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Renault D4F Specifications
| Engine Model: Renault D4F |
| Engine Type: 4-cycle inline 4-cylinder SOHC 12-valve liquid-cooled gasoline |
| Total Displacement: 70.1 cu.in (1.15 L) |
| Rated Engine Power: 60 Hp (44 kW) at 5500 rpm |
| Fuel System Type: Sequential multi-point electronic injection (MPI) |
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| General Technical Data |
The Renault D4F is a 1.1-liter, four-cylinder,
naturally aspirated gasoline engine. It is a member of the Energy engine
family, designed as a modern successor to the Cleon-Fonte units. This
power unit was engineered for transverse installation in
front-wheel-drive subcompact vehicles, with a primary focus on
refinement, fuel efficiency, and reduced emissions compared to its
predecessors.
The engine employs a single overhead camshaft (SOHC) layout with three
valves per cylinder - two intake and one exhaust - a design choice aimed
at optimizing combustion efficiency and cost. Engine management is
handled by a multipoint electronic fuel injection system. The D4F is
recognized for its smooth operation and represents a transitional design
in Renault's small-displacement engine history.
Engine Type: In-line four-cylinder, gasoline, SOHC
Displacement: 1149 cc (70.1 cubic inches)
Bore: 69.0 mm (2.717 inches)
Stroke: 76.8 mm (3.024 inches)
Compression Ratio: 9.8:1
Firing Order: 1-3-4-2
Cylinder Numbering (from timing belt end): 1-2-3-4
Maximum Power Output: 44 kW (60 Hp) at 5500 rpm
Maximum Torque: 93 Nm (68.6 lb-ft) at 4250 rpm
Fuel Type: Unleaded gasoline, 95 RON minimum
Oil Quality Specification: API SL/CF, ACEA A3/B3 or later
Engine Oil Capacity (including filter): 3.5 liters (3.70 US quarts)
Coolant Capacity (total system): Approximately 5.8 liters (6.13 US
quarts)
| Cylinder Block |
The cylinder block is a cast iron structure. This material selection provides durability and effective damping of combustion noise. The block incorporates a five-main-bearing crankshaft support system, a design that promotes smooth rotational dynamics. The crankshaft is a nodular cast iron forging. Cylinder bores are machined directly into the iron casting.
Connecting rods are manufactured from forged steel and utilize replaceable bearing shells at the big end. Pistons are aluminum alloy with a skirt coating to reduce friction and are equipped with two compression rings and one oil control ring. The block face is machined to accommodate a timing belt-driven camshaft.
| Cylinder Head and Valves |
The cylinder head is an aluminum alloy casting. It uses a single overhead camshaft (SOHC) design, driven by a toothed timing belt. The valve train configuration is a distinctive three-valve layout per cylinder: two intake valves and one larger exhaust valve. Valve actuation is via finger followers (rockers) with hydraulic lash adjusters, ensuring zero maintenance valve clearances.
The single camshaft is supported by bearings machined directly into the aluminum head. Valve seats are hardened, and the combustion chamber is a pent-roof design optimized for the three-valve airflow pattern. The cylinder head gasket is a multi-layer steel type.
| Fuel System |
The fuel delivery system is a sequential multipoint electronic injection (MPI) system. It comprises an electric fuel pump located inside the fuel tank, a fuel filter, a fuel rail, and four electromagnetic fuel injectors (one per cylinder). The system is governed by an electronic control unit (ECU).
This ECU processes signals from various sensors, including a crankshaft position sensor, camshaft position sensor, coolant temperature sensor, throttle position sensor, and a manifold absolute pressure (MAP) sensor or mass air flow (MAF) sensor, depending on the specific engine management version. The throttle body is cable-operated.
| Lubrication System |
A gear-type oil pump, driven directly by the crankshaft, supplies pressurized lubrication. The lubrication circuit follows a full-flow, pressure-fed design. Engine oil is drawn from the sump through a pick-up tube, pressurized, and then forced through a full-flow spin-on oil filter.
Filtered oil enters the main gallery, distributing it to the crankshaft main bearings, connecting rod bearings, and camshaft bearings. A separate passage feeds oil to the hydraulic lash adjusters in the cylinder head. A spring-loaded pressure relief valve within the pump housing maintains system pressure within specified operating parameters.
| Cooling System |
Coolant circulation is performed by a centrifugal water pump, driven by the timing belt. The cooling system is controlled by a wax-type thermostat, which regulates coolant flow either through a bypass circuit or to the radiator based on operating temperature. The system uses an aluminum cross-flow radiator.
An electric cooling fan, mounted on the radiator, is activated by a thermal switch. Coolant flows through passages in the cylinder block and cylinder head. The cylinder head gasket includes specific apertures to manage coolant flow between the block and head. A pressurized expansion tank serves as the coolant reservoir.
| Intake and Exhaust Systems |
The intake system consists of an air filter housing, a plastic intake manifold with tuned-length runners, and a cable-operated throttle body. The exhaust manifold is a cast iron unit that collects gases from all four cylinders into a single downpipe.
An oxygen sensor (lambda sensor) is threaded into the exhaust manifold or downpipe, providing feedback to the ECU for closed-loop fuel mixture control. Later versions may include a catalytic converter mounted close to the manifold.
| Ignition System |
The ignition system is a distributorless static discharge type. It employs two double-ended ignition coils. Each coil simultaneously fires two spark plugs in a wasted spark configuration - one cylinder on the compression stroke and its paired cylinder on the exhaust stroke. The engine ECU calculates ignition timing based on sensor inputs and directly commands the coils. Spark plugs are specified with a fixed electrode gap and require periodic replacement.
| Crankcase Ventilation |
A closed Positive Crankcase Ventilation (PCV) system is implemented. Blow-by gases are extracted from the crankcase, routed through an oil separator (often integrated into the rocker cover), and then introduced into the intake manifold to be burned during combustion. This system minimizes the release of unburned hydrocarbons into the atmosphere.
| Dimensions and Weight |
Length (from transmission flange to pulley end): 560 mm (22.05 inches)
Width (across cylinder head): 650 mm (25.59 inches)
Height (from sump to cylinder head cover): 660 mm (25.98 inches)
Dry Weight (without accessories or fluids): 97 kg (214 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 Belt Replacement: 120000 km (74565 miles) or 72 months (critical
interval)
Coolant Replacement: 120000 km (74565 miles) or 60 months
Auxiliary Drive Belt Inspection: 30000 km (18641 miles)
Fluid Specifications and Capacities:
Engine Oil Grade: SAE 5W-40 or 10W-40, meeting API SL/CF specifications
Cooling Fluid: Ethylene glycol-based coolant, meeting Renault Type D
specification
| Tightening Torques |
Cylinder Head Bolts: Torque-to-yield, single-use bolts. Tighten in the
defined sequence.
Step 1: 40 Nm (29.5 lb-ft). Step 2: Tighten an additional 120 deg of
rotation. Step 3: Loosen completely, then retighten to 20 Nm (14.8
lb-ft), then tighten an additional 245 deg of rotation
Main Bearing Cap Bolts: 70 Nm (51.6 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22.1 lb-ft) plus an additional 30 deg
of rotation
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
Camshaft Sprocket Bolt: 50 Nm (36.9 lb-ft) plus an additional 60 deg of
rotation
Crankshaft Pulley Bolt: 110 Nm (81.1 lb-ft)
Rocker Cover Bolts: 10 Nm (7.4 lb-ft)
| Vehicle Applications |
The Renault D4F engine was installed in the
following vehicles:
Renault Clio II (Phase 1 and early Phase 2)
Renault Twingo I (late production models)
Renault Kangoo I (certain petrol versions)
Renault Express (later production models replacing the C2J)
Nissan Micra K11 (specific European market versions)
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