The Douvrin family is an all-aluminum inline-fourautomobileengine 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.[1]
Construction
This engine had an aluminium alloy block with cast iron liners, and an aluminium alloy head with one overhead camshaft driven by belt.
Its displacement varied from 1995 to 2165 cc.
This engine should not be confused with the PSA-Renault X-Type engine whose displacement varied from 954 to 1360 cc and had a gearbox integrated to the block.
The Douvrin engine on the contrary, had a conventional (external) gearbox setup, and was longitudinally or transversely mounted depending on car model.[1]
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
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 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 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 2.2 litre Chrysler Type 180 engine, which displaced 2.2 L (2,155 cc)
1983–1992 Itasca Phasar (built on Trafic chassis and cab)
2.1 Diesel
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 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 1984-1987 Jeep Wagoneer, Cherokee and Comanche models
- Garrett T3 turbocharged 8-valve version was fitted by AMC-Renault in the 1983-1986 Winnebago Lesharo/Itasca Phasar, based on the Renault Trafic I 'P'latform chassis, albeit only in FWD, LWB designs.
