Peugeot 3008 vs Skoda Karoq: which is the better used buy?

On DVSA MOT records the Skoda Karoq is the more reliable used buy: it passes its first MOT 8.6 percentage points more often than the Peugeot 3008 once both are compared against what the national fleet scores at the same age. That comparison covers 21,263 real tests, not a survey.

MOT first-time pass rate

Counted from DVSA’s anonymised MOT test records. “vs age-matched” compares each model against what the national fleet scores at the same age — the only fair better-or-worse number, because an older fleet fails more whatever its build quality.

Model	Pass rate	Age-matched national	Difference	Tests
Peugeot 3008	75.5%	80.7%	-5.2	15,081
Skoda Karoq	91.3%	87.9%	+3.4	6,182

Source: DVSA MOT Anonymised Data 2025 (Open Government Licence v3.0). National first-time pass rate 77.3%. Applies to Great Britain — Northern Ireland is tested by the DVA under a separate manual.

Peugeot 3008

Mk2 (2016–2024) · C-segment crossover SUV. The 3008 Mk2 was European Car of the Year 2017 and established Peugeot's premium crossover credentials. Available in petrol (1.2 PureTech 130/155, 1.6 THP), diesel (1.5 BlueHDi 130, 2.0 BlueHDi 150/180), and plug-in hybrid (Hybrid 225/300 e-EAT8). Popular in the UK as a premium alternative to the Nissan Qashqai and Hyundai Tucson.

The Peugeot 3008 Mk2 is a well-designed, premium-feeling crossover — but the 1.2 PureTech wet-belt problem (shared with the 208, and with the Vauxhall and Citroën cars using the same engine) applies to petrol cars right through to the 2023 switch to a chain. It is a service item: the belt runs in the oil and is due at 6 years or 62,000 miles. The 1.5 BlueHDi diesel is the most reliable engine in the range for UK mixed driving and sidesteps the issue entirely. The Hybrid 225/300 PHEV is an excellent choice for buyers with charging facilities — low running costs and good real-world EV range. The iCockpit infotainment issues (freeze, reboot) are more common on the 3008 than the 208 due to the larger/older infotainment system on earlier cars.

What goes wrong

1.2 PureTech wet timing belt and oil consumptioncritical
Oil level dropping between services; rattle or whine on cold start; EML and timing-related fault codes; in severe cases engine failure through oil starvation
2016–2023 (1.2 PureTech 130 and 155 petrol) · Belt due at 6 years or 62,000 miles, whichever comes first · £450–£850 at a UK independent for the belt including cleaning the oil pick-up; £4,000+ if debris has already starved the engine
Check: Same check as on the 208 — the wet belt is shared across every PSA/Stellantis 1.0 and 1.2 PureTech application, which in the UK also means the Citroën C3 and C4, Vauxhall Corsa, Mokka and Grandland, and the DS 3. The belt runs in the oil and sheds debris that blocks the oil pick-up. Ask for a belt-change invoice against the revised 6-year/62,000-mile interval, pull the dipstick, and check the Stellantis compensation portal (qualifying repairs paid January 2022 to December 2024) and the up-to-10-year/112,000-mile warranty extension. The 1.5 BlueHDi diesel and the Hybrid 225/300 are not affected by this engine issue.
iCockpit touchscreen and infotainment freezingmoderate
Touchscreen freezes or becomes unresponsive; navigation crash; climate control accessible only via frozen screen; system reboots mid-drive
2016–2021 (older touchscreen/infotainment hardware) · Not mileage-related — software and hardware degradation · £0–£200 software update; £400–£800 infotainment control unit replacement if hardware fails
Check: Test the full touchscreen functionality during the test drive, including climate control (integrated into the touchscreen on the 3008). Ask if the latest Peugeot Connect software update has been applied. The 3008 infotainment issues are more significant than the 208 because the climate control is fully touchscreen-integrated — a freeze means you lose climate control.
EAT8 automatic gearbox judder (petrol models)moderate
Shudder from standstill; hesitation in slow traffic; harsh low-speed gear changes
2016–2021 (EAT8 8-speed automatic with 1.2 PureTech and 1.6 THP) · Above 30,000 miles in urban use · £300–£600 EAT8 software recalibration and fluid flush; £1,500–£3,000 if mechatronic unit fails
Check: Test the EAT8 at slow traffic speed and from a complete standstill. The 3008 EAT8 judder pattern is similar to the 208 EAT8. Gearbox service history (fluid change) and software calibration updates are the key questions.
PHEV 225/300 — charging port and 12V auxiliary batterymoderate
Charging cable stuck; "PHEV system fault" warning; EV range below 19 miles (should be 31 miles+)
2019–2022 (3008 Hybrid 225 and 300 PHEV) · From 3+ years old regardless of mileage · £200–£500 charging port sensor; £120–£250 12V auxiliary battery
Check: Test the PHEV by charging fully and verifying real-world EV range (should be 25–31 miles in UK conditions). Check the charging port locks and unlocks properly. The 12V auxiliary battery (separate from the traction battery) is a known maintenance item on 3008 PHEVs approaching 4 years old.

Typical asking price:: Mk2 2017–2019 1.5 BlueHDi: £6,000–£12,000 | 2020–2022 facelift 1.2 PureTech: £11,000–£18,000 | PHEV 2019–2022: £13,000–£19,000
Real-world economy:: 44–51 mpg (1.2 PureTech real-world UK); 54–63 mpg (1.5 BlueHDi real-world); Hybrid 225: the official figure above 150 mpg is a lab number that assumes every journey starts fully charged — ignore it unless you have home charging, and expect ordinary-hybrid economy once the battery is empty
Vehicle tax:: £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).
Best years:: 2020, 2021, 2022
Years to avoid:: 2016, 2017, 2018

Full 3008 fault guide Used Peugeots

Skoda Karoq

NU7, 2017–2021 (pre-facelift) and 2022–2025 (facelift) · Compact family SUV on the VW Group MQB platform, sharing mechanicals with the Seat Ateca and underpinning the Volkswagen T-Roc. Karoq sits below the larger seven-seat Kodiaq in Skoda UK's SUV range. Front-wheel drive is the volume seller in the UK; 4x4 is limited to the higher-spec 2.0 TSI Sportline and some 2.0 TDI 150 trims.

A used Skoda Karoq (NU7, 2017–2025) is largely reliable, but the 1.5 TSI Evo engine caused widespread kangarooing on 2017–2018 cars, and the DQ200 dry-clutch DSG paired with it shows judder by 35,000–70,000 miles. Best-buy: 2022+ facelift 2.0 TDI manual. Worst: 2017–2018 1.5 TSI DSG.

What goes wrong

1.5 TSI Evo kangarooing and stalling (ACT)major
Hesitation pulling away from junctions; lurching or "kangarooing" at low engine speeds; occasional stall in first gear; rough idle when warm
2017–2019 1.5 TSI EA211 Evo with Active Cylinder Management · Skoda software update was free under warranty. Out of warranty: £120–£250 ECU reflash at an independent VW Group specialist. Some owners report running 99 RON petrol helps but does not fully cure pre-update cars.
Check: On the test drive, pull away firmly from a standing start uphill in first gear and watch for hesitation or jerk. Drive in stop-start traffic for 10 minutes if possible. Ask the seller for proof the Skoda software update was applied; the service-history stamp should reference the 1.5 TSI campaign. Avoid pre-2019 cars without that proof.
DQ200 dry-clutch DSG judder and mechatronic failuremajor
Juddering pulling away in first gear; clunky 1-2 shifts; delayed engagement after reverse to drive; "gearbox" warning light
2017–2021 1.5 TSI and 1.6 TDI with the 7-speed DQ200 · 35,000–70,000 miles is the most common failure window; symptoms can start as early as 20,000 miles · £1,200–£2,000 for a mechatronic rebuild at an UK DSG specialist. £2,500–£3,500 for a full DQ200 swap. Clutch pack alone £700–£1,100 if caught early.
Check: Confirm the gearbox first: VW schedules no oil service for the dry-clutch DQ200, so missing DSG fluid records are normal — a voluntary mechatronic oil change (specialists often suggest around 60,000 miles) is a plus, not a requirement. Pull away on a hill from standstill and watch for shudder. Slow creep in a car park reveals clunky low-speed shifts. OBD scan for any P-codes in module 02 (transmission). Confirm the gearbox is DQ200 (not DQ381) via the data sticker in the boot or a VIN decode before viewing.
2.0 TDI DPF blockage and forced regen (EA288)major
Limp mode; "Particulate Filter" warning; loss of power above 50 mph; engine fan running on after key-off; rising oil level due to fuel dilution from incomplete regens
All 2.0 TDI Karoqs (2017–2025); short-trip UK urban use is the dominant trigger · Usage-driven, not mileage-driven. Cars used mainly for school runs and short commutes are highest risk. · £350–£700 for a forced regen at a Skoda dealer or VW Group specialist. £1,500–£2,800 for a DPF replacement if the filter is blocked beyond cleaning.
Check: Ask the seller for typical daily journey length and frequency of motorway use. Cars used mainly in city centres without weekly A-road runs are at high risk. OBD scan: read the DPF soot load percentage and ash mass. Pull the dipstick and check oil level is at, not above, max. A high reading points to fuel dilution from interrupted regens.
AdBlue / SCR system fault on Euro 6 TDImoderate
"AdBlue" warning that does not clear after a refill; countdown to no-start; reduced power; rare NOx sensor failure with limp mode
All Euro 6 TDI Karoqs (2017+) · 45,000–75,000 miles on the rear NOx sensor; AdBlue injector crystallisation is usage-driven · £350–£600 for a NOx sensor replacement. £250–£450 for AdBlue injector cleaning or replacement. AdBlue refill itself is £25–£45 at most filling stations.
Check: OBD scan for P229F, P20EE and P204F codes. The AdBlue tank gauge should not be empty at viewing. A near-zero reading suggests the seller has been ignoring warnings. After any refill, the ignition needs to sit on (engine off) for around 30 seconds for the system to register. Ask the seller to demonstrate.

Typical asking price:: 2017–2018 1.0 TSI / 1.6 TDI manual: £7,000–£11,000 | 2019–2021 1.5 TSI / 2.0 TDI: £10,000–£17,000 | 2022+ facelift 2.0 TDI 150: £16,000–£24,000 | 2022+ 2.0 TSI Sportline 4x4: £24,000–£31,000
Real-world economy:: 1.0 TSI 115: 38–44 mpg real-world. 1.5 TSI 150: 35–42 mpg. 2.0 TDI 150 manual: 44–51 mpg. 2.0 TSI 190 4x4: 28–33 mpg on UK mixed driving.
Vehicle tax:: £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).
Best years:: 2022, 2023, 2024, 2025
Years to avoid:: 2017, 2018

Full Karoq fault guide Used Skodas

Which one suits you

Peugeot 3008

Good for: Crossover buyers who want premium styling and feel at a price below Audi/BMW. PHEV buyers with home charging who do regular commutes under 31 miles. Buyers targeting the 2020+ facelift 1.5 BlueHDi diesel for a reliable, economical crossover.

Less good for: Buyers who cannot verify the PureTech wet-belt change on 2016–2020 petrol cars. Buyers doing heavy city driving with the EAT8 automatic. Buyers who want the simplest, most reliable SUV ownership — the Toyota RAV4 Hybrid or Hyundai Tucson Hybrid are lower-maintenance choices.

Skoda Karoq

Good for: UK families wanting a practical compact SUV with strong resale and a wide independent-specialist network thanks to MQB platform sharing. The 2022+ facelift 2.0 TDI 150 manual in SE or SE-L is the best-rounded pick for buyers covering more than 11,200 miles a year. Used Karoqs are well-supported in every UK region, and Skoda UK's fixed-price servicing programme keeps post-warranty costs predictable.

Less good for: Buyers tempted by a pre-2019 1.5 TSI without proof the software update was applied; the kangarooing issue is real and unfixed cars hesitate at junctions. Short-trip urban-only drivers eyeing the 2.0 TDI without weekly motorway use, because the DPF will block early. Buyers expecting a Kodiaq-size interior; the Karoq is closer to a Golf in footprint despite the tall stance.

Frequently Asked Questions

Which is more reliable, the Peugeot 3008 or the Skoda Karoq?

The Skoda Karoq. It passes its first MOT 8.6 percentage points more often than the Peugeot 3008 once both are age-adjusted, across 21,263 DVSA-recorded tests.

What is the MOT pass rate for the Peugeot 3008?

75.5% of Peugeot 3008s pass their MOT first time, from 15,081 tests in DVSA's records. The national first-time rate is 77.3%, but cars of this model's age average 80.7% — so it runs 5.2 points worse than its age group.

What is the MOT pass rate for the Skoda Karoq?

91.3% of Skoda Karoqs pass their MOT first time, from 6,182 tests. Against the 87.9% that cars of its age average, it runs 3.4 points better.

Which years should I avoid?

For the Peugeot 3008, 2016–2018 launch cars are now well past the revised wet-belt interval, which is where the 1.2 PureTech oil-consumption and engine-failure reports concentrate — the belt sheds debris into the oil and blocks the pick-up. Early infotainment (touchscreen module freeze) was also most prevalent on these years. The 1.6 THP petrol used on some early variants had higher oil consumption than the later 1.2 PureTech. For the Skoda Karoq, 2017–2018 launch-year 1.5 TSI Karoqs with Active Cylinder Management (ACT) suffered from well-documented kangarooing and stalling at low engine speeds. UK owner forums and Briskoda owner threads logged hundreds of cases. Skoda issued software updates from 2019, but pre-update cars sometimes still hesitate at junctions. Pre-2019 1.6 TDI cars paired with the DQ200 dry-clutch DSG also have an elevated mechatronic-failure rate above 60,000 miles.

Which is cheaper to run?

The Peugeot 3008 returns 44–51 mpg (1.2 PureTech real-world UK); 54–63 mpg (1.5 BlueHDi real-world); Hybrid 225: the official figure above 150 mpg is a lab number that assumes every journey starts fully charged — ignore it unless you have home charging, and expect ordinary-hybrid economy once the battery is empty in real UK driving; the Skoda Karoq returns 1.0 TSI 115: 38–44 mpg real-world. 1.5 TSI 150: 35–42 mpg. 2.0 TDI 150 manual: 44–51 mpg. 2.0 TSI 190 4x4: 28–33 mpg on UK mixed driving.. Vehicle tax: 3008 — £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).; Karoq — £200/year standard rate from the second year, hybrids included — the alternative-fuel discount ended on 1 April 2025. Cars registered 2001–2017 pay a CO2 band, roughly £20–£790/year (2026/27 rates).. Insurance differs mainly by driver and postcode rather than by model, so treat any model-level insurance figure with caution.

MOT figures are counted from DVSA records and are the only measured statistic here. Prices, economy and tax bands are indicative and vary by specification, condition and where the car has lived. Last reviewed: 2026-08-14 / 2026-08-14.