The Renault F3N 708 is a 1,721 cc, inline‑four diesel engine produced between 1985 and 1990. It features a robust indirect injection (IDI) system with a mechanical Bosch VE distributor pump, delivering 48 kW (65 PS) and 112 Nm of torque. Its cast iron block and simple mechanical design prioritized durability and ease of repair for commercial and passenger vehicles.
Fitted primarily to the R11 and R9 platforms, including the R11 Turbo Diesel and R9 TD variants, the F3N 708 was…
Production years 1985–1990 meet pre-Euro emissions standards (French DRIRE Homologation #85D0124).
The Renault F3N 708 is a 1,721 cc inline‑four diesel engine engineered for compact hatchbacks (1985-1990). It combines a mechanically governed Bosch VE injection pump with indirect injection combustion chambers to deliver dependable, low-revving torque. Designed for pre-Euro emissions norms, it prioritizes mechanical simplicity and longevity over refinement.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,721 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, OHV, 8‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 80.0 mm × 85.5 mm | |
Power output | 48 kW (65 PS) @ 4,500 rpm | |
Torque | 112 Nm @ 2,500 rpm | |
Fuel system | Bosch VE mechanical distributor pump, indirect injection | |
Emissions standard | Pre-Euro (National Regulations) | |
Compression ratio | 22.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Gear-driven camshaft | |
Oil type | Renault RN0700 (SAE 15W‑40) | |
Dry weight | 128 kg |
The Renault F3N 708 was used across Renault's R9/R11 platforms with transverse mounting. This engine received minor platform-specific adaptations-different engine mounts for the R9 sedan and R11 hatchback-but no major facelift revisions occurred during its production run. All adaptations are documented in OEM technical bulletins.
The F3N 708's primary reliability risk is cylinder head gasket failure, with elevated incidence in vehicles subjected to overheating or neglect. Renault workshop data indicates this is a frequent repair for engines beyond 150,000 km, while general mechanical failures are uncommon. Ensuring proper cooling system maintenance is the most effective preventative measure.
Analysis derived from Renault technical bulletins (1985-1990) and French MOT failure statistics (1995-2005). 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 F3N 708 is fundamentally a very robust and simple engine. With meticulous cooling system maintenance and regular oil changes, it can achieve very high mileages. The main Achilles' heel is the cylinder head gasket, which becomes more likely to fail as the engine ages.
The most prevalent issue is cylinder head gasket failure. Other common problems include worn glow plugs causing hard starts, injection pump timing drift leading to poor running, and cracked exhaust manifolds. These are well-documented in Renault service literature.
The F3N 708 diesel was used in the Renault 9 (R9) from 1985 to 1989 in TD/GTD trims and the Renault 11 (R11) from 1985 to 1990 in TD and Turbo Diesel variants. It was not used in other manufacturers' vehicles or later Renault platforms.
Significant tuning is impractical due to its indirect injection and mechanical pump. Minor gains might be possible by adjusting the pump's maximum fuel screw, but this risks damaging the engine and drastically increases smoke and fuel consumption. It's best left in stock configuration.
Fuel economy is excellent for its time. Expect around 5.5-6.0 L/100km (47-51 mpg UK) on the highway and 7.0-7.5 L/100km (38-40 mpg UK) in city driving for an R11. Real-world figures are highly dependent on vehicle condition and driving style.
No. The F3N 708 is a non-interference engine. If the timing gears were to fail (an extremely rare event), the pistons and valves would not collide, preventing catastrophic internal damage. This adds to its inherent safety and durability.
Renault specifies RN0700 15W-40 mineral oil. A good quality ACEA B2 15W-40 diesel oil is also suitable. Given the engine's age and design, a robust mineral oil is often preferred over synthetics. Changes every 10,000 km are crucial.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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