Characteristics
| Characteristics | Value |
|---|---|
| Manufacturing | Cleon Plant |
| Engine brand | F-series |
| Years of manufacture | 1997-2015 |
| Cylinder Block Material | Cast iron |
| Engine type | Diesel |
| Configuration | Ready |
| Number of cylinders | 4 |
| Valves per cylinder | 2 |
| Piston stroke, mm | 93 |
| Cylinder diameter, mm | 80 |
| Compression ratio | 19.0, 18.3, 17.0 |
| Engine displacement, cc | 1870 |
| Engine power, hp/rpm | 80/4000, 92/4000, 98/4000, 101/4000, 107/4000, 120/4000, 130/4000 |
| Torque, Nm/rpm | 160/2000, 230/2000, 200/2000, 204/1500, 250/1750, 270/2000, 300/2000 |
| Environmental regulations | Euro 2 (up to 1999), Euro 3 (1999 – 2006), Euro 4 (2005 – 2008), Euro 5 (2008+) |
| Turbocharger | KKKK K03, Garrett GT1549S, Garrett GT1746V |
| Engine weight, kg | – |
| Fuel consumption, l/100 km (city / highway / mixed for Renault Megane 3) | 6.2/5.1/4.5 |
| Oil consumption, gr./1000 km | To 1000 |
| Engine oil | 5W-40 |
| How much oil in the engine, liters | 4.6 |
| Oil change is carried out, km | 15000 (better 7500) |
| The operating temperature of the engine, deg. | 90 |
| Engine life, thousand kilometers | Factory data: -, In practice: 300+ |
| Tuning, h.p. | Potential: 140-160, Without loss of resource: 140-160 |
| Motor installed | Renault Laguna I, II, Renault Megane I, II, III, Nissan Primera, Mitsubishi Carisma, Renault Clio II, Renault Espace III, IV, Renault Kangoo I, Renault Master, Renault Scenic I, II, III, Renault Trafic II, Mitsubishi Space Star, Nissan Interstar, Nissan Primastar, Opel Movano, Opel Vivaro, Suzuki Grand Vitara, Volvo S40 |
Reliability, problems and repair of F9Q engines
The powerplant, which will be discussed below, is a development of the 1.9-liter F8Q, which we talked about here. It uses much the same cast iron cylinder block, with a 93mm piston stroke, 80mm cylinder bore, 139mm long connecting rods and 47mm high pistons. But the pistons here are their own. The working volume remained at the same level – the same 1.9 liters.
On this block put a modified SOHC head made of aluminum. Unlike its predecessor, this head got rid of forkamers and received direct fuel injection. There is still one camshaft and 8 valves, but the diameter of the valves is now 35.3 mm at the intake and 32.6 mm at the exhaust, and the thickness of the valve stem has been reduced from 8 to 7 mm.
The valves need to be adjusted after about 50 thousand kilometers, valve clearances on cold are as follows: inlet 0.15 – 0.25 mm, exhaust 0.35 – 0.45 mm.
The timing belt is used here, which should be changed together with rollers every 60 thousand km, otherwise, in case of breakage, your F9Q will bend the valves.
The first versions with direct injection are characterized by the designation dTi, they came with a turbine Garrett GT1549S and intercooler. The output of such motors 98 hp and 200 Nm of torque.
There was also a variation without an intercooler for 80 hp and 160 Nm. These modifications came with a control unit Bosch EDC 15.
Later, this engine was installed common rail injection with Bosch CP3 fuel injector with injection pressure up to 1350 bar (later, Bosch CP3.2 fuel injector with injection pressure up to 1600 bar was installed). This motor is controlled by Bosch EDC 16 ECU. Power varies from 100 to 120 hp, depending on the modification.
The more powerful version has a turbine with variable geometry Garrett GT1746V. These engines develop 130 hp and 300 Nm of torque.
Renault cars with a common rail diesel have a nameplate dCi.
F9Q was installed until 2015, but since 2012 it was removed from all Renault cars and instead of it began to install modern modifications of K9K and new R9M.
Problems and disadvantages of F9Q engines
- Crank liners. Do not forget about the periodic replacement of connecting rod liners, about once every 150-200 thousand kilometers, otherwise the risk of their rotation increases. This is especially true in countries with a long service interval. It is also necessary to check and, if necessary, replace the oil pump.
- Does not drive, smoke, rough running. There is a high probability that the EGR valve is encrusted and should be cleaned.
- Oil leakage from under the cylinder-head. This is possible with loosening of camshaft bed bolts. Sealant + tightening the bolts will fix the situation.
Among other things, there is not too reliable wiring, various sensors constantly fail: DPRV – after which the power is lost, DPKV – does not start; boost pressure sensor – barely drives and others.
The turbine serves for a very long time, it can be enough for the entire life of the car, with normal maintenance and quality oil. Its rapid failure is almost always caused by poor maintenance. If you do everything wisely, then the resource of F9Q can easily exceed 300, 400 thousand kilometers and even more.
Engine number
The number is stamped on the cylinder block on the right side, next to the oil filter. You can’t see it well, you’ll have to work hard to find it.
F9Q engine tuning
Chip tuning
If you can find an office that will chip your motor, you can get a small boost to your horses. On average, small turbo models are tuned to 130 hp and 250 Nm. The latest 120-130 hp versions are best tuned, you can get 150-160 hp and 350+ torque.
The 98 hp versions with the letters dTi allow you to remove about 120 hp and about 250 Nm of torque.
The most uninflated 80 hp versions can also be flashed. There it is realistic to achieve 100 hp or a little more, and bring the torque to 200 Nm.
ENGINE RATING: 4