The Renault D7F 764 is a 799 cc, inline‑three petrol engine produced between 1996 and 2004. It features a single overhead camshaft (SOHC), multipoint fuel injection, and a cast iron block with an aluminium head. This compact unit delivered 44 kW (60 PS) and 72 Nm of torque, designed for urban mobility and light commercial use.
Fitted primarily to the Twingo I and Clio II, including the popular Campus and Symbol variants, the D7F 764 was engineered for economy and low running co…
Production years 1996–2004 meet Euro 2 standards .
The Renault D7F 764 is a 799 cc inline‑three petrol engine engineered for city cars and entry-level models (1996-2004). It combines multipoint fuel injection with a simple SOHC valvetrain to deliver adequate power for urban driving and exceptional fuel economy. Designed to meet Euro 2 standards, it prioritises low cost and mechanical simplicity.
| Parameter | Value | Source |
|---|---|---|
Displacement | 799 cc | |
Fuel type | Petrol | |
Configuration | Inline‑3, SOHC, 6‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 68.0 mm × 73.1 mm | |
Power output | 44 kW (60 PS) @ 5,500 rpm | |
Torque | 72 Nm @ 3,000 rpm | |
Fuel system | Multipoint fuel injection (Siemens) | |
Emissions standard | Euro 2 | |
Compression ratio | 9.8:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Belt‑driven camshaft | |
Oil type | Refer to vehicle handbook / manufacturer specification | |
Dry weight | 78 kg |
The Renault D7F 764 was used across Renault's B-segment platforms with transverse mounting. This engine received minor ECU updates for different model years but no major mechanical revisions, ensuring broad parts compatibility. All adaptations are documented in OEM technical bulletins.
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The D7F 764's primary reliability risk is timing belt tensioner pulley failure, with elevated incidence in high-mileage or poorly maintained vehicles. Renault service data indicates a significant number of roadside failures are linked to neglected belt changes, while owner reports frequently cite oil leaks from the rocker cover gasket. Adherence to the maintenance schedule is the single most critical factor for longevity.
Analysis derived from Renault technical bulletins (1996-2004) and owner-reported failure data (2000-2023). 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
Yes, the D7F 764 is renowned for its long-term reliability when basic maintenance, especially the 60,000 km timing belt change, is performed. Its simple, non-interference design means failures are rarely catastrophic. Many examples exceed 200,000 km with proper care.
The most frequent issues are timing belt tensioner pulley wear, rocker cover gasket oil leaks, and carbon buildup on the throttle body causing idle problems. The exhaust manifold heat shield is also prone to developing a rattle. All are well-documented and inexpensive to fix.
The D7F 764 was primarily used in the first-generation Renault Twingo (1996-2004) and the second-generation Renault Clio, specifically the entry-level Campus and Symbol variants (1998-2001). It was not used in performance or higher-spec models.
Significant power gains are difficult due to the engine's small displacement and simple design. Minor improvements can be found from an ECU remap or a free-flowing air filter, but gains are typically under 5 kW. It's best suited to its original economy-focused role.
Excellent. In a Renault Twingo, expect real-world figures of 5.5-6.5 L/100km (43-51 mpg UK) combined. Its lightweight design and low power output make it one of the most economical petrol engines of its era, ideal for city driving.
No. The D7F 764 is a non-interference engine. If the timing belt breaks, the pistons will not contact the valves. The engine will simply stop running, preventing catastrophic internal damage and making it much more forgiving of maintenance lapses.
Renault specifies RN0700 or an ACEA A3/B4 10W-40 mineral or semi-synthetic oil. Using the correct specification is crucial for protecting the hydraulic tappets and ensuring smooth operation. Change intervals should be 10,000 km or 12 months.
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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