2008 Peugeot 308 1.6L Diesel · AT57 FDY

At 240,893 miles, this Peugeot 308 presents a mechanical profile defined by what its MOT history only partially documents: the advisories from the 2024 test, combined with the absence of any failure or advisory data for the two years preceding it, suggest a vehicle that has been driven extensively and is now beginning to show the secondary-tier wear typical of high-mileage diesel cars. The June 2024 pass, which followed a clean September 2022 pass with no recorded defects, indicates no formal MOT failures since at least 2022, but the cluster of advisories issued on that most recent test should not be treated as cosmetic. The chafed crank position sensor loom reaching bare wire core, the general engine oil seepage across multiple sealing points, the diesel particulate filter warning, and the suspected injector blow-by together describe an engine bay that has endured significant thermal and mechanical cycling. These are not items that deteriorate quickly; they are the kind of defects that accumulate gradually and become more difficult to remedy the longer they are left unattended. The usage pattern here is significant and should be weighed carefully. Covering approximately 13,383 miles per year over an eighteen-year service life places this 308 well above the average for its cohort, with the recorded odometer reading reflecting sustained, likely mixed-condition driving rather than short-trip or weekend use. The absence of an MOT test between September 2022 and June 2024 creates a roughly twenty-one-month gap that warrants questioning; while the vehicle may have been tested under a recent V5C and simply not recorded, a gap of this duration on a high-mileage diesel is unusual and could indicate periods off the road, a missed test, or a change in keeper that disrupted the testing cycle. Mechanically, high annual mileage on a 1.6 or 2.0 HDi engine accelerates wear on timing belt components, dual-mass flywheels, turbochargers, and EGR valves, none of which are visible at MOT but all of which directly influence long-term reliability and the advisories now appearing on the record. The most pressing items to investigate on any physical inspection are those directly named in the 2024 advisory list. The chafed crank position sensor wiring loom should be located and examined for signs of repair, taped splicing, or exposed conductor, as a failure of this circuit will produce a non-start condition or intermittent stalling without warning. The general oil leak warrants a thorough under-bonnet inspection with the engine warm: look for residue on the cam cover, sump, turbo feed and return pipes, and around the injector seals at the top of the engine. On a test drive, listen for the irregular idle or smoke characteristic of injector blow-by, and note whether the diesel particulate filter warning illuminates under load or only at idle, as the latter suggests a sensor issue rather than a genuinely saturated filter. Given the mileage, also assess turbo response for any lag, hesitation, or over-boost warning lights that could indicate turbo actuator wear common to this platform. Beyond the named advisories, the cumulative mileage demands attention to components that the MOT does not formally test but which are known wear items on high-mileage Peugeots of this generation. The clutch should be evaluated for slip on steep inclines or under hard acceleration, as dual-mass flywheel replacement on these engines is a costly intervention often mistaken for a simpler clutch job. The suspension, particularly the front lower wishbones, anti-roll bar bushes, and top mount bearings, should be inspected for knocking or wandering behaviour over uneven road surfaces, and the steering should be checked for free play or drift that could indicate worn rack mounts or track rod wear. Brake feel should be assessed for a spongy pedal suggesting fluid degradation or a binding caliper dragging on one side, both plausible at this mileage. A pre-purchase inspection with the vehicle on a ramp, combined with a compression or leak-down test on the engine, would be strongly advisable given the combination of high mileage and the recent advisory cluster.