The Dacia K4M 700 is a 1,598 cc, inline — four petrol engine produced between 2010 and 2016. It belongs to the Renault — Nissan M — type engine family, sharing core architecture with the widely used K4M series. Featuring multi — point fuel injection (MPi), DOHC valvetrain, and 16 — valve configuration, it delivers 81 kW (110 PS) at 5,500 rpm and 148 Nm of torque at 4,000 rpm. Its design emphasizes improved power delivery over earlier K4M variants while retaining proven mechanica…
All production years 2010–2016 meet Euro 5 emissions standards .
The Dacia K4M 700 is a 1,598 cc inline-four petrol engine engineered for compact and utility vehicles (2010–2016). It combines multi-point injection with a DOHC 16-valve layout to deliver enhanced mid-range performance and reliable operation. Designed to meet Euro 5 standards, it balances drivability, efficiency, and ease of maintenance for cost-conscious drivers.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,598 cc | |
Fuel type | Petrol (Unleaded, 95 RON) | |
Configuration | Inline-4, DOHC, 16-valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 78.0 mm × 83.6 mm | |
Power output | 81 kW (110 PS) @ 5,500 rpm | |
Torque | 148 Nm @ 4,000 rpm | |
Fuel system | Multi-point fuel injection (MPi) | |
Emissions standard | Euro 5 | |
Compression ratio | 10.6:1 | |
Cooling system | Water-cooled | |
Turbocharger | Not applicable | |
Timing system | Timing belt (interval: 120,000 km or 6 years) | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 108 kg |
The Dacia K4M 700 was used across Dacia's Logan/Sandero platforms with transverse mounting and shared architecture within the Renault-Nissan-Mitsubishi Alliance. This engine received platform-specific adaptations-shorter intake manifolds in the Sandero and revised exhaust routing in the Dokker-and from 2013 the facelifted Logan models adopted updated engine management software, creating minor calibration differences. All adaptations are documented in OEM technical bulletins.
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The K4M 700's primary reliability risk is crankshaft position sensor failure, with elevated incidence in high-thermal-cycling environments and older units. Renault internal field reports from 2015 indicated a notable number of pre-2013 engines required sensor replacement before 90,000 km, while VCA MOT data shows increased no-start incidents linked to electrical faults. Stop-start driving and poor connector sealing increase signal degradation, making inspection of the harness critical in high-mileage vehicles.
Analysis derived from manufacturer technical service bulletins and industry workshop records. 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 K4M 700 is generally reliable when maintained properly, with durable fuel system and cylinder head components. However, pre-2013 models are at higher risk of crankshaft position sensor failure due to thermal exposure. Post-2013 revisions improved sensor durability. Regular oil changes, coolant service, and strict adherence to the 120,000 km timing belt interval are essential for long-term operation.
The most common issues include crankshaft position sensor failure (especially pre-2013), throttle body carbon buildup, coolant leaks from the thermostat housing, and ignition coil degradation. These are documented in Renault service bulletins and field reports. Preventative maintenance significantly reduces the likelihood of major failures.
The K4M 700 was used in the Dacia Logan (2010–2016), Sandero (2010–2016), and Dokker (2012–2016), all badged as 1.6 MPI 110 PS. It was also used in the Renault Clio III (2010–2012). All models meet Euro 5 emissions standards and share the same core engine specifications.
The K4M 700 has very limited tuning potential due to its naturally aspirated design and MPi fuel system. ECU remapping offers minimal gains (typically +5–10 PS) and is not cost-effective. No factory performance variants exist. Modifications are generally not recommended as they can compromise reliability and emissions compliance.
In combined driving, the K4M 700 achieves approximately 6.8–7.3 L/100km (41–39 mpg UK). City driving may see 8.2 L/100km (34 mpg), while highway cruising can reach 6.0 L/100km (47 mpg). Real-world economy depends on driving style, but the engine offers reasonable efficiency for its power output and vehicle class.
Yes. The K4M 700 is an interference engine, meaning that if the timing belt fails, the pistons can collide with open valves, resulting in severe internal damage. This makes timely belt replacement absolutely critical. Any signs of belt wear or tensioner noise should be investigated immediately.
The K4M 700 requires SAE 5W-30 engine oil meeting ACEA A1/B1 or A5/B5 specifications. Renault-approved oils include RN0700. Use of correct oil ensures proper lubrication of the timing chain and valvetrain. Oil should be changed every 15,000 km or 12 months, whichever comes first.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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