THE SENSIBLE SUCCESSOR - PEUGEOT 508

 

The story

Prior to the 407, the aesthetic design of Peugeot cars had for decades been influenced by Italian car design houses as Peugeot  focused on the nuts, bolts and wires of their products. They started moving the design inhouse after the 406 and thus the Peugeot 407 was the result of 100% inhouse effort. Despite the move, it was still very much influenced by Italian design (Ferrari 575M anyone?). Underneath the skin, the 407 was the culmination of all their technical effort to make a product far superior to the 406 and 607, which it was replacing, with literally no expense spared. It's mechanicals were to underpin upcoming bigger executive cars from PSA groupe like the Citroen C6. For the first time in a Peugeot, a novel aluminium double wishbone suspension front and rear featured, as well as excellent V6 diesel engines. Despite the effort, the 407 ended up overweight and with looks that polarised opinion. Limited rear passenger room proved  more disadvantageous. Moreover, it was expensive to manufacture and sales suffered due to Germanisation of the saloon sector. A young new designer with a midas touch - Gilles Vidal, was brought in to salvage the design language and therefore the successor had to look more German with a muscular stance while still being stunning, more sensible and most importantly, distinctly Peugeot. Thus a decision was made to build a brand new 508 from scratch, but in the meantime, the immediate successor built off from the 407/C5/C6 platform, basically rebodied and rekitted was urgently released to fill the gap, and thus, the 508 was born. 

With the sophisticated front suspension dropped for all versions except the range topping GT versions, it was lighter, larger and the design looked much more reserved but still had some flair to please the Francophiles. Gone were the V6 engines; petrol and diesel.The excellent EW petrol engines were replaced by the new 1.6 Prince engines. The rest of the engines in the range were carryovers from the 407.

In 2014, the 508 underwent a facelift to really neaten up the nose and lights as well as usher in revised engines meant to be more current, cleaner, and in the case of the 1.6thp, more dependable. A new version of the 2.0hdi was released within a punchy180hp version for the GT trim to gradually replace the range topping 2.2hdi. The interior was also simplified with the media control button cluster next to the handbrake; reminiscent of BMW’s i-drive done away with and the functions moved to a new touch screen to declutter the cabin. The 1.6thp engine was also revised to produce 165hp and the 6speed automatic gearbox improved for quicker changes and better power delivery.

Kit and toys

The 508 was generously kitted with  options. such as:-

Cruise control

Heads up display

Steering controls

Moonroof glass

Window blinds

Active headlights

Auto Dimming mirrors

Led DRL’s

Xenon lights

Touchscreen ICE

SATNAV

Rear climate control

Parking assist

Heated and adjustable seats

Curtain airbags

Ad infinitum………………….err, meaning cannot be exhausted. 

At the topmost of the range, the kit level could be higher than Mercedes C class level and encroaching into luxury cars territory. 

Under the hood

With the engine line up simplified, the 508 offered the 2.0 and 2.2hdi engines, the 1.6hdi engine, and the 1.6 petrol Prince engines. A diesel-electric hybrid version was also available in All Wheel Drive form for both a saloon and a high riding version christened the RXH. The Peugeot 607 was the first car ever to have a Diesel Particulate filter installed for some of its diesel versions and this inevitably found its way into the 508 in order to meet Euro 5 emissions.

As fate would have it, Urysia - the local dealer, sold a big batch with the 1.6thp and 6speed auto gearbox for GoK use. Since most Kenyan car importers favour Japanese imports, the majority come with the 1.6 Prince turbo engine while a few with the 1.6 e-hdi with EGC gearbox have made into the country ex-Singapore. Hence we shall focus on the 1.6 Prince turbo engine for this review.

Underneath

Apart from the sportier 2.2hdi version which has the double wishbone at the front, the rest have the much simpler McPherson strut at the front of which the majority cars drive on, including  BMW’s, so it's really no crime. The rear is the same as the 407- aluminium double wishbone suspension with stabiliser bar on a subframe though others would call it multilink, it doesn't really matter. The aim was to separate lateral forces from vertical of which it does well and renders feline agility.

In 2011, as part of cost cutting, PSA shut down its shock absorber factory at Sochaux thus ending an era of overdesigned shockabsorbers that could outlive their cars (like 406 and 407) and outsourced to Kayaba who had just set up a plant in Europe and the durability went down from almost unbreakable to average.

Thirst

The 1.6 Prince petrol was meant to replace both the larger naturally aspirated EW inline 4 and V6 Petrol engines for medium and larger PSA cars, as part of an engine downsizing strategy. It was born of a cooperation between PSA and BMW and features direct  injection, variable valve timing and high pressure twin-scroll turbo all in an effort to produce power at the highest efficiency. Maximum torque of 240 Nm arrives early at 1400rpm and is delivered uniformly till 5000rpm. Despite the excellent performance and numerous engine of the year awards for its astounding thermal efficiency, it is the thirstiest engine option, merely capable of 15kpl even when driven economically. Those interested in better economy will have to consider other drivetrains offered varying from the ultra-efficient but rare RXH Hybrid that could do 23km/l for both urban and highway. The most accessible economical version is the 1.6e-hdi due to its availability and affordability.

Servicing and maintenance costs

Engine & AC

Spark - plugs 5,000 Kshs genuine 

Fuel filter every 15,000kms

Oil 5W30 fully synthetic - 3 to 5,000  Kshs depending on brand

Cabin filter Kshs 1,000(aftermarket)

Service Interval every 7,000 kms or twice a year minimum

Total Rough cost excl labour (7,000-12,000)

Gearbox

Automatic EAT6 Aisin Gearbox oil (ATF) every 60k kms @ Genuine 16,000, Aftermarket 4,000 

Manual gearbox 75W80 for BE4/ ML5 gearbox every 100k kms@ 8000

Unlike the AL4 gearbox, the EAT6 ATF oil is cheap and easily available. 

Timing chain kit

Complete kit incl tensioner KES 14,000

Alternator bearing and power steering pump pulley - service when noisy

Cooling system 

Coolant every 50K kms or every 2 years whichever earlier

Thermostat housing 16k

Suspension

Suspension parts prices currently not available but will be updated

Prices are approximate. 

Maintenance issues 

So far, the following has been observed for those with the 1.6 Prince turbo with direct injection. Majority of the issues normally manifest at around the 90-110km mark. Of prime importance is to swiftly deal with coolant leakage and timing chain issues so as to prevent engine damage, as well as perform walnut blasting to restore proper running of the engine. 

It is possible to keep the engine healthy with preemptive repair as well as corrective maintenance. Here are several interventions that may be considered needed to keep the 1.6 engine functioning:-

1. 
   The water pump outlet pipe and thermostat housing require replacement either preemptively or at first observation of loss in coolant levels. Fitting should be done gently and with the use of light lubricant to prevent breakage of the brittle plastic parts. The coolant temperature sensor is also installed on the thermostat housing and is also prone to failure causing poor running of the engine.

2. As you carry out thermostat housing replacement, take note that versions pre-2012 were susceptible to cracking, but were redesigned. If you have this version, it is recommended to upgrade to the later version which can be identified with the temperature sender being located at the top next to the bleed screw. The upgrade package comes with harness adaptor for the two sockets.
   

3. In connection to the above, it is advisable to replace the coolant tank with the type that has a sensor to give indication should the coolant level drop suddenly.

4. Intermittent Power loss is common in this engine due to turbo boost pressure usually diagnosed as code P0299. There are a myriad of causes of P0299 ranging from the following:-

1. Inlet valve seat coking up with Carbon (common to direct injection valves) which can be sorted by walnut blasting services to clean up the inlet valves and their seats, to be done on acquisition and after every 80k kms. Going on long drives can minimise carbon build up

2. Boost or intake pipe getting loose or split thus losing power. Replace as and when.  

3. Catalytic converter choking up with Carbon as a result of lack of proper combustion or deterioration of the catalyst with age. This is diagnosed by an intermittent P0420 code.

4. The boost control valve also called turbo electrovalve fails thus leading to boost issues. Its not repairable and therefore must be replaced.

5. Blow off valve diaphragm torn. Upgrade kit for blow off valves are available.

6. For those with the K03 Borg Warner turbo, the wastegate valve poppet pivot bush gets worn out leading to the poppet not sealing properly and consequently boost leaks. There will be need to replace this bush so that it can shut and divert airflow through the turbine 

7. Very rarely does the turbo itself die, so ensure thorough diagnosis is done as but not limited to the above only.

5. Fan coming on while the engine is cold is an indication of a condition diagnosed as “super knock”. Just like the aforementioned issue above, it has a myriad of causes beginning with loose spark plugs to failed plugs or coils, to failed high pressure pump. Oddly, similar symptoms as the P0299 do manifest, as well as some shared causes like inlet valves not sealing due to coking up with Carbon.

6. The oxygen sensors do seem to have a short life and need replacing at 80k, kms or so.

7. Generally the 1.6thp engine is not notorious for serious oil consumption issues, but there are times blue smoke can be observed during start up and this is caused by valve seals failure which require them to be replaced. It is possibly 

8. Earlier versions had issues with the tensioner leading to chain rattle before the scheduled chain replacement interval. It is recommended to have both replaced, and at every 90k kms interval. From 2012, an updated tensioner was released which has a hole on the Hex head enabling buyers to differentiate from the defective one. 

9. As the timing chain is being replaced,, take note that the bolt for the crankshaft timing and camshaft sprockets are of TTY (torque to yield) type and cannot be reused. If one is ever removed, a new one must be fitted and torqued to specification. Also the use of the EP6 timing chain tool kit is highly recommended.

10. The tensioner bolt must be checked for looseness and leakage every service.

11. Other units that sometimes fail include the vacuum pump which causes poor brakes and power loss, top cover rubber seal which passes oil, Vanos solenoid failure and oil filter housing which cracks.

12. Almost every unit installed like the high pressure pump, sensors etc etc need to be programmed using Diagbox in order to work right.

13. Being direct injection, the oil tends to foul up quickly hence the need to change oil frequently at an interval of 6k kms max and the recommended oil is 5W30 Quartz 9000 or Motul Xcess 8100 or equivalent. On acquisition of the car from import, the owner should prioritise oil change either twice successively or perform an oil flush so as to remove as much carbon as possible from the lubrication system. Failure to do this is what leads to Variable Valve solenoid failure.

14. The high pressure pump often fails due to lubricating oil but is easily repaired which entails opening up to top up oil.

As can be seen the 1.6 turbo Prince engine is maintenance intensive, and while a number of the issues can be sorted on the go, it is advisable to preemptively perform several at once systematically so as to be trouble free for a long period. That said, it has been stated from various sources that some of the trouble parts have been substantially revised severally with 2014 versions (thp165) onwards allegedly reporting far fewer issues unlike the earlier ones. Fortunately, the said affected parts are cheap. With some investment, the majority of these issues can be sorted.

Verdict

As can be seen it is a great vehicle but with the featured 1.6thp petrol turbo drivetrain, can be demanding on maintenance. Therefore the 508’s with the upgraded version of the engine from 2014 onwards would be desirable. Those seeking peace of mind for less demanding drivetrains should opt for the 2.0hdi diesel engine available ex-UK - easily the best diesel engine in the world or its equally gifted brother albeit rarer, thirstier and more powerful 2.2hdi both available in auto and manual form. Both the 1.6e-hdi and 1.6Bluehdi (also available ex-Singapore) are still much better options with astounding fuel economy. For Japanese importers, the good news is that beginning 2015/2016, the 2.0 and the 2.2hdi engines will feature in the Japanese versions of the 508, but the impatient can easily grab an ex-UK/Singapore unit.

Majority would disbelieve the diesel recommendation because of all the negative stereotypes that have been propagated about small diesel engines and Peugeot cars in general, and on the advice of mechanics who would rather not delve into learning the essentials of maintaining modern diesels, as well as fears of bad fuel. But this perception is changing with many Peugeot owners switching to diesel option owing to appropriate information or due to desired fuel saving and demonstrable low running costs. 

I now leave you with the question - What would you rather believe? Would you go for a diesel version? Or would you still place your faith on the petrol? Please comment below.

Credits: This article has been prepared in consultation with Patrick and Ikenna who gave insights from their experience with the Prince engine, and Denis Maina who rendered editorial services. Additional information from etuners and many other forums and sites.