The Energy dCi 130 engine is a high-tech package derived from Renault's F1 experience. This 1.6-litre Diesel engine is the most performant in its category. Thus equipped, with fuel consumption of 64.2 mpg and 115 g/km CO2 emissions, Scénic and Grand Scénic become the market's most fuel-efficient MPVs.

How the engine works

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Preserved performance 

Developed within the framework of the Alliance, the newcomer's performance credentials are similar to those of its predecessor, the 1.9 dCi 130 engine. This 1.6-litre powerplant delivers peak power of 96kW (130hp) and generous torque of 320Nm available across a broad rev-band. The Energy dCi 130 is initially available under the bonnet of the Scénic MPVs (Scénic and Grand Scénic), and will soon equip the Mégane family and some vehicles from Nissan's C-segment. 


This new block marks the beginning of a new phase in Renault's engine downsizing policy. The downsizing was obtained thanks to the shortening of the stroke of the pistons and a redesign of the reciprocating parts. The cylinder's swept volume is reduced and thereby diminishes the amount of fuel being burned during each cycle. Performance levels have been maintained, however, by improving turbocharging efficiency.


Energy dCi 130 successfully combines driving enjoyment and fuel-efficiency, yet still returns record low fuel consumption (64.2 mpg) and CO2 emissions (115 g/km) on Scénic and Grand Scénic*.

From F1 to road cars: in continued pursuit of mechanical excellence 

The technology transfer from Renault Sport F1 to road cars was facilitated by Philippe Coblence, the design office manager for the R9M project (Energy dCi 130), who formerly held the same position in Viry-Châtillon, working on F1 engines*.


Three areas where F1 thinking was applied to the new Renault Energy dCi 130 engine are:


A 'square' architecture: the configuration of an engine is said to be square when piston stroke is similar to the diameter of the cylinder (bore), an arrangement which allows large-diameter valves to be housed in the cylinder head for more efficient filling of the combustion chambers, thus boosting performance


Transverse water flow: this cooling technique, which is common in Formula 1, minimizes downforce losses and enables a smaller and therefore less energy-consuming water pump to be fitted.


Work on internal friction: integration of a UFLEX oil control ring technology, common in F1. As explained by Philippe Coblence, "the principle is comparable with that of a multi-blade razor. It adapts naturally to the contour without having to exert high pressure on the cylinder wall. The result is maximum efficiency and less friction".

Packed with advanced technology 

With no fewer than 30 patents registered, the Energy dCi 130 features a raft of solutions that have enabled significant CO2 emissions (-20%) and fuel consumption savings (-30g/km)*:


Low pressure EGR (Exhaust Gas Recirculation) : Renault will be the first volume manufacturer to introduce this technology on a wide scale in Europe. Low pressure EGR involves uprating the exhaust recirculation rate while at the same time containing intake pressure and the temperature of the turbocharger. The system consists in recovering the exhaust gases further downstream, once they have been through the turbine and particulate filter. Emissions of nitrogen oxides are eliminated more efficiently in this way than is the case with a high pressure EGR, and engine efficiency is improved. The combustion is of a higher quality and CO2 emissions are reduced.


Stop&Start technology involves automatically cutting the engine when the vehicle comes to a standstill, and re-starting it when the vehicle needs to pull away again. This technology is to be gradually introduced on forthcoming engines.


Variable swirl technology actively controls how the mix swirls inside the combustion chamber as a function of the demand being made of the engine.


A variable displacement oil pump allows oil flow to be adjusted as a function of the engine's precise needs in order to minimise the amount of energy required to drive the pump.


Thermal management increases the speed at which the engine reaches its working temperature in order to minimise friction (oil viscosity).


Multi-injection strategy uses latest-generation seven-hole solenoid-operated injectors which are capable of generating several, extremely short squirts (up to six per cycle), thereby permitting combustion efficiency to be finely adjusted. This technology results in lower fuel consumption, fewer polluting emissions and less noise.


ESM (Energy Smart Management): This involves recovering the energy generated under deceleration and braking to relieve the engine by isolating the alternator during moments of low efficiency. This entails changes to battery technology.


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