About this model
The second-generation Fiat Bravo (type 198) was produced from 2007 to 2014 as Fiat's answer to the VW Golf and Ford Focus in the compact segment. It is a common sight on BiH roads because large numbers were imported from Italy where it sold well, and its affordable pricing made it attractive for buyers wanting a roomier car for less money. Most examples in BiH have the 1.6 Multijet diesel engine (codes 198A2000 or 198A3000), in either the 105 or 120 HP version, paired with a six-speed manual gearbox. Typical examples on the local market have between 150,000 and 250,000 km and are 12-17 years old, which is when the most common problems we cover tend to appear. The Bravo was replaced in 2015 by the Tipo, which uses a newer-generation engine (Multijet II), but on the used market the Bravo still holds its own as an affordable alternative to pricier German rivals.
Engines and variants
This model is most commonly available in BiH with the following engines.
198A2000 (1.6 Multijet 120 HP): The stronger diesel with 120 HP and 300 Nm, the most sought-after version in BiH because it offers enough power for comfortable motorway and out-of-town driving. Higher torque means more stress on the dual-mass flywheel, so this engine is more prone to early flywheel wear compared to the weaker 105 HP variant. The difference in fuel consumption between the 120 and 105 HP is minimal, making it a popular choice. Parts are widely available and reasonably priced.
198A3000 (1.6 Multijet 105 HP): The standard diesel with 105 HP and 290 Nm, more economical than the stronger variant, available from the very start of Bravo 198 production. It uses the same clutch and dual-mass flywheel assembly as the 120 HP version but with slightly less load, so the flywheel tends to last longer on average. This engine suits drivers who cover most of their mileage on mixed routes and do not prioritise acceleration.
198A6000 (1.6 Multijet 90 HP): The weakest diesel variant with 90 HP, rare in BiH because buyers prefer stronger versions for motorway driving. Lower load on the drivetrain, but the same DPF and EGR issues as the more powerful versions, plus a lack of power on steeper inclines. Drivers who stick to city driving have no problem, but for longer trips with passengers the engine is borderline.
198A1000 (1.4 T-Jet 150 HP): A turbo petrol with 150 HP, the sportier variant, rare in BiH but interesting as a candidate for LPG conversion. Prone to MultiAir system issues and oil consumption at higher mileages, but free of the DPF/EGR problems that plague the diesels. The principle is similar to turbo petrols from other manufacturers, but the implementation, software and typical faults differ from brand to brand.
Reliability and reputation on the BiH market
The Fiat Bravo 198 is positioned on BiH roads as a budget alternative to the Golf 5 and Focus Mk2. Buyers choose it for its lower price, roomier interior and Italian styling that still looks respectable after 15 years. Mechanically, the first-generation 1.6 Multijet is a robust enough unit that, with regular servicing, will cover 250,000 km without major work on the engine itself. It is worth noting that this engine is not the same as the 1.6 Multijet II used in the newer Tipo - they differ in construction, software and injection system.
The model's weak points are the quality of its anti-corrosion protection, electronics and specific factory-inherent brake system issues. Parts are affordable and widely available because Fiat has a strong market presence, and most jobs can be handled by any experienced mechanic without specialist equipment. Compared to the competition, the Bravo is cheaper to maintain than the Golf 5 but demands more attention to bodywork and electronics. Owners who service the car regularly and drive a mix of city and open-road miles have little reason to complain.
Common faults we see
From our workshop practice, here is what most commonly comes in for repair on this model.
1. Dual-mass flywheel
Symptom: Vibrations at idle, knocking when starting or shutting off the engine, juddering when pulling away, uneven running in first and second gear.
The 1.6 Multijet produces 290-300 Nm of torque, which puts significant load on the dual-mass flywheel. The problem typically appears after 150,000 km, earlier on cars driven mainly in town with frequent stop-start use. The 198A2000 with 120 HP loads the flywheel somewhat more than the weaker 198A3000.
Advice: Replacing the dual-mass flywheel always means fitting a new clutch kit at the same time. Never replace just the clutch and leave the old flywheel in place - you will end up paying for the job twice.
2. DPF filter
Symptom: Warning light on the dashboard, loss of power, limp mode, increased fuel consumption, smell of burnt oil.
A Bravo with a DPF that is driven mainly in town cannot complete a regeneration cycle because the trips are too short. Engine oil becomes contaminated with fuel during failed regenerations, which triggers the oil pressure warning light. This is specific to the Bravo because Fiat did not implement a dedicated warning for a DPF regeneration in progress.
Advice: If the oil pressure light flashes and the oil level has risen above the maximum mark, it is not an oil pump failure but fuel dilution from DPF regeneration. The oil needs to be changed urgently and a forced regeneration carried out.
3. EGR valve
Symptom: Uneven engine running at 1,800-2,000 rpm, loss of power, black smoke from the exhaust, check engine light, fault codes P0401 and P0403.
The EGR clogs with soot, especially in city driving with short trips. On the 1.6 Multijet engine the EGR is positioned so that it directly affects idle stability in the 1,800-2,000 rpm range, which drivers feel as hesitation or stuttering.
Advice: Cleaning the EGR is a realistic fix up to about 180,000 km; after that we recommend replacing it with a new unit. Make sure to clean the intake ports as well, because soot deposits build up there too.
4. Hard brake pedal
Symptom: The brake pedal requires excessive force for normal braking, especially on the first application after the car has been standing, feeling as though the servo is not working.
This is a factory-inherent design issue with the braking system present on all Bravo 198 models. The vacuum pump (tandem pump) and brake booster assembly have an inherent problem with vacuum loss. The issue is more pronounced on diesel engines because they rely on a mechanical vacuum pump.
Advice: First check the vacuum hose from the tandem pump to the booster - it often cracks or hardens. If the hose is fine, replacing the diaphragm in the brake booster usually solves the problem.
5. Corrosion on rear wheel arches and sills
Symptom: Paint blistering along the edges of the rear wheel arches, visible rust around panel joints, corrosion beneath the rear mud flaps, paint bubbling on the sills.
Fiat used a thin-film protective coating on the Bravo 198 that deteriorates over time. The rear wheel arches have an L-shaped fold that traps moisture and dirt. The sills under the plastic trim also suffer because the trim retains moisture. The problem is worse on cars that have not been kept in a garage.
Advice: Inspect the rear wheel arches from the inside, not just the outside. Remove the plastic sill covers and check the metal underneath. On every pre-purchase inspection of a Bravo this is the first thing we look at.
6. Gear selector cable misalignment
Symptom: Difficulty engaging fifth gear, occasional inability to select reverse, a loose feeling in the gearshift, gears jumping out.
The gear selector cables on the Bravo 198 stretch over time and go out of adjustment. The problem is most noticeable on fifth gear because it requires the full travel of the cable. The plastic clips on the cable ends wear and introduce play.
Advice: In most cases adjusting the cables fixes the problem without replacement. If the plastic clips on the ends are broken, new cables are needed. It is a relatively simple and inexpensive job.
7. Knock sensor
Symptom: Check engine light, fault code P0325, rough running at higher rpm, loss of power under acceleration.
The knock sensor on the 1.6 Multijet is mounted on the engine block and exposed to vibration and moisture. The connector corrodes or cracks, particularly after 100,000 km. The fault shows up as a check engine light and rough running because the ECU falls back to safe ignition parameters.
Advice: Before replacing the sensor, check the connector and wiring - the problem is more often a corroded connector than the sensor itself. Cleaning and protecting the connector with dielectric spray can extend its life. The cost depends on the specific condition - get in touch for an estimate.
8. Crankshaft pulley (vibration damper)
Symptom: Metallic humming or scraping from the front of the engine, vibrations at idle, auxiliary belt snapping, unstable idle speed.
The rubber layer inside the crankshaft pulley (torsional damper) delaminates after 80,000-120,000 km. The inner and outer halves of the pulley begin to rotate independently, causing the auxiliary belt to slip and producing inaccurate signals from the crankshaft position sensor. The problem is inherited from the older generation of Fiat/PSA engines.
Advice: Replace the crankshaft pulley preventively at every timing belt change. It costs relatively little, and prevention is far cheaper than the consequences of the auxiliary belt snapping while driving.
Service and maintenance
The timing belt on the 1.6 Multijet engine is replaced at 90,000-120,000 km or every 4-5 years, depending on the model year and the manufacturer's recommendation (check the service booklet). This engine uses a timing belt, not a chain, which is an important distinction from some competing units. We also recommend replacing the water pump at the same time because access is the same and the labour saving is significant.
Oil: fully synthetic 5W-30 meeting Fiat specification 9.55535-S1 (ACEA C2), change interval 10,000-15,000 km or once a year. Do not rely on Fiat's recommendation of 30,000 km because BiH driving conditions and fuel quality do not tolerate it.
The DPF requires an occasional longer motorway run (at least 30 minutes above 2,500 rpm) for a successful regeneration. Replace the auxiliary belt and tensioner at 50,000-60,000 km or at the first sign of wear. For a detailed diagnostic check we recommend visiting the workshop with a description of your symptoms.
Owner tips
- Check the history before putting down a deposit: use the chassis number to pull the full history via carVertical. International registers give you real odometer readings by date, recorded accidents, number of previous owners and indicators of theft or total loss. We consider this essential before buying any used car, especially with Italian imports. When paying for the report you can use the code GAGA to get 20% off.
- Change the oil every 10,000-15,000 km with fully synthetic 5W-30 meeting Fiat 9.55535-S1 - never stretch it to 30,000 km as the service booklet suggests, because BiH conditions and fuel quality do not allow it.
- Once a month, wash out the area behind the rear wheel arches and remove mud build-up from the sheet-metal folds, because that is where corrosion starts on every Bravo.
- If you drive mostly in town, at least once every two weeks take the car out on the open road for 30+ minutes above 2,500 rpm so the DPF can complete a regeneration.
- Check the oil level more often than on other cars, because DPF regeneration dilutes the oil with fuel and the level can rise above the maximum - a sign that an urgent oil change is needed.
- When buying, always remove the plastic sill covers and check the metal underneath, as this is the most common hidden corrosion spot that sellers do not clean.
Frequently asked questions
Is the Fiat Bravo 1.6 Multijet reliable at 200,000 km?
The engine itself is reliable at that mileage with regular maintenance. The key is that the dual-mass flywheel and DPF service have been done on time. Most problems at 200,000 km involve wear items, not structural engine failures. Pay attention to body corrosion, as that is more often the limiting factor than the mechanicals.
Which engine is the best choice in the Fiat Bravo 198?
For BiH conditions, the 1.6 Multijet 120 HP (198A2000) is the best compromise of power and economy. The 105 HP version is also a good choice with slightly less flywheel loading. The petrol 1.4 T-Jet is interesting for LPG conversion but requires more attention to the MultiAir system.
Is it worth fitting LPG to a Fiat Bravo?
The petrol 1.4 T-Jet is a candidate for LPG conversion with a suitable sequential system. The diesel versions are not suitable for LPG. If you drive more than 15,000 km a year, fitting LPG to the petrol version pays for itself within a year to a year and a half.
How long does the dual-mass flywheel last on the Bravo 1.6 Multijet?
Typically between 150,000 and 200,000 km, depending on driving style. City driving with frequent stops and starts shortens its life. If you notice vibrations at idle or juddering when pulling away, come in for an inspection, because continuing to drive with a damaged flywheel can also damage the gearbox.
Why is the brake pedal on the Bravo so hard?
This is a well-known factory issue on all Bravo 198 models, related to the design of the vacuum braking system. Check the vacuum hose from the tandem pump and the booster diaphragm. It is not dangerous as long as the brakes still work, but it does require more pedal effort and some getting used to.
Does the Fiat Bravo rust quickly?
The Bravo 198 has weaker anti-corrosion protection compared to its German competitors. Critical areas are the rear wheel arches, sills under the plastic trim and the boot floor. Regular underbody washing and preventive treatment of the vulnerable zones significantly extends the body's lifespan.
Is the Bravo better than the Stilo?
The Bravo 198 is a significant step up from the Stilo in every respect - a more reliable engine, better gearbox, more modern interior and improved corrosion protection. If you are choosing between the two, the Bravo is definitely the safer bet, especially in the 1.6 Multijet variant.
If you notice any of these symptoms, drop by the workshop - it is better to check early than to pay for an expensive repair later.