French style that genuinely rivals the Germans
The Peugeot 508 is a stylish French D-segment saloon and estate competing with the Volkswagen Passat, Ford Mondeo and Mazda6. The Mk2 from 2018 repositioned the car as a premium-feeling fastback with coupe-like looks, targeting buyers who want something different from German defaults. It appeals to company car drivers and families wanting style, technology and comfort without the premium badge price.
We track 8 known issues across the Peugeot 508 range, with 3 classified as significant. Knowing which variants and configurations to approach with caution can save you from expensive surprises after purchase.
Found a Peugeot 508? Enter the reg to see which of our 8 known issues apply to that exact car, plus full MOT history and mileage checks.
Mk1 (2010–2018) — Petrol options included the 1.6 THP, with 1.6 HDi, 2.0 HDi, 2.2 HDi on the diesel side. We track 8 known issues on this generation, with 3 classified as significant. The most significant concern is Timing chain issues (£2,000–£3,000 to address).
Mk2 (2018–2022) — Petrol options included the 1.2 PureTech, with 1.5 BlueHDi, 2.0 BlueHDi on the diesel side. 1 known issues affect this generation, none rated as critical. The most significant concern is Premature brake pad wear (£80–£150 to address).
The EP6 1.6 THP engine uses a single-row timing chain that stretches prematurely due to inadequate oil change intervals and design limitations. The chain tensioner cannot compensate for excessive stretch, causing timing retardation and potential valve-to-piston contact. This is a well-documented failure mode across the PSA group (Peugeot, Citroën, DS) affecting multiple models with this engine. Chain replacement requires engine removal or significant dismantling work. Later EP6 revisions improved the tensioner design but did not eliminate the issue entirely.
A stretched timing chain causes timing retardation, reducing power and fuel economy. If the chain jumps timing completely, valve-to-piston contact destroys the engine requiring full reconstruction. Chain replacement is engine-out work costing £2,000-£3,500 including labour. The car should not be driven hard if chain wear is suspected.
Listen carefully for a rattle or ticking noise from the engine on cold start — this is the most common early sign. Ask for evidence of chain replacement in the service history. On higher-mileage cars without documented replacement, budget for preventative work.
The diesel particulate filter (DPF) on DV6 1.6 HDi and DW10 2.0 HDi engines blocks with soot when used primarily for short journeys or stop-start driving. The regeneration system requires sustained high exhaust temperatures that cannot be achieved in urban use. PSA's DPF design is particularly sensitive to fuel quality and oil contamination. When regeneration fails repeatedly, the DPF becomes irreversibly blocked and requires replacement. This is exacerbated by owners ignoring DPF warning lights and continuing to drive when regeneration is needed.
A completely blocked DPF restricts exhaust flow, causing power loss and potential engine damage. DPF replacement costs £1,500-£2,500 fitted. Attempted cleaning services (£200-£400) have mixed success rates on severely blocked filters. The car will enter limp mode if the DPF becomes critically blocked.
Ask about the car's typical usage — short urban journeys prevent DPF regeneration. Check for DPF warning lights and ask about any previous regeneration issues. A forced regeneration at a garage costs far less than a DPF replacement.
The DW12 2.2 HDi engine uses a variable geometry turbocharger that fails due to carbon build-up in the variable vane mechanism and bearing wear from oil contamination. Extended oil change intervals and poor-quality diesel fuel accelerate the failure. The turbo actuator mechanism seizes, causing overboosting or complete loss of boost pressure. This engine was primarily used in higher-specification 508s and shared with other PSA models. Turbocharger replacement requires removal of significant engine ancillaries and heat shields.
Complete turbo failure causes severe power loss and potential engine damage from oil starvation or debris ingestion. A seized turbo can overboost and damage pistons or cylinder heads. Replacement costs £1,500-£3,000 including labour. The car is safe to drive gently but should not be used for long journeys if turbo failure is suspected.
During a test drive, check for hesitation, lack of power or unusual whining from the turbo area. Watch for blue or white smoke from the exhaust under hard acceleration. Check the oil condition and service history — turbos rely on clean oil.
The CV joint boots on diesel variants deteriorate at 64.3x the fleet average rate, with the highest failure rate occurring unusually early at 20,000-40,000 miles. The rubber compound appears particularly susceptible to degradation from road salt and temperature cycling. Once the boot splits, dirt and water contaminate the CV joint bearing surfaces, leading to joint failure within 10,000-20,000 miles. This affects both outer and inner CV joints on both sides.
Split CV boots allow contamination of the joint, leading to bearing surface damage and eventual joint failure. A failed CV joint causes loss of drive to that wheel and potential wheel detachment. Boot replacement costs £80-£150 per side. If the joint is already damaged, replacement costs £200-£400 per side.
Listen for clunking or vibration from underneath when pulling away or changing direction. Check for play in the driveshafts by rocking the car in gear with the handbrake on. Worn CV boots are a telltale sign — look for grease splatter around the inner wheel arch.
Suspension components fail at 64.3x the fleet average rate, primarily affecting bushes, ball joints, and anti-roll bar links. The failure pattern shows premature wear from 40,000 miles onwards, suggesting the rubber compound or design is inadequate for UK road conditions. Corrosion of metal components accelerates in winter salt conditions. This affects multiple suspension points simultaneously, requiring comprehensive inspection of the entire system.
Worn suspension components affect handling, braking stability, and tyre wear patterns. Multiple component failures increase repair costs significantly. Complete suspension refresh typically costs £800-£1,500 depending on the extent of wear. The car remains safe to drive but handling deteriorates progressively.
Listen for knocking, clunking or rattling over bumps during the test drive. Inspect the underside for corroded or cracked suspension components. Check the MOT history for suspension-related advisories, which often predict future failures.
For the full breakdown of all 8 tracked issues with repair costs, see the Peugeot 508 common problems page.
Based on 97k real DVSA MOT tests, the Peugeot 508 fails more often than average on several items. The biggest outlier is suspension pin, bush or joint at 21x the fleet average, followed by emissions failure (16x).
When viewing a specific car, check its MOT history for recurring advisories in these categories. See the full Peugeot 508 MOT failure breakdown for data at every mileage point.
Routine servicing (oil and filter change every 16k miles) typically costs £80–£120 at an independent garage.
See the full Peugeot 508 service schedule for every interval and cost breakdown.
The Peugeot 508 is a solid choice on the used market, though not without its quirks. The issues we track are well-understood and largely avoidable if you know what to look for. A thorough inspection and complete service history go a long way. 2018-2020 Mk2 petrol models are the best choice, with 2018 achieving a 95% MOT pass rate. The Mk2's new platform resolved most Mk1 reliability issues. Avoid 2011-2014 Mk1 cars, especially the 1.6 HDi diesel which suffers the highest failure rates.
Before committing, check the car's full MOT history, verify the service record is complete, and if possible arrange a specialist inspection. Enter any registration into our free report to see the complete picture.
Get Car Wise maintains a database of known mechanical issues for every popular car on UK roads, tracking the faults that owners, specialists and DVSA data reveal.
When you run a report on a specific Peugeot 508, we cross-reference the exact variant, engine and age against our database of 8 known issues. Combined with full MOT history analysis, mileage verification and DVLA data, you get a complete picture before viewing.
Enter the registration for MOT history, mileage verification, known faults for that exact variant, and a Get Car Wise Score.
This guide was compiled from independent expert reviews, DVSA MOT data, specialist workshops and our own database of 8 known Peugeot 508 issues. We are not affiliated with any source listed.