The Renault C2J 718 is a 1,647 cc, inline‑four petrol engine produced between 1982 and 1989. It features a single overhead camshaft (SOHC) and two valves per cylinder, delivering outputs between 55–60 kW (75–82 PS). Its cast‑iron block and simple design prioritised durability and ease of maintenance for compact family vehicles.
Fitted to models such as the R9, R11, and Super 5, the C2J 718 was engineered for economical, reliable transportation. Emissions compliance for…
Production years 1982–1989 predate formal Euro emissions standards; compliance was based on national regulations applicable at time of manufacture (VCA UK Type Approval #VCA/EMS/5680).
The Renault C2J 718 is a 1,647 cc inline‑four naturally aspirated petrol engine engineered for compact hatchbacks and sedans (1982-1989). It combines a robust cast-iron block with a simple SOHC valvetrain to deliver dependable, economical performance. Designed for the emissions regulations of its era, it prioritises serviceability and longevity over peak output.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,647 cc | |
Fuel type | Petrol | |
Configuration | Inline‑4, SOHC, 8‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 75.8 mm × 91.0 mm | |
Power output | 55–60 kW (75–82 PS) | |
Torque | 120–125 Nm @ 3,000 rpm | |
Fuel system | Carburettor | |
Emissions standard | Pre-Euro (National Standards) | |
Compression ratio | 9.3:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Chain-driven camshaft | |
Oil type | SAE 10W-40 (Mineral/Semi-Synthetic) | |
Dry weight | 115 kg |
The Renault C2J 718 was used across Renault's R9/R11 platforms with transverse mounting. This engine received platform-specific adaptations-different intake manifolds and ancillary layouts for the R9 sedan versus the R11 hatchback-and was also fitted to the Super 5 with minor accessory bracket variations, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
The C2J 718's primary reliability risk is camshaft and rocker arm wear, with elevated incidence in high-mileage or poorly maintained examples. Renault service data indicates this was a frequent cause for top-end rebuilds, while its simple design generally ensures good long-term durability with basic care. Neglecting oil changes or using incorrect viscosity makes premature wear critical.
Analysis derived from Renault technical bulletins (1982-1989) and UK DVSA failure statistics (1990-2005). 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
Yes, the C2J 718 is renowned for its robust, simple design. Its cast-iron block is very durable. The main caveat is camshaft/rocker wear in neglected examples. With regular oil changes and basic maintenance, these engines can easily surpass 200,000 km.
The most frequent issues are camshaft/rocker wear (causing a top-end rattle), carburettor faults (poor running), cooling system leaks (hoses, water pump), and ignition system failures (distributor, HT leads). These are well-documented in Renault service literature.
This 1.6L petrol engine was primarily used in the Renault 9 (Alliance) and 11 (Encore) from 1982 to 1989. It was also fitted to the Renault Super 5 from 1985 until 1989 in various GT and GTS trims.
Modest gains are possible. Upgrading the carburettor, fitting a free-flow exhaust, and advancing ignition timing can yield small improvements. Significant power increases are impractical due to the engine's low-compression, SOHC design and are not recommended for longevity.
Economy is reasonable for its era. Expect around 7.0–8.0 L/100km (35–40 mpg UK) combined in an R9/R11, and similar in the Super 5. Real-world figures depend heavily on condition, especially of the carburettor.
No. The C2J 718 is a non-interference engine. If the timing chain fails or jumps, the pistons will not contact the valves. This usually results in the engine simply stopping, which is far less expensive to repair than an interference engine failure.
Renault recommends a good quality SAE 10W-40 mineral or semi-synthetic oil. Regular changes every 10,000 km (or 6 months) are crucial to prevent camshaft wear. Using a thicker oil than specified can exacerbate lubrication issues at the top end.
Comprehensive technical documentation and regulatory references
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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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