Peugeot 308 T9

Most widespread PSA diesel. Went through many evolution stages from Euro 4 to Euro 6. Economical and long-lived with regular servicing. Prone to DPF issues in short-trip operation.

• !! 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
  700–2,000 $
  Ad turbocharger 1.6 HDi 9HZGarrett GT1544V0375J6Turbo Ölzuleitung DV6
• !! 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
  300–800 $
  Ad fuel injector Kupferdichtring 1.6 HDifuel injectorgasket DV6fuel injector Hülse 1.6 HDi
• !! 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
  800–2,500 $
  Ad timing chain DV6camshaft 1.6 HDichain tensioner 9HZ

+ 3 more engine weaknesses + vehicle weaknesses

Powerful PSA diesel for mid-size and SUV applications. Common rail with turbo. Later versions as BlueHDi with SCR cat and AdBlue.

• !! 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
  500–900 $
  Ad timing belt kit DW10 water pumpSKF VKMC 03259water pump 2.0 HDi
• !! 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
  1,000–1,800 $
  Ad dual-mass flywheel 2.0 HDiLUK ZMS DW10Sachs ZMS Peugeot 307 2.0 HDi
• !! 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
  400–1,500 $
  Ad fuel injector gasket DW10fuel injector 2.0 HDi BoschKupferdichtring fuel injector DW10

+ 4 more engine weaknesses + vehicle weaknesses

Turbocharged three-cylinder PureTech 110. Wet belt (oil-bathed toothed belt) can cause issues at higher mileages. Switched to timing chain from 2019.

• !! 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.
  800–8,000 $
  Ad Nassriemen EB2DT PureTech 110timing belt Oelbad 1.2 PureTechSteuertrieb Kit EB2DT
• !! 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
  2,000–6,000 $
  Ad Anlaufscheibe crankshaft EB2DTAxialspiel PureTech Turbo
• !! 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
  800–2,500 $
  Ad piston rings EB2DTOelabstreifring 1.2 PureTech Turbo

+ 3 more engine weaknesses + vehicle weaknesses

PureTech 130 turbo with wet belt issues on early build years. Same engine as EB2DT with higher boost pressure.

• !! 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
  800–8,000 $
  Ad Nassriemen EB2DTS PureTech 130timing belt Kit Oelbad EB2DTS
• !! 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
  100–4,000 $
  Ad piston EB2DTS LSPIMotoroel Stellantis FPW9
• !! 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
  800–2,500 $
  Ad piston rings EB2DTS 130Oelabstreifring PureTech 130

+ 3 more engine weaknesses + vehicle weaknesses

Updated THP with 156 hp — slightly higher output than the EP6DT (150 hp). Same weaknesses as EP6DT (timing chain, carbon build-up), but marginally higher turbo stress.

• !! 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
  1,000–3,400 $
  Ad timing chain EP6CDTchain tensioner THP 156timing chain 1.6 THP 5FV
• !! 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
  300–700 $
  Ad high-pressure fuel pump EP6CDTHD- pump THP 156fuel pump 13517592429high-pressure fuel pump 1.6 THP 5FV
• !! Turbocharger failure due to oil starvation and coking from 120,000 km

  Oil feed lines to the turbocharger coke up, especially when oil changes are irregular. Cracks in the exhaust manifold and turbine housing are possible from around 60,000–80,000 km. Turbo damage often follows oil consumption issues or overdue service intervals.

  Symptoms: Whistling noise from engine bay, blue exhaust cloud, severe power loss, oil in the intercooler
  1,200–2,500 $
  Ad turbocharger EP6CDTturbo THP 156 5FVturbocharger 1.6 THP Peugeot

+ 3 more engine weaknesses + vehicle weaknesses

Updated THP with 165 hp and improved timing chain. Significantly more reliable than predecessor EP6DT.

• !! 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
  1,000–2,200 $
  Ad EP6CDTX timing chain kitTHP 165 chain tensioner revidiertPSA timing chain Kit updated
• !! 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
  400–800 $
  Ad EP6CDTX Ansaugkanal cleaningTHP 165 Walnut Blasting1.6 THP intake valvee carbon buildup
• !! 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
  500–1,100 $
  Ad EP6CDTX high-pressure fuel pumpTHP 165 high-pressure fuel pumpPSA high-pressure fuel pump 9819938580

+ 3 more engine weaknesses + vehicle weaknesses

Highest output THP variant with 225 hp for GTi and RCZ-R. Revised engineering, but high stress.

• !! 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
  1,200–2,500 $
  Ad EP6FADTX timing chain kitTHP 225 timing chainPrince Motor chain tensioner
• !! Severe carbon build-up on intake valves from 60,000 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
  400–900 $
  Ad EP6FADTX Walnut BlastingTHP 225 intake valvee cleaning1.6 THP intake manifold cleaning
• !! 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
  2,000–4,500 $
  Ad EP6FADTX piston ringsTHP 225 valve stem sealsEP6 oil control ring

+ 3 more engine weaknesses + vehicle weaknesses

Peugeot Sport version of the THP with 250 or 270 hp. Highest power stage of the Prince engine family. Manual gearbox mandatory, sport differential standard on 270 hp.

• !! 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
  1,200–3,500 $
  Ad timing chain EP6FDTRtiming chain 1.6 THP 270chainnführung 308 GTi
• !! 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
  500–900 $
  Ad high-pressure fuel pump EP6FDTRhigh-pressure fuel pump 308 GTi 270fuel pump 1.6 THP 270 5GP
• !! 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
  1,500–3,000 $
  Ad turbocharger EP6FDTRturbo 308 GTi 270boost control valve THP 270 5GP

+ 4 more engine weaknesses + vehicle weaknesses