Peugeot 306 — MOT statistics 2024

The Peugeot 306 failed 42.13% of 4,111 first MOT attempts in 2024 ("first-time", excluding retests). Adjusted for the age of the fleet, its initial-failure ratio is 111.4 (100 = expected for its age profile). This car fails its MOT about 11% more often than expected for its age. Small sample — treat with care.

Age-adjusted peer: Volkswagen Polo (index 111.6) — the two published results are 0.2 index points apart.

Peugeot 306 common problems: what actually fails the MOT

Brakes stand out at 40.0 per 100 tests, against 24.4 per 100 tests across UK vehicles of the same ages.

higher bar = fails more oftenrate per 100 tests

family vs national — matched to UK vehicles of the same ages — top component groups, per 100 tests. Legend: This family · National avg. Combined labels: family / national average. A gap here reflects how these vehicles are driven, used and maintained as well as how they were built — an MOT defect is a test outcome, not a breakdown.

Named defects ranked by how much more often they appear than the national average — not by raw rate.

Peugeot 306 MOT advisories: what gets flagged

Brakes are highest at 64.5 per 100 tests; Non-component advisories are lowest at 7.7 per 100 tests — the gap is 56.8 per 100 tests.

higher bar = flagged more oftenadvisory items per 100 initial tests

Advisories are wear the tester noted but didn't fail — what will need money soon.

If a car like this fails, does it fail again?

A failure rate does not say whether a failure is a one-off or the start of something. This follows the same vehicles into their next ordinary MOT a year later — retests after a repair are excluded, because they follow a failure by definition. 2019-2024.

A failed test raises next year's chance of failing again by 2.7 percentage points. The failure most likely to come back is visibility — 33.6% of those vehicles fail again next year. Some of this is the vehicle and some is the owner: a car that was let go once tends to be let go again. One caveat: a car that fails may be sold or scrapped rather than tested again, so these figures describe the vehicles that came back.

Adjusted for how much these are actually driven

The headline index adjusts for the fleet's age. Wear, though, follows mileage: a three-year-old taxi and a three-year-old garage queen sit in the same age band. These two rows compare every car with vehicles of the same age, and then with vehicles of the same age and the same annual mileage, 2019-2024, on 43,752 tests. Both stand on the six-year corpus so they are measured on identical data — compare them with each other, not with the headline index above, which is measured on 2024 alone.

Mileage changes little here (-1.4 points): this fleet is driven about as much as the vehicles it is compared with. One limit to keep in mind: mileage is partly a result of how often a car breaks down — one that spends weeks in the workshop covers fewer miles — so the mileage-matched figure can understate a real weakness. Tests with no usable odometer reading are left out of it.

How the Peugeot 306 compares with cars of its own age and size

Not against the whole fleet — against cars of the same size class tested at the same age, 2019-2024.

Raw first-time failure rates within each age, so fleet age cannot flatter either side. A positive difference means this model fails more often than its own class at that age.

How does the Peugeot 306 perform as it gets older?

The 306 at age 20 is close to the reference at 42.1%, against 41.0% for all vehicles of the same age.

higher = larger sharecompare shares in percentage points

Chart axes: car age, years · failure-rate scale 0–47%.

Takeaway: solid line: this family; dashed: all cars.

How dangerous are Peugeot 306 MOT failures?

Major defects stand out at 125.2 per 100 tests, against 52.8 per 100 tests nationally.

higher bar = fails more oftenrate per 100 tests

Chart values: Minor 21.9 · Major 125.2 · Dangerous 17.5.

Per 100 tests on this family. National average: Minor 14.2 · Major 52.8 · Dangerous 11.2 per 100.

Does the month of a Peugeot 306 MOT matter?

Nov is highest at 47.0%; Dec is lowest at 45.2% — the gap is 1.8 percentage points.

higher = larger sharecompare shares in percentage points

Chart scale: 27%–48%.

bars: Peugeot 306 · dashed: all class-4 cars

Takeaway: the spread between best and worst month is 1.8 percentage points — booking month barely matters for this family. Seasonality partly reflects registration-date clustering, not weather.

Before reading the shape: most of it is not about cars. Britain changes its registration plates twice a year, and 18.9% of these cars were first registered in March with another17.1% in September — 36% in two months against the 17% an even spread would give. An MOT falls due three years after first registration, so the buying calendar becomes the testing calendar. That shapes how many cars are tested each month — not how often they fail: the busiest months here are not the worst ones, so read the failure line on its own and the volume behind it separately.

Peugeot 306 average mileage by age

At age 20+, the middle half of 306s runs from 76,509 miles to 135,333 miles, against 104,288 miles as the median.

further right = more milesmedian is the typical car; band is p25–p75

Does high mileage mean more Peugeot 306 MOT failures at the same age?

Within the same age group, split by odometer (2024 MOTs), so this separates wear from age: at ages 15+, 22.1% of those with under 40,000 miles failed first time versus 48.6% of those with over 140,000 miles.Inside this age group, higher mileage goes with more failures.

line: median · band: middle half of the fleet (p25–p75)

A typical 20+-year-old 306 has ~104,288 miles on the clock. Much more — ask why; much less — check for gaps in the MOT history.

Where in Britain the Peugeot 306 fails its MOT most

Lincoln area is highest at 60.0%; Bolton area is lowest at 30.7% — the gap is 29.3 percentage points.

higher = larger sharecompare shares in percentage points

Toughest areas	% failing	vs model overall
Lincoln (LN)	60%	+13.9 pp
Huddersfield (HD)	59.68%	+13.6 pp
Aberdeen (AB)	59.18%	+13.1 pp
Kirkcaldy (KY)	58.22%	+12.1 pp
Plymouth (PL)	57.38%	+11.3 pp

Easiest areas	% failing	vs model overall
Bolton (BL)	30.7%	-15.4 pp
London NW (NW)	31.79%	-14.3 pp
Romford (RM)	32.21%	-13.9 pp
Enfield (EN)	33.17%	-12.9 pp
Southend-on-Sea (SS)	34.11%	-12.0 pp

Why do areas differ?

For each external factor we correlate the area fail rate with the factor across postcode areas that have ≥800 tests of this family, then compare the bottom vs top fifth (quintile) of the factor. Correlation, not causation — factors travel together (the north is colder and often poorer; urban areas are denser and less salted). Road surface condition is joined now, for the 91 English areas the DfT publishes, and it explains nothing: the correlation with suspension failures is −0.01 and with body and structure failures 0.07. Potholes wreck wheels and tyres between tests, but by the time a car reaches the bay the road it drives on leaves no measurable trace.

In the most coastal fifth of areas this model fails 10.5 pp more often than in the most inland fifth (r=-0.73, n=19 areas with ≥800 tests).

In areas with the highest mot centre density this model fails 9.4 pp more often than in the lowest fifth (r=0.47, n=19 areas with ≥800 tests).

In areas with the highest terrain gradient this model fails 6.0 pp more often than in the lowest fifth (r=0.41, n=11 areas with ≥800 tests).

Values shown in the quintile chart

Factor	Low Q	High Q	Gap	Correlation
Distance to coast	50.7%	40.1%	-10.6 pp	r=-0.73
MOT centre density	42.0%	51.4%	+9.4 pp	r=0.47
Terrain gradient	40.3%	46.2%	+5.9 pp	r=0.41

Factors that only mean something combined

Some conditions are useless on their own and informative multiplied together. Frost days alone say little — Britain barely freezes. Salt tonnage alone says little — it tracks frost. Distance to the sea alone says little. Multiply the first two and divide by the third and you get an index of how hard an area attacks a car's underside, and it lines up with the corrosion defects we actually record. We built five such combinations and tested each against our own data. Three survived; two did not, and the failures are listed here on purpose — a proxy that was never checked is decoration. One survivor only survived on the second attempt: built from a crude stand-in for street parking it failed outright, and rebuilt from the census — terraced streets carrying more cars than they have driveways — it works, and carries information the salt index does not.

Composite area indicators, each tested against a defect rate we measure

Composite	Built from	Tested against	r	Verdict
Underbody corrosion	frost days × salt load ÷ (distance to coast + 1)	share of tests with a corrosion defect	+0.42	holds (116 areas)
Tyre wear	rain days × annual miles ÷ age at first tyre advisory	share of tests failing on tyres	+0.45	holds (116 areas)
Overnight corrosion	terraced housing × cars per household × frost days	share with a corrosion defect	+0.41	holds (102 areas) — and adds signal beyond the first index
Deferred maintenance	deprivation × advisory-to-failure conversion ÷ labour rate	cars repeating the same advisory	−0.26	fails (118 areas)
Powertrain stress	engine capacity ÷ kerb weight	suspension, brake and emissions failures	−0.16	fails (22 models)

The deprivation result is the one worth dwelling on. The intuition that poorer areas defer repairs is strong enough that most people treat it as established. We tested it twice — once on raw failure rates (r = 0.04) and again, more fairly, on whether an advisory turns into a failure — and it did not hold any of the three times we tried it — on raw failure rates, on advisory-to-failure conversion, and again with deprivation measured properly inside each nation rather than England alone. We are closing it. What does predict local failure rates is the density of test centres, which is a statement about testing, not about cars.

All external-factor correlations (machine-readable)

Factor	r	n areas	Low-Q fail %	High-Q fail %	Gap pp	Low-Q factor	High-Q factor
Distance to coast (km)	-0.733	19	50.7	40.1	-10.5	4.4	89.3
MOT centre density (per 10k vehicles)	0.466	19	42.0	51.4	+9.4	5.7	8.5
Terrain gradient (% grade)	0.407	11	40.3	46.2	+6.0	0.7	3.8
Road-salt proxy (g/m²-yr)	-0.377	19	52.5	45.4	-7.0	162.7	497.3
Frost days (days/year)	-0.288	19	52.5	49.3	-3.2	8.3	29
Urban share (0–1)	-0.186	19	48.1	49.4	+1.3	0.4	0.9
Income deprivation (score)	0.009	18	45.1	50.0	+4.9	0.1	0.1

Deprivation uses England IMD 2019 income score only (Scotland SIMD is a different scale). Salt proxy is a simplified NWSRG-style dry-salt sum from air Tmin; coastalness is distance from the area centroid to the nearest coastline.

Every dot is a postcode area — size = how many were tested there, colour = share failing. These figures are not age-adjusted: coastal and rural areas often run older fleets and salted roads, so higher raw fail rates do not automatically mean a worse local stock of this model.

Map labels: Scotland · N. England · Wales · London · S. West. Colour scale: 35%–56% failing.

How many miles does a Peugeot 306 last?

100,000+ miles is highest at 53.3%; 200,000+ miles is lowest at 3.8% — the gap is 49.5 percentage points.

higher = larger sharecompare shares in percentage points

Of 45,594 tests of this family with a usable odometer in 2024, 53.2% had reached 100k miles, 17.8% had reached 150k miles, 3.8% had reached 200k miles. This is a cross-section of cars still presenting for MOT, not a full birth cohort.

Peugeot 306 faults that come together

Road Wheels + Tyres stand out at 4.21×, against 1.00× if the faults were independent.

above 1.0× = more than expectedbelow 1.0× = less

Defects in «Body, chassis, structure» and «Noise, emissions and leaks» appear together 2.75× more often than chance (1,772 co-occurrences in the same test; lift≥1.3, n≥500).

Lift = how many times more often both groups appear on the same test than if independent. A pair is listed from 5 tests with both faults; the lift is shown from 20, and called above chance only when its 95% interval excludes 1 (see rough estimates).

Which Peugeot 306 engine is best?

petrol 1.2–1.5 is highest at 103.7; petrol 1.8–2.0 is lowest at 88.2 — the gap is 15.5 points.

below 100 is betterabove 100 is worse100 = normal for this model at that age

Splitting this model by fuel alone hides the thing that actually differs. Within the same badge, the petrol 1.2–1.5 runs at 103.7 against this model's own age norm while the petrol 1.8–2.0 runs at 88.2 — a spread of 15.5 points between two cars that share a name.

Read this one with more care than the rest of the page. Age is held constant, but who buys which engine is not: the largest capacity in a range is often a performance or executive variant that is garaged, cherished and lightly driven, while the smallest is frequently a fleet or entry car worked hard from new. The gap below is real in the test records; how much of it is the engine and how much is the owner, this data cannot separate. Bands under 100 tests are not shown; bands under 5,000 tests are rough estimates.

Best year for a Peugeot 306, and the years to avoid

Build year 1998 is highest at 99.6; Build year 2002 is lowest at 91.8 — the gap is 7.8 points.

below 100 is betterabove 100 is worse100 = normal for this model at that age

build year vs the same model at the same age · 100 = as expected

The best build year here is 2001 and the weakest is 2001. Comparing build years sounds simple and is not: within a single year of testing, a car's build year and its age are the same number, so a naive comparison of years is a comparison of ages wearing a disguise. Each year below is measured against the same model at the same age in other cohorts, across six years of testing — 1 of 5 years come out distinguishable from their own model's age norm.

Two limits worth knowing before you act on this. Age, test year and build year are locked together by arithmetic, so the test-year effect is taken from the observed national failure level of each year rather than estimated — it is an adjustment, not a solution.

Peugeot 306 MOT repair costs

The MOT-failure repair budget per test runs from £174.52 to £331.59, against £54.85 for the test itself.

bigger number = costs morepounds per test, MOT-failing faults only

Multiply how often each component fails on this model by what that repair usually costs, and you get the amount an owner should expect to budget per test for MOT-failing faults only — roughly £175 to £332, on top of the test fee itself. It is a budgeting figure, not a quote: the spread between a set of pads and a set of discs is most of the range.

Prices are modal quotes from a hand-kept catalogue of published UK garage guides — we do not scrape the booking sites, their terms forbid it, so this list is short and updated by hand with a source and date against each line. Each line prices one typical repair in that group, not a full remedy, and only groups our catalogue actually covers are counted. The contrast worth noticing is the second card: the legal maximum for the test has been £54.85 since 2010, while the repairs it uncovers have followed inflation the whole time.

For scale from a different direction: Warrantywise, which sees used-car warranty claims rather than test failures, puts the average claim at £2,052 across the ten highest-claim models it ranks and £539 for Honda, the lowest-claim make in its index (Warrantywise index 2026, 1.6 million claims, cars aged 3–15). Those sit an order of magnitude above the figures in this table, and the gap is the point: a warranty claim is a gearbox or an engine, which almost never fails an MOT, while the faults that do fail one are corrosion, lamps and tyres, which no warranty pays for. The two numbers answer different questions and neither replaces the other.

Peugeot 306 rust problems: where they corrode

Age-standardised corrosion susceptibility is well below the reference at 0.38×, against 1.00× for the national age-standardised rate.

above 1.0× = rusts more than averagebelow 1.0× = rusts less

This Peugeot 306 fails on corrosion much less often than average once age is held constant, and its owners live in areas that are about typical for the models we publish.

Corrosion is the one failure mode that is as much about geography as about the car. We keep the two apart on purpose: a model can look rusty simply because it is popular in Scotland, and a model can look clean simply because it is bought in Surrey. Blending them into a single score would hide which of the two is doing the work.

Exposure is this model's tests weighted by an area corrosion index built from frost days, salt load and distance to the coast — the composite validated at r = 0.42 against corrosion defects we actually record. It is published as a rank, not a raw score, because every mainstream model skews towards low-corrosion areas for the simple reason that most of Britain's cars are in the south. Susceptibility is standardised to the national age profile, so an old fleet does not get labelled a rusty model.

Does a Peugeot 306 advisory become a failure?

Lamps, reflectors and electrical equipment are highest at 26.3%; Non-component advisories are lowest at 0.0% — the gap is 26.3 percentage points.

higher = more likelypercentage is the observed transition probability

chance the same component fails at the next MOT, given an advisory now

This is the question an advisory note actually raises, and it needs six years of test history to answer. We followed the same vehicles from one MOT to the next across 2019–2024 and measured how often a component that was merely advised came back as a genuine failure at the next test.

Read it as a budgeting horizon, not a prophecy: the most likely component above turns into a failure for about 26 in 100 cars, and the median gap is 12.1 months and roughly 2,841 miles. The rest were repaired, sold, scrapped, or simply held. Rows with fewer than 500 tracked advisories are not shown.

What will fail next on a Peugeot 306?

Brakes after a failure at age 15-19 are highest at 25.5%; Suspension after a passed at age 20+ is lowest at 9.3% — the gap is 16.3 percentage points.

higher = more likelypercentage is the observed transition probability

The same chains, cut differently: given a car's age and how its last test went, which component most often causes trouble at the following one.

The pattern that repeats across every family: a failure at one test roughly doubles the chance of a failure on the same component at the next one, and an advisory sits about half-way between a clean pass and a failure. Age bands in years; probabilities are per car, not per defect item.

Peugeot 306 ownership: what six years of MOTs show

The ten-day re-test pass rate is highest at 66.9%; The later re-test pass rate is lowest at 6.5% — the gap is 60.3 percentage points.

higher = larger sharecompare shares in percentage points

Failing is usually a same-week event, not a disaster. Of 14,725 failures followed through to their re-test, 26.63% were repaired and passed the same day and 66.85% within ten days; the median gap is 2 days. 48,459 defect items were cleared in the process.

Per mile driven, not per year. Dividing failures by the miles that actually went onto the odometers between consecutive tests gives 1.265 failures per 10,000 miles, on a median of 2,076 miles a year across 10,163 chains. This is the number to compare between models — an annual rate quietly rewards cars that barely leave the drive.

Two populations hide inside one model. 19.37% of these cars strung together three or more tests with nothing recorded at all, while 46.04% carried the same advisory three times or more — the same fault, noted, ignored, noted again. When you buy used you are buying one of those two histories, and the MOT record shows which.

Odometer anomalies: 1.281% of 10,228 chains show a reading lower than the previous test, with a median drop of 10,994 miles. We call this an anomaly and not fraud on purpose — instrument swaps, imports, unit mix-ups and keying errors all land in the same bucket. Obvious typos (drops under 100 miles or over 90% of the reading) are already excluded.

Peugeot 306 safety recalls and how to check yours

DVSA recall campaigns stand out at 17.

bigger number = more recorded casescompare like-for-like scope, not sample size alone

recall campaigns launched per year

DVSA lists 17 safety recall campaigns for the Peugeot 306, covering roughly 146,813 vehicles in total. A recall is the manufacturer fixing a fault for free, so an open recall on your car costs nothing to clear.

Counter-intuitive, and measured on our own data: across the 25 families published here, more recalls go with a lower MOT Risk Index (r = −0.52). Heavily recalled models are not worse cars in the test bay — an active manufacturer removes the fault before it becomes an MOT failure.

Check whether a specific car has an outstanding recall — free, by registration — at DVSA's recall service. Source: DVSA vehicle safety recalls (check-vehicle-recalls.service.gov.uk), OGL.

Peugeot 306 inspection results in other countries

United Kingdom MOT stands out at 42.1%, against 26.0% nationally.

higher = larger sharecompare shares in percentage points

The verdict is consistent across every regime where the difference is clear, which is the strongest form this comparison takes: independent inspectorates, different rulebooks, same direction of travel.

Worth dwelling on how mundane the top of that list is: tyre pressure, tread depth, headlight aim. The Dutch APK records 1.822 defects per inspection against a much higher national failure rate than Britain's, and the reason is not that Dutch cars are worse — it is that the two regimes draw the line between "note it" and "fail it" in different places. Codes are the RDW's own; the English wording here is our translation of the Dutch original.

Britain is not the only country that inspects every car every year, and the Peugeot 306 is on the road in all of them. Each national regime writes its own rules, so the pass rates below are not comparable to each other — what does travel across a border is whether a model sits above or below its own country's average.

Rows with fewer than 500 inspections are not published. Sources: RDW open data — Meldingen Keuringsinstantie + Geconstateerde Gebreken + Gekentekende voertuigen (2024), CC0. Not an RDW endorsement.. Adapted; licences and full notice.

Peugeot 306 MOT: quick answers

Peugeot 306 MOT Risk Index stands out at 111.4, against 100 for a car with the same age profile.

below 100 is betterabove 100 is worse100 = normal for this model at that age

What is the Peugeot 306 first-time MOT pass rate?

57.87% of first attempts passed in 2024 (4,111 tests). This is the first-time figure: retests after repair are excluded. Basis: first-time, excluding retests.

Why does this number differ from other sites?

Other sites often report a pass rate that includes retests or counts all attempts. Our 42.13% figure is the first-time initial failure rate, using 4,111 primary tests as the denominator (first-time, excluding retests). The age-adjusted MOT initial-failure ratio 111.4 is shown separately because raw rates compare fleet age as well as cars.

Compare the Peugeot 306 with other cars

Vauxhall Tigra is highest at 112.1; Citroen C2 is lowest at 111.1 — the gap is 1.0 points.

below 100 is betterabove 100 is worse100 = normal for this model at that age

Same brand

All Peugeot MOT statisticsPeugeot 407 MOT statsPeugeot 206 MOT stats

Similar risk

Volkswagen Polo (index 111.6)Citroen C2 (index 111.1)Vauxhall Tigra (index 112.1)

Same size class

how Honda Fit compareshow Aston Martin DB9 compareshow Audi Q8 compares

By build year

Peugeot 306 1998Peugeot 306 1999Peugeot 306 2000Peugeot 306 2001Peugeot 306 2002

By area

Peugeot 306 MOT failure rate by postcode area

By failure group

Peugeot 306 body, chassis and structure failuresPeugeot 306 brakes failuresPeugeot 306 vehicle identification failuresPeugeot 306 lamps, reflectors and electrics failuresPeugeot 306 noise, emissions and leaks failuresPeugeot 306 road wheels failuresPeugeot 306 seat belts and airbags failuresPeugeot 306 steering failuresPeugeot 306 suspension failuresPeugeot 306 tyres failuresPeugeot 306 visibility failures

Inspections abroad

Peugeot 306 in the Netherlands