Renault Mégane Turbo

From the fixed-geometry 1.9 dT to the 1.6 dCi R9M: thirty years of Mégane turbos, two opposing philosophies

The Mégane has spanned four generations, covering engine architectures and turbo designs that are radically different from one another. The earliest Mégane I diesel units — the 1.9 dT and 1.9 DTI on engine codes F8Q and F9Q — use fixed-geometry turbos with a mechanical wastegate and no electronic actuator. From the 1.9 dCi onwards (codes F9Q, then F9Q870 and F9Q872 for the 130/131 hp version), boost management evolved. The 2.0 dCi in 150 and 163 hp form on codes M9R 610, M9R 700, M9R 721, M9R 722 represents a further break, with a block entirely different from the 1.9 units. The 1.6 dCi 130 hp on R9M, R9M409, R9M412 is exclusive to the Mégane IV. These four diesel families share no turbo reference with one another.

K9K: the same code, but not the same turbo depending on the variant

The 1.5 dCi is the most widely represented engine on this page, with outputs ranging from 90 to 110 hp and an exceptionally high number of engine code variants. Within the same engine capacity, several distinct turbo references coexist depending on the output and, above all, on the exact engine code: K9K 608, K9K 612, K9K 626, K9K 628, K9K 832, K9K 838, K9K 846, K9K 872, K9K 884, K9K 892, K9K 894 for the 90 hp; K9K 636, K9K 648, K9K 656, K9K 836, K9K 837, K9K 846 for the 90 and 110 hp versions; K9K 712, K9K 728, K9K 729, K9K 732, K9K 734 for the 100 to 103 hp versions. Mixing up these sub-families is the most common identification pitfall with this engine. The code stamped on the engine block remains the only reliable criterion.

Turbocharged petrol: H5F, two power outputs, distinct codes

On the petrol side, the 1.2 TCe covers a range from 100 to 132 hp across the H5F code family. Codes H5F 400, H5F 402 and H5F 410 are found exclusively in the broad 100–132 hp range, whilst H5F 403, H5F 404, H5F 405, H5F 408 and H5F 412 also appear on the standalone 1.2 TCe 132 hp. On these petrol blocks, a variable-geometry turbo is not standard across the board; engine oil lubrication remains the primary concern: degraded oil or a clogged circuit causes rapid bearing wear, which typically manifests as a characteristic whistling noise or exhaust smoke. On these thermally demanding petrol engines, it is essential to identify and rectify the root cause of the failure before carrying out any replacement. All turbos offered in this collection are new parts, sold with no old unit to return.