Peugeot 1007 A08
Weaknesses, engine ratings and buying advice
The Peugeot 1007 (2005–2009) was Peugeot's boldest failure — a city car with electric sliding doors that sounded brilliant on paper and turned into a nightmare in practice. Just 4 years of production, miserable sales figures, and today an oddity on the used-car market. The problem isn't the idea — the sliding doors really are genius in tight city traffic. The problem is the execution. Anyone who buys a 1007 buys a permanent electrical project.
Engine choice: The 1.4 8V (TU3JP) with 75 hp is the most common engine — good-natured, economical enough (7.0–8.0 l/100 km real), and above all: the least additional strain on an already overtaxed electrical system. Timing-belt change every 120,000 km (€200–400), keep an eye on the head gasket from 120,000 km. The 1.4 HDi (DV4TD) with 68 hp is the diesel — for a 1,100 kg city car really over-endowed in economy (4.5–5.5 l/100 km real), but with the typical DV4 problem: injector seals give way and diesel pushes into the oil. The oil level rises instead of falling — not a good sign. On top of that, the turbo is barely stressed at this low output and generally holds up, but the glow plugs cause trouble.
The sliding doors dominate everything. The electric motor for the door mechanism is weak point number one — probability 5 out of 5, which means: it hits practically every 1007. From around 50,000 km the force fades, and eventually the door no longer fully opens or closes. Replacement motor plus fitting €400–900 per side. The drive cable of the sliding-door guide is the second headache — it stretches, jumps out of the guide or snaps. Replacement €150–500, and it likes to happen more than once. The sliding-door guide rails wear, bind, and the door jams. If both doors go on strike at once, nobody gets in or out — except through the boot. That's no joke, it happens.
The BSI (Built-in Systems Interface) is Peugeot's central electronics box — and chronically overloaded on the 1007. The sliding doors, central locking, immobiliser, lighting and convenience functions all run through the BSI. If it fails, nothing works — no start, no doors, no lights. Replacement €300–800 plus the coding procedure at the Peugeot dealer. The 2-Tronic (robotized manual gearbox) shares its problems with the 107/C1: jerky shifting, a clutch that wears from 60,000 km, actuator-motor failures. Clutch change €400–900. The manual is noticeably more reliable. Steering play from 60,000 km is a known problem — the steering feels vague, with play around the centre. TÜV-relevant beyond a certain point, repair €200–600.
Buying advice 2026: for tinkerers and fans with a sense of humour only. Prices sit at €1,000–3,500, but the running costs eat up the low purchase price three times over. Before buying, open and close both sliding doors at least ten times — in the cold, in the heat, under load. If a door hesitates or makes noises: keep looking. The 1007 is a fascinating car with a catastrophic reliability record.
Engine Overview
The Peugeot 1007 A08 is available with 2 engine variants — from 73 to 88 hp.
PSA entry-level diesel (1.4L HDi, 50 kW) with common-rail injection and timing chain. Frugal and fundamentally reliable, but with a well-known KP35 turbo issue: the oil feed line to the turbocharger clogs with soot deposits in the oil, and the banjo bolt with its filter screen (037649) blocks up. Injectors seize due to copper seal wear. With regular oil changes and long-distance driving, this engine lasts well.
- !! Injectors seized in the cylinder head from 150,000 km
The injectors on the DV4 can seize in the injector bore due to carbon deposits and corrosion, making them impossible to remove without destruction. Forced removal risks damage to the cylinder head.
Symptoms: Increased fuel consumption, rough idle, black or white smoke from exhaust, engine management light, power loss under acceleration - !! Turbo failure from clogged oil feed from 130,000 km
The oil feed line to the KP35 turbo clogs with soot deposits. The banjo bolt with integrated mesh filter (PSA 037649) blocks and cuts off lubrication. The turbo overheats and bearing shells are destroyed.
Symptoms: Whining noise from turbo, dropping boost pressure, blue smoke from exhaust, engine warning light. - !! EGR valve soots up and jams from 100,000 km
The EGR valve on the DV4 soots up heavily from carbon deposits, particularly during frequent short-trip use. Adaptation after replacement requires PSA diagnostic software (PP2000).
Symptoms: Engine warning light, noticeable power loss, rough engine under part load, elevated emissions, rough idle, fault codes P0409/P0490/P1459
+ 5 more engine weaknesses + vehicle weaknesses
Robust PSA entry-level engine (1.4L, 55 kW) with simple 8V technology — one of the most durable engines in the entire PSA lineup. Low on power, but extremely easy to maintain and cheap to run. Replace the timing belt every 120,000 km, change spark plugs and oil — that is all the TU3 needs. The throttle body gets dirty occasionally. With correct maintenance, a 300,000 km engine without any caveats whatsoever.
- !! Head gasket leaking from 120,000 km
The original head gasket of the TU3 is prone to leaks, particularly when incorrect coolant is used. PSA-specific G33 coolant is required — other coolants attack the gasket.
Symptoms: Oil in coolant (brown emulsion on filler cap), dropping coolant level without visible leak, oil traces at the mating face, overheating - !! Ignition coil module fails repeatedly from 80,000 km
The ignition coil pack of the TU3 is a known weak point, especially on early 206 models. PSA issued a technical service bulletin for installing a capacitor on the connector. Repeated failures are typical.
Symptoms: Misfires, hesitation under acceleration, engine stalls, engine management light flickers, poor cold start - !! Thermostat sticks — engine overheats from 90,000 km
The thermostat of the TU3 frequently sticks in the closed position, preventing coolant from circulating. The poorly designed thermostat housing with an awkwardly positioned sensor makes the problem worse.
Symptoms: Temperature gauge rises quickly into the red, heater produces no warmth, coolant boils over, engine overheats
+ 3 more engine weaknesses + vehicle weaknesses
Robust PSA entry-level engine (1.4L, 55 kW) with simple 8V technology — one of the most durable engines in the entire PSA lineup. Low on power, but extremely easy to maintain and cheap to run. Replace the timing belt every 120,000 km, change spark plugs and oil — that is all the TU3 needs. The throttle body gets dirty occasionally. With correct maintenance, a 300,000 km engine without any caveats whatsoever.
- !! Head gasket leaking from 120,000 km
The original head gasket of the TU3 is prone to leaks, particularly when incorrect coolant is used. PSA-specific G33 coolant is required — other coolants attack the gasket.
Symptoms: Oil in coolant (brown emulsion on filler cap), dropping coolant level without visible leak, oil traces at the mating face, overheating - !! Ignition coil module fails repeatedly from 80,000 km
The ignition coil pack of the TU3 is a known weak point, especially on early 206 models. PSA issued a technical service bulletin for installing a capacitor on the connector. Repeated failures are typical.
Symptoms: Misfires, hesitation under acceleration, engine stalls, engine management light flickers, poor cold start - !! Thermostat sticks — engine overheats from 90,000 km
The thermostat of the TU3 frequently sticks in the closed position, preventing coolant from circulating. The poorly designed thermostat housing with an awkwardly positioned sensor makes the problem worse.
Symptoms: Temperature gauge rises quickly into the red, heater produces no warmth, coolant boils over, engine overheats
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Sliding door actuator motor defective The electric sliding doors are the biggest weak point of the 1007. The actuator motor on the inner door handle is responsible for 90% of all sliding door faults. Repair costs of 400–700 euros per door are typical. Problems can appear from as little as 30,000 km. Symptoms: Sliding door does not open or close at the push of a button, door moves jerkily or slowly, 'door fault' message on display, door re-opens just before reaching the fully closed position from 50,000 km | Medium | |
| BSI module communication error The central control unit (BSI) can develop communication errors with the instrument cluster. Software recall for approx. 2,300 vehicles. Symptoms: Sporadic warning lights, instrument cluster errors, sliding doors behave unpredictably. from 70,000 km | Medium | |
| Sliding door guides and sensors dirty and defective The sliding door guide rails must be cleaned and lubricated every 15,000 km. Dirty rails and defective end-stop switches cause malfunctions. Vehicles without regular maintenance develop problems early. Symptoms: Door moves jerkily or makes creaking noises, door stops halfway, door sensor reports door open even when closed from 40,000 km | Low | |
| Engine management faults and starter failures For 2005 and 2006 model years the ADAC reports an above-average frequency of engine management faults and defective starters as breakdown causes. Fault codes in the engine control unit without any actual defect are also typical. Symptoms: Engine warning light illuminates without any identifiable fault, engine will not start, starter cranks without firing, sporadic engine stalling from 80,000 km | Medium | |
| Sliding door cables torn or stretched Steel cables for the sliding door can tear or stretch. Control cables slip out of guide. Symptoms: Sliding door only opens halfway, moves jerkily, stops midway. from 50,000 km | Low |
Alternatives
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Known Problems and Issues +
A total of 23 weaknesses have been documented for the Peugeot 1007 A08 (2005–2009) — 14 engine-related and 9 vehicle-related. Typical issues affect Electronics, Gearbox, Suspension, Steering.
1007 (DV4, 2004–2019) — Be Careful: Injectors seized in the cylinder head, Turbo failure from clogged oil feed, EGR valve soots up and jams. Power: 68 PS.
1007 (TU3, 2005–2009) — Be Careful: Head gasket leaking, Ignition coil module fails repeatedly, Thermostat sticks — engine overheats. Power: 73 PS.
1007 (TU3, 2005–2009) — Be Careful: Head gasket leaking, Ignition coil module fails repeatedly, Thermostat sticks — engine overheats. Power: 88 PS.
What to watch out for with the Peugeot 1007? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee