Renault has a large family of engines, the index of which begins with the letter K. These power units originated in the mid-1990s and are still in production today. In particular, the atmospherics K7M, K7J, K4M and, belonging to this family, the turbodiesel K9K, are still installed in compact cars of Renault and Dacia brands.
The displacement of these engines ranges from 1.4 to 1.6 liters. All K-family motors are based on a cast iron block with integrated cylinder liners. There are always four cylinders. The block head is aluminum. K-series engines can have one or two camshafts and, respectively, 8 or 16 valves. French engineers have not been consistent about whether all K-series engines should use hydrocompensators of thermal gaps. Therefore, somewhere they are, and somewhere they are not: for example, on the still produced K7M and K7J there are no hydrocompensators, but on the K4M there are.
The first engine of K-family, namely 8-valve 1.6-liter long-lived K7M, appeared on Renault Megane of the 1st generation. It was followed by the 16-valve K4J and K4M, whose working volumes are 1.4 and 1.6 liters, respectively. These powertrains replaced the older F4P and F4R.
Renault 1.4 K4J motor is much simpler than its 1.6-liter brethren. So, in particular, it has no phasoregulators (on all variants, both 82-horsepower and 98-horsepower), it has no camshaft position sensor. But that doesn’t mean that electronically it is extremely simple and uncomplicated. The Renault 1.4 K4J engine has a crankshaft sensor, inlet air temperature sensor, coolant temperature sensor, vacuum sensor (absolute pressure sensor, MAP-sensor), electronic throttle and idle speed regulator (on all variants except the weakest 82hp).
Renault K4J 1.4 engine specifications
| Characteristics | Standard modification | Deformed modification |
|---|---|---|
| Type | Row | Row |
| Number of cylinders | 4 | 4 |
| Number of valves | 16 | 16 |
| Definite displacement | 1390 cm³ | 1390 cm³ |
| Cylinder diameter | 79.5 mm | 79.5 mm |
| Piston stroke | 70 mm | 70 mm |
| Power system | Injector | Injector |
| Power | 95 – 100 hp | 82 hp |
| Torque | 127 Nm | 124 Nm |
| Compression ratio | 10 | 10 |
| Fuel type | AI-92 | AI-92 |
| Environmental standards | EURO 3/4 | EURO 3 |
| Engine weight | 132 kg | 132 kg |
Renault K4J 1.4 16v engine service regulations
| Name of works | Periodicity | Volume/Note |
|---|---|---|
| Masloservice | ||
| Oil change | Every 15,000 km | |
| Oil volume in the engine | 4.6 liters | Replacing requires 3.8 liters |
| Oil type | 5W-30, 5W-40 | |
| Gas distribution mechanism | ||
| Type of timing drive | Belt | |
| Declared life of timing belt | 60,000 km | In practice – up to 100 000 km |
| Belt failure | Valve bending | |
| Valve thermal clearances | ||
| Valve adjustment | Not required | Hydrocompensators |
| Consumables replacement | ||
| Air filter | 15,000 km | |
| Fuel filter | 60,000 km | |
| Tank filter | 60,000 km | |
| Spark plugs | 30,000 km | |
| Auxiliary belt | 60,000 km | |
| Antifreeze | Every 6 years or 120,000 km |
Renault K4J 1.4 engine:
| Model | Years of manufacture |
|---|---|
| Renault Clio 2 (X65) | 1999 – 2005 |
| Renault Clio 3 (X85) | 2005 – 2012 |
| Renault Grand Modus 1 (F77) | 2004 – 2008 |
| Renault Modus 1 (J77) | 2004 – 2008 |
| Renault Megane 1 (X64) | 1999 – 2003 |
| Renault Megane 2 (X84) | 2002 – 2009 |
| Renault Scenic 1 (J64) | 1999 – 2003 |
| Renault Scenic 2 (J84) | 2003 – 2008 |
| Renault Symbol 1 (L65) | 1999 – 2008 |
| Renault Symbol 2 (L35) | 2008 – 2012 |
Renault 1.4 (K4J) engine problems and reliability.
In general, the engines of the K-family are considered quite reliable and resourceful. If total problems happen to them, it is because of the negligent attitude of the owner. For example, the timing belt here must be changed every 60 000 km, and at its breakage the pistons hit and “bend” the valves.
Traditionally, French engines leak oil on all rubber seals: gaskets and oil seals. The main thing here is not to allow the engine to “completely dry out”. The crankshaft damper pulley of Renault 1.4 (K4J) engine usually hardly serves more than 100 000 km. In general, it is advised to change it at every second replacement of the timing belt set.
Electronic sensors, which we have already listed, there are not much more than on other motors. But they are often strange. Let’s go through the symptoms arising in case of failure of this or that sensor in detail.
Crankshaft sensor
The crankshaft position sensor is mounted just below the thermostat housing. In case of its malfunction, which may consist in the “death” of the sensor, as well as in the breakage of its wire or contact, sticking of metal dust on the sensor head, the engine runs unstable, the revolutions swim sharply, or the engine simply stops and starts once. In any case, errors on the crankshaft sensor are well read by diagnostic devices.
The idle speed regulator
This regulator is designed to control the work of the engine at idle speed, that is, when the throttle valve is tightly closed. In this case, the regulator, namely its stem, closes or opens a special bypass channel – a hole in the throttle body through which air enters the intake and further into the combustion chambers. If the regulator malfunctions (at its complete failure, souring of the rod), the engine speed starts to float or the motor slams, or its speed rises to the average or even to the cutoff. Yes, the symptoms can be very similar to malfunctions of DPKV or the throttle valve itself. The exact data on malfunctions is given by computer diagnostics.
Absolute pressure sensor
This sensor measures the pressure in the intake and thus determines the load on the engine – the amount of air passing through it so that the control unit can calculate the fuel injection dose. If this sensor malfunctions, the symptoms of “stalled ignition” occur: the engine runs erratically, starts badly, stalls or “shoots” exhaust.
Throttle valve
The throttle plate on the back of the throttle plate usually accumulates a lot of soot and other impurities, which eventually lead to its jamming and simply violate its free movement. In this case, the engine Renault simply does not obey the accelerator pedal, may float revs and other problems. However, all of them can hardly lead to engine failure.
Questions on the part of mixture formation may arise due to purely mechanical problems. Extra “unaccounted” air can leak into the intake through seals or cracks in the intake manifold. If this is the case, the intake manifold seals need to be inspected in conjunction with the intake manifold and even recheck its bolt connections securing the manifold.
Ignition coils
Ignition coils of the Renault 1.4 K4J engine (and its older brethren) are not distinguished by longevity and usually fail by the mileage of 50 000 km.