About this model
The second-generation Peugeot 308 (factory code T9) was introduced in 2013 and quickly became one of the most popular compact cars in Europe, winning the Car of the Year 2014 award. In BiH it mostly arrives as an import from Germany, France and Italy, and the most common engine is the 1.6 BlueHDi in 100 and 120 HP variants carrying the DV6FD and DV6FC designations. This is a modern diesel with Euro 6 technology that includes a DPF filter, EGR valve and an SCR system with AdBlue injection. From a servicing standpoint, this model brings considerably more electronics and more complex systems than its predecessor, the 308 T7 with a regular HDi engine, which also means a higher potential for faults. Today in BiH you mostly find examples from the 2015-2018 period with 120,000-200,000 km, and the typical buyer is a driver looking for an economical compact with a modern interior at an affordable import price.
Engines and variants
This model is most commonly available in BiH with the following engines.
DV6FD (BHY) - 1.6 BlueHDi 100 HP: The lower-output variant with 100 HP intended for city and suburban driving, more often found in lower trim levels. Produced from 2014 to 2018. Because of the lower power, it is frequently driven at higher RPMs in urban conditions, which intensifies DPF regeneration issues and EGR fouling. Parts are identical to the stronger 120 HP version, and mixed-driving fuel consumption runs around 4.5-5.5 litres per hundred kilometres.
DV6FC (BHZ) - 1.6 BlueHDi 120 HP: The most widespread variant with 120 HP and a good balance of power and economy, the most popular choice for imports into BiH. Produced from 2013 to 2021, covering the entire model lifecycle. The AdBlue system and NOx sensor are the most common trouble spots on this variant after 80,000 km, and the dual-mass flywheel takes greater punishment due to higher torque. This is the variant we see most often in the workshop.
DW10 (AHX) - 2.0 BlueHDi 150 HP: The stronger two-litre variant with 150 HP, less common in BiH and often paired with the EAT6 automatic gearbox. Fewer DPF issues thanks to higher power and better exhaust flow, but EAT6 electronics and higher maintenance costs are specific to this variant. Mostly imported from Western Europe for drivers who want more motorway power.
Reliability and reputation on the BiH market
Peugeot 308 II arrived on BiH roads during the wave of used-car imports from the EU, mainly from Germany and France. The model is generally well-preserved because the majority of examples had regular servicing in the country of origin. The switch to Euro 6 BlueHDi technology brought a significantly more complex emissions system compared to the previous generation with its simple HDi engine. Parts are available and reasonably priced for bodywork and suspension, but emissions-system components (AdBlue pump, NOx sensor, DPF) can be expensive. Compared to rivals such as the Golf 7 1.6 TDI or Focus Mk3 1.6 TDCi, the 308 II offers low fuel consumption and a comfortable ride but demands a more disciplined owner who understands the needs of a modern diesel. The typical buyer in BiH is a driver looking for an economical compact with a modern interior at an affordable import price, and in our workshop we most often see examples with emissions-system problems precisely because the previous owner did not follow the driving regime this engine requires.
Common faults we see
From our hands-on experience, here are the most common repairs for this model.
1. AdBlue system and urea injector
Symptom: Exhaust treatment system warning on the display, countdown to engine start block, increased NOx emissions.
BlueHDi technology uses an SCR catalytic converter with AdBlue fluid injection to reduce NOx emissions. The urea injector and NOx sensor are the most common source of trouble because urea crystallisation inside the injector reduces system efficiency. The problem intensifies after 80,000-130,000 km, especially on vehicles that only cover short trips since the system never reaches its optimal operating temperature. Stellantis issued a recall campaign for the AdBlue pump (reference 17L) on affected vehicles.
Advice: Check the recall history at an authorised dealer before buying. If you are purchasing a used 308 II, diagnostics can read the condition of the NOx sensor and urea injector, which could save you a serious amount of money.
2. DPF filter (clogging and failed regeneration)
Symptom: Loss of power, DPF warning light on the dashboard, engine enters limp mode, increased fuel consumption, more frequent failed regenerations.
Vehicles used exclusively in the city frequently develop DPF filter problems because short trips do not allow a complete regeneration. DPF regeneration requires a longer drive on the open road at higher RPMs. The issue can appear as early as 40,000-80,000 km with purely urban driving. Common fault codes are P2002 (DPF efficiency below threshold) and P244A (differential pressure).
Advice: If you mostly drive in the city, at least once every two weeks take the car for a 30-40 km run on the open road at 2,500-3,000 RPM - that is the most effective prevention. A forced regeneration at a workshop can help, but it is not a permanent fix unless driving habits change.
3. EGR valve
Symptom: Rough idle, loss of power under acceleration, black smoke from the exhaust, check engine light.
The EGR valve on the DV6FC/DV6FD engine is prone to carbon build-up, especially during city driving with frequent stops. A fouled EGR does not close fully, which disrupts the air-fuel ratio and causes erratic engine behaviour. The problem typically appears after 100,000-150,000 km, though it can surface earlier under harsh driving conditions.
Advice: Regular EGR valve cleaning every 60,000-80,000 km significantly extends its service life. Deleting the EGR is neither legal nor recommended. Proper maintenance and occasional long motorway runs are the only correct approach.
4. Dual-mass flywheel
Symptom: Vibrations when starting and shutting off the engine, rattling at idle, juddering when pulling away, uneven running at low RPMs.
The dual-mass flywheel on 1.6 BlueHDi engines bears significant stress, particularly on vehicles with frequent urban start-stop cycles. Premature failures have been recorded on certain 2015-built examples as early as 80,000-120,000 km. Replacing the flywheel also means replacing the clutch, making it a substantial job.
Advice: When buying, always test pulling away in first gear and pay attention to any knocking or vibration. If the flywheel is on its way out, replace the clutch at the same time - it is cheaper to do everything at once than to remove the gearbox twice.
5. Front shock absorbers and spring breakage
Symptom: Knocking over bumps and uneven surfaces, uneven tyre wear, instability in corners, visible oil leak on the shock absorber.
The 308 T9 has a well-known weakness with its front shock absorbers and springs. Shock absorbers lose effectiveness after 60,000-100,000 km, and the springs are prone to snapping, particularly on the rougher roads common in BiH. This is one of the most frequent items flagged during the roadworthiness inspection for this model.
Advice: Always replace shock absorbers in pairs (both fronts at once). When fitting new shocks, check the springs and top mounts too, as they are often replaced together. The labour is the same, and the parts are affordable.
6. Sensors (NOx, MAP, MAF)
Symptom: Rough idle, loss of torque, intermittent fault codes in memory, engine light coming on and off.
The 308 II with the BlueHDi engine has more sensors than older HDi models due to Euro 6 requirements. The NOx sensor (P20EE), MAP sensor (P0106) and MAF sensor (P0101) are the most common culprits behind sporadic faults. The NOx sensor is particularly expensive and sensitive to AdBlue quality and frequent short trips.
Advice: Before replacing any sensor, always carry out thorough diagnostics - it is common for symptoms to overlap while sensor prices vary drastically. The NOx sensor is the most expensive and should genuinely be confirmed by diagnostics before you decide to replace it.
7. EAT6 automatic gearbox (electronics)
Symptom: Harsh gear changes, gearbox warning light on the dashboard, occasional sticking in one gear, jerks during shifts.
Models with the EAT6 automatic gearbox (Aisin) have recorded issues with the electronic control module (PGA). Symptoms appear sporadically and can vanish after a restart but worsen over time. The root cause is often software or connectors, less frequently the gearbox mechanism itself. Most 308 II cars in BiH have a manual gearbox, but imports from Western Europe often come with the EAT6.
Advice: During a test drive, make sure to run through all gears, including hard acceleration and deceleration. If you own a 308 with the EAT6, regular gearbox oil changes every 50,000-70,000 km are mandatory, regardless of the manufacturer's "lifetime fill" claim.
8. Moisture in headlights
Symptom: Visible condensation inside the headlight housing, foggy headlights, reduced night-time visibility.
The front headlight housing seals on the 308 T9 are prone to ageing and letting moisture in, especially after 3-5 years. The problem occurs more often in autumn and winter. Moisture can damage the connector and bulb if not addressed in time. It typically appears after 30,000-60,000 km.
Advice: If you notice condensation, first check the ventilation plugs on the rear of the headlight. Sometimes replacing the seal is enough - you do not need an entire new headlight. When inspecting a used 308, pay attention to this, as foggy headlights point to neglected maintenance.
Peugeot 308 II AdBlue exhaust treatment fault
One of the most common situations owners face is a message on the display counting down the remaining kilometres until the engine is blocked from starting. This warning relates to the SCR system and usually means the NOx sensor or urea injector has failed, or the AdBlue level is too low. The system gives a 2,400 km warning before a full block. Never ignore this warning - once the countdown expires the engine genuinely will not start. Get it diagnosed immediately, even if the car still drives normally.
P20EE fault code - NOx sensor Peugeot 308
Fault code P20EE indicates that the signal from the NOx sensor downstream of the SCR catalytic converter is outside the expected range. On the 308 II with 1.6 BlueHDi this is one of the most common diagnostic codes. Causes can include a faulty NOx sensor, a clogged urea injector (because the system is not injecting enough AdBlue so the sensor reads high NOx values), or contaminated AdBlue fluid. Before replacing the sensor (an expensive component), always check the injector condition and AdBlue quality first, as that is a more common and cheaper root cause.
Service and maintenance
The timing belt on 1.6 BlueHDi engines is replaced at 175,000 km or 10 years, a significantly longer interval than on its predecessor. The water pump should always be replaced at the same time. We recommend 0W-30 or 5W-30 oil meeting PSA B71 2290, with a change interval of 12,000-15,000 km or once a year under BiH conditions - not the 20,000 km stated in the factory service book. AdBlue fluid is topped up as needed (roughly every 15,000-20,000 km), and fluid quality is crucial for SCR system longevity - use only ISO 22241 certified fluid. The DPF filter has no fixed replacement interval as such but requires regular long drives for regeneration. On vehicles with the EAT6 automatic gearbox, oil changes every 50,000-70,000 km are mandatory regardless of the "lifetime fill" label. For a thorough vehicle condition check we recommend a major service with full emissions-system diagnostics.
Which oil for the 1.6 BlueHDi Peugeot
All 1.6 BlueHDi engines (DV6FC and DV6FD) require the PSA B71 2290 specification. This is a Low SAPS oil (low sulphated ash, phosphorus and sulphur content) essential for proper DPF filter function. Using oil of the wrong specification accelerates DPF clogging and shortens its lifespan. In practice we use 0W-30 for colder months and 5W-30 as a year-round solution. You can read more about choosing the right oil in our engine oil guide.
Owner tips
- Never let the AdBlue fluid level drop to zero. Top it up as soon as the first warning appears and only use ISO 22241 certified fluid.
- Check the history before putting down a deposit: use the chassis number to pull the full vehicle history via carVertical. International registers give you real odometer readings by date, recorded accidents, number of previous owners and theft or total-loss indicators. We consider this essential before buying any used car, especially with French imports that sometimes have gaps in service history. When purchasing a report you can use the code GAGA for a 20% discount.
- At least once a week, take the car for a 30-40 km drive on the open road at 2,500+ RPM so the DPF filter can complete a regeneration.
- Use oil meeting PSA B71 2290 (0W-30 or 5W-30) and change it every 12,000-15,000 km under BiH conditions - not the 20,000 km from the factory service book.
- Before buying, have diagnostics check the DPF filter condition (fill percentage) and AdBlue system functionality, as these are the most expensive items on this model.
Frequently asked questions
Is the Peugeot 308 II 1.6 BlueHDi reliable at 200,000 km?
The engine itself is solidly built and can comfortably pass 250,000 km with regular maintenance. The critical area is the emissions system: AdBlue, DPF and EGR. If those components have been maintained and the vehicle has regularly covered longer trips, 200,000 km is not a problem. When buying, have diagnostics check the DPF and AdBlue system condition.
Is it worth fitting LPG to a Peugeot 308 1.6 BlueHDi?
No, LPG conversion on a diesel engine is not feasible. If you are interested in gas, the Peugeot 308 also comes in a petrol 1.2 PureTech version that is suitable for LPG, although that engine has its own specific issues with the timing chain. For advice on whether a particular model is suited for gas, get in touch via our contact page.
Which engine is the better choice in the Peugeot 308 II - 1.6 BlueHDi 100 or 120 HP?
For most drivers in BiH we recommend the 120 HP variant (DV6FC). The stronger engine achieves DPF regeneration more easily because it reaches the required temperature faster, especially on the open road. The weaker 100 HP variant is fine for exclusively motorway drivers covering long distances, but for a city-suburban mix the 120 HP is the better choice.
How much does an AdBlue system service cost on the Peugeot 308 II?
Regular AdBlue top-ups are a negligible expense. The real cost arises when the urea injector or NOx sensor fails - those are more expensive repairs. The price depends on the specific condition - get in touch for an estimate. Make sure to check whether your example is covered by the Stellantis AdBlue pump campaign, as in that case the repair is done free of charge at an authorised dealer.
Does the 308 II have a timing chain or a timing belt?
All 1.6 BlueHDi engines (DV6FC and DV6FD) use a timing belt, not a chain. The replacement interval is 175,000 km or 10 years, longer than most competitors. Always check the date of the last replacement, because the belt is also changed by age, not just mileage.
What does the exhaust treatment system warning mean on the Peugeot 308 II?
That warning relates to the SCR/AdBlue system and must not be ignored. The vehicle gives a countdown, usually 2,400 km, after which the engine will not start. Get to a workshop for diagnostics immediately. The most common causes are a faulty NOx sensor, a clogged urea injector, or an empty AdBlue fluid reservoir.
Is the Peugeot 308 II better than the Golf 7 1.6 TDI?
Both are solid compacts with economical diesel engines. The Golf 7 has a simpler emissions system without AdBlue on the 1.6 TDI, meaning fewer potential issues with SCR components. The 308 II offers a more modern interior and a lower purchase price but demands a more attentive owner. If you mostly cover short city trips, the Golf 7 1.6 TDI is the safer bet.
If you notice any of these symptoms, drop by the workshop - it is better to check early than to pay for an expensive repair.