Car Model Guide/ Peugeot/ 508/ 508 SW/ 1.6 HDi

1.6 HDi DV6C

The small PSA diesel found in half of Europe. It's economical and perfectly decent, and it has one habit that matters: the turbo oil feed cokes up when servicing is skipped, and the turbo goes with it.

Overview

The 1.6 HDi is the DV6C diesel version of the Peugeot 508 wagon (508 SW), sold 2011–2018 with 115 PS and manual or automatic. Demands diligence at level 3. The turbo oil feed cokes up when servicing is skipped, and the turbo fails with it. 4 failure modes are recorded against its engine, gearbox, chassis and shared components. Prices on this page are illustrative placeholders rather than a sourced market sample. See the methodology for how the bands are derived.

Peugeot 508 wagon (508 SW) · photo Peugeot 508 SW Professional Line HDi 140 by peugeot-laumer · CC BY-SA 4.0 · Wikimedia Commons

Power115 PS

Torque285 Nm

Years2011–2018

Fueldiesel

DriveFWD

EnginesDV6C

Biggest risks

Ranked by probability × repair cost. 4 recorded in total.

52Demands diligence

DPF clogging and forced regeneration€250–€1,800partly checkable
Turbo oil feed blockage€300–€1,500partly checkable
Module and electrical faults€150–€800partly checkable

Risk level −22 · Likely spend vs price −26 · all issues →

System by system9 systems reviewed · 6 with no recurring fault reported

Engine✓ clearNo recurring fault reported for this system on this engine.

Fuel system✓ clearNo recurring fault reported for this system on this engine.

Turbo & intake⚠ attentionTurbo oil feed blockage, €300–€1,500.

Cooling✓ clearNo recurring fault reported for this system on this engine.

Emissions⚠ attentionDPF clogging and forced regeneration, €250–€1,800.+1 more in this system

Transmission✓ clearNo recurring fault reported for this system on this engine.

ElectricswatchModule and electrical faults, €150–€800.

Suspension & brakes✓ clearNo recurring fault reported for this system on this engine.

Body & interior✓ clearNo recurring fault reported for this system on this engine.

Pre-facelift or facelift, this engine spans both

The same badge either side of the changeover. Bands are split at the facelift year from the generation record.

Phase	Years	Low	Average	High	Good buy	What differs
pre Pre-facelift	2011–2013	€1,450	€2,500	€4,100	€2,000	The specification the car launched with.
LCI Facelift (LCI)	2014–2018	€1,600	€2,750	€4,450	€2,200	New nose and lights; Revised BlueHDi diesels

Known issues, ranked by expected cost

Faults recorded against this engine, its components and its chassis, ranked by likelihood × repair cost. Costs are indicative ranges with a stated labour basis.

DPF clogging and forced regenerationDPF€250–€1,800

Warning light, limp mode, oil level rising above the maximum mark from fuel dilution. The filter needs sustained hot running to regenerate. A car used for short urban trips never completes a regeneration cycle.

Check: Read the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.

EmissionscommonPartly detectableevidence: documented120–250k km

Turbo oil feed blockageDV6C 1.6 HDi€300–€1,500

A whine or rattle from the turbo, loss of boost, blue smoke, and an oil-pressure or boost warning. The narrow oil feed pipe to the turbocharger cokes up when oil changes are stretched or the wrong grade is used. Once flow is restricted the turbo bearing fails, and debris can then travel through the engine. It's a maintenance failure rather than a design one, which is why the service record matters so much.

Check: Read the service book before you drive the car and treat stretched or missing oil changes as a turbo on borrowed time. Listen for a whine on boost and check for oil in the intake pipework.

Turbo & intakecommonPartly detectableevidence: documented100–180k km

Module and electrical faults508 platform€150–€800

Warning lights that appear and clear, an infotainment screen that reboots, and occasional central-locking or parking-sensor faults. These carry a lot of electronics and the connectors and modules age. As with most cars of this kind a tired battery is the most common root cause, though genuine module failures do happen.

Check: Scan every module rather than just the engine, work the infotainment and the parking sensors, and check the battery's age.

ElectricalcommonPartly detectableevidence: documented100–190k km

EGR cooler leakEGR cooler€400–€1,000

Coolant loss with no visible external leak, white smoke, sweet smell. The EGR cooler cracks internally and leaks coolant into the intake. BMW recalled affected diesels over a fire risk from glycol deposits igniting.

Check: Check coolant level and look for unexplained top-ups in the service history. Verify the recall was carried out. It's free and searchable by VIN.

EmissionsoccasionalPartly detectableevidence: manufacturer120–250k km

Ranked by probability × repair cost, not by how loudly a failure is discussed. Inherited from the engine, gearbox, chassis and shared components, each written once.

Pre-purchase inspection

The same issue records, reordered into the sequence you can actually check them in: cold start, static, drive, paperwork.

4 checks · saved in this browser ·

1PaperworkOn these cars the folder is most of the value.

Turbo oil feed blockageRead the service book before you drive the car and treat stretched or missing oil changes as a turbo on borrowed time. Listen for a whine on boost and check for oil in the intake pipework.EGR cooler leakCheck coolant level and look for unexplained top-ups in the service history. Verify the recall was carried out. It's free and searchable by VIN.

2OBD scanMandatory. A seller who refuses a scan has answered the question.

DPF clogging and forced regenerationRead the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.Module and electrical faultsScan every module rather than just the engine, work the infotainment and the parking sensors, and check the battery's age.

Mileage and servicing

What the odometer does and doesn't tell you here, plus the service items whose neglect causes the expensive failures above.

The service book is the purchase. Missing stamps on this engine mean a turbo on borrowed time.

Service item	Interval	Cost
Engine oil A skipped change is what kills the turbo here	on time, never stretched	€80–130
Turbo oil feed pipe The known failure path	at high mileage or after neglect	€300–800
DPF and additive The additive tank is a forgotten service item	per schedule	€200–500

What to pay

What this engine sells for, against the median of every engine in the chassis. All figures are illustrative placeholders. See the basis chips.

median €2.6k

€1.4k€2k€4.5k

Cheapfind the reasonGood buyif it checks outFairnormal moneyOverpricedneeds justifying

Asking price (€)Mileage (km)

Enter an asking price to get a verdict against this variant's band: cheap, fair, good buy or overpriced.

United States vs Europe

1 EUR = 1.08 USD · 2026-07

🇪🇺 Europe · EUR€2,000band €1,450–€4,450

🇺🇸 United StatesNot sold1.6 HDi DV6C was never a US-market car

What that meansNo US band exists to compare. Any car you find there's a private import, parts and specialist knowledge are thinner, and the price says more about import cost than about the market.

US figures are the EU band converted at a stated rate. No US market differential is modelled: we hold no sourced US asking prices, and inventing one would be worse than saying so. What the comparison does show for real is availability. Most of this range was never sold in the US.

ModelPeugeot 508 1.6 HDi
Chassis508 SW
EngineDV6C
Years2011–2018
MarketCentral EU
Windowrolling 12 months to 2026-07

Good buy at or under the marker · Median asking price · bar spans the 10th to 90th percentile · dashed line is the 508 sw median, all 3 engines

Good buy isn't the same as cheapest. The good-buy figure assumes the known failure items are either done with receipts or verifiably not yet due. Full breakdown by facelift phase →

Buyer notes

Our judgement, kept separate from the records it's built on.

Our read, not a record

The 1.6 HDi is in half the cars in Europe and it's a perfectly decent engine with one well-known weakness. The oil feed to the turbo blocks when oil changes are stretched, and the turbo follows it. That's a preventable failure caused entirely by previous owners, which makes the service record more important than anything else about the car. It's a little underpowered in something the size of a 508, so the 2.0 is the better engine if the budget allows.

Everything above this line comes from the issue and specification records. This paragraph is our judgement on top of them. See how we reach it.

Full specification

Manufacturer figures for this engine and body, as recorded in the variant and engine data.

Engine code	DV6C 1.6 HDi
Configuration	I4, turbocharged · 1560 cc
Fuel / injection	diesel · common rail
Model years	2011–2018
Facelift phase	Sold either side of the 2014 facelift, 2011–2013 pre, 2014–2018 LCI
Power / torque	115 PS · 285 Nm
Transmissions	6-speed manual · 6-speed automatic
Gearbox families
Drivetrain	FWD
Economy (real-world)	4.5–5.8 l/100 km mixed
Markets	EU