HMR EB2FA Engine

Technical specifications

Engine code	HMR (EB2FA)
Displacement	1199 cc (3 cylinders)
Power	61 kW / 83 HP
Torque	118 Nm
Induction type	Naturally aspirated
Injection	Indirect (MPI)
Fuel	Petrol

Reliability and maintenance

Timing belt or chain?

This engine uses a timing belt running in oil (Wet Belt / Belt-in-Oil). This is the single most important technical point in this whole text. The engineers’ idea was to reduce friction and noise, but in practice the belt material degrades (starts to flake and crumble) under the influence of old oil, fuel contamination in the oil, and high temperatures. Rubber particles fall into the sump and clog the oil pump strainer. This leads to a drop in oil pressure and potential engine seizure.

Most common failures and symptoms

Apart from the belt issue, here’s what else tends to cause problems:

• Oil pump strainer: A direct consequence of the belt crumbling. The symptom is the oil pressure warning light coming on (“Oil Pressure Low”). If this light comes on, switch the engine off immediately and tow the car.
• Oil consumption: May occur due to worn piston rings if the engine has been run with poor lubrication, or due to hardened valve stem seals.
• Catalytic converter: On engines that burn oil, the catalytic converter can fail prematurely.
• Vibrations: Like any three-cylinder, it has an inherent imbalance, but the engine mounts are relatively durable. If vibrations become strong at idle, check the mounts.

Major service – When to do it?

The manufacturer initially specified optimistic intervals of 10 years or 175,000 km, then later reduced them. From an experienced editor’s point of view, the advice is: Do the major service (replace belt, tensioner and water pump) at a maximum of 80,000 km or 5–6 years (whichever comes first). At every oil service, the belt width must be visually checked through the oil filler opening (there is a special tool for measuring the width – if the belt has swollen, it must be replaced).

Oil: Quantity and grade

The engine takes approximately 3.25 to 3.5 liters of oil. Due to the specific belt design, it is crucial to use ONLY oil with the PSA specification (usually 0W-20 or 0W-30, standard PSA B71 2010 or newer – check the exact spec in the vehicle manual). Using the wrong, “thicker” or cheap oil drastically accelerates belt degradation.

Oil consumption

Modern engines tolerate a certain level of oil consumption. Up to 0.3–0.4 liters per 1,000 km is often considered “technically acceptable” by factory standards, but in practice a healthy engine should not need topping up between services (at 10–15 thousand km). If it uses a liter per 2,000 km, the engine is ready for an overhaul (rings).

Spark plugs

Since this is a petrol engine, spark plugs are replaced regularly. The recommended interval is every 30,000 to 40,000 km. Worn spark plugs can overload the coil packs (pencil-type coils) and cause them to overheat and fail.

Specific parts (Costs)

Dual-mass flywheel

Good news: This engine DOES NOT have a dual-mass flywheel. It uses a classic, solid flywheel which is practically lifetime. This significantly reduces clutch replacement costs compared to more powerful diesels.

Injection system

Unlike the turbo versions (110/130 HP) which have direct injection, this 83 HP naturally aspirated version most often uses indirect (MPI) injection into the intake manifold. This is great because there are no issues with carbon build-up on the intake valves, and the injectors themselves are cheaper and more robust.

Turbocharger

The engine is naturally aspirated (NA – Naturally Aspirated), so it DOES NOT have a turbocharger. That’s one (expensive) worry less. No intercooler, no variable-geometry issues, no oil leaks from the turbo.

EGR, DPF and GPF

This petrol engine does not have a DPF (that’s for diesels). However, newer variants (from around 2018/2019 onwards, Euro 6d standard) often have a GPF (Gasoline Particulate Filter). Still, on naturally aspirated petrol engines, exhaust gas temperatures are high enough for the GPF to regenerate passively without issues, so clogging is not as common as on diesels.

AdBlue

No, this engine does not use AdBlue fluid. That is reserved for modern diesel engines (BlueHDi).

Fuel consumption and performance

Real-world city consumption

This is the natural habitat of the 1.2 PureTech 83. In stop-and-go city traffic, real-world consumption ranges between 5.8 and 7.2 l/100 km, depending on how heavy your right foot is and how bad the traffic is. It is very efficient as long as you don’t push it hard.

Is the engine “lazy”?

With 83 HP and 118 Nm, the engine is no athlete, but it is perfectly adequate for a Citroën C3 or Peugeot 208 in city use. The three-cylinder likes to rev and feels livelier than the numbers suggest up to about 60 km/h. However, if you load the car with 4 passengers and turn on the AC, you will feel the lack of power on uphill sections – you’ll have to downshift and “wring it out”.

Behaviour on the motorway

The motorway is not its natural environment. At 130 km/h the engine spins at quite high revs (often over 3,500 or close to 4,000 rpm, depending on the gearbox). This means more noise in the cabin and fuel consumption rising to around 7–8 liters. Overtaking at those speeds requires patience and a run-up.

Additional options and modifications

LPG conversion

Since this 83 HP version most often has indirect injection, it is suitable for LPG installation, and the system is significantly cheaper than on engines with direct injection. However, be careful: running on LPG raises combustion temperatures, and given the sensitivity of the “wet” belt to the chemical composition of the oil (which degrades faster at higher temperatures), you must halve the oil change interval (to 7–8 thousand km).

Remapping (Stage 1)

It makes no sense at all. On naturally aspirated, non-turbo engines, a remap yields a negligible 3 to 5 HP. You won’t feel the difference, and you’ll just waste money. It’s better to invest that money in quality tyres or a full major service.

Gearbox

Types of gearboxes

The HMR EB2FA engine is most commonly paired with a 5-speed manual gearbox. A robotised version can be found more rarely, while a conventional automatic (EAT6/EAT8) is usually reserved for the more powerful turbo versions.

Gearbox issues

PSA manual gearboxes are known for sometimes feeling a bit “rubbery” with a long gear lever throw, but mechanically they are very reliable. There are no frequent systemic failures. If the gearbox grinds when engaging reverse, this is often a characteristic (no reverse gear synchro), not a fault – wait a couple of seconds before engaging.

Clutch replacement cost

Since there is no dual-mass flywheel, replacing the clutch kit (pressure plate, disc, release bearing) falls into the category of affordable repairs (not expensive). The price depends on the market, but it is significantly lower than on diesels.

Gearbox service

Although manufacturers often claim that the oil in a manual gearbox is “lifetime”, it is recommended to change it every 80,000 to 100,000 km. It’s a small expense (about 2 liters of oil, usually 75W-80), and it significantly extends the life of the synchros and bearings.

Buying used and conclusion

When buying a C3 or 208 with this engine, the first step is not to look at the bodywork, but to open the oil filler cap. What to check:

1. Visual inspection of the belt: Through the oil filler opening, use a flashlight to look at the back of the timing belt. If you see cracks, flaking, or the belt looks swollen – that’s a red flag.
2. Engine sound: The engine should have the characteristic three-cylinder sound, but you should not hear metallic chain rattling (even though it has a belt, the camshafts are linked by a chain inside the head which can be heard if stretched, although this is rarer at lower mileage).
3. Warning lights: If you see a fault history related to “Oil Pressure”, be extremely cautious.

Conclusion

The 1.2 PureTech 83 HP (HMR) engine is a double-edged sword. On the one hand, it is a simple, light and economical engine that is perfect for city traffic, without expensive components such as a turbo or dual-mass flywheel. On the other hand, it requires meticulous maintenance because of the “wet” belt.

Should you buy it? YES, if you are looking for a city car (from around MY 2020 onwards) and are prepared to do a major service and clean the sump straight away so you can have peace of mind. NO, if you plan to do long motorway trips or are not disciplined with oil changes.