Alfa Romeo MiTo 955
Weaknesses, engine ratings and buying advice
The MiTo is Alfa's attempt at a sporty supermini on the Fiat Grande Punto platform — pretty to look at, with the distinctive round headlights and the DNA drive-mode switch. Underneath lies plenty of Fiat tech, which keeps servicing and parts affordable. A cheap way into the brand, but with the familiar Italian small-car tantrums.
The engines: The range is huge. The turbo petrols are the heart: the 1.4 MultiAir Turbo (940A2000/955B1000) is technically fascinating — electrohydraulic valve control with no throttle body — but the MultiAir unit is the Achilles heel, clogging on poor oil and getting genuinely expensive. If you want it simpler, take the 1.4 T-Jet (940B7000): conventional, more robust, no MultiAir worries — the pragmatic buy. The 0.9 TwinAir twin has character, but the timing chain stretches early (under 100,000 km). The small 1.3 JTDm diesels (66–70 kW) are extremely frugal but slow and plagued by chain/injector woes — the weakest in the range. Watch out across the board: the M32 gearbox eats bearings in 5th/6th gear — a known Fiat ailment.
Model years: From roughly 2013/14 the engines and electrics are more mature. The TCT dual-clutch is convenient, but the mechatronics like to shift late and jerkily — for peace of mind, take the manual.
Whole car: Rust at the seams of bonnet, tailgate and doors, plus moisture in the tail lights and rear brake calipers seizing. Front axle joints, drop links and rear wheel bearings wear early. AC compressor and condenser fail, central locking and windows misbehave, and water loves to pool in the passenger footwell. There's an airbag recall (second stage not deploying correctly) — check it's been done.
Test drive: Check the M32 gearbox for whine in 5th/6th. On MultiAir engines check for rough idle and warning lights, demand the oil-service history. Test TCT cars for jerk-free pull-away. Feel the passenger footwell for damp, tail lights for fogging, click through all the electrics.
Market 2026: Sound MiTos start at EUR 3,000–6,000, tidy QV/turbo versions above. Insider pick: a 1.4 T-Jet manual with documented oil service — it dodges the MultiAir and TCT traps and stays cheap to run.
170 PS
1.4 MultiAir · Benzin
Scalpel, Not Sledgehammer
Fun to Drive!105–120 PS
1.6L JTDm Diesel
6 weaknesses
Stay Away!Engine Overview
The Alfa Romeo MiTo 955 is available with 12 engine variants — from 69 to 170 hp. 4 variants had engine changes — the model year is crucial.
The 1.3-litre Multijet is a small diesel with common-rail direct injection and variable turbine geometry, engineered for minimal consumption and city and commuter use. Despite its small displacement it delivers decent torque from low revs and pulls willingly, but demands gear-shifting at higher speeds. Fundamentally a robust, mass-produced Stellantis engine with cheap parts availability. Weak points are the DPF, which resents short trips and then soots up, coking EGR valves and injectors that fade over the years. Meticulous oil care with the correct diesel spec is essential, as the oil-pump chain and the turbo depend on clean lubrication. Regular full-load runs keep the particulate filter clear.
- !! Timing chain stretch and tensioner failure from 130,000 km
1.3 Multijet with timing chain — chain stretches if oil changes are neglected. Hydraulic chain tensioner fails first. Chain snap causes engine damage.
Symptoms: Metallic rattling on cold start (1–2 min), persistent noise at 130,000+ km, camshaft timing error codes. - !! M32 gearbox bearing failure from 70,000 km
Diesel versions also use the M32 gearbox with its known bearing problem. Humming noise in 5th/6th gear and risk of total failure if repair is delayed.
Symptoms: Humming noise in 5th/6th gear, gear selection becomes stiffer, gear lever wanders under load. - !! Oil pump O-ring pressure loss from 75,000 km
The 2.0 MultiJet shares the known O-ring problem on the oil pump suction pipe with other Fiat/Alfa diesel engines of this generation. The rubber ring loses its sealing effect from 70,000–80,000 km.
Symptoms: Brief oil pressure warning on cold start, ticking immediately after start, disappears after warm-up
+ 3 more engine weaknesses + vehicle weaknesses
This more strongly tuned variant of the 1.3-litre Multijet uses common-rail direct injection with variable turbine geometry and delivers a noticeably meatier torque plateau than the economy versions given its small displacement. The small diesel pulls willingly from low revs, stays refined and economical, but still demands gear-shifting when driven briskly. A fundamentally solid, proven Stellantis engine with cheap parts availability. The usual weak spots remain: DPF sooting in short-trip use, coking EGR valves and injectors that fade with mileage. Clean oil care with the exact diesel spec is decisive to spare the turbo and oil-pump chain. Regular runs under load keep the exhaust system clear.
- !! Timing chain prematurely worn from 140,000 km
Euro 6 variant shares the same chain drive as predecessors. Regular oil changes every 10,000 km are critical. Chain snap causes engine damage.
Symptoms: Rattling after cold start, declining engine power, camshaft timing errors in fault memory. - !! DPF issues on short trips from 100,000 km
Euro 6 particulate filter has stricter regeneration requirements. Short trips prevent full regeneration. Differential pressure sensor is a wear part.
Symptoms: White/grey smoke, limp mode, engine warning light, DPF full indication on diagnostic tool. - !! Crankshaft sensor failure causing no-start from 100,000 km
The crankshaft sensor on the 1.2 Fire is known to fail, particularly at high mileage or after heat cycles. When it fails the engine no longer starts; there are two different sensor types (with and without cable) — the correct one must be identified.
Symptoms: Engine suddenly refuses to start, no fault code stored, engine warning light
+ 3 more engine weaknesses + vehicle weaknesses
This Eco version of the 1.3-litre Multijet is tuned for the lowest possible consumption, combining common-rail direct injection with stop-start and long gearing. The small diesel offers a torque cushion in the mid-range that is surprisingly usable for the displacement, but it is clearly built for economy rather than propulsion — it runs out of breath at higher speeds. A technically proven, widely used Stellantis engine with cheap parts supply. Typical trouble spots are a DPF prone to sooting up in short-trip use, coking EGR valves and ageing injectors. Consistent oil care with the correct spec, the occasional run under load and an eye on the oil-pump chain secure high mileage.
- !! Timing chain stretch — tensioner failure from 140,000 km
Identical chain drive issue as 199A3000. Hydraulic tensioner fails first when oil is contaminated. Chain should be replaced preventively at 200,000 km.
Symptoms: Rattling on cold start, timing fault codes after 130,000 km, metallic rhythmic chain slap. - !! Oil pump O-ring pressure loss from 75,000 km
The rubber O-ring on the oil pump suction pipe loses its sealing effect over time, allowing air ingestion. This initially lowers oil pressure on cold start; in the worst case engine damage through oil starvation can result.
Symptoms: Brief oil pressure warning or ticking on cold start, disappears after warm-up - !! DPF clogging on short trips from 100,000 km
Particulate filter does not regenerate fully in city traffic. White smoke during regeneration attempts. DPF replacement documented from €340.
Symptoms: White smoke every few weeks, power drop in limp mode, frequent engine warning light, increased consumption.
+ 3 more engine weaknesses + vehicle weaknesses
The 1.6-litre JTDM from Fiat/Multijet is the volume diesel of the compact range — 105–120 hp, frugal (4.5–5.5 l/100 km), sufficiently torquey for daily use. Well matched to the supermini, slightly undersized in the heavier compact. Common rail diesel technology with the usual concerns: DPF regeneration on short-trip use, injector wear at high mileage.
- !! M32 gearbox bearing failure — 5th/6th gear from 80,000 km
Based on 50 reports: gearbox bearings failing partially at 80,000 km. M32 also used for diesel MiTo without reinforcement. Humming noises and total failure if repair is delayed.
Symptoms: Humming in 5th/6th gear, gear lever wanders under load, shift precision deteriorates. - !! Turbo failure from oil starvation from 90,000 km
From fiches-auto.fr: documented turbocharger failures, including turbo failure at 90,000 km. Head gasket damage as collateral damage is possible.
Symptoms: Sudden power loss, whistling sound, blue exhaust smoke, oil in the intake line. - !! UniAir solenoid blockage from 100,000 km
Deposits from unsuitable or old oil can block the UniAir unit solenoid. If blocked in the closed position, the intake valve no longer opens; the affected cylinder does not fire.
Symptoms: Misfire on individual cylinders, three-cylinder running, engine warning light with solenoid fault code
+ 3 more engine weaknesses + vehicle weaknesses
The 1.6-litre JTDM from Fiat/Multijet is the volume diesel of the compact range — 105–120 hp, frugal (4.5–5.5 l/100 km), sufficiently torquey for daily use. Well matched to the supermini, slightly undersized in the heavier compact. Common rail diesel technology with the usual concerns: DPF regeneration on short-trip use, injector wear at high mileage.
- !! M32 gearbox bearing failure — 5th/6th gear from 80,000 km
Based on 50 reports: gearbox bearings failing partially at 80,000 km. M32 also used for diesel MiTo without reinforcement. Humming noises and total failure if repair is delayed.
Symptoms: Humming in 5th/6th gear, gear lever wanders under load, shift precision deteriorates. - !! Turbo failure from oil starvation from 90,000 km
From fiches-auto.fr: documented turbocharger failures, including turbo failure at 90,000 km. Head gasket damage as collateral damage is possible.
Symptoms: Sudden power loss, whistling sound, blue exhaust smoke, oil in the intake line. - !! UniAir solenoid blockage from 100,000 km
Deposits from unsuitable or old oil can block the UniAir unit solenoid. If blocked in the closed position, the intake valve no longer opens; the affected cylinder does not fire.
Symptoms: Misfire on individual cylinders, three-cylinder running, engine warning light with solenoid fault code
+ 3 more engine weaknesses + vehicle weaknesses
The 85 hp version of the TwinAir two-cylinder without a turbo — noticeably tamer than the 105 hp turbo variant but with the same characteristic two-cylinder sound. Designed for city driving, at its limits on the motorway. Simpler mechanically than the turbo version, more frugal in real-world consumption.
- !! Timing chain premature wear from 80,000 km
Identical chain drive issue as the 105 hp TwinAir. Timing chain often fails before 100,000 km. Tensioner and guide rails are contributing factors.
Symptoms: Rattling on cold start, audible chain slap in the morning, power loss with prolonged rattling. - !! Turbo damage from incorrect oil from 85,000 km
Mitsubishi TD02V turbocharger suffers particularly badly from incorrect engine oil. Only 0W-30 is approved — cheap oils significantly accelerate turbine wear.
Symptoms: Power deficit at low rpm, whistling noise, blue smoke at start. - !! UniAir unit sensitive to oil quality from 50,000 km
UniAir unit clogs with long oil change intervals. Alfa recommended 30,000 km — too long. Oil change every 10,000 km strongly recommended.
Symptoms: Rough idle, stalling at standstill, sporadic power weakness, increased consumption.
+ 3 more engine weaknesses + vehicle weaknesses
Fiat's 0.9-litre TwinAir two-cylinder with 105 hp in the MiTo — small displacement, big turbo punch. The two-cylinder vibrates noticeably and sounds unusual: a deep burble that's more motorcycle than car. MultiAir valve timing for variable output. Real-world consumption often higher than claimed — the small engine has to work hard in city traffic. The entertainment factor through its unusual character is surprisingly high.
- !! Timing chain premature wear below 100,000 km from 80,000 km
The TwinAir's timing chain frequently fails to reach 100,000 km. Factory oil change intervals of 30,000 km are too long. A jumped chain risks engine damage.
Symptoms: Metallic rattling on cold start, chain noise that eases after warm-up, in worst case engine seizure. - !! UniAir unit failure — expensive repair from 50,000 km
The electro-hydraulic UniAir valve timing system is extremely sensitive to oil contamination. Slightly degraded oil clogs the micro-bore passages. Replacement cost €600–1,100.
Symptoms: Stumbling at idle, occasional stalling, power loss when A/C is running, misfires. - !! Turbocharger damage from oil starvation from 90,000 km
The Mitsubishi TD025 turbocharger suffers badly with wrong oil. Small oil capacity (3.2 l) heats up quickly. Only 0W-30 is approved.
Symptoms: Whistling noise from the turbo area, power loss, blue exhaust, oil mist on the intake side.
+ 3 more engine weaknesses + vehicle weaknesses
The 1.4-litre FIRE eight-valve is a classic naturally aspirated petrol without a turbo, without variable valve timing, without electronic gimmicks — deliberately kept simple and therefore robust and cheap to run. The engine only delivers its power at higher revs; down low it is torque-weak, so everyday driving demands frequent shifting, and on the motorway it runs out of breath early. The FIRE range has been proven over decades, is durable and uncomplicated, and parts supply is excellent and cheap. Maintenance points are the timing belt, which must be replaced on schedule, occasionally leaking valve-cover gaskets and age-related ignition coils. With proper care, a worry-free, economical entry-level engine with high mileage potential.
- !! Timing belt failure — engine damage when overdue from 70,000 km
The 1.4 FIRE 8V timing belt must be changed every 5 years or 60,000–80,000 km. If the belt breaks, valves collide with pistons — interference engine, total destruction unavoidable.
Symptoms: Abrupt engine shutdown, loud metallic noise, engine will not restart. - !! Misfires from loose timing pulley from 55,000 km
After a timing belt change, insufficiently tightened pulley bolts can cause rough running and misfires. P0300/P0304 — engine runs on 2 cylinders in cold conditions.
Symptoms: MIL after cold start, engine runs on 2 cylinders until restart, misfires disappear after warm-up. - !! Crankshaft sensor failure from 100,000 km
The crankshaft sensor fails particularly after repeated heat-cool cycles. When it fails, the engine refuses to start abruptly; there are two different sensor types and mixing them up leads to continued starting failure.
Symptoms: Sudden no-start without warning, possible engine warning light, engine cuts out while driving
+ 3 more engine weaknesses + vehicle weaknesses
The 1.4-litre FIRE eight-valve in this lowest output stage is a pure naturally aspirated petrol without a turbo and without variable valve timing, deliberately simple in design and therefore particularly robust and cheap to maintain. Torque sits high up; down low the engine is gutless, so making brisk progress requires a lot of shifting and motorway journeys feel underwhelming. As part of the decades-proven FIRE range it scores with high durability, uncomplicated technology and cheap, universally available parts. Points to watch are the timing-belt change at the prescribed interval, age-related ignition coils and occasionally leaking gaskets. With regular basic care, an undemanding, economical engine that reliably reaches high mileages.
- !! Timing belt failure — interference engine from 70,000 km
Same FIRE technology as 955A1000/350A1000 — timing belt every 60,000–80,000 km or 5 years. If the belt breaks, valve-piston collision and engine damage result.
Symptoms: Abrupt engine shutdown, loud metallic noise, engine will not restart. - !! Crankshaft sensor — moisture damage from 65,000 km
The crankshaft sensor on the FIRE engine sits unprotected. Moisture ingress causes intermittent engine cut-outs, especially in wet conditions.
Symptoms: Engine cuts out in rain, fails to start, intermittent starting problems. - !! Wastegate actuator boost irregularity from 80,000 km
The wastegate actuator or boost control solenoid can deliver incorrect boost values through aging or mechanical wear. Power loss, limp mode, or boost pressure fault P0234 results.
Symptoms: Sudden power loss, limp mode, engine warning light with boost pressure fault P0234
+ 3 more engine weaknesses + vehicle weaknesses
This 1.4-litre FIRE eight-valve is a deliberately plain naturally aspirated petrol without forced induction and without variable valve timing — proven, simple technology that ensures low running costs and high reliability. Power only develops in the upper rev range; down low torque is lacking, so everyday driving requires a lot of shifting and motorway speeds are reached rather sluggishly. The FIRE engine family has been proven over decades, is extremely durable and supplied with cheap, universally available parts. Typical maintenance items are the interval-critical timing belt, ageing ignition coils and slightly weeping gaskets. Anyone keeping an eye on belt and oil gets a frugal, economical engine that easily reaches high mileages.
- !! Timing belt snap — interference engine from 70,000 km
Same design as 955A1000 — timing belt every 60,000–80,000 km or 5 years. If it snaps, pistons contact open valves. Repair costs frequently exceed the vehicle's value.
Symptoms: Sudden engine seizure, metallic banging before seizure, engine will not restart. - !! Crankshaft sensor — water ingress from 65,000 km
Crankshaft sensor sits unprotected in the water spray area. Moisture ingress causes engine stalling, especially in rain and winter conditions.
Symptoms: Random engine stalls, no start after driving in rain, intermittent cutting out at junctions. - !! Crankshaft sensor failure from 100,000 km
The crankshaft sensor on this 1.4 16V unit tends to fail at high mileage or after heat stress. Two sensor variants exist; mixing them up leads to further no-start conditions.
Symptoms: Sudden engine cut-out, no start attempt possible, no OBD fault code stored
+ 3 more engine weaknesses + vehicle weaknesses
The 1.4-litre MultiAir turbo is Alfa's technical masterpiece in the small car segment: electrohydraulic valve timing without a throttle plate, variable valve lift control, up to 170 hp. The MultiAir technology significantly improves throttle response and efficiency over the conventional 1.4 T-Jet. However, the technology is also more complex and more susceptible to repair: the MultiAir unit is a specific wear item, and oil changes every 10,000 km are mandatory for the hydraulic unit.
- !! MultiAir unit blocked / failed from 50,000 km
The hydraulic-electromagnetic MultiAir unit clogs when oil change intervals are too long or the wrong oil is used. Fault codes P1062/P1063. If ignored, a cascade failure up to a seized piston can result (8,000–10,000 €). Post-2013 (MultiAir II) is less frequently affected.
Symptoms: Engine running on 3 cylinders, flashing engine warning light, rough idle, start-stop system fails, power loss. - !! Timing belt: short replacement interval from 120,000 km
The 1.4 MultiAir timing belt must be replaced every 120,000 km or 8 years, under severe conditions after 4 years. A broken belt causes total engine destruction. The water pump is changed at the same time.
Symptoms: None until breakage. Preventive replacement is strongly recommended. Verify replacement history before purchase. - !! MultiAir Unit Failure from 45,000 km
The electro-hydraulic MultiAir valve timing unit can fail prematurely and deactivates the affected cylinders. The first generation (up to model year 2013) is significantly more failure-prone. Replacement is only possible as a complete unit swap.
Symptoms: Engine warning light P1320, misfires, one cylinder drops out, engine feels like a tractor, power reduction of approx. 25%.
+ 5 more engine weaknesses + vehicle weaknesses
The 1.4-litre MultiAir turbo is Alfa's technical masterpiece in the small car segment: electrohydraulic valve timing without a throttle plate, variable valve lift control, up to 170 hp. The MultiAir technology significantly improves throttle response and efficiency over the conventional 1.4 T-Jet. However, the technology is also more complex and more susceptible to repair: the MultiAir unit is a specific wear item, and oil changes every 10,000 km are mandatory for the hydraulic unit.
- !! MultiAir unit blocked / failed from 50,000 km
The hydraulic-electromagnetic MultiAir unit clogs when oil change intervals are too long or the wrong oil is used. Fault codes P1062/P1063. If ignored, a cascade failure up to a seized piston can result (8,000–10,000 €). Post-2013 (MultiAir II) is less frequently affected.
Symptoms: Engine running on 3 cylinders, flashing engine warning light, rough idle, start-stop system fails, power loss. - !! Timing belt: short replacement interval from 120,000 km
The 1.4 MultiAir timing belt must be replaced every 120,000 km or 8 years, under severe conditions after 4 years. A broken belt causes total engine destruction. The water pump is changed at the same time.
Symptoms: None until breakage. Preventive replacement is strongly recommended. Verify replacement history before purchase. - !! MultiAir Unit Failure from 45,000 km
The electro-hydraulic MultiAir valve timing unit can fail prematurely and deactivates the affected cylinders. The first generation (up to model year 2013) is significantly more failure-prone. Replacement is only possible as a complete unit swap.
Symptoms: Engine warning light P1320, misfires, one cylinder drops out, engine feels like a tractor, power reduction of approx. 25%.
+ 5 more engine weaknesses + vehicle weaknesses
The 1.4-litre turbo petrol with MultiAir valve control replaces the fixed intake camshaft with a hydraulic-electronic system that freely varies the timing and lift of the intake valves. The result is very spontaneous throttle response, good low-end torque and a rev-happy, smooth-running character — a modern boosted petrol that balances efficiency and drivability well. The MultiAir unit is both a blessing and a worry: it depends uncompromisingly on clean oil of the approved spec; neglected or wrong oil leads to solenoid faults and power loss. The timing-chain drive is low-maintenance, but keep an eye on the chain tensioner. Short oil-change intervals and exact oil choice are mandatory.
- !! MultiAir unit blocked / failed from 50,000 km
The hydraulic-electromagnetic MultiAir unit clogs when oil change intervals are too long or the wrong oil is used. Fault codes P1062/P1063. If ignored, a cascade failure up to a seized piston can result (8,000–10,000 €). Post-2013 (MultiAir II) is less frequently affected.
Symptoms: Engine running on 3 cylinders, flashing engine warning light, rough idle, start-stop system fails, power loss. - !! Timing belt: short replacement interval from 120,000 km
The 1.4 MultiAir timing belt must be replaced every 120,000 km or 8 years, under severe conditions after 4 years. A broken belt causes total engine destruction. The water pump is changed at the same time.
Symptoms: None until breakage. Preventive replacement is strongly recommended. Verify replacement history before purchase. - !! MultiAir micro-filter blocked from 40,000 km
The MultiAir unit micro-filter (55238665) must be cleaned or replaced at every oil change. A blocked filter causes oil pressure loss in the unit and cylinder drop-out.
Symptoms: Fault codes P1062/P1063, rough engine running, cylinder drops out intermittently. Symptoms temporarily disappear after engine flush.
+ 4 more engine weaknesses + vehicle weaknesses
The 1.4-litre T-Jet is the more conventional turbocharged four-cylinder — no MultiAir valve timing, but simpler and more robust. 120 hp in both applications. Frugal, reliable with regular maintenance, without the complexity of the MultiAir technology. The more straightforward choice for everyday drivers.
- !! Turbocharger failure / boost pressure loss from 100,000 km
Turbocharger failure from insufficient lubrication or a failed wastegate actuator. Boost pressure loss occurs without warning, commonly from 80,000–120,000 km with irregular oil changes.
Symptoms: Sudden power loss, car barely accelerates, no noticeable boost pressure, fault code P0240. - !! MultiAir solenoid actuator blocked from 100,000 km
The electro-hydraulic solenoid in the UniAir/MultiAir unit can block from oil residues (fault code: cylinder X UniAir actuator solenoid blocked). An engine flush with oil change can delay the need for replacement; ultimately the entire unit often needs replacing.
Symptoms: Rough running on individual cylinders, engine warning light, brief self-healing after restart - !! Oil consumption from valve stem seals from 110,000 km
Valve stem seals and turbo bearings wear from around 100,000 km. Oil consumption up to 1 L/1,000 km in worst cases. Short-trip driving accelerates wear.
Symptoms: Blue exhaust plume after coasting downhill, low oil level between service intervals, oil mist in the intake tract.
+ 3 more engine weaknesses + vehicle weaknesses
The 1.4-litre T-Jet with factory LPG — 120 hp on petrol, marginally less on gas. The factory LPG installation is better integrated than aftermarket solutions: tank in the spare wheel well, no compromise on boot space. Fuel costs around 40% lower than petrol at slightly higher consumption. Technically identical to the petrol T-Jet, with LPG valves and vaporiser as additional service items.
- !! Turbocharger failure / boost pressure loss from 100,000 km
Same T-Jet technology as 940B7000. Turbocharger failure due to inadequate lubrication, commonly from 80,000–120,000 km with irregular oil changes.
Symptoms: Sudden power loss, no perceptible boost pressure, fault code P0240. - !! Oil pump O-ring ageing problem from 75,000 km
The rubber O-ring on the oil pump suction pipe ages and loses its sealing effect, causing air ingestion and oil pressure drop. Preventive replacement every 70,000–80,000 km is recommended.
Symptoms: Oil pressure warning on cold start, metallic ticking immediately after start, disappears after warm-up - !! Misfires in LPG mode from 60,000 km
LPG operation stresses spark plugs more than petrol. Shorter replacement intervals (20,000 km) are necessary. Ignition coils suffer from the higher ignition voltage.
Symptoms: Hesitation and misfires especially in gas mode, MIL on, engine running on 3 cylinders.
+ 3 more engine weaknesses + vehicle weaknesses
The 1.4-litre turbo with 155 hp is the entry-level turbocharged engine in the MiTo — punchy, rev-happy, with noticeable turbo kick from 2,500 rpm. Adequately powered for the light MiTo (1,145 kg). The DNA drive selector (Dynamic, Normal, All Weather) noticeably changes throttle response and steering feel. No MultiAir, making the technology simpler than the later variants.
- !! Boost pressure loss and turbo damage from 90,000 km
The more heavily loaded turbocharger of the 155 hp variant tends to premature wear when oil change intervals are neglected. Lambda control and wastegate are known failure points.
Symptoms: Declining acceleration, boost whistle stops, no thrust in upper rpm range, occasional blue exhaust. - !! M32 gearbox bearing damage in 5th/6th gear from 80,000 km
The M32 six-speed gearbox has undersized bearings. Premature failure since a supplier change around 2009. Affects all power variants with 6-speed manual.
Symptoms: Humming noise in 5th/6th gear, gear lever wanders under load, humming increases with speed. - !! Oil pump O-ring pressure loss from 75,000 km
As with the 1.9 JTD, the rubber O-ring on the oil pump suction pipe loses its elasticity around 70,000–80,000 km. Air enters the pump, briefly dropping oil pressure on cold start; if left untreated, engine damage is a risk.
Symptoms: Brief ticking on cold start, sporadic oil pressure warning, disappears after warm-up
+ 3 more engine weaknesses + vehicle weaknesses
This 1.4-litre naturally aspirated petrol was one of the first engines with MultiAir technology, controlling the intake valves hydraulically and electronically instead of via a rigid cam. Without forced induction the turbo shove is missing, but the system provides surprisingly spontaneous throttle response and decent low-end torque for a naturally aspirated unit. Rev-happy and refined, but clearly positioned in the entry-level power segment. The MultiAir unit is the critical assembly: it reacts extremely sensitively to oil quality and level, with coked or wrong oil causing misfires and fault codes. Regular oil changes to the exactly approved spec are mandatory, after which the engine runs durably and with low maintenance. Keep an eye on the chain drive.
- !! MultiAir unit blocked / failed from 50,000 km
The hydraulic-electromagnetic MultiAir unit clogs when oil change intervals are too long or the wrong oil is used. Fault codes P1062/P1063. If ignored, a cascade failure up to a seized piston can result (8,000–10,000 €). Post-2013 (MultiAir II) is less frequently affected.
Symptoms: Engine running on 3 cylinders, flashing engine warning light, rough idle, start-stop system fails, power loss. - !! Timing belt: short replacement interval from 120,000 km
The 1.4 MultiAir timing belt must be replaced every 120,000 km or 8 years, under severe conditions after 4 years. A broken belt causes total engine destruction. The water pump is changed at the same time.
Symptoms: None until breakage. Preventive replacement is strongly recommended. Verify replacement history before purchase. - !! MultiAir micro-filter blocked from 40,000 km
The MultiAir unit micro-filter (55238665) must be cleaned or replaced at every oil change. A blocked filter causes oil pressure loss in the unit and cylinder drop-out.
Symptoms: Fault codes P1062/P1063, rough engine running, cylinder drops out intermittently. Symptoms temporarily disappear after engine flush.
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Front axle joints wear early Front axle joints wear prematurely, especially on higher-powered variants. MOT inspectors frequently flag failed joints. Steering play and oil loss are also recurring MOT defects. Symptoms: Cracking when turning, knocking over bumps, imprecise steering feel, uneven tyre wear from 90,000 km | Low | |
| Strut top mounts, drop links and rear wheel bearings wear Strut top mounts, drop links and rear wheel bearings are known but inexpensive weaknesses on the MiTo. Front axle joints also show early wear. Parts are readily available — repairs are cost-effective. Symptoms: Knocking from the suspension, pulling to one side, steering wheel vibration from 80,000 km | Low | |
| Drop links and axle joints at front wear early The front anti-roll bar drop links and axle joints wear prematurely. Regularly flagged at MOT inspections. Inexpensive repair but frequently recurring. Symptoms: Knocking and clattering from the front axle over bumps, juddering at low speed over uneven surfaces from 30,000 km | Low |
Test Reports
TÜV Report 2015
The MiTo is considered a problem candidate by TÜV: significant weaknesses appear after only five years, and the defect rate for vehicles up to three years old stands at 15.6 percent, clearly above average. Main criticisms are front axle joints, brakes, steering play and oil loss.
2015-01Alternatives
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Known Problems and Issues +
A total of 108 weaknesses have been documented for the Alfa Romeo MiTo 955 (2008–2018) — 93 engine-related and 15 vehicle-related. 3 problem engines: 199B6000 (0.9L TwinAir), 312A2000 (0.9L TwinAir 85), 940A3000 (1.6L JTDm). Typical issues affect Suspension, Rust, Electronics, Brakes.
MiTo (940A3000, 2009–2013) — Stay Away!: M32 gearbox bearing failure — 5th/6th gear, Turbo failure from oil starvation, UniAir solenoid blockage. Power: 116–120 PS.
MiTo (199A3000, 2009–2010) — Be Careful: Timing chain stretch and tensioner failure, M32 gearbox bearing failure, Oil pump O-ring pressure loss. Power: 90–95 PS.
MiTo (199B4000, 2011–2016) — Be Careful: Timing chain stretch — tensioner failure, Oil pump O-ring pressure loss, DPF clogging on short trips. Power: 80–90 PS.
MiTo (330A1000, 2016–2018) — Be Careful: Timing chain prematurely worn, DPF issues on short trips, Crankshaft sensor failure causing no-start. Power: 90–95 PS.
MiTo (940B7000, 2008–2018) — Be Careful: Turbocharger failure / boost pressure loss, MultiAir solenoid actuator blocked, Oil consumption from valve stem seals. Power: 120 PS.
MiTo (955A1000, 2008–2013) — Be Careful: Timing belt failure — engine damage when overdue, Misfires from loose timing pulley, Crankshaft sensor failure. Power: 77–79 PS.
MiTo (199A8000, 2009–2013) — Be Careful: Boost pressure loss and turbo damage, M32 gearbox bearing damage in 5th/6th gear, Oil pump O-ring pressure loss. Power: 150–155 PS.
MiTo (955A6000, 2009–2018) — Be Careful: MultiAir unit blocked / failed, Timing belt: short replacement interval, MultiAir micro-filter blocked. Power: 105 PS.
MiTo (940A2000, 2010–2018) — Be Careful: MultiAir unit blocked / failed, Timing belt: short replacement interval, MultiAir Unit Failure. Power: 135–140 PS.
MiTo (940A2000, 2010–2018) — Be Careful: MultiAir unit blocked / failed, Timing belt: short replacement interval, MultiAir Unit Failure. Power: 163–170 PS.
MiTo (312A2000, 2011–2013) — Stay Away!: Timing chain premature wear, Turbo damage from incorrect oil, UniAir unit sensitive to oil quality. Power: 86 PS.
MiTo (955A9000, 2012–2016) — Be Careful: Timing belt failure — interference engine, Crankshaft sensor — moisture damage, Wastegate actuator boost irregularity. Power: 69 PS.
MiTo (199B6000, 2013–2018) — Stay Away!: Timing chain premature wear below 100,000 km, UniAir unit failure — expensive repair, Turbocharger damage from oil starvation. Power: 101–105 PS.
MiTo (955B1000, 2013–2018) — Be Careful: MultiAir unit blocked / failed, Timing belt: short replacement interval, MultiAir micro-filter blocked. Power: 135–140 PS.
MiTo (350A1000, 2013–2018) — Be Careful: Timing belt snap — interference engine, Crankshaft sensor — water ingress, Crankshaft sensor failure. Power: 77–79 PS.
MiTo (198A4000, 2013–2016) — Be Careful: Turbocharger failure / boost pressure loss, Oil pump O-ring ageing problem, Misfires in LPG mode. Power: 120 PS.
What to watch out for with the Alfa Romeo MiTo? 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 MiTo 955 have? +
What should I look for when buying a used Alfa Romeo MiTo 955? +
Which engine is recommended? +
Which Alfa Romeo MiTo 955 engine is the most fun? +
Is the Alfa Romeo MiTo 955 worth buying used? +
What horsepower variants are available for the Alfa Romeo MiTo 955? +
Last updated: February 2026 · All information without guarantee