After having described in detail, we offer our road test of the new turbo diesel engine 1.6 dci 130 Renault Energy, currently mounted on Scenic and X-mod. Please note that this "millesei" delivers 130 bhp maximum power at 4000 rpm and maximum torque of 320 Nm at 1750 rpm (with 80% already achieved at 1500 rpm).
Soon Megane is also mounted in place of the venerable 1.9 DCI the same power, and some models of the French partner, Nissan. The Scenic we had already tested in detail some time ago. So we will focus in particular on the impressions that the engine has raised. Incidentally, thanks to the temperature of 18/20 ° recorded at the Paris suburbs (where we held the trial), we can now say that the cooling system with intelligent Thermomanagement works great.
The engine comes up to temperature more quickly than a conventional diesel in the interests of efficiency and noise. Just on the latter the French engineers have been working very hard: the target was to reduce the volume of the voice of the old 1.9 and the result is that the new Energy is 50% quieter.
The action "feels" the wheel, where the content is really disturbing: the engine is noticeable in a more consistent only in regimes that have little to do with the philosophy of running a diesel engine. Virtually absent from the vibrations which confirm the impression of good encapsulation unit endothermic and increase significantly the riding comfort.
We need a little 'apprenticeship to become familiar with the clutch 6-speed matched to' Energy 130: attacks the transmission in a very sudden and the foot, providing a very low contrast to the force exerted by the foot, does not provide that sensitivity needed to prevent a start to tear when you go for the first time in the car.
But it's just a speech habit. The compliance of the command can be appreciated later in urban driving. For the rest of the gear ratios are well spaced without being too "far": a 130 km / h in sixth you travel safely at 2500 rpm with a good driving comfort. The new engine gives the Joint a decisive push in the first 4 gears: power and torque feel at all from 1500 rpm and up to 3500.
In this range the engine is almost perfect, with a strong delivery, but at the same time very smooth. In the same range responsiveness to throttle input is very good, on the turbocharger turbine with low inertia. From 3500 to 4000 rpm, the pressure becomes less forceful while remaining steady and regular.
But beyond this regime and up to limiter should frankly go to the following relationship: it weakens the thrust and the noise points out that "to do these things exist gasoline. From 4500 to 5000, the feeling is that the engine squeezed, which now has everything. Not because you can imagine the sense of having planned an overspeed beyond this threshold.
But there is also the question of the mass of the car, definitely not indifferent. The best operating range, the one with the best compromise between performance and power, is what goes from 1600 to 2200 rpm. In the 5th and 6th gear should be more precise: to try to accelerate or take in these relationships, implies a system of rotation less than optimal.
With the turbine "subdued" and the car just above the minimum proceeds without hiccups. But try to gain speed in these arrangements with the engine running at about 1000 rpm it becomes impossible: besides having to be at full throttle, time to take meter stretch too much, especially in the last march.
Better to climb and sink the gas in the range of optimal use. Consumption is influenced decisively by how it is (or mistreat) the gas pedal: in "grandfather went to collect a pension" is easy to keep average 5L/100 km; just rely on the best indicators of change on the dashboard and not being with the gas pedal pad.
Conversely, when you play to have a fuel consumption below the seating change accordingly and it is easy to get them 9-10L/100 km. But keep in mind that we talk about driving with a speed almost always pull up to 4000 if not up to speed limiter. Overall, however, the motor park and it seemed pretty much in line with the great expectations.
The credit goes to the low-power devices such as the Start & Stop: what works well paired with this engine off and restarting the 4 cylinder with great precision and speed. Defects? It is Euro 6 (it will be next year) and can not currently be combined with the dual-clutch gearbox in the range.
The latter can only handle up to 280 Nm are, however, Renault's engineers designed a solution for the 320 Nm turbodiesel 1 .6. Everything has been said so 'now refers to the Scenic. But the X-mod the speech is almost the same: the smaller version of the French people carrier goes even better with the new engine because of the smaller mass with all that this entails in terms of performance and fuel consumption.
It 'also slightly more agile and determined cornering. But that's another story. Please note that the R9M, an acronym of the project 's 1.6 dci 130 hp, is the first engine to equip the new family of technologies Energy, a new pillar of the Eco-house design of the diamond. They fall in the ambitious target of Renault achieve European leadership for the limitation of CO2 emissions.
In 2020, the EC will impose on manufacturers to a maximum of 95g/km carbon dioxide emissions. The French company aims to be around 120 to 100 in 2013 and already in 2016. And the predicted expansion of the market for electric cars (like Kangoo, Fluence, and Zoe Twizy) brings up the limit of 95 g within easy reach of a few years before the ultimate limit imposed by Europe.
Model and specifications: - DYNAMIQUE / / / LUXE XMOD Energy 130 - € 25,000 / / / € 26,500 SCENIC Energy 130 - € 26,500 / / / € 28,000 
Soon Megane is also mounted in place of the venerable 1.9 DCI the same power, and some models of the French partner, Nissan. The Scenic we had already tested in detail some time ago. So we will focus in particular on the impressions that the engine has raised. Incidentally, thanks to the temperature of 18/20 ° recorded at the Paris suburbs (where we held the trial), we can now say that the cooling system with intelligent Thermomanagement works great.
The engine comes up to temperature more quickly than a conventional diesel in the interests of efficiency and noise. Just on the latter the French engineers have been working very hard: the target was to reduce the volume of the voice of the old 1.9 and the result is that the new Energy is 50% quieter.
The action "feels" the wheel, where the content is really disturbing: the engine is noticeable in a more consistent only in regimes that have little to do with the philosophy of running a diesel engine. Virtually absent from the vibrations which confirm the impression of good encapsulation unit endothermic and increase significantly the riding comfort.
We need a little 'apprenticeship to become familiar with the clutch 6-speed matched to' Energy 130: attacks the transmission in a very sudden and the foot, providing a very low contrast to the force exerted by the foot, does not provide that sensitivity needed to prevent a start to tear when you go for the first time in the car.
But it's just a speech habit. The compliance of the command can be appreciated later in urban driving. For the rest of the gear ratios are well spaced without being too "far": a 130 km / h in sixth you travel safely at 2500 rpm with a good driving comfort. The new engine gives the Joint a decisive push in the first 4 gears: power and torque feel at all from 1500 rpm and up to 3500.
In this range the engine is almost perfect, with a strong delivery, but at the same time very smooth. In the same range responsiveness to throttle input is very good, on the turbocharger turbine with low inertia. From 3500 to 4000 rpm, the pressure becomes less forceful while remaining steady and regular.
But beyond this regime and up to limiter should frankly go to the following relationship: it weakens the thrust and the noise points out that "to do these things exist gasoline. From 4500 to 5000, the feeling is that the engine squeezed, which now has everything. Not because you can imagine the sense of having planned an overspeed beyond this threshold.
But there is also the question of the mass of the car, definitely not indifferent. The best operating range, the one with the best compromise between performance and power, is what goes from 1600 to 2200 rpm. In the 5th and 6th gear should be more precise: to try to accelerate or take in these relationships, implies a system of rotation less than optimal.
With the turbine "subdued" and the car just above the minimum proceeds without hiccups. But try to gain speed in these arrangements with the engine running at about 1000 rpm it becomes impossible: besides having to be at full throttle, time to take meter stretch too much, especially in the last march.
Better to climb and sink the gas in the range of optimal use. Consumption is influenced decisively by how it is (or mistreat) the gas pedal: in "grandfather went to collect a pension" is easy to keep average 5L/100 km; just rely on the best indicators of change on the dashboard and not being with the gas pedal pad.
Conversely, when you play to have a fuel consumption below the seating change accordingly and it is easy to get them 9-10L/100 km. But keep in mind that we talk about driving with a speed almost always pull up to 4000 if not up to speed limiter. Overall, however, the motor park and it seemed pretty much in line with the great expectations.
The credit goes to the low-power devices such as the Start & Stop: what works well paired with this engine off and restarting the 4 cylinder with great precision and speed. Defects? It is Euro 6 (it will be next year) and can not currently be combined with the dual-clutch gearbox in the range.
The latter can only handle up to 280 Nm are, however, Renault's engineers designed a solution for the 320 Nm turbodiesel 1 .6. Everything has been said so 'now refers to the Scenic. But the X-mod the speech is almost the same: the smaller version of the French people carrier goes even better with the new engine because of the smaller mass with all that this entails in terms of performance and fuel consumption.
It 'also slightly more agile and determined cornering. But that's another story. Please note that the R9M, an acronym of the project 's 1.6 dci 130 hp, is the first engine to equip the new family of technologies Energy, a new pillar of the Eco-house design of the diamond. They fall in the ambitious target of Renault achieve European leadership for the limitation of CO2 emissions.
In 2020, the EC will impose on manufacturers to a maximum of 95g/km carbon dioxide emissions. The French company aims to be around 120 to 100 in 2013 and already in 2016. And the predicted expansion of the market for electric cars (like Kangoo, Fluence, and Zoe Twizy) brings up the limit of 95 g within easy reach of a few years before the ultimate limit imposed by Europe.
Model and specifications: - DYNAMIQUE / / / LUXE XMOD Energy 130 - € 25,000 / / / € 26,500 SCENIC Energy 130 - € 26,500 / / / € 28,000
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