Peugeot 4007 GP
Weaknesses, engine ratings and buying advice
The Peugeot 4007 (2007–2012) isn't a Peugeot — at least not under the skin. Identical to the Mitsubishi Outlander II and the Citroën C-Crosser, built at the Mitsubishi plant in Nagoya. Peugeot changed the face, put the lion on the steering wheel and adjusted the price. The engineering, drivetrain, chassis — all Mitsubishi. That's both the good and the bad news at once: a Japanese foundation with French electronics integration.
Engine choice: The 2.4 MIVEC (4B12) with 170 hp is the petrol — a solid Mitsubishi four-cylinder with variable valve timing, refined in operation but thirsty. 11–13 l/100 km in mixed driving, and up to 14 litres on the motorway. No surprise for a 1,700 kg AWD SUV, but painful at the pump. Technically robust, timing chain instead of belt, with the thermostat sensor as the only notable engine weak point (false engine-temperature warnings, €80–200). The 2.2 HDi (DW12MTED4) with 156 hp is the sensible choice — torquey (380 Nm), more economical (8.0–9.5 l/100 km real), but with one serious weak point: oil contamination of the clutch. The crankshaft seal leaks, oil reaches the clutch disc, and the clutch slips. Replacing the seal, clutch and flywheel in one job: €800–2,500. It shows up from around 60,000 km and is not a one-off but a systematic problem with this engine-gearbox combination.
The gearbox is the 4007's biggest headache. The TC-SST (Twin Clutch Sport Shift Transmission) — Mitsubishi's dual-clutch gearbox — is notorious: jerking, delayed shifts, overheating in town traffic, fault messages and limp mode. In the worst case a total write-off of the gearbox, replacement €3,000–6,000. The continuously variable CVT gearbox (on the petrol) also shows weaknesses at high mileage — slipping, droning, fading performance. The manual is the clearly better choice. Anyone considering a 4007 with an automatic/TC-SST should take a thorough test drive in town traffic: stop-and-go, roundabouts, manoeuvring. If the gearbox jerks or hesitates — walk away.
Brake callipers seize up conspicuously often on the 4007 — especially after standing or in damp conditions. The rear callipers corrode, the pads stick, and it pulls to one side under braking. Per axle €150–450. When buying used, be sure to brake firmly on the test drive and watch for pulling. Rust on the wheel arches and sills is to be expected on a 15-year-old car — but the Japanese body's substance is noticeably better than on contemporary Peugeots. Even so, inspect salt-road examples from underneath. Battery drain is a recurring theme — standby consumers (immobiliser, control units) run the battery flat when the car stands for over a week. A bigger battery (75 Ah instead of 60 Ah) helps.
Buying advice 2026: used prices sit at €4,000–10,000 for well-kept examples. Insider pick: 2.2 HDi with the manual gearbox and AWD, built 2009–2012 — the clutch oil contamination should already have been fixed by the second owner, the manual sidesteps the TC-SST problem, and the diesel delivers enough torque for towing and off-road work. Check the service booklet — has the clutch already been changed? If so, that's a good sign.
Engine Overview
The Peugeot 4007 GP is available with 2 engine variants — from 156 to 170 hp.
Top version of the PSA diesel family (2.2L HDi, 125-133 kW) for the 407, 607, and C5/C6. Strong and refined with excellent pulling power, but rare on the used car market. More involved maintenance than smaller HDi variants: double-row timing chain, variable geometry turbocharger, and complex timing belt replacement. With good care, a cultured long-distance engine capable of well over 300,000 km.
- !! Turbocharger bearing damage from oil starvation from 150,000 km
The turbocharger bearings of the DW12 wear when oil quality is poor or change intervals are extended. Carbon deposits in the oil line block lubricant supply and cause turbo damage.
Symptoms: Whistling from the turbo, blue smoke under acceleration, noticeable power loss, rising oil consumption - !! Injectors seized in the cylinder head from 130,000 km
Moisture accumulation in the injector bores causes the injectors to corrode into the cylinder head. Removal requires special tools and can result in consequential damage to the cylinder head.
Symptoms: Rough engine running, increased fuel consumption, engine knocking, black smoke - !! EGR valve sticks from 100,000 km
The EGR valve on the DW12 tends to stick from soot deposits, particularly during predominantly short-trip use. The mechanism gets stuck in the open or closed position and disrupts mixture preparation.
Symptoms: Rough engine running, power loss, engine management light, hesitation under acceleration
+ 3 more engine weaknesses + vehicle weaknesses
Mitsubishi petrol engine (2.4L MIVEC, 125 kW) in the rebadged Peugeot 4007 (identical to Mitsubishi Outlander). CVT gearbox comes standard — the CVT is a bigger concern than the engine itself. The 4B12 is robust with a timing chain and variable valve timing. Oil consumption at higher mileage is possible. Maintenance should follow the Mitsubishi schedule; Peugeot workshops are often unfamiliar with this engine.
- !! Timing chain stretch and tensioner wear from 150,000 km
The timing chain of the 4B12 stretches from around 150,000 km. The chain tensioner can fail, causing chain slack and in the worst case valve damage. The VVT phaser sprockets also wear.
Symptoms: Rattling noise on cold start, engine management light, shifted valve timing, power loss - !! DCS dual-clutch as a wear item from 80,000 km
The optional DCS dual-clutch gearbox in the Peugeot 4007 (identical to the Mitsubishi Outlander) is a high-risk component according to forum consensus. Repairs cost 6,000–10,000 Euro as the gearbox cannot be overhauled individually. Early failures documented from as low as 40,000 km.
Symptoms: Audible banging or cracking on gear changes especially between 2nd and 3rd gear, judder on pull-away, gearbox oil warning message - !! Increased oil consumption due to stuck piston rings from 120,000 km
The 4B12 tends towards increased oil consumption at higher mileages due to stuck piston rings or worn valve guides. Regular top-ups become necessary.
Symptoms: Dropping oil level, bluish exhaust smoke, oil consumption above 0.5 litres per 1,000 km
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Automatic gearbox: limp mode and shift jerks The automatic gearbox of the 4007 starts to shift jerkily or enters limp mode when warm at higher mileages. Defective gearbox temperature sensors and insufficient gearbox oil level are frequent triggers. The DSG-based transmission is more susceptible than a conventional automatic. Symptoms: Gearbox shifts jerkily or not at all, gearbox warning light on, vehicle runs only in limp mode, no drive when pulling away from 100,000 km | High | |
| Clutch slips from oil contamination (2.2 HDi) Leaking crankshaft seal contaminates the clutch with engine oil. Peugeot service bulletin from 12/2009. Mitsubishi dropped the diesel manual because of this. Symptoms: Clutch slips from 4th gear under load, oil smell, power loss. from 60,000 km | High |
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Known Problems and Issues +
A total of 22 weaknesses have been documented for the Peugeot 4007 GP (2007–2013) — 12 engine-related and 10 vehicle-related. Typical issues affect Gearbox, Suspension, Electronics, Rust.
4007 (DW12, 2007–2013) — Be Careful: Turbocharger bearing damage from oil starvation, Injectors seized in the cylinder head, EGR valve sticks. Power: 156 PS.
4007 (4B12, 2007–2013) — Be Careful: Timing chain stretch and tensioner wear, DCS dual-clutch as a wear item, Increased oil consumption due to stuck piston rings. Power: 170 PS.
What to watch out for with the Peugeot 4007? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee