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 urban mobility with stricter emissions compliance. Emissions control was achieved through a closed‑loop exhaust gas recirculation (EGR) system and a diesel particulate filter (DPF), meeting Euro 5b standards from launch.
A documented improvement over the K9K 800 is the revised EGR cooler design, which reduces the incidence of clogging, as noted in Renault Technical Note EM‑5515. This update, alongside optimized ECU mapping, addressed a key reliability concern of its predecessor while maintaining the engine’s compact packaging and fuel efficiency.
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 fixed-geometry turbo provides predictable, enhanced low-end torque ideal for city driving but remains sensitive to DPF health. Using Renault RN0700 (5W-30) oil is critical to maintain injector and turbo longevity. Vehicles used for very short trips are prone to DPF saturation; regular highway runs (minimum 30 mins at 60+ km/h) are mandatory to facilitate passive regeneration. The timing chain is robust but requires inspection if a rattle is heard on cold start. Software updates for the ECU are available to optimize EGR and DPF function per Renault Technical Note EM-5515.
Oil Specs: Requires Renault RN0700 (5W-30) specification (Renault SIB EM-5515). Compatible with ACEA B4.
Emissions: Euro 5b certification applies to all model years (2012–2018) (VCA Type Approval #VCA/EMS/5680).
Power Ratings: Measured under SAE J1349 standards. Output is consistent across model years (Renault TIS Doc. K9K-008).
Renault Technical Information System (TIS): Docs K9K-006, K9K-007, K9K-008, SIB EM-5515
VCA Type Approval Database (VCA/EMS/5680)
SAE International: J1349 Engine Power Certification Standards
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.
Locate the engine code stamped on the front face of the cylinder block, near the fuel filter (Renault TIS K9K-005). The 8th VIN digit often corresponds to the engine variant ('K' for K9K series). All K9K 836 engines have a DPF, identifiable by the bulkier exhaust system with a canister located under the vehicle. Critical differentiation from the K9K 800: The K9K 836 has a higher-output Bosch EDC17C46 ECU and a slightly different EGR cooler design. Service parts for the emissions system are generally interchangeable with late K9K 800 models but verify part numbers using the ETK.
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.
Find answers to most commonly asked questions about RENAULT K9K-836.
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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