The Peugeot HMT, also designated EB2D, is a 1,199 cc, inline‑three turbo‑petrol engine produced between 2014 and 2021. It features a high — pressure direct injection system, a twin — scroll turbocharger, and a dual overhead camshaft (DOHC) 12 — valve layout. This compact, modern design delivers 81 kW (110 PS) and 205 Nm of torque, offering a blend of spirited performance and urban efficiency for its class.
Fitted to models such as the 208 II, 308 II, and Partner, the HMT (EB2D)…
Production years 2014–2021 meet Euro 6b/c standards .
The Peugeot HMT (EB2D) is a 1,199 cc inline‑three turbo‑petrol engineered for superminis and compacts (2014-2021). It combines direct injection with a twin-scroll turbocharger to deliver responsive, torque-rich performance in a compact, lightweight package. Designed to meet stringent Euro 6 emissions standards, it relies on variable valve timing for efficiency.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,199 cc | |
Fuel type | Petrol | |
Configuration | Inline‑3, DOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 75.0 mm × 90.5 mm | |
Power output | 81 kW (110 PS) | |
Torque | 205 Nm @ 1,750 rpm | |
Fuel system | High-pressure direct injection (up to 200 bar) | |
Emissions standard | Euro 6b/c | |
Compression ratio | 10.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Twin-scroll turbo (Mitsubishi Heavy Industries) | |
Timing system | Chain-driven camshafts | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 96 kg |
The Peugeot HMT (EB2D) was used across Peugeot's EMP2 platform with transverse mounting. This engine received platform-specific adaptations-tuned engine mounts in the 308-but no major facelift revisions occurred during its production run, ensuring broad parts interchangeability. All adaptations are documented in OEM technical bulletins.
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The HMT's (EB2D) primary reliability risk is intake valve carbon buildup, with elevated incidence in vehicles used for frequent short trips. Peugeot SIB 7022 D documents this as a known characteristic of direct-injection engines, while owner reports frequently cite rough idle and hesitation as symptoms. Neglecting oil changes can also lead to premature turbocharger bearing wear.
Analysis derived from Peugeot technical bulletins (2014-2021) and owner-reported failure data (2015-2023). Repair procedures should follow manufacturer guidelines.
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The HMT is generally reliable with proper maintenance. Its main weakness is intake valve carbon buildup, a common trait of direct-injection petrol engines, which is worsened by short-trip driving. Adhering strictly to the service schedule, using 95 RON fuel and ACEA C2 oil, and performing periodic intake cleaning are crucial for long-term reliability.
The most frequent issues are intake valve carbon buildup causing rough running (SIB 7022 D), turbocharger bearing wear from neglected oil changes, high-pressure fuel pump failure, and VVT solenoid faults. These are well-documented in Peugeot service bulletins and owner forums.
The HMT (EB2D) engine was primarily fitted to the second-generation Peugeot 208 (2015-2021), second-generation 308 (2014-2021), and the Partner van (2015-2018). It was the 110 PS turbocharged variant of the EB2 engine family used in these models.
Yes, modest power gains are possible. An ECU remap can typically increase output by 15-25 kW and 30-50 Nm by adjusting fueling and boost maps. More significant gains require upgraded intercoolers and potentially injectors. Such modifications can increase stress on the turbo and internals, potentially reducing longevity if not managed carefully.
Very good for a turbo petrol. In a Peugeot 208 Active, expect real-world figures of around 6.0 L/100km (47 mpg UK) in mixed driving and 5.0 L/100km (56 mpg UK) on the highway. The heavier 308 will return slightly less, typically 6.5-7.0 L/100km (40-43 mpg UK) combined, depending on driving style.
Yes. The HMT is an interference engine. While it uses a timing chain designed for the life of the engine, any catastrophic failure that causes the chain to jump or break will result in piston-to-valve contact and severe internal damage.
Peugeot mandates an oil meeting the ACEA C2 specification, typically a 5W-30 low-SAPS (Sulphated Ash, Phosphorus, Sulphur) synthetic oil. This is essential to protect the turbocharger and variable valve timing system. Using the wrong oil can lead to increased wear and reduced engine performance.
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Regulation (EC) No 715/2007
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