The Dacia K7M 700 is a 1,598 cc, inline-four, naturally aspirated petrol engine produced between 1998 and 2013. It was developed by Renault and used across Dacia's revitalized lineup, offering simplicity and ease of maintenance. Featuring a cast-iron block, aluminium head, and multi-point fuel injection (MPi), it delivered 59 kW (80 PS) with 134 Nm of torque, making it suitable for light-duty urban and rural applications.
Fitted to core models such as the Logan, Sandero, and Dokker, the K7M 700 was engineered for affordability, durability, and ease of repair in emerging markets. Its driving character prioritizes fuel economy and mechanical resilience over performance. Emissions compliance was achieved through a three-way catalytic converter and oxygen sensor feedback, enabling Euro 3 compliance for early models and Euro 4 for post-2006 variants.
One documented reliability concern is premature camshaft wear, particularly in units subjected to extended oil change intervals. This issue, referenced in Renault Service Information Bulletin 2048-T, is attributed to marginal lubrication in high-load zones of the cam lobes. Renault issued revised camshaft material specifications in 2005, improving durability in later production runs.
Production years 1998–2005 meet Euro 3 standards; 2006–2013 models comply with Euro 4 (VCA UK Type Approval #VCA/EMS/5678).
The Dacia K7M 700 is a 1,598 cc inline-four petrol engine engineered for entry-level passenger vehicles (1998–2013). It combines multi-point fuel injection with a simple SOHC valvetrain to deliver reliable everyday performance. Designed to meet Euro 3 and Euro 4 emissions standards, it balances low running costs with mechanical robustness.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,598 cc | |
| Fuel type | Petrol (Unleaded, 95 RON) | |
| Configuration | Inline-4, SOHC, 8-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 78.0 mm × 83.5 mm | |
| Power output | 59 kW (80 PS) @ 5,500 rpm | |
| Torque | 134 Nm @ 3,000 rpm | |
| Fuel system | Multi-point fuel injection (MPi) | |
| Emissions standard | Euro 3 (pre-2006); Euro 4 (2006–2013) | |
| Compression ratio | 9.7:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Not applicable | |
| Timing system | Timing belt (interval: 120,000 km) | |
| Oil type | SAE 10W-40 (ACEA A3/B3) | |
| Dry weight | 118 kg |
The naturally aspirated design provides predictable low-end response ideal for city driving but requires strict adherence to 120,000 km timing belt replacement intervals to prevent catastrophic engine damage. SAE 10W-40 mineral or semi-synthetic oil meeting ACEA A3/B3 is recommended to ensure adequate camshaft lubrication under load. Extended oil changes increase risk of cam lobe pitting, especially in hot climates. Fuel quality is critical—low-octane petrol can cause knocking and long-term damage. Post-2005 engines feature improved camshaft hardening; pre-2005 units should be inspected for wear during major service. Catalytic converters require lead-free fuel and proper mixture control to avoid clogging.
Oil Specs: Requires ACEA A3/B3 specification (Renault SIB 2048-T). Compatible with mineral or semi-synthetic oils.
Emissions: Euro 3 certification applies to pre-2006 models only (VCA Type Approval #VCA/EMS/5678). Euro 4 applies to 2006–2013 models.
Power Ratings: Measured under ISO 1585 standards. Output consistent across all markets (Renault Group PT-2018).
Renault Technical Information System (TIS): Docs B13570, B14205, SIB 2048-T
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585: Road vehicles — Test method for the measurement of fuel consumption
The Dacia K7M 700 was used across Dacia's Logan/Sandero platforms with longitudinal mounting and shared architecture with Renault models. This engine received platform-specific adaptations-shortened intake manifolds in the Logan and revised exhaust routing in the Dokker-and from 2006 the facelifted Logan Phase II adopted Euro 4-compliant calibration, creating interchange limits. Partnerships allowed Renault to use the same engine in the Clio II and Symbol in select markets. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped horizontally on the front face of the cylinder block, near the transmission bellhousing (Renault TIS B13780). The 8th VIN digit indicates engine type ('L' for K7M series). Pre-2006 models have a green valve cover with a rubber gasket; post-2006 units use a black valve cover with integrated breather. Critical differentiation from K7J: K7M 700 has a distributorless ignition system with coil-on-plug, while K7J uses a distributor. Service parts require model-year verification—timing belts for pre-2005 engines are not compatible with post-2006 Euro 4 variants due to tensioner redesign (Renault SIB 2048-T).
The K7M 700's primary reliability risk is camshaft wear on pre-2005 units, with elevated incidence in high-temperature regions. Internal Renault quality reports from 2007 indicated a notable share of engines requiring camshaft replacement before 150,000 km, while VCA field data links a significant portion of emissions-related failures to oxygen sensor degradation in older units. Infrequent servicing and low-octane fuel increase wear and knock risk, making maintenance and fuel quality adherence critical.
Analysis derived from Renault technical bulletins (2000-2010) and UK DVSA failure statistics (2010-2020). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about DACIA K7M700.
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