Renault Duster cars are equipped with engines of two modifications: K4M with a volume of 1.6 liters and F4R with a volume of 2.0 liters.

Особенности конструкции двигателей Renault DusterОсобенности конструкции двигателей Renault Duster

Both 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.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault Duster

The system provides 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).

Особенности конструкции двигателей Renault Duster

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 an engine speed of up to 1450 min-1, the supply voltage is not supplied to the solenoid valve - it is closed.

At a crankshaft speed in the range of 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 the 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.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault Duster

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 are located in two rows, V-shaped, 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.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault DusterОсобенности конструкции двигателей Renault Duster

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 axis of the lever.

The hydraulic supports of the valve levers are installed in the sockets of the cylinder head.

Oil into the hydraulic support comes from the line in the cylinder head through a hole in the hydraulic support housing.

Особенности конструкции двигателей Renault Duster

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.

Особенности конструкции двигателей Renault Duster

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 drive sprocket of the pump drive is clamped between the timing pulley and the crankshaft shoulder as a result of tightening the package of parts with the bolt securing the accessory drive pulley.

Особенности конструкции двигателей Renault Duster

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 by a spring clip.

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.

Особенности конструкции двигателей Renault Duster

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 bearings (from the side of the camshaft plugs) of the shafts and hydraulic valve mounts.

Through the grooves and drills in the extreme bearing journals of the camshafts, oil flows into the shafts, and through the drills in the other sheikhs of the shafts - to other camshaft bearings.

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.

Possible engine malfunctions

Cause of malfunction / Remedy

The engine will not start

No fuel pressure in the rail:

- Clogged fuel lines

Flush and purge fuel tank and fuel lines

- The fuel pump is faulty

Replace pump Repair fuel module Renault Duster

- Clogged fuel filter

Replace filter Replace additional fuel filter Renault Duster

- Defective fuel pressure regulator

Replace pressure regulator

- Faulty ignition system

Diagnose the engine management system

The engine does not develop full power and does not have sufficient throttle response

- Faulty throttle position sensor

Replace the throttle assembly How to remove the throttle assembly Renault Duster

- Insufficient pressure in the fuel rail

See above

- Air filter dirty

Replace filter element

- Faulty ignition system

Diagnose the engine management system

- Insufficient compression - below 10 kg / cm 2:

- Broken cylinder head gasket

Replace the gasket Replacing the cylinder head gasket for Renault Duster

- Burnout of pistons, breakage or stuck piston rings

Clean the rings and piston grooves from carbon deposits, replace the rings

- Poor adhesion of valves to seats

Replace damaged valves, grind seats

- Excessive wear on cylinders and piston rings

Replace pistons, bore and honed cylinders

Engine runs unstable or stalls at idle speed:

- Insufficient pressure in the fuel rail

See above

- Air leaks through the hose connecting the receiver to the vacuum brake booster

Tighten the fastening clamps, replace the damaged hose

- Faulty ignition system

Diagnose the engine management system

Insufficient oil pressure in a warm engine:

- Poor oil quality

Change oil Change engine oil and filter Renault Duster

- Dilution or foaming of the oil due to the penetration of fuel or coolant into the crankcase

Eliminate causes and change oil

- Contamination of the working cavity or wear of parts of the oil pump

Flush or repair the oil pump

- Clogged oil filter

Change the oil filter

- Looseness or clogging of the oil receiver

Flush or repair the oil receiver

- Increased clearance between the main and connecting rod bearings and the crankshaft journals

Grind the necks and replace the earbuds

Crankshaft main bearing knocking: Usually a dull, metallic knock. It is detected when the gas pedal is pressed sharply.

Its frequency increases with increasing crankshaft speed.

Excessive axial crankshaft clearance results in sharper, uneven spacing, especially noticeable when the crankshaft speed is gradually increased or decreased

- Insufficient oil pressure

See malfunction - insufficient oil pressure

- Increased clearance between the thrust flanges of the middle main bearing shells and the crankshaft

Replace half rings with new ones, check clearance

Connecting rod bearing clatter: Connecting rod bearing clatter is sharper than main bearing clatter. A knock is heard at idle, with a sharp opening of the throttle valve. The knock can be easily identified by turning off the spark plugs one at a time.

- Increased clearance between the crankshaft connecting rod journals and liners

Replace bushings and grind the crankshaft journals

Knocking of pistons: Knocking noise, muffled, is caused by the beating of the piston in the cylinder. Better audible at low engine speed and under load

- Increased clearance between pistons and cylinders

Replace pistons, bore and honed cylinders

- Excessive clearance between piston rings and piston grooves

Replace rings or pistons with rings

Increased noise of the gas distribution mechanism:

- Reduced oil pressure in the lubrication system

See fault "Insufficient oil pressure"

- Wear of camshaft cams

Replace the camshaft

A knock on a cold engine, audible for two to three minutes after starting and intensifying with an increase in the crankshaft speed:

- Increased clearance between pistons and cylinders

Piston knocking that disappears after the engine has warmed up and is not a malfunction. With constant knocking, replace the pistons, bore and hon the cylinders

- Looseness of the crankshaft pulley

Tighten the mount

Short knocks immediately after starting the engine:

- Use of substandard oil with low viscosity

Change oil

- Increased axial clearance of the crankshaft

Replace persistent half rings

- Increased clearance in the front main bearing

Replace the front main bearing shells

Knocks in a warm engine at idle speed:

- Looseness or wear of the accessory drive belt

Replace the belt

Noise of parts of the gas distribution mechanism

See "timing failure"

- Use of substandard oil

Change oil

- Increased clearances between piston pins and piston pin bores

Replace pistons and pins

- The axes of the upper and lower connecting rod heads are not parallel

Replace connecting rod

Strong knocks in a warm engine with an increased crankshaft frequency:

- Excessively tensioned accessory drive belt or cracks and breaks on it

Replace the damaged belt Check and replace the belt of Renault Duster auxiliary units

- Loose flywheel fastening

Tighten the flywheel mounting bolts to the required torque

Increased engine vibration:

- Crankshaft imbalance

Remove and balance the crankshaft

- Unequal values of compression in cylinders

Eliminate the cause of insufficient compression

- The suspension mounts of the power unit are badly worn

Replace the powertrain suspension mounts

Engine knocking when operating under load:

- Use of low octane gasoline

Change gasoline

Increased oil consumption:

- Leakage of oil through the engine seals

Tighten fasteners or replace gaskets

- Clogged crankcase ventilation system

Flush the crankcase ventilation system parts

- Wear of engine piston rings

Replace pistons and rings

- Broken piston rings

Replace rings

- Coking of oil scraper rings or grooves in piston grooves due to the use of substandard oil

Change engine oil, clean rings and grooves from carbon deposits

- Worn or damaged valve stem seals

Replace valve stem seals Replace valve stem seals Renault Duster

- Increased wear on valve stems or guide bushings

Replace valves, repair cylinder head

Engine overheating:

- Insufficient amount of liquid in the cooling system

Add coolant to the cooling system

- The outer surface of the radiator is heavily soiled

Clean the outside of the radiator with a water jet

- Faulty thermostat

Replace the thermostat Removing the thermostat and thermostat housing Renault Duster

- The electric fan of the cooling system is faulty

Check the fan motor, its switch-on sensor and relay, replace defective parts

- The valve of the expansion tank plug of the cooling system is faulty

Replace the expansion tank cap

- Use of low octane gasoline

Change gasoline

Rapid drop in liquid level in the expansion tank:

- Damaged radiator

Repair or replace the radiator

- Damage to hoses or gaskets in connections

Replace damaged hoses and gaskets

- Leakage of fluid through microcracks in the cylinder block or cylinder head

Check the tightness of the block and cylinder head