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The Douvrin family was an all-aluminum inline-four automobile engine designed in the early 1970s and produced from 1977 to 1996 by Compagnie Française de Mécanique, a joint-venture between PSA and Renault located in the town of Douvrin in northern France. This engine is designed by the engineer Jean-Jacques His (father of Formula 1 engines from Renault and Ferrari). It was produced in the same factory as the PRV V6, which also is sometimes known outside France as the "Douvrin" V6. The Douvrin engine is also referred to as the ZDJ/ZEJ engine by Peugeot, and as the J-type engine by Renault.
|ZDJ/ZEJ engine (Peugeot)|
J-Type engine (Renault)
|Manufacturer||Française de Mécanique|
|Also called||Douvrin, "Suitcase engine"|
|Displacement||1.0–2.2 L (954–2,165 cc)|
|Cylinder bore||86 mm (3.39 in)|
88 mm (3.46 in)
|Piston stroke||82 mm (3.23 in)|
89 mm (3.5 in)
|Block material||Aluminium alloy|
|Head material||Aluminium alloy|
|Valvetrain||SOHC 2 or 3 valves x cyl.|
|Turbocharger||Variable-nozzle (on some versions)|
Multi-point fuel injection
|Management||Bosch K-Jetronic, LE2-Jetronic, LU2-Jetronic, Renix|
|Fuel type||Gasoline, Diesel|
|Power output||64–175 PS (47–129 kW; 63–173 hp)|
|Torque output||16.9–19.2 kg⋅m (166–188 N⋅m; 122–139 lbf⋅ft)|
|Successor||XU engine (PSA)|
F-Type engine (Renault)(petrol)
G-Type engine (Renault)(diesel)
Douvrin "Suitcase Engine"Edit
Constructed from aluminium alloy, chain driven overhead camshaft, with gearbox in the sump sharing engine oil for lubrication, typically mounted almost on its side. For this reason it is often nicknamed the "suitcase engine" owing to the way in which the engine has to be split open in order service the transmission. It was available with versions from 954 to 1,360 cc (1.0 to 1.4 L).
Though somewhat dull (with only a 6000 rpm redline) and slow in throttle response, the normally aspirated 8-valve versions proved extremely reliable. Mileages of over 300,000 km (190,000 mi) without major repairs are not uncommon. The 12-valvers are much livelier and also boast above-average reliability. The turbocharged versions have only average reliability.
|Code||Models||Power||Torque||Compression ratio||Valves||Fuel supply|
|829 A5||Citroën CX||108 PS (79 kW; 107 hp) at 5500 rpm||16.9 kg⋅m (166 N⋅m; 122 lbf⋅ft) at 3250 rpm||9.2:1||8||Carburettor|
|ZEJK 829B||Peugeot 505||110 PS (81 kW; 108 hp) at 5250 rpm||17.4 kg⋅m (171 N⋅m; 126 lbf⋅ft) at 4000 rpm||Bosch K-Jetronic mechanical multi-point fuel injection|
It was produced in a variety of configurations for Renault:
- naturally aspirated 8-valve, single-barrel carburetor, 90 PS (66 kW; 89 hp), from 1978 to 1993
- naturally aspirated 8-valve, double-barrel carburetor, 110 PS (81 kW; 108 hp), from 1977 to 1992
- naturally aspirated 8-valve, multipoint, Bosch L(U/E) Jetronic fuel injection, 120 PS (88 kW; 118 hp) (107 PS (79 kW; 106 hp) with catalytic converter), from 1984 to 1989 (Catalytic converters required in North American market only.)
- naturally aspirated 8-valve, multipoint, BENDIX ECU-driven, fuel injection, 120 PS (88 kW; 118 hp) (107 PS (79 kW; 106 hp) with catalytic converter), from 1989 to 1996
- Sold as Chrysler Eagle Medallion (R21 assembled in Canada) 1988-1989.
- naturally aspirated 12-valve, multipoint fuel injection, 140 PS (103 kW; 138 hp), (136 PS (100 kW; 134 hp) with catalytic converter), from 1989 to 1996
- turbocharged 8-valve, multipoint fuel injection, 175 PS (129 kW; 173 hp) (162 PS (119 kW; 160 hp) with catalytic converter), from 1987 to 1993 (Catalytic converters fitted IAW EC directive in MY '89; now referred to as EURO III).
The 2.2 L (2,165 cc) version was derived from the 2.0 L (1,995 cc) by a simple stroke extension from 82 to 89 mm (3.23 to 3.50 in), making it an undersquare design. Most parts, including the cylinder head, were identical to the those of the 2-liter unit.
This engine proved as reliable as its 2.0-liter counterpart. It is often confused with the somewhat similar Simca Type 180, which displaced 2.2 L (2,155 cc) that had a history of cracking valve seats under the pressure of the turbocharging in the N9TE engine used by Peugeot, after acquiring Simca-Talbot.
|Code||Models||Power||Torque||Compression ratio||Valves||Fuel supply|
|J6T A500||Citroën CX||117 PS (86 kW; 115 hp) @ 5600 rpm||18.1 kg⋅m (178 N⋅m; 131 lbf⋅ft) @ 3250 rpm||9.8:1||8||Carburettor|
|ZDJK||Peugeot 505||9.2:1||Bosch K-Jetronic multipoint mechanical fuel injection|
|ZDJL 851B||130 PS (96 kW; 128 hp) @ 5750 rpm||19.2 kg⋅m (188 N⋅m; 139 lbf⋅ft) @ 4250 rpm||9.8:1||Bosch LE2-Jetronic multipoint electronic fuel injection|
|ZDJL 851X||117 PS (86 kW; 115 hp) @ 5750 rpm||8.8:1||Bosch LU2-Jetronic multipoint electronic fuel injection with catalytic converter|
It was produced in fewer configurations than the smaller version for Renault:
- normally aspirated 8-valve, double-barrel carburetor, 110 PS (81 kW; 108 hp), from 1977 to 1992
- normally aspirated 8-valve, multipoint fuel injection, 121 PS (89 kW; 119 hp) (107 PS (79 kW; 106 hp) with catalytic converter), from 1983 to 1996
- normally aspirated 12-valve, multipoint fuel injection, 137 PS (101 kW; 135 hp), from 1989 to 1996
- 1992-1994 440 2.0L (1995cc)
The 2.1 L (2,068 cc) Diesel version was derived from the 2.0 L (1,995 cc) petrol version by a bore reduction from 88 to 86 mm (3.46 to 3.39 in) and a stroke extension from 82 to 89 mm (3.23 to 3.50 in). Cast-iron cylinder liners were used to withstand the higher compression ratio of Diesel combustion. The cylinder head was of course specific and was a Ricardo-type pre-chamber design fed by a mechanically controlled fuel pump. This engine was only used by Renault in three versions:
- normally aspirated 8-valve, 64 PS (47 kW; 63 hp), from 1979 to 1992
- turbocharged 8-valve, 88 PS (65 kW; 87 hp), from 1982 to 1992 - 1),2)
- turbocharged 8-valve with variable-nozzle, 92 PS (68 kW; 91 hp), from 1990 to 1996
- - Garrett T2 turbocharged 8-valve version was fitted by AMC-Renault in the 1985-1987 Jeep Cherokee and Comanche models
- - Garrett T3 turbocharged 8-valve version was fitted by AMC-Renault in the 1983-1992 Winnebago Lesharo/Itasca Phasar, based on the Renault Trafic I 'P'latform chassis, albeit only in FWD, LWB designs.
Reliability of all Diesel versions has been poor with many problems at the cylinder head and block connection has been verified, usually around 200,000 km (120,000 mi), often the pre-chamber number 3 present cracks, requiring a head change, especially on Jeeps, due to an excessive mass for this engine. In 1995, Renault issued a Technical Note 2825A regarding an updated head gasket torquing procedure for both the petrol and diesel Douvrin engines as a number of reported head gasket failures in the diesels were due to overheating of the block and failure to follow existing Renault Factory procedures on removing the head w/o requiring installing new bottom cylinder seals and required using new head (stretch) bolts.