The Renault H4M 749 is a 1,461 cc, inline‑four turbo‑diesel engine produced between 2018 and 2023. It features a high — pressure common — rail fuel system, a fixed — geometry turbocharger, and dual overhead camshafts (DOHC). In standard form, it delivers 80 kW (109 PS) and 260 Nm of torque, designed to offer efficiency and adequate performance for compact vehicles.
Fitted to models such as the Renault Clio and Captur, the H4M 749 was engineered for urban drivers prioritizing…
Production years 2018–2019 meet Euro 6d-TEMP standards; 2020–2023 models comply with Euro 6d standards (VCA UK Type Approval #VCA/EMS/5679).
The Renault H4M 749 is a 1,461 cc inline‑four turbo‑diesel engineered for supermini and small SUV applications (2018-2023). It combines common‑rail direct injection with a fixed‑geometry turbocharger to deliver responsive low‑end torque and frugal operation. Designed to meet Euro 6d-TEMP and Euro 6d standards, it prioritizes urban efficiency with strict emissions compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,461 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 76.0 mm × 80.5 mm | |
Power output | 80 kW (109 PS) | |
Torque | 260 Nm @ 1,750 rpm | |
Fuel system | Bosch CP4.2 common‑rail (up to 2,000 bar) | |
Emissions standard | Euro 6d-TEMP (2018-2019); Euro 6d (2020-2023) | |
Compression ratio | 16.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single fixed‑geometry turbo (Garrett) | |
Timing system | Chain-driven | |
Oil type | Renault RN17 5W-30 | |
Dry weight | 128 kg |
The Renault H4M 749 was used across Renault's CMF-B platform with transverse mounting. This engine received platform-specific adaptations-shared ECU calibration with the Nissan Juke-and no major facelift revisions occurred during its production, ensuring broad parts interchangeability within its model years. All adaptations are documented in OEM technical bulletins.
The H4M 749's primary documented reliability risk is Exhaust Gas Recirculation (EGR) valve clogging, with elevated incidence in vehicles subjected to frequent short trips. Renault internal data indicates this was a common cause for rough idle complaints in early production batches, while adherence to correct oil specification and service intervals is critical for long-term turbo and injector health.
Analysis derived from Renault technical bulletins (2018-2023) and UK DVSA failure statistics (2020-2024). 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 H4M 749 is generally reliable with proper maintenance. Its main documented issue is EGR valve clogging, which is a known, fixable fault. Using the correct RN17 5W-30 oil and adhering to service intervals is crucial for protecting the turbo and emissions systems. Vehicles driven with regular highway use to enable DPF regeneration tend to have fewer long-term issues.
The most common documented problems are EGR valve clogging (causing rough idle), AdBlue injector nozzle clogging, and DPF regeneration issues stemming from short-trip driving. Oil dilution can also occur as a secondary effect of failed DPF regenerations. These are covered in Renault service bulletins.
The H4M 749 1.5L dCi engine was primarily used in the fifth-generation Renault Clio (2019-2023) and second-generation Renault Captur (2019-2023), as well as the third-generation Nissan Juke (2020-2023). It was offered in the Blue dCi 110 trim level.
Yes, ECU remapping is possible and can safely increase power to around 130-140 PS and torque to 300-320 Nm. The engine's internals are generally robust for a Stage 1 remap. However, increased power puts more strain on the clutch, DPF, and EGR systems, potentially exacerbating known reliability concerns if not managed carefully.
Official combined figures for the Clio Blue dCi 110 are around 4.5 L/100km (63 mpg UK). Real-world economy varies: expect 5.0-6.0 L/100km (47-56 mpg UK) in mixed driving, and potentially 7.0+ L/100km (40 mpg UK) if DPF regeneration is frequently triggered due to short trips.
Yes. The H4M 749 is an interference engine. If the timing chain were to fail (though rare), the pistons would collide with the open valves, causing catastrophic internal engine damage. Regular oil changes are vital for chain lubrication.
Renault mandates the use of RN17 specification 5W-30 synthetic oil. This low-SAPS (Sulphated Ash, Phosphorus, Sulphur) oil is specifically formulated to protect the DPF and SCR systems from clogging and to ensure proper lubrication of the turbocharger and timing chain.
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)
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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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