The Renault E — Tech Hybrid is a multi — mode full hybrid powertrain combining a 1,598 cc inline‑four petrol engine with two electric motors and a dedicated multi — mode clutchless gearbox. Produced from 2020 onward, it features a high — efficiency Atkinson — cycle combustion engine, regenerative braking, and a 1.2 kWh lithium — ion high — voltage battery. Total system output is 103 kW (140 PS), with pure — electric range up to 2 km and CO₂ emissions as low as 100 g/km under WLTP.
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All production years 2020–2025 meet Euro 6d FULL standards .
The Renault E-Tech Hybrid is a 1,598 cc inline‑four Atkinson-cycle petrol engine integrated with dual electric motors and a clutchless multi-mode gearbox, engineered for compact hatchbacks and SUVs (2020–2025). It combines regenerative braking, electric-only launch, and petrol-electric synergy to deliver urban efficiency and smooth transitions. Designed to meet Euro 6d FULL emissions standards, it balances zero-emission capability with conventional drivability.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol (EN 228) | |
Configuration | Inline‑4, DOHC, 16‑valve, Atkinson cycle | |
Aspiration | Naturally aspirated | |
Bore × stroke | 78.0 mm × 83.6 mm | |
Power output (combined) | 103 kW (140 PS) | |
Torque (combined) | 225 Nm (electric + petrol synergy) | |
Fuel system | Direct injection (Bosch HDEV6) | |
Emissions standard | Euro 6d FULL | |
Compression ratio | 12.0:1 | |
Cooling system | Water‑cooled (dual circuit: engine + power electronics) | |
Electric system | 2 electric motors (15 kW + 36 kW), 1.2 kWh Li-ion HV battery (200 V) | |
Transmission | Multi-mode clutchless gearbox (dedicated hybrid) | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight (powertrain) | 128 kg (engine only); 185 kg (full hybrid unit) |
The Renault E-Tech Hybrid was used across Renault's CMF-B platform with transverse mounting and no external licensing. This powertrain received platform-specific adaptations—reinforced subframe mounts in the Captur and modified HV battery placement in the Arkana—and from mid-2022 the Clio facelift adopted updated battery management software and cooling ducts, creating minor calibration interchange limits. All adaptations are documented in OEM technical bulletins.
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The E-Tech Hybrid offers excellent urban efficiency and smooth operation, but early units (2020–mid-2022) had HV battery cell imbalance concerns. Post-mid-2022 revisions improved thermal management. With regular 20,000 km servicing using RN1720 oil and occasional longer drives to enable full regenerative cycles, it can be dependable beyond 150,000 km.
Top issues include HV battery cell imbalance, multi-mode gearbox actuator faults, 12V auxiliary battery drain, and EGR cooler leaks. These are documented in Renault SIB 77 15 02 and internal field reports. Battery software updates and driving pattern awareness are key mitigating factors.
The E-Tech Hybrid powers the Renault Clio (2020–2025), Captur (2020–2025), and Arkana (2021–2025), all as the E-Tech Hybrid 140 variant. It is exclusive to Renault’s CMF-B platform and not licensed to other manufacturers.
No. The system is tightly integrated, and ECU remapping is not supported by Renault. Power output is capped by electric motor and battery thermal limits. Modifications risk hybrid system fault codes and void warranty. Efficiency gains are best achieved through driving style, not tuning.
Official WLTP combined is ~4.5 L/100km (~63 mpg UK). Real-world mixed driving yields 4.8–5.5 L/100km (51–59 mpg UK). Urban efficiency can reach 3.8 L/100km (74 mpg UK) due to EV mode, while highway driving may use 5.8–6.2 L/100km (46–49 mpg UK).
Yes. The petrol engine component is an interference design. However, timing chain durability is excellent due to low-RPM Atkinson operation and reduced load. Chain failure is extremely rare under normal use.
Renault specifies RN1720 (ACEA C5) 0W-20 synthetic oil. This low-SAPS formulation protects the GPF and ensures compatibility with the hybrid’s frequent start-stop cycles. Never use non-C5 oils, as they increase particulate filter clogging risk.
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