Peugeot 208
1.2-litre three-cylinder turbo with 48V mild hybrid system and timing chain (NOT a wet belt like the predecessor EB2DTS). 21 kW electric motor integrated into the e-DCS6 dual-clutch gearbox. From 2024 in 208 P21, 2008 P24, and 308 P51 as MHEV variant. More reliable than the predecessor thanks to the eliminated wet belt issue.
Agile mild hybrid in a supermini
With 136 hp and 48V assistance the 208 e-DCS6 is sprightly enough for everyday use. The dual-clutch shifts quickly, and the electric boost when pulling away is enjoyable. Well powered for the class.
Engine Weaknesses 6
A miscalibrated motor control unit (MCU) incorrectly detects an internal insulation fault and opens the clutch as a result — unexpected loss of drive while moving is possible.
The new e-DCT6 dual-clutch gearbox shows occasional shuddering at low speeds, shift hesitation or protective shutdowns on early production vehicles — usually caused by immature software calibration.
Symptoms: Shuddering when pulling away and at low speed, shift hesitation, occasional gearbox fault messages, warning lights (ESP, ADAS)
The latest PureTech generation HN09 shows early reports of camshaft problems similar to the predecessor PureTech engines according to L'Argus. Early warning sign: increased oil consumption from as early as 16,000 km.
Symptoms: Oil level warning early, rough engine running, knocking on cold start
Three-cylinder direct-injection turbocharged engines of the EB2 family tend towards increased oil consumption during predominantly short-trip use due to soot deposits at the oil control ring gaps.
Symptoms: Oil level drops between service intervals, slight blue smoke on cold start
The turbocharger on the HN09 requires adequate oil supply and cool-down time. Short-trip use without sufficient temperature promotes oil coking in turbo bearings and oil lines.
Symptoms: Turbo whine after extended standing, power loss under high load, smoke after engine shutdown
The PureTech engine family has a known weakness with the water pump and thermostat. On the HN09 thermal load from the turbocharger is elevated. Early coolant loss is possible.
Symptoms: Dropping coolant level, temperature fluctuations, engine overheating warning light
Vehicle Weaknesses 9
The AC condenser loses refrigerant through stone chip damage or porous seals. The PSA platform model shares this issue with the 308/2008/5008. Workshop costs are typically 400–900 euros.
The infotainment system with touchscreen regularly freezes or responds only with a delay. Bluetooth connections drop, smartphone pairing fails. Software issues cause sporadic system reboots.
The rear brake discs rust particularly heavily due to uneven brake force distribution and the low vehicle weight. On the electric e-208 variant, regenerative braking makes matters worse as the mechanical brakes are used less.
TÜV/MOT inspectors flag lighting problems on the 208 II above-average frequently. Dipped beams, indicators and rear lights are equally affected. Lighting is one of the weakest points in the TÜV report.
Anti-roll bar drop links and wishbone bushes on the front axle wear out and cause rattling noises. Particularly on poor roads the suspension attracts negative attention. The plastic bushes harden and crack over time.
Also on the 208 II the rear silencer is poorly rust-protected and corrodes surprisingly quickly, especially with predominantly short-trip use. The defect rate is above average compared to similar vehicles.
Ice builds up at the sills and the steel-aluminium joint at the radiator bracket corrodes quickly. Visible on e-208 models after just 3–4 years.
On the P21 the seat heater heats to around 40°C, then cycles off and on (normal operation). When faulty, only one zone heats. Heating mats are embedded in PU foam — repair is complex.
Door trim clips on P21 models work loose frequently, causing irritating rattles and creaks in the doors. Removing the trim typically breaks 2–3 clips. Peugeot supplied replacement trims for the e-208.
