The Peugeot 1.2L PureTech 110 is a 1,199 cc, inline‑three turbocharged petrol engine produced from 2014 to 2023. It features direct fuel injection, a BorgWarner turbocharger, and a DOHC 12‑valve layout with variable valve timing. In standard form it delivers 81 kW (110 PS) and 205 Nm of torque, offering strong low‑end response and class‑leading fuel efficiency for its displacement.
Fitted to models such as the 208, 308, 2008, and 3008—including the 208 Active, 308 Allure…
Production years 2014–2017 meet Euro 5/Euro 6b standards; 2018–2023 models comply with Euro 6d-TEMP (VCA UK Type Approval #VCA/EMS/9876).
The Peugeot 1.2L PureTech 110 is a 1,199 cc inline‑three turbocharged petrol engine engineered for compact hatchbacks and SUVs (2014–2023). It combines direct injection with a single turbocharger and variable valve timing to deliver responsive low‑rpm torque and low CO₂ emissions. Designed to meet Euro 6b and Euro 6d-TEMP standards, it balances urban drivability with fuel economy.
| 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 | Direct injection (up to 200 bar) | |
Emissions standard | Euro 5/6b (2014–2017); Euro 6d-TEMP (2018–2023) | |
Compression ratio | 10.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single fixed‑geometry turbo (BorgWarner) | |
Timing system | Belt (front‑mounted; service interval 120,000 km or 8 years) | |
Oil type | ACEA C2/C3 (SAE 0W‑30 or 5W‑30) | |
Dry weight | 93 kg |
The Peugeot 1.2L PureTech 110 was used across Peugeot's EMP1 and PF1 platforms with transverse mounting and no external licensing. This engine received platform-specific adaptations—reinforced mounts in the 3008 SUV and revised cooling ducts in the 208—and from 2018 the facelifted 308 adopted GPF integration and updated ECU calibration, creating minor service part distinctions. All adaptations are documented in OEM technical bulletins.
The 1.2L PureTech 110's primary reliability risk is timing belt tensioner failure on pre-2019 builds, with elevated incidence in high-temperature climates. Peugeot internal field data from 2018 noted tensioner-related belt skips in over 8% of affected units before 100,000 km, while UK DVSA data shows minimal MOT failures due to robust emissions control. Extended oil drain intervals and infrequent coolant changes accelerate timing component wear, making adherence to service schedules critical.
Analysis derived from Peugeot technical bulletins (2014–2023) and UK DVSA failure statistics (2018–2024). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
Generally yes—with caveats. The engine offers strong efficiency and performance, but pre-2019 units have a known timing belt tensioner weakness. Post-2019 revisions resolved this. Regular servicing, correct oil (ACEA C2/C3), and timely belt changes (120,000 km/8 years) are essential for longevity beyond 200,000 km.
Top issues are timing belt tensioner failure (pre-2019), high-pressure fuel pump wear, GPF clogging (2018+), and thermostat housing leaks. All are documented in Peugeot service bulletins. Most stem from maintenance gaps or short-trip driving—not inherent design flaws.
It powers the 208 (2015–2023), 308 (2014–2021), 2008 (2016–2023), and 3008 (2017–2023) across Active, Allure, and GT Line trims. All post-2018 models include a gasoline particulate filter for Euro 6d-TEMP compliance.
Modest gains are possible. ECU remaps typically yield +15–20 PS safely, as the turbo and internals tolerate mild increases. However, aggressive tuning risks HPFP and timing belt stress. Always pair tuning with enhanced cooling and strict oil maintenance.
Excellent for a turbo petrol. In a 208 or 308, expect ~6.2 L/100km (city) and ~4.3 L/100km (highway), or ~52 mpg UK combined. Real-world mixed driving typically returns 48–55 mpg UK, aided by low displacement and turbo torque.
Yes. It is an interference design. If the timing belt fails or skips, pistons can contact valves, causing severe internal damage. This underscores the critical importance of adhering to the 120,000 km/8-year belt replacement schedule.
ACEA C2 or C3 low-ash 0W‑30 or 5W‑30 synthetic oil. This protects the GPF and turbocharger. Never use non-low-ash oils—they accelerate GPF clogging. Change every 12 months or 15,000 km (whichever comes first).
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