Renault F4RT Specifications
| Engine Model: Renault F4RT |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 121.9 cu.in (1.99 L) |
| Rated Engine Power: 163-275 Hp (120-202 kW) at 5000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Renault F4RT is a high-performance, turbocharged
2.0-liter inline four-cylinder engine that represents the most powerful variant
of Renault’s F-Type engine family. Developed as the successor to the F4R, the
F4RT became a legendary powerplant within the Renault Sport community, famously
powering multiple generations of the Megane RS across two decades of production.
The engine features a cast iron cylinder block combined with an aluminum alloy
cylinder head, a construction that prioritizes durability under the high
cylinder pressures generated by turbocharged operation.
The F4RT employs a long-stroke design with a bore of 82.7 mm and a stroke of
93.0 mm, a configuration that promotes high torque output at low to mid engine
speeds - a characteristic essential for responsive performance in both road and
track applications. The valvetrain utilizes dual overhead camshafts (DOHC) with
variable valve timing on the intake camshaft, actuating 16 valves via hydraulic
lash adjusters. The engine’s output varies dramatically across applications,
ranging from 163 hp in base Laguna GT applications to 275 hp in the Megane RS
Trophy-R, with torque figures correspondingly scaled.
The F4RT’s robust bottom end, featuring a forged steel crankshaft and reinforced
connecting rods, has earned it a reputation as one of the most tunable engines
in its class, with aftermarket modifications routinely extracting significantly
increased power while retaining reliability. Produced from the early 2000s
through the mid-2010s, the F4RT was installed in a range of Renault performance
models including the Megane RS, Laguna GT, Espace IV, and the distinctive
Avantime.
The F4RT is a four-stroke, water-cooled gasoline engine operating on the
spark-ignition principle. The engine architecture is an inline four-cylinder
configuration with a total displacement of 1,998 cc (121.9 cu.in), derived from
a bore of 82.7 mm (3.26 in) and a stroke of 93.0 mm (3.66 in). This long-stroke
design, with stroke significantly exceeding bore, promotes high torque
generation at low to mid engine speeds, a characteristic suited to the
responsive power delivery required in performance applications. The compression
ratio varies by application and output level, ranging from 8.5:1 for
higher-boost variants to 9.5:1 for lower-output versions, with the lower
compression ratio selected to accommodate elevated boost pressures without
detonation.
The valvetrain utilizes dual overhead camshafts (DOHC) driven by a timing belt.
The intake camshaft is equipped with continuously variable valve timing (VVT),
allowing the engine control unit to adjust intake valve timing across the
operating range to optimize power, fuel economy, and emissions. The camshafts
actuate sixteen valves - two intake and two exhaust per cylinder - via roller
finger followers with hydraulic lash adjusters, eliminating the need for
periodic valve clearance adjustments.
The firing order for this inline four-cylinder engine is 1-3-4-2, ensuring even
firing intervals of 180 degrees of crankshaft rotation. The rated speed varies
by application, with maximum power achieved between 5,500 rpm and 6,000 rpm
depending on the specific tuning calibration.
Performance outputs for the F4RT vary substantially across the range of
applications. In lower-output configurations such as the Laguna GT, maximum
power is rated at 120 kW (163 hp) at 5,000 rpm with maximum torque of 270 Nm
(199 lb-ft) at 3,000 rpm. In high-performance Megane RS applications, output
ranges from 165 kW (225 hp) in early variants to 202 kW (275 hp) in the Megane
RS Trophy-R, with maximum torque ranging from 300 Nm (221 lb-ft) to 360 Nm (265
lb-ft) across a plateau from 3,000 rpm to 5,000 rpm. The idle speed is set at
750 rpm when the engine is at operating temperature.
The cylinder block is manufactured from cast iron, a
material chosen for its exceptional rigidity, wear resistance, and durability
under the high cylinder pressures generated by turbocharged operation. The cast
iron construction provides the structural foundation required for the engine’s
high specific output and has contributed to the F4RT’s reputation for bottom-end
strength in aftermarket tuning applications. The block features an open-deck
design in the upper section, with the cylinder bores cast directly into the
block and finished with a plateau honing process that optimizes oil retention
and piston ring sealing.
The crankcase is reinforced with webbing between cylinder bores to minimize
distortion under thermal and mechanical stress. The main bearing caps are
manufactured from nodular cast iron and are secured with four bolts per cap on
the center bearings and two bolts per cap on the end bearings. The crankshaft is
manufactured from forged steel, a material choice that provides the strength
required for the engine’s power output and turbocharged operation. The cylinder
block incorporates the timing belt housing at the front, including the mounting
points for the timing belt tensioner, idler pulleys, and the water pump.
The cylinder head is manufactured from aluminum alloy,
providing weight reduction and superior thermal conductivity. The head features
a dual overhead camshaft (DOHC) arrangement with the camshafts supported by five
bearing journals. The timing belt drives both camshafts from the crankshaft,
with an automatic hydraulic tensioner maintaining optimal belt tension. The
intake camshaft is equipped with a continuously variable valve timing actuator,
which uses engine oil pressure to rotate the camshaft relative to the drive
sprocket.
Each cylinder utilizes four valves - two intake and two exhaust - arranged in a
pent-roof combustion chamber design that optimizes breathing efficiency and
swirl characteristics for turbocharged operation. The valves are actuated by
roller finger followers that incorporate hydraulic lash adjusters, maintaining
zero valve clearance throughout the engine’s service life.
The intake valves have a diameter of 33.0 mm (1.30 in), while the exhaust valves
have a diameter of 28.0 mm (1.10 in). The exhaust valves are sodium-filled on
certain variants for improved heat dissipation under high-load operation. The
valve seat inserts are manufactured from sintered metal alloys selected for heat
resistance and wear durability under turbocharged conditions. The cylinder head
gasket is a multi-layer steel (MLS) design, providing robust sealing between the
cast iron block and aluminum head under the high cylinder pressures generated by
the turbocharged induction system.
The F4RT is equipped with a multi-point electronic fuel
injection (MPFI) system. Fuel is delivered from an in-tank pump to a fuel rail
mounted on the cylinder head, distributing fuel to four individually controlled
injectors, each mounted in the intake port directly upstream of the intake
valve. The fuel pressure is regulated by a pressure regulator mounted on the
fuel rail, maintaining a constant pressure differential across the injectors
relative to intake manifold vacuum. The injectors are electrically actuated and
are capable of precise fuel metering based on signals from the engine control
unit (ECU).
The ECU monitors crankshaft position, camshaft position, mass air flow, intake
air temperature, coolant temperature, throttle position, boost pressure, and
exhaust oxygen content to calculate injection duration. The fuel system operates
at a pressure of approximately 3.0 bar (44 psi) to 3.5 bar (51 psi) depending on
engine load and operating conditions. The fuel filtration system includes a
replaceable in-line filter located in the engine bay or near the fuel tank.
The lubrication system is a forced-feed, full-flow
filtration design utilizing a gear-type oil pump mounted at the front of the
engine and driven by the crankshaft. The oil pump draws lubricant from the sump
through a strainer and delivers it to the main oil gallery. The system maintains
stable oil pressure across the operating range, with a pressure relief valve
calibrated to open at 4.5 bar (65 psi).
A liquid-to-liquid oil cooler is integrated into the engine coolant circuit on
high-performance RS variants to maintain oil viscosity under sustained high-load
or track driving conditions. The engine employs a full-flow spin-on oil filter
mounted on the engine block. The oil pan is constructed from stamped steel and
has a capacity of approximately 5.0 liters (5.3 US qt) to 5.5 liters (5.8 US qt)
depending on the variant. The engine requires 5W-40 or 10W-40 fully synthetic
engine oil meeting Renault RN0710 specification for RS applications or Renault
RN0700 for lower-output variants.
The cooling system is a pressurized, water-cooled
design utilizing a centrifugal water pump driven by the timing belt. The system
maintains engine operating temperature within a range of 85°C to 95°C (185°F to
203°F) under normal conditions. The coolant circuit includes a thermostatic
bypass that facilitates rapid warm-up and reduces internal friction during cold
starts. The water pump is mounted on the front of the engine block and is
serviced in conjunction with timing belt replacement.
The charge air cooler (intercooler) is an air-to-air unit mounted in the
vehicle’s front-end cooling package, reducing the temperature of compressed air
from the turbocharger from approximately 150°C (302°F) to 50°C (122°F) before it
enters the intake manifold. A cross-flow radiator with an electric cooling fan
supplements the system at low vehicle speeds and during idle conditions. The
total coolant capacity for the engine and cooling system is 7.0 liters (7.4 US
qt) to 8.0 liters (8.5 US qt) depending on the vehicle application.
Air Intake and Turbocharging: The F4RT is equipped with
a turbocharger that varies by application and output level. High-performance RS
variants utilize a twin-scroll Mitsubishi TD04 or BorgWarner unit, with the
twin-scroll design separating exhaust pulses from cylinders 1 and 4 into one
channel and cylinders 2 and 3 into another, reducing interference between pulses
and allowing the turbine to respond more quickly to throttle inputs. The
turbocharger incorporates a wastegate for boost pressure control, with a
pneumatic or electronic actuator controlled by the engine control unit. Maximum
boost pressure ranges from 0.8 bar (12 psi) in lower-output variants to 1.2 bar
(17 psi) in high-performance RS applications.
Engine Management: The engine is controlled by a Renault or Siemens engine
control unit that monitors crankshaft position, camshaft position, mass air
flow, intake air temperature, coolant temperature, throttle position, boost
pressure, and exhaust oxygen content. The ECU controls fuel injection duration,
ignition timing, variable valve timing, boost pressure, and idle speed control.
Ignition System: The ignition system is a distributorless, direct-fire design
utilizing individual ignition coils mounted directly over each spark plug in a
coil-on-plug arrangement. The spark plugs are iridium-tipped for extended
service life in RS applications. The ignition timing is controlled by the ECU
and is not adjustable.
Exhaust System: The exhaust system incorporates a cast iron exhaust manifold
integrated with the turbocharger mounting flange. A three-way catalytic
converter is positioned downstream of the turbocharger. The system includes
oxygen sensors positioned before and after the converter for closed-loop fuel
control. RS variants feature a performance-oriented exhaust system with reduced
backpressure.
The engine length, measured from the timing belt cover
to the flywheel housing face, is 550 mm (21.7 in). The width, measured at the
widest point including the turbocharger, exhaust manifold, and intake manifold,
is 650 mm (25.6 in). The height, measured from the oil pan bottom to the top of
the cylinder head cover, is 700 mm (27.6 in).
The dry weight (without fluids, starter, alternator, or air conditioning
compressor) is 135 kg (298 lb). The fully dressed weight for a vehicle
application, including all accessories, wiring harness, turbocharger, and
fluids, is 160 kg (353 lb).
The service life of the F4RT under proper operating
conditions is engineered to exceed 250,000 km (155,000 mi) with regular
maintenance. Oil change intervals are recommended at 10,000 km (6,200 mi) or 12
months for RS applications under normal driving conditions, with more frequent
intervals of 5,000 km (3,100 mi) recommended for track use or severe service
conditions. The engine requires 5W-40 or 10W-40 fully synthetic engine oil
meeting Renault RN0710 specification for RS applications.
The timing belt is a critical maintenance component. Replacement is mandated at
120,000 km (75,000 mi) or 6 years, whichever occurs first. For RS applications
subject to track use or high-load operation, many specialists recommend reducing
this interval to 80,000 km (50,000 mi) or 4 years. The water pump should be
replaced concurrently with the timing belt due to its location within the timing
belt drive system. Replacement of the spark plugs is required every 60,000 km
(37,000 mi) for iridium-tipped plugs in RS applications.
Replacement of the fuel filter is recommended every 40,000 km (25,000 mi). The
air cleaner element requires replacement every 30,000 km (18,600 mi), with more
frequent servicing in dusty environments or for track use. The coolant must be
replaced every 5 years or 100,000 km (62,000 mi), using a phosphate-free,
long-life coolant formulation. The accessory drive belt requires inspection at
each service interval, with replacement recommended every 60,000 km (37,000 mi)
or sooner if cracking or wear is evident.
The cylinder head bolts follow a multi-stage angular
torque procedure. The M11 cylinder head bolts receive an initial torque of 40 Nm
(30 lb-ft), followed by a 90-degree angle, and a final 90-degree angle in a
specified sequence. The main bearing cap bolts are torqued to 50 Nm (37 lb-ft)
plus a 60-degree angle. The connecting rod bolts are tightened to 25 Nm (18
lb-ft) plus a 90-degree angle.
The flywheel-to-crankshaft bolts receive a torque of 60 Nm (44 lb-ft) plus a
90-degree angle. The camshaft bearing cap bolts are torqued to 12 Nm (9 lb-ft).
The spark plugs are torqued to 25 Nm (18 lb-ft). The intake manifold bolts are
torqued to 20 Nm (15 lb-ft). The exhaust manifold bolts are torqued to 25 Nm (18
lb-ft). The turbocharger mounting bolts are torqued to 35 Nm (26 lb-ft).
The F4RT was produced throughout the 2000s and early
2010s for application across a range of Renault passenger vehicles, with the
highest-performance variants reserved for Renault Sport models. In the Megane
line, the engine powered the Megane II RS (225 and 230 models), the Megane III
RS (250, 265, and 275 models), and the Megane III RS Trophy-R, representing the
pinnacle of the engine’s development with outputs reaching 275 hp and 360 Nm of
torque. These applications featured the twin-scroll turbocharger, reinforced
cooling system, and performance-oriented engine calibration.
In the Laguna line, the F4RT was installed in the Laguna II GT and Laguna III
GT, where the engine was calibrated for a balance of performance and touring
refinement, producing approximately 163 hp to 205 hp depending on the variant.
The engine also powered the Espace IV, where the 2.0 Turbo configuration
provided adequate power for the large multi-purpose vehicle, and the Avantime, a
distinctive coupe-minivan hybrid that utilized the F4RT in its 2.0 Turbo guise.
The F4RT was phased out as Renault transitioned to the Energy TCe family of
turbocharged engines, though the engine remains highly regarded within the
Renault Sport community and continues to be supported through the aftermarket
for both maintenance and performance modification.
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