FOR IMMEDIATE RELEASE |
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SATURDAY 8TH OCTOBER 2005 |
WORDS 967 |
LAGUNA PREMIERES FIRST NEW RENAULT-NISSAN ALLIANCE ENGINE
The Renault Laguna premières the Renault-Nissan Alliance?s new 2.0 dCi diesel engine, a 1995 cc unit featuring up-to-the-minute diesel engine technologies. This powerful, economic and clean engine will be released in several variants with different power and torque capabilities, for gradual rollout on other Renaults.
The 2.0 dCi Euro IV emission engine introduces a number of important engineering upgrades, with sophisticated internal aerodynamics to make the most of the piezoelectric injector capabilities, and advanced acoustics features for unparalleled travelling comfort.
Initially available in 150hp guise in Laguna, coupled with a new six-speed manual gearbox, the new engine will be available with a sector leading 175hp next year. Combined fuel consumption is improved by 12% to 48.7mpg compared to the 43.4mpg of the outgoing 2.2 dCi 150, CO2 emissions drop to 154g/km from 174g/km and of great benefit to company car drivers, the tax drops to 17% from 24%. Yet torque rises from 320Nm to 340 Nm and nearly one second is cut from the 0-62mph dash, now taking 8.9 seconds instead of 9.8 seconds in the hatch version.
New Laguna 2.0 dCi 150 versus competition
|
Make & Model |
CO g/km |
BIK |
Fuel consumption (combined mpg) |
0-62mph (secs) |
|
Renault Laguna 2.0 dCi 150hp |
154 |
17% |
48.7 |
8.9 |
|
VW Passat 2.0 TDi 140hp |
159 |
18% |
47.1 |
9.8 |
|
Peugeot 407 HDi 135hp |
155 |
18% |
47.9 |
10.1 |
|
Toyota Avensis2.2 D-4D 148hp |
156 |
18% |
47.9 |
9.3 |
New Laguna 2005 has dynamic new exterior styling, new dashboard, a range of new Euro IV dCi engines, new safety features including the Renault System for Restraint and Protection (SRP) with eight airbags and improved quality and reliability. A new Sports version is the GT205 Turbo with firmer suspension.
Now, complementing the 95hp and 130hp euro IV 1.9 dCi engine, the new 2.0 dCi 150 replaces the 2.2dCi 150 Euro III. Prices for the 2.0 dCi 150 Hatch start from £19,130 for the mid-range Dynamique, through the £20,180 Privilege to £22,880 for the luxury Initiale. The Sport Tourer versions are £1,000 more.
The 2.0 dCi features four valves per cylinder, for a more even air-fuel mix. Intake and exhaust ducts are face-to-face across the cylinder head, with each camshaft operating intake and exhaust valves. This configuration improves cylinder filling and exhaust gas evacuation. Engine durability is enhanced by chain-driven distribution.
The 2.0 dCi is fitted with a Bosch piezoelectric-controlled injection system. Piezoelectric technology gives very fast, very precise control over fuel injection. Response is up to four times faster than with a classic solenoid system, enabling engineers to opt for an injection cycle with five squirts: two pre-squirts, one main squirt and two post-squirts. The pre-squirts improve engine acoustics by minimizing the characteristic diesel clatter. The post-squirts sustain the main injection combustion, to burn off soot and thus bring down pollutant emissions before the exhaust gases have even left the combustion chamber.
Internal aerodynamics
With four valves per cylinder and face-to-face intake and exhaust ducts, the cylinder head affords finer control of combustion chamber aerodynamics. The difference in angle between intake and exhaust ducts produces a dual swirl effect, for improved air-fuel mixing.
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Another way to cut down pollutant emissions as early as possible is to tap off some of the exhaust gas leaving the combustion chamber and feed it back directly into the intake. The amount of recirculated exhaust gas is controlled by a valve that regulates the inflow on the basis of various engine parameters. This method produces a controlled temperature rise in the combustion chamber to reduce pollutant emission levels (NOx) and thus enhance the engine?s overall environment performance.
Acoustics was one of the engineering priorities for the new 2.0 dCi engine. The engine bottom, with its aluminium bedplate, is designed for higher efficiency and improved vibration absorption. Then there are two balancer shafts turning in the opposite direction to the crankshaft, to cancel crankshaft rotary vibration. On high-power versions of the 2.0 dCi, this feature goes a long way to minimizing the sort of vibration that typifies diesel engines, especially at high engine speeds. Along with the pre-injection technique, this makes a major contribution to travelling comfort.
Piezoelectric injector
Piezoelectric technology involves electrically energising a stack of electrodes and ceramic wafers, producing an extension that lifts the injector needle. This technology affords very fast response times, for very fine control of the amounts of fuel injected. The pre-squirts pre-heat the combustion chamber to prepare for arrival of the main squirt. And the post-squirts sustain combustion to burn off soot.
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All versions of the 2.0 dCi engine meet Euro IV pollutant emission standards. NOx and particulate emissions are minimised by very precise control over fuel injection, and various pre-exhaust pollution control systems. Low fuel consumption ensures the lowest possible CO2 emission.
Initially, Laguna will be appearing with a version of the 2.0 dCi engine developing 150 hp at 4000 rpm and a torque of 340 Nm at 2000 rpm. With this unit, Laguna hatch will accelerate from 0 to 62mph in 8.9 seconds, and cover 1000 metres from standstill in 30.3 seconds. Fuel consumption will be among the lowest in the category at this power level:
Hatch Sport Tourer
|
Urban |
37.2 |
36.2 |
|
Extra-urban |
58.8 |
56.5 |
|
Combined cycle |
48.7 |
47.1 |
Controlled investments
Development of the new engine required a total investment of ?500 million, broken down as ?200 million for engineering product/process, ?250 million for industrial investments, and ?50 million on suppliers. It is made at Renault?s Cléon powertrains plant in Normandy, the first Renault powertrains plant in the world in terms of production volumes. The Cléon factory achieves 40% of the group?s powertrains production and has produced 856,000 engines and 1,050,000 gearboxes in 2004.
New PK4 gearbox
The new engine is coupled with the new PK4 gearbox, also made at Renault?s Cléon powertrains plant in Normandy. This six-speed three-shaft manual unit, derived from the PK6 currently used with high-torque engines, introduces a number of special developments.
With its reinforced bearings and gear trains, the PK4 gearbox handles torques up to 360 Nm. A die cast aluminium casing gives low weight (54.5 kg dry) plus rugged resistance. In addition, the PK4 also features a more compact spherical differential.
The PK4 implements ultramodern engineering upgrades to minimize the noise characteristic of manual gearboxes. Acoustic resonance phenomena are reduced by using contoured housings, close to the shafts and gear trains. Reverse gear is synchromeshed, which means it can be engaged before the vehicle comes to a complete standstill, a further convenience enhancement for this new transmission.
ENDS
Technical specifications of 150hp Laguna 2.0 dCi with PK4 six-speed manual gearbox
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Saloon |
Estate |
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Engine |
M9R 150 hp |
M9R 150 hp |
|
Gearbox |
Six-speed manual |
Six-speed manual |
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Pollution control |
Euro 4 |
Euro 4 |
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Administrative details |
| |
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Administrative power rating (France) |
8 |
9 |
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Seats |
5 |
5 |
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Engine |
| |
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Engine type |
M9R 740 |
M9R 740 |
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Capacity (cc) |
1995 |
1995 |
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Bore x stroke (mm) |
84 x 90 |
84 x 90 |
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Cylinders |
4 |
4 |
|
Compression ratio |
16.0 : 1 |
16.0 : 1 |
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Valves |
16 |
16 |
|
Maximum power (kW EEC (hp)) |
110 (150) |
110 (150) |
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Engine speed at maximum power (rpm) |
4000 |
4000 |
|
Maximum torque (Nm EEC (m.kg DIN)) |
340 |
340 |
|
Engine speed at maximum torque (rpm) |
2000 |
2000 |
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Injection |
Direct, with common rail and turbocharger |
Direct, with common rail and turbocharger |
|
Fuel |
Diesel |
Diesel |
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Gearbox |
| |
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Gearbox type |
PK4 |
PK4 |
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Forward speeds |
6 |
6 |
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Speeds (mph) at 1000 rpm in first |
5.59 |
5.59 |
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in second |
10.39 |
10.39 |
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in third |
15.77 |
15.77 |
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in fourth |
21.37 |
21.37 |
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in fifth |
26.87 |
26.87 |
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in sixth |
32.45 |
32.45 |
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in reverse |
5.97 |
5.97 |
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Steering |
| |
|
Power steering |
Variable-assistance hydraulic |
Variable-assistance hydraulic |
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Turning diameter (m) between kerbs / walls |
10.9 / 11.5 |
10.9 / 11.5 |
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Axle subsystems |
| |
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Front axle |
McPherson with anti-sway bar |
McPherson with anti-sway bar |
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Rear axle |
Torsion-beam with programmed deflection and coil springs |
Torsion-beam with programmed deflection and coil springs |
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Diameter of anti-sway bar (mm), front / rear |
20.5 / 28.5 integral |
20.5 / 28.5 integral |
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Wheels and tyres |
| |
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Standard wheels (®) |
6.5 J 16 |
6.5 J 16 |
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Standard tyres, front / rear |
205 / 55 R 16 |
205 / 55 R 16 |
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Braking system |
| |
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ABS (with electronic braking distribution) |
Standard |
Standard |
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Emergency brake assist |
Standard |
Standard |
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Front: ventilated disks, diameter (mm) |
300 |
300 |
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Rear: disks, diameter (mm) |
274 |
274 |
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Performance |
| |
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Top speed (mph) |
134 |
132 |
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Acceleration 0-62mph (s) |
8.9 |
9.2 |
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Acceleration 400 m from standstill (s) |
16.6 |
16.8 |
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Acceleration 1000 m from standstill (s) |
30.3 |
30.6 |
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Aerodynamics |
| |
|
CDa |
0.62 |
0.66 |
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Consumption (EEC standards, 93 / 116) |
| |
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CO2 (g/km) |
154 |
160 |
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Urban |
37.2 |
36.2 |
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Extra-urban |
58.8 |
56.5 |
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Combined cycle |
48.7 |
47.1 |
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Capacity |
| |
|
Fuel tank (l) |
68 |
68 |
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Weight (kg) |
| |
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Kerb weight |
1 420 |
1 455 |
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Kerb weight on front axle |
930 |
925 |
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Kerb weight on rear axle |
490 |
530 |
|
Gross vehicle weight |
2 050 |
2 085 |
|
Gross train weight |
3 200 |
3 200 |
|
Maximum braked trailer weight (within gross train weight) |
1 550 |
1 500 |
|
Maximum unbraked trailer weight |
745 |
750 |