The brakes on the 607 come with two types of calipers. With 2.0 and 2.2 inline fours, gasoline and diesel, the car relies on the usual calipers with a floating bracket. Simple, fairly reliable. In combination with the 283-mm rotor at the front, the brakes are a little weak for a heavy car, but it is not critical – you don’t race Peugeot in real life, only in movies.
The cars with motors 2,9 and 2,7 liters have more serious brakes: four-piston callipers and rotors 309 mm, that is quite adequate for 200 forces and weight. Such brakes last even longer than the “small” ones.
The “handbrake” causes comparatively many problems. The parking brake of the cars before restyling is made in the form of a small drum mechanism inside the hub of the rotor. Such mechanism has a small area of pads, low life, but much more serious is the fact, that it is inconvenient to adjust, holds weakly, and the stuffing rusts. Repair is not difficult, but you have to repeat it every five years, even if you hardly use the handbrake. Cables are changed with disc removal, otherwise you can not adjust the system properly, and in the guide at the disc itself the cable often gets stuck.
Rear brake pads
In cars after the restyling, the small drum has replaced the screw mechanism, and the problem has reached a new level. The “handbrake” mechanism gets stuck in the caliper and requires a complicated repair. Sometimes outside the conditions of a specialized workshop caliper can not be restored, you have to replace it. And it does not cost a penny – the prices for original mechanisms in good condition reach 100 euros apiece. True, it is possible to pick up the analogous one from more recent Citroen C4 and Peugeot 407, but not every service will want to mess with it.
The troubles with braking system do not end here. The ABS block doesn’t rot away here, and even the wire to it usually remains intact, unlike the other models of PSA. But the wiring to sensors, sensors and even hub combs are not so reliable. The most “funny” trouble is the corrosion of the comb: as a result, it cracks and loses teeth, and as a result the gap with the sensor increases.
Any such problem generates a lot of hard-to-diagnose trouble with the ABS unit and a headache for the car owner.
Suspension of 607 is smooth, “divan” that provides high comfort level while driving on any relatively smooth roads. True, for strongly broken “directions” the power capacity is not enough, and overhangs are a bit long.
The main disadvantages of the front suspension are weak subframe and very unfortunate strut supports with leaky rust bearing.
In addition, the stabilizer bracket and front arm rear silentblock housing on the 607 is one aluminum part. The bolts are permanently stuck in it, which leads to cracking along the mounting holes. A new cover and bracket kit costs about 80 euros per side, and used ones are a little cheaper. It can be an extremely unpleasant surprise when repairing the suspension.
As for the rest – typical inexpensive in maintenance McFerson: ball joints are screwed in (and not always successfully unscrewed back out), silent blocks and bearings are changed separately. The safety margin is very good, you can only criticize the relatively “soft” front arms, which bends at a good bump.
In the version with adjustable shock absorbers, the latter are surprisingly cheap in the original version, 120-220 euros, depending on the version. True, the system is capricious, given the very weak wiring to the body level sensors. And on cars with “xenon” it is a problem too.
Rear suspension is structurally more complex, but also repairable and even not very expensive. Although here is used quite complex scheme with two supporting levers and one additional lever, the kinematics is similar to the complex five-levers from Mercedes.
The steering with an ordinary steering booster does not suffer any specific problems. The rack knocks are perfectly masked by noise isolation, so they do not bother until the last. The knocks of the hinges in the cabin, on the contrary, can be heard well. The cause can be both wear and tear and improper assembly during repairs. A splined joint also sometimes knocks.
The life of tie rods and tips is short, especially when using low profile rubber and urban operation. It can be advised to add more grease to the joints, it increases their life.
The cars are strictly front-wheel-drive, and mechanically there are no big problems. For 607 on sale almost no CV joints, and the original drives cost 60 thousand rubles apiece. But perfectly fit CV joints from 407 with similar engines, external dimensions are different, but the installation – the same.
The manual transmission are of two types. On 2.2 gasoline engines you can find BVA series boxes, but mostly you can find BVM in 5-speed ML5T/ML5C and 6-speed ML6 versions.
The 5-speed box, which is on most 607s on the manual, has excellent mechanical workmanship. The shafts, bearings, and synchromesh are conditionally forever in quiet conditions, if you don’t miss the oil level (which happens because the box leaks often). Primary shaft bearings and engagement forks have a lifespan of 400 or more, most cars haven’t even gotten to those mileages yet.
The main problem with 5-speed transmission is related to the work of gearshift mechanism, which is expressed in a difficulty of engaging first, second and reverse gears. The cables like to get stuck during long parkings, the rocker is loosened already to hundred thousand mileage. The shaft and its bushing in the shifting mechanism itself are worn out.
Officially the system is indestructible, but the craftsmen cut off the balancer from the shaft and repair the shaft. The same operation is needed for installing boxes from older versions of machines, where rocker arms can be of different shape.
The six-speed ML6 gearbox, which is installed on the powerful versions of diesel and gasoline engines 2.2 after restyling, has a stronger and a bit newer, so the failures are the same, but occur less frequently.
All 607s have a dual-mass flywheel. And it’s not very reliable, at 150+ miles the chances of knocks and breakdowns are already pretty high. But these transmission are old, and there are common flywheels and clutches for them, for example the Luk repair kit 624211900 from the old Peugeot 405 and 406 fits well with gasoline engines and younger diesels.
Automatic transmission for cars before restyling was 4-speed ZF4HP20, after restyling it was replaced by a 6-speed Aisin TF80SC.
The 4-speed automatic is very strong and reliable, and at the same time it is comparatively modern. It is electronically controlled and has a forced lockup torque converter (CGT). The design is practically unkillable, but there are a few Achilles’ spots. First of all it is the torque converter which, at wear of its bushings because of regular overheats and oil leaks from oil seal, finishes the bush of the oil pump and the oil pump itself with vibrations. At Peugeot everything is complicated by the cooling system with a heat exchanger, which gets clogged, corrodes and leaks in time. With gasoline engines the oil operating temperature is steadily over 100 degrees, which is very bad for the pistons of the box and all its wiring.
Also with age the probability of box selector malfunctions increases – it loses tightness, and contacts oxidize and wear out, causing the transition to the emergency mode of operation.
The mechanical part of the design is very strong, friction clutches with a clean hydroblock have almost no wear at any mileage. Breakages in the form of breakage of the joint between the intake shaft and the drum are possible only at forcing the diesel engines over 350 Nm and overblowing the turbine.
If you change oil in time, not allowing the hydroblock pollution and wear of two PWM solenoids, which are responsible for base pressure and locking of GDT, and at the slightest vibrations go to the service to repair the torque converter, the box will not break down and will not let you down. The same exact boxes on the Mercedes W638 easily go 400,000 km without overhaul and more.
The six-speed Aisin, in general, is also very reliable, but still more delicate. Breakdowns are more frequent and the oil changes are much more exacting. At Peugeot, because of the increased temperature the main trouble is cracks of the C2 package piston, what results in bumps when shifting 4-5-6 gears. The gearbox does not have enough pressure, and to shift on it you have either to overdrive the engine and shift manually, or you have to feel the box skidding and bumping. Modern mechanics can’t bear this, it’s better to go to service at once.
The problem of modern Aisin with the backlash of satellite axles has not passed over the box: with rare oil changes, the shock loads due to the breakage of C2 piston or hydroblock pollution, the box can start humming.
About the problems of TF60 series boxes you can read in a separate article. The TF80 is an updated and improved version, and therefore more reliable. However, the commonality of design determines the same principles of trouble-free operation – ensuring oil purity and reducing the operating temperature to 80-86 degrees.
Under the hood of the 607 is a beauty: covers cover everything unnecessary, the engines are conveniently located, and there is a lot of space for service. Too bad, the radiators here get dirty easily, and it’s hard to wash them without removing the bumper. There are also problems with the radiator fan: it fails due to motor failures or burned out resistors, increasing the chances of the engine overheating.
There are a lot of complaints about the poor performance of the hoses, which literally come apart in the hands. This is most likely due to the use of “non-native” antifreeze, which corrodes the material. There is also a problem with crankcase vent pipes, but the reason is in another way – we will tell about it below.
Replacement of gasoline pump is a whole problem. It would seem that there is a window in a body for this operation. In practice it is easy to remove it, but it is very difficult to put it back – the unsuccessful attempt to put the pump back usually breaks a big plastic nut fixing the bulb or deforms its gasket, and as a result the tank becomes leaky, there is dirt inside, and the interior smells of petrol or diesel fuel.
Both engines on the Peugeot 607 are our old friends: they are rather popular in the 2000s in-line ‘four’ 2.2 and V-shaped ‘six’ 2.9. All engines are atmospheric, with distributed injection, are conservative enough and relatively reliable.
Engine 2.2 EW12 in addition to the 607 was put on models 406, 407, as well as a couple of exotic for the Russian market minivans 807 and Citroen C8. It is a direct relative of the even more popular 2.0 EW10.
The engine 2,2 EW12J4 in versions 3FZ before restyling and 3FY after is really strong. The main problems with this line of engines are oil leaks and progressive oil consumption, as well as a very stiff phasing clutch.
Leaks – the problem is solvable. It is just necessary not to be lazy, periodically to completely overhaul and clean the crankcase ventilation system (CGV), it gets clogged and stops working, and the tubes are often unraveled in flaps if the oil separator has been clogged for a long time. After 200 thousand mileage it needs to be done approximately every 40-50 thousand mileage. If you drive on a highway in cold weather, it is necessary to either place “grandfather’s” cardboard in radiator, or to warm up ECG, otherwise it will freeze, and oil can squeeze out of the motor.
At every change of timing, which should not be tightened till the “factory” 120 thousand, and every 60-90 thousand runs, it is necessary to qualitatively recompact the engine, with replacement of all glands of the front cover, all gaskets and especially rings and the gasket of the water-oil heat exchanger. Meticulousness almost guarantees dryness of the engine, even with mileage well over 300k.
Oil appetite is just a consequence of problems with the ECG and worn valve seals. The pistons also coking little by little, but they stubbornly do not coking, although there are some unique persons who have deposited rings. This is an extremely unpleasant scenario, because if there is severe cylinder wear, there will be nothing to sharpen. There are no repairable sizes, you will have to liner replacements. But the set of original pistons is only from 200 euros, therefore there are no non-original pistons.
If strong vibration during warm-up irritates, it is not a bug, but a feature – just supports and crankshaft rpm are not selected well at idle in this mode.
The diesel engine sound is usually a consequence of problems with the phasor regulator. At old cars, the control valve fails, and the phasor regulator itself starts banging when the oil pressure is high. The new one costs 320-350 euros, which is comparable with the price of a contract motor, so rebuild, purchase of the whole motor “as a reserve” or modification of existing one is in course.
The latter consists mainly in increasing of plunger spring stiffness, which is responsible for alignment of phasor regulator elements. Installation of stiffer spring solves the problem. Stiffness is selected empirically, and one of recommendations sounds like “cut to 25 mm of spring from the steering rack Peugeot 405” – this spring is twice stiffer than the original. Such revision must considerably change the characteristics of the clutch work, but in practice it is little felt.
In the early engines the heat exchanger from Modline has a very expensive sealing ring. It is cheaper to change the heat exchanger to Valeo, where the ring costs pennies. Soaking the ring in acetone or dimethicone also helps, but only for a couple of years.
Hydraulic expansion joints at 200+ miles are often clogged and need to be flushed or replaced. Also, the cylinder wells in the cylinder head are often worn out.
The weak and very fancy shaped welded steel exhaust manifold and the flimsy intake manifold require a good service culture. The exhaust also likes to “jingle”, which can be treated by underwelding the crossmember.
Another very common problem is worn throttle gears. Used throttle gears are inexpensive, but it is more reliable to change them, they are on sale.
The plastic oil intake tube sometimes cracks, it is highly recommended to replace it with an old style metal one.
The secondary air system, catalytic converter and EGR are capricious, they are not arranged in the best way, but the engine management system “catches” their switching off at once according to several algorithms. And if there are no firmware options, the owners are forced to put cheaters, for example, by disabling oxygen sensors at warm-up, putting second “lambda” cheaters.
Nozzles are sensitive to fuel quality and are potentially at risk due to the lack of regular filter and the above mentioned probable leakage of gasoline pump bulb, but it is just a small trouble. If anything, the Bosch injectors from the ZMZ 406 fit one and the same.
The big V6 of 2.9 liters, which the French round up to “3.0”, is the ES9. It can be found not only in Peugeot-Citroen, but also under the hood of some Renault models – it was developed together and is found on the 406, 407, Citroen C5, Renault Laguna and more. On the 607, before the restyling it has the index ES9J4S, and after the restyling – ES9IA. The engine can boast of good service life, interesting sound and at least enough traction. The only evident consumer disadvantage is voracity. In the city even well-functioning engine will eat around 18 liters per 100 km. However, there are many strange technical decisions in it too.
The main problems are leaky cooling system tubes in the back of the block, knocking of phasor regulators (the same as in EW12), leaky valves of phasor regulators, oil from which leaks to the engine control unit through the wire, strange and expensive injectors, and the motors before the restyling have expensive and rare pump.
As with the EW12, there are problems with the ECG. Even a good system frosts in winter, and the tubes are splintering due to a clogged oil separator. The cylinder head covers also leak a lot – they are plastic here, with oil separators.
The factory thermostat is very unfortunate. It often gets stuck, it’s good that it is mainly in the open position, but there are cases when it gets stuck in the closed position as well, and it is a direct road to overheating.
Diesel 607 in Russia are rare enough, but their population is huge in neighboring Belarus, where the attitude to the diesels is historically more positive. As well as in the range of petrol engines, there are in-line ‘fours’ (in two volumes – 2.0 and 2.2), and V6 (2.7).
The most common variant is a pre-styled 2.2 DW12TED4 with one turbocharger and particulate filter with 136 hp. By the way, the initial version of this diesel had two turbos, but they didn’t put such a variant on the 607 – and good, because there were a lot of problems with it. More powerful 2.2 DW12ATED4 with 158 hp. – Also with one turbocharger. But the DW12BTED4 170 hp is twin-turbo again, and it has proportionally more problems with the supercharging system.
The main disadvantages of the DW line of motors are the pneumodozer flowing oil to the alternator. The pneumodozer is such a throttle-mixer with automatic control for cars with a particulate filter, it is needed to regulate mixture enrichment and intake temperature. The problem can easily lead not only to failure of the generator, but also to a fire in the engine compartment.
The air motor itself fails, limiting the power of the engine. Its flap gears break, and oil leaks out through the worn flap axles. A radical solution to the problem is to remove the particulate filter and replace the metering unit with a simple spigot. If the metering unit is removed and the filter is left, it will become impossible to burn through, causing it to quickly become clogged.
Breakdowns in the wiring harnesses are also unpleasant – short circuits are relatively common here, although even more often the connector on the fuel pressure sensor suffers. Any opening of the wiring reveals pieces of insulation flying off, so a long visit to an electrician for a complete rewiring of the engine braid and replacement of connectors is highly recommended for an engine in age.
Oil in the intake usually comes from a worn turbo and a faulty ECG. And at 250+ miles on average, that means “always”. The problem is about the same as on the EW-series motors, old leaky pipes and clogged oil separators, broken fittings and at the same time the intake manifold freezes in the winter.
Breakage of damping pulley of auxiliary equipment belt is a small thing, but about ten years ago they didn’t know that this part would become consumable, so I will mention it separately. The more so that sometimes its breakage is accompanied by collision of valves with pistons, as broken accessory belt gets under the timing belt and tears it at the same time. But this is a rare case.
Turbine overblowing problems due to vacuum system malfunction are no small thing, although most owners treat this problem with indifference. Any leak in the vacuum system can result in dead turbos, burnt pistons, and a toppled box. By the way, this is very probable way to kill the “eternal” automatic transmission ZF 4HP20 on the cars before the restyling mentioned above.
Also, the single-turbo engines have a Garret GT1549P turbine with a very curious system for changing the geometry of the snail. It has a shaft with guide vanes in coaxial with the cartridge shaft in the hot part, which can slide over the hot turbine impeller, covering it from outside and changing the angle of attack of the gases. The drive is simple vacuum, and mechanically this version is substantially simpler than a typical ring with moving blades. Too bad, the actuator is weak and jams quite often, ensuring under- or over-blowing. Sometimes the vacuum actuator is replaced with a larger actuator, this provides better accuracy. But more problems are due to vacuum disturbances in the system.
2.0-2.2 EW10/EW12 Pump
The good thing is that the turbine cartridge itself is one of the cheapest available – they ask less than 50 euros for the Chinese one.
The DSGT12-14Z twin-turbine diesels have two turbines, both are also relatively cheap, but the design is monstrous, and the price from 1500 euros does not look too high. However, there are offers for 2500, and even 3000 euros.
The system of variable geometry here is a classical type, with a variable angle of inclination of blades and a vacuum drive. Telling the truth, the necessity of such complex system is not clear, as all this magnificence is changed during tuning for one turbine that is bigger and five times cheaper, for example, GTB 2056, and torque characteristic of the engine does not worsen, and it takes more than 250 forces off this diesel engine.
We can also remind the inlet flaps of SWIRL system, which live their own life, if the drive is broken. And from time to time their remains get into cylinders with understandable consequences in the form of breakages of rockers and valves. In general, the competent owner of 2.2 has them removed, and they do not affect operation.
Well and such typical diesel troubles, as air leaks, flowing EGR with the heat exchanger, sticking glow plugs, fuel injection pump wear, dirty injectors are also typical for DW12.
Motors before the restyling also have a problem with the life of the intershaft chain in the timing gear. You read that correctly, an engine with a belt in the timing drive, the camshafts are connected by a short chain. Of course you can hardly find a car with 120k mileage and original timing belt now, but you can see genuine timing chains and camshafts in parts, and the price will be similar to a new original. Check the parts codes, the chain should have 0816.F8 code, and if there’s a 6 at the end – don’t take it, it’s an old or fake one, visually it’s a couple of millimeters narrower. Camshafts were not changed, but old crankshafts are obviously softer, they tease cams and especially journals more often. And the sprockets on them were wearing out fast.
PSA also doesn’t have the best fuel filters. Installing heated filters and new spigots with better seals is widely practiced, but it’s still too narrow a topic.
Overall, it’s a good diesel engine, just demanding on fuel and service quality. In favorable conditions it can pass both 500, and 600, and even one million kilometers without overhaul, due to the fact that its piston group is good. But if to neglect preventive repair, there is a good chance to ruin the engine at 250 thousand and earlier.
The six-cylinder 2.7 DT17TED4 diesel engine, also known as UHZ according to Peugeot classification is noticeably more problematic. Its version with 204 hp. “pleases” with exactly the same troubles as the more powerful versions of the motor on the Jaguar XF and XJ and other cars, on which it was put.
Low oil pressure with age causes early crankshaft liners wear, camshaft bed wear and overheating of camshafts, and it usually ends with a broken crankshaft or even a “friendship fist”. Reinforced oil pumps and 10W50 or 10W60 viscous oils can reduce the problem, but to avoid it for sure, you need to watch the oil pressure, both in the channel to the crankshaft and in the cylinder head.
A complete list of measures includes mandatory installation of an improved oil pump, replacement of liners at mileage over 100k on low viscosity oils and a stock oil pump, installation of at least one oil manometer, and careful selection of both oil filter and oil. And no low viscosity oils and 15+ thousand mile change intervals. Even with a new oil pump and liners, after long trips with 5W40 oil the pressure can drop almost to the critical level.