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Renault H5DT Specifications
| Engine Model: Renault H5DT |
| Engine Type: 4-cycle 3-cylinder DOHC 12-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 61 cu.in (0.99 L) |
| Rated Engine Power: 115 Hp (85 kW) at 5250 rpm |
| Fuel System Type: Direct fuel injection |
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| General Technical Data |
The Renault H5Dt, marketed as the 1.0 TCE (Turbo Control Efficiency), is an inline three-cylinder, turbocharged gasoline engine. This power unit is an evolution within Renault's downsizing strategy, offering increased displacement and performance over the earlier 0.9 TCE unit while maintaining compact dimensions. Designed for transverse installation in front-wheel-drive B and C segment vehicles, it delivers a strong low-end torque characteristic combined with competitive fuel efficiency.
The engine employs a dual overhead camshaft
(DOHC) valvetrain with four valves per cylinder and incorporates
variable valve timing. It is engineered to comply with stringent Euro 6
emission standards, utilizing advanced after-treatment systems. The H5Dt
focuses on providing a responsive driving experience suitable for both
urban commuting and highway travel.
Engine Type: In-line three-cylinder, gasoline, turbocharged, DOHC
Displacement: 999 cc (61.0 cubic inches)
Bore: 72.2 mm (2.843 inches)
Stroke: 81.3 mm (3.201 inches)
Compression Ratio: 10.0:1 (varies by specific application and tuning)
Firing Order: 1-2-3. Cylinder Numbering (from timing end): 1-2-3
Maximum Power Output: 85 kW (115 Hp) at 5000-5250 rpm
Maximum Torque: 195 Nm (143.8 lb-ft) at 1750-2900 rpm
Fuel Type: Unleaded gasoline, minimum 95 RON (as specified on vehicle
fuel filler flap)
Oil Quality Specification: Renault RN17 or equivalent API SP, ACEA C2/C3
Engine Oil Capacity (including filter): 4.2 liters (4.44 US quarts)
Coolant Capacity (total system): Approximately 5.0 liters (5.28 US
quarts)
| Cylinder Block |
The cylinder block is a high-pressure die-cast aluminum alloy structure with cast iron cylinder liners. It houses a forged steel crankshaft supported by four main bearings, providing the necessary rigidity for turbocharged operation. A balancer shaft, driven by the crankshaft, is integrated to counteract first-order inertial forces inherent to the three-cylinder configuration.
Connecting rods are forged steel. Pistons are aluminum alloy, featuring a distinctive crown design to promote efficient combustion and are cooled by dedicated oil spray jets. Low-tension piston rings are employed to minimize frictional losses.
| Cylinder Head and Valves |
The cylinder head is an aluminum alloy casting with a cross-flow design. It incorporates dual 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.
The valve train operates four valves per cylinder via direct-acting mechanical bucket tappets. Intake and exhaust valves are sized and shaped to enhance airflow, and valve seats are hardened for durability. The combustion chamber is engineered for high tumble and turbulence to improve mixture preparation and flame propagation.
| Fuel System |
The engine uses a direct fuel injection system, with injectors mounted centrally within the combustion chamber. A high-pressure fuel pump, driven by the camshaft, supplies fuel to a common rail at pressures exceeding 200 bar. This allows for precise, multiple injection events per cycle.
Engine management is handled by a sophisticated 32-bit Engine Control Unit (ECU) that integrates control of the turbocharger's electronic wastegate, variable valve timing, and injection parameters. A manifold absolute pressure (MAP) sensor and a mass air flow (MAF) sensor provide critical data for boost and fuel calculation.
| Lubrication System |
Lubrication is provided by a variable-displacement vane-type oil pump. This pump adjusts its output to match engine demand, reducing parasitic drag and improving overall efficiency. The system is a full-flow, pressure-fed design with a cartridge-type oil filter. A dedicated oil feed and drain system supplies the turbocharger's central bearing.
The main oil gallery feeds the crankshaft and balancer shaft bearings, while a secondary gallery supplies the cylinder head, lubricating the camshafts, variable valve timing actuator, and valve train. Piston cooling jets are standard.
| Cooling System |
The cooling system employs a belt-driven water pump. A dual-circuit cooling approach is used, featuring a main circuit for the engine block and cylinder head, and an auxiliary circuit for the turbocharger. This secondary circuit often includes an electric coolant pump that operates after engine shutdown to prevent turbocharger heat soak and oil coking.
An electronically controlled thermostat manages the main circuit temperature for optimal efficiency. An aluminum cross-flow radiator, coupled with an electrically controlled cooling fan, completes the primary heat rejection system.
| Intake and Exhaust Systems |
The intake system includes an air filter, a mass air flow sensor, and a charge air cooler (intercooler) to reduce the temperature of the compressed air from the turbocharger. The intake manifold is a composite plastic design.
The exhaust manifold is a cast iron unit integrated with the turbocharger turbine housing. The exhaust system incorporates a close-coupled catalytic converter for rapid emission control after a cold start and a gasoline particulate filter (GPF) in many applications to meet Euro 6 particulate number limits.
| Ignition System |
A coil-on-plug direct ignition system is standard. Each cylinder has a dedicated ignition coil mounted directly on the spark plug, enabling individual cylinder ignition timing adjustment by the ECU. The system uses iridium-tipped spark plugs for longevity and consistent performance under high-pressure combustion conditions. A knock sensor allows the ECU to optimize timing for fuel quality and operating conditions.
| Emission Control Systems |
To achieve Euro 6 compliance, the engine uses a comprehensive suite of technologies. This includes the gasoline particulate filter (GPF), exhaust gas recirculation (EGR), and a three-way catalytic converter. The engine management system precisely controls the air-fuel ratio to maintain optimal catalytic converter efficiency. An evaporated fuel canister system captures fuel vapors from the tank.
| Dimensions and Weight |
Length (from transmission flange to pulley end): 550 mm (21.65 inches)
Width (at manifold side): 680 mm (26.77 inches)
Height (from sump to cylinder head cover): 650 mm (25.59 inches)
Dry Weight (without ancillary components): 82 kg (181 lbs)
| Maintenance Data |
Recommended Service Intervals:
Engine Oil and Filter Change: 15000 km (9321 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: 30000 km (18641 miles)
Fluid Specifications and Capacities:
Engine Oil: SAE 0W-20 or 5W-30, low SAPS, meeting Renault RN17
specification
Cooling Fluid: Ethylene glycol-based OAT coolant, Renault Type D
specification
| 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 Mounting 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 H5Dt (1.0 TCE) engine is
installed in the following vehicles:
Renault Clio V
Renault Captur II
Dacia Duster II (Renault Duster in certain markets)
Renault Kadjar
Nissan Juke F15 (specific markets and versions)
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