Renault R9N Specifications
| Engine Model: Renault R9N |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 106.7 cu.in (1.75 L) |
| Rated Engine Power: 118-148 Hp (88-110 kW) at 4000 rpm |
| Fuel System Type: Common rail direct injection |
____________________________________________________________________________________
The Renault R9N, marketed under the Blue dCi
nomenclature, is a 1.7-liter turbocharged inline-four diesel engine developed
within the Renault-Nissan Alliance. Introduced in 2018 as a successor to the 1.6
dCi (R9M), the R9N was engineered to address the stringent requirements of the
Euro 6d-TEMP and subsequent Euro 6d emissions standards.
Its development focused on reducing nitrogen oxide (NOx) and particulate
emissions while maintaining the high torque output and fuel efficiency demanded
of a modern diesel powerplant. The engine represented a significant
technological leap from its predecessor, incorporating a Selective Catalytic
Reduction (SCR) system with AdBlue injection as a core element of its emissions
strategy.
Produced until approximately 2021, the R9N served as the mid-range diesel option
for a broad portfolio of Alliance vehicles, including Renault’s C- and D-segment
models, Nissan SUVs, and was also shared with Mercedes-Benz for commercial van
applications. Its architecture combined a compact displacement with a
high-efficiency combustion system and a variable geometry turbocharger to
deliver a flat torque curve across a wide operating range.
The R9N is distinguished by its advanced, clean-diesel design, which integrates
a common rail fuel injection system operating at pressures up to 2,000 bar, a
double overhead camshaft (DOHC) 16-valve cylinder head, and a variable nozzle
turbine (VNT) turbocharger. The engine’s bore and stroke dimensions - 80.0 mm by
87.0 mm - produce an undersquare configuration that favors low-end torque
production and thermal efficiency. The R9N was offered in two primary power
outputs: a 120 PS (88 kW) variant and a higher-output 150 PS (110 kW) variant,
both generating peak torque at a low 1,750 rpm.
The implementation of a timing chain, rather than a belt, contributed to reduced
maintenance intervals. The engine’s emissions control system is its most complex
feature, employing a combination of a diesel oxidation catalyst (DOC), a diesel
particulate filter (DPF), and an SCR system with AdBlue fluid injection to
convert NOx into harmless nitrogen and water. This technology stack allowed the
R9N to achieve compliance with Euro 6d standards without sacrificing the
responsive, high-torque driving character expected of a modern turbo-diesel.
Engine Type: Inline-4, turbocharged diesel, transverse mounting.
Displacement: 1,749 cc (106.7 cu.in).
Bore: 80.0 mm (3.15 in).
Stroke: 87.0 mm (3.43 in).
Compression Ratio: 15.2:1.
Engine Management System: Bosch EDC17 or Delphi DCM7.1.
Fuel System: Common rail direct injection.
Injection Pressure: Up to 2,000 bar (29,007 psi).
Ignition System: Compression ignition (diesel).
Firing Order: 1-3-4-2.
Max Power (Blue dCi 120): 88 kW (118 hp) @ 3,500-4,000 rpm.
Max Power (Blue dCi 150): 110 kW (148 hp) @ 3,500-4,000 rpm.
Max Torque (Blue dCi 120): 300 Nm (221 lb-ft) @ 1,750 rpm.
Max Torque (Blue dCi 150): 340 Nm (251 lb-ft) @ 1,750 rpm.
Redline: 5,000 rpm.
The cylinder block is constructed from high-strength
cast iron with an open-deck design. This material choice provides the necessary
rigidity to withstand the high cylinder pressures generated by turbocharged
diesel combustion, which can exceed 180 bar. The block features a deep-skirt
construction extending below the crankshaft centerline, enhancing structural
stiffness and reducing noise, vibration, and harshness (NVH).
Cylinder bores are machined directly into the cast iron without separate liners,
utilizing a plateau-honed finish to optimize oil retention and piston ring
sealing. The block incorporates five main bearing caps, with the center cap
featuring additional cross-bolting to the block sides for increased rigidity.
Integrated within the block casting are oil galleries for piston cooling jets,
which spray oil onto the undersides of the pistons to manage thermal loads. The
block also houses the oil pump and includes mounting provisions for the balance
shaft module on higher-specification variants.
The cylinder head is a single casting in aluminum
alloy, designed for a DOHC configuration with four valves per cylinder. The
cross-flow design positions the intake ports on one side and exhaust ports on
the other, optimizing gas flow through the combustion chamber. The combustion
chambers are of the swirl-type, designed to promote thorough mixing of air and
fuel for efficient combustion. The camshafts are chain-driven and operate the
valves via roller finger followers with hydraulic lash adjusters, eliminating
the need for manual valve clearance adjustments.
Valves: 16 total (8 intake, 8 exhaust).
Intake Valve Diameter: 27.5 mm (1.08 in).
Exhaust Valve Diameter: 24.5 mm (0.96 in).
Valve Stem Diameter: 6.0 mm (0.24 in) for both intake and exhaust.
Valve Seat Material: Powder metal alloy inserts with high wear resistance for
exhaust seats.
The intake camshaft is equipped with a variable valve timing (VVT) system on
select variants, allowing phase adjustment to optimize volumetric efficiency
across the rev range. The cylinder head gasket is a multi-layer steel (MLS)
design with specific sealing beads to accommodate the differential thermal
expansion between the cast iron block and aluminum head.
The fuel system is a third-generation common rail
direct injection system, primarily supplied by Bosch or Delphi. A high-pressure
fuel pump, driven by the timing chain system, draws fuel from the tank and
pressurizes it to a maximum of 2,000 bar. This pressurized fuel is stored in a
common rail accumulator mounted on the cylinder head. From the rail, fuel is
delivered to solenoid or piezoelectric injectors that protrude directly into the
combustion chamber.
The injection strategy employs multiple injection events per cycle - including
pre-injection, main injection, and post-injection - to control combustion noise,
reduce particulate matter, and regenerate the diesel particulate filter. The
post-injection event introduces unburned fuel into the exhaust stream to elevate
DPF temperatures for passive regeneration. The system uses a fuel cooler and a
water-in-fuel sensor to protect the high-pressure components from contamination.
The lubrication system is a pressurized, wet-sump
design incorporating a variable-displacement oil pump. This pump adjusts its
output based on engine speed and load, reducing parasitic losses and improving
fuel efficiency. The pump is chain-driven from the crankshaft and mounted within
the front cover assembly. Oil is drawn through a baffled aluminum oil pan to
maintain pickup during cornering and braking.
A full-flow, spin-on oil filter with an integrated bypass valve is located on
the engine block. The system supplies oil to the crankshaft main and connecting
rod bearings, the piston cooling jets, the camshaft bearings and VVT actuators,
and the turbocharger bearing cartridge.
Oil Capacity (including filter): 5.5-5.9 liters (5.8-6.2 US qt).
Oil Pressure at Idle: Minimum 120 kPa (17.4 psi).
Oil Pressure at 3,000 rpm: 350-500 kPa (50.8-72.5 psi).
Recommended Oil Viscosity: 5W-30 or 0W-30, RN17 or RN17FE (Low-SAPS).
Oil Pump Type: Variable-displacement vane-type.
The cooling system is a pressurized, closed-loop design
with a belt-driven water pump. The pump is mounted to the cylinder block and
driven by the accessory belt, incorporating a decoupler pulley to reduce belt
vibration. Coolant flows through a parallel circuit: one path circulates through
the cylinder block and head, while a separate circuit serves the EGR cooler and
the turbocharger.
A wax-type thermostat with an electronically controlled heating element is
integrated into the coolant outlet housing, allowing the ECU to actively manage
warm-up times and maintain optimal combustion temperatures. The system utilizes
a cross-flow radiator with an electric cooling fan controlled by the ECU. An
additional electric water pump is fitted on some variants to provide coolant
circulation after engine shutdown, preventing heat soak in the turbocharger.
Turbocharging System: A variable nozzle turbine (VNT)
turbocharger, manufactured by Garrett or BorgWarner, provides boost pressure.
The VNT mechanism adjusts the geometry of the turbine inlet vanes to optimize
airflow across a wide range of engine speeds, enabling rapid boost response at
low rpm while preventing over-speed at high rpm. Boost pressure is managed by
the ECU via a vacuum-operated actuator.
Intake System: A plastic intake manifold with integrated swirl flaps controls
air movement into the cylinders. The swirl flaps are actuated by an electric
motor and are closed at low engine speeds to promote air turbulence for better
fuel mixing, then opened at higher speeds to maximize airflow. A charge air
cooler (intercooler) of the air-to-air type reduces intake air temperature after
compression.
Exhaust and Emissions System: The exhaust aftertreatment system is a multi-stage
assembly. Downstream of the turbocharger, exhaust gases pass through a diesel
oxidation catalyst (DOC) to oxidize hydrocarbons and carbon monoxide. A diesel
particulate filter (DPF) traps soot, which is periodically burned off through
regeneration events. The final stage is a Selective Catalytic Reduction (SCR)
system, which injects AdBlue (aqueous urea solution) into the exhaust stream
upstream of an SCR catalyst. The AdBlue decomposes into ammonia, which reacts
with NOx in the catalyst to produce nitrogen and water. An additional ammonia
slip catalyst prevents excess ammonia from being released.
Emissions Control: The engine utilizes a high-pressure exhaust gas recirculation
(EGR) system, which routes cooled exhaust gases back to the intake manifold to
reduce combustion temperatures and limit NOx formation. The EGR valve is
electronically controlled, and the cooler is integrated into the engine cooling
circuit.
Overall Length: 650 mm (25.6 in).
Overall Width: 680 mm (26.8 in).
Overall Height: 720 mm (28.3 in).
Dry Weight (complete engine): 152 kg (335 lb) without ancillary systems.
Dry Weight (complete engine): 165 kg (364 lb) with turbocharger, intake,
exhaust, and alternator.
Valve Clearance: Hydraulic lash adjusters - no manual
adjustment required. Timing Chain: Chain-driven with hydraulic tensioner.
Inspection interval of 150,000 km (93,000 mi). No scheduled replacement
interval. Engine Oil Change Interval: 20,000 km (12,400 mi) or 12 months with
synthetic oil meeting RN17FE specification. Oil Filter Replacement: With every
oil change.
Fuel Filter Replacement Interval: 40,000 km (25,000 mi). AdBlue Refill Interval:
Service interval of approximately 12,000-15,000 km (7,500-9,300 mi) depending on
driving conditions. AdBlue tank capacity varies by vehicle platform, generally
17-22 liters (4.5-5.8 US gal).
DPF Regeneration: Automatic regeneration occurs every 500-800 km (310-500 mi)
under normal driving conditions. Forced regeneration is required if warning
indicators are activated. Coolant Replacement Interval: 120,000 km (75,000 mi)
or 5 years, then every 60,000 km (37,000 mi). Accessory Drive Belt Replacement
Interval: 60,000 km (37,000 mi) or 4 years.
Cylinder Head Bolts: 40 Nm (30 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts: 50 Nm (37 lb-ft)
Camshaft Bearing Cap Bolts: 22 Nm (16 lb-ft)
Intake Manifold Bolts: 20 Nm (15 lb-ft)
Exhaust Manifold Nuts: 28 Nm (21 lb-ft)
Injector Clamping Bolts: 28 Nm (21 lb-ft)
Glow Plugs: 15 Nm (11 lb-ft)
Oil Filter: 25 Nm (18 lb-ft)
Oil Drain Plug: 35 Nm (26 lb-ft)
Crankshaft Pulley Bolt: 50 Nm (37 lb-ft)
Flywheel/Flexplate Bolts: 70 Nm (52 lb-ft)
The Renault R9N (Blue dCi 1.7) was utilized across a
range of Renault-Nissan Alliance vehicles and extended to Mercedes-Benz under
technical collaboration agreements. Production spanned model years 2018 to 2021
before the gradual phase-out of diesel powertrains in passenger cars.
Renault Megane IV: The R9N was offered in both 120 PS and 150 PS configurations,
paired with a 6-speed manual transmission or a 7-speed EDC (Efficient Dual
Clutch) automatic.
Renault Kadjar: The compact crossover utilized the 120 PS and 150 PS variants,
with the higher output reserved for top trim levels and all-wheel-drive
configurations.
Renault Talisman: The D-segment sedan and estate received the 150 PS version as
the primary diesel powertrain, often combined with the EDC automatic
transmission.
Renault Scenic IV and Grand Scenic IV: The MPV range employed the R9N in 120 PS
and 150 PS outputs, with the higher output variant available for the
extended-wheelbase Grand Scenic.
Renault Koleos II: The second-generation Koleos, sold in markets such as Europe,
the Middle East, and South America, utilized the 150 PS Blue dCi variant, often
with all-wheel drive.
Nissan Qashqai (J11): The facelifted second-generation Qashqai received the R9N
as the 1.7 dCi option, replacing the earlier 1.6 dCi. Output was offered in 120
PS and 150 PS forms.
Nissan X-Trail (T32): The R9N was introduced in the X-Trail during the model’s
lifecycle update, providing a 150 PS diesel option with either front-wheel drive
or all-wheel drive.
Mercedes-Benz Vito (W447): As part of the Renault-Nissan-Mercedes partnership,
the Vito van received the R9N engine in various commercial and passenger
variants, branded as the 114 CDI and 116 CDI, with outputs matching the 120 PS
and 150 PS configurations.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
