Peugeot 307 — MOT statistics 2024

The Peugeot 307 failed 51.2% of 29,477 first MOT attempts in 2024 ("first-time", excluding retests). Adjusted for the age of the fleet, its initial-failure ratio is 119.8 (100 = expected for its age profile). This car fails its MOT about 20% more often than expected for its age.

Age-adjusted peer: Peugeot 308 (index 119.8) — the two published results are 0.0 index points apart.

Peugeot 307 common problems: what actually fails the MOT

Lamps, reflectors and electrical equipment stand out at 60.5 per 100 tests, against 36.4 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 307 MOT advisories: what gets flagged

Brakes are highest at 54.0 per 100 tests; Body & structure are lowest at 11.9 per 100 tests — the gap is 42.1 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 5.7 percentage points. The failure most likely to come back is visibility — 43.9% 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 375,323 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 (-0.6 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 307 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 307 perform as it gets older?

The 307 at age 20 stands out at 51.8%, 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 0–57%.

Takeaway: solid line: this family; dashed: all cars; from about age 16 it stays above the national age curve.

How dangerous are Peugeot 307 MOT failures?

Major defects stand out at 135.5 per 100 tests, against 52.8 per 100 tests nationally.

higher bar = fails more oftenrate per 100 tests

Chart values: Minor 30.6 · Major 135.5 · Dangerous 18.6.

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 307 MOT matter?

Nov is highest at 53.7%; Aug is lowest at 51.3% — the gap is 2.4 percentage points.

higher = larger sharecompare shares in percentage points

Chart scale: 27%–55%.

bars: Peugeot 307 · dashed: all class-4 cars

Takeaway: the spread between best and worst month is 2.4 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 307 average mileage by age

At age 18, the middle half of 307s runs from 75,576 miles to 123,247 miles, against 97,640 miles as the median.

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

Chart axes: car age, years · odometer scale 0–139k mi.

Does high mileage mean more Peugeot 307 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+, 34.1% of those with under 40,000 miles failed first time versus 56.8% 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 18-year-old 307 has ~97,640 miles on the clock. Much more — ask why; much less — check for gaps in the MOT history.

Where in Britain the Peugeot 307 fails its MOT most

Dundee area is highest at 69.6%; Enfield area is lowest at 37.7% — the gap is 31.9 percentage points.

higher = larger sharecompare shares in percentage points

Toughest areas	% failing	vs model overall
Dundee (DD)	69.57%	+17.2 pp
Kirkcaldy (KY)	67.73%	+15.3 pp
Aberdeen (AB)	63.95%	+11.5 pp
Perth (PH)	63.12%	+10.7 pp
York (YO)	62.79%	+10.4 pp

Easiest areas	% failing	vs model overall
Enfield (EN)	37.7%	-14.7 pp
Sutton (SM)	38.54%	-13.9 pp
Bromley (BR)	40.31%	-12.1 pp
London W (W)	40.39%	-12.0 pp
London SE (SE)	40.55%	-11.9 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 areas with the highest mot centre density this model fails 14.2 pp more often than in the lowest fifth (r=0.75, n=108 areas with ≥800 tests).

In areas with the highest urban share this model fails 12.6 pp less often than in the lowest fifth (r=-0.59, n=108 areas with ≥800 tests).

In areas with the highest frost days this model fails 6.5 pp more often than in the lowest fifth (r=0.43, n=108 areas with ≥800 tests).

Values shown in the quintile chart

Factor	Low Q	High Q	Gap	Correlation
MOT centre density	43.7%	57.8%	+14.1 pp	r=0.75
Urban share	56.7%	44.1%	-12.6 pp	r=-0.59
Frost days	50.0%	56.5%	+6.5 pp	r=0.43

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
MOT centre density (per 10k vehicles)	0.753	108	43.7	57.8	+14.2	5	8.4
Urban share (0–1)	-0.589	108	56.7	44.1	-12.6	0.4	1
Frost days (days/year)	0.433	108	50.0	56.5	+6.5	11.5	34.7
Road-salt proxy (g/m²-yr)	0.422	108	48.5	56.6	+8.1	219.6	605.6
Distance to coast (km)	-0.336	108	56.2	50.8	-5.4	6.4	79.7
Terrain gradient (% grade)	0.283	63	52.9	56.6	+3.7	0.5	3.5
Income deprivation (score)	0.049	95	50.3	51.0	+0.6	0.1	0.2

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: 41%–62% failing.

How many miles does a Peugeot 307 last?

100,000+ miles is highest at 47.7%; 200,000+ miles is lowest at 1.4% — the gap is 46.3 percentage points.

higher = larger sharecompare shares in percentage points

Of 375,464 tests of this family with a usable odometer in 2024, 47.7% had reached 100k miles, 9.9% had reached 150k miles, 1.4% had reached 200k miles. This is a cross-section of cars still presenting for MOT, not a full birth cohort.

Peugeot 307 faults that come together

Identification + Road Wheels stand out at 3.26×, against 1.00× if the faults were independent.

above 1.0× = more than expectedbelow 1.0× = less

Defects in «Noise, emissions and leaks» and «Seat belts and supplementary restraint systems» appear together 2.89× more often than chance (2,019 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).

Is low mileage better for a Peugeot 307?

Cars driven under 5,000 miles a year is well below the reference at 39.2%, against 55.4% for cars driven 8,000–12,000 miles a year.

higher = larger sharecompare shares in percentage points

At matched ages 5–14, cars averaging under 5k miles/year fail at 39.2% vs 55.4% for 8–12k miles/year — 16.3 pp lower (n_low=24,465, n_normal=39,618). In this family low annual use is associated with fewer MOT fails, not more — the ‘garage queen’ penalty is not visible in overall fail rates. Diesel alone: 38.6% low-use vs 55.9% normal (-17.2 pp).

Which Peugeot 307 engine is best?

diesel 1.8–2.0 is highest at 104.5; petrol 1.8–2.0 is lowest at 95.8 — the gap is 8.7 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 diesel 1.8–2.0 runs at 104.5 against this model's own age norm while the petrol 1.8–2.0 runs at 95.8 — a spread of 8.7 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 307, and the years to avoid

Build year 2001 is highest at 102.9; Build year 2009 is lowest at 93.0 — the gap is 9.9 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 2008 and the weakest is 2004. 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 — 4 of 9 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 307 MOT repair costs

The MOT-failure repair budget per test runs from £190.93 to £362.77, 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 £191 to £363, 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 307 running costs for a fleet

Vehicles failing at age 19 are close to the reference at 53.0%, against 52.0% at age 15, tested in the same year.

higher = larger sharecompare shares in percentage points

No single year stands out as the point where this model starts costing more: the year-to-year steps in its failure rate are too small or rest on too few tests to name one (D1 rule: a step is named only with at least 2,000 tests on both sides and a jump above 3 percentage points).

Repair spend uses the same modal prices as the section above, so it inherits the same limits: one typical repair per component group, not a full remedy. Downtime is the gap between the failed test and the passed re-test, which is the window a vehicle is legally off the road.

Peugeot 307 rust problems: where they corrode

Age-standardised corrosion susceptibility stands out at 1.3×, against 1.00× for the national age-standardised rate.

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

This Peugeot 307 fails on corrosion more often than average once age is held constant, and its owners live in areas that are gentler than most 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 307 advisory become a failure?

Lamps, reflectors and electrical equipment are highest at 42.7%; Road wheels are lowest at 0.6% — the gap is 42.1 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 43 in 100 cars, and the median gap is 12 months and roughly 4,331 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 307?

Lamps, reflectors and electrical equipment after a failure at age 20+ are highest at 39.8%; Body, chassis, structure after a passed at age 9-11 are lowest at 8.0% — the gap is 31.7 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 307 ownership: what six years of MOTs show

The ten-day re-test pass rate is highest at 58.5%; The later re-test pass rate is lowest at 3.9% — the gap is 54.7 percentage points.

higher = larger sharecompare shares in percentage points

Failing is usually a same-week event, not a disaster. Of 138,532 failures followed through to their re-test, 37.57% were repaired and passed the same day and 58.54% within ten days; the median gap is 1 day. 479,101 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 1.051 failures per 10,000 miles, on a median of 3,707 miles a year across 84,540 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. 13.75% of these cars strung together three or more tests with nothing recorded at all, while 47.57% 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: 0.751% of 84,699 chains show a reading lower than the previous test, with a median drop of 11,975 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 307 safety recalls and how to check yours

DVSA recall campaigns stand out at 24.

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

recall campaigns launched per year

DVSA lists 24 safety recall campaigns for the Peugeot 307, covering roughly 655,104 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 307 inspection results in other countries

United Kingdom MOT stands out at 51.2%, 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.

Useful as a cross-check on the UK defect table above: the categories are named differently, but a component that dominates in both regimes is a genuine weak point of the model rather than an artefact of one country's testing style.

Worth dwelling on how mundane the top of that list is: tyre pressure, tread depth, headlight aim. The Dutch APK records 2.049 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 307 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.; Traficom — Periodic inspections of cars by model / by model and fault object 2024, CC BY 4.0; Statens vegvesen — Periodisk kjøretøykontroll (PKK) 2024, CC BY 4.0. Adapted; licences and full notice.

Peugeot 307 MOT: quick answers

Peugeot 307 MOT Risk Index stands out at 119.8, 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 307 first-time MOT pass rate?

48.8% of first attempts passed in 2024 (29,477 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 51.2% figure is the first-time initial failure rate, using 29,477 primary tests as the denominator (first-time, excluding retests). The age-adjusted MOT initial-failure ratio 119.8 is shown separately because raw rates compare fleet age as well as cars.

Compare the Peugeot 307 with other cars

Peugeot 308 is highest at 119.8; Peugeot 208 is lowest at 119.5 — the gap is 0.3 points.

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

Same brand

All Peugeot MOT statisticsPeugeot 308 MOT statsPeugeot 208 MOT stats

Similar risk

Peugeot 308 (index 119.8)Fiat Doblo (index 119.7)Peugeot 208 (index 119.5)

Same size class

how Mitsubishi ASX compareshow Vauxhall Vectra compareshow Citroen C3 Aircross compares

By build year

Peugeot 307 2001Peugeot 307 2002Peugeot 307 2003Peugeot 307 2004Peugeot 307 2005Peugeot 307 2006Peugeot 307 2007Peugeot 307 2008Peugeot 307 2009

By area

Peugeot 307 MOT failure rate by postcode area

By failure group

Peugeot 307 body, chassis and structure failuresPeugeot 307 brakes failuresPeugeot 307 vehicle identification failuresPeugeot 307 lamps, reflectors and electrics failuresPeugeot 307 noise, emissions and leaks failuresPeugeot 307 road wheels failuresPeugeot 307 seat belts and airbags failuresPeugeot 307 steering failuresPeugeot 307 suspension failuresPeugeot 307 tyres failuresPeugeot 307 visibility failures

Inspections abroad

Peugeot 307 in NorwayPeugeot 307 in FinlandPeugeot 307 in the Netherlands