KNOWN FAULTS · Renault
Renault Clio (IV) 1.5 dCi (K9K) common problems.
2012–2019 · Diesel
Sources are not verified in real time and no entry confirms that your car is affected.
5 known faults with sources
Applies if: Only Euro 6b 1.5 dCi (not the later Blue dCi), if the symptoms began after the 2024 update.
Judder and flat spots when accelerating on Euro 6b 1.5 dCi and 1.6 dCi engines after the 2024 emissions updateExhaust and emissions
- Engine / equipment
- Renault and Dacia Euro 6b 1.5 dCi (K9K) and 1.6 dCi (R9M)
- Period mentioned
- Cars that received the NOx-reduction update of early 2024
- Symptoms
- After a visit to the dealer, flat spots when accelerating and judder at steady speeds; sometimes higher diesel consumption. On the Mégane IV and Kadjar the engine may start and then stall.
- Possible cause described
- In early 2024 Renault and Dacia updated these engines to cut nitrogen oxides (NOx) further. According to an internal Renault technical note from June 2024, updated in February 2025 and reported by L'argus, the flat spots and judder are mainly due to the new strategy widening the periods when the NOx trap is cleaned (regenerated); to do so the engine injects more diesel, which also explains the higher consumption.
- Check for the garage
- Ask a Renault or Dacia dealer for the new injection ECU reprogramming for these symptoms (Dacia has offered it since May 2024 and Renault since January 2025). It is not a recall with a letter: you have to ask for it. First have them rule out other causes (particulate filter, boost pressure sensor).
- Cost cited in the source
- No verified estimate: the note does not say whether the reprogramming is free; ask the dealer.A rough figure from the original database, not an up-to-date quote.
Sources from the original database
View full entryClogged particulate filter on the 1.5 dCiExhaust and emissions
- Engine / equipment
- 1.5 dCi (K9K) with particulate filter
- Period mentioned
- 2010 onwards
- Symptoms
- Particulate-filter or emissions warning, limp mode with loss of power and frequent regenerations.
- Possible cause described
- The filter clogs, especially on cars that mostly make short town trips and never complete a regeneration.
- Check for the garage
- Read the soot load with a diagnostic tool, run a forced regeneration at the garage and check the differential-pressure sensors and EGR. Make long road trips now and then.
- Cost cited in the source
- No verified estimate; from a regeneration to replacing the filter.A rough figure from the original database, not an up-to-date quote.
Sources from the original database
View full entryApplies if: Only with the 6-speed EDC automatic (dual clutch). Confirm the gearbox type.
Judder and faults on the EDC dual-clutch automaticAutomatic gearbox
- Engine / equipment
- 6-speed EDC gearbox (dual clutch, DC4 / 6DCT250)
- Period mentioned
- Approx. 2012–2019
- Symptoms
- Low-speed judder, harsh 1st–2nd shifts, clunks when selecting D or R, overheating warnings in traffic and a “Check auto gearbox” message.
- Possible cause described
- Clutch wear, degraded gearbox oil and faults in the software or control module (TCU). Renault released several software updates and revised the oil specification.
- Check for the garage
- Check software updates and the gearbox oil-change history; reset the clutch adaptations with a diagnostic tool and replace the clutch only if wear exceeds the adjustment range.
- Cost cited in the source
- Approx. €1,500–2,500 to replace the whole clutch mechanismA rough figure from the original database, not an up-to-date quote.
Sources from the original database
au7o: Renault Captur known issuesau7o: P0810 code on RenaultAutoTrader: how reliable is the Renault Clio IV
View full entryEGR valve sticking with deposits on the 1.5 dCiExhaust and emissions
- Engine / equipment
- 1.5 dCi (K9K) with an electric EGR valve
- Period mentioned
- No specific period published
- Symptoms
- Uneven idle, jerks when accelerating, lack of power or the engine going into limp mode, sometimes with the engine warning light on.
- Possible cause described
- Soot and oil deposits leave the EGR valve stiff, stuck closed or not closing fully. According to Pierburg it is rarely a fault of the valve itself: the oil comes through the crankcase breather, a turbo with worn bearings or a blocked oil return, late oil changes or too high a level, and many short trips, above all in winter.
- Check for the garage
- At the workshop: read the codes with diagnostic equipment (EOBD P0400 to P0404 or P0172; Renault DF077, DF084 or DF241), test the valve electrically and its opening with the engine warm, and find where the oil comes from (breather, turbo, level). Pierburg advises against cleaning it, as it can be damaged: it is replaced if faulty, and an engine ECU update sometimes solves it.
- Cost cited in the source
- No verified estimate; ask the workshop for a quote for the EGR valve.A rough figure from the original database, not an up-to-date quote.
Sources from the original database
View full entryApplies if: Only if the injection pump is a Delphi (it says so on the pump): depending on the version, the 1.5 dCi has Delphi or Siemens/Continental.
Delphi injection on the 1.5 dCi: air in the fuel, metal swarf, regulator or injectorsInyección
- Engine / equipment
- 1.5 dCi (K9K) with Delphi common-rail injection
- Period mentioned
- No specific period published
- Symptoms
- Hard to start or will not start, stalls, loses power or jerks; sometimes air bubbles show in the clear fuel pipe.
- Possible cause described
- The usual faults of the K9K's Delphi system are air getting into the low-pressure circuit, metal swarf from the pump contaminating the whole system, the pump's inlet metering valve (IMV), injectors with too much return flow and the rail pressure sensor.
- Check for the garage
- At the workshop, in this order: look for air and leaks in the low-pressure circuit and prime it; check the fuel filter bowl for metal swarf (if there is any, the whole injection system is replaced); measure the rail pressure, the IMV regulator's resistance (4.8–5.8 Ω) and each injector's return flow (25 ml at most in the test). A new injector's code must be written into the ECU.
- Cost cited in the source
- No verified estimate; it varies widely, from a filter or the regulator to the whole injection system.A rough figure from the original database, not an up-to-date quote.