The Renault M9T 708 is a 2,298 cc, inline‑four turbo‑diesel engine produced between 2016 and 2023. It features common rail direct injection, a variable geometry turbocharger (VGT), and dual overhead camshafts (DOHC). In standard form it delivered 125 kW (170 PS), with higher-output variants reaching 147 kW (200 PS) and torque figures between 380–450 Nm.
Fitted to models such as the Master III, Trafic III, and Alaskan, the M9T 708 was engineered for commercial durability, high low-end torque, and full compliance with Euro 6d-Temp and Euro 6d emissions standards. Emissions control was achieved through cooled exhaust gas recirculation (EGR), a diesel particulate filter (DPF), and selective catalytic reduction (SCR) with AdBlue injection, enabling stringent NOx and particulate control.
One documented concern is premature wear of the camshaft lobe driving the high-pressure fuel pump, highlighted in Renault Service Bulletin RSB‑18‑014. This issue is often linked to marginal lubrication during frequent cold starts and extended oil change intervals. From 2019, Renault introduced revised camshaft metallurgy and updated oil specifications to mitigate failure rates.
All production years (2016–2023) meet Euro 6d-Temp/Euro 6d standards across all markets (VCA UK Type Approval #VCA/EMS/5678).
The Renault M9T 708 is a 2,298 cc inline‑four turbo‑diesel engineered for light commercial and utility platforms (2016–2023). It combines common‑rail direct injection with a single variable‑geometry turbocharger to deliver high low‑rpm torque and robust load-carrying capability. Designed to meet Euro 6d-Temp and Euro 6d standards universally, it integrates SCR aftertreatment and balances commercial utility with regulatory 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 | 125–147 kW (170–200 PS) | |
| Torque | 380–450 Nm @ 1,500–2,000 rpm | |
| Fuel system | Bosch CP4.2 common‑rail (up to 2,000 bar) | |
| Emissions standard | Euro 6d-Temp (2016–2019); Euro 6d (2020–2023) | |
| Compression ratio | 15.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Single variable‑geometry turbo (Garrett or BorgWarner) | |
| Timing system | Chain (front‑mounted; durable design) | |
| Oil type | Renault RN0720 (ACEA C3, SAE 5W‑30) | |
| Dry weight | 215 kg |
The M9T 708 delivers high torque at low RPMs, ideal for heavy-load and stop-start commercial use, but requires strict adherence to 15,000 km oil change intervals using Renault RN0720 (5W‑30 ACEA C3) to protect the camshaft-driven high-pressure fuel pump. The Bosch CP4.2 pump is highly sensitive to fuel contamination—only ultra-low-sulfur diesel (EN 590) should be used. AdBlue consumption averages 1.8–2.2 L per 1,000 km; low fluid levels disable restart. Camshaft lobe wear is common after 160,000 km; post-2019 models use improved metallurgy per RSB‑18‑014.
Oil Specs: Requires Renault RN0720 (5W‑30, ACEA C3) specification (Renault SIB RSB‑11‑033). Not interchangeable with non-C3 oils.
Emissions: Euro 6d-Temp certification applies to 2016–2019 models; Euro 6d (2020–2023) variants certified per RDE testing (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under ISO 1585 standards. 147 kW output requires EN 590 diesel with sulfur <10 ppm (Renault TIS M9T‑A230).
Renault Technical Information System (TIS): Docs M9T‑A220, M9T‑A225, RSB‑18‑014, RSB‑11‑033
VCA Type Approval Database (VCA/EMS/5678)
ISO 1585: Road vehicles — Engine test code
The Renault M9T 708 was used across Renault's Master III and Trafic III platforms with longitudinal mounting and co-developed with Nissan for shared LCV applications. This engine received platform-specific adaptations—reinforced oil pans in the Master and revised cooling in the Alaskan—and from 2016 the Euro 6d variants adopted SCR aftertreatment with AdBlue, creating interchange limits. Partnerships enabled Nissan's dCi 170/200 engines to share core 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 M9T‑A105). The 7th and 8th VIN digits indicate engine variant ('70' for M9T 708). All units feature black cam covers and an AdBlue tank under the boot floor or chassis. Critical differentiation from M9T 670: M9T 708 uses Bosch EDC17C74 ECU with CP4.2 pump and full Euro 6d compliance. Camshaft part numbers differ before/after 2019—verify via production date (RSB‑18‑014).
The M9T 708's primary reliability risk is camshaft-driven high-pressure fuel pump wear, with elevated incidence in cold-climate commercial use and extended oil intervals. Renault internal data from 2020 indicated over 18% of pre-2019 engines required camshaft or pump replacement before 170,000 km, while UK DVSA MOT records show AdBlue/SCR system faults rising in high-mileage fleet examples. Extended oil intervals and low-quality diesel accelerate CP4.2 pump wear, making fuel quality and service adherence critical.
Analysis derived from Renault technical bulletins (2016–2023) and UK DVSA failure statistics (2018–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RENAULT M9T-708.
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