Renault Captur & Clio – E-tech
▶ The E-tech is a series-parallel hybrid drive system that combines the familiar Renault/dacia/nissan 1.6-litre four-cylinder engine with a gearless dog-clutch transmission. The car moves from a standstill using the primary electric motor. Under overrun conditions (ie. car moving, accelerator released), this electric motor acts as a generator to recharge the battery. The driver can toggle the gear lever between D (Drive) and B (Brake), to vary the regeneration level. A second, smaller electric motor (again, fitted within the gearbox) is used only when ‘Sport’ mode is selected for maximum acceleration. Renault has protected the E-tech with 150 patients. feature, incidentally, employs oil pressure to activate a valve rocker to interrupt the physical connection between the camshaft and cylinder No.1’s valves at speeds up to 4500rpm. To counter unpleasant vibrations from penetrating the cabin, especially when the engine functions in twin-cylinder mode, Ford revised the dual mass flywheel and added a vibration-damping clutch friction plate.
All Fox engines have iron blocks and aluminium cylinder-heads. A notable feature is the low-friction Belt-in-oil (BIO) timing belt system, which runs within the engine, used initially in Ford’s earlier 1.8-litre ‘Lynx’ diesel engine from 2008. Yet, BIO has been used by other manufacturers. The least powerful Fox, the indirect/port-injected 1.1-litre TI-VCT, is available in either 70 or 85PS power outputs, both of which boast variable valve timing on their overhead camshafts.
The turbocharged 1.0-litre (998cc) direct-injected Fox engine produces 100, 125, or 140PS. Unlike the larger capacity, but less powerful indirect-injection sister engine, this version employs two cooling circuits with two thermostats. This 998cc unit also forms the basis of a mild-hybrid option, inherited from the Ford Puma crossover. There is nothing particularly technically novel about this application, either, which employs a 48volt integrated starter-alternator on its front-end auxiliary belt drive. The lowest output version produces the same 125PS as the mid-spec 1.0-litre unit but realises 50% more torque at low engine speeds. Yet, as the benefit is a paltry 5% increase in fuel efficiency, one has to wonder whether it is worth the effort – perhaps it is at today’s pump prices?
A new DCT – a missed opportunity?
CM readers may be pleased to learn that the troublesome Powershift Dual Clutch Transmission (DCT) has been ditched and replaced by a seven-speed 7DCT300 for the hybrid version, which denoted seven forward ratios and a 300Nm torque limit. This unit is also far from new, but at least it is proven, having seen service not just in BMW MINIS since 2017 but also European-specification Renault Espaces from two years prior.
The new unit (for which Ford retains the old Powershift nomenclature) ditches dry clutches for the more durable internal wet clutches. Unfortunately, this means that the transmission fluid, which must comply with Ford specification WSSM2C218-A1, should be renewed every 56,000 miles, or six years. Diyers will be relieved to learn that the procedure appears to be relatively straightforward, with Ford providing conventional fill and level plugs on the transmission casing.
The fluid is pressurised not by an engine crankshaft-driven pump, as per the old Powershift, but by the 12-volt electrical system. Clearly, this is ideal for the mild-hybrid application, so the system does not lose pressure, when the engine crankshaft is stationary.
Despite the mild-hybrid option, the Fiesta remains unremarkable technically. The lack of a tax-saving high-voltage hybrid, which can be driven on electric power alone, must hurt sales. Interestingly, Magna PT, the company that produces the DCT transmission for Ford, makes another version that houses a high-voltage electric motor, within a casing that appears virtually identical. This makes us theorise that a highvoltage hybrid Fiesta is viable. When we put this to Ford, the company would not confirm whether such a model is planned. Perhaps this is a wasted opportunity?
Ford Fiesta prices range(d) from £16,640 to £27,075, with the Mild Hybrid DCT version costing £21,565, when introduced in March 2021. It is unclear when (or if) UK orders will resume.