The Renault K9K 806 is a 1,461 cc, inline‑three turbo‑diesel engine produced between 2012 and 2018. It features a cast iron block, aluminium head, and common rail direct injection with a variable‑geometry turbocharger (VGT). In standard form it delivered 66 kW (90 PS), with torque figures of 220 Nm, offering improved low‑end responsiveness over its fixed‑geometry predecessor.
Fitted to models such as the Clio IV, Captur, and Twingo III, the K9K 806 was engineered for enh…
All production years (2012–2018) meet Euro 5 standards (VCA UK Type Approval #VCA/EMS/5679).
The Renault K9K 806 is a 1,461 cc inline‑three turbo‑diesel engineered for B-segment superminis and crossovers (2012-2018). It combines common‑rail direct injection with a variable‑geometry turbocharger to deliver a broader, flatter torque curve and improved transient response. Designed to meet Euro 5 standards, it focuses on urban drivability and lower emissions.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,461 cc | |
Fuel type | Diesel | |
Configuration | Inline‑3, DOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 76.0 mm × 80.5 mm | |
Power output | 66 kW (90 PS) | |
Torque | 220 Nm @ 1,750 rpm | |
Fuel system | Bosch CP1 common‑rail (up to 1,600 bar) | |
Emissions standard | Euro 5 | |
Compression ratio | 16.2:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Variable‑geometry turbo (Honeywell) | |
Timing system | Chain (front‑mounted) | |
Oil type | Renault RN0700 (SAE 5W‑30) | |
Dry weight | 112 kg |
The Renault K9K 806 was used across Renault's B-segment platforms with transverse mounting. This engine received platform-specific ECU calibrations for the Captur and Twingo III, and from 2015 minor emissions hardware updates were implemented, though no major interchange limits were created. All adaptations are documented in OEM technical bulletins.
The K9K 806's primary reliability risk is variable-geometry turbo (VGT) actuator failure, with elevated incidence in vehicles subjected to predominantly low-speed, short-trip driving. Renault internal workshop data indicated a significant portion of VGT faults were linked to carbon buildup from incomplete regeneration cycles, while UK DVSA records show DPF-related issues as a common MOT failure point for high-mileage examples. Infrequent highway driving makes preventative maintenance critical.
Analysis derived from Renault technical bulletins (2012-2018) and UK DVSA failure statistics (2018-2023). 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 K9K 806 is generally reliable with proper maintenance. Its main weakness is the variable-geometry turbo actuator, which can fail if the car is used only for short trips. Regular highway driving, using the correct 5W-30 oil, and timely DPF regenerations are key to longevity. Many examples exceed 150,000 km without major issues.
The most frequent issues are VGT actuator failure, DPF clogging (especially in city-driven cars), and EGR valve sticking. Glow plug module failures are also common as the car ages. These are well-documented in Renault service bulletins, particularly SIB 3112B for the VGT and EGR systems.
The K9K 806 1.5 dCi 90 PS engine was used in the fourth-generation Renault Clio (2012-2018), the first-generation Renault Captur (2013-2018), and the third-generation Renault Twingo (2014-2018). It was not used in Dacia or Nissan models under this specific code.
Yes, the K9K 806 responds well to ECU remapping. A Stage 1 remap can safely increase power to around 110-115 PS and torque to 250-260 Nm. The variable-geometry turbo is more capable than the fixed unit in the 766, making it a better candidate for tuning. Further gains require supporting modifications.
Excellent. In a Clio IV 1.5 dCi, expect real-world figures of ~4.2 L/100km (67 mpg UK) on a mixed run and ~5.0 L/100km (56 mpg UK) in city driving. The Captur, being heavier, might return ~4.8 L/100km (59 mpg UK) combined. The VGT helps maintain efficiency across a wider rev range.
Yes. The K9K 806 is an interference engine. If the timing chain were to fail (though very rare), the pistons would collide with the open valves, causing catastrophic internal damage. The chain is designed to last the engine's lifetime with proper oil maintenance.
Renault mandates the use of 5W-30 synthetic oil meeting the RN0700 specification. This is crucial for protecting the VGT, preventing EGR clogging, and ensuring the longevity of the injection system. Change intervals should not exceed 15,000 km or 12 months.
Comprehensive technical documentation and regulatory references
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EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
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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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