1.5 dCi engine (K9K): faults and reliability

• 1.5 dCi Euro 3 (65, 80/82 and 100 hp, 2001-2005)

  2001–2005 · 65–100 hp · K9K 700, K9K 702, K9K 704, K9K 706, K9K 710, K9K 722

  Avoid

  The 100 hp accumulates all the engine's known problems (EGR, a Delphi pump that generates filings, and big-end bearings) and fiches-auto considers buying one risky; Caradisiac recommends preferring the post-2006 Scénic II.^[1][4]

• 1.5 dCi Euro 4 (68/70, 85/86 and 105/106 hp, 2005-2010)

  2005–2010 · 68–106 hp · K9K 712, K9K 714, K9K 728, K9K 732, K9K 764, K9K 766, K9K 772, K9K 792, K9K 796, K9K 802, K9K 830

  With caution

  Worth buying with a complete maintenance history and proof of repairs: the 85 hp carries the Delphi pump, and the 105 hp adds big-end bearings, a dual-mass flywheel and, on the Mégane III and Scénic III up to late 2010, a risk of belt failure.^[1][2][3][7]

• 1.5 dCi Euro 5 with particulate filter (75, 90, 95 and 110 hp, 2010-2015)

  2010–2015 · 75–110 hp · K9K 608, K9K 609, K9K 656, K9K 770, K9K 832, K9K 836, K9K 837, K9K 846, K9K 892, K9K 896

  With caution

  The 90 hp has an excellent record. On the 110 hp it is worth checking the turbo, the injectors and, on the first units with a DPF, the condition of the filter; on a 2010 Scénic III, check the belt change. Caradisiac considers the engine fully sorted from 2012.^[1][3][11]

• 1.5 dCi Energy Euro 6 with NOx trap (90 and 110 hp, 2015-2018)

  2015–2018 · 90–110 hp · K9K 500, K9K 628, K9K 647

  Buy

  There are no documented recurring serious faults: there are isolated cases of injectors and turbo failures that are much rarer than in earlier generations. On 2015 Captur and Kadjar models, check that the emissions campaign has been carried out.^[12][13][14]

• 1.5 Blue dCi with SCR and AdBlue (85, 95, 100 and 115 hp, from 2018)

  since 2018 · 85–115 hp · K9K 872, K9K 873, K9K 874

  With caution

  There is still little long-term data. Faults in the AdBlue system (pump, tank, injector) and emissions warnings with no real fault have been documented, and Caradisiac considers the earlier dCi 110 somewhat more reliable than the Blue dCi 115.^[13][15][16]

• 1.5 dCi in Mercedes-Benz and Infiniti (OM 607 / OM 608, 2012-2020)

  2012–2020 · 80–116 hp · OM 607, OM 608

  Buy

  fiches-auto considers the 1.5 dCi reliable in the Mercedes models, with few reports of faults, and Diariomotor points out that it reached the brand with its teething problems already overcome.^[10][17]

Buy: No known serious faults, or they have already been corrected, in this version. With caution: Worth buying if something specific is verified: history, a replaced part or a completed campaign. Avoid: High risk of a serious fault that is hard to check for or prevent.

1. 1Critical severityCommonFrequency: CommonLubricationWear and seizure of the big-end bearingsThe Euro 3 and Euro 4 1.5 dCi engines (approx. 2001-2010), especially the 100 and 105/106 hp, have fragile big-end bearings that can seize and wreck the engine. Renault went as far as paying up to 90% of the repair, with a limit of 7 years and 180,000 km.
2. 2Critical severityOccasionalFrequency: OccasionalTimingPremature timing belt failureOn the 85, 105 and 110 hp 1.5 dCi engines built up to late 2010, especially in the Mégane III and Scénic III, the timing belt could break early, sometimes before 50,000 km, and damage the engine. Renault opened a workshop action in 2013.
3. 3High severityOccasionalFrequency: OccasionalInjectionDelphi high-pressure pump that sheds filings and damages the injectionOn the first 1.5 dCi engines (up to approx. 2010), especially the versions with Delphi injection of 65, 70 and 85 hp, the high-pressure pump can shed iron filings that contaminate the whole circuit and destroy the injectors. The pump, injectors and rail all have to be replaced.Appears at around 60,000 km
4. 4High severityOccasionalFrequency: OccasionalTurboPremature turbo failure and intake hoses that come looseThe turbo on the 105 and 110 hp 1.5 dCi can fail early: Caradisiac documents it on the Clio III, Scénic III and Qashqai II, sometimes before 80,000 km. More common and cheaper is for a turbo intake hose to come loose or burst and the engine to lose power.
5. 5Medium severityCommonFrequency: CommonEmissions controlBlocked EGR valve on the early 1.5 dCiThe EGR valve often gets dirty and fails on the 65, 80 and 100 hp 1.5 dCi engines from before 2007; on later versions it is much less common. Cleaning it is often enough.
6. 6Medium severityOccasionalFrequency: OccasionalClutchPremature dual-mass flywheel failure and clutch problemsThe 105 and 110 hp 1.5 dCi engines can break the dual-mass flywheel early, sometimes before 40,000 km. It warns you with vibrations at idle and metallic noises, and forces you to replace the clutch and flywheel assembly.Repair (garage): €700–€1,300
7. 7Medium severityOccasionalFrequency: OccasionalInjectionInjector and injector seal failuresThe 1.5 dCi injectors, or their seals, can fail early, especially on the 110 hp, causing rough running, jerking or hard starting. Replacing the affected injector is usually enough; Caradisiac still reports cases on the Kadjar and Duster II.
8. 8Medium severityOccasionalFrequency: OccasionalEmissions controlNOx trap and AdBlue system on the Euro 6 1.5 dCiThe 2015 Euro 6b 1.5 dCi engines had a badly calibrated NOx trap that Renault corrected with recall campaigns. On the Blue dCi (from 2018), the AdBlue pump, tank or injector can fail, with an emissions warning and even the car locked out with a full tank.

Severity colours: low, medium, high, critical. How we rate them

Manufacturer

Renault

Family

K9K

Fuel

Diesel

Displacement

1,461 cm³

Cylinders

4

Fuel system

Turbo

Injection

Common rail

Timing

Timing belt (dry)

Power

55–116 hp

Peak torque

260 Nm

Production

since 2001

Makes

Renault, Dacia, Nissan, Mercedes-Benz, Infiniti and Suzuki

Technical data^{[1][5][6][7][8][9][10]}

1. 2001–2005

   1.5 dCi Euro 3 (65, 80/82 and 100 hp, 2001-2005)

   First generation of the engine, with 1,461 cm³, 8 valves, a turbo and common rail direct injection. The injection was from Delphi on the lower-output versions and from Continental (formerly Siemens) on the more powerful ones.^[5][6]

2. 2005–2010

   1.5 dCi Euro 4 (68/70, 85/86 and 105/106 hp, 2005-2010)

   New range of outputs for Euro 4. The 68/70 and 85/86 hp versions keep the Delphi injection pump; according to fiches-auto, the bearing problem disappears on the 68/70 hp but is still present on the 105/106 hp.^[1][5]

3. 2010–2015

   1.5 dCi Euro 5 with particulate filter (75, 90, 95 and 110 hp, 2010-2015)

   In 2010 the particulate filter (DPF) arrives and the range becomes 75, 90 and 110 hp: the dCi 90 DPF replaces the 85 hp in the Clio and Twingo with 5 hp more and lower emissions. According to fiches-auto, the 90 hp drops the pump that used to contaminate the fuel circuit.^[1][5][22]

4. 2012–2020

   1.5 dCi in Mercedes-Benz and Infiniti (OM 607 / OM 608, 2012-2020)

   Mercedes fitted it as the OM 607 from September 2012 in the entry-level A-Class, B-Class, CLA and GLA (180 CDI and 180 d), assembled in Valladolid, and in the Citan with 80 to 116 hp. It replaced it in 2020 with its own 2.0 of 116 hp as homologation rules tightened. The Infiniti Q30 used the 109 hp version.^{[6][8][10][19][23]}

5. 2015–2018

   1.5 dCi Energy Euro 6 with NOx trap (90 and 110 hp, 2015-2018)

   For Euro 6b it adds a NOx trap integrated into the particulate filter; its initial calibration forced Renault to recall the Captur and Kadjar built in 2015. In 2017 a 110 hp Hybrid Assist variant was added for the Scénic IV.^{[5][12][14][20]}

6. since 2018

   1.5 Blue dCi with SCR and AdBlue (85, 95, 100 and 115 hp, from 2018)

   For Euro 6d-Temp it adopts selective catalytic reduction (SCR) with AdBlue. Nissan says 90% of the parts were renewed, with a new dual-mass flywheel, a new oil cooler and an injection pressure of 2,000 bar (previously 1,600); the top output rises to 115 hp with 260 Nm.^[9][21]