French car, which, according to its characteristics, deservedly can be classified as an SUV.

It is produced only in some countries, such as Romania, Colombia, Brazil and, more recently, Russia.

A car with a BO platform (Logan) was created, in combination with front-wheel drive. So far, a manual transmission for front-wheel drive (5 - 6 speed) has been proposed, in the future it is planned to offer for the Russian market with an automatic transmission.

Like most real SUVs, it is equipped with a 1.5-liter diesel engine with 90 horsepower. A distinctive feature of the Renault Duster k9k engine is that, firstly, it is quieter than gasoline, when operating in the city, at 100 km / h, and secondly, if it is virtually impossible to move from second gear uphill without scorching on a gasoline engine clutch, then the diesel is lucky everywhere, of course, if not too steep. Yes, it accelerates a little slower than its gasoline counterpart, but here you can miss the gears, it will still pull out. In the city, at full load, 7.5-8 liters per 100 km are enough, and outside the city, good savings are 6.5 liters per 100 km. Thirdly, the unique first gear replaces the lower one, the car crawls up the dirt road and up the hills, it would be something to catch on.

The diesel Duster is 58 kg heavier than the gasoline one, it sways a little more on the ground, but it doesn’t matter, the shock absorbers will withstand it.

Renault Duster withstands our diesel fuel!

The Renault Duster device of the k9k engine is such that it does not allow you to quickly respond to the gas and brake pedals. This is noticeable at high speed, but not in urban conditions.

Engine maintenance feature:

• Oil change every 10 thousand km, in accordance with the technical note NT5342A k9k engine, - 4.5 liters.
• To change the oil, you need a gasket and an oil filter.
• The air filter should also be changed every 10 thousand km
• It is desirable to clean the air conditioner every 2 years.
• Fuel filter - 3 options:
• Regular 8200638748,
• With hole for fuel heating 164005033R,
• Under the water presence sensor 8200732750.
• Periodically, every 60 thousand km belt replacement.
• Every 90 thousand km brake fluid change.

Every time you replace the drive belt, change the pulley. All this must be done, even if you do not understand engines, when contacting a service station. service.

Engine Specifications:

• engine type - diesel, 90 horsepower.
• Transmission - 6-speed, mechanical.
• drive - full or front.
• load-bearing steel body.
• pendants
• front independent, McPherson type,
• rear - spring multi-link, with stabilizer,
• Acceleration to 100 km / h in 15.6 seconds.
• The maximum speed is 156 km / h.
• The device of the brake mechanisms of the front wheels - disc, ventilated,
• rear - drum.
• Wheel track - 2673 mm.
• Fuel tank capacity - 50 l.
• The trunk volume is 408 liters, with the rear seats folded down - 1570 liters.

1.5 dci is a four-cylinder diesel engine with a turbocharger. The volume of the engine is 1.5 liters, and the power, depending on the modification, can vary from 64 to 110 horsepower. Engine index - K9K. Produced since 2001 and during this time has undergone some changes.

It is worth noting that this is one of the most popular turbodiesels created by the Renault-Nissan alliance. This ICE is the most popular in Europe, so we can often see used Renaults and Nissans with this engine in the secondary market. By the way, this unit is installed on several more Mercedes.

Of the obvious advantages of the motor - good traction on the bottoms, relative fuel economy. Of the minuses - poor susceptibility to the quality of diesel fuel, especially Russian, and maintenance requirements.

Indeed, in order for this internal combustion engine to serve for a long time and regularly, it must be monitored. And this is to change engine oil every 10,000 km or even earlier, while changing the timing belt - every 60,000 km and, of course, do not overheat.

In reviews, you can often find the following problems:

1) Failure of the injection pump. Therefore, it is not recommended to purchase a version with a dephi fuel system, which is very demanding on fuel quality, and if it is filled with poor quality, it will quickly die. It is recommended to take with the siemens (continental) system. Delphi go on versions with a small amount of horsepower. Check this point before buying.

Even with the Siemens system, models with a 6-speed manual gearbox usually come. 5-speed engines are usually Delphi.

2) failure of the turbine. This happens most often due to improper operation. As we know, a turbodiesel cannot be immediately turned off after a stop, and you need to let it work a little, for this there is a configured autostart system in the alarms.

4) Turning the connecting rod bearings. This happens if you do not change the oil on time and extend the change intervals. Change every 10,000 km and this problem should not arise.

As a result, I will say that before buying a car with a 1.5 DCI engine, you should carefully check not only the body, suspension, legal cleanliness, but also the engine itself, how it works, scan its errors, find out how often the oil has changed, whether there have been problems, and so on. . Often there are 5-7 year old Megans with a mileage of 60-80 thousand, this, unfortunately, is not always true, the mileage could be twisted. You can check it at the dealer, unless of course the mileage was removed from the car's ECU.

When purchasing a car with dci, you should regularly change the oil, filters, attachments - in general, everything you need, and choose a gas station where they fill in really high-quality diesel fuel.

And to say that this ICE is bad or good is definitely not worth it, since each instance has its own history and care, if we talk specifically about used options.

For reference: installed on Renault Megane, Clio, Scenic, Dasia, Duster, Nissan Qashqai, Tiida and other models.

After the K4M engine, the flagship of the Renault-Nissan gasoline engine line, was created and launched in 1999, the French-Japanese tandem of designers faced the task of updating the diesel power units. As a result of such cooperation, since 2001, the production of a 1.5-liter diesel engine of the K9K series has been launched on Renault-Nissan conveyors. Over the past 15 years, this engine has been installed (and continues to be installed) on most passenger cars Renault (Duster, Fluence, Twingo, Clio, Scenic, Kangoo, Megane), Nissan (Note, Almera, Juke, Quashkai), Dacia (Logan, Sandero, Dokker), Suziki (Jimny), Mercedes (in A and B class). The K9K engine is Renault-Nissan's most produced diesel engine in the 2000s.

Structurally, the K9K engine is a four-cylinder in-line power unit equipped with a high-pressure fuel injection system (Common Rail), turbocharged and common rail. The creators of this motor did not use any special constructive "frills", relying on the time-tested classic layout. As a result, the automaker received a kind of "basic" engine, easily adaptable to a specific model or vehicle layout through the use of various attachments and an electronic control system. There are several dozen modifications of the K9K engine for Renault, Nissan, Mercedes, Dacia and Suzuki cars. It is possible to determine for which particular machine a particular power unit was created, what are its power characteristics and features of the attachments used, by three numbers following the engine marking. For example, in our online store you can buy a Renault K9KJ836 engine. This power unit was removed from a Renault Megane 3 car with a 6-speed manual and has a power of 110 hp. Other Renault engines are identified in a similar way.

Main malfunctions and engine life K9K 1.5 DCi

The accumulated 15-year experience in the operation of K9K engines allows us to accurately determine the resource and safety margin of this power unit. Subject to the maintenance regulations (according to the factory), these motors operate without major repairs for about 300 thousand kilometers, and the first 150 thousand do not cause serious trouble to their owners at all. But in practice, this figure can vary greatly, both up and down. The fact is that K9K engines are very sensitive to the quality of the oil used. Therefore, if you use an oil that differs in its characteristics from the factory recommendations, or change it less than once per 10,000 kilometers (according to the factory's recommendations, 15 or even 20 thousand kilometers), then you reduce the life expectancy of your motor. Problems with the lubrication system usually lead to turning the connecting rod bearings on K9K engines, which means a guaranteed overhaul.

Another big problem that owners of cars equipped with K9K engines face is the lack of experienced Common Rail fuel system specialists. That is, there are such specialists, but only in large cities and, as a rule, they work by appointment. In other words, if you start having problems with the fuel system (and given the quality of Russian fuel, you can have such problems at any time), then you will either have to wait in line for repairs, or contact the service without a guarantee for the quality of the work performed. The design features of the fuel system of the K9K engine are such that a breakdown or incorrect operation of one of the elements of the system, in most cases, leads to failure of other elements vital for the operation of the engine. For example, incorrectly working nozzles of the K9K engine can "bring" your engine to even burn out the pistons. Thus, if you have messages about problems with the engine on your dashboard, then you should not just regularly erase the error from the computer’s memory, it is much more reasonable to immediately contact a qualified service for detailed diagnostics and troubleshooting.

And of course, it is very important to monitor the condition of the Renault K9K engine turbine. If handled incorrectly, the turbine may require attention after only 60,000 km. And the cost of this part is very high and averages 20-25 thousand rubles for a used part and 45-70 thousand rubles for a new original. By the way, the cost of all components of the fuel system of the K9K engine is quite high. So, used nozzles in our online store cost 10 thousand rubles apiece, K9K injection pump - 16 thousand rubles, USR valve - 6 thousand rubles, and so on. The cost of new original parts, of course, is many times higher.

Owners of a car equipped with this power unit can recommend the following:

• carefully choose and change engine oil in a timely manner (preferably at least 1 time per 10 thousand kilometers);
• refuel only with high-quality fuel, in no case fill the tank with "left" diesel fuel, or fuel at gas stations of dubious brands;
• regularly (preferably with every oil change) change the fuel filter - for you this is the most important element of saving on future repairs. Some car owners even change the standard fuel filter for a finer filter;
• change the air filter every 30,000 runs;
• when messages about problems with the engine appear on the dashboard, immediately contact the diagnostics.
• do not save and do not delay the repair. The turbine is not working correctly, and you are not in a hurry to replace it? - then expect high costs as well, both for the injectors and for the injection pump.

Despite the apparent abundance of serious problems with the Renault K9K engine, it should be noted that the vast majority of typical breakdowns are primarily due to improper operation of this power unit. The motor itself has a sufficient margin of safety, but is designed for regular and careful maintenance, visits to a qualified specialist and accurate diagnostics.

20046 07.11.2017

Renault's 1.5-liter dCi turbodiesel (designation K9K) appeared in 2000 and has been in production for more than 10 years since then. Of course, during all this time the motor has been repeatedly upgraded. This power unit has survived the change of fuel systems from three manufacturers. Initially, the K9K engine was equipped with a Common Rail system from Delphi, then versions with a fuel system from Siemens appeared and, in the latest generations, with injection from Continental (in fact, this is the same Siemens, but with the logo of Continental, which acquired the VDO Automotive division from Siemens ").

The 1.5 dCi engine has a number of typical "sores", however, the presence of some of them depends on the manufacturer of the fuel system. So, until about September 2004, the K9K engine was equipped exclusively with a Delphi fuel system. Such motors in their designation have an index up to and including 728, as well as 830 and 834, and their power does not exceed 105 hp. The Delphi fuel system is more demanding on fuel quality, but all its components are cheaper to repair. This fuel system needs good maintenance, it needs only the original fuel filter for its trouble-free operation. But the most important thing is that you need to “feed” it only with high-quality diesel fuel. Due to low-quality or “dry” diesel fuel (and all rubbing CommonRail components are lubricated with fuel), and even more so due to the water content in the fuel or short-term airing of the fuel system, the Delphi injection pump may start to “drive chips” due to which subsequently spreads through throughout the fuel system. Chips are formed in a pair of “high pressure fuel pump rotor - shaft rollers”. As a result, the nozzles and the pump itself may fail. In addition to the formation of chips, literally poisoning the entire fuel system, the performance of the high-pressure fuel pump drops: it stops supplying fuel under the initial pressure. Also a weak point of injection from Dekphi are the check valves of the injectors, which pour fuel excessively into the fuel return line. Because of this, problems with starting the engine may occur.

The advantage of the Delphi fuel system, in addition to maintainability and relatively low repair costs, is the use of an accelerometer, thanks to which the injection adapts to the natural wear of the injectors. This feature allows you to change and install nozzles without registration, grind and change valves. By the way, the new Delphi nozzle for the 1.5 dCi K9K motor will cost 500 rubles.

By 2005, the 1.5 dCi K9K motor had been upgraded. He changed the cylinder head, crankshaft and piston, and the power increased - in the most powerful version, the output of the engine reaches from 106 to 110 hp. The CommonRail system from Siemens is responsible for fuel injection into the cylinders of such engines. The upgraded engines received indexes 732, 764, 780, 804, 832, 836. Powerful 1.5-liter dCi diesel engines with Siemens fuel can be identified by the presence of a 6-speed manual gearbox, while all variants of this engine with Delphi fuel worked in tandem with 5-speed manual gearbox. And if you look into the engine compartment and look at the fuel return channels, then Delphi can be recognized by the fuel lines coming out from above, and Siemens - by the ones coming from the side.

The Siemens fuel system is definitely more reliable and has no characteristic weaknesses. If problems with it happen, it is only because of the significant mileage. The most common problem with the Siemens fuel system is related to a malfunction of the booster pump built directly into the injection pump. The low performance of "paging" is caused by its excessive wear. As a result, the high-pressure fuel pump does not receive enough fuel and works with deviations from the norm, which immediately affects engine performance.

The Siemens (or later Continental) fuel system uses piezoelectric injectors exclusively. They are unpretentious and easily serve 200,000 km and even more. However, they cannot be repaired: only a complete replacement is implied. You can install both new (about 400-700 rubles apiece) nozzles, and "used" (200-400 rubles).

In rare cases, fuel system malfunctions can lead to the death of the 1.5 dCi K9K engine. Due to the "pouring" nozzles, the pistons can burn out. However, the most common cause of a total breakdown of the K9K motor is cranking of the connecting rod bearings. The fact is that the connecting rod bearings here themselves are short-lived and experience heavy loads. As natural wear increases, the gap between the shaft journal and the liner increases, through which the oil, without encountering sufficient resistance, simply drains into the sump, without lubricating the loaded rubbing parts. As a result, the wear of the liners is accelerated, which soon leads to their rotation. An engine that rattled due to cranking of the liners is often changed to a contract one - it's cheaper and faster. The average cost of a 1.5 dCi contract motor varies from 1000 to 2000 rubles.

In order to avoid rotation of the liners, it is recommended to replace them every 60,000 km. And engine oil for the 1.5 dCi K9K engine should only be used that meets the manufacturer's tolerances. It is important to know that on a car freshly imported from Europe, you need to immediately change not only all consumables, but also connecting rod bearings. In Europe, the service interval of this motor reaches 30,000 km, which does not benefit the liners at all. By the way, when changing the oil on this engine, it is recommended to fill the new filter with fresh oil: this will eliminate short-term oil starvation of the rubbing parts of the motor.

Faulty oil filter valves can also shorten the life of the 1.5 dCi K9K engine: because of them, when the engine is not running, the oil is not held by the rubbing parts and is drained into the sump. Consequently, when starting the engine, it literally runs “dry” for several seconds. Also, low oil pressure in this power unit may be due to a weakened oil pump pressure relief valve spring. You can get an approximate opinion about the state of the oil pressure in the 1.5 dCi K9K engine by the indicator light on the dashboard: if after at least half an hour of inactivity the light goes out instantly after starting the engine, then the oil pressure is most likely in order. However, in any case, preventive work to replace the connecting rod bearings should not be postponed.

In general, because of these same liners, the entire engine suffers. After all, during friction, chips are formed, which the oil spreads throughout the motor. So, in particular, it is only because of this chip that the turbocharger of the 1.5 dCi K9K engine “dies”. Turbines from the KKK company, which is now owned by the even larger BorgWarner corporation, were installed on this motor. The turbines of the 1.5 dCi K9K motor have several designs, but they are all reliable and do not have design flaws. However, such turbines break down. The reason, as a rule, is one: small chips get into the oil film on the bearing bushings of the rotor. Here, at huge speeds of rotation of the rotor, the metal on its surface wears out, the smallest imbalance is formed, which after a while breaks the turbine seals. Also, the turbines of the 1.5 dCi K9K engine fail due to the use of the wrong engine oil (incorrect tolerances or viscosity) or due to increased oil change intervals.

Powerful modifications of the 1.5 dCi K9K engine are equipped with a dual-mass flywheel and a diesel particulate filter (FAP), which may require replacement - they simply cannot be repaired.

For your car you can choose on our website

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Overview of the K9K engine of Renault Duster cars

On many Renault Duster, Renault Megane 2 cars, a K9K 1.5 DCI diesel engine with a volume of 1.5 liters and a power of 86 hp is installed. The K9K Turbo engine is a supercharged, in-line, liquid-cooled, four-cylinder, with ONS gas distribution mechanism, located transversely in the engine compartment.

The diesel engine cylinder head is made of aluminum alloy. The cylinder head gasket is made of metal, making it more resistant to high temperature and pressure.

The cylinder block of the K9K engine of Renault Duster, Renault Megan 2 cars is cast from gray cast iron with already formed cylinder liners. The crankshaft bearings have cast iron caps that are part of the block, including bolts.

Inserts are enclosed in both parts of the bearings. The bearings have tongue locks and lubrication grooves along the central circumference. The engine camshaft is installed in a bed of bearings made in the body of the head, and is fixed from axial movement by thrust flanges.

The crankshaft of the K9K 1.5 DCI engine rotates in main bearings with thin-walled steel liners with an anti-friction layer. The axial movement of the crankshaft is limited by two half rings installed in the grooves of the bed of the middle main bearing.

Oil channels to the bearings are carried out transversely (diagonally). The cast iron flywheel is mounted on the rear end of the crankshaft and secured with six bolts. A gear rim is pressed onto the flywheel for starting the engine with a starter.

The pistons of the K9K diesel engine of Renault Duster, Renault Megan 2 cars are made of aluminum castings. In the bottom of the piston on the side of the combustion chamber, a recess with a guide rib is made, which ensures the vortex movement of the intake air and, as a result, a very good mixture formation.

A special cooling circuit keeps the piston cool during the exhaust stroke. Friction in the piston group is reduced due to the graphite coating of the piston skirt.

Rice. 1. Oil filter and oil heat exchanger of the K9K engine of the Renault Duster car

1 – a bolt of fastening of an arm of the oil filter; 2, 10, 11 - sealing rings; 3 - oil filter engine Renault Megane 2; 4 - sealing ring of the heat exchanger; 5 - a bolt of fastening of the heat exchanger; 6 - heat exchanger; 7, 8 - oil pipelines; 9 - oil filter bracket

The piston pins of the Renault Duster diesel engine are installed in the piston bosses with a gap and are pressed with an interference fit into the upper heads of the connecting rods, which are connected with their lower heads to the connecting rod journals of the crankshaft through thin-walled liners, similar in design
indigenous.

Due to the high maximum cycle pressure, the piston pin diameter is increased. Connecting rods are steel, forged, with an I-section rod. The connecting rod and its cover are made from a single blank and processed in one piece, after which the cover is chipped from the connecting rod using a special technology.

As a result, the most accurate fit of the cover to its connecting rod is ensured. In this case, the installation of a cover on another connecting rod is unacceptable. Renault Duster engine lubrication system combined.

The oil from the oil sump is sucked in by the oil pump, passes through the oil filter and is pressurized into the engine. The oil pump with overpressure valve is driven by a roller chain from the crankshaft sprocket.

Under the crankshaft of the K9K 1.5 DCI engine of Renault Duster cars there is an oil deflector that prevents the oil from overflowing quickly. The aluminum alloy crankcase is integrated with the front and rear covers and together with them is attached to the engine block.

An oil heat exchanger 6 and an oil filter 3 are also cut into the lubrication system (Fig. 1). An overpressure valve is also fixed in the oil filter housing, which provides the possibility of reverse oil bypass. The oil filter is equipped with a replaceable paper filter element.

The K9K engine cooling system of Renault Duster cars is sealed, with an expansion tank, and consists of a cooling jacket made in casting and surrounding the cylinders in the block, combustion chambers and gas channels in the cylinder head.

Forced circulation of the coolant is provided by a centrifugal water pump driven by a crankshaft by an auxiliary drive belt.

To maintain the normal operating temperature of the coolant in the cooling system of the K9K Renault Megane 2 diesel engine, a thermostat is installed that covers a large circle of the system when the engine is cold and the coolant temperature is low.

Turbocharging and exhaust gas recirculation system. The exhaust manifold is attached to the turbocharger flange with nuts. The turbocharger serves to increase the air pressure by means of a turbine, which is driven by the exhaust gases.

Turbine bearing lubrication is included in the general lubrication system of the K9K engine of Renault Duster cars. The turbocharging system is supplemented by an exhaust gas recirculation system.

The amount of exhaust gases supplied to the system is regulated by an exhaust gas recirculation solenoid valve, the cone-shaped pusher of which changes the cross section of the bypass hole at different valve positions.

Supply system. Clean air is sucked into the cylinders of the Renault Duster diesel engine when the piston moves down. During the compression stroke, the pressure in the cylinder rises sharply, with the temperature in it becoming higher than the ignition temperature of diesel fuel.

If the piston is before TDC, then diesel fuel is injected into the cylinder heated to a temperature of + 700–900 ° C, which ignites spontaneously, so spark plugs are not required.

However, when starting the K9K 1.5 DCI Renault Megane 2 engine after a long period of inactivity (cold), especially if the air temperature is low, simple compression is often not enough to ignite the combustible mixture.

For this case, glow plugs are installed in the combustion chamber, which are located so that the jet of fuel from the nozzle atomizer hits the hot tip of the candle and ignites.

Glow plugs automatically turn on at the moment immediately preceding the starter is turned on. At the same time, a signaling device turns on in the instrument cluster, and the glow plugs begin to heat up to a high temperature.

The main purpose of heating candles is the confident ignition of the fuel injected into the cylinder. After heating the candle to the required temperature (usually it takes a few seconds), the indicator goes out, and the K9K engine of Renault Duster cars can be started.

Typically, the warning lamp goes out faster, the higher the engine temperature. Immediately before starting the engine (or most often shortly after), the glow plugs are switched off.

In most modern engines, they can continue to work up to several minutes after starting to reduce the level of harmful emissions into the atmosphere when the engine is running cold, as well as to stabilize the combustion process in an engine that is not yet fully warmed up.

Then the current supply to the candles stops. Thus, the start-up of a diesel engine and its further operation directly depend on the correct operation of the glow plugs.

Fuel is supplied by a high pressure fuel pump (high pressure fuel pump) of the K9K 1.5 DCI engine of Renault Duster cars directly from the fuel tank.

In the injection pump, the fuel is compressed before injection, then fed into the engine cylinders in the order of their operation. At the same time, the fuel pump regulator measures fuel depending on the position of the gas pedal.

Through the nozzles, diesel fuel is injected at a certain point in time into the prechamber of the corresponding cylinder. Due to the shape of the prechamber (vortex chamber), the incoming air receives a certain turbulence during compression, as a result of which the fuel is optimally mixed with air.

Before fuel enters the injection pump K9K of Renault Duster cars, it passes through a fuel filter, in which it is cleaned of contaminants and water. That is why it is important to replace the filter in a timely manner, according to the regulations.

HPF does not require maintenance. All moving parts of the pump are lubricated with diesel fuel. The injection pump is driven from the crankshaft pulley by a toothed belt.

Since the K9K 1.5 DCI Renault Megane 2 diesel engine self-ignites the combustible mixture, an ignition system is not required, and a solenoid valve is installed in the high-pressure fuel pump.

To stop the diesel engine, the voltage supply to the solenoid valve is interrupted and the valve closes the fuel channel, due to which the fuel supply is stopped and the engine stops. When the starter is turned on, voltage is applied to the solenoid valve and it opens the fuel channel.

Replacing the timing belt of the K9K engine of Renault Duster cars

At each maintenance of the K9K engine of Renault Duster cars, check the tension of the timing belt.

When the belt is loose, its teeth wear out quickly and, in addition, the K9K Renault Duster timing belt can jump on the toothed pulleys of the crankshaft and camshafts, which will lead to a violation of the valve timing and a decrease in engine power, and with a significant jump - and to its emergency damage.

The manufacturer recommends checking the belt tension and controlling it with a special strain gauge tester. In this regard, data on the force during the deflection of the belt branch by a certain amount are not available in the technical documentation.

In practice, you can approximately estimate the correct tension of the K9K Renault Duster timing belt according to the “rule of thumb”: press on the belt branch with your thumb and determine the deflection with a ruler.

According to this universal rule, if the distance between the centers of the pulleys is between 180 and 280 mm, the deflection should be approximately 6 mm. There is another way to pre-check the tension of the Renault Megane 2 timing belt - by twisting its leading branch along the axis.

If by hand it is possible to twist the branch by more than 90 °, the belt is loosely tensioned. These methods can only diagnose excessive belt loosening, therefore, for an accurate check and adjustment of the tension, contact the service.

The car is equipped with a Renault Duster timing belt tensioner with automatic adjustment.

The timing belt of the K9K 1.5 DCI Renault Duster engine must be replaced if, upon inspection, you find:

– traces of oil on any surface of a belt;

- signs of wear of the toothed surface, cracks, undercuts, folds and delamination of the fabric from the rubber;

– cracks, folds, depressions or bulges on the outer surface of the belt;

- Loosening or delamination on the end surfaces of the belt.

Be sure to replace the Renault Duster timing belt with traces of engine oil on any surface, as the oil quickly destroys rubber. Eliminate the cause of oil getting on the belt (usually a violation of the tightness of the crankshaft or camshaft oil seals) immediately.

Work on replacing the timing belt is carried out on an inspection ditch, overpass or, if possible, on a lift.

Operations for replacing the timing belt of the Renault Duster K9K engine:

Remove the right engine mount K9K Renault Duster.

Set the piston of the 1st cylinder to the TDC position of the compression stroke.

Turn out a bolt of fastening of a pulley of a drive of auxiliary units and remove a pulley.

After unfastening the latches, remove the Renault Duster timing belt lower cover.

While holding with a hexagon wrench, loosen the tensioner roller nut and remove the timing belt.

Install the Renault Duster timing belt in the reverse order of removal.

When installing, the mark on the camshaft pulley and the mark on the injection pump pulley must align with the marks on the belt.

The mark on the high pressure fuel pump pulley must align with the mark on the cylinder block.

Move the movable mark of the tension roller clockwise 7–8 mm further than the fixed mark.

Install the accessory drive pulley in the reverse order of removal.

Remove the camshaft pulley and TDC clamps.

Turn the Renault Duster crankshaft on the accessory drive pulley bolt six turns.

Loosen the idler pulley nut no more than one turn while holding the idler pulley with a hex wrench.

Align the movable mark of the tension roller with the fixed one and tighten the roller nut to a torque of 27 Nm.

To control the correct installation of the valve timing, set the piston of the 1st cylinder to the TDC position of the compression stroke.

Check the alignment of the marks on the camshaft pulleys and the high pressure fuel pump with the marks on the belt, as well as the marks on the high pressure fuel pump pulley with the mark on the cylinder block. If the marks do not match, reinstall the Renault Duster timing belt.

Install all parts in the reverse order of their removal.

Setting the piston of the first cylinder of the K9K 1.5 DCI Renault Megane 2 engine to the TDC position of the compression stroke:

Remove the right front wheel.

Remove the right front wheel liner.

Turn out four bolts of fastening of an arm of a forward part of a subframe to a body and remove an arm.

Remove the accessory drive belt.

Remove the right engine mount Renault Duster.

Turn out bolts of fastening of an arm of the right support of a suspension bracket of the power unit to the block of cylinders and remove an arm.

Turning the crankshaft clockwise on the accessory drive pulley bolt, align the hole in the cylinder block with the hole on the camshaft pulley.

Unscrew the plug of the hole for installing the TDC position lock. The plug is located to the left of the Renault Duster flywheel in the cylinder block at the level of the 1st cylinder.

To fix the camshaft, insert the retainer into the holes of the camshaft pulley and cylinder block.