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Renault H4BT Specifications
| Engine Model: Renault H4BT |
| Engine Type: 4-cycle 3-cylinder DOHC 12-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 54.8 cu.in (0.89 L) |
| Rated Engine Power: 90 Hp (66 kW) at 5000 rpm |
| Fuel System Type: Sequential multi-point electronic fuel injection |
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| General Technical Data |
The Renault H4Bt, marketed as the 0.9 TCE (Turbo Control Efficiency), is an inline three-cylinder, turbocharged gasoline engine. This compact, high-efficiency power unit represents a core component of Renault's downsizing strategy, delivering performance characteristics of a larger naturally aspirated engine while maintaining low fuel consumption and emissions. The engine employs a dual overhead camshaft (DOHC) valvetrain with four valves per cylinder and incorporates variable valve timing on the intake camshaft.
Designed for transverse installation in
front-wheel-drive subcompact and compact vehicles, it provides a strong
low-end torque plateau ideal for urban and highway driving. The
engineering focus was on achieving a favorable power-to-weight ratio and
meeting stringent Euro 5 and Euro 6 emission regulations.
Engine Type: In-line three-cylinder, gasoline, turbocharged, DOHC
Displacement: 898 cc (54.8 cubic inches)
Bore: 72.2 mm (2.843 inches)
Stroke: 73.1 mm (2.878 inches)
Compression Ratio: 9.5:1. Firing Order: 1-2-3
Cylinder Numbering (from timing end): 1-2-3
Maximum Power Output: 66 kW (90 Hp) at 5000 rpm
Maximum Torque: 135 Nm (99.6 lb-ft) from 2000 to 3500 rpm
Fuel Type: Unleaded gasoline, 95 RON minimum
Oil Quality Specification: Renault RN17 or equivalent API SN/SP, ACEA
C2/C3
Engine Oil Capacity (including filter): 3.75 liters (3.96 US quarts)
Coolant Capacity (total system): Approximately 4.8 liters (5.07 US
quarts)
| Cylinder Block |
The cylinder block is a high-pressure die-cast aluminum alloy construction. It uses centrifugally cast iron cylinder liners for durability and reduced frictional losses. The block houses a forged steel crankshaft supported by four main bearings, providing stability under turbocharged conditions.
A counter-rotating balancer shaft, integrated within the block or oil sump and driven by the crankshaft, effectively cancels first-order vibrations inherent to the three-cylinder design. Connecting rods are forged steel with fracture-split big end caps. Pistons are aluminum alloy with cooling oil galleries and are fitted with low-tension piston rings to reduce friction.
| Cylinder Head and Valves |
The cylinder head is an aluminum alloy casting with a cross-flow design. It incorporates two overhead camshafts, driven by a maintenance-free timing chain. The intake camshaft is equipped with a continuously variable valve timing system, optimizing valve overlap for power, efficiency, and emissions control.
The valve train operates four valves per cylinder via direct-acting bucket tappets with hydraulic lash adjusters. Intake and exhaust valves feature material and design optimizations for thermal management under boost pressure. The combustion chamber is engineered for high turbulence to promote complete combustion.
| Fuel System |
The engine uses a sequential multi-point electronic fuel injection system, precisely controlled by a 32-bit Engine Control Unit (ECU). The system employs specific injectors capable of delivering fuel at elevated rail pressures necessary for turbocharged operation. A returnless fuel system design is implemented.
An electronic wastegate turbocharger is a critical component, with its operation and boost pressure meticulously managed by the ECU. Sensors including a manifold absolute pressure (MAP) sensor, mass air flow (MAF) sensor, and dual oxygen sensors provide essential data for air-fuel ratio control under varying loads.
| Lubrication System |
Lubrication is handled by a variable-displacement vane-type oil pump, which modulates pressure to match engine demand and reduce parasitic losses. The system is a full-flow, pressure-fed design with a cartridge-type oil filter. A dedicated oil feed line supplies the turbocharger's central bearing cartridge, and a corresponding drain line returns oil to the sump.
Oil spray jets beneath each piston crown provide essential cooling. The cylinder head receives oil through a dedicated gallery to lubricate the camshafts, variable valve timing actuator, and hydraulic lash adjusters.
| Cooling System |
The cooling system uses a belt-driven water pump. A dual-circuit cooling approach is employed: a standard main circuit for the engine block and head, and a separate, supplementary circuit for the turbocharger and exhaust manifold.
This auxiliary circuit, often with its own electric pump, continues to circulate coolant after engine shutdown to prevent coking of turbocharger oil. An electronically controlled thermostat manages the main circuit temperature. An aluminum cross-flow radiator with an electric cooling fan completes the system.
| Intake and Exhaust Systems |
The intake system includes an air filter, a charge air cooler (intercooler) to reduce intake air temperature after turbocharging, and a plastic intake manifold. The exhaust manifold is an integrated cast iron unit, often designed as a log-style manifold that bolts directly to the turbocharger's turbine housing for rapid response. The exhaust system includes a close-coupled catalytic converter for fast light-off and a main underbody silencer.
| Ignition System |
A coil-on-plug direct ignition system is standard. Each cylinder has an individual ignition coil mounted directly on the spark plug, allowing the ECU to adjust ignition timing independently for each cylinder based on inputs from a knock sensor. Iridium-tipped spark plugs are used for longevity and consistent performance under boost.
| Emission Control Systems |
To meet Euro 5 and Euro 6 standards, the engine incorporates a comprehensive suite of emission controls. This includes the close-coupled three-way catalytic converter, exhaust gas recirculation (EGR) to reduce nitrogen oxides (NOx), and a sealed crankcase ventilation system. The engine management software is calibrated for precise air-fuel ratio control across all operating conditions.
| Dimensions and Weight |
Length (from transmission flange to pulley end): 540 mm (21.26 inches)
Width (at turbocharger/manifold assembly): 670 mm (26.38 inches)
Height (from sump to cylinder head cover): 640 mm (25.20 inches)
Dry Weight (without ancillary components): 78 kg (172 lbs)
| Maintenance Data |
Recommended Service Intervals:
Engine Oil and Filter Change: 10000 km (6214 miles) or 12 months
Air Filter Element Replacement: 30000 km (18641 miles) or 24 months
Spark Plug Replacement: 60000 km (37282 miles)
Timing Chain: No scheduled replacement; inspect for wear at major
service intervals
Coolant Replacement: 120000 km (74565 miles) or 60 months
Auxiliary Drive Belt Inspection/Replacement: Check at 30000 km; replace
per manufacturer schedule
Fluid Specifications and Capacities:
Engine Oil: SAE 5W-30 or 0W-30, low SAPS, meeting Renault RN17 or RN0720
specification
Cooling Fluid: Ethylene glycol-based OAT coolant, Renault Type D
specification
Manual Transmission Fluid: 75W-80 GL-4 gear oil
| Tightening Torques |
Cylinder Head Bolts (new bolts required): Tighten in the specified
criss-cross sequence.
Step 1: 40 Nm (29.5 lb-ft)
Step 2: Tighten an additional 180 deg of rotation
Main Bearing Cap Bolts: 60 Nm (44.3 lb-ft) plus an additional 45 deg
Connecting Rod Cap Bolts: 25 Nm (18.4 lb-ft) plus an additional 90 deg
Spark Plugs: 22 Nm (16.2 lb-ft)
Oil Drain Plug: 25 Nm (18.4 lb-ft)
Oil Filter Cartridge Housing: 25 Nm (18.4 lb-ft)
Turbocharger to Exhaust Manifold Nuts: 25 Nm (18.4 lb-ft)
Crankshaft Pulley Bolt: 130 Nm (95.9 lb-ft) plus an additional 30 deg
| Vehicle Applications |
The Renault H4Bt (0.9 TCE) engine is
installed in the following vehicles:
Renault Clio IV
Renault Captur (first generation)
Renault Twingo III
Dacia Sandero II (Stepway)
Nissan Micra K13 (specific markets)
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