Engine Renault G9U

The 2.5-liter diesel engine Renault G9U or 2.5 DCI was produced by the concern from 1999 to 2014 and installed on the popular Master and Trafic minibuses in their second generation. This diesel engine was also installed on similar models such as Nissan Interstar, Opel Vivaro and Movano.

The G-series diesel line also includes: G8T and G9T.

In 1999, two new diesel engines equipped with the Bosch Common Rail fuel system debuted on the second generation of the Renault Master minibus: the 2.2-liter G9T and the 2.5-liter G9U. These motors had a combined timing drive: the crankshaft rotated the pump and injection pump using gears, one of which had a belt pulley, which rotated a pair of camshafts in the cylinder head. And in the pan there was a block of balancer shafts and an oil pump with its own chain drive.

Otherwise, the design of these motors was quite ordinary: a 4-cylinder cast-iron block and an aluminum 16-valve head with hydraulic lifters, as well as a Garrett GT1752V turbine.

The engine was installed on:

  • Renault Master 2 (X70) in 1999 – 2010;
  • Renault Trafic 2 (X83) in 2001 – 2014;
  • Nissan Interstar 2 (X70) in 2003 – 2010;
  • Nissan Primastar 1 (X83) in 2003 – 2014;
  • Opel / Vauxhall Movano A (X70) in 2003 – 2010;
  • Opel Vivaro A (X83) in 2003 – 2011.


Production years 1999-2014
Displacement, cc 2463
Fuel system Common Rail
Power output, hp 100 – 145
Torque output, Nm 260 – 320
Cylinder block cast iron R4
Block head aluminum 16v
Cylinder bore, mm 89
Piston stroke, mm 99
Compression ratio 17.1 – 17.8
Hydraulic lifters yes
Timing drive gears and belt
Turbocharging Garrett GT1752V
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 8.2
Fuel type diesel
Euro standards EURO 3/4
Fuel consumption, L/100 km (for Renault Master 2009)
— city
— highway
— combined
Engine lifespan, km ~400 000
Weight, kg 205

Disadvantages of the Renault G9U engine

  • There is not a very reliable mechanism for adjusting the gap between the gears of the timing drive, in which the springs simply burst, which results in accelerated wear of the gears, and their fragments fall into the oil. Often this leads to a meeting of valves with pistons.
  • With a rare change of oil or air filter, the turbine shaft and its seals quickly wear out. And then the turbocharger starts to drive the lubricant straight into the engine intake. If oil enters the combustion chamber at high speeds, the engine can go into spacing.
  • The forums describe many cases of liners turning due to a drop in oil level and the reason is not always in the turbine. The culprit for the decrease in pressure is often the oil pump, in which not only the shaft and gears wear out, but also the pressure reducing valve hangs.
  • A fairly significant part of calls to the service is associated with failures in the electrics of the unit. And usually the reason is chafing or broken wiring. Start checking with her.
  • Another weak point of this diesel engine is regular lubricant leaks. Most often, oil oozes from under the timing gears or valve cover.

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