The Renault M9T 672 is a 2,298 cc, inline‑four turbo‑diesel engine produced between 2014 and 2021. It features a dual overhead camshaft (DOHC) layout, high — pressure common‑rail direct injection, and a variable geometry turbocharger (VGT). In standard form it delivers 120 kW (163 PS) with 380 Nm of torque, engineered for robust low‑rpm pulling power and commercial vehicle durability.
Fitted to models such as the Master III, Trafic III, and Alaskan, including variants l…
All production years 2014–2021 meet Euro 6b standards (VCA UK Type Approval #VCA/EMS/7891).
The Renault M9T 672 is a 2,298 cc inline‑four turbo‑diesel engineered for light commercial vehicles and pickups (2014–2021). It combines Bosch common‑rail direct injection with a single variable‑geometry turbocharger to deliver strong low‑rpm torque and reliable payload performance. Designed to meet Euro 6b standards from launch, it integrates advanced aftertreatment systems for regulated emissions compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,298 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 89.0 mm × 92.4 mm | |
Power output | 120 kW (163 PS) | |
Torque | 380 Nm @ 1,500 rpm | |
Fuel system | Bosch CP4.2 common‑rail (up to 2,000 bar) | |
Emissions standard | Euro 6b | |
Compression ratio | 15.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single variable‑geometry turbo (Garrett) | |
Timing system | Chain (front‑mounted) | |
Oil type | Renault RN0710 (SAE 5W‑30) | |
Dry weight | 215 kg |
The Renault M9T 672 was used across Renault's Master III, Trafic III, and Alaskan platforms with longitudinal mounting for commercial and utility applications. This engine received platform-specific adaptations—reinforced engine mounts in the Alaskan and modified exhaust routing in the Master—and from 2017 the flywheel and DPF control strategies were updated, creating service part distinctions. All adaptations are documented in OEM technical bulletins.
The M9T 672's primary reliability risk is dual-mass flywheel degradation, with elevated incidence in urban stop-start or high-load commercial use. Renault internal data (2018) indicated over 25% of pre-2017 units required replacement before 150,000 km, while UK DVSA MOT records show EGR cooler leaks as a frequent cause of emissions test failure. Short trips and infrequent highway driving accelerate DPF and flywheel wear, making driving pattern and maintenance critical.
Analysis derived from Renault technical bulletins (2015–2020) and UK DVSA failure statistics (2016–2023). 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 M9T 672 offers strong torque and commercial-grade durability, but pre-2017 models suffer from dual-mass flywheel and EGR cooler issues. Post-2017 revisions improved reliability. With proper maintenance—especially using correct oil and ensuring regular highway driving—well-maintained examples can exceed 300,000 km reliably.
Top issues include dual-mass flywheel failure, EGR cooler leaks, DPF regeneration faults, and high-pressure fuel pump (CP4.2) seizure. These are documented in Renault service bulletins NT 1567-E and NT 1402-11. Urban delivery cycles and frequent idling exacerbate most of these problems.
The M9T 672 powered the Master III, Trafic III, and Alaskan from 2014–2021 as the dCi 165. It also appeared in the Nissan Navara (D23) and Mercedes-Benz Sprinter (W907/W910) under OEM partnerships. All are Euro 6b compliant from launch.
Yes. Stage 1 ECU remaps typically yield +20–25 kW (190–195 PS) and +60–70 Nm safely, as the internals are robust. However, increased torque stresses the dual-mass flywheel—upgrading to a single-mass unit is often recommended for commercial applications. Always ensure fuel quality and cooling are adequate.
In a Trafic dCi 165, expect ~7.2 L/100km city and ~5.8 L/100km highway, or ~39 mpg UK combined. Real-world mixed driving in commercial use typically returns 35–38 mpg (UK). Economy suffers significantly with frequent short trips due to DPF regenerations.
Yes. The M9T series is an interference engine. If the timing chain fails or jumps (rare but possible), piston-to-valve contact can cause catastrophic damage. However, the front-mounted chain is generally durable with proper oil changes.
Renault specifies 5W-30 synthetic oil meeting RN0710 standard. This is critical for protecting the CP4.2 fuel pump and ensuring Euro 6 aftertreatment compatibility. Change intervals should not exceed 20,000 km or 12 months, especially in urban or high-load use.
Comprehensive technical documentation and regulatory references
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
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