The Peugeot EB2 is a 1,199 cc, inline‑three naturally aspirated petrol engine produced between 2010 and 2021. It features a dual overhead camshaft (DOHC), 12‑valve layout, and sequential multi‑point fuel injection. In standard form it delivered 60 kW (82 PS) at 5,750 rpm and 118 Nm of torque at 2,750 rpm, offering responsive urban performance with low fuel consumption.
Fitted to models such as the Peugeot 108 (XZ5), Citroën C1, and Toyota Aygo, the EB2 was engineered for compact city mobility with an emphasis on refinement, economy, and emissions compliance. Emissions control was achieved through precise fuel metering, exhaust gas recirculation (EGR), and a three‑way catalytic converter, enabling Euro 5 compliance across its production run.
One documented concern is premature wear of the exhaust camshaft lobe in early production units, highlighted in PSA Service Bulletin 1307B. This issue stems from marginal surface hardening during manufacturing. From 2013, PSA implemented revised camshaft metallurgy and updated tappet materials to resolve the defect.
All production years (2010–2021) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/8912).
The Peugeot EB2 is a 1,199 cc inline‑three naturally aspirated petrol engine engineered for city cars (2010–2021). It combines sequential multi‑point fuel injection with a compact DOHC valvetrain to deliver smooth low‑speed response and frugal fuel use. Designed to meet Euro 5 emissions standards, it balances urban agility with serviceability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,199 cc | |
| Fuel type | Petrol (Unleaded) | |
| Configuration | Inline‑3, DOHC, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 75.0 mm × 75.5 mm | |
| Power output | 60 kW (82 PS) @ 5,750 rpm | |
| Torque | 118 Nm @ 2,750 rpm | |
| Fuel system | Sequential multi‑point injection (Bosch ME7.4.6) | |
| Emissions standard | Euro 5 | |
| Compression ratio | 11.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven camshafts | |
| Oil type | PSA 971‑B2 (SAE 5W‑30) | |
| Dry weight | 88 kg |
The DOHC valvetrain provides improved high‑rpm breathing and smoother idle but requires strict 60,000 km timing belt replacement intervals to prevent catastrophic valve/piston contact. PSA 971‑B2 (5W‑30) oil is critical due to its anti-wear additives protecting the cam/tappet interface. Early engines (2010–2012) are prone to cam lobe wear—inspect during belt service. Use only EN 228-compliant unleaded petrol to avoid catalytic converter damage. Exhaust gas recirculation is fitted, requiring periodic cleaning to maintain emissions compliance and prevent rough idle.
Oil Specs: Requires PSA 971‑B2 (5W‑30) specification (PSA SIB 1307B). Equivalent to ACEA A3/B4.
Emissions: Euro 5 certification applies to all EB2 engines (2010–2021) (VCA Type Approval #VCA/EMS/8912). No Euro 6 variants exist.
Power Ratings: Measured under ISO 1585 standards. Output consistent across all applications (PSA TIS Doc. EB2‑A15).
PSA Technical Information System (TIS): Docs EB2‑A15, SIB 1307B
VCA Type Approval Database (VCA/EMS/8912)
ISO 1585 Road Vehicles – Engine Test Code
The Peugeot EB2 was used across PSA's A‑segment platforms with transverse mounting and co‑developed with Toyota for the B‑Zippy II project. This engine received platform-specific adaptations—revised engine mounts in the Peugeot 108 and modified accessory brackets in the Citroën C1—and from 2013 the camshaft metallurgy update, creating minor service part distinctions. Partnerships enabled Toyota Aygo to share the same powertrain. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front face of the cylinder block near the exhaust manifold (PSA TIS EB2‑A15). The 7th VIN digit indicates engine displacement ('2' for 1.2L). Pre-2013 EB2 engines have a smooth cam cover; post-2013 units feature a ribbed cover. Critical differentiation from EB2DT (turbo): EB2 lacks turbocharger, intercooler, and high-pressure fuel pump. Timing belt kits are not interchangeable with TU1 due to different camshaft sprocket geometry (PSA SIB 1307B).
The EB2's primary reliability risk is exhaust camshaft lobe wear in early builds, with elevated incidence in high‑mileage or infrequently serviced vehicles. PSA internal data from 2014 indicated cam wear in a notable share of pre‑2013 engines before 100,000 km, while UK DVSA MOT records show low failure rates overall due to the engine’s simplicity. Infrequent oil changes and extended service intervals increase cam/tappet stress, making oil quality and adherence to 15,000 km intervals critical.
Analysis derived from PSA technical bulletins (2010–2016) and UK DVSA failure statistics (2015–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 129-XZ5.
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