Renault Captur 2
Weaknesses, engine ratings and buying advice
The Renault Captur II (2019–present) rides on the CMF-B platform shared with the Clio V — which means proven underpinnings, good crash safety (5-star Euro NCAP), and a parts bin that overlaps heavily with Renault’s best-selling supermini. IMPORTANT: this is NOT the Captur I (2013–2019) with its catastrophic 1.2 TCe H5F timing chain disaster. The Captur II uses entirely different engines and is a fundamentally more reliable car.
Engine hierarchy is clear. The TCe 130 1.3L turbo petrol (96 kW) with the 6-speed manual is the best all-round pick. This is the H5H engine co-developed with Mercedes (also used as M282 in the A-Class) — it has earned a reputation for durability that the old H5F never came close to. Oil changes every 15,000 km (not Renault’s 30,000 km recommendation) keep the timing chain and turbo happy. The thermostat housing can crack on early builds, causing coolant loss — check the coolant level and look for white residue around the thermostat area. Repair: $200–550.
The E-Tech Hybrid 145 (full hybrid, 105 kW system output) is the fuel economy champion — real-world 4.5–5.5 L/100 km in mixed driving, genuinely impressive for a B-segment crossover. The hybrid system uses a 1.6L naturally aspirated petrol engine with two electric motors and a clutchless dog-box transmission. It works smoothly once warmed up but can be jerky at very low speeds from cold. No plug-in charging needed. Long-term data is still accumulating, but the platform’s hybrid architecture (shared with Clio E-Tech) shows no systematic failures after three years on market.
Avoid the EDC dual-clutch automatic (7-speed, Getrag dry clutch) on the TCe versions. Same fundamental unit as the Clio IV EDC — jerky in stop-and-go traffic, clutch wear in urban use, and gearbox oil changes every 60,000 km are mandatory despite Renault claiming lifetime fill. Clutch replacement: $900–1,500. Full gearbox rebuild: $3,000–4,500. The 6-speed manual eliminates this entire risk profile.
The headline weak point is the Easy Link infotainment system. Multiple owners report complete system failures after OTA (over-the-air) updates — the screen goes black, navigation disappears, and the system requires a dealer-level reflash. Bluetooth drops, CarPlay disconnects, and the system occasionally reboots while driving. Renault has pushed several software patches but the problem persists on some units. Not a safety issue, but deeply annoying in daily use.
Other items: front brake discs wear faster than segment average (TÜV flags this consistently). Rear wiper motor failures documented. Paint quality on white and grey is thin — stone chips appear early. The sliding rear bench is a genuinely useful feature that no competitor offers.
Test-drive checklist: Easy Link infotainment: pair your phone via Bluetooth and CarPlay, start navigation, check screen responsiveness. EDC (if fitted): pull away on a hill — any judder or hesitation? Coolant level check (thermostat housing). Brake pedal feel: spongy = worn discs. Rear wiper: does it work in both directions?
2026 market: TCe 100 from $13,000–16,500. TCe 130 manual $15,500–21,000. E-Tech Hybrid 145 $18,500–26,500. Intens and R.S. Line trims command $1,500–3,000 premium over base Zen/Experience. Insider pick: TCe 130 manual or E-Tech Hybrid 145, 2021+ — the manual TCe sidesteps the EDC gearbox risk entirely, and the E-Tech Hybrid offers genuine fuel savings without plug-in complexity. Either way, test the infotainment thoroughly before signing.
158 PS
Captur · Benzin
PHEV Surprise
Fun to Drive!131–140 PS
1.3L TCe Benzin
5 weaknesses
Good ChoiceGenerations
Engine Overview
The Renault Captur 2 is available with 10 engine variants — from 90 to 158 hp.
Renault's most-produced diesel with over 20 years of production history — with exemplary maintenance (oil every 10,000 km, fuel filter every 8,000–10,000 km) over 300,000 km is achievable. Biggest weakness: connecting rod bearings spin from around 100,000–150,000 km, especially with extended oil change intervals. Common-rail injectors (Delphi) and EGR valve are further service items.
- !! Connecting Rod Bearing Wear from 150,000 km
The K9K connecting rod bearings are design-sensitive. With overly long oil change intervals or incorrect oil the bearing shells spin from around 100,000–150,000 km, resulting in total engine failure.
Symptoms: Knocking engine noise, oil pressure warning light, sudden engine stop - !! High-Pressure Pump (Delphi) Failure from 90,000 km
The Delphi high-pressure pump shows weaknesses from around 80,000 km. Metal wear from the pump contaminates the fuel circuit and damages the injectors and common rail — with consequential damage included.
Symptoms: Starting difficulties, sudden engine stall, 'injection fault' message - !! Timing belt failure — engine destruction from 120,000 km
The 1.5 dCi is an interference belt engine. With an overdue change interval or faulty fitting the belt snaps, valves and pistons collide — total loss. Early failures well before the scheduled interval are documented.
Symptoms: Sudden engine stall without warning, refusal to start, metallic noises shortly before failure
+ 5 more engine weaknesses + vehicle weaknesses
Renault's most-produced diesel with over 20 years of production history — with exemplary maintenance (oil every 10,000 km, fuel filter every 8,000–10,000 km) over 300,000 km is achievable. Biggest weakness: connecting rod bearings spin from around 100,000–150,000 km, especially with extended oil change intervals. Common-rail injectors (Delphi) and EGR valve are further service items.
- !! Connecting Rod Bearing Wear from 150,000 km
The K9K connecting rod bearings are design-sensitive. With overly long oil change intervals or incorrect oil the bearing shells spin from around 100,000–150,000 km, resulting in total engine failure.
Symptoms: Knocking engine noise, oil pressure warning light, sudden engine stop - !! High-Pressure Pump (Delphi) Failure from 90,000 km
The Delphi high-pressure pump shows weaknesses from around 80,000 km. Metal wear from the pump contaminates the fuel circuit and damages the injectors and common rail — with consequential damage included.
Symptoms: Starting difficulties, sudden engine stall, 'injection fault' message - !! Timing belt failure — engine destruction from 120,000 km
The 1.5 dCi is an interference belt engine. With an overdue change interval or faulty fitting the belt snaps, valves and pistons collide — total loss. Early failures well before the scheduled interval are documented.
Symptoms: Sudden engine stall without warning, refusal to start, metallic noises shortly before failure
+ 5 more engine weaknesses + vehicle weaknesses
A newer-generation three-cylinder turbo with timing chain — noticeably less troublesome than the H5F predecessor, but not without weaknesses. The wastegate linkage develops heat-induced play and rattles on cold start (revised by factory bulletin), the timing chain stretches with neglected oil changes, and the valve clearance must be set manually as there are no hydraulic lifters. Oil changes every 10,000 km with approved oil are essential; do not shut the turbo down immediately after hard running.
- !! Turbo Bearing Wear from Oil Starvation from 100,000 km
Turbo bearing damage on the H4Dt arises from contaminated oil after excessively long change intervals. Switching the engine off immediately after high load without a cool-down period causes premature turbo bearing wear.
Symptoms: Whistling or grinding noise from the turbo area; blue smoke; power loss at high revs. - !! Timing chain wear from 80,000 km
The timing chain of the 1.0 TCe three-cylinder stretches, encouraged by overly long oil change intervals. Early cases appear at low mileage. If it jumps, valve damage follows and replacement is labour-intensive.
Symptoms: Metallic rattle on cold start, especially while cranking around 1,400–1,800 rpm - !! Wastegate Wear from 50,000 km
The small three-cylinder turbo H5H 1.0 TCe shows wastegate mechanism wear at higher mileages, leading to irregular boost build-up and power loss.
Symptoms: Power loss, irregular acceleration, whistling from the turbo area
+ 6 more engine weaknesses + vehicle weaknesses
An LPG variant of the 1.0 TCe with a factory-fitted gas system; mechanically identical to the petrol engine, including timing chain and manual valve clearance. On gas the spark plugs wear noticeably faster and the LPG pressure regulator is an extra wear item. Service the gas system and petrol engine at fixed intervals, oil change every 10,000 km. On used cars check the condition of the gas system, the filter-change history and leaks at the tank valve and lines.
- !! Turbo Bearing Wear from Oil Starvation from 100,000 km
Turbo bearing damage on the H4Dt arises from contaminated oil after excessively long change intervals. Switching the engine off immediately after high load without a cool-down period causes premature turbo bearing wear.
Symptoms: Whistling or grinding noise from the turbo area; blue smoke; power loss at high revs. - !! Timing chain wear from 80,000 km
The timing chain of the 1.0 TCe three-cylinder stretches, encouraged by overly long oil change intervals. Early cases appear at low mileage. If it jumps, valve damage follows and replacement is labour-intensive.
Symptoms: Metallic rattle on cold start, especially while cranking around 1,400–1,800 rpm - !! Wastegate Wear from 50,000 km
The small three-cylinder turbo H5H 1.0 TCe shows wastegate mechanism wear at higher mileages, leading to irregular boost build-up and power loss.
Symptoms: Power loss, irregular acceleration, whistling from the turbo area
+ 10 more engine weaknesses + vehicle weaknesses
A 1.3-litre turbo developed with Daimler, with a timing chain and clearly improved reliability over the 1.2 TCe. Weak points are the wastegate linkage of early years (before the mid-2020 factory revision), the leaking thermostat housing and the intake-valve coking typical of direct injection. Ignition coils and spark plugs fail earlier than expected — a check from 60,000 km is sensible. With good oil care a solid, everyday-capable engine.
- !! Timing Chain Early Wear from 120,000 km
The H5H 1.3 TCe also shows initial timing chain rattling in 2019 models after 50,000–70,000 km. Chain tensioners in particular wear prematurely and must be replaced.
Symptoms: Rattling on cold start, clattering on load changes, camshaft control fault code - !! Wastegate Failure After 80,000+ km from 60,000 km
The wastegate valve of the H5H 1.3 TCe turbocharger wears after 80,000–100,000 km, causing power loss and increased oil consumption.
Symptoms: Power loss, no boost build-up, whistling from the turbo area - !! Thermostat housing leak from 70,000 km
The thermostat housing and its seals start to leak and coolant is lost without a visible external leak. Ignored, it risks overheating. The fault pattern and the part are known from the identical Mercedes engine.
Symptoms: Coolant loss without visible leak, overheating warning, fault code P0128
+ 2 more engine weaknesses + vehicle weaknesses
Renault's full hybrid system combines a simple, robust 1.6-litre naturally aspirated engine with two electric motors and a 1.2 kWh battery — the combustion engine without direct injection is constructively solid. Early build years show a known shaft seal issue between gearbox and electric motor that causes oil leaks. Overall an economical and reliable drivetrain with correct servicing.
- !! Recall 0ET1: Electric Motor Primary Shaft O-Ring from 30,000 km
Recall 0ET1: An O-ring on the primary shaft of the electric motor inside the DB1 multimode gearbox fails, allowing gearbox oil to contaminate the e-motor. In mild cases only the temperature sensor is damaged (€300–500); in severe cases the e-motor windings are destroyed (up to €8,000). 155,825 vehicles built April 2019 – September 2022 affected. Renault replaces the original O-ring with a reinforced X-ring.
Symptoms: Gearbox overheating warning, power limitation, 'electric motor fault' warning, internal oil loss without visible external leak - !! Electric Motor Failure from Oil Contamination from 50,000 km
When the O-ring on the electric motor's primary shaft fails (recall 0ET1), gearbox oil enters the integrated e-motor and destroys its windings. On vehicles built 2019–2022, damage can occur without warning. Repair costs outside warranty: €3,000–8,000. Vehicles built after September 2022 have the X-ring fix from the factory.
Symptoms: Warning 'electric motor fault', limp-mode speed limitation, vehicle stranded, gears cannot be engaged - !! O-Ring Failure: Gearbox Oil Contaminates E-Motor (Recall 0ET1) from 35,000 km
The O-ring on the electric motor's primary shaft inside the DB1 multimode gearbox is poorly manufactured and allows gearbox oil to enter the e-motor internally. The gearbox remains externally dry. Recall 0ET1 covers 155,825 vehicles (Apr. 2019 – Sept. 2022). Early detection means a free seal replacement; advanced oil damage means a destroyed e-motor, costing up to €8,000.
Symptoms: Gearbox overheating warning, low gearbox fluid level without visible external leak, e-motor temperature fault codes
+ 6 more engine weaknesses + vehicle weaknesses
Plug-in hybrid variant with larger battery and higher electric range (up to around 65 km WLTP) based on the same 1.6-litre naturally aspirated engine. High-voltage batteries require charging cycles to maintain capacity; on vehicles that have rarely been charged, the battery can degrade prematurely. Note the shaft seal issue as per the full hybrid.
- !! Gearbox Oil Leak Between Gearbox and Electric Motor from 50,000 km
In the Megane IV E-Tech PHEV gearbox oil escapes through a faulty oil seal between the gearbox and electric motor, contaminating the wiring harness. In extreme cases the gearbox, electric motor and wiring harness are all destroyed (repair costs over €20,000). Renault has issued an OTS measure.
Symptoms: Oil leaking under the vehicle, limp mode restrictions (first 85, then 45 km/h), warning messages in the instrument cluster - !! Gearbox Judder and Jolt Under Braking from 40,000 km
The multi-speed hybrid gearbox in the Captur E-Tech PHEV exhibits known judder during hard braking from speed (downshifting from 2nd to 1st). Renault was initially uninformed; software updates help partially.
Symptoms: Hard gear change under braking, judder at partial throttle, gearbox warning - !! Software Bugs and Unexpected Combustion Engine Intervention from 10,000 km
The Captur PHEV system switches to combustion engine mode unwantedly in cool temperatures (below 15°C), contrary to the vehicle logic. Known software fault resolved via ACTIS update.
Symptoms: Combustion engine starts at low speeds, EV range shorter than expected
+ 5 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Suspension Already Flagged at First MOT TÜV reports show that the Captur II's suspension and handbrake are flagged above average frequency from the second MOT onwards. Suspension remains a critical weak point. Symptoms: TÜV suspension defects, knocking, handbrake does not hold from 60,000 km | Medium |
Test Reports
AUTO BILD TÜV-Report
The second generation achieves noticeably better MOT results than its predecessor. Lighting systems are above the class average. Suspension defects still occur but with reduced frequency.
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Known Problems and Issues +
A total of 60 weaknesses have been documented for the Renault Captur 2 (2019–2024) — 52 engine-related and 8 vehicle-related. Typical issues affect Suspension, Gearbox, Electronics, Other. Considered reliable: H5H-1.3 (1.3L TCe).
Captur (K9K, 2019–2024) — Be Careful: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Timing belt failure — engine destruction. Power: 95 PS.
Captur (K9K, 2019–2024) — Be Careful: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Timing belt failure — engine destruction. Power: 110–116 PS.
Captur (H4Dt, 2019–2024) — Be Careful: Turbo Bearing Wear from Oil Starvation, Timing chain wear, Wastegate Wear. Power: 101 PS.
Captur (H4Dt, 2020–2024) — Be Careful: Turbo Bearing Wear from Oil Starvation, Timing chain wear, Wastegate Wear. Power: 91 PS.
Captur (H4Dt-LPG, 2020–2024) — Be Careful: Turbo Bearing Wear from Oil Starvation, Timing chain wear, Wastegate Wear. Power: 101 PS.
Captur (H4M-FHEV, 2020–2024) — Be Careful: Recall 0ET1: Electric Motor Primary Shaft O-Ring, Electric Motor Failure from Oil Contamination, O-Ring Failure: Gearbox Oil Contaminates E-Motor (Recall 0ET1). Power: 92–94 PS.
Captur (H4M-PHEV, 2020–2022) — Be Careful: Gearbox Oil Leak Between Gearbox and Electric Motor, Gearbox Judder and Jolt Under Braking, Software Bugs and Unexpected Combustion Engine Intervention. Power: 92–94 PS.
What to watch out for with the Renault Captur? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee