The Renault 841 725 is a 1,870 cc, inline‑four turbo‑diesel engine produced between 2001 and 2006. It features a common — rail direct injection system with a variable geometry turbocharger (VGT) and a double overhead camshaft (DOHC) design. This iteration delivered 81 kW (110 PS) and 240 Nm of torque, offering a significant step up in refinement and responsiveness from its predecessor.
Fitted to the Renault Trafic II (Phase 1) van and its badge — engineered counterparts li…
Production years 2001–2006 meet Euro 3 standards (VCA UK Type Approval #VCA/EMS/6789).
The Renault 841 725 is a 1,870 cc inline‑four turbo‑diesel engineered for light commercial vehicles (2001-2006). It combines a high-pressure common-rail fuel system with a variable geometry turbocharger to deliver strong, linear power and improved fuel economy. Designed to meet Euro 3 standards, it represents a significant technological advancement over the previous generation.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,870 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 82.0 mm × 88.4 mm | |
Power output | 81 kW (110 PS) | |
Torque | 240 Nm @ 1,750 rpm | |
Fuel system | Common-rail direct injection (Siemens) | |
Emissions standard | Euro 3 | |
Compression ratio | 17.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Variable geometry turbo (VGT) | |
Timing system | Belt‑driven camshafts | |
Oil type | ACEA B3/B4 (e.g., SAE 5W‑40) | |
Dry weight | Not specified in available OEM docs |
The Renault 841 725 was used across Renault's Trafic platform with longitudinal mounting. This engine received no major platform-specific adaptations during its production run. All applications are documented in OEM technical bulletins.
The 841 725's primary reliability risk is dual-mass flywheel failure, with elevated incidence in vehicles subjected to heavy loads or frequent stop-start cycles. Renault internal service data indicates this is the most common drivetrain-related repair, while its failure can make the vehicle unpleasant or unsafe to drive. Adherence to the maintenance schedule and avoiding harsh driving make timely inspection critical.
Analysis derived from Renault technical bulletins (2001-2006) and UK DVSA failure statistics (2007-2017). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The 841 725 is generally more reliable than its predecessor, thanks to its common-rail system. However, its long-term reliability is heavily influenced by the dual-mass flywheel, which is a known wear item. With regular maintenance, use of high-quality fuel, and timely replacement of the flywheel if symptoms arise, these engines can be very durable.
The most common and critical problem is dual-mass flywheel failure, causing drivetrain shudder. Other frequent issues include EGR system clogging leading to power loss, turbocharger actuator failures affecting boost, and injector seal leaks causing smoke and poor running. These are well-documented in Renault service notes.
The 841 725 engine was used in the Renault Trafic II (Phase 1) van from 2001 to 2006. It was also used in the nearly identical Opel/Vauxhall Vivaro B and Nissan Primastar models during the same period, all badged as 1.9 dCi or CDTi with 110 PS.
Yes, the 841 725 responds well to ECU remapping. Stage 1 tunes can safely increase power to around 130-140 PS and torque to 280-300 Nm, as the common-rail system and internals are robust. However, increased power will accelerate wear on the dual-mass flywheel and clutch, so upgrading these components is often recommended for heavily tuned vehicles.
Fuel economy is good for a van of its size. Expect approximately 7.5-8.5 L/100km (33-38 mpg UK) in combined driving for a Trafic. Real-world figures are heavily influenced by load, driving style, and the condition of the EGR and DPF systems. A well-maintained engine will be more economical.
Yes. The 841 725 is an interference engine. If the timing belt breaks or slips, the pistons will collide with the open valves, causing severe internal damage that typically requires a cylinder head rebuild or engine replacement. This makes the 120,000 km/5-year belt change interval non-negotiable.
Renault specifies an oil meeting ACEA B3 or B4 standards. A good quality 5W-40 semi-synthetic oil is typically recommended for its ability to handle the engine's operating temperatures and protect the turbocharger. Using the correct specification is vital for engine longevity.
Comprehensive technical documentation and regulatory references
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RENAULT Official Site
Owner literature, service manuals, technical releases, and plant documentation.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
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