling away, rumbling noises during rev changes
+ 3 more engine weaknesses + vehicle weaknesses
The Busso V6's final appearance in an Alfa Romeo — 3.2 litres with JTS direct injection, 260 hp in the 159 and Brera. Same 60-degree bank angle and DOHC 24V architecture as the legendary 932A.000, but with modern fuelling. The sound remains the multi-voiced Busso howl from 5,000 rpm, the power delivery slightly fuller in the mid-range than in the pure naturally aspirated GTA units. In the 159 noticeably heavier than in the 147/156 — the extra weight costs agility but brings long-distance comfort. Q4 all-wheel drive in the Brera distributes the 300 Nm better but filters out the rear-axle character. Timing chains (three chains), no belt. 10W-60 oil remains mandatory.
- !! Timing chain rattles when cold from 100,000 km
Timing chain wear is a known issue on the 3.2 V6 JTS of the 159/Brera. Cold-start rattling is a warning sign. Repair is expensive and parts availability is poor.
Symptoms: Metallic rattling on cold start that diminishes after warm-up - !! Carbon deposits on intake valves from 80,000 km
The direct injection of the 3.2 V6 JTS prevents self-cleaning of the intake valves. Carbon deposits form especially during short-trip driving.
Symptoms: Power loss, rough running, misfires - !! Swirl flaps — linkage bush worn from 100,000 km
The swirl flap system of the 1.9 JTDm shows the same weakness as all JTDm derivatives. EGR coking and bush wear on the actuator linkage. Flap breakage into a cylinder is possible. Blanking kit as permanent solution.
Symptoms: Engine warning light P2279/P2075, power loss, stumbling in the lower rev range
+ 2 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Front subframe heavily corroded The front subframe (engine cradle), rear axle carrier and sills rust without adequate factory protection. Particularly on TI models, areas behind trim panels corrode unnoticed. Subframe replacement costs approximately 1,000 € plus fitment. Symptoms: Visible rust on underbody carriers, rust behind sill trim, underbody damage on ramp inspection from 100,000 km | High |
Test Reports
Used Car Test 2018
Only around 58.5 percent of seven-year-old Alfa 159s pass their MOT at the first attempt — a noticeably worse result than comparable German rivals. Diesel engines in particular cause significant problems up to and including total engine failure. Brake discs and suspension wear above average.
2018-01Alternatives
Acura TL UA7
Mid-Size (2009–2014)
Hyundai Sonata YF
Mid-Size (2009–2014)
Mercedes-Benz E-Klasse W212
Mid-Size (2009–2016)
Nissan Maxima A35
Mid-Size (2009–2014)
Toyota Avensis T270
Mid-Size (2009–2018)
Audi RS6 C6
Mid-Size (2008–2010)
Explore more
Known Problems and Issues +
A total of 61 weaknesses have been documented for the Alfa Romeo 159 939 (2005–2011) — 53 engine-related and 8 vehicle-related. Typical issues affect Rust, Gearbox, Suspension, Steering. Considered reliable: 939A4.000 (1.8L MPI).
159 (939A1.000, 2005–2011) — Be Careful: Intake manifold coked by EGR, VTG turbocharger coked and jammed, Dual-mass flywheel wears out. Power: 116–120 PS.
159 (939A2.000, 2005–2011) — Be Careful: Oil pressure loss — oil pump or feed line seal, Intake manifold coked by EGR, VTG turbocharger coked. Power: 150 PS.
159 (939A9.000, 2005–2011) — Be Careful: Dual-mass flywheel wears out, Intake manifold coked by EGR, DPF blockage with short-trip driving. Power: 200 PS.
159 (939A9.000, 2005–2011) — Be Careful: Dual-mass flywheel wears out, Intake manifold coked by EGR, DPF blockage with short-trip driving. Power: 209 PS.
159 (939B3.000, 2005–2011) — Be Careful: Intake manifold coked by EGR, VTG turbocharger coked, Oil pump O-ring hardened — brief pressure drop. Power: 163–170 PS.
159 (939A6.000, 2005–2011) — Be Careful: Cylinder head crack — mainly high-output variant, Carbon deposits on intake valves, Elevated oil consumption. Power: 160 PS.
159 (939A5.000, 2005–2011) — Be Careful: Carbon deposits on intake valves, Ignition coils failed, Dual-mass flywheel prematurely worn. Power: 185 PS.
159 (939A.000, 2005–2011) — Be Careful: Timing chain rattles when cold, Carbon deposits on intake valves, Swirl flaps — linkage bush worn. Power: 260 PS.
159 (939B1.000, 2009–2011) — Be Careful: Turbocharger vulnerable under high-performance use, Timing belt drives the high-pressure pump, Injectors fouled (direct injection). Power: 200 PS.
What to watch out for with the Alfa Romeo 159? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Alfa Romeo 159 939 have? +
What should I look for when buying a used Alfa Romeo 159 939? +
Which engine is recommended? +
Which Alfa Romeo 159 939 engine is the most reliable? +
Which Alfa Romeo 159 939 engine is the most fun? +
Is the Alfa Romeo 159 939 worth buying used? +
What horsepower variants are available for the Alfa Romeo 159 939? +
Last updated: February 2026 · All information without guarantee