Did you know that we borrowed our F1 technologies expertise to improve the performance and driving experience of our road-car engines. For more details, click here


Particle Filter (FAP) – What is it and how does it work?
The Particle Filter is an additional filter fitted in the exhaust system that is designed to filter out harmful soot particles from the exhaust gases and help protect the environment.

The Particle Filter is fitted exclusively to diesel engines, and reduces emissions of such particles to below the Euro V emissions regulation coming into place in 2009 of 5mg per km.

Soot particles are collected in the Particle Filter and eliminated periodically by automatic regeneration.

What is regeneration?
It is the process of removing the accumulated soot in the FAP. The video shows this process taking place. Soot builds up in the filter and at a certain point combusts in the high temperature. This causes less environmental damage by significantly reducing exhaust emissions, without affecting the smooth running of the car.

This innovative solution is not suitable for vehicles which are solely used in urban areas, where cars move at slow speed and frequently have to stop and start, but it is equally well suited to other conditions. The system is activated as soon as a sufficient quantity of soot is detected in the filter and the engine is warm enough. Unlike conventional systems, there is no minimum driving speed or journey length required to activate the regeneration process, however the regeneration process needs to complete its cycle to reduce the excess soot which has been collected which will require a driving speed to be maintained dependent on the conditions.

ENERGY dCi 110

Renault's mid-range engine, the 1.5 dCi, powers one in three of the brand's vehicles, from Twingo to Laguna. Nearly one million units were manufactured in 2010. The new transformed version of the powertrain will initially be available for Mégane / Scénic range before being extended to the other vehicles marketed by the Group.

The 1.5 dCi metamorphosis
The Energy dCi 110 engine is a real jewel of technologies. Its evolutions compared to the 1.5 dCi engine are: a turbocharger architecture, an individualised spray cone angle and reduced friction, as well as a carryover of the Energy dCi 130's 'technology package'.

Energy dCi 110 offers reduced load losses thanks to an innovative turbo architecture. The path where intake air travels, has been simplified to achieve more efficient, uprated turbo performance without increasing fuel consumption. Moreover, a low inertia turbo improves response at low engine speeds thanks to the optimised size of the blade.

The more precise spray pattern significantly improves combustion performance (15 percent less unburned fuel), which in turn has a beneficial effect on fuel consumption and CO2 emissions*. Individualised spray cone angle technology compensates the natural nozzle offset inherent in eight-valve engines due to the asymmetry of the intake and exhaust valves. Injection is ensured by seven-hole piezoelectric injectors.

Friction-related energy losses have been reduced, meaning that less fuel is required to deliver the same quantity of energy. Other benefits are longer engine life and enhanced robustness.

An engine fitted for the Energy family
Features carried over from the Energy dCi 130 engine's 'technology package' revolve around 3 main technologies:
  • Stop & Start technology with braking/deceleration energy recovery (ESM) involves automatically cutting the engine when the vehicle is at a standstill. When driving exclusively in built-up areas, fuel savings can amount to more than one litre per 100km. When the driver presses on the clutch pedal again, the engine fires up instantly. To cope with all this repeated starting, the starter motor has been uprated (starter, starter ring gear), as has the fuel injection system (pump and high-pressure injectors). The engine has been engineered for 410,000 starting cycles (over 300,000km), which is almost seven times more than the same figure for a conventional engine. ESM (Energy Smart Management) is a system that allows the kinetic energy produced under deceleration/braking to be recovered by the alternator and stored in the battery. Functions which consume electricity (heater, lights, radio, etc.) are directly fed by the battery to ease the work of the alternator. Recovered energy is notably employed to restart the vehicle.
  • EGR (Exhaust Gas Recirculation): Renault has innovated with the launch of the European market's first engine to feature low pressure EGR technology. This solution recovers exhaust gases further downstream, once they have been through the turbine and particulate filter. They are cooled in a low pressure intercooler which enables them to be recirculated through the turbo mixed with air and thereby increase turbo pressure. The gases are then cooled by air in the turbo radiator and used for combustion a second time. This so-called 'cold loop' enables emissions of nitrogen oxides to be cut more efficiently than is the case with a conventional high pressure EGR, while engine efficiency is improved and combustion is of a higher quality. Low pressure EGR technology calls for an engine architecture that minimises the distance between the catalytic converter / particulate filter and the air intake, an arrangement known as a post-turbo after-treatment system. This proximity enables catalytic converters and particulate filters to function at higher temperatures and therefore more efficiently.
  • Thermostat-controlled automatic-flow rate oil pump: the capacity of the oil pump (and therefore oil pressure) is adjusted as a function of the engine's needs at any given moment in order to reduce the pump's energy consumption. An oil temperature sensor makes real-time adjustments to minimise viscosity-related friction, which has a beneficial knock-on effect on fuel consumption.

    Sober and environment-friendly
    The Energy dCi 110 engine offers fuel consumption savings and reduced CO2 emissions thanks to torque increase of 20Nm to 260Nm*, available from as low as 1,750 rpm. The power output remains unchanged with 110 hp at 4,000 rpm.

    Thus equipped, Mégane Energy dCi 110 becomes a new spearhead for the range with CO2 emissions as low as 100g/km, equivalent to fuel consumption of just 4 litres/100km*.

    The catalytic converter/particulate filter arrangement and low pressure EGR technology facilitate the engine's conversion to Euro 6 legislation. To the same end, the compression ratio has been increased from 15.2:1 to 15.6:1.

    * Fuel consumption and CO2 emission figures certified under applicable regulations.

TCE 130

The latest Renault petrol engine, the TCe 130, is a perfect illustration of the automaker's downsizing expertise: making engines smaller, thereby reducing their CO2 emissions, while boosting their size-to-output performance.

Small is powerful
With the 130hp output of a 1.8-litre power plant and the 190Nm torque of a 2-litre engine, this new 1.4-litre unit yields C-segment CO2 emission levels that are just below those of a 1.6-litre engine. Like its smaller sibling, the TCe 100, the TCe 130 combines a small engine with a low-inertia turbocharger that is responsive even at low engine speeds.

Shared expertise
Its very low fuel consumption and environmental credentials ensure that the TCe engine anticipates the potential resurgence of interest in petrol engines that the introduction of the Euro 5 emission standard is lkely to trigger.

Developed as part fo the Renault-Nissan Alliance the TCe 130 is a perfect illustration of the synergies between the partners' engineering expertise: Nissan's lies in developing petrol engines, while Renault has built up experience in combustion and turbo charging.

Reducing fuel consumption
The new TCe 130 has an aluminum pump and a single-flow turbo compressor. The profile of its inlet ports has been redesigned compared with those of the normally-aspirated engine. The new ports create a swirling inflow, which mixes fuel and air more evenly, so improving combustion.

Thanks to this tumbling flow of air the combustion flame propagates more efficiently, improving torque at low revs without impairing performance at higher engine speeds. A continuous camshaft angle variator at the intake port improves performance at all engine speeds and helps reduce fuel consumption. The engine also has a timing chain that which not only cuts noise but is also reliable and durable. For more details, click here


Designed by Renault Sport Technologies, the 16V F4R RS 2.0 naturally aspirated engine has real character! Lively and discreet at low engine speeds, it proves its sporting credentials at higher speeds.

Optimised efficiency
The 16V F4R RS 2.0 develops 200 hp at 7,250 rpm for torque of 125 Nm at 5,550 rpm. With 100 hp per litre of capacity, it boasts exceptional performance for this segment.

To deliver this level of power and torque, engine efficiency has been optimised, with:
  • An improved cylinder-filling rate based on technology imported directly from Formula 1 engines
  • Larger valve openings to bring in more air and optimise gas flow
  • Continuously variable valve timing to improve engine performance at all speeds. Result: more torque at lower engine speeds and more power at higher speeds
  • A high compression ratio of 11.5:1 obtained through the well designed shape of the chamber and piston. Combustion quality is improved for high standards of efficiency and limited pollutant emissions
On the road...
Equipped with the naturally aspirated 16V 2.0 engine and a TL4 6-speed manual gearbox, Clio Renaultsport hits 62 mph from a standing start in just 6.9 seconds. It covers 1 km from a standing start in a mere 27.5 seconds.

Sporting temperament
For outstanding driveability and exceptional thrills, the naturally aspirated 16V 2.0 delivers:
  • Strong acceleration and immediate response
    Driving is smooth and lively for day-to-day use; stimulating and fast paced for higher speeds
  • A signature engine sound, developed by the engineers of Renaultsport Technologies
    Discreet at low speeds, the naturally aspirated 16V 2.0 knows how to "roar" when pushed, with its reinforced subframe and the floor specially designed to limit boom, a "3Y" type exhaust manifold, a steel crankshaft with eight counterweights to reduce spurious vibration and friction.
For more details, click here


Comfort of an automatic gearbox, response of a manual gearbox.

Renault has developed a new, six-speed, dual clutch transmission gearbox entitled Efficient Dual Clutch (EDC) which delivers a standard of fuel consumption and CO2 emissions which marks a significant step forward compared with that of conventional automatic transmissions (a gain of up to 17% which can save approximately 30g/km).

The EDC gearbox is available with the core-range dCi 110 FAP engine of the Mégane and Scénic models. Thanks to their lower CO2 emissions, the EDC equipped Méganes & Scénics will be the brand’s first automatic cars to qualify for the Renault eco2 signature with CO2 emissions from only 114g/km.