01/2006 Press information

for immediate publication

Renault establishes a new benchmark in the 2.0-litre diesel engine class

The 2.0 dCi redefines diesel engine standards.

Powerful, flexible, quiet-running, economical, and environmentally-friendly: the new 2.0 dCi unit launched by Renault redefines diesel engine standards. Now available in the 150hp (110kW) version in New Mgane and New Laguna, and in the 175hp (127kW) version with particulate filter in New Laguna, this 1995cc unit jointly developed by Renault and Nissan dubbed M9R provides the highest efficiency in its class regardless of power. It combines the driving enjoyment of a petrol engine with the low fuel consumption of a diesel. Teamed with a new 6-speed manual gearbox (the PK4), this concentration of diesel technologies complies with the Euro 4 emissions standard and features highly developed internal aerodynamics. This allows its piezo-electric fuel injectors to work in optimum conditions, while various acoustic solutions ensure unequalled travelling comfort. This engine is equipped with chain-driven camshafts for the sake of acoustic comfort, but also to the benefit of reliability and service life.

2.0 dCi ENGINE

Piezo-electric injector

Common rail (1600 bars)

Variable geometry turbo Balancer shafts

Piezo-electric injector Catalytic particulate filter Camshaft drive chain

Outlet pressure

In its 175hp version, the 2.0 dCi is equipped with a particulate filter.

The 2.0 dCi unit achieves the best power/economy/CO2 emissions trade-off, with fuel consumption of only 5.4 litres/100km and CO2 emissions of 144g/km in the 150hp version in New Mgane, 5.8 litres/100km and 154g/km in the 150hp version in New Laguna, and 6 litres/100km and 159g/km in the 175hp version. In the coming months, this engine will equip other models in the Renault range.

The 2.0 dCi is flexible and responsive

The 2.0 dCi provides flexibility and power. The 150hp (110kW) version, available in New Mgane, provides one of the highest efficiencies in its segment. Its maximum power is achieved at 4,000rpm and torque is 340Nm at 2,000rpm. Together with the new manual 6-speed gearbox (PK4), the unit provides a notably wider speed range of useful output than its competitors, especially towards the top end, a dynamism and sportiness rare at this level of the range. In terms of performance, acceleration from rest to 100kph takes just 8.7sec, the best result in the segment.

The 175hp (127kW) version offered in New Laguna also becomes the benchmark in the 2.0-litre diesel family car class. It is the only model to offer an engine with such a specific power output. Maximum power is achieved at 3,750rpm and torque of 360Nm is available from 1,750rpm. New Laguna thus reaches 100kph in 8.4sec and covers the kilometre from a standing start in 29.5sec.

2.0 dCI 175hp

2.0 dCI 150hp

1,000

2,000

3,000

4,000

5,000

175hp 2.0 dCI

1,000

2,000

3,000

4,000

5,000

150hp 2.0 dCI

It provides useful output over a very wide speed range, with great liveliness all the way from the lowest speeds up to its limiting speed of 5,200rpm. This ensures dynamism, comfort and safety. When overtaking or joining a traffic stream, the driver has power in reserve without needing to change down.

In some markets the 150hp (110kW) version of this engine is also available in New Laguna. Thanks to its maximum power achieved at 4,000rpm, and torque of 340Nm at 2,000rpm, this engine provides the best performance in its class. It allows New Laguna to reach 100kph in 8.9sec, and to cover the kilometre from a standing start in 30.3sec.

2.0 dCi ENGINE

3

The level of performance provided by the 2.0 dCi is made possible by the latest generation common-rail fuel system. It injects at a pressure of 1600 bars, which improves the quality of combustion. There are four valves per cylinder for better mixing of air and fuel. This engine features especially advanced internal aerodynamics. The inlet and exhaust ports are positioned in opposition in the cylinder head, each camshaft operating both inlet and exhaust valves. Situated on each side of the cylinder, the inlet ports enter the combustion chamber at different angles. This creates a double swirl effect which improves distribution of the air/fuel mixture. Thus disposed, the ports ensure better filling of the cylinder, and better scavenging of the burnt gases. Also with the aim of achieving excellent efficiency, the 2.0 dCi engine is equipped with a piezo-electrically operated fuel injection system, supplied by Bosch, which speeds up the injection of fuel. The precision and speed of this operation, up to four times better than a solenoid-actuated system, allows the adoption of an injection strategy with up to five injections per cycle: two pre-injections for improved acoustic comfort and to optimize fuel combustion, one main injection for torque and power, and two post-injections whose purpose is to reduce particulate emissions. The variable-geometry turbocharger contributes directly to the liveliness of the 2.0 dCi. The shape of the vanes is optimized and overall efficiency benefits especially from work carried out to reduce bearing friction and improve the aerodynamics.

The 2.0 dCi is quiet-running

Control of noise levels was a priority during the design of this engine. The design of the bottom end, with an aluminium bearing ladder, allows better absorption of vibration. Its deep-skirted cast iron cylinder block and its sump and cylinder head cover also feature among the solutions adopted effectively to reduce vibration. Twin balancer shafts rotate in the opposite sense from that of the crankshaft: they counter the vibration arising from rotation. Fitted to the most powerful version, they make a considerable contribution to limiting diesel engine vibration, especially at higher speeds, allowing the liveliness of the engine to be exploited all the way to 5,000rpm. Together with the use of pre-injection, these solutions ensure a very high level of acoustic comfort. The twin-mass damping flywheel also contributes to acoustic comfort. It acts as an acoustic filter to counter the effects of engine acyclism (the minute speed changes that occur during normal engine operation). Consisting of a sprung-mass system situated at the interface between the engine and the gearbox clutch, it filters the discontinuous movement of the crankshaft and thus reduces low-speed booming. This engine is equipped with chain-driven camshafts for the sake of acoustic comfort, but also to the benefit of reliability and service life.

Electrical connector High pressure inlet

Fuel return

The piezo-electric injector

Piezo-electric technology exploits the fact that passing an electric current through a multilayered stack of electrode and ceramic causes the stack to elongate. This elongation is used to lift the injector needle. The advantage of this technology is that the movement takes place extremely fast, which allows the amount of fuel injected to be very accurately controlled. The pre-injections burn to warm up the combustion chamber and thus to prepare for the arrival of the main injection. The postinjection then feeds the combustion so as to burn the soot which has been formed, while a second post-injection is used to activate regeneration of the particulate filter where one is fitted.

Throttle plate

Needle Nozzle holes

Yet again for the sake of acoustic comfort, the engine drives through an all-new PK4 gearbox, made like the 2.0 dCi engine itself at the powertrain factory in Clon, France. This 3-shaft, 6-speed manual gearbox is a development of the PK6 already used with high torque-output engines. It benefits from several specific developments. Equipped with strengthened bearings and gears, the PK4 has an input torque capacity of 360Nm. With its pressure-cast aluminium casing, its weight is reduced (54.5kg dry) and its strength is maximized. It is accompanied by a more compact differential unit. The PK4 gearbox incorporates the latest techniques to reduce the characteristic noise of a manual unit. The curved walls of its casing, closer to the shafts and gears, limit the phenomenon of acoustic resonance. Its reverse gear it fitted with synchromesh, and can be engaged without bringing the vehicle to a complete stop. This function thus contributes to the overall ease of use of this new transmission.

The 2.0 dCi achieves fuel economy to match the best in its market
The use of piezo-electric injectors as well as the geometry of the combustion chamber which optimizes the mixture strength, enables the 2.0 dCi engine to achieve the lowest fuel consumption figures in this market. The 150hp (110kW) New Mgane 2.0 dCi consumes only 5.4 litres/100km in the combined cycle. In the 150hp (110kW) New Laguna 2.0 dCi, consumption is among the lowest in its class at this power level, at 5.8 litres/100km in the combined cycle. The same goes for the 175hp (127kW) version available in New Laguna 2.0 dCi: its consumption in the combined cycle is among the best in the market at only 6 litres/100km.

The 6-speed manual gearbox.

2.0 dCi ENGINE

5

The 2.0 dCi is environmentallyfriendly

The 2.0 dCi engine in all its versions complies with the Euro 4 standards for exhaust emissions. The precisely controlled fuel injection, and the various systems allowing emissions to be reduced at source, result in a notable reduction of polluting emissions (NOx, CO, hydrocarbons and particulates). Whether in New Mgane or New Laguna, the CO2 emissions of the 2.0 dCi are among the lowest in the market. The 150hp (110kW) New Mgane and New Laguna respectively emit 144g/km and 154g/km of CO2 and the 175hp (127kW) version of New Laguna 2.0 dCi emits 159g/km of CO2. This result is made possible thanks to optimization of the air/fuel mix and the pre-injection phases. In its 175hp (127kW) version, the 2.0 dCi is equipped with a periodic-regeneration particulate filter. In order to treat polluting emissions as far upstream as possible, a proportion of the exhaust gas emerging from the combustion chamber is immediately recovered and re-injected into the intake. The amount of exhaust gas thus recirculated is controlled by a valve which adjusts the flow

according to various engine parameters. Intercooling also allows the temperature of the gas re-entering the combustion chamber to be controlled. This results in a reduction in the amount of NOx that is formed, thus also contributing to the overall performance of the engine in terms of respect for the environment. For some markets, the 2.0 dCi equipped with particulate filter is available with a power output of 150hp (110kW).

Controlled investment
The development of this new 2.0 dCi engine required an investment of 500 million, of which 200 million were needed for product and process engineering, 250 million for industrial investment, and 50 million for supplier tooling. It is made at Renaults powertrain factory in Clon, France, the companys biggest powertrain factory in the world in terms of production volume. The Clon factory makes 40% of all the Groups powertrains. In 2005 it produced 780,000 engines and 880,000 gearboxes.

The periodic-regeneration particulate filter

Forming part of the exhaust system, this filter allows soot particles resulting from the burning of diesel fuel to be removed. When the filter has filled up with such particulates, the engine begins a regeneration cycle. This regeneration takes place every 500 to 1,000km and lasts 20 minutes, during which a second post-injection increases the temperature of the exhaust gas. Beyond a threshold of 570C, the rise in temperature causes the soot in the filter to oxidize, and thus in their elimination. The filter emerges clean and ready to recommence its particulate-trapping function.

Particulate filter regeneration cycle

Clean filter

Regeneration of filter by oxidation of soot

Particulates accumulating

TECHNICAL CHARACTERISTICS HATCHBACK TYPE APPROVAL French fiscal rating (CV) Number of doors/seats ENGINE Emissions conformance Engine type approval number ENGINE CHARACTERISTICS Capacity (cc) Bore x stroke (mm) Compression ratio Number of valves/cylinder Total number of valves Max. power, kW EC (hp) Max. power speed (rpm) Max. torque (Nm) Max. torque speed (rpm) Injection type Fuel Particulate filter GEARBOX Gearbox Manual gearbox 1st gear, kph at 1000rpm and ratio 2nd gear 3rd gear 4th gear 5th gear 6th gear STEERING Assistance turning circle, between walls/kerbs (m) Turns lock-to-lock SUSPENSION Front suspension Rear suspension Anti-roll bar, front/rear (dia., mm) WHEELS - TYRES Standard tyres Standard wheels BRAKES Ventilated front discs (dia./thickness in mm) Plain rear discs (dia./thickness in mm) ABS EBD ESP + understeer control + ASR traction control (as combination) PERFORMANCES 0 to 100kph(sec) 400m from rest (sec) 1000m from rest (sec) Max. speed, on circuit (km/h) FUEL CONSUMPTION Urban (litres/100km) Extra-urban (litres/100km) Average (litres/100km) CO2 emissions (g/km) CAPACITIES Fuel tank (litres) Engine oil capacity with filter WEIGHTS Kerb weight, in running order On front, unladen, in running order On rear, unladen, in running order Max. permitted (MGVW) Max. permitted on front, within MGVW Max. permitted on rear, within MGVW Max. towing train weight (MTTR) Payload Max. braked trailer (within MTTR) Max. unbraked trailer Luggage compartment volume, min./max. (litres)
2.0 dCi

SPORT TOURER
2.0 dCi

8 5/5 Euro 4 M9R 740 1995 84 x 90 16.0 / 1 4 16 110 / 150 4000 340 2000 Direct injection Common Rail Diesel PK4 001 6-speed 9.01 (11/43) 16.73 (19/40) 25.39 (31/43) 34.42 (43/44) 43.27 (43/35) 52.26 (46/31)

9 5/5 Euro 4 M9R 760 1995 84 x 90 16.0 / 1 4 16 110 / 150 4000 340 2000 Direct injection Common Rail Diesel YES PK4 004 6-speed 8.77 (11/43) 16.28 (19/40) 24.71 (31/43) 35.13 (41/40) 45.33 (41/31) 53.69 (47/30)

10 5/5 Euro 4 M9R 760 1995 84 x 90 16.0 / 1 4 16 127 / 175 3750 360 1750 Direct injection Common Rail Diesel YES PK4 004 6-speed 8.77 (11/43) 16.28 (19/40) 24.71 (31/43) 35.13 (41/40) 45.33 (41/31) 53.69 (47/30)

9 5/5 Euro 4 M9R 740 1995 84 x 90 16.0 / 1 4 16 110 / 150 4000 340 2000 Direct injection Common Rail Diesel PK4 001 6-speed 9.01 (11/43) 16.73 (19/40) 25.39 (31/43) 34.42 (43/44) 43.27 (43/35) 52.26 (46/31)

9 5/5 Euro 4 M9R 760 1995 84 x 90 16.0 / 1 4 16 111 / 150 4000 340 2000 Direct injection Common Rail Diesel YES PK4 004 6-speed 8.77 (11/43) 16.28 (19/40) 24.71 (31/43) 35.13 (41/40) 45.33 (41/31) 53.69 (47/30)

10 5/5 Euro 4 M9R 760 1995 84 x 90 16.0 / 1 4 16 127 / 175 3750 360 1750 Direct injection Common Rail Diesel YES PK4 004 6-speed 8.77 (11/43) 16.28 (19/40) 24.71 (31/43) 35.13 (41/40) 45.33 (41/31) 53.69 (47/30)

Hydaulic / Variable 10.9 3.2 MacPherson type with anti-roll bar Torsion beam with self-steering effect 20.5/28.5 205 / 55 R 16 6.5" J 16" 300 / 26 274 / 11 205 / 55 R 16 6.5" J 16" 308 / 28 274 / 11 205 / 55 R 16 6.5" J 16" 308 / 28 274 / 11 Standard Standard Standard 8.9 16.6 30.3 215 7.6 4.8 5.8 154 68 6.6 1420 930 490 2050 1190 1070 3200 630 1550 745 8.9 16.6 30.3 215 7.9 5 6 159 68 na 1430 940 490 2060 1190 1070 3200 630 1550 750 430 / 1340 8.4 16.2 29.5 225 7.9 5 6 159 68 7.4 1430 940 490 2060 1190 1070 3200 630 1550 750 9.2 16.8 30.6 212 7.8 5 6 160 68 6.6 1455 925 530 2085 1190 1100 3200 630 1500 750 9.2 16.8 30.6 212 8 5.2 6.2 164 68 na 1465 935 530 2095 1190 1100 3200 630 1500 750 475 / 1515 8.6 16.4 29.8 222 8 5.2 6.2 164 68 7.4 1465 935 530 2095 1190 1100 3200 630 1500 750 205 / 55 R 16 6.5" J 16" 300 / 26 274 / 11 205 / 55 R 16 6.5" J 16" 308 / 28 274 / 11 205 / 55 R 16 6.5" J 16" 308 / 28 274 / 11

2.0 dCi ENGINE LAGUNA

2.0 dCi ENGINE

Internet Sites: www.renault.com www.media.renault.com