The Renault K4M 750 is a 1,598 cc, inline‑four petrol engine produced between 1999 and 2008. It features a dual overhead camshaft (DOHC) design with 16 valves and multi‑point fuel injection, delivering outputs around 75 kW (102 PS) and 145 Nm of torque. Its simple, non‑interference valvetrain layout aids reliability for everyday commuting.
Fitted to popular models like the Clio II, Mégane I/II, and Scénic I, the K4M 750 was engineered for responsive city driving and econo…
Production years 1999–2005 meet Euro 3 standards; 2006–2008 models may have Euro 4 compliance depending on market (VCA UK Type Approval #VCA/EMS/5678).
The Renault K4M 750 is a 1,598 cc inline‑four naturally aspirated petrol engine engineered for compact hatchbacks and MPVs (1999-2008). It combines multi‑point fuel injection with DOHC 16V architecture to deliver smooth, linear power delivery and dependable economy. Designed to meet Euro 3 (and some market‑specific Euro 4) standards, it balances everyday performance with low running costs.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Naturally Aspirated | |
Bore × stroke | 79.5 mm × 80.5 mm | |
Power output | 75 kW (102 PS) @ 5,750 rpm | |
Torque | 145 Nm @ 3,750 rpm | |
Fuel system | Multi‑point fuel injection (Siemens/Sagem) | |
Emissions standard | Euro 3 (pre‑2006); Euro 4 depending on market | |
Compression ratio | 9.8:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Chain (non‑interference design) | |
Oil type | Renault RN0700 or ACEA A3/B4 (SAE 10W‑40) | |
Dry weight | 112 kg |
The Renault K4M 750 was used across Renault's B/C-segment platforms with transverse mounting. This engine received platform-specific adaptations-different intake manifolds for the Clio versus the Mégane-and from 2003 minor ECU and sensor revisions were implemented, though core compatibility remained. All adaptations are documented in OEM technical bulletins.
The K4M 750's primary reliability risk is exhaust camshaft lobe wear on early builds, with elevated incidence in high-mileage or neglected-service vehicles. Renault internal reports noted this as a frequent warranty claim before 2004, while owner feedback highlights ignition coil failures as a common mid-life expense. Consistent oil changes and using the specified 10W-40 viscosity make long-term durability highly achievable.
Analysis derived from Renault technical bulletins (2000-2008) and aggregated European owner club failure reports (2005-2023). 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
Generally yes, especially post-2004 models with the updated camshaft. The non-interference design is forgiving. Key to longevity is strict adherence to oil changes (every 10K-15K km) using the correct 10W-40 specification. Ignoring this can lead to costly camshaft repairs.
The top issues are exhaust camshaft lobe wear (early engines), failing ignition coils, coolant leaks from the plastic thermostat housing, and faults with the inlet manifold runner motor. These are well-documented in Renault service notes and owner forums.
This 1.6L 16V petrol engine was widely used in the Clio II (1999-2005), Mégane I Phase 2 and Mégane II (2000-2008), Scénic I Phase 2 (2000-2003), and Kangoo (2000-2007). It powered various trim levels badged simply as '1.6 16V'.
Yes, modest gains are possible. An ECU remap can yield +5-10 kW safely. More significant power requires hardware like a performance camshaft, exhaust, and potentially head work. Tuning increases stress on components like the clutch and should be approached cautiously.
Real-world economy is decent. Expect around 7.5-8.5 L/100km (33-38 mpg UK) in mixed driving for a Clio or Mégane. Highway cruising can return ~6.0 L/100km (47 mpg UK). Economy suffers noticeably if the engine is misfiring or running rich.
No. The K4M 750 has a non-interference valvetrain design. If the timing chain breaks or jumps, the pistons will not hit the valves, preventing catastrophic internal damage. This is a significant reliability advantage.
Renault specifies 10W-40 viscosity oil meeting RN0700 or ACEA A3/B4 standards. Using 5W-30 or lower-viscosity oils, especially in older engines, is strongly discouraged as it can contribute to camshaft wear. Always use a quality brand.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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