Peugeot 3008 2009 - 2016 - Used vehicle, engines

Peugeot 3008

Peugeot 3008

Peugeot The 3008 is based on the compact 308 model.

The Peugeot 3008 is a truly original car and at the same time very undefined. When it comes to function and appearance, the question is whether it is a minivan or a crossover. Proponents of positioning in each of these segments have strong arguments.

On the one hand, the 3008 is larger than traditional passenger cars or even minivans. On the other hand, there is neither all-wheel drive nor any ability to move on off-road terrain.

The most popular engine in the Peugeot The 3008 is a 1.6 HDI high pressure. It has emerged (depending on the year) in different power variants and seems to be an ideal compromise between fuel economy, operating costs and performance. It develops from 110 to 120 hp and 240-300 Nm.
Peugeot 3008

Peugeot 3008

History - Peugeot 3008

The Peugeot 3008 was first unveiled at the Geneva Motor Show in spring 2009. Below the hood were two 1.6 16V VTi (88 kW), 1.6 16V THP (110 kW) and two 1.6 HDi FAP (80 kW) diesel engines and 2.0 HDi FAP (110 kW). Initially, only manual six-speed manuals were available for the 1.6 VTi five-speed engine.
In the fall, gasoline engines were revised to Euro 5, 1,6 VTi has not changed, 1,6 THP now has 115 kW.
In 2010, a more powerful version of the 2.0 HDi (120 kW) was added, combined with a six-speed automatic transmission. The Peugeot 3008 also received 1.6 THP. In the fall, the 1.6 HDi (80 kW) replaced the new 1.6 kW 82-liter engine.
2011 comes the 1.6 e-HDi version with a robotic six-speed transmission.
In early 2012, a hybrid version of the 3008 HIbrid4 appeared with a 2.0 HDi (120 kW) diesel engine combined with a 27 kW electric drive and a robotic six-speed gearbox. In the case of the 1.6 e-HDi, the power was increased to 84 kW.
In the fall of 2013, the Peugeot 3008 was restyled. The front part has been changed (radiator grille, bumper, lights, etc.). There were also small changes in the back. The modernization also took place in the interior, and the equipment was enriched with additional equipment, for example, a parking camera. The existing 2.0 HDi (110, 120 kW) has been supplemented with a 110 and 132 kW BlueHDi pair. The novelty is the compliance with the Euro 6 standard, thanks to SCR technology, when a solution of urea is injected into the catalyst to reduce the emission of nitrogen oxides. In 2014, the manufacturer replaced the older 1.6 HDi with a modernized 1.6 BlueHDi (88 kW) which is compliant with Euro 6 thanks to AdBlue SCR technology. In 2015, the 1,6-liter 1,6 VTi PureTech petrol engine with 96 kW power was replaced, and the 1,6 THP underwent changes that led to an increase to 121 kW and compliance with the Euro 6 standard.
In the 3008 Euro-NCAP test, the Peugeot 2009 received a maximum of five stars.

Peugeot 3008

The dimensions of the Peugeot 3008 are 4365 x 1837 x 1625 mm, and the wheelbase is 2613 mm. Compared to the 308 hatchback, the Peugeot 3008 is 91 mm longer, 141 mm longer and the wheelbase 5 mm longer. Compared to the 308 SW it is 135 mm shorter, 73 mm larger, while the wheelbase is 95 mm shorter. Compared to both versions, it is 22 mm wider.
As can be seen from the figures, the Peugeot 3008 is a relatively compact vehicle.
Thanks to the higher seat positions, good visibility from the vehicle, the front seats also satisfy the good shape and comfort of the seat. There is enough space for two average passengers. Senior individuals may feel less space overhead or in the knee area.
In the basic configuration, the trunk volume reaches 432 liters, and the second row seat folding will rise to 1241 liters. The fifth door is divided into two parts.


For fans of low-emission vehicles, Peugeot has prepared a Hybrid4 version with rear-wheel drive driven by a 27 kW electric motor. The front axle is powered by a proven 2.0 kW 120 HDi.

Peugeot 3008

Peugeot 3008 - Petrol engines

The base petrol is a 1,6 VTi liter turbocharged engine with 88 kW at 6000 rpm and 160 Nm of torque at 4250 rpm (90% of the torque is available between 2500 and 5750 rpm). The engine has an aluminum block and cylinder head, variable regulation of intake and exhaust valves.
Its work is sophisticated, but in combination with the relatively heavy 3008 it gives average driving dynamics. For faster acceleration, for example, when overtaking is required, it is necessary to keep the engine at higher speeds. Consumption averages about 7,5 liters, with more than 1-1,5 liters more when driving faster or driving on the highway.
The turbo version, known as the 1.6 THP (Turbo High Pressure), has reached 110 kW and 240 Nm of torque is available as early as 1400 rpm. In late 2009, the engine was upgraded to Euro 5, and power was increased to 115 kW at 5800 rpm with a torque of 240 Nm between 1400 and 4000 rpm.
The first version of the 1,6 THP turbocharger does not include variable valve control, on the other hand, the engine is equipped with direct fuel injection, which allows a relatively high compression ratio of 10,5: 1. It also contains a water-cooled turbocharger with electronically limited pressure at 0,8 bar. This turbocharger uses pulsations in the exhaust as the exhaust gases from the first and fourth cylinders deliver the turbine separately from the exhaust pipes of the second and third cylinders. The cooling of the turbine circuit is supplemented by an electric pump that runs for some time after the engine has been shut off, keeping the turbocharger cool and shielding.
The engine starts at low speed, has a cultivated ride, and acceleration at higher speeds provides an exciting sound. Acceleration is smooth over a wide range of speeds, but with less powerful performance. Consumption is about 8 liters in normal driving, boosting the engine increases consumption to 10 liters or more.

Peugeot 3008 -Diesel engines

Diesel engines under the hood are much more present. Initially, the base was a four-cylinder 1.6 HDi with 16V (DV6TED4) with a power of 80 kW and a torque of 240 Nm (260 Nm in overboost). In the autumn of 2010, a new 1.6 8V (DV6C) appeared with a power of 82 kW (84 kW) and a torque of 270 Nm, the engine meets the Euro 5 standard. Both engines are characterized by sophistication and good fuel consumption, which averages about 5-5 liters. Their dynamism is sufficient for normal driving, lower pressure is felt especially at higher load and acceleration at higher speeds. In terms of driving dynamics in practice, the older version with 6 valves, a little more action at lower engine speeds and vice versa 16 valves, the newer version is livelier at medium speeds. The weakness of both versions is in terms of long-term reliability is the incorrectly shaped crankcase, which does not allow quality oil change. Deposits of carbon and other impurities deposited at the bottom of the crankcase contaminate the new oil content, which negatively affects the service life of the engine and its components. For longer life as an engine, it requires periodic crankcase cleaning.
The 1.6 HDI engine should easily cover about 300.000 km without major repairs, with proper maintenance. During this period, the consumption is about 6-7 liters of diesel for every 100 km. Every 240.000 km you need to change the drive belt, but only if you drive the car mostly on the open road. This period is reduced to 200.000. km with normal mixed use. As well as the mileage between the oils varies from 20.000 km, the manufacturer recommends up to 15. km on. Surely this way the turbocharger will last longer.
As of 2014, a 1,6-liter BlueHDi (DV6FC) engine with 88 kW (300 Nm) Euro 6 is available. This is a revised version of the 8-valve engine complemented by AdBlue nitrogen reduction technology. Driving dynamics are slightly better than the older version (especially in the mid-range), but you have to get used to adding two additives - FAP filters and AdBlue to reduce NOx.
Even better dynamics, especially when driving at higher speeds or overtaking, is offered by the 2.0 HDi, available in two power versions. With manual transmission - 110 kW and 340 Nm or automatic - 120 kW at the same torque.
The engine is characterized by cultivated driving, the vehicle provides good driving dynamics and at a favorable consumption of about 6 liters. With the advent of the new two-liter Blue HDi, engine performance has improved at lower revs, driving dynamics are slightly better, and average consumption has dropped.
The even more powerful 2.0 HDI engine makes it even less of a problem. It gives the class better performance and more power. Unfortunately, the cost of servicing and any repairs in his case is higher. Is this engine suitable for Peugeot 3008? Yes, but if you drive by car on the road. If you cover many miles in the city and within shorter distances, a better choice will be the 1.6 HDI.
The Peugeot 3008 has several types of gearboxes. The most common are five-speed and six-speed manual transmissions, which have average precision and soft clutch control.
Also available are a classic automatic transmission with a hydrodynamic converter and a six-speed Japanese company Aisin. An average consumption of 0,5 to 1 liter is expected (compared to a manual transmission).
The 1.6 e-HDi, 1.6 VTi (optional) and HIbrid4 are mated to a six-speed robotic transmission with a manual transmission or handlebar under the steering wheel.

Problems and failures

Especially in the early years of production, sporadic problems with electronics sometimes occur, sometimes with problems with parking sensors, navigation, occasionally alarms or central locking. Most electronic problems have been resolved by software upgrades. The ABS / ESP warning light indicates a faulty wheel sensor. When purchasing, the functionality of the air conditioning system should be checked.
The biggest disadvantage of this model is the very delicate varnish. Quickly formed scratches, especially after automatic car washes.
The resistance of the chassis is at a decent level. Occasionally, front axle vibrations also occur. If wheel balancing does not help, the service will replace the strong front shoulder blocks with softer ones that better absorb the vibrations of the wheels and they do not transmit them to the steering wheel.
With VTi and THP petrol engines, the variable valve solenoid valve can fail, which, in addition to starting the engine light, is also reflected by switching off the engine, weaker power or slower acceleration. Gasoline engines also have a coil fault, which is reflected in the fact that the engine runs on fewer cylinders - uneven operation, poor start and so on. To prevent coil problems, change the spark plugs regularly. It is recommended to drive up to 50.000 km at the latest, with more frequent trips on shorter routes (city), it is convenient to change the spark plugs after 30.000 km. Occasionally, flashing lights on petrol engines also report a lambda sensor problem - a higher risk if the vehicle is driven on shorter distances. With a larger number of kilometers, oil leakage (more often with VTi) occurs around the oil pump, ie the mechanism for variable valve regulation.
VTi and THP engines have a so-called "maintenance-free chain" that should last the entire life of the engine and should be changed only in rare cases. Unfortunately, the reality is different and the chain belongs to the weaker members of the propulsion unit. While the atmospheric VTI problems are eliminated and the drive chain changes in the case of higher mileage, in the case of 1.6 THP engines with a chain the situation is much worse. In addition to a stretched chain, the problem is often the poor performance of the hydraulic tensioner. The problem with the chain is characterized by a higher noise level (rattle sound), there are also problems with uneven operation, the engine malfunction light is on, because the stretched chain causes incorrect information from the camshaft and crankshaft sensors to the engine control unit. Possible chain skipping problem, which means engine failure in some cases even engine damage. Prevention is to change the engine oil every 10.000 km, and not according to the manufacturer's recommendations every 30.000 km, and to use the engine oil according to the car manufacturer's specifications. Also, don't forget to carefully warm up the cold engine - drive gently for the first few minutes.
For the 1,6 THP engine, over time soot collection occurs mainly in the intake system and in the intake valves. The reason is partly the circulation of exhaust gas containing carbon particles and also oil fumes penetrating the intake system through the crankcase ventilation system as well as around the piston rings. In addition to the suction system and suction valves, soot is also deposited in the combustion chamber. Coupled with the intake valves and soot deposits in the combustion chamber, detonative combustion occurs. In fact, engine operation gradually heats the chamber to high temperatures, causing the mixture to ignite automatically. An internal combustion engine, an event from which information is collected by a control unit, which in turn reduces the pre-ignition angle to avoid self-ignition. The fuel mixture is then ignited and begins to burn later, not delivering all its energy. The result is a gradual decrease in performance and increased consumption. Long-term detonation combustion problems include damage to pistons in the engine.
As a preventive protection, it is recommended to use quality fuel with cleaning additives or fuel with cleaning agents. Importantly, however, these fuels or products must be used regularly (ideally, after each refueling, min. Every other third tank refill), single or short-term use has no significant effect. In the case of a very dirty engine, such a cleaning treatment has only a short-term effect. Sometimes 1,6 THP engines have a problem with a false positive coolant temperature, which resulted in not warming up to the engine operating temperature.
For diesel engines, it is recommended to use quality diesel and change the fuel filter regularly. The higher the amount of impurities contained in the diesel, the faster it contaminates the filter, resulting in lower acceleration or loss of power at higher revs. More dirt, of course, poses a risk even for clogging injectors, leading to difficult starting or improper engine starting. Often injectors can be professionally cleaned, but sometimes cleaning does not help. With more mileage, oil can leak from different parts of the engine. Engines with higher mileage have problems with the EGR valve, which leads to poor start, poor acceleration or ignition of the engine malfunction light.
Older 1.6 HDi 16V 80 kW engines have problems with the EGR valve, oil leaks and various soot deposits. Excessive engine smoking is mainly due to the nozzles, so it is recommended to break the nozzles at least once every 80-100 thousand km and inspect the nozzle seals - replace if necessary. In the case of higher mileage, there are problems with the vacuum circuit that controls the EGR valve, gas and turbine.
With the 1.6 HDi (older and improved version) due to improper shaping of the oil sump, it is not possible to drain all impurities when changing the oil, so it is recommended to change the oil more often (up to 15.000 km, preferably 10.000 km) and at least once every 100.000 km to thoroughly dismantle and clean the oil sump. Otherwise, the deposits that remain at the bottom of the crankcase have a negative impact and cause faster wear of the engine and its components.
Higher mileage can lead to turbine control problems (power failure, engine light) or excessive nozzle wear leading to uneven and noisy engine idling, poor start, poor power or excessive fuel discharge and the engine enters safety mode and starts fault lamp. In practice, shorter life and a slightly higher frequency of defects occur with piezo injectors used in 1.6 8v (Euro 5) engines. The higher the number of kilometers with a diesel engine, you should pay attention to excessive vibrations at rest or noise when accelerating from lower speeds, which is most likely a floating flywheel.
Diesel engines are equipped as standard with a soot particle filter (FAP), whose service life depends on the way the vehicle is used for about 200.000 km. Sometimes the life of a filter can be longer, but sometimes even shorter, especially if it is used for shorter (urban) routes more often when the filter fails to regenerate well. Problems with the filter are reported by the engine light and the engine goes into emergency mode. The approximate end of the DPF filter usually occurs with an increased regeneration frequency with a slight increase in consumption.
The smell of the exhaust in the cabin: typical diesel 1.6 HDi. The reason is the wear of the washers under the injector.


It is recommended to change the oil, despite the manufacturer's stated values ​​(20.000 km), for a maximum of 15.000 km (or 10.000 km in the case of 1,6 HDi and 1,6 THP) or once every 1 year.
Gasoline engines have a so-called maintenance-free chain that does not have a specific exchange interval. Replacement with other components of the timing mechanism is only necessary if the noise is too loud. Diesel engines have a replacement interval of 240.000 km or 10 years, but it is recommended to shorten to 150.000-160.000 km or 8 years.
For Diesel engines, it is also worth remembering the addition of an FAP filter add-on called Infineum, typically 100.000 km, in the case of BlueHDi and AdBlue additives.
It is recommended that the spark plugs be replaced at least every 50.000 km, and if the spark plug replacement is neglected, the coils may be damaged. The fuel filter for HDi engines and air filter also has a replacement interval of 40.000 km, but in the case of air filters it is recommended (if necessary to replace) when changing the oil.

Engines - Peugeot 3008

Motor Volume Engine code Power
1.6 THP 1598 cc 5FX (EP6DT) 110 kW
1.6 THP 1598 cc 5FV (EP6DT) 115 kW
1.6 VTi 1598 cc EP6,5FS (EP6C) 88 kW
Motor Volume Engine code Power
1.6 HDi 1560 cc 9HZ (DV6TED4) 80 kW
1.6 HDi 1560 cc 9HR (DV6C) 82 kW
1.6 HDi 1560 cc 9HD (DV6CTED) 84 kW
2.0 HDi 1997 cc RHE (DW10CTED4) 110 kW
2.0 HDi 1997 cc RHH (DW10CTED4) 120 kW
2.0 HDi Hybrid4 1997 cc RHH (DW10CTED4) 120 kW

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