Peugeot 308 T7
Weaknesses, engine ratings and buying advice
The Peugeot 308 T7 (2007–2013) was Peugeot's answer to the Golf VI and Focus II — and a leap forward from the troubled 307. Built as a hatchback, SW (estate), and CC (steel retractable hardtop). The 308 shares its platform with the Citroën C4 I, which helps with parts: many suspension components, engine mounts, and control units are identical and cheaply available.
Market overview: The T7 is now a typical sub-€5,000 used car — large volumes mean plenty of choice. Patient buyers can find well-maintained examples with full service history. The CC variant is rare and holds its value, though it brings its own set of issues.
Engine choice: Diesels dominate the used market. The 1.6 HDi (DV6) with 90–112 PS is the high-mileage engine: frugal (real-world 5.5–6.5 l/100 km), durable, but the dual-mass flywheel causes trouble from 150,000 km (replacement €800–1,200). The 2.0 HDi (DW10) with 136–163 PS pulls strongly but demands punctual timing belt changes every 120,000 km. Among petrol engines, the 1.6 VTi (EP6) with 120 PS is a solid naturally aspirated unit — undemanding but somewhat underpowered. The 1.6 THP (EP6DT/EP6DTS) with 150 or 200 PS is where things get dangerous: the timing chain is undersized, the tensioner weak. Chain stretch from 60,000–80,000 km, repair €1,500–3,000, a snapped chain means engine damage from €4,000 upwards. On top of that, extreme oil consumption — 1 to 3 litres per 1,000 km is not uncommon. Only buy THP engines with documented chain replacement.
Weak points: The AL4 automatic gearbox is the single biggest weakness of the T7. Juddering on pull-away, anomaly warnings, limp mode — the solenoid valves wear out, and without regular oil changes every 40,000 km the gearbox becomes a write-off candidate. Repair €1,500–2,500, replacement gearbox from €3,000. Anyone wanting an automatic should opt for the manual instead. The BSI control unit (Body Systems Interface) is Peugeot's central computer for comfort electronics — and a notorious weak point. Window regulators, central locking, lighting: everything depends on the BSI. Failure means total loss of body electrics, repair €400–800. The front coil springs break — Peugeot issued an extended warranty for this. Clunking at the front over bumps is a warning sign. The exhaust system rusts through on younger examples already — thin-gauge steel meets salted roads. Replacement €300–600. Lighting attracts disproportionate MOT failures: headlight alignment, bulb defects, tail lights. The CC brings its own problems: the roof hydraulics (opening in 20 seconds) wears out hydraulic cylinders and micro-switches. Repair €1,000–3,500, and CC-specific parts are becoming scarce.
Test drive checklist: Watch the cold start (rattle = timing chain on THP), check oil level (THP), test the AL4 in city traffic (judder on pull-away), try all window regulators and central locking (BSI), test suspension over manhole covers (broken springs), inspect the exhaust from underneath (rust), check all lights.
Buying advice: For a 308 T7 in 2026, go for the 1.6 HDi with manual gearbox — cheap to run, robust, parts are inexpensive. Good examples from €2,500–4,500. THP only with chain replacement proof and low oil consumption. Avoid the AL4 automatic entirely. CC only for enthusiasts with budget for roof hydraulic repairs.
175 PS
308 · Benzin
Sporty 308 with bite
Fun to Drive!140–156 PS
1.6L THP 150 Benzin
9 weaknesses
Stay Away!Body Variants
The Peugeot 308 T7 is available as Hatchback and SW and Convertible — choose your body type for specific insurance data:
Generations
Engine Overview
The Peugeot 308 T7 is available with 5 engine variants — from 75 to 200 hp.
The most common PSA diesel (1.6L HDi, 68-85 kW), evolving through many stages from Euro 4 to Euro 6. THE defining problem is the turbocharger: the oil feed line clogs with soot particles and kills the TD025/GT1544V turbo — sometimes as early as 50,000 km. Injector seals, EGR carbon buildup, and DPF issues on short trips are additional trouble spots. With regular oil changes and highway driving, it remains a frugal, long-lasting engine.
- !! Turbocharger total failure from oil sludge from 100,000 km
The 1.6 HDi is notorious for repeated turbocharger failures. Soot particles in the oil alter viscosity, oil lines coke up and the turbocharger runs dry. A second failure after replacement without addressing the root cause is common.
Symptoms: Whistling from the turbocharger, severe power loss, blue or black exhaust smoke, oil leaking from turbo, engine enters limp mode - !! Leaking injectors with diesel in the engine oil from 120,000 km
The copper sealing rings on the injectors wear out, allowing combustion gases and diesel to enter the cylinder head. Oil dilution by diesel can lead to engine damage. Affects all 1.6 HDi variants.
Symptoms: Diesel smell at the dipstick, rising oil level, black deposits around injectors, rough engine running, hissing noises at the cylinder head with engine running - !! Premature camshaft and chain wear from 130,000 km
The cam-to-cam timing chain between inlet and exhaust camshafts can stretch or snap. Hydraulic chain tensioners fail, causing valve timing shift and in extreme cases engine damage.
Symptoms: Rattling on cold start, rough engine running, engine management light, power loss, in extreme cases sudden engine shutdown from chain snap
+ 5 more engine weaknesses + vehicle weaknesses
Powerful PSA diesel (2.0L HDi, 100-133 kW) for mid-size cars and SUVs. Common-rail with turbo, later versions as BlueHDi with SCR catalyst and AdBlue. Fundamentally robust and long-lasting with high torque. Injectors and the turbocharger are the main wear items. Timing belt with water pump should be replaced at least every 160,000 km. DPF regeneration becomes problematic with short-trip driving patterns.
- !! Timing belt snap caused by defective water pump from 90,000 km
The plastic impeller of the water pump can disintegrate from as early as 50,000 km. Fragments enter the timing belt drive and cause the belt to snap with subsequent total engine destruction.
Symptoms: Coolant temperature rises unusually, coolant loss without visible leak, faint grinding or squealing from the timing belt drive, sudden engine shutdown when belt snaps - !! Dual-mass flywheel wear from 130,000 km
The dual-mass flywheel wears prematurely, especially on the 107 hp variant. Oil dilution from DPF regeneration accelerates wear. The clutch should always be renewed at the same time.
Symptoms: Squealing or clattering when starting and stopping the engine, pronounced vibrations at idle, juddering when pulling away, knocking at low revs under load - !! Leaking injectors causing oil dilution from 140,000 km
Leaking injectors allow diesel into the engine oil, drastically reducing its lubricity. The rising oil level is often overlooked. This can cause piston and bearing damage.
Symptoms: Diesel smell at the dipstick, oil level rises above maximum, strong exhaust smell inside the car, engine judders or knocks more than usual, increased fuel consumption
+ 6 more engine weaknesses + vehicle weaknesses
Turbo version of the Prince engine (1.6L THP 150, 110 kW) — notorious for timing chain problems in early production years (2007-2012). The chain stretches, skips, and causes valve damage. From 2013 onward with an improved chain tensioner, the situation improved significantly. Oil consumption from piston rings and valve carbon buildup are additional classic weak spots. Plan for high-pressure fuel pump and thermostat housing as wear items.
- !! Timing chain stretch — notorious main problem from 80,000 km
The THP 150 is notorious for timing chain stretch. The hydraulic tensioner and plastic guide rails fail early. A jumped chain risks catastrophic engine damage. The problem particularly affects vehicles produced before 2013.
Symptoms: Loud rattling/clattering on cold start, rhythmic knocking, power loss, fault codes P0016/P0017, poor cold starting - !! Extreme oil consumption from 80,000 km
Many THP 150 engines consume alarmingly large amounts of oil from 80,000 km — sometimes 1 litre per 1,500–2,000 km. Causes are worn piston rings, turbocharger shaft seals and a defective crankcase ventilation system.
Symptoms: Oil level drops rapidly, bluish smoke under acceleration, oil smell, frequent topping up required - !! Turbocharger failure and wastegate malfunction from 80,000 km
The twin-scroll turbocharger of the THP 150 develops housing cracks from 60,000–80,000 km. The wastegate can develop leaks and lose the ability to hold boost pressure. Full turbocharger replacement is often required.
Symptoms: Boost pressure missing, power loss, whistling noise, black/blue smoke, engine management light
+ 6 more engine weaknesses + vehicle weaknesses
High-performance THP variant (1.6L, 128-147 kW) for sporty models like the 208 GTi and RCZ. Same timing chain issues as the EP6DT, but here under higher thermal and mechanical load. Turbocharger and high-pressure fuel pump wear faster than on the 150 PS variant. Regular oil changes with 5W-30 every 10,000 km are mandatory. From 2013 onward with improved chain tensioner and redesigned valve cover, reliability improved significantly.
- !! Timing chain stretch under high load from 80,000 km
The simplex timing chain of the EP6DTS stretches especially quickly under the higher output (175–200 hp). The chain can jump from around 80,000 km — in the worst case causing valve-to-piston contact and catastrophic engine damage.
Symptoms: Rattling on cold start, rough engine running, engine management light, power loss; if chain jumps: sudden engine shutdown - !! Excessive oil consumption from coked piston rings from 100,000 km
Direct-injection-related coking of the oil control rings leads to extreme oil consumption of 1–3 L/1,000 km. The higher thermal load of the EP6DTS means the problem occurs more frequently than on the EP6DT.
Symptoms: Rapidly dropping oil level between services, blue smoke when revving, oil-fouled spark plugs, oil pressure warning - !! High-pressure pump (HPFP) loses hydraulic oil from 100,000 km
The high-pressure pump of the THP 200 is a hydraulic plunger pump with metal bellows. It gradually loses its internal hydraulic oil and fails — typically from 60,000–70,000 miles. Fault code P0087.
Symptoms: Engine stumbling under load, power loss, starting problems, MIL with P0087, stalling at full throttle
+ 5 more engine weaknesses + vehicle weaknesses
1.6-liter naturally aspirated engine (88 kW) from the Prince engine family, a PSA/BMW joint development. The timing chain can stretch from 60,000-80,000 km onward — rattling on cold start is the warning sign. Valve cover gasket and VVT solenoid valves are additional wear points. The VVT actuator filter screens get clogged with old oil residue. With regular oil changes (5W-30, max. 15,000 km intervals) and chain monitoring, a decent daily driver engine.
- !! Timing chain stretch and tensioner failure from 100,000 km
The EP6 shares the Prince engine's timing chain problem. The hydraulic tensioner fails, the chain stretches and can jump. PSA revised the tensioner several times; significantly improved from 2013.
Symptoms: Rattling on cold start, rhythmic clattering at idle, power loss, engine management light P0016/P0017 - !! Increased oil consumption from 120,000 km
The EP6 VTi tends towards oil consumption from cylinder bore wear. Less pronounced than on the THP, but still relevant. Regular oil level checks are mandatory.
Symptoms: Oil level drops between change intervals, bluish smoke, elevated emissions at MoT/TÜV - !! Water pump leaking from 100,000 km
The water pump on the EP6 can develop leaks and in the worst case cause overheating. Coolant loss is often noticed too late. Replacement together with the timing chain makes sense.
Symptoms: Coolant loss, coolant warning, engine overheats, puddle under the car
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Front wishbone rubber bushes worn The rubber bushes on the front triangular wishbones of the 308 T7 go soft and porous relatively quickly. TÜV/MOT inspectors flag the front axle above-average frequently from the second inspection onwards. The defect rate on older examples is clearly above the class average. Symptoms: Thumping noises over bumps, vague steering feel, uneven tyre wear, rattling at low speed from 80,000 km | Low | |
| Front coil springs break Front coil springs break preferentially at the lower coil, hidden by a plastic sleeve. Salt exposure accelerates failure. Peugeot extended the warranty. Symptoms: Clunking from front axle, car sits unevenly, visible spring break on lift. from 90,000 km | Low |
Alternatives
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Known Problems and Issues +
A total of 60 weaknesses have been documented for the Peugeot 308 T7 (2007–2013) — 48 engine-related and 12 vehicle-related. 5 problem engines: DV6 (1.6L HDi), DW10 (2.0L HDi), EP6DT (1.6L THP 150), EP6DTS (1.6L THP 175/200), EP6CDT (1.6L THP 155). Typical issues affect Suspension, Rust, Electronics, HVAC.
308 (DV6, 2007–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 90–92 PS.
308 (DV6, 2007–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 109–116 PS.
308 (DW10, 2007–2018) — Stay Away!: Timing belt snap caused by defective water pump, Dual-mass flywheel wear, Leaking injectors causing oil dilution. Power: 136–140 PS.
308 (DV6, 2011–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 90–99 PS.
308 (DV6, 2011–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 111–116 PS.
308 (DV6, 2011–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 111–120 PS.
308 (DW10, 2011–2023) — Stay Away!: Timing belt snap caused by defective water pump, Dual-mass flywheel wear, Leaking injectors causing oil dilution. Power: 150 PS.
308 (DW10, 2011–2026) — Stay Away!: Timing belt snap caused by defective water pump, Dual-mass flywheel wear, Leaking injectors causing oil dilution. Power: 163 PS.
308 (EP6, 2007–2012) — Be Careful: Timing chain stretch and tensioner failure, Increased oil consumption, Water pump leaking. Power: 120 PS.
308 (EP6DT, 2007–2018) — Stay Away!: Timing chain stretch — notorious main problem, Extreme oil consumption, Turbocharger failure and wastegate malfunction. Power: 150–156 PS.
308 (EP6DT, 2007–2011) — Stay Away!: Timing chain stretch — notorious main problem, Extreme oil consumption, Turbocharger failure and wastegate malfunction. Power: 140 PS.
308 (EP6DTS, 2007–2012) — Stay Away!: Timing chain stretch under high load, Excessive oil consumption from coked piston rings, High-pressure pump (HPFP) loses hydraulic oil. Power: 174 PS.
308 (EP6, 2011–2013) — Be Careful: Timing chain stretch and tensioner failure, Increased oil consumption, Water pump leaking. Power: 120–125 PS.
308 (EP6DT, 2011–2018) — Stay Away!: Timing chain stretch — notorious main problem, Extreme oil consumption, Turbocharger failure and wastegate malfunction. Power: 156 PS.
308 (EP6CDT, 2011–2013) — Stay Away!: Timing chain stretch and tensioner failure, Increased oil consumption due to coked piston rings, High-pressure pump wears out prematurely. Power: 156 PS.
What to watch out for with the Peugeot 308? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Peugeot 308 T7 have? +
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Last updated: February 2026 · All information without guarantee