Renault H5FT Specifications
| Engine Model: Renault H5FT |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 73 cu.in (1.19 L) |
| Rated Engine Power: 115-132 Hp (85-97 kW) at 5500 rpm |
| Fuel System Type: Gasoline direct injection |
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The Renault H5FT is a 1.2-liter turbocharged
inline-four petrol engine developed within the H-Type engine family through the
strategic alliance between Renault and Nissan, where it is designated as the
HRA2DDT. Produced from approximately 2012 through the late 2010s, this
powerplant was engineered as a downsized replacement for naturally aspirated
1.6-liter engines, delivering comparable power output with significantly
improved fuel efficiency and reduced carbon dioxide emissions.
The engine’s design reflects the industry-wide shift toward smaller-displacement
forced-induction powertrains, combining direct injection, turbocharging, and
variable valve timing to achieve the performance characteristics of larger
naturally aspirated engines while meeting stringent Euro 5 and Euro 6 emissions
standards.
The engine’s architecture centers on an all-aluminum construction - cylinder
block and cylinder head both manufactured from aluminum alloy - contributing to
a reduced overall mass while maintaining the structural integrity required for
turbocharged operation. The 1,197 cc displacement is achieved through a 72.2 mm
bore and 73.1 mm stroke, a configuration that balances packaging efficiency with
torque production.
The double overhead camshaft (DOHC) valvetrain incorporates variable valve
timing (VVT) on the intake camshaft, optimizing volumetric efficiency across the
operating range. The timing chain drive eliminates the maintenance requirements
associated with belt-driven systems, while the variable displacement oil pump
reduces parasitic losses under low-load conditions.
The H5FT appears in multiple power output configurations across the Renault and
Nissan model ranges, marketed under the Energy TCe nomenclature. Power output
spans 85 to 97 kW (115 to 132 hp) between 4,500 and 5,500 rpm, with torque
ranging from 190 to 205 Nm (140 to 151 lb-ft) available from 2,000 rpm. Select
variants incorporate an overboost function that temporarily increases torque
output in second and third gears for improved overtaking response.
The compression ratio of 10.0:1 is calibrated for direct injection operation,
balancing thermal efficiency with resistance to knock under boost pressure. The
engine incorporates diamond-like carbon (DLC) coating on the valve lifters to
reduce valvetrain friction, contributing to the overall efficiency improvements
over the naturally aspirated engines it replaced.
The H5FT operates on a four-stroke gasoline cycle with turbocharged induction
and direct fuel injection. The engine utilizes an inline four-cylinder
configuration with a double overhead camshaft (DOHC) and four valves per
cylinder.
Engine Type: Inline-4, water-cooled, 4-stroke, turbocharged gasoline with direct
injection.
Displacement: 1,197 cc (73.0 cu.in).
Bore: 72.2 mm (2.84 in).
Stroke: 73.1 mm (2.88 in).
Compression Ratio: 10.0:1.
Firing Order: 1-3-4-2.
Idle Speed: 700-750 rpm, electronically controlled.
Maximum Engine Speed: 6,200 rpm with fuel cut-off at 6,500 rpm.
Maximum Power (TCe 115): 85 kW (115 hp) @ 4,500-5,500 rpm.
Maximum Power (TCe 120): 88 kW (120 hp) @ 5,000 rpm.
Maximum Power (TCe 130): 97 kW (132 hp) @ 5,500 rpm.
Maximum Torque (TCe 115): 190 Nm (140 lb-ft) @ 2,000 rpm.
Maximum Torque (TCe 120/130): 205 Nm (151 lb-ft) @ 2,000 rpm.
Fuel System: Direct injection (GDI) with centrally mounted multi-hole injectors.
Aspiration: Turbocharged with air-to-air intercooler.
The cylinder block is constructed from cast aluminum
alloy with a closed-deck design. This material selection contributes to weight
reduction while providing the structural rigidity required for turbocharged
operation. The block features an open-deck configuration at the top of the
cylinder bores to facilitate coolant flow around the combustion chambers.
The cylinder bores are integrally cast into the aluminum block with
cast-in-place iron liners. Each liner is centrifugally cast from gray iron and
is permanently bonded to the aluminum block during the casting process. This
liner configuration provides the necessary wear surface for the piston rings
while maintaining the weight advantages of the aluminum block structure.
Main bearing caps are manufactured from sintered steel and are secured with four
bolts each - two vertical bolts through the cap and two horizontal cross-bolts
through the lower crankcase structure. This cross-bolted arrangement provides
superior crankshaft support under the loads generated by turbocharged operation.
Crankshaft: Cast iron with five main bearings, fully counter-weighted with eight
counterweights. The crankshaft features induction-hardened bearing surfaces.
Main Bearing Journal Diameter: 48.0 mm (1.89 in)
Connecting Rod Journal Diameter: 42.0 mm (1.65 in)
Connecting Rods: Forged steel with a fracture-split cap design
Piston Material: Cast aluminum alloy with anodized ring grooves and a
low-friction skirt coating. The piston crown incorporates a re-entrant bowl
design optimized for direct injection combustion.
Piston Cooling: Oil spray jets mounted in the crankcase direct engine oil to the
underside of each piston crown. These jets incorporate check valves to maintain
pressure during transient operation.
The cylinder head is a single-piece cast aluminum alloy
construction spanning all four cylinders. The DOHC configuration places two
camshafts in the head - one intake and one exhaust - operating four valves per
cylinder through inverted bucket-type tappets. Diamond-like carbon (DLC) coating
is applied to the valve lifters to reduce friction between the camshaft lobes
and the tappet surfaces.
Valvetrain: Double overhead camshaft (DOHC) with four valves per cylinder,
totaling 16 valves. Variable valve timing (VVT) is incorporated on the intake
camshaft, allowing for adjustment of intake valve timing across a range of up to
60 degrees of crankshaft rotation. Hydraulic lash adjusters are integrated into
the bucket tappets, eliminating the need for valve clearance adjustment
throughout the engine’s service life.
Intake Valve Diameter: 29.0 mm (1.14 in)
Exhaust Valve Diameter: 25.0 mm (0.98 in)
Valve Lift (Intake): 9.0 mm (0.354 in)
Valve Lift (Exhaust): 9.0 mm (0.354 in)
Valve Seat Material: High-strength sintered alloy with induction-hardened
contact surfaces. Valve Spring Material: High-tensile steel with a beehive
design to reduce reciprocating mass.
Camshaft Drive: Silent-type Morse timing chain with an automatic hydraulic
tensioner. The chain drives from a sprocket on the crankshaft to the intake
camshaft sprocket, with a secondary chain transferring drive from the intake to
the exhaust camshaft. The chain system is designed for the engine’s service life
with no scheduled replacement interval.
The fuel system is a high-pressure gasoline direct
injection system operating at pressures up to 200 bar (2,900 psi). Fuel is
delivered directly into the combustion chamber through multi-hole injectors
positioned centrally in the cylinder head, between the four valves.
Fuel Injectors: Solenoid-type direct injectors with six nozzle orifices. The
injectors are mounted at a 15-degree angle from vertical to direct the fuel
spray toward the spark plug and the re-entrant bowl in the piston crown.
High-Pressure Fuel Pump: Single-piston plunger pump driven by a four-lobe cam on
the intake camshaft. The pump incorporates an integrated pressure control valve
and delivers fuel at pressures ranging from 50 to 200 bar (725 to 2,900 psi)
depending on engine load and speed.
Low-Pressure Fuel System: 4.0-6.0 bar (58-87 psi) supplied by an electric lift
pump located within the fuel tank. Fuel Rail: High-pressure stainless steel rail
with integrated pressure sensor and pressure relief valve. Fuel Requirement:
Minimum octane rating of 95 RON (91 AKI) for optimal performance; 91 RON (87
AKI) is permissible with reduced output.
The lubrication system is a fully pressurized wet-sump
design with a variable displacement oil pump mounted on the front of the engine.
The variable displacement pump adjusts its output based on engine speed and
load, reducing parasitic power losses and improving fuel efficiency.
Oil Pump Type: Variable displacement vane-type pump with electronic control of
output pressure. Recommended Oil Viscosity: 5W-30 fully synthetic meeting
Renault RN17 or RN20 specifications. Low-ash formulations are required for
turbocharger protection and extended drain intervals.
Oil Capacity (including filter): 4.5 liters (4.8 qt).
Oil Pressure (at idle, warm): 120-180 kPa (17-26 psi).
Oil Pressure (at 3,000 rpm, warm): 300-400 kPa (44-58 psi).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve and
anti-drainback valve.
Oil Cooler: Water-to-oil heat exchanger integrated into the oil filter mounting
base, utilizing engine coolant to stabilize oil temperatures under sustained
turbocharged operation. Oil Pan: Stamped steel with integrated baffling.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system is
designed to manage the thermal loads of the direct-injection turbocharged
gasoline combustion process while maintaining consistent operating temperatures.
Water Pump Type: Centrifugal with a mechanical seal, mounted to the front of the
cylinder block and driven by the accessory drive belt. Coolant Type:
Ethylene-glycol based antifreeze meeting Renault specification, phosphate and
silicate-free formulation. Coolant Capacity (engine and radiator): 6.5-7.0
liters (6.9-7.4 qt) depending on vehicle model.
Thermostat: Wax-type thermostat with an opening temperature of 89 °C (192 °F)
and a full-open temperature of 102 °C (216 °F). Radiator: Cross-flow aluminum
radiator with plastic tanks. Charge Air Cooling: Air-to-air intercooler mounted
in front of the radiator. Cooling Fan: Electric fan assembly controlled by
engine coolant temperature sensor, charge air temperature, and air conditioning
system demand.
Timing Drive: Silent-type Morse timing chain with an
automatic hydraulic tensioner. The tensioner utilizes engine oil pressure to
maintain chain tension and incorporates a mechanical ratchet to prevent slack
during engine start-up before oil pressure builds. The chain guides are
manufactured from nylon-faced aluminum.
Accessory Drive: Single 6-rib serpentine belt driving the alternator, water
pump, and air conditioning compressor. A spring-loaded automatic tensioner
maintains belt tension.
Turbocharger: Single fixed-geometry turbocharger manufactured by BorgWarner or
Mitsubishi Heavy Industries depending on production date. The turbocharger
features a wastegate controlled by an electronic solenoid valve. Maximum boost
pressure is 1.0 bar absolute (15 psi gauge) under full load conditions. The
turbocharger bearing housing is cooled by engine coolant and lubricated by
engine oil.
Ignition System: Distributorless ignition system with coil-on-plug
configuration. Each cylinder has an individual ignition coil mounted directly
over the spark plug. Ignition timing is controlled by the engine control unit
based on crankshaft position, camshaft position, knock sensor inputs, and engine
load. Spark Plugs: NGK IFR6T-11 or equivalent iridium. Spark Plug Gap: 0.7-0.8
mm (0.028-0.031 in).
Engine Management System: Bosch MED17 or Continental electronic control unit
(ECU) with integrated fuel injection control, ignition timing control, variable
valve timing actuation, boost pressure control, and diagnostic functions. The
ECU utilizes a combination of Mass Air Flow (MAF) sensor and Manifold Absolute
Pressure (MAP) sensor for load detection.
Exhaust System: Cast iron exhaust manifold with integrated mounting for the
turbocharger. The exhaust system incorporates a close-coupled three-way
catalytic converter for rapid light-off during cold starts. The system meets
Euro 6 emissions standards.
Overall Length: 620 mm (24.4 in)
Overall Width: 640 mm (25.2 in)
Overall Height: 680 mm (26.8 in)
Dry Weight (complete engine): 110 kg (243 lb)
Engine Oil and Filter Change: 15,000 km (9,000 mi) or
12 months for fully synthetic oil; reduced intervals of 10,000 km (6,000 mi) for
severe service including frequent cold starts, extended idling, or short-trip
operation. Timing Chain: No scheduled replacement interval. Chain inspection is
recommended if abnormal noise or camshaft correlation diagnostic trouble codes
are present. Spark Plug Replacement: 60,000 km (37,000 mi) for iridium plugs.
Valve Clearance: Hydraulic lash adjusters eliminate the need for valve clearance
inspection or adjustment throughout the engine’s service life. Fuel Filter:
Integrated into the fuel pump module within the fuel tank; no scheduled
replacement interval. Engine Air Filter Element: Replace every 30,000 km (18,000
mi) or when visibly contaminated. Coolant Replacement: 80,000 km (48,000 mi) or
4 years.
Drive Belt Inspection: Every 15,000 km (9,000 mi) for cracks, fraying, glazing,
and proper tension. Drive Belt Replacement: 80,000 km (48,000 mi) or 4 years.
Direct Injection Carbon Cleaning: Intake valve carbon deposit accumulation may
occur over extended mileage. Inspection and cleaning are recommended at
80,000-100,000 km (48,000-60,000 mi) if performance degradation or cold-start
roughness is observed.
Cylinder Head Bolts, Step 1: 20 Nm (15 lb-ft)
Cylinder Head Bolts, Step 2: 40 Nm (30 lb-ft)
Main Bearing Cap Bolts, Step 1: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts, Step 2: 60 Nm (44 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Camshaft Bearing Caps: 15 Nm (11 lb-ft)
Camshaft Sprocket Bolts: 70 Nm (52 lb-ft)
Timing Chain Tensioner: 25 Nm (18 lb-ft)
Intake Manifold to Cylinder Head: 20 Nm (15 lb-ft)
Exhaust Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Turbocharger to Exhaust Manifold: 28 Nm (21 lb-ft)
Turbocharger Oil Feed Line: 25 Nm (18 lb-ft)
Turbocharger Water Lines: 25 Nm (18 lb-ft)
High-Pressure Fuel Pump Mounting Bolts: 20 Nm (15 lb-ft)
Fuel Rail Mounting Bolts: 25 Nm (18 lb-ft)
Fuel Injector Clamp Bolts: 15 Nm (11 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Spark Plugs: 20 Nm (15 lb-ft)
Crankshaft Pulley Bolt: 150 Nm (111 lb-ft)
Flywheel / Flexplate Bolts: 60 Nm (44 lb-ft)
Engine Mount Brackets to Block: 50 Nm (37 lb-ft)
The H5FT engine was extensively utilized across the
Renault, Dacia, and Nissan model ranges, marketed under the Energy TCe and DIG-T
designations respectively.
Renault Megane III (2012-2016): The third-generation Megane received the H5FT in
TCe 115 and TCe 130 configurations, replacing the naturally aspirated 1.6-liter
engine. The engine was mounted transversely with front-wheel drive and was
offered with a six-speed manual transmission or a six-speed dual-clutch
automatic (EDC).
Renault Megane IV (2016-2020): The fourth-generation Megane continued with the
H5FT in TCe 115 and TCe 130 outputs, with the engine calibrated for Euro 6
emissions compliance.
Renault Captur (2013-2019): The Captur compact crossover received the H5FT as
the TCe 120 engine option, mounted transversely with front-wheel drive. The
Captur application utilized the overboost functionality for improved overtaking
response.
Renault Kadjar (2015-2019): The Kadjar compact crossover received the H5FT in
TCe 130 configuration, where the engine’s torque characteristics were calibrated
to suit the vehicle’s higher curb weight relative to smaller Renault models.
Renault Clio IV (2012-2019): The fourth-generation Clio received the H5FT as the
TCe 120 engine option in the higher-specification trim levels, providing a
performance-oriented alternative to the naturally aspirated 0.9-liter and
1.2-liter engines.
Renault Scenic III (2012-2016) and Scenic IV (2016-2019): The Scenic compact MPV
received the H5FT in TCe 115 and TCe 130 configurations, where the engine’s
torque plateau was calibrated to suit the vehicle’s passenger and cargo-carrying
requirements.
Dacia Duster II (2017-2019): The second-generation Duster received the H5FT as
the TCe 130 engine option in select markets, providing a turbocharged petrol
alternative to the diesel engine lineup.
Dacia Lodgy (2012-2019): The Lodgy compact MPV received the H5FT in TCe 115
configuration, where the engine was calibrated for the vehicle’s passenger and
cargo applications.
Nissan Qashqai (J11, 2014-2019): The second-generation Qashqai received the H5FT
as the 1.2 DIG-T engine option, where the engine was mounted transversely with
front-wheel drive and offered with a six-speed manual or CVT transmission.
Nissan Juke (F15, 2014-2019): The first-generation Juke received the H5FT as the
1.2 DIG-T engine option in facelift models, replacing the earlier 1.6-liter
naturally aspirated engine. The Juke application utilized the overboost function
and was calibrated for the vehicle’s sport-oriented character.
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