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 for commercial durability and strong low‑end pulling power, making it suitable for heavy payloads and towing. Emissions compliance was achieved through cooled exhaust gas recirculation (EGR), a diesel oxidation catalyst (DOC), and a DPF, meeting Euro 6b and later Euro 6d‑TEMP standards.
One documented concern is premature wear of the high‑pressure fuel pump (HPFP) drive gear, highlighted in Renault Service Bulletin 6058A. This stems from marginal oil feed to the camshaft-mounted pump drive under frequent cold starts. From early 2017, Renault implemented a revised camshaft oil gallery and updated HPFP drive gear to mitigate the issue.
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 M9T 676 delivers high torque ideal for commercial use and towing but requires strict adherence to 15,000 km oil change intervals using RN0720‑spec oil to protect the HPFP and timing chain. Ultra‑low‑sulfur diesel (EN 590) is mandatory to prevent CP4.2 pump seizure. Frequent short trips increase EGR and DPF soot loading, necessitating periodic regeneration. Post‑early‑2017 engines include an updated camshaft oil feed to the HPFP drive gear per Renault SIB 6058A.
Oil Specs: Requires Renault RN0720 (5W-30) specification (Renault SIB 6058A). Equivalent to ACEA C4 but with OEM-specific additives.
Emissions: Euro 6b certification applies to 2014–2016 models; Euro 6d‑TEMP applies to 2017–2021 models (VCA Type Approval #VCA/EMS/8845).
Power Ratings: Measured under SAE J1349 standards. 147 kW output requires EN 590 diesel with sulfur <10 ppm (Renault TIS Doc. R90115).
Renault Technical Information System (TIS): Docs R90110, R90205, SIB 6058A
VCA Type Approval Database (VCA/EMS/8845)
SAE International: J1349 Engine Power Certification Standards
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.
Locate the engine code stamped on the front timing cover near the crankshaft pulley (Renault TIS R90120). The 7th VIN digit indicates engine family ('6' for M9T 676). Pre-early-2017 units have a silver cam cover with a single oil feed to the HPFP; post-early-2017 models use a black cam cover with dual oil feeds. Critical differentiation from M9T 650: M9T 676 produces 147 kW (200 PS) and uses Bosch EDC17C74 ECU, whereas M9T 650 is limited to 120 kW. Service parts require production date verification—fuel pump drive gears before 03/2017 are incompatible with later camshafts due to oiling redesign (Renault SIB 6058A).
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.
Find answers to most commonly asked questions about RENAULT M9T-676.
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