Peugeot 208 Turbo

The 208 is a city car used in both urban and road conditions: its turbo is subjected to short, repeated thermal cycles.

Typical urban use — frequent cold starts, short journeys, engine rarely reaching a stable operating temperature — is the enemy of turbo bearings. The oil does not have time to reach temperature and circulate properly before the next stop, which accelerates wear on the CHRA and encourages carbon build-up in the oil feed circuit. On the 208, this usage profile affects both the HDi and BlueHDi diesel units and the three-cylinder PureTech engines, whose turbos run at high speeds within a very compact layout. Before fitting a new turbo, it is therefore essential to identify and address the root cause of the failure — oil quality or level, EGR fouling, intake line sealing — otherwise the replacement part will suffer the same fate.

Diesel: three engine families, distinct references

On the diesel side, the 208 is fitted with three main engines: the 1.6 HDi 75 / BlueHDi 100 (codes DV5RCF, 9HK, 9HN, BHS, BHV, BHW, BHY), the 1.6 HDi 115/120 (9HR, HNP, HNS, HNV, HNY, HNZ) and the 1.5 BlueHDi 100/102 (DV5RD). These three engines do not share the same turbo: the power output, emissions standard and engine code stamped on the block all determine the exact reference. A 1.6 HDi 115 and a 1.6 BlueHDi 100 have the same engine capacity but do not take the same part. The engine code remains the only reliable means of identification. Common symptoms to watch for on these diesels: whistling under acceleration, excessive oil consumption, and a noticeable loss of power with no obvious engine fault code.

Petrol: the 1.2 PureTech and the 1.6 THP — two generations with different demands

The 1.2 PureTech (codes EP6FDT, HNP, HNS and PureTech 101/110/130/131 and THP 110/130 variants) is a three-cylinder engine with a fixed-geometry turbo and wastegate. Its compact size and position within a very tightly packaged engine bay make it sensitive to residual heat after the engine is switched off: insufficient lubrication following a hot shutdown is the most common cause of failure. The 1.6 THP (codes 5FV / EP6CDT, variants from 150 to 165 hp) is a four-cylinder engine from an earlier generation: its turbos cover several power outputs (150, 156, 163, 165 hp) corresponding to distinct references — the 156 hp versions appear in two separate reference families depending on the part generation. Always check the engine code and exact power output before ordering. All turbos listed on this page are new turbos, sold with no old unit to return.