Reconditioned Peugeot 308 Turbo

308 diesel: a turbo that lasts; 308 petrol THP and PureTech: a turbo that struggles

The picture is clear on this model: the diesel units in the 308 — 1.6 HDi, 1.6 BlueHDi and 1.5 BlueHDi — generally offer better turbo longevity than their petrol counterparts. On the 1.6 THP (codes EP6DT, EP6CDT, EP6CDTX, EP6FDT, EP6FDTM) and the 1.2 PureTech (EB2DTS), carbonised oil fouling in the turbo feed circuit is a well-documented failure. These engines consume oil, which degrades bearing lubrication. The result: excessive axial play, oil leaks on the turbine or compressor side, blue smoke from the exhaust, and a whistling noise under acceleration. Replacing the turbo without identifying and correcting the root cause — oil consumption, a weakened head gasket, EGR fouling — will inevitably lead to another premature failure.

Identifying the right turbo for your engine and engine code

The 308 spans two generations and a wide range: nine engine families, more than twenty engine codes (DV5RD, DV5RE, DV5RCF, DV6FD, DV6FC, BHY, BHZ, BHX, 9HC, 9HD, EB2DTS, YHR, YHZ, YHP, HNP, HNS, HNV, HNY, HNZ, 5GZ, 5GY…). The same quoted output — for example the 1.6 THP 150 — can correspond to different turbo references depending on the precise engine code and year of first registration. The manufacturer's reference stamped on the CHRA or turbo housing is the only reliable criterion; approved equivalent references can help complete the identification when the original is illegible.

1.5 and 2.0 BlueHDi diesel: variable geometry, DPF fouling

The turbos fitted to the 1.5 BlueHDi and 2.0 BlueHDi 150 are equipped with an electronic actuator controlling the variable geometry. A blocked DPF or degraded oil accelerates actuator wear and fouls the turbine vanes, causing them to jam in the closed position and triggering limp-home mode. On these engines, the condition of the DPF and the quality of the oil must always be checked before any replacement. All turbos listed on this page are brand new.