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Peugeot 508

Q: What are the most common Peugeot 508 faults?

On Peugeot 508 MOTs at ages 6-9, the items testers record most often are: Fluid leaking excessively and likely to harm the environment or to pose a safety risk to other road users (4.9% of tests); A suspension pin, bush or joint excessively worn (4.5% of tests); A transmission shaft constant velocity joint boot missing or no longer prevents the ingress of dirt etc (4.2% of tests); A transmission shaft constant velocity joint boot severely deteriorated (4.1% of tests); A spring or spring component fractured or seriously weakened (2.9% of tests). Figures are from DVSA 2025 data.

All generations and engines together · 17,556 MOT tests in the 2025 data · typical mileage at age 7: 78k

Reliability verdict

DBy age

CBy miles

Graded against its peers

Worse than most saloons and estates for its age, and about average per mile driven. Watch suspension and lights & electrics. A used buy worth some caution. Check the MOT history for repeating suspension advisories before you go.

First-time failure at age 7

21.2%

Across 378 tests. The average for saloons and estates is 17.4%.

First-time failure at 50-60k miles

18.4%

Across 1,388 tests. The average for saloons and estates is 16.8%.

Rank in its class

31 of 34

1 = lowest failure rate among the 34 saloons and estates we can rank.

Typical mileage at age 7

78k miles

How far the average car has gone by seven years old. Low-mileage models can look better by age than they are.

Generation

Split by first-registration year. Cars registered in a changeover year can belong to either generation.

What owners report

Reported

Owner folklore from forums and the motoring press, with how well each report stands up. Most of it never shows up in an MOT, which is why this section exists at all.

Dual-mass flywheel and clutch wear (diesel manuals)

Emerging

On manual diesel 508s the dual-mass flywheel and clutch can wear out well before you'd expect. Honest John's reader reports include one failing at 3 years 5 months old for a £1,600 bill, and another needing clutch and flywheel work at just 18 months and 28,000 miles. It shows as a rattle or shudder through the clutch pedal at idle, or the clutch slipping under load. No TSB or recall, and dealers have not treated it as a routine warranty item.

Reported 18 months to 3.5 years, 28k-50k miles · sources: Honest John reader reports (508 2011-2018)

EGC and Hybrid4 automated-manual clutch wear

EmergingAutomated manual (EGC/Hybrid4) only

The EGC automated manual, and the separate clutch pack in the Hybrid4, wear faster than a normal manual clutch. One Hybrid4 needed a replacement at 68,000 miles. It feels like hesitation or a flare in revs between changes, worse in slow traffic. Doesn't apply to the plain manual or the later EAT6/EAT8 torque-converter automatics.

Reported around 60k-70k miles · sources: Honest John reader reports (508 2011-2018)

DPF blockage and forced regeneration

EmergingDiesel only

Like most diesels of this era, the HDi engines can block their particulate filter on cars used mainly for short runs, triggering a warning light and needing a forced regeneration, which Honest John puts at around £213 a time if a garage has to do it. The 1.6 HDi seems particularly sensitive to fuel quality and short trips. This is a running-pattern problem rather than a build fault, and there's no recall for it.

Can appear at any age on short-trip cars · sources: Honest John reader reports (508 2011-2018)

Front suspension bush and arm wear, uneven tyre wear

Partly in the MOT data

Owners report the front suspension arm bushes wearing early, one 2.2 HDi GT at just 30,000 miles, which drags down the inner tyre shoulder fast, in one case needing rear tyres replaced every 4,000 miles. There are separate reports of rear dampers failing within the warranty period too. This tracks with the measured MOT data for this model, where suspension is the standout signature fault against the class, so the owner folklore and the numbers are pointing the same way here.

Reported from around 30k miles · sources: Honest John reader reports (508 2011-2018), measured MOT fault data

Injector and fuel system faults, limp-home mode

Emerging

HDi diesel injectors can develop electrical faults that bring on fuel pressure errors and limp-home mode. In at least one case Peugeot insisted on replacing the whole fuel system rather than a single injector, pushing the bill into four figures, on a car at 72,000 miles. Poor-quality diesel appears to make it worse. No TSB found, and dealer response has been inconsistent.

Reported from around 70k miles · sources: Honest John reader reports (508 2011-2018)

Infotainment lag and other electrical gremlins

Disputed

The current (2018-on) car's 10-inch touchscreen has been criticised in press testing for laggy responses, patchy DAB reception, and CarPlay/Android Auto that drops out or won't connect, plus the map view vanishing whenever you touch the climate or seat controls. Earlier (2011-2018) cars had their own electrical gripes: a 'gong' chime warning of a failing 12V battery, wiper motors burning out on some fleet cars, and the old RT6 sat-nav unit failing outright, around £1,800 to replace. Owners disagree on how much of this counts as a real fault versus fiddly software.

Reported across ownership, worse as cars age · sources: Honest John road test and reader reports (both generations)

What to check on this car

Ranked from this model’s own MOT record, then from what owners report.

Saveable checklist

From this model’s MOT record

The physical checks its own defect data says are worth your time, most telling first.

Lights and horn walkroundRuns high on this model With a helper, run every light: dipped, main beam, indicators, brake lights including the high-level one, reverse, fog, and the horn. On newer cars a dead LED section can mean replacing the whole lamp unit rather than a bulb.Recorded on 6.2% of tests at age 6-9 · class average 1.2%

LeaksRuns high on this model Look at the ground where the car usually stands, then glance under the engine after your test drive. Fresh drips of oil or coolant are the cheapest warning you will ever get about a car.Recorded on 4.9% of tests at age 6-9 · class average 2.0%

Rubber boots and gaitersRuns high on this model On full steering lock, look in behind each front wheel at the concertina rubber boots on the driveshafts and steering rack. Splits, or grease flung around the arch, mean dirt is getting into a joint that costs far more than the boot protecting it.Recorded on 4.2% of tests at age 6-9 · class average 0.6%

Coil springsRuns high on this model Look through the wheel spokes at the bottom coil of each spring; when springs snap it is usually there, and the break is visible. Step back and check the car sits level too. A dropped corner is often a broken spring.Recorded on 2.9% of tests at age 6-9 · class average 1.4%

Bushes and ball joints Drive slowly over broken tarmac with the windows down and listen for clonks from either end. Back at the car, have someone rock the steering wheel while you rest a hand on each front wheel; play you can feel through the tyre is a worn joint.Recorded on 2.9% of tests at age 6-9 · class average 5.9%

WheelsRuns high on this model Look at each rim for kerb damage and check no wheel nuts are missing. A steering wheel that shimmies between 50 and 60 on the test drive often turns out to be a buckled or badly balanced wheel.Recorded on 1.2% of tests at age 6-9 · class average 0.6%

Dampers Look for oil misting on the damper body behind each wheel, then push down hard on each corner of the car. It should settle in one bounce. A floaty or crashy ride on the test drive is the same fault felt from the driver's seat.Recorded on 1.7% of tests at age 6-9 · class average 2.3%

Worth doing on any used car

These judge the seller’s upkeep rather than the model, and they are where the haggling money is.

Tyres, all four Check the tread across the full width of each tyre, inner edge included, and look for cracking and mismatched brands. A set of decent tyres is £500 or more on most cars, which makes this the easiest money to take off a price. If the pressure warning light is on, budget for sensors too.Recorded on 28.1% of tests at age 6-9 · class average 20.1%

Pads and discs Look through the wheel spokes at the brake disc. A pronounced lip on its outer edge, or a rusty and scored face, means discs and pads are due all round, a few hundred pounds on most cars. A haggling point rather than a reason to walk away.Recorded on 14.9% of tests at age 6-9 · class average 10.1%

Windscreen and wipers Scan the glass in daylight for chips, especially in the driver's line of sight where even a small one can fail the MOT. Run the washers and check the wipers clear without smearing.Recorded on 1.9% of tests at age 6-9 · class average 2.0%

From this model’s MOT record

The physical checks its own defect data says are worth your time, most telling first.

Headlamp lensesRuns high on this model Check for condensation inside the headlamps and for cloudy or yellowed lenses. Both attract MOT trouble, and moisture inside a sealed LED unit generally means a whole new lamp.Recorded on 5.5% of tests of this generation · class average 0.8%

Worth doing on any used car

These judge the seller’s upkeep rather than the model, and they are where the haggling money is.

Pads and discsRuns high on this model Look through the wheel spokes at the brake disc. A pronounced lip on its outer edge, or a rusty and scored face, means discs and pads are due all round, a few hundred pounds on most cars. A haggling point rather than a reason to walk away.Recorded on 19.8% of tests of this generation · class average 11.9%

From this model’s MOT record

The physical checks its own defect data says are worth your time, most telling first.

Bushes and ball jointsRuns high on this model Drive slowly over broken tarmac with the windows down and listen for clonks from either end. Back at the car, have someone rock the steering wheel while you rest a hand on each front wheel; play you can feel through the tyre is a worn joint.Recorded on 2.2% of tests of this generation · class average 1.4%

ExhaustRuns high on this model Listen along the exhaust at cold idle for blowing or chuffing, and give the tailpipe a push to check nothing hangs loose. Small blows only get louder.Recorded on 1.8% of tests of this generation · class average 0.7%

Leaks Look at the ground where the car usually stands, then glance under the engine after your test drive. Fresh drips of oil or coolant are the cheapest warning you will ever get about a car.Recorded on 1.1% of tests of this generation · class average 3.5%

Rubber boots and gaiters On full steering lock, look in behind each front wheel at the concertina rubber boots on the driveshafts and steering rack. Splits, or grease flung around the arch, mean dirt is getting into a joint that costs far more than the boot protecting it.Recorded on 1.1% of tests of this generation · class average 1.2%

A binding brake After the test drive, hold the back of your hand near each wheel hub. One wheel running much hotter than the rest is a sticking caliper. A car that slows itself down when you lift off on a flat road is saying the same thing.Recorded on 0.7% of tests of this generation · class average 0.8%

Lights and horn walkround With a helper, run every light: dipped, main beam, indicators, brake lights including the high-level one, reverse, fog, and the horn. On newer cars a dead LED section can mean replacing the whole lamp unit rather than a bulb.Recorded on 0.5% of tests of this generation · class average 0.4%

Worth doing on any used car

These judge the seller’s upkeep rather than the model, and they are where the haggling money is.

Windscreen and wipersRuns high on this model Scan the glass in daylight for chips, especially in the driver's line of sight where even a small one can fail the MOT. Run the washers and check the wipers clear without smearing.Recorded on 4.4% of tests of this generation · class average 2.2%

Because of what owners report

Drawn from the reports above rather than the MOT data. These are the model-specific ones.

Pull away gently in first gear on a diesel manual and feel for shudder or slip through the clutch. Judder or slipping points at dual-mass flywheel or clutch wear, a four-figure repair.

On an EGC or Hybrid4 automated manual, drive it in stop-start traffic and feel for flare or hesitation between changes. Rev flare or a jerky change means the clutch pack is on its way out.

Check the MOT and service history for a DPF warning light or forced regeneration entries. Repeated regen visits suggest mostly short journeys, hard on the filter and the oil.

Push down hard on each front corner and check the inner edge of the front tyres. Knocking, or the inner shoulder worn bald, points to the front bushes and arms, the suspension weak spot the MOT data also flags.

Ask if the engine has ever gone into limp-home mode or had fuel system work done. A history of limp-home mode points at injector or fuel pressure faults that can mean a full fuel system bill.

Pair your phone to CarPlay or Android Auto and try the DAB radio on the test drive. Lag, dropouts, or a nav screen that vanishes when you touch the climate controls is a known gripe, not a one-off fault with your test car.

Check for a recent 12V battery replacement or listen for a warning chime on start-up. A repeat battery replacement or 'gong' warning suggests the charging system is marginal.

Open the saveable checklist, tick it off at the car

The MOT data

Measured

Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.

How this model wears

Peugeot 508Class average, all tracked models

What testers flag

Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.

Faults with the car itself

The rows that judge the model rather than its keeper. 3,182 tests in this band.

Fluid leaking excessively and likely to harm the environment or to pose a safety risk to other road users

Advisory

4.9%class 2.0%

A suspension pin, bush or joint excessively worn

Advisory

4.5%class 6.6%

A transmission shaft constant velocity joint boot missing or no longer prevents the ingress of dirt etc

Fail

4.2%class 0.6%

A transmission shaft constant velocity joint boot severely deteriorated

Minor

4.1%class 0.6%

A spring or spring component fractured or seriously weakened

Fail

2.9%class 1.4%

A shock absorber damaged to the extent that it does not function or showing signs of severe leakage

Advisory

1.7%class 2.3%

A suspension pin, bush or joint excessively worn

Fail

1.7%class 0.9%

A wheel badly distorted or wear between wheel and hub at spigot mounting

Advisory

1.2%class 0.6%

Wear, upkeep and luck

Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.

Tyre tread depth not in accordance with the requirements

Advisory

31.7%class 22.9%

Brake disc or drum excessively weakened, insecure or fractured

Advisory

14.9%class 10.1%

A brake lining or pad worn below 1.5mm

Advisory

12.2%class 8.7%

A tyre seriously damaged

Advisory

11.9%class 13.4%

A rear registration plate lamp or light source missing or inoperative in the case of multiple lamps or light sources

Minor

6.2%class 1.2%

Brake disc or drum significantly and obviously worn

Advisory

5.4%class 3.4%

Tyre tread depth not in accordance with the requirements

Fail

5.2%class 2.3%

A brake lining or pad worn below 1.5mm

Fail

2.8%class 1.6%

Others in its class

Same segment (Saloons & estates), best MOT record first. Compare before you shortlist.

Audi A88.6%Porsche Panamera9.4%Lexus IS9.6%BMW 7 Series10.0%Mercedes S-Class10.8%Jaguar XJ12.9%See all Saloons & estatesreliability ranked

Peugeot 508

Generation

What owners report

Dual-mass flywheel and clutch wear (diesel manuals)

EGC and Hybrid4 automated-manual clutch wear

DPF blockage and forced regeneration

Front suspension bush and arm wear, uneven tyre wear

Injector and fuel system faults, limp-home mode

Infotainment lag and other electrical gremlins

What to check on this car

From this model’s MOT record

Worth doing on any used car

From this model’s MOT record

Worth doing on any used car

From this model’s MOT record

Worth doing on any used car

Because of what owners report

The MOT data

How this model wears

What testers flag

Faults with the car itself

Wear, upkeep and luck

By fuel & engine

Others in its class