Douvrin engine

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).

The 2.0 L (1,995 cc) was an oversquare design with a single belt driven overhead camshaft, an 88 mm × 82 mm (3.46 in × 3.23 in) bore and stroke.

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.

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.

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.

• List of PSA engines
• List of Renault engines
• List of engines used in Chrysler products