The Renault 8140.67.2550 is a 2,188 cc, inline — four turbo — diesel engine produced between 1998 and 2003. It features a cast iron block, aluminium alloy head, and a single overhead camshaft (SOHC) with two valves per cylinder, delivering 70 kW (95 PS) with strong low — end torque suited to commercial and passenger applications. The design prioritized durability, fuel efficiency, and emissions compliance for the European market.
Fitted to models such as the Trafic II (Pha…
Production years 1998–2000 meet Euro 2 standards; 2001–2003 models may have enhanced Euro 2 compliance depending on market .
The Renault 8140.67.2550 is a 2,188 cc inline-four turbocharged diesel engine engineered for light commercial vehicles and vans (1998–2003). It combines direct injection with a fixed-geometry turbocharger and SOHC valvetrain to deliver robust torque at low rpm. Designed to meet Euro 2 emissions standards, it balances operational reliability with cost-effective maintenance for daily commercial use.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,188 cc | |
Fuel type | Diesel | |
Configuration | Inline-4, SOHC, 8-valve | |
Aspiration | Turbocharged | |
Bore × stroke | 86.0 mm × 94.0 mm | |
Power output | 70 kW (95 PS) | |
Torque | 220 Nm @ 2,000 rpm | |
Fuel system | Bosch VE rotary pump direct injection | |
Emissions standard | Euro 2 | |
Compression ratio | 22.0:1 | |
Cooling system | Water-cooled | |
Turbocharger | Fixed-geometry turbo (Garrett T25) | |
Timing system | Timing belt (interference) | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 155 kg |
The Renault 8140.67.2550 was used across Renault's Trafic II/Kangoo I/Master I platforms with transverse mounting and no licensed external usage. This engine received platform-specific adaptations—reinforced exhaust manifold mounts in the Trafic and simplified EGR plumbing in the Kangoo—and from mid-1999 the facelifted Trafic Phase 1 adopted the 8140.67.2550 Rev.B variant with revised EGR valve and intake routing, 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 8140.67.2550 is mechanically robust if maintained correctly, but its EGR system and timing belt are critical vulnerabilities. Engines with documented EGR cleaning history and timely belt replacement can exceed 250,000 km. Neglected examples risk EGR seizure or catastrophic valve damage. Post-1999 revisions mitigate EGR issues but do not eliminate them.
The biggest issues are EGR valve carbonisation (causing stalling), timing belt failure (leading to bent valves), fuel injector clogging, and turbocharger oil leaks. These are well-documented in Renault service bulletins and owner repair logs. Oil leaks from the camshaft seal and crankshaft rear main seal are also frequent.
This 2.2L diesel was used exclusively in the first-generation Trafic (1998–2003), early Kangoo (1998–2002), and early Master I (1998–2001). It was never licensed to other manufacturers. In the Trafic, it powered the 2.2 TD trim; in the Kangoo, it was the base utility variant.
Minimal tuning potential exists. The simple SOHC, 8-valve design and mechanical injection limit gains. ECU remapping yields negligible results. Aftermarket air filters or exhausts offer minor flow improvements but no meaningful power increase. Focus should remain on reliability, not performance enhancement.
Good for its era. In a Trafic II or Kangoo I, expect 8.5–9.5 L/100km (32–37 mpg UK) combined. Highway driving can achieve 7.5 L/100km (40 mpg UK). Fuel economy drops noticeably with clogged EGR or injector faults. Real-world figures depend heavily on maintenance condition and load.
Yes. The 8140.67.2550 is an interference engine. If the timing belt breaks or jumps, pistons will strike open valves, resulting in severe internal damage including bent valves, damaged pistons, and potentially a ruined cylinder head. Regular belt replacement is essential to prevent costly repairs.
Renault specifies RN 15W-40 meeting API CD-2 specifications. Always use a quality mineral oil designed for older diesel engines. Change at 10,000 km or annually, whichever comes first, to maintain lubrication of the camshaft and fuel pump. Avoid modern low-SAPS oils intended for diesel particulate systems.
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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