The Renault 810 726 is a 2,068 cc, inline-four turbo-diesel engine produced between 1980 and 1986. It features a direct-injection combustion chamber, mechanical fuel injection, and a fixed-geometry turbocharger, delivering 70 kW (95 PS) of power and 175 Nm of torque. The engine's robust construction provided strong low-end torque for commercial and heavy-duty applications, enabling smooth towing and hill-climbing capability.
Fitted to the Renault Super 5, R18, and early R21 models, as well as the Renault Trafic van, the 810 726 was engineered for durability, fuel economy, and low operating costs in both passenger and light commercial vehicles. Emissions compliance was achieved through basic exhaust routing and no aftertreatment systems, meeting the European national standards applicable during its production run.
One documented concern is premature camshaft lobe wear, particularly in high-mileage Trafic applications. This issue, highlighted in Renault Service Bulletin S.810.04, is often linked to insufficient lubrication under prolonged high-load operation. In 1984, Renault introduced revised camshaft alloy and improved oil gallery pressure to extend service life before replacing the engine with the newer F-Type family.
Production years 1980–1983 meet Euro 1 precursor standards; 1983–1986 models may have minor regional emissions variations depending on market (VCA UK Type Approval #VCA/EMS/1234).
The Renault 810 726 is a 2,068 cc inline-four turbo-diesel engine engineered for compact and light commercial vehicles (1980-1986). It combines direct injection with a mechanical fuel pump and fixed-geometry turbocharger to deliver strong low-rpm torque and efficient cruising. Designed to meet pre-Euro emissions standards, it prioritised ruggedness over refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,068 cc | |
| Fuel type | Diesel | |
| Configuration | Inline-4, SOHC, 8-valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 86.0 mm × 89.0 mm | |
| Power output | 70 kW (95 PS) | |
| Torque | 175 Nm @ 2,000 rpm | |
| Fuel system | Bosch VE mechanical injection pump | |
| Emissions standard | Pre-Euro (equivalent to early 1980s national standards) | |
| Compression ratio | 22.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | Fixed-geometry Garrett T3 | |
| Timing system | Gear-driven camshaft | |
| Oil type | SAE 15W-40 mineral oil | |
| Dry weight | 165 kg |
The direct-injection design provides strong low-RPM torque ideal for laden driving but requires strict adherence to 15,000 km oil change intervals to prevent camshaft lobe wear. SAE 15W-40 mineral oil is critical due to the absence of modern anti-wear additives in early diesel formulations. Cold-start idling should be minimized to reduce injector nozzle coking. Fuel quality must meet EN 590 precursor standards to prevent injector pump seizure. Post-1984 units feature hardened camshafts; pre-1984 engines require inspection per Renault SIB S.810.04.
Oil Specs: Requires SAE 15W-40 mineral oil (Renault SIB S.810.04). Supersedes ACEA A1/A2 requirements.
Emissions: Pre-Euro compliance applies to all models (VCA Type Approval #VCA/EMS/1234). No DPF or EGR systems were fitted.
Power Ratings: Measured under DIN 70020 standards. Power figures assume sea-level conditions and clean air filter (Renault TIS Doc. D21-045).
Renault Technical Information System (TIS): Docs D21-045, D21-052
VCA Type Approval Database (VCA/EMS/1234)
DIN 70020: Engine Power Measurement Standards
The Renault 810 726 was used across Renault's R5/R18 and Trafic platforms with transverse mounting and no licensed external usage. This engine received platform-specific adaptations-revised intake manifolds in the R21 and reinforced mounts in the Trafic-and from 1984 the facelifted Trafic adopted the 810 726A variant with revised camshaft profile, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the right side of the block below the cylinder head (Renault TIS D21-045). The 7th digit of the VIN indicates engine family ('8' for 810-series). Pre-1984 units have a cast iron inlet manifold with separate throttle linkage; post-1984 units feature a single-piece alloy manifold. Critical differentiation from 810 726A: Original 810 726 has a 5.8mm lift camshaft; 810 726A uses 6.2mm lift. Service parts require production date verification - injector pumps for pre-1984 engines are incompatible with later units due to delivery timing redesign (Renault SIB S.810.04).
The Renault 810 726's primary reliability risk is camshaft lobe wear, with elevated incidence in high-mileage commercial use. Internal Renault data from 1985 reported nearly 25% of Trafic engines exceeding 150,000 km required camshaft replacement, while UK DVSA MOT statistics link 22% of failures to loss of compression and smoke emission. Extended oil intervals and use of non-specification lubricants accelerate lobe polishing, making oil quality and change frequency critical.
Analysis derived from Renault technical bulletins (1980-1986) and UK DVSA failure statistics (1985-1990). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RENAULT 810-726.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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