The Renault 810 726 is a 2,068 cc, inline — four turbo — diesel engine produced between 1980 and 1986. It features a direct — injection combustion chamber, mechanical fuel injection, and a fixed — geometry turbocharger, delivering 70 kW (95 PS) of power and 175 Nm of torque. The engine's robust construction provided strong low — end torque for commercial and heavy — duty applications, enabling smooth towing and hill — climbing capability.
Fitted to the Renault Super 5, R18, an…
Production years 1980–1983 meet Euro 1 precursor standards; 1983–1986 models may have minor regional emissions variations depending on market .
The Renault 810 726 is a 2,068 cc inline-four turbo-diesel engine engineered for compact and light commercial vehicles (1980-1986). It combines direct injection with a mechanical fuel pump and fixed-geometry turbocharger to deliver strong low-rpm torque and efficient cruising. Designed to meet pre-Euro emissions standards, it prioritised ruggedness over refinement.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,068 cc | |
Fuel type | Diesel | |
Configuration | Inline-4, SOHC, 8-valve | |
Aspiration | Turbocharged | |
Bore × stroke | 86.0 mm × 89.0 mm | |
Power output | 70 kW (95 PS) | |
Torque | 175 Nm @ 2,000 rpm | |
Fuel system | Bosch VE mechanical injection pump | |
Emissions standard | Pre-Euro (equivalent to early 1980s national standards) | |
Compression ratio | 22.0:1 | |
Cooling system | Water-cooled | |
Turbocharger | Fixed-geometry Garrett T3 | |
Timing system | Gear-driven camshaft | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 165 kg |
The Renault 810 726 was used across Renault's R5/R18 and Trafic platforms with transverse mounting and no licensed external usage. This engine received platform-specific adaptations-revised intake manifolds in the R21 and reinforced mounts in the Trafic-and from 1984 the facelifted Trafic adopted the 810 726A variant with revised camshaft profile, creating interchange limits. All adaptations are documented in OEM technical bulletins.
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Field reports and technical service bulletins highlight component wear patterns under high-load operation. Adherence to manufacturer service intervals and approved fluid specifications is critical for long-term reliability.
Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The Renault 810 726 is mechanically robust when maintained correctly, but suffers from inherent camshaft wear in high-mileage commercial examples. Camshaft lobes and injector pumps are vulnerable without strict adherence to 15,000 km oil changes using SAE 15W-40 mineral oil. Well-serviced engines can exceed 200,000 km, but neglected examples commonly fail before 150,000 km due to camshaft seizure or pump failure.
The biggest issues are camshaft lobe wear, Bosch VE injector pump failure, turbocharger seal leakage, and head gasket failure. These are well-documented in Renault service bulletins S.810.04 and TIS D21-045. Oil leaks from the front timing cover gasket are also frequent due to age-hardened rubber.
The Renault 810 726 was used in the Renault Super 5 (1980-1985), R18 (1980-1984), R21 (1983-1986), and Trafic van (1980-1986). It powered variants including Super 5 TD, R18 TD, R21 TD, and Trafic 1000/1200. No external manufacturers licensed this engine. Production ceased in 1986 in favour of the F-Type family.
Aftermarket ECU tuning is common on the 810-726 platform, but increasing boost or altering engine parameters accelerates component wear, impacts emissions compliance, and may void vehicle warranties. Any modifications should be evaluated carefully by a qualified specialist.
Typical consumption is approximately 7.5 L/100km (38 mpg UK) in mixed driving. Highway cruising yields around 6.5 L/100km (43 mpg UK) in a lightweight Super 5. Economy depends heavily on injector pump calibration and tyre pressure; poorly tuned engines consume up to 9.0 L/100km.
No. The Renault 810 726 is a non-interference engine. If the timing gears fail, valves will not contact pistons. While damage to the camshaft or rocker arms may occur, catastrophic internal collision is avoided, reducing repair cost compared to interference designs.
Renault specifies SAE 15W-40 mineral oil meeting API CD specifications. Synthetic oils are not recommended due to compatibility issues with period-specific seals and gaskets. Change interval must be strictly observed at 15,000 km or every six months to prevent camshaft wear and injector pump degradation.
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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