Nissan HRA2DDT Specifications
| Engine Model: Nissan HRA2DDT |
| Engine Type: 4-cycle inline 3-cylinder DOHC CVTC turbocharged liquid-cooled gasoline |
| Total Displacement: 73.1 cu.in (1.19 L) |
| Rated Engine Power: 113-120 Hp (85-88 kW) at 5000 rpm |
| Fuel System Type: High-pressure direct fuel injection |
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The Nissan HRA2DDT is a 1.2-liter,
three-cylinder, turbocharged, direct-injection gasoline engine developed
as part of the Renault–Nissan–Mitsubishi Alliance’s new-generation
engine family. Designed for compact hatchbacks, subcompact crossovers,
and efficiency-oriented passenger cars, the HRA2DDT focuses on
delivering excellent fuel economy, refined performance, and low
emissions. It is a downsized powerplant that replaces larger naturally
aspirated engines by using modern turbocharging technology,
high-pressure direct injection, variable valve timing, low-friction
components, and advanced thermal management.
The engine is closely related to the Renault H5Ft (TCe 115/120) and
includes improvements in combustion efficiency, noise and vibration
reduction, and durability. It is widely used in global markets in
vehicles such as the Nissan Juke, Nissan Qashqai (selected trims),
Nissan Pulsar, Nissan Micra, and various Renault and Dacia models.
With an all-aluminum construction, an integrated exhaust manifold,
electronically controlled turbocharging system, and sharply optimized
combustion chamber geometry, the HRA2DDT achieves strong torque output
from low rpm while maintaining smooth and responsive drivability. It is
engineered to satisfy modern emissions standards including Euro 5/6. Its
balance of compactness, reliability, and performance makes it a key
component of Nissan’s small-car strategy.
The Nissan HRA2DDT is a turbocharged, inline-three, four-stroke gasoline
engine with a displacement of 1197 cc, or approximately 73.1 cubic
inches. The bore is approximately 72.2 mm (2.84 inches) and the stroke
is approximately 73.1 mm (2.87 inches). This near-square design provides
a balance between low-end torque and high-rpm efficiency.
Compression ratio varies between 9.5:1 and 10.5:1 depending on
calibration, emissions certification, and market. Higher compression
ratios are supported by direct injection and knock management systems.
Power output varies by version, typically between 113 and 120 horsepower
(85 to 88 kW) at around 4500–5200 rpm. Torque output ranges between 190
and 205 Nm (140 to 151 lb-ft) at approximately 2000–3000 rpm, providing
strong mid-range thrust. Idle speed is usually set around 750 ± 50 rpm.
Firing order is 1-2-3, standard for three-cylinder engines.
The crankshaft is a forged steel unit supported by four main bearings,
offering low rotational mass and reduced internal friction. Its
counterweighted design helps manage vibration inherent to three-cylinder
configurations.
Connecting rods are fracture-split forged steel components with
lightweight construction for improved strength and precision alignment.
Pistons are made of aluminum alloy with specially shaped crowns
optimized for direct injection spray patterns. They contain reinforced
ring lands and cooling galleries for temperature management during
boosted operation.
The piston rings are low-friction designs, reducing pumping losses and
contributing to improved fuel efficiency. Wrist pins are full-floating
and employ low-friction coatings for reduced wear.
The cylinder head is a lightweight aluminum casting with dual overhead
camshafts (DOHC) and four valves per cylinder, giving the engine a total
of twelve valves. The valvetrain uses roller finger followers to reduce
friction and support high-speed operation.
Variable valve timing (CVTC) is applied to at least the intake camshaft,
and in some versions both intake and exhaust cams feature continuous
phasing. This system adjusts valve timing across the engine’s speed and
load range to improve torque, reduce emissions, stabilize combustion,
and improve responsiveness.
The combustion chamber is compact and designed for efficient air-fuel
mixing. Direct injection places fuel directly in the chamber through
multi-hole injectors, supporting advanced stratified and homogeneous
combustion modes.
The HRA2DDT uses a high-pressure direct injection fuel system. A
camshaft-driven high-pressure pump supplies fuel up to approximately 200
bar (2900 psi) to the fuel rail. Precision injectors deliver finely
atomized fuel pulses directly into the combustion chamber.
ECM-controlled injection strategies
include:
- Multi-pulse injection for improved cold-start performance
- Stratified charge at light load (depending on market)
- Homogeneous mode at high load
- Adaptive injection timing for knock control
Sensors used by the engine control module
(ECM) include:
- Mass Air Flow (MAF) or Manifold Absolute Pressure (MAP), depending on
market
- Wideband oxygen sensor(s)
- Intake air temperature
- Engine coolant temperature
- Crankshaft and camshaft position sensors
- Knock sensor
- Turbo boost pressure sensor
Fuel pressure is monitored continuously and adjusted for driving
conditions and emissions control.
The lubrication system is a full-pressure wet-sump design with a
variable-displacement oil pump that minimizes parasitic drag at light
load. The pump adjusts flow based on engine speed, temperature, and oil
pressure requirement.
Oil is distributed to:
- Main and rod bearings
- Camshaft journals
- Roller finger followers
- Turbocharger bearings
- Timing chain lubrication jets
- Piston cooling jets
Oil capacity is typically 3.5 to 4.0 liters (3.7 to 4.2 U.S. quarts).
Recommended viscosity is SAE 0W-20 or 5W-30 depending on climate and
service schedule.
Oil pressure is:
- At 3000 rpm: 350–450 kPa (50–65 psi)
- At idle: > 70 kPa (> 10 psi)
Cooling is provided by a liquid-cooled forced-circulation system using
either a mechanical or electric water pump depending on model year.
Cooling system features include:
- Cross-flow aluminum radiator
- ECM-controlled electric cooling fans
- Integrated exhaust manifold coolant routing
- Water-cooled turbocharger
- High-efficiency thermostat (opening ~90°C / 194°F)
Cooling system capacity is generally between 5.0 and 6.0 liters (5.3 to
6.3 U.S. quarts).
| Intake and Exhaust Systems |
Induction components include:
- Dry-paper air filter
- Acoustic resonator-equipped intake duct
- Turbocharger compressor inlet
- Intercooler (air-to-air)
- Electronic throttle body
- Composite intake manifold designed for optimal flow distribution
The exhaust system uses:
- Integrated exhaust manifold
- Turbocharger turbine housing
- Close-coupled catalytic converter
- Downstream catalyst(s) meeting Euro 5/6 standards
- Oxygen sensor(s) for closed-loop control
| Ignition and Electrical System |
The HRA2DDT uses coil-on-plug (COP) ignition for precise spark timing.
Each plug is fired independently based on ECM-controlled timing maps.
Spark plugs are typically iridium-tipped, with intervals of
60,000–100,000 km (37,000–62,000 mi). Gap is around 0.9 to 1.1 mm
(0.035–0.043 in).
Electrical system voltage is 12 V DC, with alternators rated between 90
and 120 amperes depending on application.
The HRA2DDT uses a small, low-inertia turbocharger with an
electronically controlled wastegate to provide responsive boost
delivery. Boost pressure typically ranges from 0.8 to 1.2 bar (12 to 18
psi), depending on calibration.
Turbocharging system features include:
- Fast-spooling compressor
- Integrated exhaust manifold reducing thermal losses
- Water-cooled turbocharger housing for durability
- Air-to-air intercooler for charge-air cooling
- ECM-controlled boost modulation for smooth torque transitions
The intercooler reduces intake air temperature and increases charge
density, improving throttle response and reducing knock tendencies.
- Length: approx. 520–550 mm (20.5–21.7 in)
- Width: approx. 500–520 mm (19.7–20.5 in)
- Height: approx. 620–650 mm (24.4–25.6 in)
Dry weight: approx. 90–115 kg (198–254 lbs), depending on turbo and
accessory layout.
- Engine oil and filter: 10,000–15,000 km (6000–9000 mi)
- Air filter: 20,000 km (12,000 mi)
- Spark plugs: 60,000–100,000 km
- Coolant: every 100,000 km or 5 years
- Drive belt: inspect every 20,000 km
- Fuel filter: tank-integrated, inspect at 120,000 km
- Compression: typically 1500–1800 kPa (218–261 psi) with <100 kPa (15
psi) variation
- Cylinder head bolts: 40 Nm (30 lb-ft) + 90° + 90°
- Connecting rod bolts: 25–30 Nm (18–22 lb-ft) + 70°
- Main bearing cap bolts: 50–60 Nm (37–44 lb-ft)
- Spark plugs: 20 Nm (15 lb-ft)
- Oil drain plug: 30 Nm (22 lb-ft)
- Intake manifold bolts: 20–22 Nm
- Turbocharger mounting bolts: 35–45 Nm
The HRA2DDT engine is used across multiple
Nissan and Renault vehicles, including:
- Nissan Juke (select trims)
- Nissan Pulsar
- Nissan Micra K13 (some markets)
- Nissan Qashqai 1.2 DIG-T
- Renault Captur
- Renault Clio TCe
- Dacia Duster, Sandero, Logan (regional variants)
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