Lancia Phedra 179
Weaknesses, engine ratings and buying advice
From 2002 to 2010 the Lancia Phedra was the large van in the range, a pure badge-engineering product from the shared Sevel project between Fiat and PSA. Technically it is identical to the Fiat Ulysse, Peugeot 807 and Citroën C8 — Lancia supplied only a slightly more upmarket interior and the brand name. As a family and touring van the Phedra offers plenty of space, seven seats and decent comfort, but it is neither exciting nor good at holding value. Today it is a cheap used van for anyone after a lot of room for little money who can live with French big-group engineering.
The engines all come from PSA. The petrol entry point is the EW10J4 2.0 16V with around 100 kW, widely spread across the group and fundamentally robust — 200,000 km and more are realistic with proper care. The rare ES9J4S 3.0 V6 with around 204 hp is an exotic, smooth petrol, but its two separate timing-belt sets make for an expensive belt change and it makes little sense in the heavy van. The heart of the range is the HDi/MultiJet diesels: the 2.0 HDi (79/80 kW) is somewhat marginal for the weight, the modernised 2.0 MultiJet with around 136 hp far more assured, and the 2.2-litre diesels offer the best torque. Particularly pleasant: the DW12ATED4 2.2 HDi uses a timing chain and spares you the belt change. The strongest 4HT 2.2 MultiJet with bi-turbo pulls confidently even fully loaded but is more complex.
On the engine side the diesels are prone to the usual PSA issues: coked and soot-clogged EGR valves, DPF blockage in short-trip use, jamming variable turbo vanes, and injector wear at high mileage. On the 2.0 HDi the turbo oil-feed strainer can block — a well-known, expensive turbo killer. On the V6, corroding ignition coils are the standard problem; on the 2.0 petrol, water-pump/thermostat failure with overheating and a snapped timing belt are the risks.
On the car itself the electronics are the sore point: unreliable body electrics, failed electric sliding-door mechanisms, gearbox failures with limp mode, and ABS fault messages caused by a weak battery. Add rust on the entry sills, wearing wishbones, air conditioning and heating working erratically, and coolant loss via hoses or the head gasket.
Bottom line: the Phedra is a practical, cheap family van with no emotion. A well-kept 2.2 HDi (timing chain!) or the 2.0 MultiJet with service history is the pick. Anyone who needs the space and can stay on top of the typical PSA diesel issues and the fragile electrics gets a lot of car for the money — just don't expect to be thrilled.
204 PS
Phedra · Benzin
V6 van with a surprise factor
Decent170 PS
2.2L MultiJet Diesel
3 weaknesses
Good ChoiceEngine Overview
The Lancia Phedra 179 is available with 7 engine variants — from 107 to 204 hp.
PSA HDi turbodiesel under a group badge, proven common-rail technology but somewhat short on power for heavier vehicles. A fundamentally sound, widely used unit with good parts availability. The EGR valve clogs with soot deposits and hurts both power and smoothness. In short-trip use any fitted particulate filter clogs up. The critical item is the turbocharger oil-feed strainer: if it sludges up from stretched oil changes, the turbo bearing starves and the unit fails. Consistent oil care at the correct interval is more than half the battle with this engine.
- !! Turbo oil feed screen blocked from 120,000 km
The screen in the turbocharger oil feed line can block and cut off the turbo oil supply. This design deficiency of the DW10 is well known and explains frequent turbo failures.
Symptoms: Whistling from the turbo, sudden power loss, total turbo failure if ignored - !! DPF blockage from short-trip driving from 80,000 km
The DPF on the PSA DW10 is more sensitive than other diesel DPFs. With frequent short-trip and city driving it blocks and requires a forced regeneration or replacement.
Symptoms: Engine warning light, power loss, limp mode, rising oil level from fuel dilution - ! EGR valve soot blockage from 80,000 km
The EGR valve on the PSA DW10 clogs with soot deposits and causes fault codes and power loss. Cleaning every 60,000 km is essential with city driving.
Symptoms: Fault code P0401, judder at part load, power loss, rough idle
A modernised two-litre common-rail diesel of PSA origin with around 136 hp, offering noticeably more power and sharper response than earlier stages. A good touring engine with strong pull and moderate consumption. The timing belt should be replaced together with the water pump, since both share the same drive. Under short-trip use the EGR valve cokes up and the particulate filter clogs, leading to limp mode and power loss. At high mileage injector leakage appears. Worth buying used with a long-distance history and documented belt service.
- !! DPF blockage from 80,000 km
The DPF on the RHR engine clogs in short-trip use. Forced regeneration via a longer motorway run is the recommended counter-measure.
Symptoms: Check engine light, power loss, limp mode, elevated oil level - !! Injector leakage at high mileage from 180,000 km
The common rail injectors on the PSA RHR wear at very high mileage. Leaking injectors cause starting difficulties and rough running.
Symptoms: Difficult cold start, rough running, increased fuel consumption, excess fuel use - ! EGR valve carbon fouling from 80,000 km
The EGR valve on the PSA RHR (2.0 HDi 136 hp) sticks due to carbon deposits and needs regular cleaning. Typical problem of the DW10 engine in city vehicles.
Symptoms: Hesitation at partial load, fault code P0401, power loss, rough idle
A PSA common-rail diesel of 2.2 litres and around 128 hp, a widely used van powertrain with decent torque. The chain drive is a plus, sparing the belt change, yet the engine still needs attention on the exhaust side. The EGR valve fouls with typical soot deposits, the particulate filter clogs in short-trip use, and the variable turbo vanes tend to seize, causing power loss and limp mode. Clean oil, a share of long trips, and reading out the DPF loading in time are key to a long engine life.
- !! DPF blockage with short-trip driving from 80,000 km
The DPF on the DW12 blocks in short-trip driving and requires a forced regeneration or replacement. A typical problem for large-displacement diesel vans used in city conditions.
Symptoms: Engine warning light, power loss, limp mode, rising oil level - !! Turbo variable guide vanes seize from 130,000 km
The variable guide vanes of the turbocharger in the DW12 can seize from deposits, causing power loss. Cleaning or replacing the turbocharger is required.
Symptoms: Power loss, whistling, smoke, power hole in the mid-range - ! EGR valve soot deposits from 80,000 km
The EGR valve on the PSA DW12 (2.2 HDi) clogs with soot deposits. Regular cleaning is indispensable with city driving.
Symptoms: Judder, fault code P0401, power loss at part load, rough idle
The strongest four-cylinder MultiJet diesel in this family, of around 2.2 litres with bi-turbo charging. Commanding drive even fully laden, but the two-stage boost adds complexity and more potential fault sources. The EGR valve clogs with soot and needs occasional cleaning or replacement. The injectors wear with mileage and react sensitively to fuel quality. On mostly short trips the particulate filter blocks up because regeneration never runs. Regular long-distance driving, branded diesel and clean oil changes are essential.
- !! Injector wear from 180,000 km
The common rail injectors on the PSA 3.0 V6 HDi wear at high mileage. With 6 injectors, a complete set can become costly.
Symptoms: Rough running, increased consumption, smoke, difficult warm starts - !! DPF blockage from 100,000 km
The DPF on the large-displacement PSA 3.0 V6 HDi clogs with insufficient regeneration cycles. Due to the high displacement, fuel dilution into oil during a DPF fault is significant.
Symptoms: Check engine light, power loss, limp mode, elevated oil level - ! EGR valve soot blockage from 100,000 km
The EGR valve on the PSA 3.0 V6 HDi (4HT) clogs with carbon. Cleaning or replacement every 80,000 km is recommended for this large-displacement diesel.
Symptoms: Hesitation at partial load, fault codes, power loss, rough idle
PSA in-line four-cylinder of around two litres with 16 valves, widely shared across the group and fundamentally robust. With decent care, 200,000 km and beyond is no problem. The weak spots centre on cooling: water pump and thermostat are wear items whose failure quickly leads to overheating, so the coolant circuit needs regular checks. It is an interference design — a snapped timing belt means total damage, and the interval must never be overrun. Add oil seepage at various gaskets with age. Overall a long-lived, good-natured unit.
- !! Water pump and thermostat — overheating risk from 120,000 km
The water pump and thermostat of the EW10J4 are known wear items. Failure leads to overheating and, in the worst case, head gasket damage. Ideally combine a timing belt change with a water pump replacement.
Symptoms: Temperature gauge rises above the normal range, coolant loss in the expansion tank, heating output fluctuates, engine warning light. - !! Timing belt failure — engine damage from 130,000 km
The EW10J4 is an interference engine. Timing belt change every 120,000–150,000 km or no later than after 10 years. On failure: piston-to-valve contact and total engine loss possible.
Symptoms: No warning with a sudden break. With gradual wear: rough running noise, slight power loss. - ! Oil loss at gaskets from 120,000 km
Typical age-related picture: oil leaks from the valve cover gasket and crankshaft seals from around 120,000 km. Not an emergency, but regular checks are needed.
Symptoms: Oil smell after driving, visible oil traces under the vehicle, oil level drops between change intervals.
The 3.0-litre PSA V6 is a rare, exotic petrol with around 204 hp and a smooth run, but technically demanding. Two separate timing-belt sets make the belt change labour-intensive and expensive, so servicing should only be done by experts. Characteristic weaknesses are corroding ignition coils that cause misfires and a failing thermostat with overheating risk. Fuel consumption is high and spare-parts supply is difficult. This is an engine for enthusiasts who put character above reason and are willing to invest in diligent care and reserves — impractical for daily use, but smooth-running and durable with good maintenance.
- !! Timing belt replacement on the V6 from 120,000 km
The PSA 3.0 V6 has a timing belt that must be replaced regularly. Lack of a service record is a significant purchase risk on used vehicles.
Symptoms: No direct symptom — mandatory interval every 120,000 km. Belt snap = engine damage - !! Ignition coil corrosion — the standard V6 problem from 80,000 km
On the PSA 3.0 V6 ES9J4S (Lancia Phedra), faulty ignition coils are the most common engine problem. Corrosion and heat damage the coils; replacement coils and a software update are recommended.
Symptoms: Engine misfires, ignition misses especially under load, power loss, check engine light - !! Thermostat failure from 100,000 km
The thermostat on the PSA 3.0 V6 can stick in the open or closed position. In the worst case, overheating with cylinder head damage is possible.
Symptoms: Engine does not reach operating temperature (stuck open) or overheats (stuck closed), increased fuel consumption
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Unreliable vehicle electronics The Phedra is packed with electronics that are unreliable. Sudden limp modes, ESP/ASR warning messages, engine stalling — often not reproducible and barely diagnosable. Symptoms: Warning lights for no apparent reason, engine stalls during driving, AC and lighting operate irregularly from 80,000 km | Medium |
Alternatives
Explore more
Known Problems and Issues +
A total of 26 weaknesses have been documented for the Lancia Phedra 179 (2002–2010) — 18 engine-related and 8 vehicle-related. Typical issues affect Electronics, Body, Gearbox, Rust. Considered reliable: RHR (2.0L MultiJet), DW12ATED4 (2.2L JTD), 4HT (2.2L MultiJet).
Phedra (DW10ATED4, 2002–2006) — Be Careful: Turbo oil feed screen blocked, DPF blockage from short-trip driving, EGR valve soot blockage. Power: 107–109 PS.
Phedra (EW10J4, 2002–2008) — Be Careful: Water pump and thermostat — overheating risk, Timing belt failure — engine damage, Oil loss at gaskets. Power: 136–140 PS.
Phedra (ES9J4S, 2002–2008) — Be Careful: Timing belt replacement on the V6, Ignition coil corrosion — the standard V6 problem, Thermostat failure. Power: 204 PS.
What to watch out for with the Lancia Phedra? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Lancia Phedra 179 have? +
What should I look for when buying a used Lancia Phedra 179? +
Which engine is recommended? +
Which Lancia Phedra 179 engine is the most reliable? +
Which Lancia Phedra 179 engine is the most fun? +
Is the Lancia Phedra 179 worth buying used? +
What horsepower variants are available for the Lancia Phedra 179? +
Last updated: February 2026 · All information without guarantee