The Renault H4B 401 is a 898 cc, inline‑three turbo‑petrol engine produced between 2012 and 2018. It features an aluminium alloy block and head, with a double overhead camshaft (DOHC) and four valves per cylinder. This engine uses direct fuel injection and a small turbocharger to deliver surprising performance from its compact displacement.
Fitted primarily to the Renault Clio IV (B/C195) and Twingo III (C13), the H4B 401 was engineered for urban agility and efficiency w…
Production years 2012–2018 meet Euro 5 emissions standards across all markets (EU Regulation (EC) No 715/2007 - Historical Context).
The Renault H4B 401 is a 898 cc inline‑three turbo‑petrol engineered for city and supermini applications (2012-2018). It combines direct fuel injection with a small turbocharger to deliver strong low‑rpm torque and brisk acceleration. Designed to meet Euro 5 emissions standards, it balances spirited performance with impressive fuel economy.
| Parameter | Value | Source |
|---|---|---|
Displacement | 898 cc | |
Fuel type | Petrol | |
Configuration | Inline‑3, DOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 72.2 mm × 73.1 mm | |
Power output | 66–80 kW (90–109 PS) | |
Torque | 135–160 Nm @ 1,500–4,000 rpm | |
Fuel system | Direct injection (Bosch) | |
Emissions standard | Euro 5 | |
Compression ratio | 10.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single turbocharger (Honeywell) | |
Timing system | Belt-driven camshafts | |
Oil type | Renault RN0700 / ACEA C3 (SAE 5W‑30) | |
Dry weight | 95 kg |
The Renault H4B 401 was used across Renault's B/C195 and C13 platforms with transverse mounting. This engine received platform-specific adaptations-primarily different engine mounts and intake manifolds for the Clio IV and Twingo III. All adaptations are documented in OEM technical bulletins.
The H4B 401's primary reliability risk is carbon buildup on the intake valves, a common trait of direct injection engines. Renault workshop data indicates this can lead to misfires and reduced performance if not addressed. Extended oil change intervals and poor fuel quality make adherence to the specified 5W-30 oil and periodic intake cleaning critical. Secondary risk is timing belt failure if neglected beyond its 120,000 km service interval.
Analysis derived from Renault technical bulletins (2012-2018) and historical workshop data. Repair procedures should follow manufacturer guidelines.
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The H4B 401 is fundamentally a robust and well-designed engine. Its long-term reliability is heavily dependent on adhering to the 120,000 km timing belt replacement schedule and managing intake valve carbon buildup with periodic cleaning. With proper maintenance, it can be very reliable and easily exceed 150,000 km.
The most frequent issues are carbon buildup on the intake valves, timing belt failure if neglected, turbocharger wastegate sticking, and high-pressure fuel pump failure. These are well-documented in Renault's service literature for the C195 and C13 platforms.
The H4B 401 was primarily used in the Renault Clio IV (2012-2018) and Twingo III (2014-2018). It was fitted to the TCe 90 and TCe 110 variants across these models, offering a fun and efficient driving experience.
Yes, the H4B 401 responds well to tuning. A simple ECU remap can safely increase power to 130-140 PS and torque to 200 Nm. More extensive modifications like a larger intercooler can yield further gains. The engine's internals are robust enough to handle these power levels reliably for street use.
Fuel economy is excellent for its performance. Expect around 5.5 L/100km (51 mpg UK) in combined driving for a Renault Clio TCe 90. Real-world figures vary with driving style, but it is known for its strong performance and impressive frugality.
Yes. The H4B 401 is an interference engine. If the timing belt fails, the pistons will collide with the open valves, causing severe internal damage and requiring a major engine rebuild or replacement.
Renault specifies a Renault RN0700 / ACEA C3 compliant SAE 5W-30 oil for the H4B 401. This low-SAPS oil is crucial for protecting the catalytic converter and turbocharger. Using incorrect oil can lead to premature wear and emissions system failure.
Comprehensive technical documentation and regulatory references
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