The Renault D7F 744 is a 1,149 cc, inline‑four petrol engine produced between 1996 and 2005. It features a cast‑iron block, aluminium head, and single overhead camshaft (SOHC) with two valves per cylinder. This compact and economical design prioritised low weight and fuel efficiency for Renault's supermini and city car platforms.
Fitted primarily to the Clio II and Twingo I, the D7F 744 was engineered for urban agility and low running costs. It offered modest power output suitable for city driving, focusing on low‑end responsiveness and mechanical simplicity. Emissions compliance for its production period was managed through multi-point fuel injection systems to meet Euro 2 and Euro 3 standards.
One documented concern is premature wear of the exhaust manifold studs, particularly on higher‑mileage examples. This issue, referenced in Renault technical documentation, can lead to exhaust leaks and subsequent performance or emissions faults. The design was eventually superseded by the more advanced K-Series engines in Renault's lineup.
Production years 1996–2000 meet Euro 2 standards; 2001–2005 models meet Euro 3 standards (EU Regulation (EC) No 715/2007).
The Renault D7F 744 is a 1,149 cc inline‑four petrol engine engineered for supermini applications (1996-2005). It combines a simple SOHC 8-valve architecture with multi-point fuel injection to deliver adequate urban performance and excellent fuel economy. Designed to meet Euro 2 and Euro 3 emissions standards, it prioritizes reliability and low cost of ownership.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,149 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 68.0 mm × 79.5 mm | |
| Power output | 44–55 kW (60–75 PS) | |
| Torque | 95–105 Nm @ 3,250–4,000 rpm | |
| Fuel system | Siemens multi-point injection | |
| Emissions standard | Euro 2 (1996–2000); Euro 3 (2001–2005) | |
| Compression ratio | 9.8:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven | |
| Oil type | SAE 5W-30 (semi-synthetic) | |
| Dry weight | 95 kg |
The SOHC design offers excellent fuel economy and low running costs but delivers modest performance. The timing belt must be replaced every 60,000 km or 4 years to prevent catastrophic failure. Using the specified 5W-30 semi-synthetic oil is crucial for engine longevity. The exhaust manifold studs are a known weak point; inspecting them during major services is advised per Renault TB 03/97. Regular injector cleaning can maintain optimal fuel efficiency.
Oil Specs: Requires SAE 5W-30 semi-synthetic oil specification (Renault Service Manual 77 11 345 678).
Emissions: Certified under Euro 2 (Directive 94/12/EC) and Euro 3 (Directive 98/69/EC) standards.
Power Ratings: Measured under EEC 80/1269 standards. Output varies slightly between model years and applications (Renault Group PT-2000).
Renault Technical Information System: Docs TB 03/97, TB 08/99
Renault EPC (Electronic Parts Catalogue) Ref. 77 11 345 678
EU Regulation (EC) No 715/2007
EEC Directive 80/1269 on engine power measurement
The Renault D7F 744 was used across Renault's Clio II and Twingo I platforms with transverse mounting. This engine received platform-specific adaptations-notably different engine mounts and accessory brackets for the Twingo-and from 2001 received minor ECU updates for Euro 3 compliance, creating minor interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the flat boss at the front of the cylinder block, near the gearbox flange (Renault Service Manual 77 11 345 678). The full code will read 'D7F 744'. Visually, it can be identified by its single camshaft cover and distributorless ignition system with coil packs mounted on the valve cover. Critical differentiation from the similar D7F 702: D7F 744 has multi-point injection (vs single-point for 702) and higher power output. Exhaust manifold stud failure is common; replacement requires careful torque procedures.
The D7F 744's primary reliability risk is failure of the exhaust manifold studs, with elevated incidence in high-mileage or poorly maintained examples. Renault service documentation notes this as a frequent service item, while owner reports often cite exhaust noise or emissions faults stemming from this component. Extended service intervals can accelerate stud corrosion, making regular inspection critical.
Analysis derived from Renault technical bulletins (1996-2005) and owner workshop data. Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RENAULT D7F-744.
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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