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!91–101 PS
1.0L TCe Benzin
5 weaknesses
Good Choice61–116 PS
1.5L dCi Diesel
5 weaknesses
Stay Away!Generations
Engine Overview
The Renault Captur 2 is available with 6 engine variants — from 61 to 163 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 130,000 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 - !! Injectors Sensitive to Fuel Quality from 120,000 km
K9K injectors are very sensitive to fuel quality. Poor-quality diesel or clogged fuel filters lead to rough running, increased consumption and expensive injector replacement.
Symptoms: Engine hesitation, power loss, increased fuel consumption, black smoke
+ 2 more engine weaknesses + vehicle weaknesses
New-generation three-cylinder turbo — reports so far show far fewer issues than the H5F predecessor. Oil changes every 10,000 km using approved oils are a prerequisite; do not shut the turbo down immediately after hard driving.
- !! Turbo Bearing Wear from Oil Starvation from 100,000 km
Turbo bearing damage on the H5H-1.0 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. - !! Wastegate Wear from 100,000 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 - !! Thermostat and Cooling Circuit: Overheating Risk from 80,000 km
The 1.0 TCe H5H can overheat if the thermostat fails or cooling channels become blocked. Thermal management is critical in this small three-cylinder turbo, and a cooling system failure can lead to consequential damage.
Symptoms: Temperature reading rises above normal range; coolant loss; engine enters thermal protection in traffic jams.
+ 2 more engine weaknesses + vehicle weaknesses
LPG variant of the 1.0 TCe with factory-fitted gas system; technically identical to the petrol version. Service both gas system and petrol engine at fixed intervals. For used examples, check condition of gas system, filter change history and leaks at lines.
- !! LPG Injector Wear from 80,000 km
LPG engines have increased intake port wear due to the drier burning of liquefied gas and are prone to faster valve seat recession. The H5H 1.0 with factory LPG requires more frequent valve checks.
Symptoms: Power loss in LPG mode, rough running on gas, compression drop - !! Wastegate Wear (Same as H5H-1.0) from 90,000 km
Identical to the H5H 1.0 TCe: the wastegate mechanism on the small turbo engine wears prematurely. LPG operation places additional stress on the turbine through higher exhaust temperatures.
Symptoms: Power loss, whistling noises, no boost pressure build-up - !! LPG Pressure Regulator (LI18) Failure from 60,000 km
The LPG gas pressure regulator LI18 on the factory LPG system of the H5H can fail, triggering fault code DTC 229322 LPG pressure too high. Repair costs around €300–600. Known from Dacia Sandero/Logan ECO-G.
Symptoms: Engine warning light; vehicle automatically switches to petrol mode; fault code P229322 on OBD scan.
+ 2 more engine weaknesses + vehicle weaknesses
1.3-litre turbo developed with Daimler with significantly improved reliability compared to the 1.2 TCe. Direct injection promotes intake valve carbon build-up, ignition coils and spark plugs fail earlier than expected. Regular spark plug inspection from 60,000 km is advisable.
- !! Timing Chain Early Wear from 70,000 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 90,000 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 - !! Direct Injection: Intake Port Carbon Build-Up from 70,000 km
As a direct injector without port injection, no fuel washes the intake valves. Carbon deposits on the intake manifold and valves are possible after 60,000–80,000 km.
Symptoms: Power loss, rough engine running, increased fuel consumption
+ 1 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.
- !! Electric Motor Fault from 60,000 km
Electric motor faults are known in the Clio E-Tech Hybrid (H4M-FHEV), causing warning messages and power loss. Repairs were handled by Renault dealers, often with noticeable improvement.
Symptoms: Warning 'electric motor fault', power loss, increased consumption, no EV mode - !! Hybrid Battery Capacity Loss from 100,000 km
The 1.2 kWh hybrid battery in the Clio E-Tech loses capacity over time, reducing the EV share in everyday driving. Individual cell failures in older examples are known from forums.
Symptoms: Shorter EV phases, more frequent combustion engine engagement, reduced EV effect - !! Gearbox Oil Seal Leak (Motor-Gearbox Interface) from 40,000 km
Oil leaks from a faulty seal at the interface between the E-Tech motor and gearbox. The gearbox must be removed — known in the Captur E-Tech from around 10,000 km. Can recur at higher mileage.
Symptoms: Oil patch under the vehicle at the front gearbox face; low oil level without visible external leak; unusual gearbox noises.
+ 2 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 60,000 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 - !! Air Conditioning: Insufficient Refrigerant from Factory
Early Captur PHEVs were filled with insufficient refrigerant from the factory, causing the AC compressor to rattle. Repair involves refrigerant top-up and compressor replacement.
Symptoms: Loud rattling from the AC compressor, poor air conditioning cooling performance
+ 3 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 37 weaknesses have been documented for the Renault Captur 2 (2019–2024) — 30 engine-related and 7 vehicle-related. One problem engine: K9K (1.5L dCi). Typical issues affect Suspension, Gearbox, Electronics, Other. Considered reliable: H5H-1.0 (1.0L TCe), H5H-1.0-LPG (1.0L TCe LPG).
Captur (K9K, 2019–2024) — Stay Away!: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Injectors Sensitive to Fuel Quality. Power: 95 PS.
Captur (K9K, 2019–2024) — Stay Away!: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Injectors Sensitive to Fuel Quality. Power: 110–116 PS.
Captur (H5H-1.3, 2019–2022) — Be Careful: Timing Chain Early Wear, Wastegate Failure After 80,000+ km, Direct Injection: Intake Port Carbon Build-Up. Power: 131 PS.
Captur (H5H-1.3, 2020–2024) — Be Careful: Timing Chain Early Wear, Wastegate Failure After 80,000+ km, Direct Injection: Intake Port Carbon Build-Up. Power: 140 PS.
Captur (H4M-FHEV, 2020–2024) — Be Careful: Electric Motor Fault, Hybrid Battery Capacity Loss, Gearbox Oil Seal Leak (Motor-Gearbox Interface). 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, Air Conditioning: Insufficient Refrigerant from Factory. 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