Peugeot 206 1.6

This is the single most common 206 fault and almost every car reaches it eventually. Poor sealing at the trailing arm shafts lets water in; the needle roller bearings rust and disintegrate, damaging the shafts and chewing into the axle tube. Symptoms start as clonking over bumps, then uneven rear tire wear and rear wheel camber going visibly negative. Proper fix is a rebuilt or second-hand rear axle assembly — bearing-only repairs rarely last because the shafts and tube are usually scored. Expect €400-600 for a used axle fitted by an independent, up to €900 for new bearings plus shafts plus labor. Cars that sit outside unused are worst affected.

PSA's BSI unit controls most of the car's electrics and is a known weak point across the 206/307/407 family. Common symptoms: central locking locks then immediately unlocks, wipers self-activating, intermittent warning lights, cars that won't start until a BSI reset is performed (battery disconnect, 15 minute wait). Indicator stalks break internally on almost every car built from 2001 onward. Minor fixes (stalk replacement, BSI reset, key reprogramming) are €100-250 at an independent; a full BSI/ECU swap with coding is €500-800. A flat or weak 12V battery often triggers BSI faults, so always replace a tired battery before assuming the BSI is dead.

Peugeot's specified interval is every 10 years or 160,000 km, but specialists recommend 8 years or 100,000 km on these older engines, especially given the age of surviving cars. A fresh belt, tensioner, idler and water pump kit fitted at an independent is around €400-500. The catch: if the belt snaps or jumps a tooth, the NFU is an interference design and valves contact pistons. A rebuilt head or replacement engine plus labor runs €1,500-2,500. When buying, only consider a car with a documented recent belt change — if there's no evidence, budget for immediate replacement.

Past roughly 150,000 km, many NFU engines start consuming oil — typically 0.5-1 liter per 1,000 km. Root causes are hardened valve stem seals, a clogged PCV (positive crankcase ventilation) system, and occasionally worn piston ring lands. A PCV clean and fresh oil is €50-100. Valve stem seals without removing the head (rope trick) at a specialist is €400-600; a full top-end rebuild is €900-1,200. Check the dipstick on a cold start and watch for blue smoke on overrun during the test drive.

Corrosion protection is mediocre, and most surviving cars show bubbling paint on the front wing edges, rear arches and sills. Blocked sill drain holes accelerate the rot. The rear beam itself and its mountings can corrode badly — a failure here is an automatic TÜV/MOT fail. Cosmetic touch-ups are €100-300 per panel; structural welding on sills or the rear beam area runs €600-1,500. On inspection, probe painted sill edges and look underneath at the rear beam mounting points with a torch.

The 206 is well known for water finding its way into the front footwells via the scuttle panel drains and a weak pollen filter housing seal. Damp carpets lead to mouldy smells, misted-up windows on cold mornings, and eventually electrical corrosion in under-carpet looms and fuseboxes. A drain clean and re-seal is €50-150 at an independent; if the loom has corroded, fault-finding and repair can run €250-400. Always lift the front carpets at viewing and feel for damp underlay.

Hydraulic power steering pumps on high-mileage 206s develop a groan at parking speeds and leak from the high-pressure hose. A replacement pump fitted at an independent is €300-500. If the rack itself is leaking or notchy, expect €600-900 including alignment. On the test drive, turn lock-to-lock several times while stationary and listen for moaning or grinding.