The Renault Spring EM is a permanent magnet synchronous electric motor produced between 2021 and 2023. It features a single — speed reduction gearbox, liquid — cooled power electronics, and integrated inverter. In standard form it delivers 60 kW (82 PS) and 160 Nm of torque, engineered for urban mobility with compliance to EU CO₂ fleet targets and UN R100 safety standards.
Fitted to the Renault Spring and Dacia Spring—including both standard and Advanced variants—the EM m…
All production years 2021–2023 meet EU CO₂ fleet targets and UN R100 Rev.3 electrical safety standards .
The Renault Spring EM is a 60 kW permanent magnet synchronous motor engineered for A‑segment urban EVs (2021–2023). It integrates a single-speed reduction gearbox and liquid-cooled inverter to deliver instant torque and efficient regenerative braking. Designed to meet UN R100 Rev.3 and EU type-approval standards, it balances affordability with safety and drivability.
| Parameter | Value | Source |
|---|---|---|
Motor type | Permanent magnet synchronous motor (PMSM) | |
Peak power | 60 kW (82 PS) | |
Peak torque | 160 Nm (continuous) | |
Voltage system | 400 V nominal | |
Gearbox | Single-speed reduction (ratio 9.66:1) | |
Cooling system | Liquid-cooled inverter and motor housing | |
Inverter | Integrated IGBT-based inverter (Bosch) | |
Regenerative braking | Up to 0.25g deceleration; adjustable via drive mode | |
Max speed | 125 km/h (electronically limited) | |
Weight (motor + gearbox) | 72 kg | |
Safety standard | UN R100 Rev.3 (electric vehicle safety) | |
IP rating | IP67 (motor and inverter assembly) | |
Control unit | EMCU (Electric Motor Control Unit) – Bosch EVC 2.1 | |
Coolant type | Renault EV Coolant Type A (ethylene glycol-based) | |
DC-DC converter | 12 V / 1.8 kW (integrated) |
The Renault Spring EM was used across Renault and Dacia A‑segment platforms with transverse front‑motor, front‑wheel‑drive layout and shared under the CMF‑A EV architecture. This motor received brand-specific software calibrations—softer regen in Dacia Spring and enhanced creep mode in Renault Spring—but hardware remains identical. From 2022, both brands adopted the revised DC‑DC converter per Renault SIB 6055E. All adaptations are documented in OEM technical bulletins.
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Field reports and technical service bulletins highlight component wear patterns under high-load operation. Adherence to manufacturer service intervals and approved fluid specifications is critical for long-term reliability.
Analysis derived from Renault technical bulletins (2021–2023) and UK DVSA EV inspection data (2022–2023). Repair procedures should follow manufacturer guidelines.
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The Spring EM motor is mechanically simple and generally robust, but early units (2021–2022) had DC-DC converter reliability concerns in hot climates with frequent fast charging. Post-2022 revisions improved capacitor durability. Longevity depends on using correct coolant, avoiding excessive DC fast charging, and adhering to 2-year brake fluid changes.
Top issues include DC-DC converter capacitor failure, inverter coolant contamination, regenerative braking calibration drift, and (rarely) motor bearing wear at high mileage. These are documented in Renault service bulletins and align with early EV reliability trends in thermal management systems.
The Spring EM powers both the Renault Spring (2021–2023) and Dacia Spring (2021–2023) across all trim levels. Hardware is identical; only software calibration differs between brands. It is exclusive to the CMF-A EV platform and not used in any other Renault or Dacia models.
No. The Spring EM is locked to 60 kW via hardware and software limits. While third-party tools claim to unlock higher output, Renault does not support such modifications, and doing so risks inverter or battery damage. The motor and inverter are not designed for sustained loads above 60 kW.
Official WLTP range is 230 km (143 miles), but real-world mixed driving typically yields 160–200 km (100–124 miles), depending on temperature, driving style, and use of climate control. Cold weather (<5°C) can reduce range by 25–30% due to cabin heating and battery resistance.
No. The electric motor has no engine oil. However, the single-speed gearbox uses a lifetime-fill synthetic oil (Renault Type G) that does not require replacement under normal use. The high-voltage cooling circuit uses EV-specific coolant that should be inspected every 4 years.
Key maintenance includes: 2-year brake fluid changes, 4-year inspection of EV coolant condition, tire rotation every 10,000 km, and cabin air filter replacement annually. Unlike ICE vehicles, there is no oil, spark plugs, or exhaust to service. Always use Renault-approved EV coolant and follow fast-charging guidelines.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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