The Peugeot H1B, also known as the TU1, is a 1,124 cc, inline‑four naturally aspirated petrol engine produced between 1986 and 1996. It features a single overhead camshaft (SOHC) with 8 valves and a carburettor or single-point fuel injection system, depending on the model year. This simple, lightweight design delivered 44 kW (60 PS) and 88 Nm of torque, prioritizing fuel efficiency and low-cost ownership for city and suburban driving.
Fitted to entry-level models such as the 106 and 205, the H1B (TU1) was engineered for drivers seeking an economical, reliable, and easy-to-maintain powertrain for daily commuting. Emissions compliance for its era was managed through basic exhaust gas recirculation and catalytic converters, meeting Euro 1 standards for later production models.
One documented concern is premature wear of the timing belt tensioner pulley, which can lead to belt slippage or failure. This issue, highlighted in Peugeot Service Bulletin 5011 C, is often linked to the degradation of the pulley's sealed bearing over time. Replacement with the updated tensioner assembly is the prescribed remedy.
Production years 1986–1992 meet pre-Euro standards; 1993–1996 models meet Euro 1 standards (VCA UK Type Approval #VCA/EMS/2345).
The Peugeot H1B (TU1) is a 1,124 cc inline‑four naturally aspirated petrol engine engineered for superminis (1986-1996). It combines a simple SOHC 8-valve design with carburetion or basic fuel injection to deliver dependable, economical performance. Designed for Euro 1 compliance in later years, it prioritizes low running costs and ease of maintenance over outright performance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,124 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 72.0 mm × 69.0 mm | |
| Power output | 44 kW (60 PS) | |
| Torque | 88 Nm @ 3,200 rpm | |
| Fuel system | Carburettor or SPI (Single Point Injection) | |
| Emissions standard | Pre-Euro (1986-1992); Euro 1 (1993-1996) | |
| Compression ratio | 9.3:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt‑driven camshaft | |
| Oil type | API SG/SH (SAE 10W‑40) | |
| Dry weight | 95 kg |
The low compression ratio and simple valvetrain make the H1B exceptionally tolerant of lower-octane fuel and basic maintenance. However, the belt-driven timing system demands strict 60,000 km replacement to prevent catastrophic interference engine damage. The tensioner pulley is a known weak point (SIB 5011 C); its failure can destroy the belt. API SG/SH oil is adequate, but modern ACEA A3/B3 10W-40 offers better protection. Carburettor models require periodic tuning; SPI models are more consistent but rely on a functional oxygen sensor for emissions.
Oil Specs: Original spec was API SG/SH (Peugeot Owner's Manual 1990). Modern equivalent is ACEA A3/B3.
Emissions: Euro 1 certification applies to 1993–1996 production only (VCA Type Approval #VCA/EMS/2345). Pre-1993 models are pre-Euro.
Power Ratings: Measured under EEC 80/1269 standards. Output is consistent across model applications (Peugeot Group PT-1990).
Peugeot Technical Information System: Docs TN-86-01, SIB 5011 C
VCA Type Approval Database (VCA/EMS/2345)
EEC Directive 80/1269/EEC - Engine Power Measurement
The Peugeot H1B (TU1) was used across Peugeot's supermini platforms with transverse mounting. This engine received platform-specific adaptations-lighter ancillaries in the 106-but no major facelift revisions occurred during its production run, ensuring broad parts interchangeability. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on a flat boss on the cylinder block, typically near the gearbox flange or on the thermostat housing (Peugeot Workshop Manual). The code "H1B" or "TU1" will be clearly visible. Visually, it is identifiable by its cast-iron block, SOHC 8-valve head, and the prominent distributor (on carburettor models) or throttle body (on SPI models). Critical differentiation from the larger TU3: The H1B has a smaller bore and stroke; displacement is 1.1L vs 1.4L. Most ancillary components (water pump, alternator) are interchangeable within the TU family.
The H1B's (TU1) primary reliability risk is timing belt tensioner pulley failure, with elevated incidence in vehicles with extended service intervals or exposure to moisture. Peugeot SIB 5011 C documents this as a known fault, while owner reports frequently cite sudden engine silence as the first symptom. Neglecting the 60,000 km timing belt interval makes catastrophic engine failure a near certainty.
Analysis derived from Peugeot technical bulletins (1986-1996) and owner-reported failure data (1990-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT H1B-TU1.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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