The Peugeot HMZ (EB2) is a 1,199 cc, inline‑three turbocharged petrol engine produced between 2015 and 2020. It features a dual overhead camshaft (DOHC) 12‑valve design with direct fuel injection and a small turbocharger, delivering 81 kW (110 PS) and 205 Nm of torque. Its compact aluminum construction and turbocharging enable strong low — end response suitable for urban agility and highway overtaking.
Fitted to models like the 208 and 308, the HMZ was engineered to offer…
Production years 2015–2020 meet Euro 6 standards .
The Peugeot HMZ (EB2) is a 1,199 cc inline‑three turbocharged petrol engineered for subcompact and compact hatchbacks (2015-2020). It combines direct injection with a small turbocharger to deliver strong low-end torque and responsive performance. Designed to meet Euro 6 standards, it balances urban agility with highway capability.
| 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) @ 5,500 rpm | |
Torque | 205 Nm @ 1,750 rpm | |
Fuel system | Direct injection (Bosch HDEV5) | |
Emissions standard | Euro 6 | |
Compression ratio | 10.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single-scroll turbo (Honeywell) | |
Timing system | Chain-driven | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 95 kg |
The Peugeot HMZ (EB2) was used across Peugeot's 20x/30x platform with transverse mounting. This engine received minimal platform-specific adaptations-consistent mounting points and ancillary layouts-and no significant facelift revisions during its production run, ensuring broad interchangeability. All adaptations are documented in OEM technical bulletins.
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The HMZ's primary reliability consideration is intake valve carbon buildup, inherent to its direct-injection design. Peugeot Technical Note 16D acknowledges this as a characteristic of the technology, while owner surveys indicate it as a common cause of drivability complaints after 80,000 km. Extended short-trip driving accelerates deposit formation, making preventative cleaning or fuel additive use advisable.
Analysis derived from Peugeot technical bulletins (2015-2020) and owner club failure statistics (2018-2023). Repair procedures should follow manufacturer guidelines.
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Generally, yes. The HMZ is a modern, well-engineered engine. With proper maintenance, particularly using the correct ACEA C2 oil and addressing carbon buildup, these engines can be very reliable. The timing chain is designed to last the engine's lifetime. Its main weakness is the inherent carbon buildup issue common to direct-injection engines.
The most frequent issues are carbon buildup on the intake valves (a trait of direct injection), failure of the turbocharger's electronic wastegate actuator, potential failure of the high-pressure fuel pump, and ignition coil failures. These are documented in Peugeot service information and owner reports.
The HMZ engine was primarily fitted to the Peugeot 208 hatchback (2015-2020) and the Peugeot 308 hatchback (2015-2018) in base and mid-level trims (Active, Allure). It was part of PSA's EB engine family, sharing its architecture with similar engines in Citroën and DS models.
Yes, modest gains are possible. A simple ECU remap can often yield an additional 15-25 PS and 30-50 Nm of torque by optimizing boost pressure and ignition timing. More significant power increases require upgraded components like a larger intercooler or hybrid turbo, which is less common due to cost and complexity for this engine class.
Good for a turbocharged petrol engine. Expect real-world figures of approximately 6.5 L/100km (43 mpg UK) in mixed driving for a 208. Highway cruising can see consumption drop to around 5.0 L/100km (56 mpg UK). The 308 will be slightly less efficient due to its larger size and weight.
Yes. The HMZ is an interference engine. If the timing chain were to fail catastrophically (though designed for life), the pistons would collide with the open valves, causing severe internal damage. However, chain failure is extremely rare with proper maintenance.
Peugeot mandates an oil meeting ACEA C2 specifications, typically a 0W-30 low-SAPS (low ash) synthetic oil. This is crucial for protecting the turbocharger bearings and preventing damage to the catalytic converter. Using the wrong oil can lead to expensive repairs.
Comprehensive technical documentation and regulatory references
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EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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