PSA HMR EB2FA — engine review
1.2 PureTech 83 HP (HMR EB2FA) – Experiences, issues, fuel consumption and the infamous “wet” belt
If you’re considering buying a newer city car from the PSA group (Citroën or Peugeot), there’s a good chance you’re looking at this exact engine. The HMR EB2FA is the naturally aspirated version of the 1.2 PureTech engine with 83 horsepower. Although on paper it looks like a simple and economical choice for city driving, it comes with a specific technical solution that demands iron discipline in maintenance – a timing belt that runs in oil.
Key points (TL;DR)
- Achilles’ heel: The “wet” timing belt (belt-in-oil) which can crumble and clog the oil pump strainer, leading to engine failure if not monitored.
- Intended use: Ideal for city driving (C3, 208), lively at low revs, but weak for motorway use.
- Costs: Overall maintenance is affordable because there is no dual-mass flywheel, turbo, or expensive injectors, but the timing belt service must be done more often than the factory interval suggests.
- Fuel consumption: Very economical, realistically around 6–7 liters in city driving.
- Recommendation: Buy only with a verifiable service history and check the condition of the belt immediately. Use only factory-approved oil.
Contents
- Technical specifications
- Reliability and maintenance (Belt issue)
- Specific parts and costs
- Fuel consumption and performance
- LPG and remapping
- Gearbox and drivetrain
- Buying used and conclusion
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:
- 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.
- 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).
- 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.
