The top-spec petrol in the second-generation 3008. The 1.6 PureTech 180 uses the EP6 engine co-developed with BMW, paired exclusively with the Aisin EAT8 eight-speed automatic. It offers strong performance for a family SUV but demands attentive maintenance. The EP6 has a long history of timing chain and oil consumption issues, though this later variant is improved over earlier THP versions.
Strong 180 hp from a smooth turbo four
EAT8 automatic is generally robust
EP6 timing chain can stretch early
Oil consumption requires monitoring
Buy if: You want a powerful petrol SUV with automatic, can find one with full service history and verified oil consumption.
Avoid if: You prefer low-maintenance ownership or cannot tolerate monitoring oil levels between services.
Expected Annual Maintenance Costs
Common Problems
EP6 timing chain stretches prematurely, especially with frequent start-stop use · more· less
The 1.6 PureTech 180 uses the EP6FADTX engine with a timing chain (not a wet belt like the 1.2 PureTech). The chain can stretch as early as 80,000-120,000 km, particularly with aggressive start-stop operation and extended oil change intervals. The plastic chain guide is thin and wears quickly, causing chain rattle on cold starts. If ignored, the chain can skip teeth and cause valve-piston contact, destroying the engine. Early warning signs include a rattling or clattering noise for a few seconds after cold start. Replacement of the chain, tensioner, guides, and VVT gears costs approximately €1,200-1,800 at an independent specialist or €2,000-3,000 at a Peugeot dealer. Peugeot revised the chain tensioner on later production cars (2019+). Regular oil changes every 10,000 km with the correct 5W30 specification are essential for chain longevity.
Carbon deposits cause piston ring sticking, leading to oil burning beyond normal levels · more· less
The direct injection EP6 engine is prone to carbon deposits building up on the piston oil control rings, causing them to stick and allowing oil to pass into the combustion chamber. Some owners report consuming 0.5-1.0 litre per 1,000 km. Peugeot considers up to 0.5L per 1,000 km as acceptable, but many owners find this excessive. Short-trip driving makes it worse as the engine never fully reaches operating temperature. Regular spirited driving and occasionally using higher RPMs can help prevent carbon buildup. If rings are seized, the engine requires at minimum a top-end rebuild (€2,000-4,000) or in severe cases complete engine replacement. Using the latest recommended oil specification (Stellantis FPW9.55535/03) specifically developed for PureTech engines can help. Monitor the dipstick between services and keep a litre of oil in the boot.
Direct injection means fuel never washes the intake valves, causing carbon deposits · more· less
Because the 1.6 PureTech 180 uses direct injection, fuel is sprayed directly into the cylinder rather than across the intake valves. Oil vapours from the crankcase ventilation system deposit on the valves and harden over time. This gradually reduces airflow, causing rough idling, misfires, and power loss. Symptoms typically appear between 60,000-100,000 km. Cleaning via walnut blasting or chemical treatment costs €300-600 at a specialist. Some owners report improved performance after cleaning, though the deposits will return over time. Regular motorway driving at higher RPMs helps slow the buildup.
Camshaft-driven HPFP can fail, causing hesitation and breakdowns · more· less
The EP6 engine uses a camshaft-driven high pressure fuel pump that can develop internal wear. Early symptoms include a slight hesitation or misfire at low engine speeds. In severe cases, the engine loses power completely and stalls, particularly during highway driving. A genuine Peugeot HPFP costs €500-800, while quality aftermarket units are €300-500. Labour takes 3-5 hours due to accessibility, adding €400-600. The total repair typically runs €800-1,800 depending on parts choice and workshop. Regular fuel filter replacement every 30,000 km helps protect the pump.
Turbo can develop oil leaks or wastegate actuator problems with age · more· less
The turbocharger on the EP6 engine can develop issues after 80,000+ km. The wastegate actuator may stick, causing limp mode and loss of boost. A whistling noise during acceleration or visible blue/grey exhaust smoke indicates turbo seal failure. The actuator alone can sometimes be repaired for €400-600, but if the turbo cartridge is damaged, a replacement unit costs €1,200-2,500 including labour. Regular oil changes are critical as the turbo relies on engine oil for lubrication and cooling. Always allow the engine to idle for 30 seconds before switching off after hard driving to prevent oil coking in the turbo bearings.
i-Cockpit touchscreen freezes, Bluetooth drops, and warning light malfunctions · more· less
The Peugeot i-Cockpit system on pre-facelift cars (2017-2019) is known for software instability. Common complaints include the touchscreen freezing or going black, Bluetooth connectivity dropping every 30 seconds, and phantom warning lights. A soft reset (holding the power button for 10-20 seconds with ignition off) often resolves temporary glitches. Peugeot released several software updates that significantly improved stability - ensure the latest firmware version is installed. Post-2020 facelift models are notably better. In rare cases, the infotainment unit itself fails and requires replacement (€300-500 for a refurbished unit).
Electric parking brake fails to release or activates unexpectedly · more· less
Some owners report the electric parking brake failing to release when pulling away, or showing a parking brake fault warning. The issue is usually traced to the electric motor in one of the rear brake calipers, the parking brake switch, or a faulty wheel speed sensor. A new caliper with integrated motor costs approximately €250-350 plus fitting. The parking brake switch or wiring repair is typically €100-200. Diagnostic testing (€80-100) is recommended before replacing parts to identify the exact cause.
Powerful but needs attentive ownership
The 1.6 PureTech 180 is the most powerful petrol option in the Mk2 3008 but inherits the EP6 engine family's reputation for timing chain and oil consumption issues. Later production cars (2019-2021) are improved. With regular oil changes every 10,000 km using the correct specification and attention to oil level monitoring, many examples reach 150,000+ km without major issues. The EAT8 automatic gearbox is generally reliable. Pre-purchase inspection should focus on cold start chain noise, oil consumption evidence, and complete service history.
Recalls and Technical Service Bulletins
Timing belt premature wear (2015-2018 production, 1.2 PureTech models - verify applicability)
Verify with VIN
Tow bar mounting bolts not correctly tightened (2017-2018)
Verify completed
Incorrect emissions software applied during after-sales operations (2018-2019)
Verify completed
Fuel hose contact with aerodynamic screen causing potential leak (2016-2017)
Verify completed
Contact Peugeot with the VIN to verify all recalls have been completed. Some recalls may apply to the 1.2 PureTech rather than the 1.6 - confirm with the dealer which apply to your specific engine variant.
Warranty Status
Factory warranty (2 years)
Expired on all used examples
Rust perforation warranty (12 years)
May still be active on 2017+ cars
Extended warranty
Available through Peugeot dealers and third parties
All Peugeot 3008 Mk2 1.6 PureTech 180 models (produced 2017-2021) are outside their original 2-year factory warranty. Peugeot offers extended warranty packages through dealers. The 12-year rust perforation warranty may still be active on newer examples. Unlike the 1.5 BlueHDi, the 1.6 PureTech 180 is not covered by the Stellantis extended timing chain warranty.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.