Renault K9K engine

Engine characteristics K9K.

Reliability, problems and repair engine K9K

This turbodiesel was first shown in 2001 by car Renault Clio 1.5 DCI, then it began to put it in everything that at least a little moves. He replaced 1.9 liter total F8Q. The cylinder block K9K cast iron, the crankshaft is installed inside it with a piston stroke 80.5 mm, the length of the connecting rods is 133.75 mm, the diameter of the pistons is 76 mm, and their compression height is 56 mm. In sum, we obtain almost 1.5 liters of working volume, to be accurate, then 1.46 liters.

Aluminum Cylinder Cylinder head is monomial and has 2 valves per cylinder.The diameter of the inlet valves is 33.5 mm, the exhaust valves - 29 mm, and the thickness of the valve rod 6 mm.
Adjusting valves on K9K is required every 50 thousand km. Clauses of valves for cold: inlet 0.2 mm, Issue 0.4 mm.
The timing belt is applied in the GDM system, its service life of 90 thousand km. Since 2004, the interval has increased to 120 thousand km, and from 2008 to 160 thousand km.

The weakest version of this K9K was equipped with a BorgWarner KP35 turbine, pressing pressure 1 bar. Here is the Injection of Common Rail from Delphi. Power of this engine 65 hp At 4000 rpm, torque is 160 nm at 2000 rpm.
A similar version with an intercooler and pressurized pressure 1.2 Bar had a capacity of 80 hp. At 4000 rpm and torque of 185 nm at 2000 rpm.
The most powerful modification of the diesel engine was equipped with a BorgWarner BV39 turbine with a variable geometry, which inflates 1.25 bar, and Common Rail here from Continental / Siemens, the pressure in the Ramp was increased from 1400 to 1600 bar. Such a motor develops 100 hp at 4000 rpm, and torque 200 nm at 1900 rpm.

In 2004, the production of second generation of Diesel K9K began, which moved to the Euro-4 standard. The compression ratio decreased to 15.9, injection was finalized and graduation system. Also raised the service life of the timing belt, and now it is necessary to change it once every 120 thousand km. The term for replacing the oil is increased to 20 thousand km.
The most negligible version has a capacity of 65 hp. At 4000 rpm, torque is 160 nm at 1750 rpm. Power of the same motor with an intercooler 85 hp at 3750 rpm, and torque 200 nm at 2000 rpm. Top Renault K9K develops 105 hp At 3750 rpm, torque is 240 nm at 1750 rpm.

The third generation of the motor was published in 2008 and began to fit environmental standards Euro-5. The compression ratio was reduced to 15.2, engineers were finalized eGR system, Delivered the diesel filter, increased the service life of the timing belt to 160 thousand km, and the oil replacement interval stretched to 30 thousand km.
The version without intercooler received injection from Bosch and develops 75 hp. At 4000 rpm, torque is 160 nm at 1750-2500 rpm. The same, but with an intercooler 90 hp At 4000 rpm, torque 200 nm at 1750-2500 rpm.
The most powerful model has a capacity of 110 hp At 4000 rpm, torque is 240 nm at 1750-2750 rpm.

The fourth version of K9K was shown in 2012 and it is sharpened under the Euro-6 standard. The degree of compression has slightly increased (up to 15.5), changed EGR, the sump filter, oil pump, piezo-forming, added the start-stop system. Characteristics of weak version Such: Power 75 hp At 4000 rpm, torque 200 nm at 1750-2500 rpm. Analogue with the intercooler developed 90 hp at 4000 rpm, torque 220 nm at 1750-2500 rpm.
On the top model Replaced the turbine on BorgWarner BV38 with variable geometry, which allows you to get 110 hp At 4000 rpm and torque 260 nm at 1750-2750 rpm. Such an engine is known as Mercedes OM607.

Since 2011, the engine K9K 1.5 DCI is replaced with a newer 1.6-liter Diesel R9M.

Problems and malfunctions of diesel engines Renault K9K

1. The main disease Diesels K9K is connecting rod liners. Due to the peculiarities of their design, due to the too large interval between oil changes, due to the use of low-quality oil, after 100-150 thousand km, there is a very high risk of grinding inserts. It is better not to wait for this moment, immediately check and replace them after 100 thousand km or after buying a car. We are also a good (not fake) oil and change it at least once every 10 thousand km.
2. Many complaints about engines with Common Rail from Delphi, in which, due to poor fuel, quickly fails and pulls up the nozzles. It is recommended to change here fuel filter Once at 8-10 thousand km on the original and pour only good fuel. There is no such problem with Siemens with Common Rail from Siemens, but this does not mean that you can merge diesel fuel from the nearest tractor. Here you need to change filters every 10 thousand km.

The rest of the engine is normal and has good reliability. The term of the turbine is high and it may be enough for the entire service life of the engine, but the turbine ahead of time can kill particles from the wear of the liners that have fallen into the oil.
Also worth it once a year to clean the EGR valve from Nagara.
If pouring is not bad fuel, good oil, on time to change it, timely and efficiently serviced, the engine resource K9K easily exceeds 300 thousand km. Often, these diesel engines die on runs about 200 thousand km and causes can be different: poor service twisted mileage, or both immediately.

Look for the motor number here in this place:

Engine tuning K9K.

Chip tuning

Want to add some power? Drive to tuning company and pour more aggressive firmware, it will turn your 75 hp. or 90 forces in 115 hp, and torque will exceed 250 nm. Motors with a capacity of 110 hp Senched in 130-135 hp, torque exceeds 300 nm. This refers to the 4th generation motors, produced after 2012.
The last 3rd version (2008-2012) has the indicators a little worse. The most powerful modification of 110 hp Sold in 130 hp, torque 300 nm, and a model by 75 hp and 90 hp You can dig up to 110 hp And torque will increase to 240+ nm.
The older 2nd generation (2004-2008) has the same indicators, except for the fact that the most weak model It has a limit of 90 hp and moment in 200 nm.
The very first k9k, issued in the period 2001-2004, has almost the same potential. The most rude modification is tuning up to 85 hp, the moment is 200 nm.

After in 1999, the Renault-Nissan gasoline engines line was created and launched into the Renault-Nissan engine - the K4M engine, in front of the French-Japanese tandem designers, the task of updating the diesel power units. According to the results of such cooperation, since 2001, the production of 1,5-liter diesel engine of the K9K series is launched on Renault-Nissan conveyors. Over the past 15 years, this motor was installed (and continues to be installed) passenger cars Renault (Duster, Fluence, Twingo, Clio, Scenic, Kangoo, Megane), Nissan (Note, Almera, Juke, Quashkai), Dacia (Logan, Sandero, Dokker), Suziki (Jimny), Mercedes (in A and B class) . K9K engine - the most massive diesel engine Renault Nissan in the 2000s.

Constructively, the K9K engine is a four-cylinder row power unit equipped with fuel injection system high pressure (COMMON RAIL.), with turbocharged and general fuel ramp. Any special design "delights" the creators of this motor did not use, making a classical layout at a time-tested time. As a result, the automaker received a "basic" engine, easily adaptable to a specific model or layout of the car through the use of various attached equipment and electronic system Control. There are several dozen K9K engine modifications for Renault cars, Nissan, Mercedes, Dakia and Suzuki. To determine for which machine it was created by one or another power unit, which is its power characteristics and features of the attached equipment used, in three numbers that follows the engine marking. For example, in our online store you can buy a Renault engine K9KJ836. This power unit is removed from the car Renault Megane 3 with 6-step mechanics and has a power of 110 hp Similarly, other Renault motors are identified.

Major malfunctions and engine resource K9K 1.5 DCI

The accumulated 15-year experience of operating the K9k engines allows to accurately determine the resource and the margin of the strength of this power unit. Subject to regulations maintenance (by the factory) these motors work without overhaul About 300 thousand kilometers, and the first 150 thousand do not deliver serious trouble with their owners. But in practice, this figure can be very different both in the greater and in a smaller side. The fact is that K9K engines are very sensitive to the quality of the oil used. Therefore, if you use oil, differing in its characteristics from the factory recommendations, or change it less often than 1 time per 10,000 km of run (according to the recommendations of the plant 15 and even 20 thousand km), thereby cut the life expectancy of your motor. The problems with the lubricant system usually lead on K9K engines to turning connecting rod insertsSo, - to guaranteed overhaul.

Another big problem with the owners of cars equipped with K9K engines is the lack of experienced specialists in the Common Rail fuel system. That is, there are such specialists, but only in large cities and, as a rule, they work by appointment. In other words, if you have started problems with the fuel system (and considering the quality russian fuelSuch problems may occur at any time), then you will have to either wait for your turn to repair, or contact the service without warranty on the quality of work performed. Design features fuel system The K9K engine is such that breakdown or incorrect operation of one of the elements of the system, in most cases, lead to failure and other vital elements for the operation. For example, incorrectly operating engine nozzles K9K, can "bring" your motor even before burning the pistons. So, if you have on dashboard There are messages about malfunctions with the engine, it is not necessary to regularly erase the error from the computer's memory, it is much wiser to immediately contact a qualified service for detailed diagnostics and troubleshooting.

Well, of course, it is very important to follow the condition of the engine turbine K9K Renault. With incorrect circulation, the turbine may require attention after 60,000 km of run. And the cost of this part is very high and on average is 20-25 thousand rubles for used parts and 45-70 thousand rubles for the new original. By the way, the cost of all components of the K9k fuel system is high enough. So, used the nozzles in our online store there are 10 thousand rubles per piece, the TNVD K9K - 16 thousand rubles, the USR valve - 6 thousand rubles and so on. The cost of new original detailsNaturally, several times above.

The owners of a car equipped with this power unit can be recommended as follows:

• carefully choose and change the engine oil in a timely manner (it is better not less than 1 time by 10 thousand km of run);
• refuel only with high-quality fuel, in no case fill in the "left" tank diesel fuelor fuel at refueling of dubious brands;
• regularly (preferably with each oil change) change the fuel filter - for you it is the most important element of savings on the future repair. Some car owners even change the Filter Filter Filter with more thin cleaning;
• change air filter every 30000 run;
• if you appear on the dashboard messages about the problems with the engine immediately refer to the diagnosis.
• do not save and do not tighten the repair. Turbine incorrectly works, and you do not rush to replace it? - Then expect high costs as well, on the nozzles and fill.

Despite the apparent abundance of serious Renault K9K engine problems, it should be noted that the absolute majority typical breakdowns It is primarily due to the incorrect operation of this power unit. The motor itself has a sufficient stock turn, but is designed for regular and attentive maintenance, visiting a qualified specialist and accurate diagnostics.

1.5 DCI is a diesel four-cylinder engine with a turbocharger. Motor volume - 1.5 liters, and power, depending on the modification may vary from 64 to 110 horse power. Engine index - K9K. Released since 2001 and during this time some changes have undergone.

It is worth noting that this is one of the most popular turbo diesel engines created by the Renault-Nissan Alliance. This DVS is most popular in Europe, so on secondary market We can often see Urgent Renault and Nissans with such an engine. By the way, this unit is set for several more Mercedes.

From the obvious advantages of the motor - good thrust on the bottoms, relative economy of fuel. Of the minuses - poor susceptibility to the quality of diesel fuel, especially the Russian and maintenance requirements.

Indeed, that this DVS will serve for a long time and regularly needs to be followed. And this is changing the engine oil every 10,000 km of run or even earlier, while changing the timing belt - every 60,000 km and of course not overheat.

In responses, you can often find the following problems:

1) the failure of the TNVD. Therefore, it is not recommended to acquire a version with the Fuel System of DEphi, which is very demanding on the quality of the fuel, and if you fill down poorly, it will die quickly. Recommended to take with Siemens (Continental). Delphi go on versions with a small amount of horsepower. Before buying, specify this moment.

Still with the Siemens system usually go models with a 6-speed mechanical box Transmissions. Engines with 5-mortar usually from Delphi.

2) failure of the turbine. This occurs most often due to improper operation. As we know, the turbodiesel cannot be immediately jammed after the stop, and you need to give it a little work, for this there is a configured autorun system in alarms.

4) Turning rod inserts. It happens if you do not change the oil during and lengthen the intervals of the replacement. Change every 10,000 km and such a problem should not arise.

As a result, I will say that before buying a car with a 1.5 DCI engine, it is necessary to carefully check not only the body, suspension, legal purity, but also the motor itself, how it works, its mistakes to scan, find out how often the oil changed, whether there were problems and so on . Often there are 5-7 year old megans with a mileage of 60-80 thousand, this, unfortunately, not always truth, mileage could twist. You can check it from the dealer, unless of course the mileage was not deleted from the car.

Purchasing a car with DCI should be regularly changed oil, filters, hinged equipment - In general, everything that will be needed, and choose a refueling, where you pour a really high-quality dielary.

And it's not necessary to say that this DVS is bad or good, since each instance has its own history and care, if we talk about used options.

For reference: It is installed on Renault Megan, Klio, Scenic, Dasia, Duster, Nissan Cascai, Tiid and other models.

Small turboodiesels have already managed to conquer the hearts of millions of motorists. Their main advantages are affordable price and high efficiency, comparable with larger brethren. One of the first automakers to start the release of small diesel engines was Renault, which developed with Nissan's cooperation very popular 1.5 DCI. Today, many cars are equipped with this engine.

The smallest of the ruler diesel engines Renault - power unit with the designation K9K made his debut in the market in 2001. The eight-flaped four-cylinder engine with turbocharged and fuel supply type "Common Rail" was offered in several versions - with a capacity of 64 to 110 hp. The main differences between modifications are to equip the injectors, turbocharger, flywheel, etc. The advantages of the aggregate include: relatively high power And low fuel consumption - an average of about 6 liters per 100 km. 1.5 DCI Engine is widely used in Renault, Dacia and Nissan cars. In the period from 2003 to 2010, the Turbodiesel was installed on the Small SUZUKI Jimny SUV, and after the start of Renault's cooperation with Mercedes - and in the new A-class models, and in the Citan van (the same Renault Kangoo only with a characteristic star on the radiator grille).

Characteristic problems and malfunctions

The list of problems pursuing 1.5 DCI is quite large. One of the most serious and most common - malfunction of the system. As a rule, this is due to the use of low-quality fuel, which is not a french diesel. This is especially true of engines with Delphi nozzles, which may not withstand on poor diesel fuel and 10,000 km. The cost of one nozzle is about 8-12 thousand rubles. In modifications with a simple system and "normal" nozzles, you can save significantly by trying to restore their performance. In the case of piezoelectric nozzles, the only way out is only replacement.

The turbocharger on some copies can deliver trouble after 60 thousand km. Turbocharger used two types of fixed or variable geometry.

Sometimes there are cases of turning into the liners and the loogier of the pistons - due to poorly working nozzles. In addition, it is necessary to deal with habitual for diesel motors malfunctions of the EGR gas recycling recycling valve. On more powerful versionx There are trouble with a two-headed flywheel.

Other typical problem For a modern diesel engine - a diesel filter that may require high costs. The cost of the new is better and not to ask, but prays to the troubles associated with it, bypass you. Sometimes the troubles are presented with electronics of engine operation: especially vulnerable puzzle pressure and shaft position sensors.

As can be seen from the review, potential problems with 1.5 DCI engine are quite a lot. However, the overwhelming majority of them are associated with improper operation. To avoid further unnecessary and high costs, owners diesel cars It is worth compensating for gaps in their knowledge, due to the exploitation of only hopeless gasoline engines.

Conclusion

And yet, some consider 1.5 DCI rather risky choice. In the same time, most of Machine owners with this turbodiesel are very satisfied with their acquisition and want to see under the hood 1.5 DCI and in the future. Before buying such a car, it is still worth estimated - how many kilometers per year have to get out. If the mileage is small, then more profitable will be a car with gasoline engine. Despite some flaws, in reliability 1.5 DCI is not inferior to most famous diesel engines, more eminent manufacturers.

The 1,5-liter DCI turbodiesel from Renault (K9K designation) appeared in 2000 and has been produced more than 10 years since then. Of course, for all this time, the motor has repeatedly modernized. This power unit survived the change of fuel systems from three manufacturers. Initially, the Motor K9K was equipped with the Common Rail system from Delphi, then there were versions with the fuel system from Siemens and in the most recent generations - with injection from Continental (in fact it is the same Siemens, but with the Continental logo, which has acquired a VDO Automotive division from Siemens ").

The 1.5 DCI engine has a series of typical "sores", but the presence of some of them depends on the manufacturer of the fuel system. So, in about September 2004, the K9K engine was equipped with an exclusively fuel system Delphi. Such motors in their designation have an index to 728 inclusive, as well as 830 and 834, and their power does not exceed 105 hp. The DELRHI fuel system is more demanding on the quality of the fuel, but in repair all its components are cheaper. This fuel system needs good care is needed, only the original fuel filter should be installed for its trouble-free operation. But the most important thing is to feed it only with high-quality diesel fuel. Due to poor-quality or "dry" diesel fuel (and all the rubber components are lubricated by the fuel) and even more so because of the water content in fuel or short-term trusting of the fuel system Delphi may begin to "drive a chips" due to, which subsequently applies to The entire fuel system. The chips are formed in a pair "Rotor TNVD - Shaft Rollers". As a result, nozzles and pump itself can be released. In addition to the formation of chips, literally poisoning the entire fuel system, the performance of the TNVD falls: it ceases to supply fuel under the starting pressure. Also a weak injection site from DEKPHI are the check valves of the nozzles, which are excessively poured fuel to the return fuel line. Because of this, problems can occur with the start of the engine.

The advantage of the DELRHI fuel system, in addition to maintainability and relatively low repair cost, is the use of accelerometer, thanks to which the injection is adapted to the natural wear of the nozzles. This feature allows you to change and put nozzles without registration, pull and change the valve. By the way, the new Delphi nozzle for 1.5 DCI K9K motor will cost 500 rubles.

By 2005, the 1.5 DCI K9K motor was upgraded. He has changed the head of the cylinder block, crankshaft and piston, and the power has grown - in the most powerful version of the motor's return reaches from 106 to 110 hp. For fuel injection into the cylinders of such motors, the CommonRail system from Siemens is responsible. Modernized engines Received indexes 732, 764, 780, 804, 832, 836. Powerful 1.5-liter DCI diesel engines with fuel Siemens can be identified by the presence of a 6-speed MCP, while all the variants of this engine with fuel from Delphi worked as a pair with 5- Step MCP. And if you look into the pumproom space and consider feedback channels of the fuel, then Delphi can be recognized by top-containers, and Siemens - on the emerging side.

Siemens fuel system is definitely more reliable and characteristic weaknesses has no. If problems with it happen, then only because of a significant run. The most common problem with the Siemens fuel system is associated with the malfunction of the pumping pump built directly in the TNVD. Low productivity "swap" causes its excessive wear. As a result, the TNLD does not receive a sufficient amount of fuel and works with deviations from the norm, which immediately responds to the engine performance.

Siemens fuel system (or later Continental) uses exclusively piezoelectric nozzles. They are unpretentious and easily serve 200,000 km and even more. However, they cannot be repaired: it is implied only full replacement. You can put both new (about 400-700 rubles per piece) nozzles and "b / ear" (200-400 rubles).

In rare cases of fuel system malfunctions can lead to 1.5 DCI K9K motor death. Because of the "pillings", nozzles can ruin pistons. However, the most common cause of the total drill of the K9K motor is the bulk of connecting rod liners. The fact is that connecting rod liners here are short-lived and experience heavy loads. As natural wear, the gap is increased between the neck of the shaft and the liner, through which the oil, without meeting sufficient resistance, is simply merged into the pallet, without lubricating loading parts. As a result, the wear of the liners accelerates, which will soon lead to them. The engine caught due to the grinding is often changed to the contract - it is cheaper and faster. average cost Contract motor 1.5 DCI varies from 1000 to 2000 rubles.

To avoid a flap of liners, their preventive replacement is recommended every 60,000 km. A motor oil for a 1.5 DCI K9K motor oil should use only the appropriate tolerances of the manufacturer. It is important to know that the car needs to immediately change not only all consumables, but also connecting rods from Europe. In Europe, the interservice interval of this motor reaches 30,000 km, which is not at all for the benefit of the inserts. By the way, when replacing oil on this engine It is recommended to fill new filter Freshly oil: it will exclude short-term oil starvation of rubbing parts of the engine.

Reducing the service life of 1.5 DCI K9K can and defective valve oil filter: Because of them, with a non-working motor, the oil is not kept in rubbing parts and merges into the pallet. Consequently, when starting the engine, a few seconds literally works "on dry". Also low oil pressure in this force aggregate may be associated with a weakened spring reduction valve Oil pump. Create an approximate view about the state of oil pressure in the engine 1.5 DCI K9K can be on the light bulb on the dashboard: if after at least half an hour of downtime goes out instantly after the engine is started, then the oil pressure is most likely in order. However, in any case, prophylactic work on the replacement of connecting rod liners should not be postponed.

In general, due to these most liners, the entire engine suffers. After all, in friction, the chips is formed, which oil spreads over the entire motor. So, in particular, only because of this chips "dies" by the turbocharger of the 1,5 DCI K9K motor. The Turbines of the company KKK, which now belongs to an even larger BorgWarner corporation. Motor turbine 1.5 DCI K9K has several executions, but they are all reliable and do not have constructive flaws. However, such turbines break. The reason, as a rule, is one: the fine chips fall into the oil film on the bearing sleeves of the rotor. Here, with huge speeds of rotation of the rotor, the metal on its surface is flared, the smallest imbalance is formed, which after a while breaks the turbine seals. Also, the engine turbines of 1.5 DCI K9K fails due to the use of incorrect motor oil (unsuitable tolerances or viscosity) or due to an increase in the intervals of its replacement.

Powerful modifications of 1.5 DCI K9K engine are equipped with a two-stage flywheel and summer filter (FAP) that may require replacement - they are simply not refundable.

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