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New Renault-Nissan 2.0-Liter Diesel

8 July 2005

Renault_20lcdi
Renault 2.0 dCi (Click to enlarge)

The Renault-Nissan alliance is introducing a new 2.0-liter dCi diesel engine, to be first applied in a 150-hp version in the Laguna this summer.

Development of the new engine required a total investment of €500 million (US$597 million), broken down as €200 million (US$239 million) for engineering product/process, €250 million (US$298 million) for industrial investments, and €50 million (US$60 million) on suppliers.

The new powerplant will be released in several variants with different power and torque capabilities, for gradual rollout on other vehicles.

The 2.0 dCi introduces a number of engineering upgrades, including improved internal cylinder aerodynamics to make the most of the piezoelectric injector capabilities.

The 2.0 dCi features four valves per cylinder. Intake and exhaust ducts are face-to-face across the cylinder head, with each camshaft operating intake and exhaust valves. This configuration improves cylinder filling and exhaust gas evacuation. The difference in angle between intake and exhaust ducts produces a dual swirl effect, for improved air-fuel mixing.

A Bosch piezoelectric-controlled injection system provides fast, precise control over fuel injection. Response is up to four times faster than with a classic solenoid system, enabling engineers to opt for an injection cycle with five squirts: two pre-squirts, one main squirt and two post-squirts.

The pre-squirts, which pre-heat the combustion chamber in preparation for the main squirt, improve engine acoustics by minimizing the characteristic diesel clatter. The post-squirts sustain the main injection combustion, to burn off soot and thus bring down pollutant emissions before the exhaust gases have even left the combustion chamber.

An exhaust gas recirculation system taps off some of the exhaust gas leaving the combustion chamber and feeds it back directly into the intake. The amount of recirculated exhaust gas is controlled by a valve that regulates the inflow on the basis of various engine parameters.

This method produces a controlled temperature rise in the combustion chamber to reduce pollutant emission levels and enhance the engine’s overall environment performance.

Renault Laguna 150-hp 2.0 dCi
Displacement1,995 cc
Valves16
Compression ratio16.0:1
Power150 hp (110 kW)
Torque340 Nm (251 lb-ft)
Cd0.62
Fuel Consumption (combined)5.8 liters/100km
Fuel Economy40.6 mpg US
EmissionsEuro 4
Co2154 g/km

All versions of the 2.0 dCi engine meet Euro 4 emission standards. NOx and particulate emissions are minimized by precise control over fuel injection, and various pre-exhaust pollution control systems. Low fuel consumption ensures the lowest possible CO2 emission.

A higher-powered 175-hp version of the 2.0 dCi will come standard with a self-regenerating particulate filter. When the filter fills up, the engine runs a regeneration cycle, performing a second post-injection to deliberately overheat the exhaust gas, oxidizing the soot in the filter filter, freeing up the device’s capacity. (This DPF system is similar to the one just made available on all models by Opel. Earlier post.)

July 8, 2005 in Diesel, Europe, Fuel Efficiency | Permalink | Comments (7) | TrackBack (0)

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Comments

40.6 mpg combined cycle??? That's a giant step backwards. What's all this great technology for if a gasoline powered engine can trounce the fuel economy of newer diesel engines?

-mt

What gasoline powered engine are you talking about ? Name one gas engine that develops 150hp and still gets 40.6mpg

1998 Dodge neon. 156 whp, 43 mpg highway. Dad drives a stock neon with the 150hp DOHC motor (115 whp) and manages 41mpg highway. Joseph

Joseph what you quoted is highway mpg, but the renault is combined mpg. This engine is not really a step backwards. The 2.2L engine it replaces with similar horsepower was 36.1mpg(US) so this engine is really an improvement. What bothers me with this engine is it is not up there with competitors. The Euro accord diesel is rated at 45mpg combined(US). I've also noticed a trebd of diesels decreasing in economy as they fight tighter emissions and get more powerful, meanwhile the opposite is happening with petrols.

What I'm waiting to see is a full-size pickup truck that can reliably get better than 17-20mpg, with or without a towing load.

If this design (or one like it) gets us solidly into the 30s, that'd be a big step for those of us who need to tow on occasion. SUV users too, though it'd remove them as targets of everyone's (possibly well-deserved) enviro-digust.

And it'd reinvigorate a pretty tired and saturated market too.

- beel

When are they coming to America?

I HAVE the pickup (sort of) that you are waiting for. I transplanted a Cummins six cylinder (5.9 Liter) diesel into a 95 Ford Bronco. I get a steady 16 MPG around town and 18 on the highway (doing 75 MPH).

If I had put the 4 cylinder Cummins (around 3 Liter), I'd easily have 20+ around town and low 20s on the highway. I pull a 6,000 # travel trailer, so I wanted the extra torque/power of the six.

The four cylinder was made to transplant into Ford powered bread trucks/box vans, and if you can find one will bolt right up to a small block Ford bell housing. The perfect solution for that F150 you love but are tired of feeding.

Check out www.fordcummins.com which is where I got my conversion equipment.

Ed Garren

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