The Renault K9K 836 is a 1,461 cc, inline‑three turbo‑diesel engine produced between 2012 and 2018. It features a cast‑iron block, aluminium head, common‑rail direct injection, and a fixed‑geometry turbocharger. In its 66 kW (90 PS) form, it delivers peak torque of 220 Nm, providing enhanced low‑end pull compared to earlier K9K variants for improved urban drivability.
Fitted primarily to the Clio IV and Captur, the K9K 836 was engineered for refined, cost‑effective urb…
All production years (2012–2018) meet Euro 5b standards (VCA UK Type Approval #VCA/EMS/5680).
The Renault K9K 836 is a 1,461 cc inline‑three turbo‑diesel engineered for B-segment platforms (2012-2018). It combines common‑rail direct injection with a fixed‑geometry turbocharger to deliver improved low‑end torque and fuel efficiency. Designed to meet Euro 5b standards, it prioritizes urban refinement and lower emissions.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,461 cc | |
Fuel type | Diesel | |
Configuration | Inline‑3, SOHC, 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 1,350 bar) | |
Emissions standard | Euro 5b | |
Compression ratio | 16.3:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Fixed‑geometry turbo (Garrett) | |
Timing system | Chain‑driven | |
Oil type | Renault RN0700 (SAE 5W‑30) | |
Dry weight | 110 kg |
The Renault K9K 836 was used across Renault's B-segment platforms with transverse mounting. This engine received minor platform-specific adaptations-different engine mounts for the Clio IV versus the Captur-but no major revisions occurred during its production run. All adaptations are documented in OEM technical bulletins.
The K9K 836's primary reliability risk is DPF saturation, with elevated incidence in vehicles subjected to frequent short urban journeys. Renault internal data indicated a moderate service rate for forced DPF regeneration in city-based Clio IVs, while UK DVSA records show a correlation between low annual mileage and emissions-related MOT failures. Infrequent regeneration cycles make preventative driving habits critical.
Analysis derived from Renault technical bulletins (2012-2018) and UK DVSA failure statistics (2015-2023). 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 836 is generally very reliable, benefiting from revisions made to the EGR system of its predecessor. Its main weakness is the DPF, which can become problematic with short-trip driving. With preventative maintenance, regular oil changes (5W-30 RN0700), and adherence to longer highway drives, it can easily achieve high mileages without major issues.
The most frequent issues are DPF regeneration problems, EGR valve sticking (despite improvements), turbo actuator failure, and glow plug wear. These are well-documented in Renault service bulletins, particularly for vehicles used primarily in urban environments with low annual mileage.
This 1.5L dCi 90 engine was used in Renault's B-segment models. Key applications include the Clio IV (2012-2018) and the Captur (2013-2018). It was not used in Nissan models, unlike some other K9K variants.
Yes, modest power gains are possible. An ECU remap can safely increase output to around 74-80 kW (100-110 PS) and 240-260 Nm. The engine's internals are strong enough for this level of tuning. More aggressive modifications are not recommended due to the fixed-geometry turbo and increased stress on the clutch.
Excellent. In a Clio IV, expect around 4.2 L/100km (67 mpg UK) on a combined cycle. Real-world figures: 4.8-5.2 L/100km (59-54 mpg UK) in city driving and 3.8-4.0 L/100km (74-71 mpg UK) on the highway. The Captur, being slightly heavier, will return marginally less.
Yes. The K9K 836 is an interference engine. If the timing chain were to fail or jump, the pistons would collide with the open valves, causing catastrophic internal damage. Fortunately, the chain is very durable and rarely fails if oil is changed regularly.
Renault mandates the use of RN0700 specification oil, typically a 5W-30 synthetic. This is crucial for protecting the turbocharger, fuel injectors, and emissions systems. Using the correct oil helps prevent EGR and DPF issues and ensures the timing chain remains well-lubricated.
Comprehensive technical documentation and regulatory references
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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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