SEAT Alhambra (1996 – 2010) Review

• March 1996
• September 2000
• November 2005
• October 2008

Make sure servicing up to date and any warranty of up to 3 year olds still in place.

Make sure 7-seaters have rear compartment heater. Spec was progressively improved. Later Alhambra TDI 110 has aircon and pop up picnic trays on backs of front seats.

Make sure manual Ford gearbox isn't 'clonky'.

JATCO advises owners not to carry out AUTOMATIC transmission fluid changes hemselves because it's difficult to ensure the correct amount is added (the gearbox needs to be run to a specific temperature - This requires diagnostic equipment) and probably they will use the wrong oil, e.g. Land Rover Discovery ATF is different from a Land Rover Freelander, and Jaguar X-Type (Jatco) uses different ATF to a Land Rover Freelander (Jatco).

Pre 1999MY key-lock immobiliser models suffer same security design fault as Passats, A4s and early Golf Mk IVs. Thieves can pop out the lock barrel then use the same screwdriver to turn lock so all the windows open and alarm sensors are disabled. Beware if wipers will not switch off. Vital to check that the aircon works properly as this is a common failure and fixing it can be very expensive.

TDIs can blow turbos and catalytic converters.

Have also been manual gearbox problems with TDIs and one report of gearchange cables separating on a 1996 2.0 litre petrol model. On 6-speed twin shaft manuals the gearchange from 1st to 2nd can become still. First stage dealer cure is to replace the transmission oil. If that fails, it needs a synchro ring replacing. So if your box stiffens up, make sure it is attended to before the warranty expires.

Automatics can lock in 'park' when the brake switch fails.

Insulation of cables to lights and wiper in rear door can crack.

Air mass meters on TDI 110s can suffer failure through corrosion.

1.8T 20v engines are snapping their timing belts at 70,000 - 80,000 miles and the extensive damage this causes is not repairable. The car will need a replacement engine. 1.8 20Vs also suffering problems with air mass sensors which cost around £200 to replace. All 1.8 20V turbos built from around August 2001 to October 2002 can suffer from failure of one or more of the four ignition coils, which lead to a dispute butween VAG and a supplier and a severe shortage of coils from November 2002 to January 2003.

Water gets into wiper motors, corroding them. New motors £500. First symptom they will not turn off.

Brake servo pipes of TDI 90 and 110s can fail leading to lack of servo assistance.

Intermittent power loss on TDI 90s and 110s may be due to one of the following:- sticking turbo due to dirty oil; dirty or faulty mass airflow sensor; exhaust gas recircularion solenoid valve sticking open; wastegate valve actuator rod sticking; faulty throttle switches; faulty temperature sensor; loose or leaking brake servo pipe or turbo boost pipe from fuel pump to turbo; faulty ECU.

Reconditioned JATCO automatic transmissions around £1,000 from www.ashcroft-transmissions.co.uk Factory exchange JATCO automatic transmissions (more expensive) from www.xpartautoservicecentre.com

On TDIs, EGR valve should open to allow carbon dioxide, which acts as a cooling gas) into the combustion chambers when the engine is under load (>30% boost). This allows the combustion chamber temperature to drop and thus the temperature of the exhaust gases. If it sticks in the closed position the exhaust gas temperature will rise causing a) the turbo bearings to fail and b) engine oil into the induction system. This can lead to the engine running on its crankcase oil until it is either stalled or goes bang. Problems with EGR valves in TDI engines are often the cause of rough running when the valve is stuck in the open position as well. In several cases turbos have blown but the EGR valve has not been replaced. Inevitably the new turbo unit will not last long.

Rear light clusters prone to water ingress and terminal corrosion of bulb holders.

A problem of 2.0TDI PD 140s is failure of the oil pump. The oil pump is driven from a balancre shaft via a short hexagonal shaft. The peaks of this hexagonal shaft locate in six corresponding but minute grooves machined within the otherwise circular-bored oil pump drive shaft. Thus, the oil pump drive relies entirely on an interference fit of little more than 0.010" along the peaks of the hexagonal shaft. After about 50,000 miles, the shaft can round off, resulting in a totally destroyed engine and turbo, plus a bill of up to £9,000. If the danger is known and the oil pump is removed by the garage in good time, a new replacement pump will cost over £500, plus the labour etc to remove and refit it. However, it is also possible to save the old pump and modify the drive at a fraction of the cost of a new one. Many local machine shop already have numbers of these pumps in for such rectification, the drive shaft of each having been on the point of rounding off.

Failing DMFs on 6-speed diesel manuals can generate so much heat in the transmission housing that they cause a fire.

15,000 miles after new timing belt fitted to 2007 SEAT Alhambra D Stylance, the aux belt (which had not been replaced) came off, wrapped itself around the lower timing belt pulley, took off the timing belt and destroyed the engine. Warning: always replace the aux belt after replacing a timing belt.

2008 SEAT Alhambra 2.0 TDI Stylance, used 5,000 - 5,000 miles a year went into limp home mode. AA came out and blanked off the EGR valve. SEAT dealer estimated £1,000 - £1,500 for a new EGR, but turned out to be honest and found that the problem was a fault vavuum regulator solenoid valve that cost £140 inclusive of parts, layout and VAT.