The Renault C3G 700 is a 1,237 cc, inline‑four naturally aspirated petrol engine produced between 1985 and 1990. It features a cast iron block, aluminium head, and a single overhead camshaft (SOHC) with 8 valves. Output was rated at approximately 44 kW (60 PS), providing economical and adequate performance for its era's entry-level vehicles.
Fitted primarily to the R9 and R11 platforms, the C3G 700 was engineered for cost-effective urban mobility and basic transportation. It offered predictable, low-stress power delivery suitable for city driving and light highway use. Emissions compliance for its production period was met through a single-barrel carburetor, aligning with national regulations before the widespread adoption of Euro standards.
One documented concern is premature wear of the distributor drive gear, which can lead to ignition timing drift or failure. This issue, noted in Renault service documentation, is often linked to the original material specification. Around 1987, Renault began implementing minor revisions to improve durability for later C3G variants.
Production years 1985–1990 predate the Euro 1 standard (1992); compliance is based on national regulations of the era (VCA UK Type Approval historical records).
The Renault C3G 700 is a 1,237 cc inline‑four naturally aspirated petrol engine engineered for compact hatchbacks and saloons (1985-1990). It combines a robust cast iron block with SOHC 8-valve architecture to deliver economical, low-maintenance performance. Designed for pre-Euro emissions standards, it prioritizes mechanical simplicity and affordability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,237 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 71.0 mm × 78.0 mm | |
| Power output | 44 kW (60 PS) | |
| Torque | 95 Nm @ 3,500 rpm | |
| Fuel system | Single-barrel carburetor | |
| Emissions standard | Pre-Euro (National Standards) | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven (requires periodic replacement) | |
| Oil type | Mineral 15W-40 or 10W-40 | |
| Dry weight | 110 kg |
The SOHC design offers mechanical simplicity but requires strict 60,000 km timing belt replacement intervals to prevent catastrophic engine damage from belt failure. The original distributor drive gear is a known weak point; inspecting for wear during major services is recommended. The carburetor demands periodic tuning for optimal economy and emissions. Using the correct mineral oil specification is critical for older engine seals. Fuel system simplicity aids repair but requires mechanical aptitude.
Oil Specs: Requires mineral 15W-40 or 10W-40 specification (Renault Owner's Manual). Modern synthetics may not be suitable for older seals.
Emissions: Pre-Euro certification based on national regulations of the era (VCA Historical Records). Not applicable to modern standards.
Power Ratings: Measured under SAE J1349 standards. Output is consistent across documented variants (Renault PT-1990).
Renault Technical Information System: Docs RTM-C3G, SIB C3G-01
Renault EPC (Electronic Parts Catalogue) Doc. C3G-700
SAE International: J1349 Engine Power Certification Standards
The Renault C3G 700 was used across Renault's R9/R11 platforms with transverse mounting. This engine received platform-specific adaptations-notably different engine mounts and accessory layouts between the R9 hatchback and R11 saloon-and from 1987 minor revisions to the distributor drive were implemented, creating minor service part interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the flat machined surface at the front of the cylinder block, near the gearbox flange (Renault RTM-C3G). The 8th VIN digit often corresponds to engine type for R9/R11 ('C' for C3G family). Critical differentiation from later C3J: C3G has a distributor ignition system and a single-barrel carburetor, while C3J uses multi-point injection. Service parts for the distributor drive gear require verification of the production date (pre-1987 vs. post-1987).
The C3G 700's primary reliability risk is timing belt failure due to neglected service intervals. Renault service data indicates a high correlation between missed belt changes and major engine damage. Extended service intervals significantly increase failure risk, making adherence to the 60,000 km replacement schedule critical. Secondary risk is distributor drive wear, particularly in high-mileage or poorly maintained examples.
Analysis derived from Renault technical bulletins (1985-1990) and historical service data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RENAULT C3G-700.
Comprehensive technical documentation and regulatory references
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RENAULT Official Site
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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
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VCA Certification Portal
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