Reconditioned Renault Espace Turbo

On the Espace, all available turbos are new

This immediately narrows the choice: whatever the engine concerned — from the 1.9 dTi through the various variants of the 2.0 dCi and the 2.2 dCi 150 to the 1.6 TCe 200 petrol — every turbo listed is new. Selling new units makes particular sense when the original turbo is rare, discontinued or hard to source new; here, new-part coverage is sufficient to span all generations of the Espace in question.

The M9R family spread across many engine codes: correct identification is essential

The 2.0 dCi is the most common engine fitted to the Espace, yet behind that single displacement lie dozens of distinct engine codes: M9R 650, M9R 710, M9R 712, M9R 714, M9R 717, M9R 740, M9R 742, M9R 744, M9R 750, M9R 760, M9R 761, M9R 762, M9R 763, M9R 802, M9R 805, M9R 806, M9R 808, M9R 809, M9R 814, M9R 815, M9R 816, M9R 817, M9R 820, M9R 828, M9R 845, M9R 854, M9R 855, M9R 858, M9R 865, M9R 866, and more besides. A 2.0 dCi rated at 131, 150, 160, 173 or 200 hp does not necessarily take the same turbo reference. The engine code stamped on the block — not simply the stated power output — is the only reliable criterion. The associated manufacturer references (examples: 144100953R, 144101395R, 144104478R, 8200683860, 8201235691) illustrate just how spread out the range is: several dozen references cover this M9R block alone, depending on generation and power output.

1.9 dTi, 2.2 dCi and 1.6 TCe: specific geometries and specific failure causes

The 1.9 dTi (F9Q 722, F8Q, D 4192 T2) is fitted to the earliest Espace generations and uses a fixed-geometry turbo with a mechanical wastegate — a simpler design, but one prone to bearing wear and oil-feed fouling on engines that are often ageing. The 2.2 dCi (G9T 700, G9T 702, G9T 703) uses variable geometry; the turbine vanes are sensitive to fouling caused by a faulty EGR or DPF. The 1.6 TCe 200 (M5M) petrol presents a different challenge: the turbo is subjected to extreme heat spikes, and switching the engine off without allowing sufficient cool-down time degrades the bearings. In every case, before fitting a new turbo it is essential to identify and rectify the original cause of failure — insufficient lubrication, degraded oil, a foreign body or an upstream fault — otherwise the new part risks premature failure.