The numeric engine referencing system used until the mid-1980s was simply the chronological sequence of engine development projects. Thus, variants based on the same engine block may have unrelated numbers.
Petrol engine with double-barrel carburetor and crossflow valve layout
Petrol engine with multi-point fuel injection with half-spherical combustion chambers and two valves per cylinder (includes also an early 16-valve version of the F-type engine)
B-U: from 750 to 2,250 cc in 50 cc, then 100 cc increments as displacement increases
V-Z: above 2250 cc in increments larger than 100 cc
zzz is a three-character alphanumeric code (usually starting with 7 or A) referring to key details of the variant's configuration (e.g., turbocharged, implemented in a specific vehicle, manual or automatic transmission, catalytic converter or not, etc. An odd number refers to an engine configured for automatic transmission, while an even number is meaning manual gearbox.)
The B family (for the Billancourt factory where it was produced,[1] also referred to as the Billancourt engine) was a cast-iron overhead valve three-bearing crankshaft inline-four designed in the mid-1940s for the 4CV and also used in the Renault 4 and Dauphine:
748 cc (out of production before alphanumeric codes were introduced)
782 cc (out of production before alphanumeric codes were introduced)
The new B family three cylinder petrol engine appeared from 2016. NMKV developed the BR06 engine based on this engine for Nissan and Mitsubishi Kei car
The C family (for the Cléon-Fonte factory where it was produced, also referred to as Sierra in early variants), being also a cast-iron overhead valve inline-four but now with a five-bearing crankshaft, designed in the early 1960s for the Renault 8. An extremely sturdy, low-cost design, it was continuously refined over its 35-year career and was used in every supermini and compact Renault type up to and including the 1993 Twingo:
C1C (689): 956 cc (65x72); 32 kW
C1E (688): 1,108 cc (70x72); 28-34 kW
C1G: 1,237 cc (71,5x77); 40 kW
C3G: 1,239 cc (74x72); 40 kW; monopoint injection
810: 1,289 cc (73x77; out of production before alphanumeric codes were introduced); 32-47 kW
C3J: 1,390 cc (75,8x77); 43 kW; monopoint injection.
C1J/C2J (847): 1,397 cc (76x77); 43-52 kW normal aspiration / 77-88 kW turbo
C6J (840): 1,397 cc (76x77 with hemispherical head); 68 kW normal aspiration, 79-116 kW turbo
The CH-serie was a 90° V6 engine developed by Gordini for Renault's autosport activities, the engine was used by Equipe RenaultElf in Formula One from 1973 to 1978.
This François Castaing design was the predecessor of the famous EF series.
CH1 (N/A): 1,997 cc Bore 86.0 mm (3.4 in) Stroke 57.3 mm (2.25 in)
The D family is the successor to the smaller versions of Type C, introduced in the mid-1990s, and is a cast-iron overhead camshaft inline-4 that powers the Renault Twingo:
The E family (for Energy) is the successor to the larger versions of Type C. It is a cast-iron overhead camshaft inline-4 introduced on the Renault 19 in 1988 and widely used in the Clio and Mégane lineups:
E5F/E7F: 1171 cc
E5J/E6J/E7J: 1390 cc (E7J 260 with gearbox JH3 050 - is used in Dacia SuperNova. Solenza has E7J 262)
The EF-serie was a 90° V6 Turbocharged engine jointly developed by Renault and Gordini, the engine was used by Equipe RenaultElf in Formula One from 1977 to 1985.
This engine derived from the CH series designed by François Castaing, the F1 engine was developed by Bernard Dudot.
EF1 Turbo: 1,492 cc Bore 86.0 mm (3.4 in) Stroke 42.8 mm (1.7 in) 7.0:1 Compression
The F inline-4 family (for Fonte, French for cast iron) was the successor to the A family. Launched in 1981 on the Renault 9 and Renault 11, it has been the mainstay of Renault's engine lineup through the early 2000s in a succession of increasingly powerful petrol and Diesel variants in overhead camshaft configurations. It was also Renault's first production four-valve design. It is being replaced by the M engine resp. R engine (diesel only).
F1N/F2N/F3N: 1721 cc
F7P: 1764 cc (injection R19 16V 138HP)
F3P: 1794 cc
F4P: 1783 cc (evolution of the F3P, 16V with variable valve control on the inlet camshaft)
The G engine was designed in the late 1980s to be a modular family of overhead camshaft inline 4- and 5-cylinder petrol and diesel engines. A G7R petrol and a G8T Diesel variant were in development when Renault announced a merger with Volvo who was designing its own modular family along the same lines. The group decided to cancel the petrol versions, but diesel production started in 1993 and they were built for nearly two decades, until 2011. Despite the breakdown of the merger in 1993, Renault did use Volvo petrol engines (Type N) in its mid- and full-size models until the early 2000s.
H engines summarize two families of gasoline engines, the smaller with a max. cylinder bore of 72.2 mm and a larger family with typically 78 mm bore:
The smaller family covers 0.9 - 1.33 litres of swept volume and was co-developed by Renault, Mercedes-Benz and Nissan. The largest naturally aspirated version has three cylinders and 1.0L, four cylinder engines are not known without turbocharging. In most cases Renault or Mercedes introduced these engines into their cars.
The bigger family covers 1.0 - 1.6 litres of swept volume and are co-developed by Renault and Nissan with no known involvement from Mercedes-Benz and Mercedes-Benz does not utilize any one of these engines. Engines are mostly naturally aspirated while some versions with turbo or super charging are available. Most engines had been introduced by Nissan.
Multiple usage of the Renault H series resp. Nissan HR name plates may cause some confusion because both families offer a three-cylinder 1.0L version and another 1.2L version with 3 resp. 4 cylinders. It appears to be that the earlier engine was named HR10 (bore 78mm x 69.7 mm stroke) while the later got HRA0 (72.2 x 83.1) resp. the earlier was named HR12 (78 x 83.6) and the later got HRA2 (72.2 x 73.1). Renault may not suffer from this because they never utilized the bigger three cylinder engines. Nonetheless both families have DOHC and an aluminium alloy crankcase and cylinder head. For this engine family some of the naming system has been taken over from Nissan: 't' means 'turbo-charged' and 'k' stands for 'kaizen' which means 'change for better' or 'continuous improvement' in Japanese.
late 2008- : H4Jt, 1397 cc, turbo-charged petrol engine used on Renault Mégane
11/2014- : H4D, 999 cc, n/a petrol engine used on Renault Twingo
05/2018- : H5Ht, 1332 cc, used on Mercedes A class(W177) and other compact cars, Renault Scenic IV, Renault Captur, Renault Megane IV, Renault Clio V, Nissan Qashqai, Renault Kadjar, Dacia Duster, Renault Samsung XM3, Renault Oroch
The J family (also referred to as the Douvrin engine) was an all-aluminum overhead camshaft inline-four design jointly developed with PSA. Introduced in 1977, it was phased out in 1996 and replaced by the F series.
Renault used this engine first in the Laguna in 1997, shortly after it became available in the Safrane, and the Espace rated 194 PS (143 kW). Engines after 2001 got a new injection system and variable valve timing, this variant is rated 211 PS (155 kW), was being used in the Avantime, and the Laguna II V6.
The engine was also used in the Clio V6, rated 230 PS (169 kW) in the phase 1 vehicles, and 255 PS (188 kW) after the facelift.
The M engine is an overhead camshaft engine developed jointly with Nissan, who refer to it as the MR engine. Two Diesel versions are in use at Renault as of the mid-2000s, although the petrol versions already launched by Nissan will almost certainly be used as well.
The S engine was a cast-iron overhead camshaft inline-4 Diesel engine sourced from Italian engine manufacturer SOFIM. It has been used in the Trafic and Master utility van and the Safrane sedan since 1981:
The V engine is Renault's internal designation for the Nissan VQ engine, an overhead camshaft V6 used in the Vel Satis sedan, Latitude and Espace minivan. The V designation is also used for an unrelated diesel V6 engine jointly developed by Renault and Nissan, used in the Renault Laguna coupé, Latitude and designated V9X.
The X engine (referred to as XZ and XY by PSA) was an all-aluminum overhead camshaft inline-4 jointly developed with PSA. Introduced in 1974, it powered the ill-fated Renault 14 midsize car and was phased out in 1982 by evolutions of the C series:
