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Renault C2J Specifications
| Engine Model: Renault C2J |
| Engine Type: 4-cycle inline 4-cylinder OHV 8-valve liquid-cooled gasoline |
| Total Displacement: 85.2 cu.in (1.39 L) |
| Rated Engine Power: 58-72 Hp (43-53 kW) at 5700 rpm |
| Fuel System Type: Downdraft carburetor or single-point fuel injection |
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| General Technical Data |
The Renault C2J in its 1.4-liter displacement is a four-cylinder, naturally aspirated gasoline engine. It is a core member of the venerable Cleon-Fonte engine family, renowned for its robust cast iron construction and overhead valve (OHV) design. This engine was engineered for transverse installation in front-wheel-drive compact vehicles, prioritizing durability, serviceability, and manufacturing economy over specific power output.
The design employs two valves per cylinder,
actuated via pushrods from a camshaft located within the cylinder block.
Fuel delivery was managed by either a carburetor or single-point fuel
injection across its production run. This engine is characterized by its
torque-focused performance curve, delivering usable power at lower
engine speeds suitable for everyday driving.
Engine Type: In-line four-cylinder, gasoline, overhead valve
(OHV/pushrod)
Displacement: 1397 cc (85.2 cubic inches)
Bore: 76.0 mm (2.992 inches)
Stroke: 77.0 mm (3.031 inches)
Compression Ratio: 9.3:1 (varies by specific version and fuel system)
Firing Order: 1-3-4-2
Cylinder Numbering (from timing cover end): 1-2-3-4
Maximum Power Output: 43-53 kW (58-72 Hp) at 5250-5750 rpm
Maximum Torque: 100-102 Nm (73.8-75.2 lb-ft) at 2750-3500 rpm
Fuel Type: Unleaded gasoline, 91-93 RON (AI-92 equivalent)
Oil Quality Specification: API SF/SG, ACEA A2/B2 (modern equivalent SAE
15W-40)
Engine Oil Capacity (including filter): 3.5 liters (3.70 US quarts)
Coolant Capacity (total system): 6.2 liters (6.55 US quarts)
| Cylinder Block |
The cylinder block is a monolithic cast iron structure. This design provides inherent strength, excellent noise, vibration, and harshness (NVH) damping, and long-term dimensional stability. The block integrates the cylinder barrels and upper crankcase as a single unit. It houses a five-main-bearing crankshaft, a design element contributing to smooth operation.
The crankshaft is a forged steel component. Cylinder bores are machined directly into the iron casting. Connecting rods are manufactured from forged steel with replaceable bearing shells at the big end. Pistons are aluminum alloy with a flat crown design and are fitted with two compression rings and one oil control ring. The camshaft is situated in the cylinder block, driven by a helical gear from the crankshaft.
| Cylinder Head and Valves |
The cylinder head is an aluminum alloy casting. It utilizes an overhead valve (OHV) layout. The camshaft, located in the block, actuates the valves via rigid pushrods and stamped steel rocker arms. Each cylinder operates with one intake and one exhaust valve (two valves per cylinder).
Valve clearance is adjusted manually via a screw and locknut mechanism on the rocker arms, requiring periodic inspection and adjustment. The rocker arms pivot on a single rocker shaft bolted to the cylinder head. The combustion chamber is a simple wedge shape. Valve seats are integrally cast into the aluminum head.
| Fuel System |
Two primary fuel system configurations were implemented. Early and base versions employed a downdraft twin-choke carburetor, such as a Solex or Weber unit, often equipped with a manual choke mechanism. Later and higher-specification versions utilized a single-point (throttle-body) electronic fuel injection system, specifically the Bosch Mono-Jetronic.
This system features a single fuel injector mounted centrally above the throttle valve, controlled by a basic electronic control unit (ECU). Carbureted versions use a mechanical diaphragm fuel pump driven by an eccentric on the camshaft, while injected versions employ an electric fuel pump located in or near the fuel tank.
| Lubrication System |
Lubrication is provided by a gear-type oil pump mounted on the front of the cylinder block and driven directly by the crankshaft. The system follows a full-flow, pressure-fed design. Oil is drawn from the sump, pressurized, and forced through a replaceable spin-on full-flow oil filter.
The main oil gallery then distributes oil to the crankshaft main bearings, connecting rod bearings (via passages drilled through the crankshaft), and the camshaft bearings. A separate vertical passage supplies oil to the rocker shaft to lubricate the valve gear. A spring-loaded pressure relief valve maintains system pressure within operational limits.
| Cooling System |
Engine cooling is managed by a belt-driven centrifugal water pump. The system is regulated by a wax-type thermostat housed in a separate casting on the front of the cylinder head. Coolant circulation follows a conventional path: from the pump through passages in the cylinder block, upward into the cylinder head, and then to the radiator via the thermostat housing.
The system utilizes a copper/brass or aluminum cross-flow radiator. An electric cooling fan, mounted on the radiator, is activated by a thermal switch screwed into the radiator's side tank. The coolant expansion tank is a separate, unpressurized plastic reservoir.
| Intake and Exhaust Systems |
The intake system for carbureted engines consists of an air cleaner housing and a cast aluminum intake manifold. For fuel-injected versions, the intake manifold is a cast aluminum unit that incorporates the throttle body assembly. The exhaust manifold is a log-style cast iron manifold that collects gases from all four cylinders into a single outlet.
Emission control systems are rudimentary, often limited to a Positive Crankcase Ventilation (PCV) system and, on later models, a basic exhaust gas recirculation (EGR) valve or an oxidation catalytic converter.
| Ignition System |
Two ignition systems are present across production. Early carbureted engines use a conventional contact breaker point system, with a mechanical distributor driven by the camshaft. Later models, including all fuel-injected versions, employ an electronic ignition system.
This system uses a distributor with a Hall effect sensor or a distributorless system with a crankshaft position sensor and a separate ignition module. Spark plugs are standard copper core type with a fixed electrode gap.
| Dimensions and Weight |
Length (from bellhousing flange to water pump pulley): 590 mm (23.23
inches)
Width (across exhaust manifold): 630 mm (24.80 inches)
Height (from sump to rocker cover): 650 mm (25.59 inches)
Dry Weight (without transmission or accessories): 112 kg (247 lbs)
| Maintenance Data |
Recommended Service Intervals:
Engine Oil and Filter Change: 7500 km (4660 miles) or 6 months
Air Filter Element Replacement: 15000 km (9321 miles) or 12 months
Spark Plug Replacement: 15000 km (9321 miles) for point ignition; 30000
km (18641 miles) for electronic ignition
Valve Clearance Adjustment: Inspect and adjust every 20000 km (12427
miles)
Timing Gear Inspection: Inspect for wear during major service intervals
Coolant Replacement: Every 2 years or 40000 km (24855 miles)
Ignition Points Replacement (if applicable): Every 15000 km (9321 miles)
Fluid Specifications and Capacities:
Engine Oil: SAE 15W-40, API SF/SG or later specification
Cooling Fluid: Ethylene glycol-based coolant (standard green inhibitor)
Manual Transmission Fluid: 75W-80 GL-4 gear oil
| Tightening Torques |
Cylinder Head Bolts: Tighten in the specified sequence from center
outwards.
Step 1: 40 Nm (29.5 lb-ft)
Step 2: 60 Nm (44.3 lb-ft)
Main Bearing Cap Bolts: 70 Nm (51.6 lb-ft)
Connecting Rod Cap Bolts: 45 Nm (33.2 lb-ft)
Spark Plugs: 25 Nm (18.4 lb-ft)
Oil Drain Plug: 30 Nm (22.1 lb-ft)
Oil Filter: Tighten by hand three-quarters turn after gasket contact
Rocker Shaft Support Bolts: 20 Nm (14.8 lb-ft)
Crankshaft Pulley Bolt: 110 Nm (81.1 lb-ft)
| Vehicle Applications |
The Renault C2J 1.4-liter engine was
installed in the following vehicles:
Renault 19 (multiple body styles and trim levels)
Renault 9/11 (later production)
Renault Express
Renault Trafic (first generation, specific van versions)
Renault Clio I (very early Phase 1 models in certain markets)
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