The Renault 8140.61.240 is a 2,499 cc, inline‑six turbo‑diesel engine produced between 1996 and 2003. It features indirect injection, a fixed — geometry turbocharger, and overhead camshaft design. In standard form, it delivered 85 kW (116 PS) and 270 Nm of torque, engineered for durability in commercial applications.
Fitted primarily to the Renault Master van (Phase 1) and select Trafic models, the 8140.61.240 was engineered for robust, low — revving torque delivery i…
Production years 1996–2003 meet Euro 2 standards .
The Renault 8140.61.240 is a 2,499 cc inline‑six turbo‑diesel engineered for light commercial vehicles (1996-2003). It combines indirect injection with a fixed‑geometry turbocharger to deliver strong low‑end pulling power and mechanical simplicity. Designed to meet Euro 2 standards, it prioritizes rugged reliability for fleet use.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,499 cc | |
Fuel type | Diesel | |
Configuration | Inline‑6, SOHC, 12‑valve | |
Aspiration | Turbocharged | |
Bore × stroke | 88.0 mm × 97.0 mm | |
Power output | 85 kW (116 PS) | |
Torque | 270 Nm @ 2,000 rpm | |
Fuel system | Indirect injection (Bosch VE rotary pump) | |
Emissions standard | Euro 2 | |
Compression ratio | 21.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | Fixed‑geometry (Garrett T25, vacuum actuator) | |
Timing system | Chain‑driven camshaft | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 315 kg |
The Renault 8140.61.240 was used across Renault's Master platform with longitudinal mounting. This engine received no major platform-specific adaptations during its production run, though minor ECU revisions occurred. All adaptations are documented in OEM technical bulletins.
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The 8140.61.240's primary reliability risk is turbocharger actuator failure, with elevated incidence in high-mileage or heat-soaked engines. Renault internal data indicated a high replacement rate for pre-2001 actuators, while fleet reports frequently cite glow plug relay failures causing cold-start difficulties. Extended idling and infrequent oil changes accelerate wear on the injection pump and turbo components.
Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The 8140.61.240 is renowned for its mechanical robustness and longevity when properly maintained. Its simple SOHC design and indirect injection are less prone to catastrophic failure than modern engines. The main long-term concerns are the turbo actuator and injection pump, which are serviceable. Regular oil changes and using correct ACEA B3/B4 oil are critical for sustained reliability.
The most frequent issues are turbocharger actuator failure (causing boost loss), glow plug or relay faults (causing cold-start problems), wear in the Bosch VE injection pump (leading to poor running), and coolant leaks from the plastic thermostat housing. These are well-documented in Renault service information.
This engine was primarily fitted to the first-generation Renault Master van (1996-2003) and some second-generation Renault Trafic vans (1997-2001), typically badged as dCi 116. It was not used in passenger cars. There are no documented uses in vehicles from other manufacturers.
Minor power gains are possible by adjusting the Bosch VE pump's maximum fuel screw and fitting a manual boost controller, but significant tuning is limited by the fixed-geometry turbo and indirect injection. Such modifications increase stress on the engine and turbo, potentially reducing reliability. It's generally not recommended for daily-driven commercial vehicles.
Fuel economy is moderate for its era. In a laden Master van, expect real-world figures of approximately 9.5–11.0 L/100km (25–28 mpg UK) combined. Unladen or in a Trafic, consumption may improve to 8.5–9.5 L/100km (30–33 mpg UK). Economy is heavily dependent on load, driving style, and vehicle condition.
No. The Renault 8140.61.240 is a non-interference engine. If the timing chain were to fail or jump, the pistons will not contact the valves. This design choice enhances reliability for commercial applications, as a broken chain typically results in the engine simply stopping without internal damage.
Renault specifies an oil meeting ACEA B3 or B4 standards, typically a 15W-40 viscosity for normal operating conditions. Using a high-quality mineral or semi-synthetic oil designed for older indirect injection diesels is crucial. Modern low-viscosity or low-SAPS oils are not recommended as they may not provide adequate protection.
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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