Renault N7Q Specifications
| Engine Model: Renault N7Q |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 119 cu.in (1.95 L) |
| Rated Engine Power: 136-140 Hp (100-103 kW) at 6000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Renault N7Q is a 2.0-liter 16-valve petrol engine
produced between approximately 1995 and 2000, distinguished by its Volvo
origins. Unlike Renault’s in-house F-Type and L-Type engines, the N7Q is a Volvo
B4204S Modular engine adapted for Renault vehicles through the industrial
partnership between the two companies. This collaboration brought Volvo’s
aluminum block architecture and DOHC valvetrain into Renault’s larger passenger
car range, offering a level of smoothness and refinement that contrasted with
the cast-iron Renault engines of the period.
The N7Q featured a rigid aluminum cylinder block, a cross-flow aluminum cylinder
head, and multi-point fuel injection managed by Sagem or Fenix engine control
systems. Its 1,948 cc displacement, 10.5:1 compression ratio, and output of
approximately 140 hp provided a balance of performance and refinement suited to
the Laguna and Safrane models in which it was installed. The engine represented
a significant departure from Renault’s conventional architecture, sharing its
design with the Volvo B4204S found in Volvo 850 and S70 models, as well as the
5-cylinder N7U (Volvo B5244) used in the Safrane.
Engine Type: 4-stroke, inline 4-cylinder, water-cooled gasoline engine.
Displacement: 1,948 cc (2.0 L; 119 cu.in).
Bore: 83.0 mm (3.268 in).
Stroke: 90.0 mm (3.543 in).
Compression Ratio: 10.5:1.
Firing Order: 1-3-4-2.
Valvetrain: DOHC (dual overhead camshaft), 16 valves total, timing belt drive.
Combustion Chamber: Pent-roof design with centrally located spark plugs.
Aspiration: Naturally aspirated.
Maximum Power: 100-103 kW (136-140 hp) at 6,000 rpm.
Maximum Torque: 182-186 Nm (134-137 lb-ft) at 4,500 rpm.
Maximum Engine Speed: 6,500 rpm (governed).
Compression Pressure
Standard: 1.25-1.45 MPa (181-210 psi).
Minimum service limit: 1.05 MPa (152 psi).
Maximum permissible variation between cylinders: 0.10 MPa (15 psi).
The cylinder block is constructed from cast aluminum
alloy with an open-deck design, a significant departure from the cast iron
blocks used in contemporary Renault F-Type engines. The aluminum construction
reduced overall engine weight and improved thermal conductivity. Five main
bearings support the forged steel crankshaft, with bearing caps secured by
vertical bolts. The cylinders are cast directly into the block with a
high-silicon aluminum formulation, finished with a plateau honing process.
Cast-in iron cylinder liners are employed for wear resistance.
The block incorporates a deep-skirt design with the cylinder walls extending
below the crankshaft centerline to enhance structural rigidity. The water jacket
surrounds each cylinder for the full depth of the stroke, with coolant passages
extending upward into the cylinder head. The block includes cast bosses for the
engine mounting brackets and provisions for the oil filter housing on the front
face. This aluminum architecture was sourced directly from Volvo’s Modular
engine family, which also produced 5-cylinder and 6-cylinder variants.
The cylinder head is manufactured from aluminum alloy
with a cross-flow design positioning intake ports on the rear side and exhaust
ports on the front side for transverse engine mounting. The dual overhead
camshafts are supported by five bearing journals each and are driven by a
toothed timing belt from the crankshaft. An automatic tensioner maintains belt
tension throughout the service interval.
Valve actuation occurs through bucket-type tappets with hydraulic lash
adjusters, eliminating routine valve clearance adjustments. The intake ports are
designed with a high-tumble geometry to promote charge motion and mixture
preparation. The pent-roof combustion chambers are configured with centrally
located spark plugs to optimize flame propagation and combustion efficiency.
Number of Valves: 16 total (4 per cylinder).
Intake Valve Diameter: 33.0 mm (1.299 in).
Exhaust Valve Diameter: 28.0 mm (1.102 in).
Valve Stem Diameter: 6.0 mm (0.236 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal inserts for both intake and exhaust; exhaust
seats feature nickel-based alloy.
Valve Clearance: Hydraulic lash adjusters; no manual adjustment required.
Valve Timing (nominal)
Intake Opens: 5° BTDC.
Intake Closes: 45° ABDC.
Exhaust Opens: 50° BBDC.
Exhaust Closes: 10° ATDC.
The fuel system employs a return-type electronic
multipoint fuel injection design with sequential or semi-sequential injection
timing depending on the engine management system variant. A single in-tank
electric fuel pump delivers fuel through a stainless steel fuel rail mounted to
the intake manifold. The system operates at a nominal pressure regulated by a
vacuum-referenced fuel pressure regulator mounted on the fuel rail.
Each cylinder is served by a side-feed injector positioned to direct fuel spray
onto the back of the intake valves. Two engine management systems were employed
depending on vehicle application and production date: the Sagem SL96 system and
the Fenix 5.1 system. Both systems utilized a mass airflow sensor and a heated
oxygen sensor upstream of the catalytic converter to maintain closed-loop fuel
control.
Injectors: Side-feed, high-impedance; flow rate of 180-210 cc/min at 300 kPa
base pressure.
Fuel Filtration: In-tank primary strainer and replaceable inline filter rated at
10 microns.
Fuel Pressure (with vacuum line disconnected): 280-320 kPa (41-46 psi).
Fuel Pressure (at idle): 230-270 kPa (33-39 psi) with manifold vacuum applied.
Fuel Specification: Premium unleaded 95 RON minimum.
The lubrication system utilizes a gear-type oil pump
mounted within the front timing cover and driven directly by the crankshaft. The
pump draws oil from a baffled aluminum sump through a strainer screen and
delivers it to a full-flow disposable cartridge oil filter mounted on the front
of the cylinder block.
The system incorporates a pressure relief valve calibrated to maintain stable
pressure across the operating range. Main galleries distribute oil to the
crankshaft main bearings, connecting rod bearings, camshaft bearings, and
hydraulic lash adjusters. The aluminum oil pan incorporates cooling fins to aid
in heat dissipation.
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Pressure (hot, at 3,000 rpm): 300-400 kPa (44-58 psi).
Oil Pressure (hot, idle): 80 kPa (12 psi) minimum.
Oil Capacity (with filter): 5.0 L (5.3 US qt).
Oil Specification: API SJ, SL, or higher; SAE 10W-40 for most climates; SAE
5W-40 for cold climates below -10 °C (14 °F).
The cooling system employs a belt-driven centrifugal
water pump mounted to the front of the engine block. Coolant flows from the
radiator through the pump, then through the cylinder block water jacket, upward
into the cylinder head, and returns to the radiator through a thermostat housing
located at the front of the cylinder head.
A wax-pellet thermostat with a bypass circuit maintains operating temperature
stability. The system incorporates a cross-flow aluminum radiator with a
pressure-type filler cap rated at 108-127 kPa (16-18 psi). A separate heater
circuit draws coolant from the cylinder head through the heater core and returns
to the water pump inlet.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 6.5-7.5 L
(6.9-7.9 US qt) depending on heater core configuration. Thermostat Opening
Temperature: 87 °C (189 °F). Thermostat Fully Open Temperature: 100 °C (212 °F).
Coolant Specification: Ethylene-glycol based with aluminum-compatible corrosion
inhibitors; 50% concentration.
| Intake and Exhaust Systems |
Intake System: Air enters through a paper-element air
cleaner housing with an integrated mass airflow sensor, then passes through a
plastic intake duct to the electronically controlled throttle body. The intake
manifold is a composite or aluminum construction with integrated resonance
chambers to reduce induction noise. The manifold incorporates a variable-length
runner system on certain applications, with a control valve that alters
effective runner length based on engine speed.
Exhaust System: Cast iron exhaust manifold with equal-length runners merging
into a single-pipe system leading to a catalytic converter and underfloor
muffler. The manifold is designed with expansion joints to accommodate thermal
cycling. The system incorporates a heated oxygen sensor upstream of the
catalytic converter for closed-loop fuel control, with a downstream sensor for
catalyst efficiency monitoring on later applications.
| Ignition and Electrical System |
Ignition System: Distributor-type ignition system with
a static high-tension distributor mounted at the rear of the cylinder head on
Sagem-managed variants. Fenix 5.1 systems utilized a distributorless ignition
with individual coil packs or a coil-on-plug configuration depending on
production date. The ignition timing is controlled by the engine control unit
based on engine speed, load, and coolant temperature. A knock sensor mounted on
the cylinder block allows the engine control unit to retard timing under
detonation conditions.
Electrical System: 12 V negative-ground electrical architecture. Starter motor
is a reduction-gear type with 1.4 kW output mounted to the transmission
bellhousing. Alternator output is 90 A or 110 A depending on vehicle
specification. Engine control unit is either a Sagem SL96 or Fenix 5.1 unit with
integrated fuel injection and ignition management.
Length (front of accessory drive to rear of flywheel
housing): 620 mm (24.4 in).
Width (overall, across valve cover): 650 mm (25.6 in).
Height (from oil pan rail to top of intake manifold): 710 mm (28.0 in).
Dry Weight (complete engine with flywheel and manifolds): 135 kg (298 lb).
Dry Weight (complete engine with alternator, starter, and accessories): 148 kg
(326 lb).
Engine Oil: API SJ, SL, or higher; SAE 10W-40 for
general use; SAE 5W-40 for ambient temperatures consistently below 0 °C (32 °F).
Oil Change Interval: 10,000 km (6,200 mi) or 12 months for normal operation;
7,500 km (4,700 mi) for severe service. Oil Filter Replacement: Every oil
change. Coolant Capacity: 6.5-7.5 L (6.9-7.9 US qt).
Coolant Change Interval: 48,000 km (30,000 mi) or 48 months. Fuel Filter
Replacement: 40,000 km (25,000 mi).
Air Filter Replacement: 30,000 km (18,600 mi); more frequent under dusty
conditions. Timing Belt Replacement: 120,000 km (75,000 mi) or 60 months;
interference engine; belt failure results in valve-to-piston contact. Valve
Clearance: Hydraulic lash adjusters; no adjustment required.
Spark Plugs: NGK BKR6EK or BKR6E (copper core); gap: 0.8-0.9 mm (0.031-0.035
in). Spark Plug Replacement Interval: 30,000 km (18,600 mi) for copper-core
type; 60,000 km (37,000 mi) for platinum where equipped. Idle Speed (closed
throttle, transmission in neutral): 750-850 rpm. Drive Belt Tension: Manual
adjustment at alternator mounting; deflection of 10-12 mm (0.39-0.47 in) under
10 kg (22 lb) force.
Cylinder Head Bolts (M11), Stage 1: 30 Nm (22 lb-ft).
Cylinder Head Bolts (M11), Stage 2: 60 Nm (44 lb-ft).
Main Bearing Cap Bolts (M10), Stage 1: 20 Nm (15 lb-ft).
Main Bearing Cap Bolts (M10), Stage 2: 45 Nm (33 lb-ft).
Connecting Rod Cap Bolts (M9): 20 Nm (15 lb-ft).
Flywheel / Flexplate Bolts (M12): 60 Nm (44 lb-ft).
Camshaft Bearing Caps (M8): 20-22 Nm (15-16 lb-ft).
Camshaft Sprocket Bolts (M10): 80-90 Nm (59-66 lb-ft).
Timing Belt Tensioner Bolt: 25-30 Nm (18-22 lb-ft).
Intake Manifold Bolts (M8): 20-22 Nm (15-16 lb-ft).
Exhaust Manifold Bolts (M10): 35-40 Nm (26-30 lb-ft).
Valve Cover Bolts (M6): 8-10 Nm (6-7 lb-ft).
Oil Pan Bolts (M6): 8-10 Nm (6-7 lb-ft).
Oil Pump Mounting Bolts (M8): 20-22 Nm (15-16 lb-ft).
Water Pump Bolts (M8): 20-22 Nm (15-16 lb-ft).
Thermostat Housing Bolts (M8): 20-22 Nm (15-16 lb-ft).
Spark Plugs: 25-30 Nm (18-22 lb-ft).
Engine Mount Bracket to Block (M10): 45-55 Nm (33-41 lb-ft).
Crankshaft Pulley Bolt (M16): 150-170 Nm (111-125 lb-ft).
Alternator Mounting Bolts (M10): 35-40 Nm (26-30 lb-ft).
Starter Motor Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft).
Knock Sensor Bolt (M8): 20-22 Nm (15-16 lb-ft).
Renault Laguna I: 1995-1998 model years; Phase 1 and
early Phase 2 Laguna (X56) with the N7Q engine in high-trim levels including
RTI, Baccara, and Initiale specifications; the N7Q was positioned as the premium
2.0-liter option above the 8-valve F3R engine.
Renault Safrane: 1996-2000 model years; Safrane (B54) with N7Q engine as the
mid-range petrol option between the 2.0-liter 8-valve and the 2.5-liter V6 and
3.0-liter V6 engines; the N7Q was favored for its refinement in the executive
sedan.
Volvo B4204S Applications: The Volvo counterpart to the N7Q was used in Volvo
850 (1993-1996) and Volvo S70 / V70 (1997-2000) with the same basic engine
architecture, though with Volvo-specific engine management and accessory drive
configurations.
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