The Renault M9T 676 is a 2,298 cc, inline‑four turbo‑diesel engine produced between 2014 and 2021. It features common‑rail direct injection, a variable geometry turbocharger (VGT), dual overhead camshafts (DOHC), and a wall‑flow diesel particulate filter (DPF). Power output is rated at 147 kW (200 PS) with peak torque of 450 Nm, delivered via a Bosch EDC17C74 engine control unit.
Fitted to models such as the Master III, Trafic III, and Alaskan, the M9T 676 was engineered f…
Production years 2014–2016 meet Euro 6b standards; 2017–2021 models comply with Euro 6d‑TEMP (VCA UK Type Approval #VCA/EMS/8845).
The Renault M9T 676 is a 2,298 cc inline‑four turbo‑diesel engineered for light commercial and pickup platforms (2014–2021). It combines Bosch CP4.2 common‑rail injection with a single variable‑geometry turbocharger to deliver high torque at low rpm and robust performance under load. Designed to meet Euro 6b and Euro 6d‑TEMP emissions, it integrates advanced aftertreatment for compliance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,298 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 89.5 mm × 91.4 mm | |
Power output | 147 kW (200 PS) | |
Torque | 450 Nm @ 1,500 rpm | |
Fuel system | Bosch CP4.2 common‑rail (up to 1,800 bar) | |
Emissions standard | Euro 6b (2014–2016); Euro 6d‑TEMP (2017–2021) | |
Compression ratio | 15.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Single variable‑geometry turbo (Garrett) | |
Timing system | Chain (front‑mounted) | |
Oil type | Renault RN0720 (SAE 5W‑30) | |
Dry weight | 210 kg |
The Renault M9T 676 was used across Renault's light commercial vehicle platforms with longitudinal mounting and shared with Nissan for global applications. This engine received platform-specific adaptations—reinforced engine mounts in the Alaskan and dual-mass flywheel tuning in the Master III—and from 2017 the updated Trafic III retained the same engine code but with refined ECU calibration for RDE compliance, creating minor software interchange limits. Partnerships allowed Nissan's dCi 200 units to leverage Renault's common-rail architecture. All adaptations are documented in OEM technical bulletins.
The M9T 676's primary reliability risk is high-pressure fuel pump (HPFP) drive gear wear, with elevated incidence in stop-start urban delivery cycles. Renault internal quality reports from 2018 indicated a notable share of pre-early-2017 engines requiring HPFP replacement before 120,000 km, while UK DVSA MOT data links DPF regeneration failures to frequent short-haul operation. Cold starts and infrequent oil changes accelerate wear, making oil spec and interval adherence critical.
Analysis derived from Renault technical bulletins (2014–2021) 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 M9T 676 offers high torque and commercial-grade durability, but early models (2014–early 2017) are prone to HPFP drive gear wear. Later revisions (post-early 2017) improved oiling and durability. With strict adherence to 15,000 km oil changes using RN0720 oil, well-maintained examples can exceed 250,000 km reliably.
Top issues include HPFP drive gear failure, DPF clogging from short trips, EGR valve/cooler fouling, and turbo actuator sticking. These are documented in Renault SIB 6058A and TIS bulletins. Regular oil changes and proper driving cycles mitigate most risks.
The M9T 676 powered the Master III (2014–2021), Trafic III (2014–2021), and Alaskan (2017–2021) in dCi 170/200 variants. Nissan also used it in the Navara and NV300 (2015–2021) as the dCi 200. Early models meet Euro 6b; 2017+ units comply with Euro 6d‑TEMP.
Yes. Stage 1 ECU remaps typically yield +25–35 kW safely, as the internals handle torque well. Supporting upgrades (intercooler, DPF delete in off-road use) can enable higher outputs. However, HPFP reliability must be addressed—especially on pre-early-2017 units—before aggressive tuning.
In a Master III dCi 200, expect ~8.2 L/100km city and ~6.1 L/100km highway, or ~35 mpg UK combined. Real-world mixed driving typically yields 32–38 mpg (UK). Economy suffers significantly with frequent short trips due to DPF regeneration demands.
Yes. The M9T series is an interference engine. If the timing chain fails or jumps, piston-to-valve contact can cause catastrophic damage. While chain life is generally robust, any unusual noise warrants immediate inspection.
Renault specifies 5W-30 synthetic oil meeting RN0720 standard. This is critical for HPFP lubrication and chain longevity. Always use OEM-approved oil and change every 15,000 km or annually—whichever comes first.
Comprehensive technical documentation and regulatory references
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