Engine Renault F8M

The 1.6-liter Renault F8M or 1.6 D diesel engine was assembled by the company from 1982 to 1994 and was installed on models with indexes 5, 9, 11, as well as Express and Volvo 340/360. It was with this motor that the history of diesel engines of the French concern for passenger cars began.

F-series diesels also include: F8Q, F9Q and F9Qt.

In 1982, the first engine from the Renault F-series powertrain line was introduced, which featured an overhead camshaft and a cylinder block without liners. And it was a pre-chamber diesel engine with a cast-iron block and an aluminum 8-valve cylinder head without hydraulic lifters, a timing belt drive and a conventional Bosch VE mechanical injection pump.

In 1987, the second generation of the unit appeared, which was distinguished by a different valve cover. To reduce noise from the engine, the design of the cylinder head was revised, and it was at this moment that the proprietary problem of Renault diesels with cylinder head cracking appeared.

The engine was installed on:

  • Renault 5 (C40) in 1985 – 1996;
  • Renault 9 (X42) in 1982 – 1988;
  • Renault 11 (B37) in 1982 – 1988;
  • Renault Express 1 (X40) in 1985 – 1994;
  • Volvo 340 in 1985 – 1991 (as D16);
  • Volvo 360 in 1984 – 1989 (as D16).

Specifications

Production years 1982-1994
Displacement, cc 1595
Fuel system prechambers
Power output, hp 54 – 56
Torque output, Nm 98 – 102
Cylinder block cast iron R4
Block head aluminum 8v
Cylinder bore, mm 78
Piston stroke, mm 83.5
Compression ratio 22.5
Hydraulic lifters no
Timing drive belt
Turbocharging no
Recommended engine oil 10W-40, 15W-40
Engine oil capacity, liter 5.9
Fuel type diesel
Euro standards EURO 0
Fuel consumption, L/100 km (for Renault Express 1986)
— city
— highway
— combined
8.3
5.2
6.4
Engine lifespan, km ~400 000
Weight, kg 140

Disadvantages of the Renault F8M engine

  • Diesels from this family do not tolerate overheating and the head of the block leads to them very often, and after the modernization of 1987, the cylinder head also began to crack, usually in the region of the prechambers.
  • The Bosch VE mechanical high-pressure fuel pump is quite reliable and practically does not cause problems, therefore nozzles and most often their sprayers are the cause of thrust failures.
  • The pipes in these engines did not differ in reliability initially, and in old units they crack constantly. So the diagnosis here begins with the search for air leaks.
  • From old age and regular overheating in the power unit, gaskets and seals are rented out. Most often, oil oozes from under the valve cover or through the crankshaft oil seals.
  • Also, there is very weak wiring and many electrical failures are associated with it.

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