Renault Clio 4 — Problems & Common Faults
Weaknesses, engine ratings and buying advice
The Clio IV (2012–2019) is France's best-selling compact car and in Poland one of the most traded used cars in the EUR 5,000–12,000 bracket. The decisive buying criterion is written on the oil cap: which engine. There is one that makes the car a bargain — and one that makes it a write-off.
The write-off engine: the 1.2 TCe H5FT (120 hp, Valladolid production) — built from October 2012 to May 2016 and fitted to the Clio, Mégane, Captur and Dacia Duster. Thermal overload on cylinders 2 and 3 leads to coking of the piston rings, and oil gets pumped into the combustion chamber. The timing chain is underdimensioned and stretches. Problems are possible from 50,000 km, piston ring damage is common at 80,000–120,000 km. An engine swap costs EUR 2,500–5,000. Stay away, unless an engine rebuild is documented without gaps.
The good engines: the 0.9 TCe H4B (90 hp) — a robust three-cylinder turbo with a timing chain that lasts indefinitely with oil changes every 10,000–15,000 km (rather than at the manufacturer's interval). With good servicing, 200,000+ km without trouble. The 1.5 dCi K9K (75/90/110 hp) — the most solid drivetrain for high-mileage drivers, a proven Renault long-distance diesel, known to run 300,000+ km. Timing belt change every 150,000 km. Delphi injectors become a risk from 200,000 km (the high-pressure pump disintegrates internally, the debris contaminates the system, EUR 2,000–4,000). The 1.2 16V (65/73 hp) — naturally aspirated, very reliable, but weak.
The second drama: the EDC dual-clutch gearbox (from Getrag, an automated manual) — a clutch without oil cooling, like the VW DQ200. Heavily stressed in city traffic: judder when pulling away, the engine revving past 3,500 rpm before a gear change, and a limp-home programme when it gets hot. On the RS with EDC: a hole in the gearbox casing documented at 40,000 km, a new gearbox EUR 3,525+. Change the gearbox oil every 60,000–70,000 km (despite the "no change needed" claim). A new clutch EUR 800–1,500, a gearbox replacement EUR 2,500–4,000. City car → manual gearbox.
The suspension is the most common reason for failing the TÜV: ball joints and control arms, springs, dampers from 80,000 km (EUR 200–600 per axle). The R-Link infotainment freezes and the GPS plays up — considerably better from the 2016 facelift on (R-Link 2).
Clio RS (1.6 turbo, 200/220 hp): only with EDC, Brembo brakes as standard (Trophy), Torsen limited-slip differential. Spare parts are expensive and hard to get outside France. Uncompromisingly hard for everyday use, 8–11 litres.
Test drive: EDC judder when pulling away, knocking/rattling on a cold start (timing chain, H4B or H5FT), oil level on the 1.2 TCe (below minimum = piston rings), suspension at low speed for squeaking.
Market in 2026: 2014–2015 0.9 TCe EUR 5,000–8,000 (PLN 22,000–34,000). Facelift 2016–2018 0.9 TCe EUR 7,000–11,000. 1.5 dCi EUR 7,500–12,000. RS EUR 10,000–18,000. Insider pick: 0.9 TCe H4B with the manual gearbox from the 2016 facelift on — no EDC risk, no H5FT drama; shorter oil intervals are worth checking as a sign of quality care.
220 PS
Clio RS Trophy · Benzin
Trophy Sharpness
Fun to Drive!65–72 PS
1.0L SCe Benzin
8 weaknesses
Good Choice118–120 PS
1.2L TCe Benzin
8 weaknesses
Stay Away!Body Variants
The Renault Clio 4 is available as Hatchback and Grandtour — choose your body type for specific insurance data:
Generations
Engine Overview
The Renault Clio 4 is available with 7 engine variants — from 70 to 220 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
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
Three-cylinder turbo with timing chain, developed in cooperation with Nissan — fundamentally solid construction, but oil quality is critical: with neglected oil changes the chain can start rattling from around 150,000 km. Increased oil consumption is known in a number of examples; short oil change intervals of 10,000 km recommended.
- !! Wastegate actuator / turbo failure from 20,000 km
The small turbo wastegate develops play or the actuator fails, often at low mileage. The result is a cold-start rattle and limp mode with power loss. Early cars before the 2018 factory revision are more affected.
Symptoms: Rattle from the turbo on cold start, sudden power loss, limp mode, turbo fault code - !! Camshaft Actuator Solenoid Failed from 80,000 km
The camshaft actuator solenoid on the H4B fails at higher mileages and causes misfires and fault codes. Known in the Twingo as a cold-start problem.
Symptoms: Rough running, misfires on cold start, camshaft control fault code - !! Timing chain wear from 80,000 km
The timing chain stretches at high mileage, especially with long oil change intervals. A cold-start rattle means the chain kit is due. Less acute than on the 1.2 TCe, but present.
Symptoms: Rattle on cold start, metallic noise on lift-off around 1,500–1,700 rpm
+ 3 more engine weaknesses + vehicle weaknesses
Three-cylinder turbo with timing chain, developed in cooperation with Nissan — fundamentally solid construction, but oil quality is critical: with neglected oil changes the chain can start rattling from around 150,000 km. Increased oil consumption is known in a number of examples; short oil change intervals of 10,000 km recommended.
- !! Wastegate actuator / turbo failure from 20,000 km
The small turbo wastegate develops play or the actuator fails, often at low mileage. The result is a cold-start rattle and limp mode with power loss. Early cars before the 2018 factory revision are more affected.
Symptoms: Rattle from the turbo on cold start, sudden power loss, limp mode, turbo fault code - !! Camshaft Actuator Solenoid Failed from 80,000 km
The camshaft actuator solenoid on the H4B fails at higher mileages and causes misfires and fault codes. Known in the Twingo as a cold-start problem.
Symptoms: Rough running, misfires on cold start, camshaft control fault code - !! Timing chain wear from 80,000 km
The timing chain stretches at high mileage, especially with long oil change intervals. A cold-start rattle means the chain kit is due. Less acute than on the 1.2 TCe, but present.
Symptoms: Rattle on cold start, metallic noise on lift-off around 1,500–1,700 rpm
+ 3 more engine weaknesses + vehicle weaknesses
Newer generation small engine with timing chain instead of belt; keep a close eye on cooling, as overheating tendency is known. Adequately robust for urban use, timing chain wear observed from around 100,000 km. Regular oil changes are especially important with this small engine.
- !! Timing Chain: Premature Wear from 120,000 km
On some H4D engines the timing chain needs replacing as early as 100,000 km. Poor lubrication from infrequent oil changes significantly accelerates chain tensioner wear.
Symptoms: Rattling or clattering on cold start that subsides after warm-up; engine warning light for chain tensioner fault. - !! Oil Ring Seizure at High Mileage from 120,000 km
After around 100,000 km the oil control rings in the H4D can seize, leading to increased oil consumption and blue smoke. The cause is typically burnt oil from extended change intervals.
Symptoms: Blue smoke from the exhaust, measurably rising oil consumption (over 0.5 L/1,000 km), combustion residues in the engine oil. - !! Valve clearance adjustment required from 100,000 km
The 1.0 SCe has no hydraulic lifters; the valve clearance must be adjusted manually about every 100,000 km. If missed, rattling, power loss and eventually valve damage follow.
Symptoms: Light rattle on cold start, rough idle, slightly higher consumption
+ 5 more engine weaknesses + vehicle weaknesses
Smoother-running 16-valve successor to the D7F, but skipping valve clearance checks every 60,000 km invites trouble. Belt snap equals bent valves — no exceptions on timing belt intervals. Past 100,000 km, expect rising oil consumption and the occasional ignition coil failure.
- !! Timing Belt Failure = Bent Valves from 90,000 km
The D4F is an interference engine with a timing belt. If the belt snaps, valves bend immediately. Especially the 16V variant is affected — the belt change is involved and crankshaft impulse must be precisely secured.
Symptoms: Sudden engine stop without warning, will not restart - !! Crankshaft Bearing Damage from Condensation from 120,000 km
In predominantly short-trip use with extended oil change intervals, condensation water accumulates in the oil. The resulting loss of lubrication film can lead to premature crankshaft bearing wear.
Symptoms: Knocking from engine, loss of oil pressure, engine damage - !! Valve Clearance Adjustment Required from 100,000 km
The D4F requires regular valve clearance inspection and adjustment, which is often neglected by workshops. Insufficient clearance causes harsh running and accelerated wear on cams and rocker arms.
Symptoms: Ticking from valvetrain, rough idle, misfires
+ 5 more engine weaknesses + vehicle weaknesses
Widely used 1.2 TCe four-cylinder with a structural problem: the oil pump intermittently under-supplies the timing chain tensioner, leading to chain rattle, camshaft adjuster wear and increased oil consumption. Consumption over 1 l/1,000 km is not uncommon. Always check oil consumption before purchase and listen for chain noise.
- !! Timing Chain Stretches Prematurely from 60,000 km
The most well-known H5F problem: the timing chain stretches significantly — especially with short-trip use or missed oil changes — potentially causing rattling and engine damage from 70,000–100,000 km. Oil dilution from short trips accelerates wear.
Symptoms: Rattling on cold start, clattering on load changes, camshaft control fault code, engine damage - !! High Oil Consumption from 40,000 km
The H5F consumes increasing amounts of oil over its service life, often through worn piston rings or leaking valve stem seals. Values of 0.5–1.5 litres per 1,000 km are documented.
Symptoms: Oil level visibly drops between changes, blue smoke on acceleration - !! Turbocharger Failure from 100,000 km
The H5F turbocharger suffers from oil supply problems, worsened by oil dilution from short trips and extended change intervals. Turbo damage is expensive.
Symptoms: Whistling from the turbo, blue smoke, power loss, no boost build-up
+ 5 more engine weaknesses + vehicle weaknesses
1.6-litre turbo with timing chain — mechanically fundamentally solid, but the EDC dual-clutch gearbox (Phase 1) is considered a weak point and shows jerky behaviour in urban traffic. The engine itself tolerates high mileages with diligent maintenance; the timing chain lasts well with correct oil. Short oil change intervals are recommended for spirited use, along with a careful look at the turbo and charge-air routing. Test the gearbox behaviour thoroughly in stop-and-go before buying.
- !! EDC Dual-Clutch Gearbox Judder from 80,000 km
The EDC dual-clutch gearbox in the Kadjar and Scenic IV with M5M tends to judder on pull-away and develop shift issues, especially at low-rev partial throttle. Regular gearbox oil changes every 50,000 km are essential.
Symptoms: Judder on pull-away, delayed gear changes, gearbox warning - !! Timing chain stretch from 130,000 km
The timing chain stretches at high mileage, especially with frequent cold starts and neglected oil changes. A rattle on cold start means the chain kit is due. Note: the high-pressure pump sounds similar.
Symptoms: Rattle on cold start that fades once warm, metallic noises on load change - !! Intake Port Carbon Build-Up (Direct Injection) from 80,000 km
As a direct injector without port injection the M5M 1.6 TCe builds up carbon deposits on the intake valves over time. Power loss can occur after 60,000–80,000 km.
Symptoms: Power loss, hesitation at part throttle, increased fuel consumption
+ 3 more engine weaknesses + vehicle weaknesses
1.6-litre turbo with timing chain — mechanically fundamentally solid, but the EDC dual-clutch gearbox (Phase 1) is considered a weak point and shows jerky behaviour in urban traffic. The engine itself tolerates high mileages with diligent maintenance; the timing chain lasts well with correct oil. Short oil change intervals are recommended for spirited use, along with a careful look at the turbo and charge-air routing. Test the gearbox behaviour thoroughly in stop-and-go before buying.
- !! EDC Dual-Clutch Gearbox Judder from 80,000 km
The EDC dual-clutch gearbox in the Kadjar and Scenic IV with M5M tends to judder on pull-away and develop shift issues, especially at low-rev partial throttle. Regular gearbox oil changes every 50,000 km are essential.
Symptoms: Judder on pull-away, delayed gear changes, gearbox warning - !! Timing chain stretch from 130,000 km
The timing chain stretches at high mileage, especially with frequent cold starts and neglected oil changes. A rattle on cold start means the chain kit is due. Note: the high-pressure pump sounds similar.
Symptoms: Rattle on cold start that fades once warm, metallic noises on load change - !! Intake Port Carbon Build-Up (Direct Injection) from 80,000 km
As a direct injector without port injection the M5M 1.6 TCe builds up carbon deposits on the intake valves over time. Power loss can occur after 60,000–80,000 km.
Symptoms: Power loss, hesitation at part throttle, increased fuel consumption
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Subframe bolts come loose Bolts on the front subframe can work loose over time and lead to driving instability. A recall affected several production years. MOT inspections often reveal this. Symptoms: Creaking or rattling noises from the front when braking or steering, unstable handling. from 80,000 km | Low | |
| Suspension springs and shock absorbers prone to failure Despite improvements over the predecessor, suspension components and springs are flagged above-average at MOT on the Clio IV. Sway bar links wear regularly. Symptoms: Knocking, MOT suspension defects, unstable road holding from 80,000 km | Low |
Test Reports
AUTO BILD TÜV-Report
The fourth generation fails predominantly due to suspension defects. Incorrectly aimed dipped headlights from the third MOT onwards are a primary fault, alongside brake lines and brake disc wear.
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Known Problems and Issues +
A total of 52 weaknesses have been documented for the Renault Clio 4 (2012–2019) — 44 engine-related and 8 vehicle-related. One problem engine: H5F (1.2L TCe). Typical issues affect Suspension, Interior, Brakes, Electronics. Considered reliable: H4D (1.0L SCe).
Clio (K9K, 2012–2019) — Be Careful: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Timing belt failure — engine destruction. Power: 75 PS.
Clio (K9K, 2012–2019) — Be Careful: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Timing belt failure — engine destruction. Power: 86–90 PS.
Clio (K9K, 2016–2019) — Be Careful: Connecting Rod Bearing Wear, High-Pressure Pump (Delphi) Failure, Timing belt failure — engine destruction. Power: 110–116 PS.
Clio (D4F, 2012–2016) — Be Careful: Timing Belt Failure = Bent Valves, Crankshaft Bearing Damage from Condensation, Valve Clearance Adjustment Required. Power: 73–75 PS.
Clio (H4B, 2012–2019) — Be Careful: Wastegate actuator / turbo failure, Camshaft Actuator Solenoid Failed, Timing chain wear. Power: 90 PS.
Clio (H5F, 2013–2018) — Stay Away!: Timing Chain Stretches Prematurely, High Oil Consumption, Turbocharger Failure. Power: 118–120 PS.
Clio (M5M, 2013–2019) — Be Careful: EDC Dual-Clutch Gearbox Judder, Timing chain stretch, Intake Port Carbon Build-Up (Direct Injection). Power: 200 PS.
Clio (M5M, 2016–2018) — Be Careful: EDC Dual-Clutch Gearbox Judder, Timing chain stretch, Intake Port Carbon Build-Up (Direct Injection). Power: 220 PS.
Clio (H4B, 2018–2019) — Be Careful: Wastegate actuator / turbo failure, Camshaft Actuator Solenoid Failed, Timing chain wear. Power: 76 PS.
What to watch out for with the Renault Clio? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Renault Clio 4 have? +
What should I look for when buying a used Renault Clio 4? +
Which engine is recommended? +
Which Renault Clio 4 engine is the most reliable? +
Which Renault Clio 4 engine is the most fun? +
Is the Renault Clio 4 worth buying used? +
What horsepower variants are available for the Renault Clio 4? +
Last updated: February 2026 · All information without guarantee