Peugeot 308 I (4A/C) (2007 – 2013)

Reliability score : 5.8/10

The first-generation Peugeot 308 (T7) succeeded the 307, reusing its platform but correcting its finish flaws. Launched in 2007, it stands out with imperial road handling, typical of Peugeot, and a very high-quality interior for its time. However, it suffers from a high weight which penalizes entry-level engines. The facelift (Phase 2) occurred in spring 2011, bringing a refined front end with LED daytime running lights, a slight weight reduction, and most importantly, a major engine update (transition to Euro 5 standards, introduction of 8-valve e-HDi diesels, and minor corrections to Prince petrol engines). Expert's note: Although the request is for petrol, it is crucial to note that this generation was marked by serious failures of the "Prince" petrol engines (VTi and THP) co-developed

✅ Strengths

Benchmark road handling (comfort/road holding compromise)
Interior finish quality significantly improved compared to the 307
Generous cabin space and boot volume
Remarkable reliability of 2.0 HDi and 1.6 HDi 8v engines (post-2011)
Careful sound insulation

⚠️ Weaknesses

Disastrous reliability of VTi and THP petrol engines (before 2011/2012)
High weight (approx. 1.3 to 1.4 tonnes) penalizing smaller engines
Frequent turbo failure on the 1.6 HDi 110 (16v)
Suspensions a bit firm at low speeds (especially with 17/18-inch wheels)
Premature wear of front brake discs

🎯 Verdict

Purchasing a first-generation Peugeot 308 with a petrol engine is a minefield. The VTi and THP engines (Prince family) have accumulated serious design flaws (timing chain, oil consumption, HP pump). If you absolutely insist on petrol, prioritize a post-2012 model with a clear service history proving the timing chain replacement, or look for the rare 1.6 BioFlex (TU5) version. Paradoxically, this car shines with its diesels: a 2.0 HDi or a 1.6 HDi 8v (from 2011 onwards) offers excellent reliability and perfectly suits the 308's heavy, road-oriented chassis.

Common issues

Fuites de la pompe à eau (moteurs THP et VTi) Medium

🔧 80 000 – 150 000 km

💶 300 – 600 €

Surveiller le niveau de liquide de refroidissement et les traces de fuite.

Défaillance de la pompe haute pression carburant (moteurs THP) Medium

🔧 50 000 – 100 000 km

💶 600 – 1 200 €

Attention aux démarrages difficiles, pertes de puissance et voyant moteur.

Encrassement des soupapes d'admission (moteurs THP) Medium

🔧 80 000 – 150 000 km

💶 400 – 800 €

Un décalaminage préventif peut maintenir les performances du moteur.

Consommation d'huile excessive (moteurs THP et VTi) Low

🔧 Dès 50 000 km

💶 Variable (coût des appoints, ou 1 500 – 3 000 € si réparation majeure)

Vérifier régulièrement le niveau d'huile et faire l'appoint si nécessaire.

Estimated maintenance costs

Oil change	£70 – 130
Timing chain	£650 – 1 500
Clutch	£750 – 1 300
Complete brakes	£220 – 480
Estimated annual budget	£550 – 1 100

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