FAP

Particle Filter (FAP) – What is it and how does it work?
The Particle Filter is an additional filter fitted in the exhaust system that is designed to filter out harmful soot particles from the exhaust gases and help protect the environment.

The Particle Filter is fitted exclusively to diesel engines, and reduces emissions of such particles to below the Euro V emissions regulation coming into place in 2009 of 5mg per km.

Soot particles are collected in the Particle Filter and eliminated periodically by automatic regeneration.

What is regeneration?

It is the process of removing the accumulated soot in the FAP. The video shows this process taking place. Soot builds up in the filter and at a certain point combusts in the high temperature. This causes less environmental damage by significantly reducing exhaust emissions, without affecting the smooth running of the car.

This innovative solution is not suitable for vehicles which are soley used in urban areas, where cars move at slow speed and frequently have to stop and start, but it is equally well suited to other conditions. The system is activated as soon as a sufficient quantity of soot is detected in the filter and the engine is warm enough. Unlike conventional systems, there is no minimum driving speed or journey length required to activate the regeneration process, however the regeneration process needs to complete its cycle to reduce the excess soot which has been collected which will require a driving speed to be maintained dependant on the conditions.

V7 DCI

This is the first Diesel V6 engine developed and produced by the Alliance Renault Nissan. It equips upper-range vehicles to meet the growing worldwide demand for engines that are powerful and yet fuel and CO2 efficient.

Driving pleasure and high performances

The new V6 Diesel engine is a technological high displacement multi-valve V powertrain, which means it offers a high level of performance and driving pleasure. The new powertrain has the highest level of torque in the Renault lineup with 450nm.

It therefore allows very fast accelerations either from 0 to 100km/h (7.30 seconds on Laguna Coupe dCi 235) or from 80 to 120 km/h (6.10 seconds on the same vehicle). Additionally, on Laguna Coupe, the new Diesel V6 posts 235hp, which makes it Renault's second most powerful engine offer after the 3.5l gas engine (245hp).

Further versions of this engine will be commercialized with more power and more torque, as it can generate up to 265hp and 550nm when put longitudinally on a car.

Performance and respect for the environment

The new V6 dCi engine derives from the 4-cylinder in-line 2.0 dCi launched in 2005. They share components, but the combustion chamber design has been optimized to improve the trade-off between emission levels and fuel efficiency. On Laguna Coupe dCi 235, it emits 192g of C02 per kilometer, which is in line with most of the best German engine makers.

Of course, the new V6 will be fitted with particle filters and a SCR (Selective Catalystic Reduction) catalyst, to make it one of the cleanest Diesel engines in the world. Very low noise levels are the result of a joint optimization of powertrain engine base, injection and tuning strategies.

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TCE 130

The latest Renault petrol engine, the TCe 130, is a perfect illustration of the automaker's downsizing expertise: making engines smaller, thereby reducing their CO2 emissions, while boosting their size-to-output performance.

Small is powerful

With the 130hp output of a 1.8-litre power plant and the 190Nm torque of a 2-litre engine, this new 1.4-litre unit yields C-segment CO2 emission levels that are just below those of a 1.6-litre engine. Like its smaller sibling, the TCe 100, the TCe 130 combines a small engine with a low-inertia turbocharger that is responsive even at low engine speeds.

Shared expertise

Its very low fuel consumption and environmental credentials ensure that the TCe engine anticipates the potential resurgence of interest in petrol engines that the introduction of the Euro 5 emission standard is lkely to trigger.

Developed as part fo the Renault-Nissan Alliance the TCe 130 is a perfect illustration of the synergies between the partners' engineering expertise: Nissan's lies in developing petrol engines, while Renault has built up experience in combustion and turbo charging.

Reducing fuel consumption

The new TCe 130 has an aluminum pump and a single-flow turbo compressor. The profile of its inlet ports has been redesigned compared with those of the normally-aspirated engine. The new ports create a swirling inflow, which mixes fuel and air more evenly, so improving combustion.

Thanks to this tumbling flow of air the combustion flame propagates more efficiently, improving torque at low revs without impairing performance at higher engine speeds. A continuous camshaft angle variator at the intake port improves performance at all engine speeds and helps reduce fuel consumption. The engine also has a timing chain that which not only cuts noise but is also reliable and durable.

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TCE 100

The 1.2 litre TCe (Turbo Controlled Efficiency) 100 was launched two years ago and has emerged as a pioneer in its class. Engineered for driving pleasure it combines the fuel consumption of an engine of its size, with the power of 1.4-litre block and the torque of a 1.6-litre power plant

Genuine punch

Developed from the 1.2 16V 75hp block, the new TCe 100 engine is equipped with a low inertia turbo that ensures minimal lag thanks to its small diameter turbine and compressor.

The marriage of a small cubic capacity and a low inertia turbo ensures lively response from low revs, while maximum torque is available from low speeds and remains available across a broad rev-band. The turbocharger includes an "overpower" feature, which temporarily boosts power output in 2nd, 3rd, 4th gears at engine speeds of more than 4,500rpm (5hp extra torque).

Fuel efficient

With a cubic capacity of 1,149cc, this small engine enables Twingo, Modus and Clio to claim record combined cycle fuel consumption of 5.9 litres/100km (47.8 mpg), a figure to which its low idling speed of 650rpm contributes. Powered by this engine, the Clio boasts the lowest CO2 emissions of its class (i.e 100 hp pertrol engines), namely 137g/km.

Respect for the environment

With CO2 emissions homologated at 140g/km, the TCe 100 engine contributed to the commitment made by Renault to achieve average CO2 emissions for its range of 140g/km by 2008. This engine was also a response to the anticipated revival in interest for petrol engines compared with small diesels when the Euro5 standard came into effect in Europe.

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2.0 DCI

The 2.0 dCi (M9R) 4-cylinder diesel engine (launched in July 2005) features the latest technologies developed for the diesel market. Co-developed by Renault and Nissan, this 1,995 cc engine is the most efficient in its category, regardless of power levels. Smooth, powerful, silent and efficient with strong environmental credentials, it redefines the standards of diesel engines.

Smooth and powerful

With its high torque, the 2.0 dCi delievers unrivalled driving pleasure at all engine speeds.

Maximum torque is reached rapidly, providing smooth dynamic performance from the lowest engine speeds through to the highest, thanks to:

• - A water-cooled variable-nozzle turbocharger, for greater efficiency at high speeds and dynamic acceleration at low speeds (in overtaking, for example)
• - Particularly well designed internal aerodynamics to improve engine efficiency
• - A new-generation common-rail system (1,600 bars) to improve combustion quality
• - Piezo-electric injectors taht optimize fuel use and reduce pollutant emissions.

Respect for the environment

The 2.0 dCi ranks among the engines with the strongest environmental credentials. All versions comply with the European Euro 4 standard.
Pollutant emissions of the 2.0 dCi are limited by: optimized fuel injection management; the exhaust gas recycling system. Some of the gas leaving the combustion chamber is immediately recovered and reinjected at intake. The temperature of this gas is also controlled (cooling). Result:

• - Lower nitrogen oxide (NOx) emissions
• - A self-regenerating particulate filter with exhaust-post inhection on the 175hp version

Positioned on the exhuast line, the filter traps the particles of soot produced by burning diesel fuel. When the filter is clogged with particles, the engine runs a regeneration cycle (every 300 - 1,200 km approimately). A second post-injection raises the temperature of the exhaust gases, burning off and destroying soot at around 600C. This leaves the filter clean and ready to resume its role as a particle trap!

Silent performance

The 2.0 dCi was designed to achieve minimum noise levels. An aluminum bed plate in the engine absorbs vibrations on the most powerful version, two crankshaft-driven balancer shafts rotate in opposite directions. This minimizes vertical oscillation of the engine caused by the movement of alternative weights (pistons, rod) and moving parts (rod, pistons) to reduce vibration linked to the 4-cylinder architecture. A twin-mass engine flywheel acts as an acoustic filter to reduce boom at low engine speeds.

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F4R RS

Designed by Renault Sport Technologies, the 16V F4R RS 2.0 naturally aspirated engine has real character! Lively and discreet at low engine speeds, it proves its sporting credentials at higher speeds.

Optimised efficiency

The 16V F4R RS 2.0 develops 200 hp at 7,250 rpm for torque of 125 Nm at 5,550 rpm. With 100 hp per litre of capacity, it boasts exceptional performance for this segment.

To deliver this level of power and torque, engine efficiency has been optimised, with:

• - An improved cylinder-filling rate based on technology imported directly from Formula 1 engines
• - Larger valve openings to bring in more air and optimise gas flow
• - Continuously variable valve timing to improve engine performance at all speeds. Result: more torque at lower engine speeds and more power at higher speeds
• - A high compression ratio of 11.5:1 obtained through the well designed shape of the chamber and piston. Combustion quality is improved for high standards of efficiency and limited pollutant emissions

On the road...

Equipped with the naturally aspirated 16V 2.0 engine and a TL4 6-speed manual gearbox, Clio Renaultsport hits 62 mph from a standing start in just 6.9 seconds. It covers 1 km from a standing start in a mere 27.5 seconds.

Sporting temperament

For outstanding driveability and exceptional thrills, the naturally aspirated 16V 2.0 delivers:

• - Strong acceleration and immediate response
  Driving is smooth and lively for day-to-day use; stimulating and fast paced for higher speeds
• - A signature engine sound, developed by the engineers of Renaultsport Technologies
  Discreet at low speeds, the naturally aspirated 16V 2.0 knows how to "roar" when pushed, with its reinforced subframe and the floor specially designed to limit boom, a "3Y" type exhaust manifold, a steel crankshaft with eight counterweights to reduce spurious vibration and friction.

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EFFICIENT DUAL CLUTCH (EDC)

Comfort of an automatic gearbox, response of a manual gearbox.
Renault has developed a new, six-speed, dual clutch transmission gearbox entitled Efficient Dual Clutch (EDC) which delivers a standard of fuel consumption and CO2 emissions which marks a significant step forward compared with that of conventional automatic transmissions (a gain of up to 17% which can save approximately 30g/km).

The EDC gearbox is available with the core-range dCi 110 FAP engine of the Mégane and Scénic models. Thanks to their lower CO2 emissions, the EDC equipped Méganes & Scénics will be the brand’s first automatic cars to qualify for the Renault eco2 signature with CO2 emissions from only 114g/km.

PK4

The PK4 6-speed manual gearbox is designed to work with particularly powerful engines.

Its robust design and particularly effective soundproofing make it the ideal partner for the 2.0 dCi engine (M9R)