The Renault G9T 750 is a 1,749 cc, inline‑four turbo‑diesel engine produced between 2018 and 2023. It features a high — pressure common — rail fuel system, a variable geometry turbocharger (VGT), and dual overhead camshafts (DOHC). In its primary application, it delivers 96 kW (130 PS) and 340 Nm of torque, with the VGT enabling strong low — rpm pulling power for effortless overtaking.
Fitted predominantly to the Renault Kadjar and Nissan Qashqai (as the dCi 130), the G9T 750…
Production years 2018–2023 meet Euro 6d-TEMP/6d standards (VCA UK Type Approval #VCA/EMS/5678).
The Renault G9T 750 is a 1,749 cc inline‑four turbo‑diesel engineered for compact SUVs (2018-2023). It combines a high-pressure common-rail system with a variable-geometry turbocharger to deliver smooth, accessible torque and quiet operation. Designed to meet Euro 6d-TEMP standards, it balances performance with low emissions.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,749 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 80.0 mm × 87.4 mm | |
Power output | 96 kW (130 PS) | |
Torque | 340 Nm @ 1,750 rpm | |
Fuel system | Bosch CP4.2 common-rail (up to 2,000 bar) | |
Emissions standard | Euro 6d-TEMP / Euro 6d | |
Compression ratio | 15.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single variable‑geometry turbo (Mitsubishi Heavy Industries) | |
Timing system | Chain-driven | |
Oil type | Renault RN0720 (SAE 5W‑30) | |
Dry weight | 165 kg |
The Renault G9T 750 was used across Renault's CMF-CD platform with transverse mounting. This engine received platform-specific adaptations-shared ECU calibration with the Nissan MR20DDT petrol engine for hybrid variants-and from 2020 the Kadjar facelift introduced minor exhaust system revisions. All adaptations are documented in OEM technical bulletins.
The G9T 750's primary reliability risk is related to its emissions after-treatment, with AdBlue system faults being the most frequently reported issue. Renault internal service data indicates a notable incidence of AdBlue injector crystallisation in vehicles subjected to very short journeys, while UK DVSA records show DPF-related faults are uncommon if maintenance schedules are followed. Regular highway driving and using correct fluids are critical for long-term reliability.
Analysis derived from Renault technical bulletins (2018-2023) and UK DVSA failure statistics (2020-2023). 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 G9T 750 is generally robust mechanically, with the timing chain and internals proving durable. Its main long-term concern is the AdBlue/SCR emissions system. With regular highway driving to ensure proper DPF regeneration and prompt attention to AdBlue system warnings, it can be a reliable engine. Using the correct RN0720 oil is essential.
The most frequent issues are AdBlue system faults (injector clogging, sensor failure) and DPF regeneration problems from short trips. Less common are EGR valve sticking and turbo actuator faults. These are well-documented in Renault service bulletins like TN 7712A.
The G9T 750 was used almost exclusively in the Renault Kadjar (2018-2023) as the dCi 130 variant. It was also fitted to the Nissan Qashqai (J11) from 2018 to 2021, badged identically as the dCi 130, as part of the Renault-Nissan alliance.
Yes, ECU remapping is common and can safely increase power to around 110-120 kW (150-160 PS) and torque to 380-400 Nm. The stock turbo and internals can handle this level of tune. More aggressive tuning requires upgraded components and carries a higher risk of stressing the emissions system.
Official combined figures are around 5.3 L/100km (53 mpg UK) for the Kadjar. Real-world economy varies: expect 6.0-7.0 L/100km (40-47 mpg UK) in mixed driving, and up to 8.0 L/100km (35 mpg UK) in heavy city traffic, especially if DPF regenerations are frequent.
Yes. Like virtually all modern engines, the G9T 750 is an interference design. If the timing chain were to fail catastrophically, the pistons would collide with the valves, causing severe internal engine damage requiring a major rebuild.
Renault mandates the use of RN0720 specification oil, typically a 5W-30 low-SAPS (low ash) synthetic. This is critical for protecting the DPF and SCR system. Using the wrong oil can lead to premature DPF clogging and costly repairs. Change intervals are up to 20,000 km or 1 year.
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