The following common faults are directly translated from an Italian site, and refer to the Citroen Saxo Electric and Peugeot 106E which both use very similar systems to the Electrique.

At present, no attempt has been made to correct grammar, spelling or technicalities (I'm busy!).

Credit to:


Guide to the problems with Peugeot 106E and Citrōen Saxo electrical worker1) 
of Giovanni Tinetti and Maurizio Fabbro

1) Famous: the brought back suggestions can be apply to you also to:  - Citroźn AX electrique
                                                                                                 - Renault Clio Electrique
                                                                                                 - Citoźn Berlingo Electrique
                                                                                                 - Renault Electrique Partner



    - Introduction

    - Disclaimer

    - technical Advisor, our mechanic of confidence, Sig. Angel Brambilla di Camorino

    - Case a) charges to 50%, lights the Electrical Fault lamp and the car cannot be charged any more.

    - Case b) the cooling pump impeller is stuck.

    - Case c) the charger short circuits and becomes unusable. For the rest the car works perfectly.

    - case d) the motor goes in jerks or it does not recharge in overrun

    - case e) substitution of the brushes

    - case f) dress in top to one goes them of the sopraceneri; I must by force come down until Mendrisio in order making the service of the batteries my Peugeot?  (Sorry, I can't make head or tail of this one!)

    - case g) resolving the problem of the reduced range (caused by cold batteries) in winter

    - to avoid problems of damage to the batteries


Documents enclose to you:

- Directives of Leroy-Somer maintenance for the motors to continuum flow (pdf)

- Bulletin of delivery brushes Casram (pdf)

- official Sheet given Batteries SAFT STM5-100, officially in equipment to the vehicles Peugeot and Citroen

- Prescription of emergency batteries SAFT STM

- Manual of the use of batteries SAFT STM (modality of loads and maintenance)

- Relationship on the usury of batteries SAFT STM written up from the Danish Committee Vehicles Electrical workers


Our club is formed mainly from possessory of vehicles electrical workers, of which one group of forty of persons posseggono the models electrical workers of the two famous French houses. Unfortunately the two companies, and in particular Peugeot, have lost every interest in this branch of activity (the subsidies are ended), and would prefer to see to disappear these scomodi (for they) models.
In truth it is Peugeot 106E that Citroźn Saxo is two optimal vehicles in their kind, solos that, like whichever electromechanical product, need of some ordinary maintenances, that they have been to our way to see intentionally hidden in order not to discourage the possible buyers. It is obvious that to the day today nearly all the vehicles in circulation would need some maintenances. For reasons of image and marketing, the parent companies cannot reveal the information omitted in phase of information to the customers, and therefore not repairable total hides behind improponibili diagnoses of breach or however of varied members, with costs of substitution forbidden to you.
In these years we are resolutions to isolate the main found problems on this type of vehicles, and of continuation we propose you some simple solutions to recurrent events:


The information brought back in this page are all riconducibili to our personal experiences, and the technical solutions have been all effectively experimented on our vehicles. In good part draft however of manual operations to carry out itself on the vehicle that they demand determined acquaintances. For eventual damages we cannot assume responsibility. For ulterior information or in order to communicate the your experiences to us, you can contact us to the address


Technical advisor, our mechanic of confidence, Sig. Angel Brambilla di Camorino
From the beginning of 2004, it stews of the treatment received in particular from Peugeot, we have tried a mechanic that it worked just in (therefore not legacy to representation duties), and that had still that passion necessary in order to operate on vehicles outside of the ordinary. We have found the solution to our problems in the person of Mr. Angelo Brambilla di Camorino, than in more occasions happening has worked on our vehicles (executing all the operations described later on) with optimal and truly modici prices.
In these years, recovering vehicles out of service, with Mr. Brambilla we have been able to collect all pieces series of a second hand, specific reciprocation of these vehicles electrical workers, than hour we can put to disposition of the associates in difficulty. 
In particular we have hour to disposition:
- two motors of reciprocation
- one complete control panel electronic, with charger
- the Webasto heating
- several control panels and small pieces
These pieces are to disposition of "the needy" associates. 
Mr. Brambilla is raggiungibile to number 0918578674. Its workshop finds beside the restaurant "the Bubble" of Camorino.


Case a) charges to 50%, lights the Electrical Fault lamp and the car cannot be charged any more.
Cause: the pump of the cooling system is the most used part more than all the vehicle. In fact it works is during loads that during the movements. This pump is set in action from a small engine electrical worker to brushes. The usury of the brushes ago that after ca. 20' 000 Km of firm distance this small engine. The temperature in the load-batteries and the batteries increases beyond the concurred limit and the control panel electronic blocks the process.

Official solution: left the machine dov' is and calls the ACS in order makes you to carry the car in practical remains on foot.

Proposed solution: Inserted the contact and you open the cowling. The pump is found on the skillful side of the radiator. When it is in function the pump emits the classic buzz that characterizes these vehicles. If not felt it, tried to leggermente picchiettare the small engine of the pump with an English key, and this recommences to turn. The spy however remains ignited, and you cannot recharge. Your garagista one will say to you that it must execute a reset of the control panel electronic, and that therefore you must portargli the vehicle absolutely. In truth in order to execute a reset of the control panel it can be proceeded in the following way:

1. To reset the car
2, Remove the main fuse of the block of batteries of traction (situated behind the block of the electronics, cfr. photo 1 - To)
3. To unscrew the pole negative of the service battery 12V (the screw in green plastic, cfr. photo 1 - B)
4. you attend 5 minuteren.
5, Riavvitate the pole negative of the service battery 12V (photo 1 - B)
6. Photos 1 reinserite the main fuse of the block traction batteries (- To).


photo 1) under the cowling of one Citroźn Saxo electrical worker

To this point the spy will be passing, and the car will work perfectly. Therefore you will have still at least two or three weeks of time in order to replace with calm, and without scomodare ACS, the water pump.

Conclusion: every ca. 20' 000 Km has one spold of ca. 250.-CHF in order to entire replace the pump (more hours than job, material small, etc). All only why the brushes in the small engine of the pump cannot be replaced!!!! (whichever small engine of the sort previews the lodging for the brushes with substitution...). Could not be equipped to the car of one pump with motor to induction, even with cost double of the pompetta, but then effectively without maintenance for all the duration of life of the car?

Case b) the firm impeller of cooling not more.
This disadvantage can make to think to an breakdown of the sensor of the temperature of the water (happens also in the conventional vehicles...).

Official solution: If capacities the car in garage, you sostituiranno scatoletta containing the electronics of management of the impeller (scatoletta in embedded black plastic through a support on the right of the block in aluminium). I do not know how much exactly costs the substitution, but it is sure not R-a.buon.mercato.

Proposed solution: executed "reset" of the control panel electronic with the system introduced in the case to) (points from 1 to 6). Like of spell, and without to spend cent, the impeller will recommence to work normally. In fact in the greater part of the cases draft of an error not specified of the software of management of the cooling.

Conclusion: in a generalized manner, if it succeeds a disadvantage that you think to you has an origin electronic, you try to resolve it with the system of the reset (you see points from 1 to 6 in the case To). A lot probably, if capacities the car in garage, will connect the control panel to the apparatus of diagnostic, and, also in an other way, they will make the same thing exactly.


Case c) the charger enters in short circuit and becomes unusable. For the rest the car works perfectly.
When connected the car to the taken one of loads, the valve jumps.

Official solution: They will say that it must completely replace the block of the electronics, why draft to you of an only difficultly repairable unit. Cost of the operation: 9000 CHF for the block of electronics + job etc.!!!!

Proposed solution:
1) Remove, extracting it completely and depositing it in a sure place, the main fuse of the block traction batteries (cfr photo over, fuse To). This operation is most important in order to avoid a electrocution danger!!
2) To make sure itself that the cable of recharges it is scollegato from the vehicle.
3) Remove the cover of the electronic block, simply unscrewing the lives placed along the edge (is not necessary to remove the cooling water, in how much is not entered in contact with the circuit of same cooling).
4) To this point the situation like from photo 2 appears you:

photo 2) the block of the open electronics

5) On the circuit of entrance 220 V, before arriving to the charger true and just a filter is installed. In our case the filter has gone in short circuit and is burnt. It has been enough to remove the filter and to connect the charger directly, and all it is begun to rifunzionare in the best one of the ways. And this in two hours of job and without pieces of reciprocation.

photo 3) the filter damaged and in short circuit

1) we do not think that all the breakdowns to the caricabatteria are riconducibili to the short circuit of the filter, however also in this case the "pronosticata cure" in garage was the complete substitution of the electronic block, for the modica sum of 9000 CHF......
2) Like very visible from the photos, the electronics are not structured in an only block, but it is distinguished in several cards very separated (charger, electronic of power, inverter, card of regulation.....) sostituibili or, sure singularly still better repairable......


case d) the motor goes in jerks or it does not recharge in reduction
Official solution: complete substitution of motor block (3000 CHF + job etc....)
Proposed solution: This behavior can have external causes also to the same motor, between which the also oxidation of the potenziometro of regulation connected mechanically to the accelerator. In the greater part of the cases the problem derives but from the usury of the carboncini of the traction motor, and, unfortunately in some cases, also from the usury of the collector.
The motor mounted on the models Peugeot and Citroźn is a Leroy-Somer, and even if draft of a special product constructed for these two companies, it sottostą to the directives only generates them of maintenance rilasciate from L-S for all its motors DC, (not tried to contact Leroy-Somer of this product on purpose, they will say that draft to you of an exclusive feature PSA, and that therefore they are held not to rilascire some data or information...). As explained in the directives cited, to second of I use, the collector of the motor must more or less frequently be rectified, in order to assure a good operation. In term of costs this is only translate in hours of job, in how much no piece must be replaced. In order to allow the turning of the collector, it must but extract the rotor from the motor, and therefore complete taking apart must be proceeded to one.
This job has been executed on a motor with ca. 60' 000Km of distance, and has given optimal turns out to you. After a year the machine works better than from new.....
Like containing the costs: it considers the costs you elevates you of this job and the relatively long times of execution, we have prepared an offer of favor for the EcoVelClub associates: Currently we have unmotore of supply, deposited near the Garage Brambilla di Camorino, our mechanic of confidence. Associates EVC who will have problems to the collector will be able to o from our mechanic of confidence (the same one that has already executed the job a year makes), that it will take apart their motor and rimonterą the motor rectified for a figure of ca. 350 CHF. The EVC later on will make to rectify the taken apart motor, putting it of new to disposition of the associates. For greater information you can contact us to the email
Conclusions: Brazen and scriteriata politics of Peugeot R-with regard to this problem do not have need of ulterior comments. Also the press has already had way to take care itself some. The answers had from Peugeot always have been superficial, or quite lived in air! The better thing is to try one solution alternative that scavalchi the same producer, without falling in pathetic exchanges of accusations and refutation. The attitude of Peugeot is leggibile clearly in the fact that the company has decided to completely withdraw and to destroy a replaced defective motor in guarantee, rather than to yield it to us (we were disposed to pay it, oltretutto....)


case e) substitution of the carboncini, you knew it?
Who of you has been informed, since the beginning, of the necessity to replace the carboncini of the motor of every traction ca. 25' 000 Km, is prayed to leave a message in the forum..... Frankly, anch' I when I have acquired my car electrical worker, they are left me to spool then from the publicity used from Peugeot: - "a electric motor who ago a million kilometers without need of services!!" - A slogan that could serve to paliare the fact of having to pay 220 CHF month for the batteries, but that sure it came to fall, when, with the invoice of the water pump (you see case To)) and of the maintenance of the batteries, law in the invoice pure "substitution carboncini 250 CHF + job!!!!). Hour we become account of the fact who the carboncini are constructed with the maximum precision in order to allow the better operation of the motor, but 250CHF for four pezzetti of coal....
Proposed solution: The Casram, ticinese company oltretutto, are an optimal carbon manufacturer for electric motors. If you want to purposely replace carboncini (4 pieces) with the produced equivalent Casram (devised for we), you can order the article not. 05.103226, at the price of CHF 81,55 (Vat and enclosed expenses), that is to ca. 1/4 of the price proposed from Peugeot. For sincerarvi you can here see the invoice rilasciata from Casram with all the necessary data for commands it.
Conclusions: If you want to avoid problems to the collector (case c)), more often replaced the carboncini, and not waited for that ve they replace them of soppiatto during a regular service. Replacing the carboncini every ca. 15000 Km avoided many troubles to the collector. Moreover, commanding the Casram products, it will cost to you less however than to replace them with the product Km originates them every 25000.


case f) dress in top to one goes them of the sopraceneri; I must by force come down until Mendrisio in order making the service of the batteries my Peugeot?
Not, you can make the service to the batteries near whichever concessionato retailer for the vehicles PSA electrical workers. Therefore you can go calmly also from a Citroźn concessionaire (and viceversa).

case g) Like resolving the problem of the autonomy lessening (cause cold batteries) in winter
Sure there are shrewed that in winter the batteries succeed to distribute little energy, for which in particularly cold days, even found to travel to 15 Km/h when the pointer of the state of loads indicates still 35%. The reason is that the cold inhibits the reaction to the inside of the batteries, and they succeed to distribute little to ampčre that in summer.
Simple one exists a method much in order to obviate to this disadvantage: The system of cooling to water is an important element in this type of vehicles; it avoids the overheating of the electronics of power, the charger and the same batteries. Of norm the NiCd elements, in order not to lose strength itself, do not have to be capacities to advanced temperatures to the 45-50 °C.
In winter but, the cooling system decidedly turns out overdimensioned, and contributes to cool the batteries too much. To this point enough to take part as it was made once on the old vehicles, covering with one template the radiator. Since the radiator never does not exceed temperatures of 40 °C, you can wrap it with a simple plastic bag, scollegando preventively the cooling impeller. With this sagacity diminished of fact the system effectiveness of cooling, and the heat dissipated from the electronics comes used in order to heat leggermente the batteries, being allowed you to have a perfectly comparabile autonomy with that summery one. The operation is not critical, in how much is the electronics that the batteries ulteriorly are protect from temperature sensors that they block the vehicle in overheating case. You must only make attention to two particular:
- not left to support the plastic bag on the Webasto, to the left of the radiator. In fact, if used the heating, the webasto rather catches up elevated temperatures.
- not scollegate the pump of circulation of the water. In this case you would risk to damage the electronics.
This winter sagacity has allowed me to cover the Claro-Airolo distance with the same consumption of energy, is in summer (+24 °C) that in winter (-3°C).


to avoid problems of usury to the batteries
All that that happens to the batteries has not had to the effect memory.....
The true effect memory, that is a slow lessening of the ability to the batteries, is effectively contrastable executing a complete series of charges and scariche, and it is not an irreversible effect.
In the relationship written up from the Danish committee for the vehicles electrical workers, clearly it is documented like the series of batteries STM5-100 produced from the SAFT between 1984 and the 2000 introduced of the serious problems of quality of the separator used to the inside of the cells. This phenomenon door often and gladly to the putting in short circuit of the element, with remarkable loss of power in little weeks. The details of the investigation are leggibili in the attached relationship, unfortunately at the single moment in English. From the tenor of the conclusions it is understood but as Peugeot and Citroen have adopted also in the Scandinavian countries the same politics of "scaricabarile"!!
The described phenomenon comes emphasized in the case of uses of the batteries with an insufficient level of electrolyte. To this purpose recording is necessary on the modality of appraisal of the level of water in the batteries: All the customers of Peugeot and Citroen electrical workers know that, to relatively regular periods, the spy of the liquid level in the batteries ignites itself, and the machine must be capacity to the service batteries. All but do not know that the ignition of the spy does not depend directly on the level of present liquid in the batteries, but from the number of cycles of it only recharges complete you execute yourself from the charger. In practical the factory it has estimated the hypothetical electrolyte evaporation from the batteries during a cycle of recharges, succeeding therefore to establish to great lines the lowering of level for every recharges. This is a practical system if the technical complication of the measure of the level in 20 batteries is considered, but does not keep in mind a factor that can be a lot important; the partial charges. In fact, if you load the car to es. until 95% and then the detached ones, the contatore memorizzerą loads completes.
Imagined to execute 50 consecutive ricariche to 95%: for the control level the batteries are still full of liquid..... but you in truth travelled to dry! (with the possibility that the problem described previously is taken place....).
In order to contrast this problematic one, you can use the following sagacities:
- tried, in the limit of the possible one, to unload and to recharge completely the batteries (improves also the rendering)
- avoided of the long periods of inactivity of the vehicle. It is demonstrated that the vehicles the electrolyte uses you regularly has little problems than battery (evaporates even if  the vehicle is firm)
- 4 months executed a control of the level of electrolyte at least once every, even if the spy still has not ignited itself
- Verified that the production of your batteries has happened after 2000, year in which SAFT finally it has been decided to correct the constructive defect of the batteries. Eventually you can try to turn you to the official importer of batteries SAFT for the Swiss







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