The Renault R290 is a permanent — magnet synchronous electric motor used in Renault’s zero‑emission vehicles from 2012 to 2023. It delivers 60–68 kW (81–92 PS) of continuous power and peak outputs up to 80 kW (109 PS), with maximum torque of 220–225 Nm available instantly from 0 rpm. The motor integrates a single — stage reduction gearbox and is liquid‑cooled for consistent performance under urban and highway conditions.
Fitted to models such as the Zoe (Q210/Q220), Kangoo…
All production years (2012–2023) meet EU Regulation (EC) No 715/2007 zero tailpipe emissions requirements .
The Renault R290 is a 60–80 kW permanent-magnet synchronous electric motor engineered for compact EVs (2012–2023). It combines liquid cooling with a single-speed reduction gearbox to deliver instant torque and quiet urban driving. Designed for zero tailpipe emissions, it supports EU CO₂ fleet compliance and qualifies for low-emission zone access.
| Parameter | Value | Source |
|---|---|---|
Motor type | Permanent-magnet synchronous | |
Continuous power | 60–68 kW (81–92 PS) | |
Peak power | 80 kW (109 PS) | |
Torque | 220–225 Nm (available from 0 rpm) | |
Cooling system | Liquid-cooled (integrated circuit with power electronics) | |
Gearbox | Single-stage reduction (fixed ratio) | |
Voltage system | Nominal 360 V DC (traction battery) | |
Inverter | IGBT-based, integrated with motor housing | |
Emissions standard | Zero tailpipe (EU Regulation 715/2007) | |
Weight (motor + gearbox) | 73 kg | |
Efficiency | Up to 94% (WLTP urban cycle) | |
Mounting | Transverse, front-wheel drive | |
Coolant type | Renault Type D (blue, ethylene glycol-based) | |
IP rating | IP67 (dust-tight and immersion-resistant) | |
Regenerative braking | Up to 0.2g deceleration, selectable levels |
The Renault R290 was used across Renault's Q210/KC/C06 EV platforms with transverse front-wheel-drive mounting and no external licensing. This motor received platform-specific adaptations—revised gearbox ratios in the Zoe Q220 and updated inverter firmware in the Kangoo Z.E. Phase 2—and from 2016 the Zoe R240 variant retained the R290 hardware with battery upgrades, creating minor software interchange limits. All adaptations are documented in OEM technical bulletins.
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The R290 is generally robust with no moving parts beyond the gearbox, but early units (2012–2015) have known inverter capacitor issues under heavy fast-charging use. Post-2016 revisions significantly improved durability. With proper coolant maintenance and sensible charging habits, many motors exceed 200,000 km without major intervention.
Top issues include inverter capacitor degradation (pre-2016), 12V auxiliary battery failure, coolant leaks at inverter junctions, and gearbox whine. These are well-documented in Renault Technical Note 84 51 03 00 P and TIS service procedures. The inverter issue is the most critical for early Zoe and Kangoo Z.E. owners.
The R290 powered the Zoe (2012–2019, including R210/R240 variants), Kangoo Z.E. (2013–2021), and Twingo Z.E. (2020–2023). It was not used in Megane E-Tech or later Zoe models (which use R110/R135). No cross-manufacturer licensing occurred; this motor was exclusive to Renault Group EVs.
No. The R290’s power output is hardware-limited by inverter and motor design. Software remapping is not supported by Renault, and increasing current risks inverter or magnet demagnetization. Some third parties offer 'performance boxes,' but these void warranty and accelerate component wear.
In a Zoe R240 (41 kWh battery), expect 200–250 km (125–155 miles) in mixed conditions. Kangoo Z.E. achieves 180–220 km due to higher weight and aerodynamic drag. Range is highly dependent on temperature, driving style, and battery age—not motor efficiency, which remains consistent.
No. The R290 uses a sealed-for-life reduction gearbox with no serviceable oil. However, the liquid cooling circuit for the inverter and motor requires Renault Type D coolant replacement every 8 years or 160,000 km to maintain thermal performance.
Not applicable. Electric motors have no pistons, valves, or timing systems. Mechanical failure modes are limited to bearing wear or gear damage, which are rare. The primary concerns are electronic (inverter) and thermal (coolant) in nature.
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