Peugeot 308 I (4A/C) (2007 – 2013)

Reliability score : 6.8/10

The first-generation Peugeot 308 (code name T7 / 4A/C) succeeds the 307, from which it inherits the platform, but corrects many early flaws, particularly in terms of electronics. Launched in 2007, it stands out with a significantly improved finish, imperial road handling typical of Peugeot, and generous interior space. It benefited from a facelift (Phase 2) in spring 2011, marking the introduction of e-HDi engines (with an excellent Stop&Start system via a starter-alternator) and the transition to Euro 5 standards. While its dynamic qualities are undeniable, the mechanical reliability of this generation is very heterogeneous. It introduced the 'Prince' petrol engines (VTi/THP) co-developed with BMW, notoriously known for their timing chain issues, and featured the first-generation 1.6 HDi

✅ Strengths

First-class road handling (comfort/road holding compromise)
Remarkable reliability of 2.0 HDi and 1.6 HDi 8v engines (post-2011)
Significantly improved finish and material quality compared to the 307
Generous interior space and boot volume
Ultra-fast, silent, and vibration-free Stop&Start system (e-HDi)

⚠️ Weaknesses

Disastrous reliability of THP petrol engines and early 1.6 HDi 110hp
High weight of the car (especially in Phase 1), penalizing smaller engines
Very prominent front overhang (easily scrapes on speed bumps)
Aging and sometimes buggy multimedia systems (WIP Nav, WIP Com 3D)
Average sound insulation on early diesels when cold

🎯 Verdict

The Peugeot 308 I is an excellent compact car dynamically, but it requires a rigorous selection of its engine. If you are looking for a diesel, avoid the 1.6 HDi 16v (90 and especially 110 hp) from before 2011, unless you have a meticulous service history proving the replacement of injector seals and very regular oil changes. Absolutely prioritize the restyled versions (Phase 2 from March 2011) equipped with the 1.6 e-HDi 112/115 hp (8 valves), which are much more reliable and pleasant. For high-mileage drivers, the 2.0 HDi (136 to 163 hp) is a true workhorse, capable of devouring kilometers without flinching. On the petrol side, caution is advised: the VTi and THP are trouble spots (timing chain, oil consumption). To be bought with full knowledge of the facts, and with a contingency budget.

Common issues

Défaillance du turbocompresseur (moteurs 1.6 HDi) High

🔧 100 000 – 180 000 km

💶 800 – 1 500 €

Vérifier l'historique d'entretien, vidanges régulières avec huile de qualité et filtre.

Encrassement ou défaillance du filtre à particules (FAP) Medium

🔧 120 000 – 200 000 km

💶 500 – 1 000 €

Privilégier les longs trajets réguliers, vérifier le niveau d'additif FAP.

Dysfonctionnement de la vanne EGR (encrassement) Medium

🔧 80 000 – 150 000 km

💶 300 – 600 €

Un nettoyage préventif peut prolonger sa durée de vie.

Fuites aux joints d'injecteurs (moteurs 1.6 HDi) Medium

🔧 80 000 – 150 000 km

💶 200 – 500 € (par injecteur/ensemble)

Inspecter régulièrement le compartiment moteur pour toute trace de suintement.

Usure prématurée du volant moteur bi-masse et de l'embrayage High

🔧 150 000 – 250 000 km

💶 1 000 – 2 000 €

Tester l'embrayage, écouter les bruits anormaux au ralenti ou au démarrage.

Estimated maintenance costs

Oil change	£80 – 140
Timing belt	£550 – 1 100
Clutch	£950 – 1 800
Complete brakes	£280 – 550
Estimated annual budget	£650 – 1 300

Indicative estimates (independent garage, UK market). Prices vary by region and year.