1.0 TCe / SCe engine: faults and reliability

• 1.0 SCe 65/75 (H4D, 2019-present)

  since 2019 · 65–75 hp · H4D

  Buy

  This is the variant with the fewest documented faults in the sources consulted: with no turbo it does not inherit the wastegate problems of the TCe block, and it is not offered with LPG. The owner reports analysed for this version (5 on the Clio V, 16 on the Sandero III) only describe minor issues not specific to the engine, such as cold starts or sensors.^[1][6]

• 1.0 TCe 90/100 (H4Dt, 2019-present)

  since 2019 · 90–100 hp · H4Dt

  With caution

  Turbo wastegate noise or vibration is the issue that recurs most in the sources consulted for this version, documented independently on the Clio V, the Captur II and the Sandero III. It is worth checking before buying, although only a minority of cases end in a turbo replacement.^[1][6]

• 1.0 TCe 110 (H4Dt, 2021-present)

  since 2021 · 110 hp · H4Dt

  With caution

  It shares the risk of turbo issues with the rest of the TCe family. Fiches-auto.fr also documents, on the Jogger, several cases of clutch and dual-mass flywheel replaced after only a few thousand kilometres; as these concern the transmission rather than the engine, they are not documented as a fault on this page, but they are worth bearing in mind.^[7]

• 1.0 ECO-G 100 (H4Dt + LPG, 2020-present)

  since 2020 · 100 hp · H4Dt

  With caution

  On top of the possible turbo issue, this version adds the complaints specific to the LPG system (switching, gas injection, level gauge) and a 2023 recall over a risk of leaks and fire from the tank on part of the production run. It is worth checking whether the car is affected and whether the work has already been done.^[1][2][7]

• 1.0 DIG-T / IG-T 100-117 (HR10DDT, Nissan, 2017-present)

  since 2017 · 100–117 hp · HR10DE, HR10DDT

  With caution

  The volume of owner reports analysed is small on both models and shows no predominant fault, apart from an isolated case of a failed high-pressure fuel pump on a Juke II at 18,000 km, which the source itself describes as not representative of a general trend.^[3]

Buy: No known serious faults, or they have already been corrected, in this version. With caution: Worth buying if something specific is verified: history, a replaced part or a completed campaign. Avoid: High risk of a serious fault that is hard to check for or prevent.

1. 1Critical severityOccasionalFrequency: OccasionalFuelLPG (ECO-G) system faults and tank recallThe ECO-G (LPG) version of the 1.0 TCe can show erratic switching between petrol and gas, gas injection faults or an inaccurate level gauge. In addition, Renault and Dacia recalled part of the 2023 production over a risk of leaks and fire from the tank.
2. 2Medium severityCommonFrequency: CommonTurboMetallic noise or vibration from the turbo wastegateThe 1.0 TCe/ECO-G can develop a metallic noise or vibration from the turbo wastegate valve, especially when cold. It is the fault that recurs most across several independent sources; in a minority of cases it ends in a turbo replacement.
3. 3Medium severityRareFrequency: RareInjectionFailed high-pressure fuel pump (isolated case)Fiches-auto.fr documents one case of a failed high-pressure fuel pump on a Nissan Juke II with the 1.0 DIG-T at 18,000 km, leaving the car immobilised. The source itself states that it sees no general trend.
4. 4Low severityRareFrequency: RareLubricationOil consumption (no documented pattern on this engine)Unlike some other small turbo engines, the sources consulted for the 1.0 TCe/SCe do not describe a pattern of excessive oil consumption on any of the cars or versions covered by this page.

Severity colours: low, medium, high, critical. How we rate them

Manufacturer

Renault-Nissan

Family

Familia «H» de la Alianza Renault-Nissan-Mitsubishi (la misma que el 0.9 TCe H4Bt, de menor cilindrada, con ficha propia en esta web); el 1.0 TCe/SCe (H4D/H4Dt) es la evolución de mayor cilindrada de tres cilindros dentro de la misma arquitectura de bloque.

Fuel

Petrol

Displacement

999 cm³

Cylinders

3

Fuel system

Turbo

Injection

Indirect injection

Timing

Chain

Power

65–117 hp

Peak torque

180 Nm

Production

since 2019

Makes

Renault, Dacia and Nissan

Technical data^[4][5]

1. since 2017

   1.0 DIG-T / IG-T 100-117 (HR10DDT, Nissan, 2017-present)

   Nissan calibration of the same block, with the internal codes HR10DE (naturally aspirated) and HR10DDT (turbo). On the Nissan Micra V (K14) it is sold as the "1.0 IG-T" (100 and 117 hp) and on the Juke II as the "1.0 DIG-T" (114-117 hp and 180 Nm of torque).^[3][5][9]

2. since 2019

   1.0 SCe 65/75 (H4D, 2019-present)

   Entry-level naturally aspirated version, with no turbo or intercooler, and indirect multipoint injection. According to Wikipedia (fr), measured real-world power is around 67-72 hp, slightly above the usual commercial figures of 65 and 75 hp.^[4]

3. since 2019

   1.0 TCe 90/100 (H4Dt, 2019-present)

   Adds a turbocharger with intercooler to the same 999 cc block, still with indirect injection, raising output to 90 or 100 hp depending on the calibration. It is the most widespread turbo engine in the range: it is fitted to the Renault Clio V, the Captur II and the Dacia Sandero III.^{[1][4][6][10]}

4. since 2020

   1.0 ECO-G 100 (H4Dt + LPG, 2020-present)

   Factory bi-fuel variant of the TCe block, with an additional LPG tank and electronic management to switch between petrol and gas. It is always offered with 100 hp: Renault fits it to the Captur II and Dacia to the Sandero III, the Logan III and the Jogger.^{[1][7][8][10]}

5. since 2021

   1.0 TCe 110 (H4Dt, 2021-present)

   Higher-output calibration (110 hp) of the same H4Dt block, introduced with the launch of the Dacia Jogger in 2021 as its only petrol engine without LPG.^[7][8]