Exact oil/fluid capacities, torque, pressure or pin values are shown only when verified in an OEM source for the matching model year, engine and market.
Technical identity summary
Source variant count: 1 · Status: CURRENT
This page does not treat the same sales name as one vehicle across all years and markets. Rows below remain separated by source region and variant identity.
208 / E-208 · France
Record
VR-000159
Period
2012– • Current sale / production
Platform / generation
A9/P21; CMP/e-CMP
Powertrain / energy / driveline
Hatchback Gasoline, hybrid, BEV
Research focus
verify platform/generation, powertrain/energy/driveline and market-specific application identity against manufacturer/source records before applying parts, service procedures or chronic-fault claims.
BEV|HEV|PETROL
Where should diagnosis start?
Evaluate HV/12 V boundary, battery thermal management and energy flow together.
Check charging, HV isolation, 12 V supply, thermal management and software state as separate evidence chains.
Exact OEM torque, pressure, capacity, pin or calibration values are not inferred from this normalized identity record; a verified service source is required for the exact vehicle application.
TECHNICAL SOURCE LINEAGE
Recorded application matrix and evidence boundary
Record
Region
Period
Platform
Powertrain record
Evidence
VR-000159
France
2012–
A9/P21; CMP/e-CMP
Hatchback Gasoline, hybrid, BEV
D · source-lineage identity; not OEM service evidence
Grade-D records are not OEM service procedures; they are source-lineage research rows preserving market/generation/powertrain identity. Exact torque, pinout, pressure or fitment is not inferred from this layer.
System architecture: what does this record indicate?
On turbo-petrol architecture, load calculation, boost target/actual, lambda/fuel trim, ignition and knock control are compared in the same event window.
ICE, 12 V, HV/48 V, DC-DC, motor-generator and thermal management are separate control layers; energy flow is aligned with the fault event.
In an EV, HV battery/BMS, contactor-HVIL/isolation, inverter-motor, OBC/DC-DC, 12 V and cooling circuits are separate evidence branches.
On torque-converter automatics, TCC slip, input/output speeds, commanded/actual ratio, fluid temperature and line-pressure control are tracked separately.
Freeze-frame and live-data package
Freeze frame: first/last fault time, RPM, load, vehicle speed, system voltage, core temperatures and companion DTCs.
Live data: calculated load, MAP/boost target-actual, throttle angle, lambda/O2, STFT/LTFT, ignition advance and knock retard.
Electrified layer: SOC/SOH where available, cell delta, pack temperatures, HVIL/isolation, contactor permission, DC-DC output and 12 V voltage.
1) Match vehicle/generation/market/powertrain/driveline identity to the source record; family name alone is not fitment evidence.
2) Preserve freeze frame and companion DTCs before clearing; make the first-fault condition reproducible.
3) Verify power/ground and network communication under load; do not decide from key-on static measurement alone.
4) Compare commanded air/fuel/pressure with an independent physical result; separate sensor bias from real performance loss.
5) Compare electronic command → hydraulic/actuator response → mechanical slip/ratio result at the same temperature and load.
6) After repair, recreate the same load/temperature and verify DTC state, live-data deviation and user symptom together.
Root-cause discrimination matrix
On lean/misfire/boost complaints, align fuel trim, lambda, ignition retard and boost deviation on one time base to separate air leak, fuel-delivery and ignition causes.
For READY/charging faults, separate 12 V supply from the HV permission chain first; low 12 V can mimic contactor/HVIL/isolation faults.
For battery performance, use cell delta, temperature spread and voltage deviation under load/charge instead of one SoH percentage alone.
On torque-converter automatics, separate TCC slip from actual gear-ratio error; temperature-dependent line-pressure/solenoid behavior can mimic mechanical clutch faults.
OEM EVIDENCE DOSSIER
Verified technical facts and application boundary
Peugeot 208 range includes published 48 V Hybrid 100 and Hybrid 136 powertrains.[S1]
The 48 V hybrid path uses a six-speed e-DCS6 dual-clutch transmission with an integrated electric motor plus inverter/ECU architecture.[S1][S2]
The E-208 battery-electric variant has a separate HV battery/inverter/traction-motor architecture; 48 V hybrid diagnostic data is not generalized to E-208.[S2]
Verified application matches
The matches below are published only within the stated market, model-year and evidence scope. Fitment is not extrapolated to uncited variants.
Validate 12 V main supply, 48 V battery, BSG/ISG, DC/DC and engine-ECU layers separately; low 12 V voltage can create multiple network and start-stop faults.
At the same load point log engine torque request, 48 V SOC/temperature, BSG torque and DC/DC current direction; do not reduce start-stop diagnosis to one battery-voltage reading.
Where a dual-clutch transmission is fitted, time-align engine torque reduction, selected gear, input/output speeds and clutch state.
DTC / SPN-FMI / symptom discrimination map
For start-stop/48 V warnings check the 12 V battery, DC/DC and 48 V SOC/temperature together.
For torque fluctuation compare engine torque, BSG assistance and transmission torque coordination in the same log.
For network DTC clusters rule out a common supply/ground event before replacing modules.
Measurement and diagnostic strategy
Record key-off/running voltage and DC/DC direction for both 12 V and 48 V systems; do not decide from static battery voltage alone.
Log engine/BSG/transmission on the same time base and label start-stop events with temperature and SOC.
After repair verify start-stop, BSG assistance and shifting again at comparable SOC, temperature and load.
Exact pinouts, torque values, pressure thresholds or service limits are published only when explicitly verified by the applicable OEM service source.
OTODÜNYAMAUTOMOTIVE KNOWLEDGE CENTER