Renault H4M Specifications
| Engine Model: Renault H4M |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 97.5 cu.in (1.59 L) |
| Rated Engine Power: 108-115 Hp (80-85 kW) at 6000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
____________________________________________________________________________________
The Renault H4M is a 1.6-liter naturally aspirated
inline-four petrol engine developed through the Renault-Nissan Alliance, where
it is designated HR16DE in Nissan applications. Introduced as a modern
replacement for the older K4M series, the H4M represents a shift toward
lightweight aluminum construction, friction-reduction technologies, and
maintenance-free timing chain drive.
The engine features dual overhead camshafts with continuous variable valve
timing on the intake side, multi-point fuel injection (with dual-injector
configurations in certain markets), and a die-cast aluminum alloy block with
aluminum cylinder head. The H4M was engineered to meet Euro 5 and Euro 6
emissions standards while delivering improved fuel efficiency and reduced
mechanical friction compared to its predecessor. The engine is produced in
multiple global markets, serving as a workhorse powertrain for Renault, Dacia,
and Nissan compact vehicles.
Engine Type: Inline 4-cylinder, 4-cycle, water-cooled, naturally aspirated
gasoline.
Displacement: 1,598 cc (97.5 cu.in).
Bore: 78.0 mm (3.07 in).
Stroke: 83.6 mm (3.29 in).
Compression Ratio: 10.7:1.
Firing Order: 1-3-4-2.
Maximum Power: 108-115 hp (80-85 kW) @ 5,500-6,000 rpm.
Maximum Torque: 148-156 Nm (109-115 lb-ft) @ 4,000 rpm.
Emission Standards: Euro 5 and Euro 6, with flex-fuel (E100 ethanol).
Valvetrain Configuration: Dual Overhead Camshaft (DOHC) operating 16 valves (4
valves per cylinder). The intake camshaft is equipped with continuous variable
valve timing (VVT). Camshafts are driven by a silent timing chain.
The cylinder block is manufactured from die-cast
aluminum alloy with an open-deck design. Bore diameter measures 78.0 mm (3.07
in). The aluminum construction reduces overall engine mass compared to cast iron
equivalents. Pressed-in cast iron cylinder liners provide wear-resistant bore
surfaces.
The crankshaft is forged steel with eight counterweights, supported by five main
bearings. The crankshaft journals feature a mirror-finish surface treatment to
reduce friction losses. The block incorporates an integrated oil gallery system
feeding the main bearings, connecting rods, and variable valve timing
components. A structural aluminum lower crankcase (bedplate) increases overall
block stiffness.
The cylinder head is manufactured from aluminum alloy
with pent-roof combustion chambers and cross-flow port architecture.
Valves: 16 total; 8 intake, 8 exhaust.
Intake Valve Diameter: 30.5 mm (1.20 in).
Exhaust Valve Diameter: 25.5 mm (1.00 in).
Valve Stem Diameter: 5.5 mm (0.22 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal sintered alloy with multi-angle seat geometry.
Valve Guides: Press-fit sintered iron guides.
Hydraulic Lash Adjusters: Direct-acting units mounted in the cylinder head
casting, operating on bucket-type cam followers. These adjusters are coated with
a carbon-based friction-reducing layer to minimize parasitic losses.
Camshafts: Hollow cast iron camshafts with assembled lobes to reduce rotational
inertia. The intake camshaft incorporates a variable valve timing actuator with
an adjustment range of 50 degrees (25 degrees advance, 25 degrees retard).
Continuous Variable Valve Timing: The intake camshaft phasing system is
controlled by the engine control unit via an oil control valve, optimizing
volumetric efficiency across the engine speed range and improving low-end
torque. Valve Springs: Low-friction beehive-type springs with reduced seat
pressure.
The fuel system employs multi-point fuel injection with
sequential injection timing. Injection Type: Sequential multi-port injection
with fuel injectors positioned in the intake manifold runners. Certain
high-output and flex-fuel variants utilize a dual-injector configuration with
two injectors per cylinder to improve fuel atomization and mixture formation.
Engine Management System: Continental or Bosch ECU depending on market,
utilizing inputs from a mass airflow sensor (hot-film type), throttle position
sensor, coolant temperature sensor, intake air temperature sensor, crankshaft
position sensor, camshaft position sensor, and oxygen sensors (pre-catalyst and
post-catalyst).
Fuel Pressure: Regulated to 3.5-4.0 bar (51-58 psi) via a vacuum-referenced fuel
pressure regulator integrated into the fuel rail. Fuel Pump: In-tank electric
fuel pump with flow rate calibrated for the engine’s maximum output.
Intake Manifold: Composite plastic manifold with integrated intake air
temperature sensor and electronically controlled throttle body. The manifold
incorporates variable intake runner length on certain variants to optimize
volumetric efficiency across the engine speed range.
The lubrication system is a full-flow, pressurized
design utilizing a rotor-type oil pump driven by the crankshaft. Oil Pump Type:
Internal gear (gerotor) pump mounted to the front of the crankshaft, housed
within the front timing cover assembly. Oil Capacity: 4.0-4.5 liters (4.2-4.8
qt) including oil filter replacement, depending on oil pan configuration.
Recommended Oil Viscosity: 0W-20, 5W-30, or 10W-30 depending on market and
ambient temperature range. Oil Quality Requirement: ACEA A5/B5 or ILSAC GF-5
specifications. Flex-fuel variants require oils with enhanced acid
neutralization capacity. Oil Pressure: At warm idle, pressure ranges from
1.0-1.5 bar (14-22 psi). At 3,000 rpm, pressure reaches 3.0-4.0 bar (44-58 psi).
Oil Cooler: Liquid-to-oil plate-type heat exchanger is integrated into the oil
filter housing on certain variants, utilizing engine coolant for thermal
stabilization. Oil Filter: Full-flow spin-on canister type or cartridge-type
depending on application. Crankcase Ventilation: Closed PCV system with an
integrated oil separator incorporated into the valve cover.
The cooling system is pressurized and utilizes a
centrifugal water pump driven by the timing chain. Water Pump Type: Centrifugal
pump with a die-cast aluminum housing and stamped steel impeller. Thermostat:
Wax-pellet type with integrated housing. Opening temperature is 82-88 °C
(180-190 °F). Coolant Capacity: 5.5-6.5 liters (5.8-6.9 qt) inclusive of engine
block, heater core, and radiator.
Radiator: Cross-flow aluminum core with plastic end tanks. Cooling fan
configuration consists of a single electric fan with variable speed control
based on coolant temperature and air conditioning load. System Pressure:
Radiator cap rated at 1.1 bar (16 psi). Coolant Specification: Phosphate and
silicate-free ethylene glycol-based coolant meeting Renault/Nissan
specifications for aluminum engine construction.
Ignition System: Direct ignition system with individual
pencil-type ignition coils mounted directly over each spark plug (coil-on-plug).
The system utilizes a crankshaft position sensor and a camshaft position sensor
for sequential ignition timing. Spark Plug Type: NGK LZKAR6AP-11 or equivalent
(platinum or iridium-tipped for extended service). Spark Plug Gap: 1.0-1.1 mm
(0.039-0.043 in).
Timing System: Maintenance-free silent timing chain constructed from
multiple-row rollers. The chain drives the intake camshaft from the crankshaft;
a secondary chain transmits drive to the exhaust camshaft. Hydraulic chain
tensioners supplied by the engine lubrication circuit maintain tension. The
system is intended for the engine service life.
Exhaust System: Cast iron exhaust manifold with a single exhaust outlet. A
close-coupled catalytic converter is mounted immediately downstream for rapid
light-off during cold starts.
Intake System: Air induction utilizes a large-volume air cleaner housing with a
replaceable paper element. The air cleaner incorporates a cold-air intake duct
positioned to draw ambient air from outside the engine compartment.
Variable Intake System (select variants): Certain applications incorporate a
variable intake manifold with dual-length runners. A vacuum-actuated valve
switches between long runners for low-end torque and short runners for high-end
power.
Overall Length: 590 mm (23.2 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 620 mm (24.4 in) inclusive of intake manifold, throttle body, and
exhaust manifold.
Overall Height: 670 mm (26.4 in) from oil pan bottom surface to valve cover top
surface.
Dry Weight: 95-105 kg (209-231 lb) depending on intake manifold configuration
and accessory drive components.
Valve Clearance: Hydraulic lash adjusters operate
automatically. No periodic adjustment required. Timing Chain Inspection: Chain,
tensioners, and guides inspection recommended at 120,000 km (75,000 miles).
Replacement is condition-based. Spark Plug Replacement Interval: 60,000-80,000
km (37,000-50,000 miles) for platinum-tipped plugs. Drive Belt Tension
(Accessory): Automatic tensioner maintains correct tension; no manual adjustment
required. Belt replacement interval is 80,000 km (50,000 miles). Coolant Change
Interval: 80,000 km (50,000 miles) or 4 years.
Engine Oil Change Interval: 10,000-15,000 km (6,200-9,300 miles) or 12 months,
depending on oil quality and operating conditions. Flex-fuel variants require
shorter intervals of 8,000-10,000 km (5,000-6,200 miles). Idle Speed (warm,
neutral): 700-750 rpm. Ignition Timing: Electronically controlled with no manual
adjustment provision. Fuel Pressure: 3.5-4.0 bar (51-58 psi) with vacuum line
disconnected from fuel pressure regulator.
Cylinder Head Bolts (cold): Step 1: 25 Nm (18 lb-ft).
Crankshaft Damper Pulley Bolt: 150-170 Nm (111-125 lb-ft).
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft).
Main Bearing Cap Bolts (bedplate-to-block), Step 1: 20 Nm (15 lb-ft).
Main Bearing Cap Bolts (bedplate-to-block), Step 2: 50 Nm (37 lb-ft).
Camshaft Bearing Cap Bolts: 10-12 Nm (7-9 lb-ft).
Camshaft Sprocket Bolts: 70-80 Nm (52-59 lb-ft).
Camshaft Phaser Actuator Bolt: 80-90 Nm (59-66 lb-ft).
Valve Cover Bolts: 8-10 Nm (6-7 lb-ft).
Intake Manifold Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 25-30 Nm (18-22 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Timing Chain Tensioner Bolts: 20-25 Nm (15-18 lb-ft).
Timing Chain Guide Bolts: 18-22 Nm (13-16 lb-ft).
Water Pump Bolts: 18-22 Nm (13-16 lb-ft).
Fuel Rail Mounting Bolts: 18-22 Nm (13-16 lb-ft).
Flywheel / Drive Plate Bolts: 90-100 Nm (66-74 lb-ft).
Engine Mount Bracket Bolts: 45-55 Nm (33-41 lb-ft).
Spark Plugs: 20-25 Nm (15-18 lb-ft).
Renault Duster: 2010-present (global markets). The H4M
serves as the primary 1.6-liter petrol powertrain for the Duster compact SUV in
markets including Europe, Latin America, Russia, and India.
Renault Captur: 2013-present. The H4M powers entry-level and mid-range Captur
crossover variants across European and global markets.
Renault Megane IV: 2016-present. The H4M is installed as the base petrol engine
in the Megane IV hatchback and sedan in selected markets.
Renault Fluence: 2009-2016. The H4M replaced the K4M in the Fluence sedan across
global markets.
Dacia Duster, Logan, Sandero: 2010-present. The H4M is extensively utilized
across the Dacia lineup as the 1.6-liter petrol option, paired with five-speed
manual and continuously variable transmissions depending on market.
Nissan Juke: 2010-2019. The HR16DE variant of the engine powered
front-wheel-drive Juke models in global markets.
Nissan Qashqai: 2007-2013. The HR16DE served as the entry-level petrol
powertrain for the first-generation Qashqai.
Nissan Versa / Note / Tiida: The HR16DE variant is utilized across Nissan’s
compact sedan and hatchback lineup in North American, Asian, and Latin American
markets.
Renault Samsung SM3 / SM5: 2009-2019. The H4M powered the SM3 compact sedan and
entry-level SM5 in the South Korean market.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
