About this model
The first-generation Peugeot 308 (code T7, 2007-2013) was a significant step up from the 307, bringing a more modern design, better cabin and more advanced electronics. In BiH the model is most commonly found with the 1.6 HDi diesel engine (DV6 family) in 90 HP and 110 HP variants. A typical example on the market today has between 180,000 and 280,000 km and was imported from France, Germany or Belgium, usually from the first or second owner. The buyer is typically a family-oriented driver who needs an economical, spacious compact for daily use and occasional longer trips. The DV6 engine is a joint PSA-Ford development; the same block is used in the Ford Focus 1.6 TDCi, Citroen C4 and Mazda 3, so parts are widely available and affordable. The Peugeot 308 is a regular visitor to our workshop and we know its weak points well.
Engines and variants
This model is most commonly available in BiH with the following engines.
9HX (DV6ATED4) 1.6 HDi 90 HP: The base 8-valve variant producing 90 HP (66 kW), with a fixed-geometry turbo and, on early examples (2007-2008), no DPF filter. This is the simplest variant to maintain because it lacks the complex regeneration system and dual-mass flywheel. Real-world fuel consumption sits around 5.0-5.5 L/100 km. Parts are the easiest to source because the same engine was fitted to millions of 307, Berlingo and C3 models. Its weaknesses are the injectors and EGR at higher mileages.
9HZ (DV6TED4) 1.6 HDi 110 HP: The more powerful 16-valve variant producing 110 HP (80 kW), with a variable-geometry turbo and DPF with Eolys additive. It is more pleasant to drive, especially on the open road, but carries the full DPF infrastructure with its additive reservoir, a dual-mass flywheel and a more complex turbo. All of that means more potential costs past 200,000 km. Most 308s on the BiH market come with this engine.
9HR (DV6C) 1.6 e-HDi 112 HP: The later variant (from 2010 on the facelift) with a timing chain instead of a belt, a Stop&Start system and 112 HP. Newer and better on paper, but the timing chain is its main weakness: it stretches within the 120,000-150,000 km range if the oil was not changed regularly. Less common on the BiH market than the 9HZ.
Reliability and reputation in BiH
The Peugeot 308 T7 with 1.6 HDi has proven in BiH that it can go past 300,000 km with regular maintenance, but it can equally frustrate an owner who ignores service intervals. The DV6 block is mechanically durable, but the turbo is sensitive to oil quality and change frequency, while the DPF system depends heavily on driving patterns. Parts are available at any decent auto-parts shop in Banja Luka because the same engine is shared with the Citroen C4, Peugeot 307, Ford Focus and Mazda 3. OEM parts from Valeo, Bosch, Sachs and Sasic hold up well and are generally cheaper than their German-car equivalents.
Compared with the VW Golf 5 1.9 TDI from the same era, the 308 is less reliable in terms of electronics (BSI module, electronic parking brake) but consumes less fuel and DV6 parts are generally cheaper than the PD system in the Golf. In our workshop, the most common pattern we see is previous owners using the wrong oil specification or stretching intervals to 20,000-30,000 km following French longlife recommendations, leading to a coked turbo and clogged DPF.
Common faults we see
From our experience, here is what comes in for repair most often on this model.
1. Turbo and clogged oil feed pipes
Symptom: Power loss above 2,000 RPM, bluish smoke under acceleration, whistling or metallic noise from the turbo, engine warning light.
The DV6 1.6 HDi is known for its thin oil feed pipes to the turbo that coke up over time. When oil flow drops, the turbo bearings starve and the turbo fails. On the 308 T7, access to the turbo is tighter than on the 307 due to the engine bay, but the procedure is the same. On the 9HZ with variable geometry, the vacuum actuator that controls the vanes also fails: the diaphragm tears or the mechanism seizes, so the turbo cannot regulate boost pressure. You can read more in our guide on extending turbo life on diesels.
Advice: At every oil change, inspect and replace the turbo oil feed pipe if needed. It is a small part that protects the turbo from a major overhaul. If you notice power loss, do not delay your visit because a turbo running on insufficient oil deteriorates quickly.
2. DPF filter and Eolys additive
Symptom: DPF warning light, power loss, limp mode, heavy smoke from the exhaust, smell of fuel in the oil.
The DPF-equipped versions (9HZ, later 9HX) use Eolys additive that is automatically injected into the fuel to lower the regeneration temperature. A car in BiH that is driven exclusively in the city cannot complete regeneration, so the filter clogs. The specific issue with Peugeot is that failed regeneration dilutes the engine oil with fuel: if the oil level is above maximum, fuel has entered the oil and an urgent oil change is needed before bearing damage occurs. You can learn more about what a DPF filter is and why it clogs in our article.
Advice: At least once a month, drive the car 30-40 minutes on the open road at 2,500+ RPM. On versions with Eolys additive, check the reservoir level via diagnostics at every major service because there is no visual indicator. An empty reservoir means regeneration is not working properly.
3. Injectors and seal leaks
Symptom: Hissing noise from the engine, black oily deposits around the injectors, smell of exhaust gases, hard cold start.
The copper injector seals wear out and exhaust gases blow past the injector. Carbon deposits build up around the seat and if the problem is ignored, the injector seizes in the head and removal becomes expensive. On a 308 with 200,000+ km, you will also typically see leaking return pipes and poor spray pattern on one or two injectors, causing rough running and knocking at idle.
Advice: If you notice black deposits around the injectors, do not delay the repair. Replacing the copper seals is a relatively simple job while the injector is still free. We test injector return rates at every diagnostic session because the measurement catches problems before serious leaks develop.
4. EGR valve and intake manifold
Symptom: Rough idle, RPM fluctuations, engine warning light, black smoke on acceleration, power loss.
The EGR on the DV6 seizes in the open or closed position due to soot buildup. The intake manifold fills with a mixture of soot and oil vapours from the crankcase ventilation, blocking airflow. City driving with short trips where the engine never reaches operating temperature dramatically accelerates this process.
Advice: We recommend cleaning the EGR valve and intake manifold every 80,000-100,000 km depending on driving conditions. If the warning light returns after cleaning, the diaphragm has likely failed and the valve needs a complete replacement.
5. Electronic parking brake
Symptom: Parking brake will not release or engage, warning light flashing, error on the display, car will not move.
The Peugeot 308 T7 has an electronic parking brake with motors on the rear callipers. The calliper motor seizes due to corrosion or actuator failure, particularly in winter on cars that stand outdoors for long periods. When the brake locks in the engaged position, the car cannot move and mechanical release is needed before any diagnostics. Even a routine brake pad swap requires a diagnostic tool because the brake must be electrically retracted.
Advice: Use the parking brake regularly because, paradoxically, less frequent use accelerates corrosion of the mechanism. Calibration via diagnostics is mandatory when replacing the actuator.
6. BSI module (Body Systems Interface)
Symptom: Random warning lights on the dashboard, wipers activating on their own, central locking not responding, battery draining overnight, car will not start in the morning.
The BSI is the central electronic module managing all body systems on the 308 T7. It is sensitive to moisture that enters through clogged drainage channels under the windscreen and to voltage drops from a weak battery. Corrosion on the connectors causes intermittent faults that are difficult to diagnose because the symptoms appear and disappear without a clear pattern.
Advice: First rule: never disconnect the negative terminal while the engine is running. Second: if the BSI is acting up, check the battery and alternator first, then the electronics. In most cases the cause is minor, not the module itself. Check the drainage channels under the windscreen twice a year.
7. Thermostat and housing
Symptom: Engine warms up slowly, weak cabin heater, increased fuel consumption, temperature does not reach the middle of the gauge.
The thermostat on the DV6 sticks in the open position, so the engine never reaches operating temperature. A specific issue on the 308 T7 is the plastic thermostat housing that cracks at the hose stub over time and develops a slow leak, often going unnoticed until the coolant level drops significantly.
Advice: If you notice the engine warming up more slowly than usual or the cabin heater losing performance, check the thermostat. The replacement is straightforward and relatively cheap, but it gets ignored because the symptoms are not dramatic.
8. Front suspension and bushings
Symptom: Knocking over bumps, unstable handling in corners, uneven tyre wear, vibrations through the steering wheel.
The front control-arm bushings and stabiliser links on the 308 T7 wear faster than on most competitors. Banja Luka's streets, with speed bumps and potholes, accelerate the wear. At 80,000-100,000 km, expect to replace bushings and sometimes the complete arms. Track-rod ends and ball joints are also weak points.
Advice: We inspect the suspension at every service. Only parts that have actually failed are replaced, not the entire front end at once. Quality parts from Lemforder, TRW or Sasic last significantly longer than cheap aftermarket alternatives.
Service and maintenance
The timing belt on the 9HX and 9HZ variants is due for replacement in the 140,000-160,000 km range or 8-10 years, whichever comes first, depending on the production year and the recommendation in the service book. It must be done with the water pump, tensioner and auxiliary belt. The later 9HR variant has a timing chain that does not follow an interval but should be checked diagnostically around 120,000 km. Oil specification: ACEA C2, PSA B71 2290 (5W-30), with an interval of 10,000-15,000 km depending on whether you drive mostly in the city or combined. The factory interval of 20,000-30,000 km is too long for BiH conditions. Fuel filter in BiH conditions should be changed every 20,000-30,000 km because poor fuel accelerates injector wear. On DPF-equipped versions, check the Eolys additive level at every major service because the reservoir lasts 80,000-120,000 km depending on driving style.
Owner tips
- Change the oil at 10,000-15,000 km intervals using ACEA C2 specification (5W-30) and never rely on French longlife intervals. The DV6 turbo does not forgive extended drain intervals.
- Check the history before putting down a deposit: using the VIN, pull the full history of the car through carVertical. The report typically shows real odometer readings by date, recorded accidents, number of previous owners and theft or total-loss flags from international registers. We consider it essential before buying any used car, especially with French imports where service history is harder to verify. At checkout you can use the code GAGA for 20% off.
- At least once a month, drive the car on the open road for 30-40 minutes so the DPF can regenerate. City-only driving without longer runs is the fastest way to clog the filter.
- Inspect the area around the injectors at every service. Black oily deposits are an early sign of leaking seals that are easy to fix while the injector is still free.
- Have brake pads changed only at a workshop with a diagnostic tool because the electronic parking brake requires calibration.
Frequently asked questions
Is the Peugeot 308 1.6 HDi reliable at 250,000 km?
Yes, provided it has been regularly maintained. The DV6 engine is mechanically durable, but its sensitive points are the turbo, DPF and injectors. If you are buying a car with over 200,000 km, expect to budget for inspecting all of those components in the first year. Documented service history with short oil-change intervals is the most important indicator.
Which is the better variant: 90 HP or 110 HP?
If you want the fewest problems, go for the 90 HP (9HX) without DPF from the 2007-2008 period. The 110 HP (9HZ) is more pleasant on the open road but comes with a DPF and dual-mass flywheel, meaning more potential costs. For family driving with occasional motorway use, the 110 HP is more comfortable, but for mostly city driving the 90 HP without DPF is the smarter choice.
Can LPG be fitted to the 308 1.6 HDi?
No. The 1.6 HDi is a diesel engine and LPG is not fitted to diesels. If you want a Peugeot for LPG, choose a petrol variant (1.6 VTi or the newer 1.2 PureTech). The diesel 308 already has low fuel consumption (5.0-6.0 L/100 km), so the economics of LPG do not apply.
Does the 308 1.6 HDi have a chain or a belt?
It depends on the variant. The earlier 9HX (90 HP) and 9HZ (110 HP) engines have a timing belt with replacement in the 140,000-160,000 km range. The later 9HR (112 HP, e-HDi) has a chain that does not follow a set interval but should be checked diagnostically. Verify the engine code on the plate before buying.
What is the real fuel consumption of the Peugeot 308 1.6 HDi?
In the city it realistically uses 5.5-6.5 litres, on the open road 4.0-4.5 litres, and combined around 5.0-5.5 litres. If consumption rises above 7 litres in the city, check the EGR valve, air filter, injector condition and thermostat.
What is Eolys additive and why does it matter for the DPF?
Eolys is a special additive that is automatically injected into the fuel to help the DPF regenerate at lower temperatures. The reservoir gets used up and typically needs refilling in the 80,000-120,000 km range depending on driving style. If it runs out, the DPF cannot regenerate properly and clogs much faster. The level can only be checked via diagnostics because there is no visual indicator.
Is the 308 better than a Golf 5 for the same money?
The 308 1.6 HDi uses less fuel, has a lower purchase price and readily available DV6 parts. The Golf 5 1.9 TDI is simpler in terms of electronics and more tolerant of neglect, but is more expensive to service (PD system, water pump in the timing belt). For an owner who maintains the car regularly and is not put off by French electronics, the 308 is a rational choice. For someone who wants a car that can take punishment, the Golf is the safer bet.
If you notice any of these symptoms, stop by the workshop - it is better to check early than to pay for an expensive repair later.