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…
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 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.
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.
The most common questions about engine codes, what they mean, how to find them and how this database works
The M9T 708 offers high torque and full Euro 6d compliance, but early models (2016–2018) suffer from camshaft-driven fuel pump wear and CP4.2 pump issues. Post-2019 revisions improved reliability. With strict adherence to oil changes (15,000 km) and use of EN 590 diesel, well-maintained examples can exceed 300,000 km in fleet service.
Top issues include camshaft lobe wear driving the CP4.2 pump, Bosch CP4.2 internal failure, AdBlue/SCR system faults, and EGR cooler leaks. These are documented in Renault service bulletins RSB‑18‑014 and RSB‑10‑021. Cold starts and poor maintenance accelerate these failures.
The M9T 708 powered the Master III, Trafic III, and Alaskan from 2016–2023. It was also used by Nissan in NV400 and Navara, and by Opel/Vauxhall in Movano B as the 2.3 CDTI 170/200. Output ranged from 170 to 200 PS across applications, all meeting Euro 6d-Temp or Euro 6d standards.
Yes. Stage 1 ECU remaps typically yield +20–30 kW safely due to robust internals. Higher stages require upgraded turbo, intercooler, and fuel system. However, tuning increases stress on the CP4.2 pump and camshaft drive—supporting modifications and strict maintenance are essential.
In a Master dCi 170, expect ~8.2 L/100km combined (34 mpg UK). Real-world mixed commercial driving typically returns 30–36 mpg (UK). Economy drops significantly with AdBlue issues, short trips, or heavy loads.
Yes. The M9T series is an interference engine. If the timing chain fails (rare but possible), piston-to-valve contact can cause catastrophic damage. However, the chain is front-mounted and generally durable with proper oil maintenance.
Renault specifies SAE 5W‑30 oil meeting RN0720 (ACEA C3) standard. Always use low-ash, low-SAPS oil to protect the DPF, SCR, and turbo. Change every 15,000 km or annually—whichever comes first.
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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