The New Renault Dci 1.6l Diesel Engine

19.
Aachener Kolloquium Fahrzeug- und Motorentechnik 2010 247
Der neue dCi 130 1,6l Dieselmotor von

RENAULT
The New RENAULT dCi 130 1.6l Diesel Engine
Eric Blanchard, Josselin Visconti, Philippe Coblence, Fabrice Legrand,
Fabrice Gautier, Mathieu Chevrot, Matthieu Clauet, Francois Trochu
Renault s.a.s, Rueil Malmaison, France
Summary
Renault knows that inflecting drastically fuel consumption and CO2 emissions is vital
in today's world. The brand already appears among Europe's best-performing car
makers regarding average CO2 emissions, and its sights are now set on ranking
among the very firsts. In order to achieve this objective, Renault is currently working
on the development of CO2 low-emissions and zero-emission vehicles in a
determined bid to introduce as many effective technologies as possible at an
affordable price.
Its work on powertrains focuses on two main areas:
• An unprecedented commitment to the development of comprehensive range

of all-electric powertrains.
• New technologies for conventional powertrains. Renault will release a new

generation of turbocharged engines, as well as new automatic transmissions
with the following steps:
o the EDC dual clutch transmission that combines exemplary gearshift

quality with lower CO2 emissions for the same fuel consumption as that
of a manual gearbox.
o the new 1.6l dCi 130 Diesel engine that represents a further step in the
downsizing strategy of 2.0l diesel engines and will be released next
year.
o 'Modular' TCe gasoline engines scheduled for launch in 2012, will have
a range of displacement from 0.9l to1.2l and will be available in three-
and four-cylinder form with power outputs ranging from 65 to 85kW (90
to 115hp).
This paper will describe the second important step of Renault CO2 technology
roadmap: the forthcoming brand new 1.6l dCi 130 engine. This engine has a
maximum torque of 320Nm @ 1750 rpm with maximum power of 96 kW @ 4000
rpm.
248 19. Aachener Kolloquium Fahrzeug- und Motorentechnik 2010
The development was focused on CO2 and TCO (Total Cost of Ownership) reduction.
Its CO2 emissions will be 30g/km lower than those of a current 1.9l diesel.
Designing a brand new engine base gave us the opportunity to implement state-of-
the-art technologies (thermomanagement, stop&start,…) and to introduce innovative
features like low pressure EGR.
This was made possible with minimum investment by the use of existing flexible
production lines. The new dCi 130 is being co-developed within the framework of
Renault-Nissan Alliance and is scheduled for release in 2011.
Further developments are already in progress to prepare performance evolution of

this engine.
1 Introduction
Due to an excellent trade-off between CO2 level, performance and cost, Diesel
engines are very popular in Europe. The increasing pressure on fuel consumption
makes also necessary to extend Diesel to other markets, while customers
expectation is becoming more and more demanding in terms of comfort, driving
pleasure, and quality.
19. Aachener Kolloquium Fahrzeug- und Motorentechnik 2010 249
At the same time and to ensure a sustainable development of the automotive

industry, emission regulations will lead to very low levels encouraged by a number of
proactive companies which Renault-Nissan Alliance belongs to.
In order to be at the top of the competition for the satisfaction of its customers and
CO2 emissions, Renault-Nissan Alliance Board has decided, mid. 2008, to develop a
brand new L4 Diesel engine family known as R9M.
The experience of the now famous Renault-Nissan 2.0l dCi & 3.0l dCi engines and all
available technologies at Renault & Nissan have been widely used for the New 1.6l
dCi development. The drivers of this development were ranking best-in-class
regarding CO2 emissions, fuel consumption and Total Cost of Ownership, and
complying with all current and future emissions standards.
The first version, 1.6l dCi 130 will be launched in the Renault Scénic and Grand
Scénic, confirming Renault pioneer position for the sustainable mobility for all.
Other versions are expected on Nissan and Renault vehicles in the coming years,
while Euro6 version is scheduled for beginning of 2012.
2 Main characteristics overview
2.1 Modular design
R9M has been designed as first step of a new family, trying to minimize the number
of necessary modifications for future derived versions for Renault Passenger Car
Applications. Typically :
• Euro6 application differs only by after-treatment system, O2 sensor and boost

pressure sensor
• Nissan Passenger Car 2WD application differs only by engine mounting

bracket, dual Mass Flywheel and intercooler air ducts
• Nissan Passenger Car 4WD application differs only from 2WD by DOC-DPF
and brackets
• LCV application: differs only by engine mounting bracket, Dual Mass Flywheel,
intercooler air ducts, fix geometry turbocharger and oil cooler
R9M PC Nissan 4x2
R9M IFEu6
R9M LCV
R9M PC Renault
R9M PC Nissan 4x4
Fig. 1: Vehicle variations of the R9M
2.2 Characteristics
Engine code R9M

Cylinder arrangement In-line 4 cylinders
Displacement (cm3) 1598
Bore x stroke (mm) 80 x 79.5
Bore pitch (mm) 88
Compression ratio 15.4
Max power (kW/rpm) 96 / 4000
Max torque (N.m /rpm) 320 / 1750 - 2250
Camshaft drive DOHC, chain + pinion with mechanical lash adjuster
Valve Drive 16v, roller finger follower + hydraulic lash adjuster
Cylinder head / block Aluminum / Cast iron
Crankshaft Micro finished forged steel
Connecting rod Fractured forged steel
Intake System VN-Turbocharger + intercooler
Injection system Common rail 1600 bar + 7 holes solenoid injectors
After Treatment system DOC + DPF
Emission standard Euro5, Euro6 ready
Balancing shafts No
Fig. 2: Characteristics of the 1.6l dCi 130
3 Engineering goals based on customers’ requirement (Fig. 3)
C-segment targets for R9M Euro5 have been based on customers requirements as
summarized in below spider chart:
1 : Below average
2 : Average Performance
3 : Above average 5
4 : Top level 4
5 : Leader Quality Driveability
3
2
1
Packaging 0 Emissions
NVH Fuel consumption
TCO
Fig. 3: Engineering goals based on customers’ requirement
3.1 Performance
The maximum power (96kW ie 60kW/l) and maximum torque (320N.m ie 200N.m/l) of
the engine are delivered respectively at 4000 rpm and 1750 rpm.
The comparison of stabilized torque and power curve between R9M and F9Q Euro5
below shows that although R9M torque is slightly lower than F9Q Euro5 torque at low
rpm (1000 – 1250 rpm) because of a displacement disadvantage of 0,3 liter, it is
better for higher speeds.
350 110
100
300 90
80
250 70
Torque (N.m)
Power (kW)
60
200 50
40
F9Q EU05 Torque
R9M Torque
150 30
F9Q Euro5 Power
R9M Power
20
100 10
1000 1500 2000 2500 3000 3500 4000 4500 5000
Engine Speed (rpm)
Fig. 4: Full load performance of the 1.6l dCi 130

R9M maximum power (96kw) is one of the highest levels among its competitors with
similar displacement. Such a balance between power output and low end torque is
the result of the optimization of combustion hardware system, technical definition
(turbocharger, 16 valves, variable swirl) and calibration work. More than 80% of
maximum torque is reached from 1500 rpm with acceptable smoke level.
3.2 Driveability
One of the key issues of new 1.6l Diesel engine development was to achieve an
ambitious target of maximum Power (96 kw like replaced Diesel 1.9l dCi F9Q Euro5)
while improving drastically Specific Fuel Consumption compared to 1.9l dCi.
Furthermore, this was to be done without compromising transient response at low
and middle engine speed.
By using small inertia turbocharger technical definition, R9M reaches F9Q Euro5
transient response over 1500 rpm, and is even better over 1800 rpm.
Drivability @ low engine speed. Acceleration Acceleration from 1750 rpm, full load – 3rd Gear –
from 1250 rpm, full load – 2nd Gear – vehicle : vehicle : Grand Scenic – comparison R9M vs F9Q
Grand Scenic – comparison R9M vs F9Q Euro5 Euro5
Fig. 5: Characteristics of the 1.6l dCi 130
One of the critical issues for small turbocharged engines is the tip-in response time at
low rpm. R9M offers a straight behaviour for tip in and tip out which complies with
customer acceleration pedal expectation.
Furthermore, Start & Stop performance has been optimized for customer satisfaction
and is today at similar level as its best competitors regarding starting time and quality
of Automatic Stop and Automatic Start.
3.3 Emissions
One of the main challenges was to find the good trade off between an ambitious
maximum power vs emissions level, especially NOX, with a reasonable fuel injection
pressure, since particulate Matter (PM) and HC/CO are handled respectively by a
Diesel particulate filter and a platinum-palladium coating Diesel Oxidation catalyst
(DOC). This configuration reaches Euro5 regulation
Furthermore, only by exchanging the coating of the DOC by a lean NOX trap (LNT)
and provided extra sensors to monitor the purge of this system, emissions can meet
Euro6 regulations level.
3.4 Fuel consumption, CO2 emissions and TCO
The current market situation shows that trends are clearly shifting towards more
economical and more efficient engines offering appropriate levels of performance.
Consequently, the development of R9M was focused on CO2 and TCO (total cost of
ownership) reduction. Its CO2 emissions will be 30g/km lower than those of a current
1.9l diesel.
120 B C D E
JR5 95
130
K9K
140
150

Performance Index (Ipn)

160
JR5 95 JR5 95
170
R9M Eu5 F9Q Eu5
180

190
-30 g/km CO2

200
210
JR5 95
220
M9R
230

240
250
105 110 115 120 125 130 135 140 145 150 155 160 165 170 175
g/km CO2
Fig. 6: Comparison between R9M and Renault current engines
The road map hereafter was used as a guideline for the development of the engine. It
includes all expected benefits from each sub-system of the engine. As a result and
combined with vehicle technologies, Grand Scénic with R9M will score below
120g/km of CO2 ie (4,55l/100km) and New Mégane hatchback and Coupé will score
below 110 g/km (4,25l/100km), meaning among the best on the market for this range
of performance.
Technologies CO2 benefit (%)

Downsizing including friction improvement 5,5
Low pressure EGR 3
Thermo management 1
Variable oil pump 1
Variable swirl 0,5
Stop & start technology 3
Energy smart management 3
Gear set tuning 3
Fig. 7: CO2 road map
Regarding maintenance cost, no part will be changed before 240.000kms (except oil
and filters). Therefore the cost of ownership is cut down by 25% compared to
previous engines.
3.5 NVH
NVH performance of the engine block has been optimized with respect to Euro5
impact, taking into account the best ratio between cost, value and mass. To achieve
this performance, FEM computation and numerical optimization have been widely
used at early stage of the project.
Booming Noise is at good level on the whole speed range. At low engine speed, a
Dual Mass Flywheel (DMF) reduces torque fluctuations on the drive shaft and at high
speed, the reduced stroke leads to an improved behavior compared to the replaced
1.9l dCi (downsizing effect).
Mid-frequencies: several structure optimizations have been performed on engine

block and components in order to achieve good stiffness and significant weight
reduction in the meantime. Many simulations on ribs, shapes, lengths of skirts
allowed a significant decrease of weight while keeping a good NVH performance.
Automatic optimization tools have been applied to exhaust, accessories, and
mounting brackets. Their aim is to find an optimal technical solution regarding mass
and stiffness compromise. The figure below illustrates the application of this tool for a
part of the engine
Packaging allocation Numerical optimum Designed and validated part.
Fig. 8: Numerical optimisation process
The overall result is a 10 kg weight reduction with same NVH performance.
High frequencies: Turbocharger is equipped with an absorber at compressor output

to reduce whistle and wind noise. Rattling noises due to camshafts twin pinions are
equipped with mechanical lash adjusters, like 2.0l dCi engine. Radiated noise coming
from drive chain is attenuated by the use of a damped cover. High pressure fuel
pipes have been designed in accordance with fuel pressure in order to avoid coupling
between hydraulic and structural resonances that could result in fuel pipes noises.
Heat shields have been designed to reduce HF noises amplification: this includes
shape optimization by simulation and choice of a three layers material.
110
105
100
95
dB (A)
90
85
80
75
70
1000 2000 3000 4000 5000
rpm
Fig. 9: Average Noise level at full load
Combustion noise: Due to Euro5 constraints and an ambitious CO2 target,

combustion noise has been considered since the very beginning of the project.
Improvements were made on both engine structure design and tuning management.
Structure has been optimized by means of structure attenuation concept that allows
identifying the main parts contributing to combustion noise radiation. For example,
the crankshaft pulley was optimized with specific holes that reduce the radiated noise
and remove the cavity resonance effect between the pulley and the drive chain
cover. Cylinder pressure excitation has also been managed using multi-injections
that help to manage tuning compromises with emissions and fuel consumption.
3.6 Packaging
Length and width of the engine have been optimized in order to comply with Renault
and Nissan Alliance C & D platform requirement. Main overall dimensions are as
follows:
Right View Left View
Front View Rear View
Fig. 10: Major dimensions
Thanks to a very compact engine base design, R9M overall dimensions are no larger
than replaced engine. In particular, the integration of innovative devices did not lead
to extra space, including:
• Complete post processing + low pressure EGR on exhaust face
• Thermomanagement components on inlet face
• This also gives the opportunity to use unchanged interfaces compared to

replaced engine; for instance:
o Air inlet system
o Engine mounting bracket
o Fuel filter
3.7 Quality
The warranty and reliability objectives have been set part by part, based on state-of-
the-art design standard available for each part. The whole engine level is therefore
consistent with the quality top 3 target from Renault Contract 2009.
4 Base engine architecture (design for downsizing)
Downsizing concept optimization was a key issue for R9M. In addition to capacity
reduction, which brings a first step of friction reduction and efficiency improvement,
special attention has been paid to volumetric efficiency, further friction reduction, and
thermal transfer performance.
4.1 Cylinder head, bore and stroke
A first and natural choice for a high volumetric efficiency is a 4 valves per cylinder
cylinder-head. Contrary to M9R, the valves pattern is “0°” (one camshaft for inlet
valves, one camshaft for exhaust valves), in order to give more space in a reduced
volume for water circulation. Related choice is a transverse water circulation, which
allows an efficient cooling for a low pressure drop.
R9M bore x stroke are 80 x 79.5 mm. This sizing, rather unusual up-to now for a
diesel passenger cars engine, has several benefits.
Large bore allows increasing valve diameters; it also gives the necessary space for
the design of the cylinder head in accordance with thermo-mechanical constraints
due to high specific outputs; furthermore, large piston bowl design is favourable for
efficient combustion
Short stroke allows reduction in height resulting as a benefit of downsizing concept; it
also lowers cylinder block weight and results in low dynamical forces and torques, so
that balancing shafts are not necessary.
4.2 Friction
4.2.1 Shaft line and moving parts
Crankshaft conrod journal (Ø 48 mm) and main journal (Ø 51.5), as well as bearing
width have been chosen at minimal levels in order to reduce friction.
Piston-to-bore friction is also reduced because of low mean velocity, as a benefit of
short stroke. In addition, a U-Flex oil ring has been chosen as a good compromise
between oil consumption and friction; the total radial load of the rings pack being
50 N.
4.2.2 Oil flow reduction
Oil flow has been minimised in crankshaft and cylinder head:
• at crankshaft con rod journal, by optimisation of oil drill angular position,

• at crankshaft main journal, by removing oil feeding slot outside journal
bearing,
• at both crankshaft journals, by reducing bearing clearance (minimum gap and
tolerance interval),
• in cylinder head, by natural de-aeration in oil ramp to hydraulic finger follower
stops avoiding a dedicated constant leak for this purpose,
• at camshaft bearings, by reducing oil drill.
4.2.3 Variable capacity oil pump
In order to avoid compressing oil and simply routing it through a relief valve,
especially at mid-range and high speed, R9M has been equipped with a variable
capacity oil pump, thus enabling to compress the required flow according to required
oil pressure. The pump design includes a vane and a rotor, and the regulation is
carried out by a simple hydraulic eccentricity balanced stator.
Fig. 11: Variable oil pump

4.3 Thermal aspects
A downsized engine, with reduced heat transfer surfaces and high specific output,
requires a particular performance in cooling system.
4.3.1 Transverse water circulation
In order to achieve a good compromise between cooling efficiency and a low

pressure drop, R9M features a transverse water circulation, meaning that each
cylinder has the same flow pattern, hence same thermal transfer characteristics.
In the cylinder head, the water core design is double stage (fig.12-a):
• one lower core for cooling fire face, around valves and injector, with optimised
flow sections to enhance the coolant velocities and thus heat transfer,
• one upper core for cooling exhaust duct and exhaust face, and for insulating
the oil jacket from thermal loads.
This arrangement results in precisely scaled local velocities, and homogeneous heat
exchange coefficients, allowing a very good cooling performance on fire face and hot
spots (fig.12-b)
Fig.12: a (left): Engine water jacket

b (right): Heat transfer from water jacket
For the cylinder head, main benefit from this efficient heat transfer occures on fire
face temperature, which proves to be very low for such a high specific output
Fig. 13: Fire face skin temperature benchmarking
In the cylinder block, transverse circulation results in an homogeneously spread

temperature along bore, leading to reduced bore distortions, lower oil consumption
thanks to reduced load and friction on piston rings, thus reduced ring wear.
The pressure difference between the two sides of the cylinder block water jacket (due
to the transverse circulation) provides high flow velocities through the inter-bore
drillings, and enhances the efficiency of the inter-bore cooling.
4.3.2 Water flow optimization
Good control of water velocities inside the engine enables to reduce water flow to low
level. R9M engine shows a low ratio water flow / kW.
R9M
Fig. 14: Coolant flow vs engine performance benchmarking

Moreover, transversal flow circulation allows less constraint on cylinder head gasket
calibration holes; this strongly contributes to the high permeability of the water
system.
Combination of a high permeability and low maximum flow results in reducing power
absorbed by water pump
5 Systems and components (design for Unique Selling Points)
In addition to a design for downsizing, R9M integrated from the beginning optimized
systems and ancillaries supporting ambitious engineering goals (USP: fuel
consumption, TCO, mass, NVH).
5.1 Fuel consumption
In order to achieve R9M engine target - fuel consumption reduced by 20% compared
to replaced engine – it has been necessary to use several innovative designs and
devices for combustion, emissions after treatment, and thermal behaviour in all
conditions.
5.1.1 EGR system + Exhaust system
After-treatment system has been located under turbocharger in order to improve

efficiency by reducing distance between turbo and catalyst and have enough volume
for fitting both DOC and DPF in the same canning.
This integration results in:
• low pressure drop,
• large volumes (1.9l for DOC and 2.45l for DPF) reducing Total Cost of
Ownership even in case of severe usage,
• compatibility with future emissions regulations by simply adapting DOC

specification.
This has been possible by fitting the turbocharger on top of exhaust manifold, and by
using plate and clamps for the fixing of catalyst onto the cylinder block.
The canning also provides a flange for Low Pressure (LP) EGR system feeding.
LP EGR system is composed of :
• a water heat exchanger, with integrated filter, fixed on catalyst flange,
• an electric valve,
• a mixer located at compressor inlet.
This assembly is fixed on a mounting to cylinder block, and decoupled from catalyst.
Special attention has been paid to serviceability
An electrically controlled exhaust flap, located on exhaust line, gives back-pressure

for routing gases through the system when necessary.
Fig. 15: High and low pressure EGR system
LP EGR system provides two advantages:
• density of re-circulated gases is higher, because they are compressed by

turbocharger,
• efficiency is improved because of lower temperature.
In addition to LP EGR, a more standard High Pressure (HP) EGR system, but without
intercooler, also contributes to NOX reduction during engine low temperature phases.
The electrical valve for HP EGR is fitted directly onto intake manifold, with water
cooling using the vent flow from the cylinder head to degassing tank.
HP EGR valve is fed through a duct cast inside cylinder head, connected to a fifth
branch of exhaust manifold.
5.1.2 Variable swirl
Variable swirl enables to improve CO2, NOX and soot over all engine range by
monitoring a high swirl level at low engine load and a low swirl level at full engine
load.
This optimized compromise between swirl and permeability is performed with a single
swirl flap and a double plenum:
• upper duct of the manifold feeding ‘swirl ports’ in cylinder head,
• lower duct of the manifold, controlled by the swirl flap, feeding ‘filling ports’ in
cylinder head
The double plenum also incorporates HP EGR valve as already described.
Fig. 16: Variable swirl system

5.1.3 Thermal management
The purpose of the thermal management system is to increase water and oil
temperature rise during engine heating, resulting in:
• HC / CO reduction due to higher temperature inside combustion chamber,
• reduced friction due to higher oil temperature.
The mean for having a quicker rise of fluid temperatures is simply a pneumatically
activated ball-type valve that stops the flow through engine (cylinder block + cylinder
head), except for the lower part of the engine and EGR cooler in order to allow
efficient EGR during warm-up phase. When the internal temperature has reached the
required level, the control of the valve ensures it opens in order to comply with
engine reliability issues. When the valve is open, cooling returns to the normal
operating mode.
Fig. 17: Thermal management system

5.2 TCO
In addition to fuel saving, both for economy and environment, one major goal of R9M
is reduced maintenance cost.
This applies in several fields.
5.2.1 Timing chain
Timing drive is made through a chain, which does not require any servicing: it lasts
vehicle life. The chain is a single one, similar to the one used on M9R
5.2.2 Oil volume / Oil drain interval
Oil volume has been sized as:
• the minimal possible value, in order to reduce oil drain servicing price,
• with constraint of oil ageing (oxidation, dilution, carbon content) optimized for
high oil drain interval.
Thanks to triple post injection, oil dilution is minimized during DPF regeneration, and
reaches very low level, even for extreme customer mission profile such as door to
door cycle.
The Oil Control System can adapt the oil drain interval to driving conditions and
severity.
Oil drain interval can reach 40 Kkm / 3 years for passenger cars
Furthermore, in order to reduce price repair in case of under car unexpected shock,
design provides separate parts for oil sump lower plate (steel sheet cover) and oil
sump structural part (cast aluminium).
5.2.3 Ancillaries drive
Ancillaries drive is through an EPDM + aramide structure belt, which ensures a 240
Kkm / 10 years life time.
5.2.4 Air and fuel filters
Air filter is derived from 1.5l dCi engine, and gives 80 Kkm / 4 years durability.
Fuel filter is new type, with compatibility for pressurized circuit, and allows 120 Kkm /
6 years durability.
5.3 Weight
For the whole engine, weight reduction has been considered as a key requirement,
with NVH performance and price impacts under control.
5.3.1 Cylinder block and NVH
Cylinder block, in cast iron, has been highly optimized in order to reduce its weight:
• Cylinder block height benefits from short stroke, and junction with aluminium
oil pan has been optimized with respect to NVH behaviour in order to reduce
as much as possible cast iron height compared to aluminium; as a result,
skirts height is 45 mm,
• Electric starter is fixed directly on clutch housing, thus avoiding an extra cast
iron ear / flange.
As a result, the achieved compromise between bottom engine weight and vibration
level illustrates Renault best practice and is better than most of competitors cast iron
cylinder blocks.
24
23
22
Vibration Level (dB)
21
20
19
18 New 1.6 dCi
17 85-110kW, IRON CAST Benchmark :
COMPETITORS
16
RENAULT
15
30 35 40 45 50 55 60
Bottom Engine Weight (kg)
Fig. 18: Renault representative vibration index vs mass benchmarking

5.3.2 Plastic parts
R9M incorporates many plastic parts:
• Water inlet and outlet manifolds
• Inlet flap bodies (shut-off and swirl)
• Oil filter / cooler module
• High pressure air ducts from compressor outlet to inlet manifold
• Water pump pulley
• Oil separator, Fuel splash cover
Total mass for plastic parts reaches 8 kg and enables a weight reducing of 3.5 kg.
6 Engine Control Unit
ECU development of 1.6l dCi benefits from EMS2010 concept, a modular software
design by Renault. By using its own rules for specification and coding, Renault is
architect for the system and therefore is able to implement the same software
modules on electronic platforms of different suppliers. This innovation presents the
following advantages:
• a better stability due to a 70 % carry over ratio of software content for 1.5l, 2.0l
and 2.3l diesel engines,
• an optimized time-to-market with 30 % of development time reduction,
• a better economical performance due to 40% cost reduction.
In the ECU, 80% of software specifications and code are Renault property.
Furthermore, scheduling and cost for using new functionalities on future engines will
be drastically reduced.
New functionalities implemented for R9M include EGR Low Pressure, Variable swirl
control, Stop&Start, Thermo-management and Closed-couple CSF management.
Hardware resources involve a clock rate of 133MHz and a Flash memory of 2MB.
7 Quality and reliability
To ensure the “top 3” quality level of R9M dCi engine, Design to Quality process has
been implemented (Fig. 26). For each part, the quality status has been checked in
the field for carry-over parts, and estimated based on most similar parts in case of
new parts. For any detected defect, quality improvements were implemented and
validated.
Amongst the 264 parts references of R9M dCi, 25% are common with other Renault
engines. R9M dCi quality is expected to be at the same level as other engines, based
on the use of common parts and the same DtQ method as for M9R, that proved to be
efficient with less than 0,5 % of customer complains during the first year of warranty.
During the development, more than 24 000 hours of durability test on engine test
benches have been run. At the same time, more than 550.000 km were driven on
vehicle equipped with R9M dCi. Each single problem faced has been understood and
solved.
Fig. 19: Design-to-Quality process
Design to quality
Since the preliminary phase of design, the process consists in the evaluation of each
engine part and control management system, according to the three categories:
1. New parts and systems (novelty part or system)
2. Carry over of parts or systems with a good production quality level
3. Carry over of parts or systems with a production quality level to be improved

The exhaustive plan of actions is implemented in 3 steps based on previous

evaluation:
• Step 1 is to apply the appropriate Quality tools (PHA, P-FTA, FMEA)* for each
novelty part or system, to set the influence of each root cause and to validate
them. The follow-up of main novelty parts (or systems) development was
jointly made with Nissan engineering.
• Steps 2 and 3 lead to check respectively the implementation of design policies

for all parts or systems, then to check the application of all countermeasures
applied in production concerning parts or systems of above third category.
(*)
PHA: Preliminary Hazard Analysis
P-FTA: Perfect Fault Tree Analysis
FMEA: Failure Mode Effect Analysis
8 Machining and Assembly plant
The chosen assembly plant is Cleon, in France, 100 km west of Paris. Cleon is the
main assembly plant for Renault engine and will produce the R9M engine.
6 installations will be used for R9M:
• A new flexible assembly line.
• Hot test benches on which each engine will be checked.
• 3 Flexible machining lines for Cylinder head, Connecting rod and Crankshaft.
• A new flexible machining line for Cylinder block.
Cylinder head, Connecting rod and Crankshaft are very close to M9R design, thanks
to modular design, so that minor modifications where made on the existing flexible
lines which are already producing M9R parts, resulting in low investment and
engineering resources.
The Cylinder Block machining line is a new flexible line, capable of machining
different cast iron cylinder blocks, included in a perimeter of dimensions. Machining
centers and Flexible Transfer Machines are at the root of this flexibility. In order to
reduce change over time, quick changes of fixtures have been studied with machine
suppliers, including for Flexible Transfer Machines. 38% of the installation is based
on carry over of existing machines, reducing global investment.
Hot tests benches where already installed at Cleon, and only adaptation was to be
made (Fig. 20 & 21). 100% of R9M engine will be tested before delivery to vehicle
plants. Number of benches will exactly match the capacity of assembly line to
achieve best level of synchronic delivery to vehicle plant.
During the 10’ cycle, the engine is heated up and about ¼ of the maximum load is
applied. More than 200 parameters are checked: pressures, temperatures, electric
currents and voltages, flows, sensors and actuators functioning, leaks, NVH, Control
Unit signals, in order to contribute to the zero defect quality level when the engine is
delivered from Cleon.
Furthermore, during the engine launch period, the above parameters are recorded for
each engine. This will help, in case a defect occurs at vehicle plant or in the field, to
increase the checking efficiency of this test procedure.
Fig. 20: R9M Hot test bench
Fig. 21: Overview of hot test benches
The assembly line engineering has taken into account from the beginning the
constraints to be flexible to any engine definition and the vehicle plant diversity.
Renault has had a look to eastern to source this line. Benefit has been taken from
local Indian engineering center to design and manufacture the line 10000 km far from
final location.
Pallet has been designed to allow huge access to all faces of engine. An adaptator
has been added between pallet and engine to allow flexibility to other kind of product.
The pallet has been designed to be unique for the whole assembly line for
investments optimization.
Fig. 22: Assembly pallets
Most of operations are manual, in order to ensure this flexibility. Regarding next step
of capacity, some automatic stations will be added according to cost efficiency of the
economical balance.
The only automatic stations have been designed flexible: robots are mostly used for
silicon deposit to reduce impact of following diversities.
To reach best level of manpower efficiency, most of the parts assembled on the
engine are delivered to the operator by kitting tray. This reduces the non added value
of the operator and focuses him only on assembly sequence. Four kinds of kit trays
are available at SOP (around 30 parts per kit).
Fig. 23: Full kitting for dressing sequence

9 Conclusion
R9M family introduces a new generation of Diesel engine which will allow the
Renault-Nissan Alliance to remain at the top of the competition in the European
market.
For this brand new 1.6l dCi engine featuring a power of 96 kW and a torque of 320
Nm, a special focus was set on customer satisfaction including :
• a 20% breakthrough of CO2 emissions and fuel consumption in comparison

with replaced 1.9l dCi 130, positioning R9M as best-in-class for its range of
power,
• best-in-class Total Cost of Ownership features,
• a “driving pleasure” at the same demanding level as the replaced 1.9l dCi 130,
including transient response at low and middle engine speed combined with
top level NVH.
This was made possible through several challenges during the development :
• the implementation of state-of the art technologies such as highly optimized

downsizing, thermomanagement, variable capacity oil pump, variable swirl,
stop & start, and the introduction of major innovative features like low pressure
EGR.
• a constant effort for weight optimization during the development process,
• a modular design approach for a diversity of future Renault and Nissan

applications, including. 2WD and 4WD, PC and LCV, Euro5 and Euro6
versions,
• systematic implementation of Design to Quality and reliability validation,
• an optimization of flexibility and investment for manufacturing in Cleon Plant,

including a new flexible assembly line and reuse with minor modifications of
the existing flexible lines of M9R as much as possible.
This achievement is the result of the strong involvement of the relevant divisions
within Renault – Nissan Alliance but also the result of the very close relationship with
our suppliers.
10 References
[1] BRUNET, P.; ELLUL, D.; HUET, J. L.; MALCUY, S.; MONEREAU, C.;
PIANA, J.
The new Renault 2.0 liter Diesel Engine
27th International Vienna Motor Symposium, 2006
[2] DEMAZURE, C.; AYMARD, C.; BRUN, E.; LE LAGADEC, J. P.; LUSSAULT, D.;
REVERSEAU, D.; ROGEZ, D.
The new Renault V6 dCi Diesel Engine
17th Aachener Kolloquium Fahrzeug und Motorentechnik, 2008

The New Renault Dci 1.6l Diesel Engine

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19.

Aachener Kolloquium Fahrzeug- und Motorentechnik 2010 247

Der neue dCi 130 1,6l Dieselmotor von

Its work on powertrains focuses on two main areas:

• An unprecedented commitment to the development of comprehensive range

• New technologies for conventional powertrains. Renault will release a new

o the EDC dual clutch transmission that combines exemplary gearshift

Further developments are already in progress to prepare performance evolution of

At the same time and to ensure a sustainable development of the automotive

2 Main characteristics overview

2.1 Modular design

• Euro6 application differs only by after-treatment system, O2 sensor and boost

• Nissan Passenger Car 2WD application differs only by engine mounting

R9M PC Nissan 4x2

R9M PC Nissan 4x4

Fig. 1: Vehicle variations of the R9M

Engine code R9M

3 Engineering goals based on customers’ requirement (Fig. 3)

NVH Fuel consumption

Fig. 3: Engineering goals based on customers’ requirement

Fig. 4: Full load performance of the 1.6l dCi 130

Fig. 5: Characteristics of the 1.6l dCi 130

3.4 Fuel consumption, CO2 emissions and TCO

Fig. 6: Comparison between R9M and Renault current engines

Technologies CO2 benefit (%)

Fig. 7: CO2 road map

Mid-frequencies: several structure optimizations have been performed on engine

Packaging allocation Numerical optimum Designed and validated part.

Fig. 8: Numerical optimisation process

The overall result is a 10 kg weight reduction with same NVH performance.

High frequencies: Turbocharger is equipped with an absorber at compressor output

Fig. 9: Average Noise level at full load

Combustion noise: Due to Euro5 constraints and an ambitious CO2 target,

Right View Left View

Front View Rear View

Fig. 10: Major dimensions

• Complete post processing + low pressure EGR on exhaust face

• Thermomanagement components on inlet face

• This also gives the opportunity to use unchanged interfaces compared to

o Air inlet system

o Engine mounting bracket

4 Base engine architecture (design for downsizing)

4.1 Cylinder head, bore and stroke

4.2.1 Shaft line and moving parts

4.2.2 Oil flow reduction

Oil flow has been minimised in crankshaft and cylinder head:

• at crankshaft con rod journal, by optimisation of oil drill angular position,

4.2.3 Variable capacity oil pump

Fig. 11: Variable oil pump

4.3 Thermal aspects

4.3.1 Transverse water circulation

In order to achieve a good compromise between cooling efficiency and a low

Fig.12: a (left): Engine water jacket

Fig. 13: Fire face skin temperature benchmarking

In the cylinder block, transverse circulation results in an homogeneously spread

4.3.2 Water flow optimization

Fig. 14: Coolant flow vs engine performance benchmarking

5 Systems and components (design for Unique Selling Points)

5.1 Fuel consumption

5.1.1 EGR system + Exhaust system

After-treatment system has been located under turbocharger in order to improve

This integration results in: