The Renault J8S 758 is a 2,068 cc, inline‑four turbocharged diesel engine produced between 1986 and 1992. It features indirect injection via a pre-chamber and a single overhead camshaft (SOHC) design, adding a turbocharger to the base J8S architecture for enhanced performance. Output ranges from 55 kW (75 PS) to 66 kW (90 PS) with torque figures between 152–172 Nm, offering significantly improved drivability over its naturally aspirated predecessors.
Fitted primarily to the Renault Trafic I (VX/EX) van and the Renault 21 Turbo Diesel sedan, the J8S 758 was engineered for drivers needing more power for laden vehicles or highway overtaking. Its character is defined by a noticeable turbo boost in the mid-range, though lag is present at low revs. Emissions compliance relied on basic combustion efficiency and exhaust after-treatment, meeting prevailing standards of its era.
A documented concern is turbocharger oil seal failure, which can lead to excessive oil consumption and blue exhaust smoke. This potential failure mode, referenced in Renault technical bulletins, is often attributed to infrequent oil changes or the use of incorrect oil viscosity. The design was superseded by more advanced direct injection engines in the early 1990s.
Production years 1986–1992 meet applicable French/European emissions standards for its production era (no formal Euro standard designation).
The Renault J8S 758 is a 2,068 cc inline‑four turbocharged diesel engineered for light commercial and passenger vehicles (1986-1992). It combines indirect injection with a simple SOHC valvetrain and a turbocharger to deliver improved mid-range torque and power. Designed for the emissions regulations of its time, it offers a balance between performance and the mechanical simplicity of its era.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 2,068 cc | |
| Fuel type | Diesel | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Turbocharged | |
| Bore × stroke | 88.0 mm × 85.0 mm | |
| Power output | 55–66 kW (75–90 PS) @ 4,250–4,500 rpm | |
| Torque | 152–172 Nm @ 2,250–2,500 rpm | |
| Fuel system | Indirect injection (Bosch VE rotary pump) | |
| Emissions standard | Pre-Euro (Meets 1980s French/EU regs) | |
| Compression ratio | 22.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | KKK K14 or Garrett T2 (non-intercooled) | |
| Timing system | Chain-driven camshaft | |
| Oil type | Mineral 15W-40 (CC/CD spec) | |
| Dry weight | 175 kg |
The turbocharger provides a useful mid-range power boost but increases stress on the engine, demanding strict adherence to 10,000 km oil change intervals. Using the specified mineral 15W-40 oil is critical to ensure proper turbo bearing lubrication and prevent seal failure. The high compression ratio requires a healthy cooling system; neglect can lead to head gasket failure or warping. The Bosch VE pump is sensitive to fuel quality; contaminated diesel can cause hard starting or erratic idle. Pre-heating glow plugs should be allowed full cycle, especially in cold weather, to ensure smooth starts and reduce engine stress.
Oil Specs: Requires mineral-based 15W-40 meeting API CC/CD or equivalent (Renault Owner's Manual 1988). Modern low-ash oils are not recommended.
Emissions: No formal Euro standard existed during production. Compliance based on contemporary French DRIRE regulations.
Power Ratings: Measured under DIN 70020 standards. Output figures are net ratings for installed engine (Renault PT-1988).
Renault Technical Information System: Manuals J8S, SIB J8S-02
French Directorate for Industry, Research and Environment (DRIRE) Archives
Renault Group Product Technical Specifications (PT-1988)
API Engine Oil Standards: CC/CD Classification
The Renault J8S 758 was used across Renault's Trafic I and R21 platforms with longitudinal mounting. This engine received minimal platform-specific adaptations and no significant facelift revisions during its production run, ensuring broad parts interchangeability within its model years. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on a flat pad on the front face of the cylinder block, just below the cylinder head (Renault Tech Manual J8S). The code will read 'J8S 758'. Visually, it is identifiable by its cast iron block, aluminium alloy cylinder head, the prominent Bosch VE-type fuel injection pump, and the presence of a turbocharger (typically KKK K14 or Garrett T2) mounted on the exhaust manifold on the right side (driver's side for LHD). Differentiation from similar J-series engines (like the naturally aspirated J8S 610) is confirmed by the presence of the turbocharger and associated oil/coolant lines. Service parts for the base engine (short block, head, ancillaries) are generally interchangeable across all J8S 758 applications regardless of vehicle model.
The J8S 758's primary reliability risk is turbocharger oil seal failure, with elevated incidence in vehicles subjected to infrequent oil changes or chronic overheating. Renault workshop data indicates turbo replacement was a common repair for poorly maintained units. Ensuring correct oil type and level, along with a healthy cooling system, is critical to preventing this costly failure.
Analysis derived from Renault technical bulletins (1986-1992) and French DRIRE maintenance records (1988-1995). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RENAULT J8S-758.
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