Peugeot 308 T9
Weaknesses, engine ratings and buying advice
The Peugeot 308 T9 (2013–2021) was a genuine fresh start — Car of the Year 2014, nearly 200 kg lighter than its predecessor, and the first Peugeot with the i-Cockpit (small steering wheel, raised instruments). Built as a hatchback and SW (estate), this time without a CC convertible. The 2017 facelift brought LED headlights, revised infotainment, and the 1.5 BlueHDi as a Euro 6d-TEMP diesel.
Market overview: The T9 is currently the sweet spot in the 308 used market — young enough for reliable technology, old enough for sensible prices. Hatchback from €8,000 (pre-facelift), facelift models from €12,000, GTi from €15,000. The SW offers 660 litres of boot space and is a genuine family estate alternative to the Golf Variant.
Engine choice: The THP family (EP6CDT/CDTX/FADTX) with 125–165 PS dominates pre-facelift petrol models. The familiar timing chain issue remains relevant: chain stretch, weak tensioner, oil consumption. Later versions (FADTX, from 2016) are better but not immune. Budget for timing chain replacement every 80,000–100,000 km, €1,500–2,800. The 1.2 PureTech (EB2DT/DTS) with 110/130 PS is the more modern petrol option — a three-cylinder turbo with a wet timing belt until mid-2021. PSA reduced the service interval to 100,000 km / 6 years. Wet belt replacement including oil strainer: €1,200–1,800. A snapped belt means engine destruction. From 2017 in the facelift as the main petrol engine. The diesel 1.6 BlueHDi (DV6) with 100/120 PS is the workhorse — frugal (real-world 4.5–5.5 l/100 km), solid, unremarkable. The 2.0 BlueHDi (DW10) with 150/180 PS in the GT and GTi delivers good torque but demands timing belt maintenance. The GTi (EP6FDTR) with 270 PS is a hot hatch — fast, but THP weaknesses amplified.
Weak points: The SMEG infotainment is the most frequent source of frustration. Touchscreen freezes, Bluetooth drops out, navigation responds sluggishly. Software updates help but rarely solve the problem permanently. Learn to live with it or plan an aftermarket solution. Brake discs wear twice as fast as the class average — MOT inspectors flag brakes disproportionately. Budget for replacement every 40,000–60,000 km instead of the usual 80,000 km, €250–450 per axle. Oil leaks at engine and gearbox are a persistent theme: valve cover gasket, crankshaft seal, gearbox output shaft. Not dangerous, but annoying and a problem at MOT time. Three recalls affect the T9: starter cable chafing against the EGR valve (fire risk, 2013–2017), door lock defect (2014–2015), and bonnet latch (weld seams failing). Check at purchase whether all three have been carried out. The air conditioning evaporator sits deep in the dashboard and corrodes after 4–6 years — repair requires complete dashboard removal, €1,200–2,000 with R1234yf refrigerant. The electric steering rack can fail completely: power steering gone, knocking when turning, €800–1,500 replacement.
Test drive checklist: Click through the infotainment (pair Bluetooth, start navigation, operate climate via touchscreen), test brakes after standing (vibration = warped discs), look for oil stains under the engine, verify all three recalls in the service book, test air conditioning at full cooling, turn the steering to full lock (knocking?).
Buying advice: Prefer facelift from 2017 — better infotainment, LED lights, 1.5 BlueHDi instead of 1.6. For petrol: PureTech 130 from 2018 onwards with documented wet belt replacement. Diesel long-distance drivers should choose the 1.5 BlueHDi 130 with EAT8 automatic — the eight-speed torque converter is a clear step up from the old EAT6. THP only with chain replacement proof. GTi for enthusiasts who knowingly accept the THP risk.
272 PS
308 · Benzin
270 hp and no mercy
Legendary!140–156 PS
1.6L THP 150 Benzin
9 weaknesses
Stay Away!Body Variants
The Peugeot 308 T9 is available as Hatchback and SW — choose your body type for specific insurance data:
Generations
Engine Overview
The Peugeot 308 T9 is available with 8 engine variants — from 75 to 272 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 three-cylinder PureTech 110 (81 kW) — the bread-and-butter engine across many PSA models. The wet belt (oil-bathed timing belt) is the biggest weakness: belt delamination can destroy the engine. Stellantis extended the warranty to 10 years/175,000 km. Switched to a timing chain from 2019 onward. Oil changes every 15,000 km maximum with the correct Total Quartz Ineo Xtra oil are mandatory. A punchy engine when the belt is intact.
- !! Wet belt disintegration — notorious main problem from 60,000 km
The oil-lubricated timing belt (wet belt / courroie humide) is the most notorious problem of the PureTech turbocharged engines. Engine oil degrades quickly, especially during short-trip use and infrequent use (under 15,000 km per year). Unburned fuel dilutes the oil (fuel dilution), which then acts abrasively on the belt. The belt swells, delaminates and releases rubber particles that clog the oil pump strainer, VVT solenoids and oil channels. Complete belt snap causes valve damage and total engine failure. Stellantis recalled almost 500,000 vehicles. PSA reduced the replacement interval from 240,000 km to 70,000 km.
Symptoms: Engine management light, power loss, oil pressure warning, rattling noises, sudden engine shutdown. In extreme cases: catastrophic engine failure. - !! Crankshaft axial play from weak thrust washers from 100,000 km
The crankshaft thrust washers (half-rings) are undersized and cannot reliably absorb the higher loads of the turbocharged engine. If axial play is exceeded the timing belt jumps off its sprockets — with catastrophic consequences for valves and the cylinder head.
Symptoms: Metallic knocking when operating the clutch, rattling noises, sudden catastrophic engine failure - !! Extreme oil consumption from coked piston rings from 100,000 km
The oil control rings coke up from carbon deposits and allow excess oil into the combustion chamber. Some engines consume 1 litre of oil per 1,000 miles (around 1,600 km). PSA's stated tolerance is a maximum of 1 litre per 6,400 km — many engines far exceed this. Particularly affected from 100,000 km.
Symptoms: Oil level drops quickly, blue smoke from exhaust, frequent topping up required
+ 4 more engine weaknesses + vehicle weaknesses
PureTech 130 Turbo (96 kW) — same engine as the EB2DT with higher boost pressure. Shares the wet belt issues of early production years completely. Crankshaft end float from worn thrust washers is the second major weakness — once it exceeds 0.5 mm, the engine is no longer safely repairable. Oil consumption from piston ring coking starting around 60,000 km should be monitored. From 2022 onward, the switch to timing chain improves reliability significantly.
- !! Wet belt disintegration — notorious main problem from 60,000 km
Identical wet belt problem as on the EB2DT. The oil-lubricated timing belt breaks down from degraded engine oil, especially during short-trip use and infrequent driving. The higher turbo output (130 hp) additionally stresses the belt. Rubber particles clog the oil pump, VVT valves and lubrication channels. Stellantis recall covered around 500,000 vehicles. Service interval was reduced from 240,000 to 70,000 km. Belt snap results in total engine failure.
Symptoms: Engine management light, power loss, oil pressure warning, sudden engine shutdown, catastrophic engine damage - !! LSPI — low-speed pre-ignition from 80,000 km
Low Speed Pre-Ignition (LSPI) occurs at low revs under high load. Oil additive droplets in the combustion chamber ignite uncontrollably before the spark fires. This creates extremely high pressure spikes that can damage pistons and connecting rods. Using the correct engine oil (Stellantis FPW9.55535/03) significantly reduces the risk.
Symptoms: Metallic knocking at low revs under high load, engine management light, in extreme cases piston damage - !! High oil consumption from coked piston rings from 90,000 km
As with the EB2DT the oil control rings tend to coke up. Oil enters the combustion chamber and is burned. The more highly loaded 130 hp engine tends to develop the problem earlier. Some owners report 1 litre per 1,500 km.
Symptoms: Rapidly dropping oil level, blue exhaust smoke, regular topping up required
+ 3 more engine weaknesses + vehicle weaknesses
Revised THP with 156 PS (115 kW) — slightly more powerful than the EP6DT. The timing chain remains the main problem: a full chain kit replacement costs 1,000-4,000 EUR depending on the extent of damage. Piston ring coking leads to increased oil consumption starting from 50,000 km. VVT solenoid valves clog from oil degradation. The turbocharger (Borgwarner K03) and high-pressure fuel pump are additional cost drivers. Only operate with short oil change intervals.
- !! Timing chain stretch and tensioner failure from 80,000 km
The hydraulic chain tensioner jams or fails; the chain stretches from around 70,000–90,000 km. Rattling on cold start that briefly subsides after warm-up. Continued operation risks catastrophic engine damage from incorrect valve timing.
Symptoms: Rattling on cold start at around 2,000–3,000 rpm, disappears after warm-up. In advanced stage: rattling on every cold start, engine management light - !! Increased oil consumption due to coked piston rings from 80,000 km
Piston rings coke up from deposits and lose their sealing effect. Oil consumption of 1 L/5,000 km is still considered normal by PSA; consumption above 1 L/1,000 km indicates compression problems. Poor oil quality or long oil change intervals are often the cause.
Symptoms: Blue exhaust cloud on cold start or under load, dropping oil level between change intervals, smoke when revving - !! High-pressure pump wears out prematurely from 90,000 km
Design weakness of the HP pump: excessive pressure against the shaft seal leads to premature wear. Fault code P0087 (rail pressure too low) is the typical result. PSA acknowledged the problem and offered goodwill coverage up to 150,000 km / 7 years.
Symptoms: Stumbling on cold start, fault P0087 (rail pressure too low), rail pressure 6–7 bar instead of 50 bar, engine runs normally again after restart
+ 5 more engine weaknesses + vehicle weaknesses
Revised THP with 165 PS (121 kW) and improved timing chain from 2014 onward. Significantly more reliable than the predecessors EP6DT/EP6CDT — the chain issues were mitigated by a stronger tensioner and wider chain. Oil consumption and valve carbon buildup persist as typical direct injection concerns. Regular oil changes with 5W-30 remain essential. Overall the best compromise within the THP engine family.
- !! Timing chain stretch (improved but not eliminated) from 100,000 km
The EP6CDTX has a reinforced chain and revised tensioner (white guide rails instead of brown). Nevertheless, chain stretch occurs from around 100,000 km — less frequently than on EP6DT/DTS, but still relevant.
Symptoms: Slight rattle on cold start until oil pressure builds, valve timing fault in OBD, rough idle after warm restart - !! Carbon build-up on intake valves from direct injection from 80,000 km
The EP6CDTX also uses direct injection exclusively. Oil mist and EGR gases cause stubborn carbon deposits on the intake valves. Cleaning every 60,000–80,000 km is recommended.
Symptoms: Gradual power loss, increased fuel consumption, hesitation at low revs, occasional misfires - !! High-pressure pump wears prematurely from 100,000 km
The high-pressure pump of the EP6CDTX gradually loses its internal hydraulic oil over time. It wears faster with frequent short-trip use and in hot climates. Fault code P0087 is typical.
Symptoms: Power loss under load, engine stumbling at high revs, starting problems, MIL with fuel pressure fault
+ 4 more engine weaknesses + vehicle weaknesses
Most powerful THP variant (1.6L, 153 kW/225 PS) for the 208 GTi by PS and RCZ R. Revised twin-scroll turbo technology with significantly more torque than the base THP. The timing chain was improved compared to early THP variants but remains a concern at high mileage. HPFP seals and VVT solenoid valves wear faster under the high load. Valve carbon buildup from direct injection is inherent to the design.
- !! Timing chain stretch under extreme turbo load from 100,000 km
The EP6FADTX is the most highly loaded variant of the Prince family (225 hp). Despite the improved chain, stretch occurs from around 100,000 km. The start-stop system generates additional load cycles on the chain.
Symptoms: Chain rattle on cold start, rough engine running, valve timing fault in OBD, power loss; if chain jumps: catastrophic damage - !! Severe carbon build-up on intake valves from 55,000 km
Exclusively direct injection at 225 hp turbo output. The high exhaust temperature and volume of oil mist cause carbon to build up particularly quickly. Intake valves and ports foul significantly faster than on weaker THP variants.
Symptoms: Noticeable power loss despite functioning turbo, increased consumption, hesitation at part throttle, misfire fault code - !! High oil consumption from coked oil control rings from 90,000 km
At 225 hp thermal load the oil control rings coke up faster. Oil consumption of 1 L/1,000 km is not unusual. In advanced cases valve stem seals and possibly piston rings need replacement.
Symptoms: Oil level drops rapidly, blue smoke under acceleration, oil-fouled spark plugs, oil smell inside the car
+ 4 more engine weaknesses + vehicle weaknesses
Peugeot Sport version of the THP with 200 kW (270 PS) — the peak power output of the Prince engine family, installed in the 308 GTi. Manual 6-speed gearbox with a Torsen limited-slip differential comes standard on the 270 PS version. The engine is remarkably compact for its power class, but correspondingly highly stressed. Timing chain, HPFP, and turbocharger are the known wear points. Only operate with meticulous maintenance and high-quality oil.
- !! Timing chain stretch under high load from 100,000 km
The timing chain on the 270 hp variant carries the same fundamental weakness of the Prince family. Under high-load use (track days, frequent redlining) chain guides are subjected to increased stress. Facelift models from 2013 received reinforced guides, but no complete fix.
Symptoms: Rattling on cold start, power loss at high revs, engine management light, in the worst case catastrophic engine damage from incorrect valve timing - !! High-pressure pump (HPFP) — known weak point from 90,000 km
The high-pressure pump is regarded as the single biggest weak point of the EP6FDTR. A revised version is said to have been fitted from 2018. Older examples show failure from 80,000–120,000 km. PSA goodwill coverage up to 150,000 km / 7 years also applies to the GTi variant.
Symptoms: Stumbling and stalling on cold start, fault P0087 (rail pressure too low), rough idle, starting difficulties after standing for a while - !! Turbocharger wear from extreme boost pressure from 120,000 km
The 270 hp engine runs the turbocharger close to its load limit. With spirited driving or track use wear increases significantly. Post-shutdown oil cooling is critical — always allow the engine to idle before switching off. Boost problems (P0299, P2262) from the boost control valve are known.
Symptoms: Declining boost pressure curve, fault P0299 (underboost), P2262 (solenoid valve), whistling or hissing from the turbo area, blue exhaust smoke
+ 5 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Fractured wishbone bolts (recall) On 308 models from build years 2013 and 2014 the attachment bolts on the front triangular wishbones can fracture. This can lead to uncontrollable handling. A recall was issued for affected vehicles. Symptoms: Thumping from the suspension, steering wheel pulls to one side, uncontrollable handling in corners, visible play on the wishbone from 40,000 km | Low | |
| Rear axle bearings and drop links wear (SW) On the 308 T9 — especially the SW estate — thumping from the rear axle caused by worn bearings and anti-roll bar drop links is reported. The additional weight of the estate puts more load on the rear axle. Symptoms: Thumping from the rear, particularly at low speed over bumps, creaking when the suspension compresses, unsettled ride on higher loads. from 100,000 km | Medium |
Alternatives
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Known Problems and Issues +
A total of 93 weaknesses have been documented for the Peugeot 308 T9 (2013–2021) — 77 engine-related and 16 vehicle-related. 8 problem engines: DV6 (1.6L HDi), DV5 (1.5L BlueHDi), DW10 (2.0L HDi), EP6DT (1.6L THP 150), EP6FADTX (1.6L THP 225), EB2DT (1.2L PureTech 110), EB2DTS (1.2L PureTech 130), EP6CDT (1.6L THP 155). Typical issues affect Suspension, Brakes, Electronics, Gearbox.
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 (DV6, 2013–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 92–99 PS.
308 (DV6, 2013–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 114–120 PS.
308 (DV6, 2017–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 99 PS.
308 (DV6, 2017–2019) — Stay Away!: Turbocharger total failure from oil sludge, Leaking injectors with diesel in the engine oil, Premature camshaft and chain wear. Power: 120 PS.
308 (DW10, 2017–2026) — Stay Away!: Timing belt snap caused by defective water pump, Dual-mass flywheel wear, Leaking injectors causing oil dilution. Power: 177–181 PS.
308 (DV5, 2019–2026) — Stay Away!: Premature timing chain wear — subject to recall, High-pressure pump seizes, Timing chain recall — warranty extension. Power: 102 PS.
308 (DV5, 2019–2026) — Stay Away!: Premature timing chain wear — subject to recall, High-pressure pump seizes, Timing chain recall — warranty extension. Power: 130–131 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, 2011–2018) — Stay Away!: Timing chain stretch — notorious main problem, Extreme oil consumption, Turbocharger failure and wastegate malfunction. Power: 156 PS.
308 (EP6CDTX, 2013–2017) — Be Careful: Timing chain stretch (improved but not eliminated), Carbon build-up on intake valves from direct injection, High-pressure pump wears prematurely. Power: 165 PS.
308 (EP6FADTX, 2013–2017) — Stay Away!: Timing chain stretch under extreme turbo load, Severe carbon build-up on intake valves, High oil consumption from coked oil control rings. Power: 225 PS.
308 (EB2DT, 2013–2023) — Stay Away!: Wet belt disintegration — notorious main problem, Crankshaft axial play from weak thrust washers, Extreme oil consumption from coked piston rings. Power: 110 PS.
308 (EB2DTS, 2013–2026) — Stay Away!: Wet belt disintegration — notorious main problem, LSPI — low-speed pre-ignition, High oil consumption from coked piston rings. Power: 130–136 PS.
308 (EP6CDT, 2013–2017) — 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.
308 (EP6FADTX, 2015–2017) — Stay Away!: Timing chain stretch under extreme turbo load, Severe carbon build-up on intake valves, High oil consumption from coked oil control rings. Power: 205 PS.
308 (EP6FDTR, 2015–2021) — Be Careful: Timing chain stretch under high load, High-pressure pump (HPFP) — known weak point, Turbocharger wear from extreme boost pressure. Power: 250 PS.
308 (EP6FDTR, 2015–2021) — Be Careful: Timing chain stretch under high load, High-pressure pump (HPFP) — known weak point, Turbocharger wear from extreme boost pressure. Power: 272 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 T9 have? +
What should I look for when buying a used Peugeot 308 T9? +
Which engine is recommended? +
Which Peugeot 308 T9 engine is the most fun? +
Is the Peugeot 308 T9 worth buying used? +
What horsepower variants are available for the Peugeot 308 T9? +
Last updated: February 2026 · All information without guarantee