The Renault F2N 740 is a 1,995 cc, inline‑four diesel engine produced between 1985 and 1992. It features a cast‑iron block and head, indirect injection via a Bosch mechanical injection pump, and a single overhead camshaft (SOHC) with 8 valves. In standard form it delivered 47 kW (64 PS), prioritizing durability and fuel economy over outright performance.
Fitted primarily to the Renault 21 (N94) sedan and estate variants, the F2N 740 was engineered for dependable, economi…
Production years 1985–1992 predate formal Euro standards; emissions compliance is based on national regulations applicable at time of manufacture .
The Renault F2N 740 is a 1,995 cc inline‑four diesel engine engineered for mid‑size sedans and estates (1985-1992). It combines a robust cast‑iron construction with SOHC 8‑valve architecture and indirect injection to deliver exceptional durability and fuel economy. Designed for the regulatory environment of its era, it prioritizes longevity and low running costs over high performance.
| Parameter | Value | Source |
|---|---|---|
Displacement | 1,995 cc | |
Fuel type | Diesel | |
Configuration | Inline‑4, SOHC, 8‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 83.0 mm × 92.0 mm | |
Power output | 47 kW (64 PS) | |
Torque | 127 Nm @ 2,500 rpm | |
Fuel system | Indirect injection, Bosch mechanical pump | |
Emissions standard | Pre‑Euro (National Standards) | |
Compression ratio | 22.0:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Chain‑driven camshaft | |
Oil type | Mineral 15W‑40 (API CC/CD) | |
Dry weight | 185 kg |
The Renault F2N 740 was used across Renault's N94 platform with longitudinal mounting. This engine received no major adaptations or facelift revisions affecting core compatibility during its production run. All applications are documented in OEM technical bulletins.
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The F2N 740's primary reliability risk is camshaft and mechanical lifter wear, with elevated incidence in high-mileage or poorly maintained engines. Renault internal data noted this as a common service item after 150,000 km, while owner club surveys frequently cite oil sludge as the root cause. Infrequent oil changes make using the correct mineral oil specification critical.
Analysis derived from Renault technical bulletins (1985-1992) and owner club technical archives (1990-2020). 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
The F2N 740 is renowned for its mechanical simplicity and exceptional durability if maintained correctly. Its main weakness is camshaft/lifter wear from poor oil maintenance. With regular oil changes using the specified mineral oil, these engines can easily exceed 300,000 km. Its non-interference design is a significant safety net against catastrophic failure.
The most frequent issues are camshaft and mechanical lifter wear (due to oil sludge), glow plug failures (especially in cold climates), coolant leaks from hoses or the water pump, and exhaust manifold cracks. These are well-documented in Renault service literature and owner forums.
The F2N 740 was used almost exclusively in the Renault 21, including sedan (TD, GTD) and estate (Nevada, Savanna) variants from 1986 to 1992. It was not used in any other major manufacturer's vehicles.
Significant power gains are not practical. The engine's design, particularly the indirect injection and low-compression head (for a diesel), is not suited for tuning. Modifications are limited to improving breathing (exhaust) or ensuring the injection pump is perfectly calibrated. Focus is best placed on reliability and economy.
Economy is excellent by modern standards for a non-turbo diesel. Expect around 6.5–7.5 L/100km (38–43 mpg UK) in mixed driving. Real-world figures are very consistent due to the mechanical injection system, which is less sensitive to driving style than modern electronic systems.
No. The F2N 740 is a non-interference engine. This is a key advantage. If the timing chain breaks or jumps, the pistons will not contact the valves. The engine will simply stop running, preventing expensive internal damage and allowing for a straightforward chain replacement.
Renault specified a mineral 15W-40 oil meeting API CC/CD standards. Using this correct, non-synthetic oil is crucial for the longevity of the mechanical lifters and camshaft. Modern synthetic oils can be too slippery for the older lifter design, potentially accelerating wear. Change it every 10,000 km.
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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