About this model
The first-generation Peugeot 3008 was built from 2009 to 2016 as Peugeot's first real crossover, a mix of MPV and SUV with a high driving position and a spacious interior. On the used market in Banja Luka it shows up most often in the 1.6 HDi diesel (110 and 115 HP) and 2.0 HDi (150-163 HP) variants, with the 1.6 HDi taking the lion's share because it was cheaper to register and maintain. A typical example today has between 180,000 and 280,000 kilometres on the clock, and the buyer is usually a family driver looking for a taller silhouette than a 308, but who doesn't want to pay for a proper SUV like a Tiguan. The 3008 shares its platform and engines with the Citroen C4 Picasso and Peugeot 308, but because of the extra mass and more complex electronics (electronic parking brake, panoramic roof, head-up display) it has more pronounced electronic and suspension issues. The engines we cover here are the DV6TED4 (9HZ) with timing belt and the DV6C (9HR) with timing chain.
Engines and variants
In BiH this model is most commonly available with the following engines.
1.6 HDi 9HZ (DV6TED4) 110 HP - the earliest 1.6 HDi in the 3008, with a timing belt and no Stop&Start system, produced from 2009 to 2010. We see the fewest timing problems on this variant because the belt follows a clear interval and doesn't depend on oil quality the way the chain does on the newer variant. The turbo and injectors are, however, identical to the 9HR and the faults there split evenly. A buyer looking for the simplest variant to maintain in BiH conditions usually picks this engine, if they can find a well-kept example.
1.6 e-HDi 9HR (DV6C) 112-115 HP - the main variant on the market, produced from 2010 to 2014, with Stop&Start, a reversible alternator and a timing chain. The timing chain is its main weakness: it stretches as early as 120,000-150,000 kilometres if oil isn't changed properly, and the Stop&Start system aggressively shuts the engine off so short city trips put even more load on the DPF. It's better than the 9HZ for performance and economy, but it demands a disciplined owner and short service intervals.
1.6 BlueHDi (DV6FC) 120 HP - the last 1.6 HDi variant in the 3008, offered from 2014 to 2016 on the facelift, with SCR/AdBlue and Euro 6. It has fewer DPF problems thanks to AdBlue dosing, which reduces thermal load on the filter, but the SCR pump and NOx sensor are new weak points and they aren't cheap to replace. Aftermarket support here is weaker than for the 9HR, so AdBlue parts go through the PSA network.
Reliability and reputation on the BiH market
The Peugeot 3008 Mk1 arrived in BiH just as the SUV crossover market was taking off, competing with the Nissan Qashqai, Skoda Yeti and Renault Scenic Xmod. Compared to those rivals, the 3008 has a more comfortable ride and a better cabin, but it suffers from typical PSA ailments: complex electronics, expensive sensors and specific diagnostic equipment that not every universal scanner supports. Parts are available through the PSA network in BiH (Peugeot Sarajevo, local distributors in Banja Luka), and most of the aftermarket covers the 1.6 HDi engine because the same unit is fitted in millions of cars across Europe (308, C4, Mini Cooper D), so basic mechanical parts are not a problem. The typical owner is a family man over 40 who wanted space and didn't worry too much about a premium badge - which is exactly why it matters to know where the traps are, because the 3008 doesn't forgive delayed service. In the workshop we see most often that the difference between a 3008 that quietly rolls toward 300,000 kilometres and one that gives the owner monthly headaches is the service history of the previous owner: if the car was driven on the 30,000 km longlife interval, the chain, turbo and injectors will all show up at once around 180,000 kilometres.
Common faults we see
From practice, here is what most often comes in for repair on this model.
1. DPF filter clogging (short trips)
Symptom: DPF or Service light on the dash, loss of power, limp mode, regeneration that won't finish, increased fuel consumption.
The 1.6 HDi in the 3008 powers an SUV weighing over 1,500 kg, so the engine works under more load than in a 308, but most drivers in BiH use the car in town. Active regeneration doesn't get the chance to finish, ash and soot build up in the DPF, and the Eolys additive in the tank gets used up. The problem shows up most often on the e-HDi variant with Stop&Start because that one shuts the engine off even more aggressively.
Advice: Before replacing or deleting the DPF, check the pressure-sensor differential, the Eolys additive level and the regeneration history via diagnostics. Often a forced regeneration and 100 km of motorway driving is enough.
2. Injectors (Bosch/Siemens) - leaking and poor spray
Symptom: Hard cold starts, knocking at idle, black smoke under acceleration, smell of diesel in the cabin, loss of power.
The 1.6 HDi uses piezo injectors that are sensitive to water and dirt in the fuel. Past 200,000 km we typically see seepage on the return line and a poor spray pattern on one or two injectors. The copper washer under the injector often hardens and leaks combustion gases into the cylinder head, the infamous "blow-by" that creates a black crust around the injector.
Advice: If you see a carbon crust around an injector, don't put it off. It will seize the injector in the head and cause damage ten times bigger than the original job. We run a return-flow test on every 1.6 HDi diagnostic.
3. Timing chain on the DV6C/9HR - stretching
Symptom: Rattling from the front of the engine at start-up (3-5 seconds), error P0016 (crankshaft/camshaft correlation), loss of power, limp mode.
The later 1.6 HDi variant (DV6C, 9HR, 2010+) has a timing chain instead of a belt. The chain is thin and sensitive to oil intervals: if oil isn't changed every 15,000 km and to the right spec (not longlife), the tensioner gives up and the chain stretches by 120,000-150,000 km. The earlier DV6TED4 (9HZ) has a belt, so this problem doesn't apply.
Advice: If you're buying a 3008 1.6 HDi, first check which engine is under the bonnet and how often the oil was changed. The chain is replaced preventatively in the 150,000-180,000 km window if the service history is poor.
4. Turbo - shaft and oil lines (DV6)
Symptom: Blue smoke under load, turbo whistle, loss of power above 2500 rpm, oil in the intercooler.
The turbo on the 1.6 HDi is notorious for its oil feed: the line is thin and prone to coking if the engine is shut off hot after a motorway run. The turbo bearing then starves and starts dumping oil into the intake. On the 3008 the problem is made worse by long winter trips made up of short legs where the turbo never reaches operating temperature, and condensation in the oil kills the bearing.
Advice: When replacing the turbo, always replace both the feed and return oil lines and flush the oil circuit. Without flushing, a new turbo will be dead in 20,000 km.
5. EGR valve and cooler - clogging
Symptom: Rough idle, smoke under acceleration, engine light, error P0401 or P0404, intermittent loss of power.
The EGR on the 1.6 HDi is electronic with a cooler. Soot combines with oil vapours from the crankcase ventilation and forms a hard deposit that locks the valve half-open. The EGR cooler can also crack and let coolant into the intake, which is a much more serious job.
Advice: Preventive EGR cleaning makes sense in the 80,000-100,000 km window. If you see a milky foam on the valve cover, check the EGR cooler first.
6. Electronic parking brake hydraulics
Symptom: "Parking brake service" warning, the brake won't release or won't engage on its own, EPB light on the dash, occasional rear-wheel lock-up.
The 3008 Mk1 has an electronic parking brake (EPB) with motors on the rear calipers and a control module under the centre console. Damp and cold kill the caliper motors, and the module loses communication when the battery is weak. This is a typical problem on Banja Luka examples that have passed 200,000 kilometres.
Advice: Before replacing calipers, always scan the EPB module. Often the issue is in the connector contacts or in a weak battery. The proper service procedure requires diagnostics to retract the caliper motors.
7. Eolys additive (FAP system) - empty reservoir
Symptom: "FAP additive low" or "Service required" warning, regeneration won't run, increased flow resistance through the DPF.
The early 3008 (up to 2014) uses the Eolys FAP system, a special additive in a reservoir that lowers the soot ignition temperature in the DPF. The reservoir runs down and typically needs topping up at 80,000-100,000 km. If it's ignored, the DPF won't regenerate properly and fills up too quickly.
Advice: On any DPF issue we first check the Eolys level. That often solves the whole story without pulling the filter.
8. Electrics - dashboard, BSI module, window regulators
Symptom: Random warning lights on the dash, the display dropping out and coming back, the window regulator not working from the remote, central locking failing intermittently.
In that period (2009-2013), the PSA group had issues with the BSI module (Built-in Systems Interface), the central computer that manages all of the car's electronics. Damp and voltage swings from a weak battery can drive it crazy and produce random faults that clear after a reset.
Advice: Before any larger electronic intervention, check the battery and alternator. Most strange faults on the 3008 come from voltage dropping below 12V.
Error P0016 on the Peugeot 3008 1.6 HDi
P0016 means the crankshaft sensor and camshaft sensor don't see the same reference position, which on the 1.6 HDi almost always points to a stretched chain on the DV6C/9HR engine. Before ordering parts, diagnostics is used to check the current camshaft offset in degrees and compare it to the factory value. If the offset is beyond the limit, a full timing kit goes in (chain, tensioner, guides, camshaft and crankshaft sprockets), never just the chain.
Service and maintenance
The timing belt on the 9HZ is changed in the 120,000-160,000 km range or 6 years, together with the water pump, depending on the year and manufacturer's recommendation in the service book. The timing chain on the 9HR/9HC is not changed preventatively but is checked diagnostically around 120,000 km, and if rattle is heard on cold start, it must be replaced immediately. Oil must be PSA B71 2294 spec (5W-30) or ACEA C2, never longlife at 30,000 km. At AGG we recommend changing it every 10,000-12,000 km because of diesel quality in BiH and frequent short trips. Eolys additive is topped up in the 80,000-100,000 km range, and preventive EGR cleaning every 100,000 km saves half the problems later on.
Which oil for the Peugeot 3008 1.6 HDi
For the 1.6 HDi (DV6TED4 and DV6C) the only correct spec is PSA B71 2294, viscosity 5W-30, ACEA C2 (low-SAPS, made for DPF). Class 5W-40 oils or generic C3 "fits-all-diesels" oils are not suitable because they don't match the clearances in the hydraulic chain tensioner and in the long run they shorten the life of the timing assembly. Fill capacity is about 3.75 litres with the filter. The factory interval (30,000 km longlife) is unacceptably long for BiH and we recommend cutting it to the 10,000-12,000 km range.
Owner tips
- Check the history before paying a deposit: with the VIN you can pull the whole history of the car at carVertical. The report typically shows real odometer readings by date, recorded accidents, the number of previous owners and theft or total-loss indicators from international registries. We consider it mandatory before buying any used car, especially with French imports. When paying for the report you can use the code GAGA to get a 20% discount.
- Oil must strictly be PSA B71 2294 (5W-30 ACEA C2), never plain 5W-40 and never the longlife interval. Change it every 10,000-12,000 km in BiH conditions.
- Once a month take the car out on the motorway for at least 30 km so the DPF can finish a regeneration. Otherwise clogging is only a matter of time.
- At every oil change, check whether there is any white foam inside the valve cover. That's an early sign the EGR cooler is leaking coolant.
- Replace the battery as soon as it drops below 12V at rest. The 3008 has so much electronics (BSI, EPB, Stop&Start) that low voltage triggers an avalanche of random faults.
Frequently asked questions
Is the Peugeot 3008 1.6 HDi reliable to 250,000 km?
Yes, but only with regular service and the correct oil. Most of the 3008s we see in Banja Luka with 250,000+ km still have the same engine, but along the way they've had the turbo, injectors and dual-mass flywheel replaced and the electronics refreshed. Without short service intervals and with mostly short trips, the engine won't make it to 200,000 km.
What is the difference between the 9HZ and 9HR engines in the 3008?
The 9HZ (DV6TED4) is the earlier variant with a timing belt, no Stop&Start, and no timing-train issue. The 9HR (DV6C) is the newer variant with a chain and Stop&Start: it's better on performance and economy, but the chain is its Achilles heel if the oil isn't changed regularly.
Is it worth fitting LPG to a Peugeot 3008 1.6 HDi?
No, LPG is not fitted to diesel engines (apart from very specific dual-fuel systems, which we at AGG do not do on this engine). If you're thinking about LPG, look at the petrol variants of the 3008 (1.6 THP) where the conversion makes sense.
How much does a DPF replacement cost on a 3008?
The price depends on the specific condition - get in touch for an estimate. Send us the year and engine code and we'll give you an exact figure. Often a regeneration or cleaning can be done instead of a full replacement, which is a significantly cheaper job.
Is the electronic parking brake on the 3008 reliable?
The system generally worked well up to about 150,000-180,000 km, after which problems start with the caliper motors and contacts. If you're buying a used 3008, make sure the EPB engages and releases normally with the engine both cold and warm.
What is the Eolys additive and do I have to top it up?
Eolys is a special FAP additive that lowers the soot combustion temperature in the DPF, and on the pre-facelift 3008 (up to 2014) it is mandatory. Without it the DPF won't regenerate properly and clogs up much faster. It's topped up in the 80,000-100,000 km range at an authorised service. It does not go into the fuel tank but into a separate canister on the engine.
Is the 2.0 HDi a better option than the 1.6 HDi in the 3008?
For motorway driving and heavier loads, yes, the 2.0 HDi (150-163 HP, DW10 engine) is more robust and has more power. For city driving and a family with standard loads, the 1.6 HDi is enough and cheaper to maintain. If you mostly drive short city trips, both engines will suffer from DPF issues and a diesel is not the right choice for you at all.
If you notice any of these symptoms, drop by the workshop - it's better to check early than to pay a lot to fix later.