The Renault D4F 730 is a 1,149 cc, inline‑four petrol engine produced between 1996 and 2008. It features a dual overhead camshaft (DOHC) and four valves per cylinder, delivering improved efficiency over its predecessors. Its compact, lightweight design prioritised urban agility and fuel economy for supermini applications.
Fitted primarily to the Renault Clio II and Twingo II, the D4F 730 was engineered for responsive, economical city driving. Emissions compliance w…
Production years 1996–2000 meet Euro 2 standards; 2001–2008 models comply with Euro 3 for equivalent period).
The Renault D4F 730 is a 1,149 cc inline‑four naturally aspirated petrol engine engineered for superminis (1996-2008). It combines a DOHC 16-valve valvetrain with multi-point fuel injection to deliver peppy performance for city driving. Designed to meet Euro 2 and Euro 3 emissions standards, it balances low-end responsiveness with everyday economy.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,149 cc | |
Fuel type | Petrol | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 68.0 mm × 79.5 mm | |
Power output | 44–55 kW (60–75 PS) | |
Torque | 100–105 Nm @ 3,250 rpm | |
Fuel system | Multi-point fuel injection (MPFI) | |
Emissions standard | Euro 2 (1996-2000); Euro 3 (2001-2008) | |
Compression ratio | 9.8:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Belt-driven camshafts | |
Oil type | Mineral or Semi-synthetic 10W‑40 | |
Dry weight | 92 kg |
The Renault D4F 730 was used across Renault's Project B platform with transverse mounting. This engine received minor ECU and camshaft revisions between 1996 and 2008, creating some parts interchange limits. All adaptations are documented in OEM technical bulletins.
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The D4F 730's primary reliability risk is exhaust camshaft lobe wear in early production, with elevated incidence in high-RPM driving. Renault internal reports noted this as a frequent cause of drivability complaints in vehicles under 80,000 km. While generally robust, neglecting the 60,000 km timing belt change or using incorrect oil accelerates wear on critical components.
Analysis derived from Renault technical bulletins (1996-2008) and historical repair data. 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
Generally yes, especially post-2001 models with the revised camshaft. Its main weakness is cam lobe wear on early engines and the critical 60,000 km timing belt. With proper maintenance (oil changes, belt replacement), it can easily reach 150,000-200,000 km without major issues.
The top issues are exhaust camshaft lobe wear (early models), timing belt failure if neglected, faulty idle control valves causing erratic idle, and oil leaks from the cam cover or crank seal. These are well-documented in Renault service information.
This engine was primarily used in the Renault Clio II (1998-2005) across base and mid-level trims. It was also fitted to the very early production run of the second-generation Renault Twingo (2007-2008) before being replaced by newer units.
Minor gains are possible. A performance air filter, free-flow exhaust, and ECU remap can yield small improvements (5-10 PS). Significant power increases are difficult and not cost-effective due to the engine's small displacement and design limitations.
Excellent. Expect around 6.0-7.0 L/100km (40-47 mpg UK) combined in a Clio II, depending on condition and driving style. Highway cruising can drop consumption below 5.5 L/100km (51 mpg UK). Real-world figures are very favorable for a 1.2L engine.
Technically no, it is designed as a non-interference engine. However, at very high RPM, there is a small risk of piston-to-valve contact if the timing belt fails. Therefore, adhering to the 60,000 km belt change interval is absolutely critical.
Renault specifies a good quality 10W-40 oil, either mineral or semi-synthetic, meeting ACEA A3/B3 or equivalent standards. Using the correct viscosity is important for the hydraulic tappets and overall engine 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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