Common problems · 1985–2007
Pinzgauer 716 / 718 problems: 8 things to check
The problems owners and specialists flag most on the Steyr-Puch Pinzgauer 716 / 718, the repairs they end up doing and what those cost, plus the years and recalls to watch. Sourced, not scraped.
Pinzgauer 716 / 718 problems to check before you buy
- Buy the complete oneA UK specialist's first rule is to get the truck with everything fitted, because spares are never easy. Another veteran owner says to plan on buying two: a replacement diff can cost as much as some trucks sell for.
- Test the diff locks and low rangeOperate every switch and lever and make sure the diff locks engage and release, and that low range works. Lazy unlocking usually points to the air system: heat-damaged lines near the exhaust, a leaking lock box, or a sticky valve under the centre dash.
- Check the 716's rear air springOn a 716, disconnect the level control arm, push it fully up, run the engine above 1,800 rpm and check that the air bag inflates within about 30 seconds. A 716 that sits on its tail in the morning has a leak. The parts are expensive.
- Autos: watch the first-to-second shift coldThe ZF 4HP22 is generally reliable. Its best-known fault is sticking in first when cold, usually from a contaminated governor. Also check for harsh or slipping shifts, a worn park brake and a disconnected breather.
- Look for oil where it shouldn't beCheck the axle tubes and yellow swivel boots for leaks, the portals for weeping seals, and the engine for valve-cover, rear cam seal and oil-cooler leaks. Look in the coolant too: oil there points first to the oil cooler, then to the head gasket.
- Listen at speed and from coldStart it from cold and look for smoke and leaks. Big miles can mean a tired rear diff, which whines at speed. Higher mileage alone isn't a big worry for the VW engine, which is relatively easy to source parts for.
- Work out the year and buildInternational VINs have no model year, so titles and insurers can get it wrong. The chassis number (last digits) and the transmission and transfer-case plates are better guides, and only a build certificate from the factory is definitive.
- Check the paperwork before you payEx-military trucks were never certified for US roads, and some states treat them differently. A Colorado DMV clerk flagged a Pinzgauer VIN as military in 2022, and owners say California is especially hard. Buy one already titled in your state, or ask your DMV first.
The repairs Pinzgauer 716 / 718 owners end up doing
| REPAIR | SYMPTOMS | DIFFICULTY | TIME | COST |
|---|---|---|---|---|
| Timing belt and water pump (D24T) | Usually none until it fails. The D24T's camshaft is belt-driven, so a truck without belt receipts should be treated as due. Refurbished trucks sold recently list a new cam belt and water pump among the first jobs. | 3 / 5 | — | Parts plus labor |
| Oil leaks and oil consumption | Oil under the truck, topping up every day on a road trip (one owner added 3–4 quarts every 400–500 miles), oil on the valve cover. | 2 / 5 | ≈ 1–3 hours per seal | Parts plus labor |
| Overheating, and oil in the coolant | Temperature needle climbing toward the red on a long run, burst hoses, oil in the expansion tank. | 3 / 5 | From an afternoon (hoses) to days (head gasket) | Parts plus labor |
| Portal (wheel drive) seals and outer bearings | Oil weeping from a portal, on the inside of the wheel or onto the brakes. One owner noticed a leaky rear portal about 2,000 miles after buying his 718. | 3 / 5 | ≈ Half a day per hub | About $75 in bearing and seal from a bearing house, versus about $230 one owner was quoted |
| Axle tube and swivel boot leaks | Oil in the yellow swivel boots, oil pouring out when you open a wheel drive filler, high oil levels downstream of a low diff. | 3 / 5 | A day or more | Parts plus labor |
| Diff lock that won't release | The 4WD or diff lock engages instantly but only releases after a sharp turn. | 2 / 5 | ≈ 1–3 hours | Parts are often the whole lock box |
| Brake calipers and master cylinder | Pulling, a soft pedal, or pitted caliper pistons. | 2 / 5 | ≈ 1 hour per caliper | An importer offered new OEM calipers at about $70–74 each in 2012 |
| ZF 4HP22 service: stuck in first when cold | No upshift, or a lazy one, from first when cold. The usual cause is dirt in the governor at the back of the box, which sits ahead of the filter. | 3 / 5 | ≈ 2 hours for a pan, filter and fluid service | Parts plus labor |
Each repair links to a step-by-step guide with tools, part numbers and where to buy the parts.
Years with known problems
| YEARS | FLAG | WHAT TO KNOW |
|---|---|---|
| P80 (to chassis 1790) | Beware | Original spec: small nose, no intercooler, cooling versions A and B. Owners say the earlier TDs were known to run hot, and later trucks got a revised cooling system |
Every Pinzgauer 716 / 718 model year, with the best ones to buy →
Take the printable Pinzgauer 716 / 718 inspection checklist: every check on this page plus the model-specific ones, on one sheet. Get the checklist →
Sourced from owners, specialists and factory documents; full sources are on the Pinzgauer 716 / 718 guide. Verify torque figures and procedures against the factory service manual (disclaimer).