Buying guide Peugeot 208 (2012-2019): pay extra attention to recall campaigns with this occasion

There are few car brands with such a strong image as Peugeot. Young, old, poor, rich: everyone can show themselves in it. A Peugeot is never wrong; you always look good with it, no matter how old the car is. That applies without prejudice to the 208. It quickly makes the much-sold, but little-loved 207 forget when it makes its appearance in 2012. Contrary to what is usual, the 208 is not heavier and larger than its predecessor, but it weighs a whopping 137 kilograms less and is 7 centimeters shorter. His sympathetic appearance earns him a stream of orders that will continue until the end of his career in 2019. By then, 62,000 units have been sold in our country, a remarkable achievement for a car in the busy B segment.

208 only as a hatchback

Unlike the 206 and 207, the 208 only appears as a hatchback; in the convertible (CC) and station wagon (SW), Peugeot no longer sees any bread, to the chagrin of a crowd of loyal enthusiasts. It is a clear sign that the industry is rationalizing in the lean years following the credit crunch.

Many versions Peugeot 208

With the 208 you can choose from many versions, from the simple Access to the sporty GTI and the rare, luxurious XY. There are diesel and petrol engines, the latter with three or four cylinders. Good to know is that the 208 is not one of the best-driving compact hatchbacks; many buyers will have fallen for the original appearance of the car. The peculiarities of the 208 include the interior with the curious arrangement of steering wheel and instruments, the now well-known i-Cockpit. You have to love it, according to the reactions, which are split fifty-fifty between proponents and opponents. For this Koopwijzer we take a closer look at a 208 1.2 Pure Tech Oxigo with 146,000 kilometers and year of construction 2014. The car was prepared by Auto Garderen.

Infotainment problem

In a negative sense, the SMEG infotainment system stands out with the 208. The most frequently mentioned annoyance is that this takes on a life of its own and sometimes doesn’t feel like starting up, starts up excruciatingly slow or fails spontaneously. One reviewer even reports a laundry list of illogical functions. Until the facelift in September 2015, Peugeot will install ‘generation 5’ and then ‘generation 6’. Sometimes reinstalling the 20 amp fuse will work if the system does not boot. Moreover, these are temperature-sensitive systems that switch themselves off if the internal temperature rises too high. Another reason for not starting up can be a tired battery, possibly in combination with a worn alternator. Then the start-stop system no longer works. So make sure you test the touch controls and try the various functions during your test drive. If there is no life left in SMEG at all, then you have no choice but to purchase a new one, a considerable expense.

Sounds from front struts

Mechanically, the 208 is also not flawless. Suspension and damping do not communicate harmoniously with each other and there are serious complaints about noises from the top bearings of the McPherson struts at the front. These consist of a metal carrier surrounded by a rubber bush, which serves to absorb vertical blows to the strut. That rubber loses its function, causing the metal ring to slide up and then cause a thumping sound. It is a known problem and it occurs on most 208s. If it bothers you, have the top bearings renewed. That does not require a large investment. It is advisable to deliberately drive over thresholds during your test drive in order to be able to perceive the thumping sound.

Sensitive engines

The 208 was available with three and four-cylinder petrol engines, as well as with two four-cylinder diesels. Smooth traffic jams turn out to be a challenge, because the engines tilt quite a bit due to soft engine mounts. The diesels are fine, except for serious oil consumption. The timing belt should be replaced every six years or 100,000 kilometers (previously 175,000 km/10 years). In practice, they are often replaced earlier in order to prevent engine damage. Sometimes the Euro 5 diesels built between 2012 and 2015 and the Euro 6 diesels built after 2016 do not want to start. Then the FAP and AdBlue tanks are empty and need to be filled. Furthermore, the solenoid valves of the turbo sometimes give up the ghost and the diesel particulate filters become clogged in cars that have mainly traveled short distances.

The ignition coils sometimes fail, resulting in an irregular engine run. The ‘check engine’ light will then come on.

Timing belt Puretech/VTi previously replaced

The petrol engines are typical victims of downsizing, something that is due to the CO2 reduction requirements. They always have a start-stop function, which is unfortunately sensitive to temperature and battery voltage. Many users report that the system almost never works at low temperatures. In all engine versions, the ignition coils fail above average, which can be felt by a more restless engine run. More serious are the distribution problems with the three-cylinder PureTech/VTi engines. The belt runs in oil and it must exactly meet the factory specifications. The belt is – preferably together with the water pump – replaced every six years or at 100,000 kilometers, otherwise there is a risk of breakage here too. Small debris sometimes causes clogged oil passages in the block, which can cause the engine to run dry. The advice to replace the timing belt earlier comes from the dealers; the importer still applies a term of 175,000 kilometers or ten years.

Oil consumption three-cylinder

Remarkable. From 100,000 kilometers, the three-cylinder likes an extra sip of oil between services. Incidentally, this can amount to up to one liter every 1,000 kilometers, so that regular oil leveling is very important. An annual oil service is recommended for these sensitive engines. The four-cylinder THP engine has its own problems, the most famous being the stretching timing chain due to a weak chain tensioner. Finally, many reviewers report a catalytic converter that clogs up or has holes in it. The electronically controlled water pump also deserves attention. The control sometimes refuses due to a bad contact. A leaking coolant temperature sensor can cause fluid to enter the wiring harness that reaches the ECU. This causes malfunctions, such as an engine that refuses to start. The manual gearboxes are problem-free, but the clutch is late and therefore high. Furthermore, the seals of the drive shafts are not free from gearbox oil leakage.

208 automatic? Then one after the facelift

If you go for an automatic, choose a 208 after the facelift. Then you save yourself the switching annoyances associated with the semi-automatic delivered until 2016. The 208 has been recalled to the garage several times, such as on the basis of nitrogen emissions on the petrol models between 2017 and 2019 and on the diesels between 2013 and 2016 for a software update. The diesel models from 2016 to 2019 have also been recalled for a malfunctioning diesel particulate filter. On the basis of the VIN you can check whether your 208 has been involved. At the end of last year, Stellantis had a recall for the distribution problems of the 208 and its stable mates with the 1.2 PureTech petrol engines. Here and on rdw.nl read more about it here.

No one drives the 208 trouble-free

Peugeot has sold millions of 208s and there are many satisfied owners. Yet hardly anyone drives the 208 completely trouble-free. This is also apparent from the list of possible defects in this Buying Guide. The diesels are stronger than the petrol versions. If you drive a lot, grab a 1.6 e-HDi. If you drive a lot of short distances, come well prepared and inquire about the history of the 208 of your choice. Ask when the timing belt was last changed or look for a sticker under the hood that indicates this. Whichever 208 you’re looking for, buying a used one requires you to pay extra attention.

6 things you should also pay attention to with the Peugeot 208 of the first generation:

Degradation of the plastic headlight glass, so dull!

You can see on the brake drums whether the handbrake cable is working.

With the i-Cockpit, the view of the instruments is not good for every posture.

Corroded mounts are often reported on the center and rear mufflers. So dive under the car to check the exhaust.

Brake discs wear out at an increased rate. A lot of city traffic speeds up the process.

If the air conditioner is not working, the compressor may have failed. During the test drive, therefore, check whether the air conditioning is working.