Peugeot 108 P1
Weaknesses, engine ratings and buying advice
The Peugeot 108 (2014–2021) is the direct successor to the 107 — again a three-way tie-up with the Toyota Aygo II and Citroën C1 II, again built in Kolín. Visually a step forward: sharper design, better materials, and for the first time a folding roof as the Top! variant. Technically the Toyota core carries over, joined by a French engine as an alternative. If you liked the 107, you'll like the 108 — with a few new quirks.
Engine choice: The 1.0 VVT-i (1KR-FE) with 69 hp remains the main engine — the same Toyota three-cylinder as in the 107, mildly reworked. Timing chain, frugal (5.0–5.5 l/100 km real), plenty for town use. The familiar timing-chain stretch at high mileage still applies, so watch for rattling on cold start from 120,000 km. New is the 1.2 PureTech (EB2) with 82 hp — a PSA-designed three-cylinder that pulls noticeably harder than the 1.0. Important: the EB2 in the 108 is a naturally aspirated engine with a timing chain, NOT the notorious wet-belt turbo from the 208 and 308. That removes the biggest PureTech risk. That said, the EB2 tends toward slight oil consumption from 100,000 km — check the oil level regularly.
Weak spots: The ETG5 automated manual is again the single biggest headache on the 108. Peugeot sold it as a comfortable automatic alternative, but in practice it jerks and hesitates on every gear change. The clutch wears from 50,000 km, actuator motors and actuators fail, and limp mode looms. Repair €800–1,500. Steer well clear of the ETG5 — the manual is the only sensible choice. Water ingress remains an issue: door and boot seals harden and water gets into the footwells. On the Top! variant with the folding roof there are additional sealing problems around the fabric top — water drips through in heavy rain, and the roof frame rattles from 60,000 km. The folding-roof mechanism itself can jam: actuator motors, microswitches, tensioning cables. Repair €400–1,000, and parts get scarce on older examples. The lights attract above-average attention at the TÜV inspection — headlight aim and bulb failures get flagged more often than on rivals. The battery is undersized for the car: short trips and winter standing lead to starting trouble after 3–4 years. A trickle charger is recommended.
Test-drive checklist: test the ETG5 gearbox in town traffic (jerking, hesitation when pulling away on a hill), watch the cold start (rattle = timing chain on the 1.0, rough running = EB2 oil level), fully open and close the folding roof (does it jam? rattle?), check the footwells for damp, cycle through all the lights (dipped beam, indicators, rear fog light), measure the battery voltage (below 12.4 V after standing = weak).
Buying advice: In 2026 the 108 is a solid used buy from €4,000–7,000 for early years, facelift models from €6,000–9,000. The Top! variant with folding roof from €5,000–8,000 — but only buy one with a properly working roof mechanism. Always go for the manual; the ETG5 is a dealbreaker. If you have the choice between the 1.0 and 1.2: the 1.2 PureTech 82 hp has more pull and is not a wet-belt engine. The 1.0 Toyota is the proven long-hauler. Both engines last 200,000 km and beyond with care. A full service history with regular oil changes is a must-check — especially on the 1.0 because of the timing-chain stretch.
Engine Overview
The Peugeot 108 P1 is available with 2 engine variants — from 68 to 69 hp.
Toyota three-cylinder (1.0L, 50 kW) with timing chain — identical to the Toyota Aygo and Citroën C1. Extremely reliable and fuel-efficient with virtually no known weak spots. The chain drive is maintenance-free with proper oil changes. The only item to watch is valve clearance adjustment every 100,000 km (solid tappets). One of the most durable engines in its class — 300,000 km has been documented in practice.
- !! ECU failed — no-start and limp mode from 100,000 km
The engine control unit on the 1KR-FE in the Peugeot 107 fails more often than on other engines. Consequences include no-start, limp mode or running on only three cylinders. Repair of the original ECU is possible and saves up to 80% versus a new unit. New unit cost: 1,000–2,000 Euro.
Symptoms: Engine won't start or starts poorly, runs on three cylinders, warning lights on, vehicle enters limp mode - !! Timing chain stretch from 100,000 km from 100,000 km
The timing chain of the 1KR-FE tends to stretch from around 100,000 km. The chain tensioner can no longer compensate for the wear, leading to a ticking noise and shifted valve timing.
Symptoms: Ticking/rattling on cold start, rough idle, slight power loss - !! Weak clutch — all pre-2009 model years from 70,000 km
All pre-2009 models have a weak clutch. From the 2009 facelift, the reinforced clutch from the Yaris was fitted. The clutch needs regular adjustment via cable.
Symptoms: Clutch slips, pedal engages very high, frequent adjustment needed, squealing
+ 3 more engine weaknesses + vehicle weaknesses
Small 1.0-liter three-cylinder PureTech (50 kW) without turbo — the base engine option in the 208 A9. Frugal and adequate for city driving, but overwhelmed on the highway. Shares the oil-bathed timing belt (wet belt) design with the EB2 — the Stellantis warranty extension to 10 years applies here as well. Lower thermal stress without a turbo makes the wet belt somewhat more durable than in the turbocharged variants. Strict oil change intervals are essential.
- !! Oil-bath timing belt swells and disintegrates from 80,000 km
The EB0 uses a timing belt running in an oil bath. Chemical additives in the engine oil attack the rubber — the belt swells, sheds fibres and blocks oil channels. In extreme cases engine damage from oil pressure loss. Stellantis has extended the warranty to 10 years/175,000 km.
Symptoms: Oil pressure warning, metallic noises, engine power loss, coolant possibly contaminated with oil; often no warning before total failure - !! Increased oil consumption from 90,000 km
The EB0 tends towards excessive oil consumption, especially when unapproved engine oil is used. Incorrect oil specification can lead to piston ring coking. Regular oil level checks and oil changes every 10,000 km are mandatory.
Symptoms: Oil level warning between services, slight blue smoke on cold start, oil consumption above 0.5 L/1,000 km - !! Water pump and thermostat fail prematurely from 100,000 km
The water pump and thermostat of the EB0 are prone to failure between 50,000 and 80,000 km. If they fail, overheating can occur without warning. Particularly at risk in stop-and-go city traffic.
Symptoms: Coolant temperature rises unusually, coolant loss, heater goes cold, overheating warning on display
+ 2 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| ETG5 gearbox: jerky shifting The automated manual ETG5 shifts harshly and judders particularly on pull-away and at low speeds. Clutch wear sets in early with city driving. Symptoms: Judder and hesitation on pull-away, rough gear changes, clutch bite point creeping upward from 60,000 km | Medium |
Alternatives
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Known Problems and Issues +
A total of 24 weaknesses have been documented for the Peugeot 108 P1 (2014–2021) — 11 engine-related and 13 vehicle-related. Typical issues affect Gearbox, Body, Brakes, HVAC.
108 (EB0, 2014–2021) — Be Careful: Oil-bath timing belt swells and disintegrates, Increased oil consumption, Water pump and thermostat fail prematurely. Power: 69–72 PS.
108 (1KR-FE, 2014–2021) — Be Careful: ECU failed — no-start and limp mode, Timing chain stretch from 100,000 km, Weak clutch — all pre-2009 model years. Power: 69–72 PS.
What to watch out for with the Peugeot 108? 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