Renault Megane
Description
Renault Megane is a popular European golf-class hatchback, produced since 1995. Just like the Fluence sedan, Megan was created on the Renault-Nissan C platform, and the Nissan models Qashqai, X-Trail and others were also developed on it. The fourth generation switched to the Renault – Nissan CMF platform.
Megan's competitors include such cars as Ford Focus, Opel Astra, Chevrolet Cruze, Volkswagen Golf and others.
Renault Megane engines are incredibly diverse, which is not the only thing here. The first generation came with 4-cylinder E7J, K4J, R4M, K7M, F3R, F4P, F5R, F7R, as well as F8Q and F9Q diesels.
The second generation received K4M, K4J, F4R, turbocharged F4RT, K9K, F9Q and M9R diesels.
The engines were slightly different on Renault Megan 3: a 1.2-liter turbocharged H5FT, 1.4 liters. H4J with turbine, famous engine K4M, HR16DE, M4R and different variants of turbocharged F4RT. The diesels remained the same with some modifications, and the R9M was added to their range.
The 4th generation Megan received even more turbocharged engines: H5FT, M5MT, M5PT and K9K and R9M diesels. From the old aspirated engines, the H4M and M4R engines remained.
Here you will find out all the characteristics of Renault Megane engines, their diseases and the main problems, which oil to pour, what engine resource in practice, how to increase power and what tuning is generally possible.
Renault Megane model:
1st generation (1996 - 2003):
Renault Megane (70 HP) - 1.4 L
Renault Megane (75 HP) - 1.4 L
Renault Megane (95 HP) - 1.4 L
Renault Megane (75 HP) - 1.6 L
Renault Megane (90 HP) - 1.6 L
Renault Megane (110 HP) - 1.6 L
Renault Megane (115 HP) - 1.8 L
Renault Megane (115 HP) - 2.0 L
Renault Megane (102 HP) - 1.9 L dCi
2nd generation (2002 - 2008):
Renault Megane 2 (80 HP) - 1.4 L
Renault Megane 2 (98 HP) - 1.4 L
Renault Megane 2 (117 HP) - 1.6 L
Renault Megane 2 (136 HP) - 2.0 L
Renault Megane 2 (165 HP) - 2.0 L
Renault Megane 2 RS (225 HP) - 2.0 L
Renault Megane 2 (80 HP) - 1.5 L dCi
Renault Megane 2 (86 HP) - 1.5 L dCi
Renault Megane 2 (100 HP) - 1.5 L dCi
Renault Megane 2 (106 HP) - 1.5 L dCi
Renault Megane 2 (120 HP) - 1.9 L dCi
Renault Megane 2 (130 HP) - 1.9 L dCi
Renault Megane 2 (150 HP) - 2.0 L dCi
Renault Megane 2 (175 HP) - 2.0 L dCi
3rd generation (2008 - 2016):
Renault Megane 3 (115 HP) - 1.2 L
Renault Megane 3 (130 HP) - 1.2 L
Renault Megane 3 (130 HP) - 1.4 L
Renault Megane 3 (100 HP) - 1.6 L
Renault Megane 3 (110 HP) - 1.6 L
Renault Megane 3 (114 HP) - 1.6 L
Renault Megane 3 (138 HP) - 2.0 L
Renault Megane (180 HP) - 2.0 L
Renault Megane (220 HP) - 2.0 L
Renault Megane 3 RS (250 HP) - 2.0 L
Renault Megane 3 RS (265 HP) - 2.0 L
Renault Megane 3 RS (275 HP) - 2.0 L
Cars of the Megane 2 family are equipped with 1.4-liter, 1.6-liter and 2.0-liter 16-valve petrol engines.
The working volume is determined by the piston stroke, diameter and number of cylinders in the engine. Piston stroke is the distance between top dead center (TDC), that is, when the piston is at its highest position and bottom dead center (BDC), when the piston is displaced as far down as possible.
The cylinder head is aluminum. It has two camshafts and four valves per cylinder. The use of such a scheme makes it possible to improve the filling of the cylinders and thereby increase the power characteristics of the engine.
The shafts are driven by a timing belt (timing). The rocker arms are supported by hydraulic lifters. Due to this design of the gas distribution mechanism drive, during the operation of the car, it is not required to check and adjust the clearances in the valve drive.
The cylinder block is cast from special cast iron.
Connecting rod and piston: 1- connecting rod cover; 2 - connecting rod; 3 - piston pin; 4 - piston; 5 - a set of piston rings; 6 - connecting rod bearings.
Aluminum alloy cylinder pistons. The piston pins are pressed into the connecting rod heads. The connecting rods are forged from high-strength steel, the surfaces of the connecting rod bearing shells have micro grooves, which results in an optimal oil clearance.
The drive of the gas distribution mechanism, the pump of the cooling system and the oil pump onRenaultMegane 2: 1- timing belt; 2 - Exhaust camshaft pulley; 3 - intake camshaft pulley; 4 - exhaust camshaft; 5 - intake camshaft; 6 - crankshaft; 7 - crankshaft sprocket (oil pump drive); 8 - oil pump sprocket; 9 - oil pump drive chain; 10 - guide roller; 11 - toothed pulley of the cooling system pump; 12 - toothed pulley of the crankshaft; 13 - tension roller.
The coolant pump is driven by the timing belt. On some engines with a working volume of 2.0 liters, the cooling system pump pulley rotates from the accessory drive belt.
The oil pump is driven by a separate chain from a sprocket mounted directly on the crankshaft.
During long-term operation of the car, wear of the cylinder walls, piston rings, pistons, connecting rod and main bearings occurs. With severe wear of parts, the compression in the engine cylinders decreases and the pressure in the engine lubrication system drops. By measuring these parameters, you can assess the condition of the engine. This work is performed when checking the technical condition of the engine.
Engines with a working volume of 1.6 l and 2.0 l are equipped with an automatic variable valve timing system, which improves the filling of the engine cylinders at different crankshaft speeds. This allows you to take more power from the engine at a high crankshaft speed without losing traction characteristics in the middle frequency range.
The phase regulator of this hydraulically controlled system is driven by oil pressure from the engine lubrication system. The phase regulator is installed on the toothed pulley of the intake camshaft. It allows the shaft to rotate relative to its pulley at a certain angle and thereby change (shift) the valve timing. The oil is supplied to the phase regulator through the camshaft oil channels from the cylinder head. The oil flow is regulated and thereby the angle of displacement of the camshaft relative to the pulley is set.
The operation of the solenoid valve is controlled by the electronic engine control unit (ECU). The engine management system monitors the position of the camshaft. For this it is installed.
The ECU changes the valve timing depending on which mode the engine is operating in (accelerates the car, brakes or maintains movement at a constant speed, etc.) and what is the crankshaft speed.
The engine has four, one for each cylinder. The ignition coils are fitted directly onto the spark plugs, so there are no high voltage wires. This eliminates the leakage of currents, leading to a decrease in the power of the spark. In the event of a malfunction, the coils can be replaced individually.
The auxiliary units of the engine (generator, air conditioning compressor) are driven by a V-ribbed belt.
Technical characteristics of gasoline engines Renault Megan 2
| Engine | |||
| Symbol | 1,4 | 1,6 | 2,0 |
| Model (index) | K4J (730) | K4M (760) | |
| engine's type | gasoline, in-line | ||
| Working volume, l (cm³) | 1,4 (1390) | 1,6 (1598) | 2,0 (1998) |
| Cylinder diameter, mm | 79,5 | 76,5 | 82,7 |
| Piston stroke, mm | 70 | 80,5 | 93 |
| Compression ratio | 10 | 10 | 9,8 |
| Number of cylinders | 4 | ||
| Number of valves per cylinder | 4 | ||
| Rated power, kW (h.p.) | 72 (98) | 83 (113) | 98,5 (134) |
| Crankshaft speed at maximum power, min ־¹ | 6000 | 6000 | 5500 |
| Maximum torque, Nm | 127 | 152 | 191 |
| Crankshaft speed at maximum torque, min ־¹ | 3750 | 4200 | 3750 |
| Crankshaft speed at idle, min ־¹ | 700 – 800 | 660 – 740 | 700 – 800 |
| The order of the cylinders | 1 – 3 – 4 – 2* | ||
| Gasoline octane number | See the sticker on the fuel filler flap | ||
| Minimum pressure in the engine lubrication system at idle, bar | 1,0 | ||
| Minimum pressure in the engine lubrication system at a crankshaft speed of 3000 min ־¹, bar | 3,5 | ||
| Engine oil volume in the engine lubrication system, l | 4,8 | 4,8 | 5,35 |
* Cylinder counting starts from the gearbox side
I hope this information was useful for you !!!
Renault Megan second generation hatchback was presented to the general public in 2002. The extravagant design immediately won the hearts of buyers, providing a good start to sales of the new product. In 2003, variants of the Renault Megan 2 were shown in the sedan and station wagon bodies. Hatchbacks were assembled in France, sedans in Turkey, and station wagons in Spain. In 2006, Renault Megane 2 underwent "light", barely noticeable plastic surgery, receiving slightly modified headlights, taillights, radiator grille and front bumper. The interior remained unchanged, the instrument lighting became different, changing from red to white.
Renault Megane II 2002-2006
The French family car often brought unexpected surprises to its owners. More often, problems arose with gasoline 1.6 liters, and the electrician of the car is a separate topic for conversation. Some owners spoke of the French brainchild as "revenge of the French for the defeat in 1812". Of course, this is a joke and most of the owners do not know the troubles, enjoying Renault Megane 2. And yet, it has weak points.
Engines
The range of Renault engines is small and is represented by 3 gasoline (1.4 l / 98 hp, 1.6 l / 115 hp, 2.0 l / 135 hp) and 2 diesel engines (1.5dCi / 80 hp, 1.9 dCi / 120 hp). There are very few diesel cars on the Russian market; they were not officially sold. All motors have a timing belt drive that requires replacement every 60 thousand km.
One of the massive problems faced by the owners of Renault Megan 2 is the small resource of the phase regulator. Its task is to change the valve timing, to improve the operating conditions of the engine and to obtain maximum torque indicators at medium speed and maximum power at high speeds. Motors with a volume of 1.4 liters are devoid of a phase regulator, and therefore saved their owners from trouble. If the regulator malfunctions, it is difficult to start the engine, which can be accompanied by a crackling sound for 2-5 seconds. An engine running at idle speed resembles a diesel engine in sound and vibration, an increase in oil and fuel consumption is possible, traction drops, and interruptions in operation occur. The problem manifests itself more often with a mileage of more than 100 thousand km, less often - already at 30-40 thousand km. Officials said that the completion of this unit was made in 2008, and now it will provide long-term operation, but practice has shown that there have been no fundamental changes. As a rule, the problem occurs in engines running on low-quality engine oil and with an extended oil change interval. More frequent oil renewal and monitoring of its condition significantly extend the life of the phase regulator up to 140 - 150 thousand km. Its replacement will cost 9-10 thousand rubles. On 2-liter engines, the phase regulator lives longer - more than 120 - 150 thousand km.
When replacing the phase regulator, do not forget to inspect the crankshaft pulley. Its resource is about 60 - 80 thousand km, and replacement will require about 2 - 3 thousand rubles. The pulley consists of two parts, inner and outer, connected by a "rubber" damper. Due to the destruction of the connection, the outer part is displaced relative to the inner one, which manifests itself in the form of axial beating of the pulley, which entails a displacement of the alternator belt. If the pulley is completely destroyed, the crankshaft may jam and the timing belt may break. Even a slight displacement is easily noticeable when the engine is running. According to the manufacturer's complaint, the replacement of the pulley on 1.6 liter engines was prescribed for TO-60 thousand km.
In the cold season, when starting Renault with a 1.6 liter engine, you can observe a strange picture, the revs soar up to 1000, and then drop to 400 rpm and freeze. After re-gasification, everything returns to normal. The automaker acknowledged the defect, citing an error in the ECU, condensation in the tank or contamination of the throttle valve as one of the reasons. On cars of 2008, the problem arises after 30 thousand km, on older cars - with a mileage of 80 - 100 thousand km.
When cleaning the throttle assembly, be careful with the throttle tube - it is very fragile. Do not forget to replace the rubber seals at the joints of the throttle with the engine and the branch pipe from the filter housing, which over time become tanned and begin to suck in air. The result is floating idle speed. After cleaning the throttle, the assembly needs to be calibrated.
Ignition coils are also a hassle. Their resource is about 60 - 80 thousand km. When the coil fails, the dynamics of the car drops, and during the acceleration process, twitching is felt. Sagem coils take care of the least, Beru lasts a little longer. You can determine the "dead" coil when replacing the candles, in this case, black soot appears on the latter along the edge of the thread. Replacing a faulty coil with a new one will cost 1000 - 1500 rubles. Often the reason for the failure of the coil is the ingress of moisture into the candle well, which turns into ice in winter. This is facilitated by the absence of a cover on the engine, as well as a gap under the hood in front of the windshield, which forms over time due to the sagging of the sound insulation with a seal.
The starter sometimes starts to be capricious after 80 - 100 thousand km. This could be due to a solenoid fuse in the control and switching unit. Another reason may be the lack of contact on the starter power wire or the burnt copper plates of the "retracting" one. Eliminating these causes is easy and inexpensive. To do this, you need to clean all the contacts on the retractor and wires, and stretch the power wire, due to the weak contact of which the retractor relay can melt. The most problematic Valeo starters - replacement with a new one will cost 10-12 thousand rubles.
The area with the engine number is corroded. In order not to have problems in the future when passing the TRP or selling Renault, it is better to treat the surface of the license plate with high-temperature grease as soon as possible.
The wire of the 2nd oxygen sensor (lambda probe), under the bottom - in the area of the front doors, sags over time, which can lead to damage to it on the protrusions on the road. It is quite simple to fix the defect by additionally securing the hanging part of the wire.
Some owners of the 2nd Megan, after 100 thousand km, faced a short-term loss of traction during acceleration and difficulty in starting. The reason often lies in the clogged filter mesh of the fuel pump. After cleaning, the engine returns to normal. The fuel pump itself maintains over 120 - 160 thousand km. Instead of a native one, the owners often install a domestic one from the VAZ 2110, but its resource is rather small, 20-50 thousand km. But the price attracts - 2,000 rubles against 10,000 rubles for the original.
The engine mounts also caused a lot of trouble for the owners. The reason is a constructive flaw, it turned out to be too weak. When it dies, jerks (jerks) appear at the start, gear changes and throttle release. The rear lower support turned out to be the weakest. Some had to change it already with a mileage of 20-30 thousand km, while others managed to calmly overcome the mark of 100,000 km. On external examination, the defect may not be noticed. To diagnose the problem, you need to wiggle the engine. Replacement will cost 1500 - 2000 rubles. Since 2008, the support has been strengthened and its resource has increased significantly. As experience shows, the support dies faster among fans of "light up". It is not worth pulling with its replacement - the engine starts to "walk" in the engine compartment, which can lead to new problems. There were several cases of the engine falling onto the right CV joint due to a burst bolt on the upper engine mount. The repair cost 25-30 thousand rubles.
The thermostat needs to be replaced after 80 - 100 thousand km, and its gasket must also be replaced. If it starts to "sweat", stretch the mounting bolts. Otherwise, oil may get into the antifreeze and vice versa. If, after pulling the fasteners or replacing the gasket, the thermostat continues to "snot", you will have to replace it. Over time, its body is deformed from heating, and its tightness is lost.
The cooling system pump is able to work for about 60 - 100 thousand km, and it rarely runs more than 120 thousand km. The crankshaft position sensor will require replacement after 100 thousand km.
The catalyst, as a rule, dies by 90 thousand km. During operation, it sometimes causes discomfort due to noise (rattling) that appears when starting a cold engine. With warming up, the sound disappears. This feature manifests itself when the mileage is more than 30-60 thousand km. Megan mufflers quickly corrode, on the surface of which small holes of 0.5 - 1 mm in size are formed. There is no perceptible change in sound.
Gasoline 1.6 liters - the most massive. The most reliable 1.4 l. Engines do not differ in increased oil consumption even with significant mileage, with the exception of a 2-liter engine. When the latter has run more than 100 thousand km, the oil consumption increases to 1 liter per 5 thousand km, further increasing to 1 liter per 2000 - 2500 km, which is the norm. On a 2 liter engine, the ignition coils last longer.
There is very little information about diesel engines, but among the problems are burnout of the washer under the injectors with a mileage of more than 120 thousand km, and the appearance of cracks in the intercooler housing. The fuel filter needs to be replaced every 30 thousand km, and the EGR valve needs to be cleaned every 60 thousand km. The turbine lives about 300 thousand km, on some specimens the oil in the intercooler appeared after 150 thousand km.
Transmission
The Renault Megane 2 was equipped with a manual and automatic transmission. Both boxes are not very reliable.
A common problem on manual transmissions is the whistle of the release bearing when the clutch is engaged. It appears after 60 - 80 thousand km. About 70% of Renault Megan 2 owners face twitching in traffic jams. The first tremors appear when the vehicle is driven over 60 thousand km. The reason is the quality of the material from which the clutch disc is made, in addition, when the disc heats up, damper springs are driving. Contributes to this and the above problem with the lower engine mount. As a result, the clutch disc deforms and wears out unevenly. Replacing the clutch does not save for a long time, everything is repeated after 30-40 thousand km. Renault, oddly enough, knowing about the defect, does not make any fundamental decisions. The owners of the new Renault Megan III faced exactly the same problem. The clutch kit will cost 11-13 thousand rubles, and the non-original - about 6-8 thousand rubles. In most cases, the situation is saved by installing a clutch disc from Renault Scenic or Laguna, which will last at least 100,000 km.
A slight inconvenience is caused by the gear selector cable, which comes off the gear change stage due to wear of the retaining piston. This happens when the mileage is more than 80 thousand km. The manufacturer recommended the oil in the box for the entire service life, but due to its low quality, car services advise to replace it every 60 - 80 thousand km.
Renault Megane II 2006-2008
The main reason for the failure of automatic transmissions is clogged valves in the directional control valve. The problem may arise even after a mileage of 40 thousand km. Its solution will cost 6-8 thousand rubles. As a preventive measure, more frequent oil changes and a leisurely driving style are recommended. Some machines passed the 200 thousand km mark, without any complaints. With a mileage of more than 60 - 80 thousand km, a number of owners encountered vibrations when shifting gears. The reason is the wear of the engine mounts, but there is also a less pleasant one - the destruction of the automatic transmission support mounting bolt. In the latter case, you will need to drill out the rest of the bolt and cut new threads.
Undercarriage
The weak element in the suspension is the thrust bearings, which begin to crackle at around 50-60 thousand km. Front wheel bearings serve at least 60 thousand km, and rear more than 100 - 120 thousand km. By 80 - 90 thousand km, the stabilizer strut will need to be replaced, and by 100 thousand km the ball joint will also need to be replaced. With a mileage of more than 140 thousand km, the bushings of the subframe bracket, shock absorbers, rear arm bushings and stabilizer bushings are suitable for replacement.
For 60 thousand km, the steering tips will require replacement, and the steering rods extend up to 90-100 thousand km. The steering rack starts knocking after 100 thousand km. The reason is the wear of the plastic sleeve.
The brakes do not cause any particular complaints. The front pads run at least 30 thousand km, and the discs - about 50-60 thousand km, as well as the rear pads. Rear brake discs live at least 100 thousand km, and drums almost 250 - 300 thousand km. With a mileage of more than 100 thousand km, carefully inspect the brake hoses, which are starting to fray. Cases are not massive, but incidents with loss of tightness do occur.
Electrical equipment
The electric part of Renault Megan is a whole epic. Deep puddles can easily damage the fuse box due to water ingress. And the fuses themselves are not very conveniently located in the block, causing difficulties when replacing most of them.
If the charge from the generator is lost or the charge current is incorrect, the engine idle speed rises to 1000 - 1500. The reason is either a faulty relay-regulator or worn-out generator brushes. Sometimes even replacing the complete generator (15-16 thousand rubles) does not solve the problem. In this case, the banal disconnection of the chip from it helps. The problem arises when the mileage is about 60 - 80 thousand km and mainly on Valeo generators. By 100 thousand km, the generator pulley wears out.
Poor contact at the battery terminals or its early death, cause electrical failures, manifested in the chaotic lighting of alarm lamps and the inclusion of electrical appliances, accompanied by a message on the screen of the on-board computer Electronic Fault. The same happens if the switching unit fails.
The airbag train in the steering column is cut off after 60 - 80 thousand km. It is sold only in assembly with steering column switches for 8-10 thousand rubles. Soldering to a new loop will be cheaper. A sign of an imminent break will be the appearance of a rustle in the steering column when you turn the steering wheel. The reasons are either a jump by several teeth of the planetary gear sprocket, or a breakdown of the loop fixing tongue, or an incorrect installation of the steering rack without fixing the steering wheel in a neutral position. Due to free movement, the train is wrinkled and then broken.
On cars older than 2006, the image on the on-board computer display often disappears for a short time in wet and humid weather.
Often, when the mileage is more than 60 - 80 thousand km, power windows fail - mainly the front ones, since they are used more often. The reason is the jamming of the drive due to the destruction of the jumper of the plastic housing of the gearbox, as well as the wear of the drum on which the cable is wound. The assembled mechanism costs about 6-8 thousand rubles, but it is possible to manufacture a broken part to order. Those who have a pulse electric window motor installed will need to initialize them after removing power from the battery. Otherwise, the glasses will move in steps.
Clogged drain holes in front of the windshield will cause the wiper motor to flood and fail. In addition, in this case, the contact track on the switching and protection board burns out. Sour trapeziums will require lubrication for 100 - 120 thousand km.
The weak point is the corrugation between the trunk lid and the body. Despite the absence of external damage, often the wires there are cut off, which leads to the loss of license plate lighting and makes it impossible to control the trunk lock.
Over time, the reversing lights may also go out. The reason is the sticking of the contact of the reverse sensor and neutral.
Body and interior
The car body resists well the external aggressive environment, as an example of many eminent concerns. Chips from small stones do not rust. On cars over 2 years old, a paint defect appears, paint bubbles appear in the area of the rear arches, which do not progress over time and do not rust. On some cars older than 2006, pits of corrosion are sometimes found on the thresholds and at the bottom of the doors. It is also possible for them to appear at the place where the trunk hinges are attached to the body - due to the accumulation of dirt there. Over time, the paintwork of the thresholds begins to succumb to "sandblasting". Native steel discs quickly become corroded.
A large air vent on the back of the taillight allows insects to enter easily. In this case, a mesh fixed with glue or sealant will help.
Renault Megane II 2006-2008
After 40-60 thousand km, crickets often appear in the cabin. Their halo is very wide: a dashboard, a driver's seat, an air conditioning control console, a speed indicator glass, a spring in the handbrake under the button, a shade of the passenger compartment and a place for attaching sun visors. Most often, the creak comes from the seal between the dashboard and the windshield, tanning over time. Noise sources and spare fuses under the left cover. Sometimes, when driving through irregularities, the rear doors begin to creak. Lubricating the locks and wrapping the door hinges with electrical tape helps to get rid of this. The clutch pedal also crunches, in this case lubrication of the bushing inside the clutch suspension will help.
On cars older than 3 years, the rubberized coating of the inner door handles will peel off, and the seat belts do not come back well due to the springs of the return mechanism that have lost their elasticity.
A big nuisance is the appearance of water in the cabin under the feet of the front passenger and driver. It penetrates into the passenger compartment through the air intake of the ventilation system. The reason is a design flaw in the water drainage system from under the niche in the area of the wiper attachment. The drain is easily clogged and the flow rate of the drain valve is reduced. Over time, water also enters the trunk due to the rubber seals of its lid that have lost its tightness.
Due to the sagging of the thermal insulation and the seal under the hood in the area of the rear wall of the engine compartment, heat from there enters the passenger compartment through the ventilation system. In this case, warm air always blows from the air ducts. The way out is to install an additional bracket on the seal.
The air conditioning system will also require the close attention of Renault Megane II owners. Often the reason for not turning on the air conditioner is the connector behind the front bumper under the right headlight. Despite the whole insulation, the wire itself is damaged inside. In this case, when you try to start the air conditioner, clicks are heard. The problem arises when the mileage is over 60 thousand km.
Megans until 2007 fell under a revocable company due to a jammed air conditioning compressor. The air conditioner clutch bearing starts to make noise even after the mileage is more than 90 thousand km. Loss of tightness in the air conditioning system is a common problem that requires periodic refueling of the system. The weak link is the lower flange of the air conditioner radiator. If the engine starts to warm up in traffic jams, then it's time to clean the air conditioner radiator.
Conclusion
The result is a rather long list of possible malfunctions. Most likely, the bright appearance and a very attractive price in the secondary market will take up. Yes, and the described shortcomings are not so critical, moreover, most of them were eliminated during the warranty service process.
Renault K4M 1.6 liter engine. 16 valves
Engine b Renault K4M characteristics
Production - Valladolid motores / AvtoVAZ
Years of release - (1999 - present)
Cylinder block material - cast iron
Power system - injector
Type - in-line
Number of cylinders - 4
Valves per cylinder - 4
Piston stroke - 80.5 mm
Cylinder diameter - 79.5 mm
Compression ratio - 9.5
The volume of the motor is 1598 cc.
Power - 102-115 HP / 5750 rpm
Torque - 145-147 Nm / 3750 rpm
Fuel - 92
Environmental standards - Euro 4
Fuel consumption - city 11.8 liters. | track 6.7 liters. | mixed 8.4 l / 100 km
Oil consumption - up to 0.5 l / 1000 km
Oil in the engine k4m Logan 16 valves:
5W-40
5W-30
Motor resource K4M:
1. According to the plant - no data
2. In practice - 400+ thousand km
TUNING
Potential - unknown
Without loss of resource - + \ - 120 hp
The engine was installed on:
Renault logan
Renault Sandero
Renault Kangoo 1 and 2
Renault Duster
Lada largus
Renault Megane 1, 2, 3
Nissan Almera G11
Renault Clio 2
Renault Laguna 1, 2
Renault scenic
Renault fluence
Malfunctions and repair of the K4M engine
Renault Logan K4M 1.6 liter engine. 102 h.p. not new, a number of its different modifications have been used by Renault since 1999 on Renault Megane, Renault Clio II, Renault Laguna and others. Represents development K7M series, with a new cylinder head, already 16 valve. There are many differences: another head with two camshafts, the camshafts themselves are light, other pistons, hydraulic lifters, etc. Motors come with or without a phase regulator, the compression ratio varies from 9.5 to 10, with this and with the firmware a small spread in engine power indicators is associated, otherwise all K4Ms are identical. A whole list of indices after the name K4M shows: toxicity standards (Euro-3 \ 4 \ 5), the type of gearbox, the presence of a phase regulator, the compression ratio and other little things related to the installation in each specific car. In nature, there is a modification of this motor called K4M RS, on wide shafts, sawing channels, it produces 135 hp. with a volume of 1.6 liters.
The disadvantages of the 16 valve motor include the high cost of spare parts, the timing belt k4m bends the valve when it breaks, so every 60 thousand km you need to change the rollers, the belt itself and drivebe with peace of mind. In addition, there are failures in work, speed floats from low-quality fuel. Compared to an 8-valve engine, 16V is quieter, more economical, no vibrations and many other advantages. If you choose with which engine to take Logan / Sandero / Largus, then definitely the 16 valve K4M is your choice. In the case of bigger cars - Duster, Megan, etc. look at 2.0 liter engine
.
It is worth mentioning about common malfunctions, the k4m engine often troit, the problem usually lies in the ignition coil, injectors, spark plugs, measure the compression and proceed from this.
Unstable operation, floating revolutions on a K4M Logan 1.6 engine are usually caused by a crankshaft position sensor or an ignition coil.
Since 2006, the successor to the K4M has been produced, under the name H4M, according to the Nissan marking HR16DE, we are looking at details about it.
Renault K4M 16 valve engine tuning.
Chip tuning, firmware for the engine K4M 1.6 16 valves
Ordinary chipping of the engine, along with replacing the exhaust with a rutless one, can slightly improve the engine performance, + \ - 120 hp. it is quite possible to get it. This can be supplemented by installing drivetech shafts 10 phase 270, a little wider than the standard, it will go a little more fun and give a little more hp. To move forward you need to come up with something else.
Compressor for Renault K4M
Exactly like on K7M or K7J, if desired, a PK-23 compressor can be attached to the motor and inflate about 140-150 hp. The compression ratio of standard K4M is not too high, it will withstand 0.5 bar. There are no ready-made whales for this engine, but by contacting the manufacturer, they will assemble the necessary configuration for a specific car. To implement the project, you will need Volgovskiye injectors, direct-flow exhaust, phase shafts 270-280, and to configure all this online, you will need an Abit engine control unit.
Turbine on Renault K4M 16 valves
The 1-in-1 system is the same as with a compressor, but instead of PK-23 we put a TD04 turbine, all injectors, shafts, etc. we put the same thing. In practice, these configurations produce just over 150 hp. Outstanding dynamic performance will be difficult to obtain, but the fact that the car will go faster is for sure. As for the resource ... does anyone think of the resource when it comes to boosting? 🙂
Renault Megane 2 cars are equipped with K4J (1.4 l), K4M (1.6 l), F4R (2.0 l) engines and K9K dCi diesel engine (1.5 l).
In the article, we will consider the design features of the K4J (1.4 l), K4M (1.6 l), F4R (2.0 l) engines.
Engines are gasoline, four-stroke, four-cylinder, in-line, sixteen-valve - with two overhead camshafts.
The engines are located transversely in the engine compartment. The engines are similar in design. The main differences are related to the dimensions of the parts.
The order of operation of the cylinders: 1-3-4-2, counting from the flywheel.
Power system - sequential multi-stream fuel injection.
The engine, gearbox and clutch form a power unit, mounted on three rubber-metal bearings.
The engine power system consists of an electric fuel pump installed in the fuel tank, a throttle assembly, a fine fuel filter, a coarse fuel filter located in the fuel pump module, a fuel pressure regulator, injectors, fuel lines, an exhaust gas recirculation system and an air filter.
The engine ignition system is microprocessor-based and consists of coils and spark plugs.
The ignition coils are controlled by the electronic unit (controller) of the engine management system.
The ignition system does not require maintenance and adjustment during operation.
The F4R engine uses a phase control circuit with a phase regulator. The phase regulator controls the timing of the opening of the engine intake valves.
The system ensures the setting of the optimal valve timing for each moment of engine operation in order to increase its power and dynamic characteristics by changing the position of the intake camshaft. The system is controlled by an electronic engine control unit (ECU).
The main elements of the phase control system are the control solenoid valve, the camshaft position actuator and the camshaft position sensor. The timing belt drives the system's actuator, which, through a hydromechanical connection, transmits rotation to the intake camshaft. From the main oil line through the channels, engine oil is supplied under pressure to the cylinder head socket, in which the valve is installed, and then through the channels in the head and in the camshaft to the actuator of the system. In the initial position and at a speed of rotation of the engine crankshaft up to 1450 min -1, the supply voltage is not supplied to the solenoid valve - it is closed. When the crankshaft rotational speed is within 1450-4300 min -1 and with the gas pedal fully depressed, the ECU supplies power to the solenoid valve - it opens. In this case, the valve spool device ensures the supply of oil under pressure to the working cavity of the actuator. Due to the change in oil pressure and hydromechanical action, the individual elements of the actuator are mutually displaced, and the camshaft rotates to the required angle, changing the valve timing. When the crankshaft rotational speed is higher than 4300 min -1, the power supply to the solenoid valve is interrupted. The solenoid valve spool and system actuator elements are very sensitive to engine oil contamination. If the phase change system fails, the intake valves open and close in the maximum delay mode.
The variable valve timing system allows you to set the optimal valve timing for each moment of engine operation, resulting in increased power, better fuel efficiency and less toxicity of exhaust gases.
To determine the instantaneous position of the camshaft, a camshaft position sensor (phase sensor) is installed. The position sensor setting ring is located on the camshaft journal.
On the top cover of the gas distribution mechanism drive, there is an electromagnetic valve that hydraulically controls the valve timing mechanism. The solenoid valve, in turn, is controlled by the electronic engine control unit.
The control unit detects the position of the intake camshaft using the signals from the phase sensor and the crankshaft position sensor and issues a command to change the position of the shaft. In accordance with this command, the solenoid valve spool moves, for example, in the direction of a greater advance of the opening of the intake valves. In this case, the oil supplied under pressure flows through a channel in the valve body to the valve body of the valve timing mechanism and causes the camshaft to turn in the required direction. When the spool is moved in the direction that corresponds to the earlier opening of the valves, the channel for their later opening is automatically connected to the drain channel. If the camshaft has turned at the required angle, the solenoid valve spool is set at the command of the control unit to a position in which oil is maintained under pressure on both sides of each of the clutch rotor blades. If it is required to turn the camshaft towards a later opening of the valves, the regulation process is carried out with oil flow in the opposite direction.
When the engine is stopped, the intake camshaft is automatically reset to its original position, in which there is no overlap of the phases of the intake and exhaust valves. This is done to ensure a confident cold start. With such an arrangement of the phases, the dilution of the fresh air-fuel charge entering the cylinder during the intake stroke by the exhaust gases is excluded. In addition to making it easier to start the engine, this ensures its smooth and uninterrupted operation during warm-up. As the engine warms up, the valve timing smoothly changes until they overlap on a fully warmed up engine, which ensures its best efficiency.
The elements of the variable valve timing system (the solenoid valve and the mechanism for dynamically changing the relative position of the camshafts) are precision-made units. In this regard, when performing maintenance or repairs of the variable valve timing system, only the replacement of the complete system elements is allowed.
On the front of the engine (in the direction of vehicle movement) there are: an oil level indicator, a fuel rail with injectors, an intake pipe, an oil filter, a heat exchanger (engine 2.0), a sensor for an insufficient oil pressure indicator, a knock sensor, a crankshaft position sensor (engine 2 , 0), coolant pump inlet pipe, starter (engine 1.6), generator, power steering pump, air conditioning compressor. At the rear of the engine are located: a throttle assembly, an air filter housing, an exhaust manifold with a control oxygen concentration sensor, a starter (2.0 engine).
The engine block is cast from cast iron, the cylinders are bored directly into the block. In the lower part of the cylinder block, there are five crankshaft main bearing supports with removable covers, which are bolted to the block. The holes in the cylinder block for the bearings are machined with the covers installed, so the covers are not interchangeable. On the end surfaces of the support No. 3 of the K4M engine and No. 2 of the F4R engine, there are sockets for thrust half rings that prevent axial movement of the crankshaft. To cool the pistons while the engine is running, their bottoms are washed from below with engine oil through special nozzles that are pressed into the cylinder block.
Crankshaft with five main journals and four connecting rod journals. The liners of the main and connecting rod bearings of the crankshaft are steel, thin-walled, with an anti-friction coating applied to the working surfaces of the liners. At the front end of the crankshaft are installed: an oil pump drive sprocket, a timing pulley and an accessory drive pulley, which is also a damper for torsional vibrations of the crankshaft.
The crankshaft is sealed at the front and rear with oil seals.
Connecting rods - forged steel, I-section, machined with caps. The covers are attached to the connecting rods with bolts on the F4R engine and bolts with nuts on the K4M engine.
With their lower (crank) heads, the connecting rods are connected through bushings to the connecting rod journals of the crankshaft, and the upper heads are connected through piston pins with pistons. Piston pins - steel, tubular section. On a 2.0 engine, the floating pin is free to rotate in the piston bosses and the upper connecting rod head. The pin is secured from axial movement by two retaining spring rings located in the grooves of the piston bosses. On a 1.6 engine, the piston pin is pressed into the upper connecting rod head and rotates freely in the piston bosses. The pistons are made of aluminum alloy. The piston skirt has a complex shape: in the longitudinal section the skirt is barrel-shaped, and in the transverse section it is oval. In the upper part of the piston, there are three grooves for the piston rings. The two upper piston rings are compression rings and the lower one is an oil scraper.
The flywheel is cast iron, mounted on the clutch basket and secured with six bolts.
A toothed rim is pressed onto the flywheel for starting the engine with a starter.
On cars with an automatic transmission, instead of a flywheel, a torque converter drive disc is installed.
The cylinder head is a cast aluminum alloy, common to all four cylinders.
The cylinder head is centered on the block with two bushings and secured with ten screws.
A non-shrinkable metal gasket is installed between the block and the head. On opposite sides of the cylinder head are intake and exhaust ports.
Spark plugs are installed in the center of each combustion chamber. The valves are steel, in the cylinder head they are arranged in two rows, V-shaped, with two intake and two exhaust valves for each cylinder. The inlet valve disc is larger than the outlet valve.
The valve seats and guides are pressed into the cylinder head. On top of the valve guides, the valve stem seals are put on.
The valve is closed by a spring. With its lower end, it rests on a washer, and with its upper end, on a plate, which is held by two crackers.
The folded crackers on the outside have the shape of a truncated cone, and from the inside they are equipped with persistent collars that go into the groove on the valve stem.
There are two camshafts at the top of the cylinder head. One shaft drives the intake valves of the timing gear, and the other drives the exhaust valves.
Eight cams are made on each shaft - an adjacent pair of cams simultaneously controls the valves (intake or exhaust) of each cylinder.
A feature of the camshaft design is that the cams are pressed onto the tubular shaft.
Supports (beds) of the camshafts (six supports for each shaft) are split - located in the cylinder head and in the head cover.
The camshafts are driven by a toothed belt from the crankshaft pulley.
On each camshaft, on the side of the toothed pulley, a thrust flange is made, which enters the groove of the cylinder head, thereby preventing axial movement of the shaft.
The camshaft pulley is not fixed on the shaft using a tight fit, a key or a pin, but only due to the friction forces arising on the end surfaces of the pulley and shaft when tightening the pulley nut.
The toe of the camshaft is sealed with an oil seal put on the shaft journal and pressed into the socket formed by the surfaces of the cylinder head and the head cover.
The valves are driven from the camshaft cams through the valve levers.
To increase the life of the camshaft and valve levers, the cam of the shaft acts on the lever through a roller rotating on the lever shaft.
The hydraulic supports of the valve levers are installed in the sockets of the cylinder head.
Oil into the hydraulic support comes from a line in the cylinder head through a hole in the hydraulic support housing.
The hydraulic mount automatically provides backlash-free contact between the camshaft cam and the valve lever roller, compensating for wear on the cam, lever, valve stem end, seat chamfers and valve disc.
Engine lubrication - combined. Under pressure, oil is supplied to the main and connecting rod bearings of the crankshaft, camshaft bearings and hydraulic supports of the valve levers.
Other engine components are spray lubricated.
The pressure in the lubrication system is created by a gear oil pump located in the oil pan and attached to the cylinder block.
The oil pump is driven by a chain from the crankshaft. The drive sprocket for the pump drive is mounted on the crankshaft under the front cover of the cylinder block.
A cylindrical belt is made on the sprocket, along which the front crankshaft oil seal works.
The sprocket is installed on the crankshaft without interference and is not fixed with a key.
When assembling the engine, the pump drive drive sprocket is clamped between the timing gear pulley and the crankshaft shoulder as a result of tightening the package of parts with the accessory drive pulley mounting bolt.
The torque from the crankshaft is transmitted to the sprocket only due to the frictional forces between the end surfaces of the sprocket of the toothed pulley and the crankshaft.
If the bolt of the accessory drive pulley is loosened, the drive sprocket of the oil pump drive may begin to turn on the crankshaft and the oil pressure in the engine will drop.
The oil receiver is made in one piece with the cover of the oil pump housing. The cover is fastened with five screws to the pump casing and is kept from falling out with a lynch pin.
Oil from the pump is fed through a channel in the cylinder block to the oil filter. The oil filter is full-flow, non-separable.
On an F4R engine, before entering the filter, the oil passes through a heat exchanger attached to the cylinder block.
When the engine is running, the liquid of the cooling system is constantly circulating through the honeycomb of the heat exchanger. Soon after starting the engine, the engine oil is heated in the heat exchanger (due to the fact that the coolant heats up faster). When the engine is running at maximum speed, the oil is cooled in a heat exchanger.
After passing the oil filter, the oil is fed into the main line of the cylinder block. From the main line, oil flows through channels to the crankshaft main bearings, piston cooling nozzles and further to the connecting rod bearings of the shaft.
Through two vertical channels in the cylinder block, oil from the main line is supplied to the cylinder head - to the extreme supports (from the side of the camshaft plugs) of the shafts and hydraulic valve mounts. Through the grooves and drills in the outer bearing journals of the camshafts, oil flows into the shafts, and through the drills in the other sheikhs of the shafts - to the other bearings of the camshafts. From the cylinder head, oil flows through vertical channels into the oil pan.
Crankcase ventilation system - closed, forced type. Gases that have penetrated from the combustion chambers of the cylinders through the piston rings into the crankcase enter through the channels in the block and the cylinder head into the head cover. Having passed the oil separator located in the cylinder head cover, the crankcase gases are cleaned of oil particles and then flow through the air filter housing, throttle unit, receiver and intake pipe into the engine cylinders.
