Citroën C6

The common-rail injection system in the Jumpy II 2.0 HDi starts showing weaknesses from 80,000–120,000 km. High-pressure pump failure sends metal swarf to the injectors. A complete fuel system flush is mandatory after pump failure.

Symptoms: Difficult starting, power loss, rough idle, metallic odour in fuel.

The variable geometry turbo on the Jumpy II suffers from soot deposits on the vanes, especially in city use. Actuator faults lead to power loss or overboost (limp mode). Regular motorway driving prevents this.

Symptoms: Limp mode, power loss, whistling, black smoke under load.

The timing chain of the 2.7 HDi V6 (UHN/DT17TED) stretches similarly to the 3.0 HDi UHZ. Timing becomes inaccurate, causing power loss and in extreme cases valve contact. Expensive to repair as V6 tooling and V6 chains are required.

Symptoms: Rattling on cold start, rough idle, engine warning light with camshaft fault, missing power in the upper rev range.

Both turbochargers of the 2.7 HDi V6 receive insufficient lubrication due to oil sludge. Sludge blocks the oil strainer in the supply line. Typical after long oil change intervals or predominantly short-trip operation.

Symptoms: Whistling from one or both turbos, blue smoke, increased oil consumption above 0.5 L/1000 km, noticeable power loss in the upper rev range.

Commercial operation with frequent city driving and stop-and-go clogs the EGR valve particularly quickly. EGR faults occur more frequently than in private-car use of the same engine. Cleaning or replacement interval shortens to 60,000–80,000 km.

Symptoms: Engine warning light, stumbling, increased fuel consumption, power reduction.

The ball joint on the swirl flap actuator of the 2.7 HDi V6 breaks. The swirl flaps are then no longer operated correctly, leading to power loss and limp mode. A frequent cause of power loss on the 607 2.7 HDi.

Symptoms: Power loss at part load, engine limp mode under load, stumbling on acceleration, swirl flap fault message. Vehicle sometimes shows turbo problems that clear after reset.

The Hydractive 3+ suspension on the C6 I fails from around 60,000–80,000 km with leaking spheres and cylinders. The car sinks on one or more corners and the ride becomes hard. Repair is labour-intensive and expensive; Citroën has discontinued spare parts.

The BSI and BSM central control units on the C6 I are no longer available from Citroën as spare parts. A fault in these ECUs can permanently immobilise the vehicle. Electronic problems with fault cascades (ABS, ESP, parking brake) appear from 50,000 km.

The automatic gearbox in the C6 I wears out its solenoid valves in the hydraulic block from 80,000–100,000 km. Jerky shifts and gearbox failures follow. A gearbox oil change with special ATF every 60,000 km is mandatory but is frequently ignored by previous owners.

The C6 I shows problems with brake lines at higher mileages (80,000–100,000 km) that can lead to pressure loss. Brake discs and pads wear above average, especially the front discs from 40,000–60,000 km.

The C6 I shows corrosion at wheel arch inner edges and on the underfloor, especially on vehicles without regular underbody sealing. Older examples from 2005–2007 are more severely affected.