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May 11, 2011

THE NEW 'ENERGY dCi 130' DIESEL ENGINE A HIGH-TECH PACKAGE DERIVED FROM RENAULTS F1 EXPERIENCE As Renault pursues its downsizing policy, the brand new Energy dCi 130 engine the

latest flagship of the brands powertrain range is now available for driving tests.

The Energy dCi 130 engine is based on a particularly efficient design which features a square architecture derived from Renaults experience in F1, plus an unprecedented technological package (more than 30 patents for this size of engine.

A carefully-developed Stop&Start system combined with deceleration/regenerative braking

Cold-loop, low-pressure exhaust gas recirculation (EGR). Renault is the first manufacturer to introduce this technology in Europe

Thermal management technology Variable displacement oil pump Variable swirl technology A multi-injection system designed to optimise particulate filter regeneration

The all-new Renault Energy dCi 130 engine (R9M) was developed in keeping with Renault's desire to make innovation available to as many motorists as possible. It is the worlds most powerful engine of its size and successfully combines driving enjoyment and fuel-efficiency, yet still returns record low fuel consumption and CO2 emissions.

The peak power of this 1.6-litre powerplant is 130hp, while its generous torque stands at 320Nm.

With fuel consumption of 4,4l/100km and 115g/km CO2 emissions: Scnic and Grand Scnic become the market's most fuel-efficient MPVs. Despite their exceptional performance credentials, they also qualify for the Renault eco signature, the criteria for which have been stepped up. o Thanks to its timing chain and maintenance-free particulate filter, the Energy dCi 130

guarantees impeccable reliability.

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o Special attention has been paid to the engine's acoustic performance. In Scnic, its acoustics are of a quality associated with D-segment vehicles.

This new engine profits significantly from the fact that it was developed within the framework of the Alliance and combines:

Renault's expertise in advanced diesel engine technology The most rigorous production techniques

The Energy dCi 130 is manufactured in France at the brand's Clon plant which specialises in the production of the group's advanced diesel engines.

The Energy dCi 130 engine fits perfectly with Renault's powertrain strategy. Thanks to the Energy family of internal combustion engines and the marques line-up of electric vehicles, Renault will significantly cut the fuel consumption and CO2 emissions of its vehicles. Thanks to these innovations, Renault's European range should come down from 135g/km today to less than 120g/km by 2013 and to less than 100g/km by 2016.

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EXECUTIVE SUMMARY

4.4 LITRES/100KM AND 115 G/KM: RECORD LOW FUEL CONSUMPTION AND CO2 EMISSIONS................................................................................................................. page 4

FROM F1 TO ROAD CARS: IN CONTINUED PURSUIT OF MECHANICAL EXCELLENCE ....................................................................................................................page 5 AN UNPRECEDENTED TECHNOLOGICAL PACKAGE AT THIS LEVEL OF RANGE ....page 7

Maintaining outstanding performances........................................................ page 7 Saving grams of CO2....................................................................................... page 7

Work on reducing internal friction................................................. page 8 The introduction of new technologies........................................... page 8

Carefully tuned acoustics .............................................................................. page 9

RENAULT - THE ALLIANCES DIESEL EXPERT ............................................................ page 11

ADDITIONNAL INFORMATION APPENDIX 1: FOCUS ON ENERGY DCI 130 ENGINES TECHNOLOGY ...................... page 14

New generation downsizing................................................................................page 14

Stop & Start system ............................................................................................ page 15

Regenerative braking system ............................................................................. page 16

Low pressure EGR (Exhaust Gas Recirculation)..............................................page 16

Thermomanagement technology........................................................................ page 17

Variable displacement oil pump ......................................................................... page 19

Variable swirl technology.................................................................................... page 20

Multi-injection strategy........................................................................................ page 210

APPENDIX 2: RENAULT SCNIC AND GRAND SCNIC LATEST EVOLUTIONS .......page 22

APPENDIX 3: RENAULTS POWERTRAIN STRATEGY .................................................page 23

APPENDIX 4: RENAULT STRENGTHENS TWO OF THE THREE REQUIREMENTS TO QUALIFY FOR ITS ECO2 SIGNATURE ....................................................................... page 23

APPENDIX 5: RENAULT SCNIC ENERGY dCi 130 TECHNICAL DATA ..................... page 24

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4.4 litres/100km and 115g/km*: record low fuel consumption and CO2 emissions

The first engine to appear in the Energy family is the Energy dCi 130 which will gradually supersede

the 1.9 dCi 130 (F9Q), initially in the Scnic and Grand Scnic ranges, then across the entire

Mgane family.

The 1.6-litre Energy dCi 130 is the worlds most powerful engine of its size, and therefore naturally

best-in-class. Maximum power is 130hp, while peak torque is a generous 320Nm at 1,750rpm, some

80 per cent of which is available from 1,500rpm. In order to deliver real driving enjoyment in all

situations, the newcomer boasts impressive performance and response worthy of larger capacity

powerplants.

At the same time, its combined-cycle fuel consumption (NEDC) is 20 per cent better than the 1.9 dCi

130 engine it replaces, while CO2 emissions have been slashed by 30g/km.

With the Renault Energy dCi 130 under the bonnet, Scnic and Grand Scnic will become the

market's most frugal MPVs, with CO2 emissions of 115g/km and fuel consumption of

4.4 litres/100km, which extends their potential range on a full tank by 300 kilometres. They also

qualify for the Renault eco signature, the criteria for which have been stepped up recently.

In keeping with its tradition of innovation, Renault's objective was to bring its customers a core-range

engine that durably delivered best-level CO2 emissions and fuel consumption without detracting from

driving pleasure.

(*) Figures for Scnic and Grand Scnic

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It is to this challenge that Renault's engine specialists rose in 2006 when they began designing this

brand new engine. Working from a clean sheet of paper, the overriding aim was to produce a simple,

efficient engine with innovation built into its genetic make-up. This decision meant that the

engineering team was able to incorporate a range of advanced technologies from the outset to

ensure a high standard of reliability. It also enabled fuel consumption and CO2 emissions to be

slashed considerably. For the first time at this level, this engine incorporates six such CO2

technologies and saw Renault register no fewer than 30 patents.

This new block consequently marks the beginning of a new phase in Renault's engine downsizing

policy. Some 75 per cent of the 264 components that have gone into the Energy dCi 130's are new,

while most of the other 25 per cent come from the 2.0 dCi engine (M9R) which is widely acclaimed

for its quality and reliability.

Eric Blanchard (Energy dCi 130 Project Leader): Developing a new engine meant we were able to

take advantage of the latest technological developments and also have a totally free rein with regard

to design".

From F1 to road cars: in continued pursuit of mechanical excellence

The Energy dCi 130 is also the fruit of collaboration between the engine specialists working out of Reuil and Viry-Chatillon Thanks to the privileged ties they enjoy with Renault Sport F1, the engine specialists who work out

of Reuil in France were able to profit from the expertise of Viry-Chatillon, also in France, to carry

over a certain number of technologies developed and fine-tuned by their F1 colleagues to the world

of production cars.

This technology transfer was facilitated by Philippe Coblence, the design office manager for the R9M

project. Philippe formerly held the same position at Viry-Chatillon where he worked on Formula 1

engines at the beginning of the last decade. Three areas where F1 thinking was applied to the new

Renault Energy dCi 130 engine are:

A 'square' architecture The Energy dCi 130 engine has seen Renault innovate with the choice of a so-called 'square'

architecture. The configuration of an engine is said to be square when the piston stroke is similar to

the diameter of the cylinder (bore), an arrangement which allows large-diameter valves to be housed

in the cylinder head for more efficient filling of the combustion chambers. This in turn favours

performance. The concept is familiar in F1, where the quest for performance is so important, but it is

still rarely employed for production diesel engines.

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Transverse water flow This cooling technique, which is common in Formula 1, has been combined with a double water

jacket design for the cylinder head. Transverse water flow, which is used in F1 to maximise cooling

efficiency and minimise downforce losses, enables a smaller and therefore less energy-consuming

water pump to be fitted. These two particularities have been exploited in the case of the Energy dCi

130 engine and have been combined with a double water jacket arrangement for the cylinder head.

This feature permits the engine to benefit from a controlled rate of water flow to optimise cooling of

the hot zones (combustion chamber, injector nozzles). Each cylinder benefits from identical cooling.

Water is taken downstream of the water pump and does not flow round the combustion chambers.

The system efficiently cools the cylinder head, enabling the engine's specific power output to be

raised. Meanwhile, the water flows naturally through the system, which means that less energy is

required to drive the water pump. This in turn results in less fuel consumption and CO2 emissions.

Work on internal friction

Super-finishing and special surface treatments. UFLEX oil control ring technology, which has been used in F1 for more than 10 years, was

incorporated from the very beginning of the project. The U-shaped geometry is highly

flexible and enables the ring to adapt to bore distortion (under the effects temperature and

pressure) in order to achieve the best compromise between efficiency (scraping of oil on the

cylinder liner to reduce consumption) and friction. This technology necessitated extensive

development work to optimise the ring's scraping action against the cylinder walls.

Philippe Coblence: "The principle is comparable with that of a multi-blade razor. It adapts

naturally to the contour without having to exert high pressure on the cylinder wall. The result

is maximum efficiency and less friction".

Renault Sport F1: a high-tech laboratory which contributes to Renault's mechanical excellence Nine world titles speak volumes for Renault's expertise in the realm of F1 engine development.

For the 2011 world championship, no fewer than three teams have chosen Renault technology for

their respective cars. So far, the results of the season's early Grands Prix are extremely

encouraging: three wins for Renault power and eight podiums places out of 12. Bernard Rey (President, Renault Sport F1): Formula 1 is a real asset for the brand: it builds

awareness, serves as a test bed for new technologies and, above all, provides a global showcase

for Renault's quality excellence. If youre aiming to win in Formula 1, your engine needs to deliver

total reliability and performance. There can be no compromise. Year after year, our multiple world

titles in the sport which is among the most demanding in the world have demonstrated Renaults

expertise in terms of quality and mechanical excellence.

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An unprecedented technological package at this level of range

To reduce the engine's cubic capacity while maintaining a high level of performance, a number of

technical solutions were explored in depth and selected at the design stage.

Maintaining outstanding performance o Internal engine aerodynamics: work on the acoustics of the air intake ducts for optimal

filling of the combustion chambers.

o Turbo technology: the low-inertia variable-geometry turbocharger ensures shorter response times from low revs (design, choice of materials, patented form of the blades).

This technology gave rise to a Renault-registered patent.

o Swirl control: variable swirl technology optimises filling of the combustion chambers, while minimising polluting emissions at all loads and engine speeds.

o A lower compression ratio (15.4:1): minimises polluting emissions while maintaining a high level of performance thanks to a higher turbo pressure (2.7 bar, an increase of

12 percent over the engine it replaces).

o Injector technology: the design of the large combustion chamber bowl permits the use of seven-hole injectors for even greater combustion efficiency (injection over a large

volume inside the combustion chamber).

o At the same time, capping the injection pressure at 1,600 bar (compared with 1,800 bar) has enabled the size of components to be reduced.

Saving grams of CO2/km From the outset, the R9M engine was designed to be the best for low CO2 emissions. This implied

designing an engine that would incorporate the latest technological knowledge at the time of its

launch and which would be able to take onboard upcoming innovations throughout its development.

This resulted in close collaboration between those working on the R9M project and their R&D

engineering colleagues (Advanced Engineering and Innovation Department) at an advanced stage,

with the latter permanently monitoring the availability of innovations in order to develop and propose

them to the project team as and when they reached a sufficient degree of maturity.

Examples of this approach are the low-pressure EGR and the braking energy recovery system which

were introduced in the course of the engine's development thanks to predispositions built-in from the

very start.

This policy proved especially valuable as environmental awareness tipped from 2007 to make CO2

reductions a major strategic objective, a shift which allowed Renault's engine specialists to

showcase their ability to adapt to changing circumstances.

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As a consequence, the CO2 target fell from 140g/km in 2006 to 130g/km in 2007, and to 120g/km in

2009 for a 20g/km gain over a period of three years. This innovation-led approach allowed the

project management team to constantly be in a position where it could respond to these new

demands.

Work on reducing internal friction Advanced work on the engine's internal friction brought valuable fuel consumption and CO2

emissions gains.

o Cold-running friction: the amount of time during which the engine runs cold has been

reduced by three minutes thanks to a thermal management system which is described in

detail (see Appendix 1 page 18).

o Hot-running friction: the choice of a shorter stroke allowed the dimensions of the rotating parts (crank assembly) to be optimised for less friction. The calibration of the piston rings

and the surface treatment of the bearings (smooth thanks to high-precision machining:

three passes instead of two) also contributed to reducing friction. This approach was

founded on the Alliance's experience with the M9R engine (2.0 dCi).

o Reduced flow of fluids (oil/water): a double water jacket and transverse flow cylinder head cooling for enhanced efficiency (no elbows in the circuit). The flow of water is

practically natural, making it possible to use a smaller water pump requiring less energy.

The introduction of new technologies The Energy dCi 130 packs a raft of CO2 technologies which are unprecedented at this level of range.

o A carefully-developed Stop&Start system combined with deceleration/braking energy recovery.

o Cold-loop, low-pressure exhaust gas recirculation (EGR). Renault is the first manufacturer to introduce this technology in Europe.

o Thermal management technology. o Variable displacement oil pump. o Variable swirl technology. o A multi-injection system designed to optimise regeneration of the particulate filter (DPF).

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CO2 gains* associated with the different technologies employed

TECHNOLOGY Estimated CO2 saving

Downsizing 5.5%

Transmission ratios 3%

Stop&Start 3%

Recovery of deceleration/braking energy 3%

Low-pressure EGR 3%

Thermal management 1%

Variable displacement oil pump 1%

Variable swirl 0.5%

TOTAL 20%

(*) compared with the 1.9 dCi engine (F9Q)

For further information concerning the technologies employed for the Renault Energy dCi 130

engine, see Appendix 1 (page 14).

Carefully-tuned acoustics

At the same time, considerable attention was paid to the new engine's acoustic performance thanks

to advanced work on combustion in order to deal with noise -generation at source. For this,

Renault's engine specialists called extensively on input from the company's NVH department (Noise,

Vibration, Harshness), based at the company's Technical Centre in Lardy, France, which permits the

acoustics of an engine to be finely tuned.

Gilles Nghiem (acoustics specialist): "The range of acoustical tests we carried out on the Energy dCi

130 engine enabled us to guarantee vibratory reliability and minimise noise generation without

having to resort to encapsulation, since noise was dealt with at source. Scnics acoustic

performance with this powerplant is worthy of a D-segment vehicle, while exterior noise does not

exceed 72 decibels, a threshold championed by the Golden Decibel".

Renault's NVH department (Noise, Vibration, Harshness) is based in Lardy, France, and provides

the company with an advanced tool when it comes to fine-tuning the development of new engines

and optimising their acoustic performance. It was inaugurated in 2005 with 25 million investment. In

addition to its cutting edge development tools, the department employs a team of approximately 60.

The Energy dCi 130 is the first engine to have benefited fully from this expertise from the very outset

of the project.

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The department's work naturally covered the new engine's acoustics, which involved minimising

noise generation and fine-tuning its pitch. Its acoustical engineers also contributed extensively to the

quality and reliability of the new powerplant, and the work of the NVH Department included dialling

vibratory reliability into the new engine's DNA.

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Renault the Alliances diesel expert

Recognised as the diesel specialist within the Alliance, Renault led the engine's development

throughout the project which was co-funded by Nissan.

Renault's Energy dCi 130 engine is the fourth diesel engine to be developed within the framework of the Alliance, following the 2.0 dCi (M9R), 3.0 dCi (V9X) and 2.3 dCi (M9T) powerplants.

The R9M project is of key importance for the Alliance, since it represents large volumes in Europe

for both brands:

Renault: Scnic and Grand Scnic, then the complete Mgane range Nissan: some C-segment models

Capital outlay synergies:

Less costs involving the adaptation of vehicles thanks to similar architectures (Scnic and Qashqai share the same platform).

The project benefited from Nissan's production quality expertise and its experience with the 2.0 dCi engine (M9R), the advantage being strong process capability* from launch.

(*) Process capability: the ability to produce 100 percent conform parts with little dispersion.

Key figures

Renault Energy dCi 130

Investment 230 million

Project duration 32 months

Number of components 264 (75 percent new)

Staff mobilised 160 engineers and technicians

Bench testing 15,000 hours**

Track testing 700,000 km

** These tests done in extreme conditions simulate a whole life cycle for the engine i.e. 300 000 km or 20 years

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1.6 dCi 130 engine - Technical Data

Engine family (Renault) R9M

Cubic capacity (cc) 1,598

Bore x stroke (mm) 80 x 79.5

Number of cylinders / valves 4 / 16

Compression ratio 15.4:1

Maximum power 96kW (130hp) at 4,000rpm

Maximum torque 320Nm from 1,750rpm

Fuel injection Common rail

Depollution standard Euro5

Gearbox Six-speed manual (ND4)

First use in the range Scnic and Grand Scnic, then extended to the entire Mgane range

Combined-cycle fuel consumption * 4.4 litres/100km

CO2 emissions* 115g/km * Scnic and Grand Scnic

Media Contact Renault Press: +33 1 76 84 63 36 www.media.renault.com & www.renault.com

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APPENDICES

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APPENDIX 1: FOCUS ON ENERGY DCI 130 ENGINES TECHNOLOGY New-generation downsizing: a CO2 saving of 5.5 percent The Renault Energy dCi 130 engine benefits from new-generation downsizing and the

incorporation of new technologies, as well as a 'square' architecture which takes its inspiration from

the world of F1.

Downsizing was obtained by reducing piston stroke and the size of the moving parts (crankpin and

conrod). The swept volume of the cylinder has been reduced by 16 per cent which has reduced the

amount of fuel consumed during each cycle. Performance has been maintained thanks to a higher

turbo pressure. This approach has enabled the combustion chamber's swept volume to be reduced

with the same number of cylinders. Downsizing was made possible thanks to the introduction of new

technologies. Stop&Start system: a CO2 saving of 3 percent As its name implies, Stop&Start technology involves automatically cutting the engine when the

vehicle is at a standstill because the engine clearly doesn't emit any pollutants or CO2 when it isn't

running. This system comes into its own in built-up areas and congested traffic. When running

exclusively in built-up areas, fuel savings can exceed a litre per 100km.

The system comprises a Stop&Start controller which instructs the ECU to cut the engine when three

conditions are met: the transmission is in neutral, the clutch pedal is released and the car's speed is

close to zero.

When the driver presses on the clutch pedal to select first gear to pull away again, the ECU is

instructed to re-start the engine, which fires up instantly, allowing the vehicle to move away. To cope

with the engine's repeated starting, the specification of the starter motor has been uprated (starter,

starter ring gear), as has the fuel injection system (pump and high-pressure injectors).

The engine has been engineered for 410,000 starting cycles (intensive use, more than 300,000km),

which is almost seven times more than the same figure for a conventional engine.

In keeping with the brand's philosophy, Renault's engine specialists paid careful attention to

developing a system that motorists will not even be aware of. Restarting only requires a brief touch

on the clutch pedal to ensure that the engine is readily available.

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For extra safety, two additional functions have been built into the system:

When the vehicle is facing downhill, the engine automatically restarts when the driver lifts off the brake pedal.

The engine automatically restarts if it stalls. Regenerative braking system: a CO2 saving of 3 percent

This system allows the kinetic energy produced under deceleration/braking which is traditionally

dissipated in the form of heat via the brake discs to be recovered. This energy is recovered by the

alternator and stored in the battery. Functions which consume electricity (heater, lights, radio, etc.)

are directly fed by the battery to ease the work of the alternator. Recovered energy is also employed

to restart the vehicle (Stop&Start system).

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Low-pressure EGR (Exhaust Gas Recirculation): a CO2 saving of 3 percent

The use of EGR cuts emissions by recycling exhaust gases and re-injecting them into the

combustion chamber to bring down high combustion temperatures and minimise the production of

oxygen, two factors which favour the production of nitrogen oxides.

With a conventional (high pressure) EGR, exhaust gases are recovered as they exit the combustion

chamber and are still hot as they are re-injected directly into the air intake, mixed with air.

Although this minimises the production of nitrogen oxides during combustion, it raises the intake

temperature and restricts turbo pressure, two factors which have a negative impact on energy

efficiency.

Renault has innovated with the launch of the first engine in Europe to feature low pressure EGR technology which recovers exhaust gases further downstream, once they have been through the turbine and particulate filter. They are cooled in a low pressure intercooler which enables them to

be recirculated through the turbo mixed with air and thereby increase the turbo pressure. They are

then cooled by air in the turbo radiator and used for combustion a second time. This cold loop

enables the recirculation rate to be increased, while at the same time lowering the temperature and

intake pressure. Emissions of nitrogen oxides are cut more efficiently than is the case with a high

pressure EGR, and engine efficiency is improved. The combustion is of a higher quality and CO2

emissions are reduced compared with a conventional EGR.

Low pressure EGR technology calls for an engine architecture that minimises the distance between

the catalytic converter/particulate filter and the air intake, an arrangement known as a post-turbo

after-treatment system. This proximity enables:

Catalytic converters and particulate filters to function at higher temperatures and therefore more efficiently,

The fitment of a compact and efficient low pressure EGR circuit.

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Thermal management technology: a CO2 saving of 1 percent

Thermal management speeds up the rate at which an engine reaches its ideal working temperature,

since the efficiency of a cold-running engine (up to 80C) is penalised on two accounts:

When the combustion chamber is cold (because the cooling fluid that surrounds it is itself cold), the combustion process is poor and incomplete, and produces a high quantity of

hydrocarbons and carbon monoxide. Fuel consumption also suffers.

When a lubricant is cold, it is more viscous, which increases the energy required to pump it around the engine. Along with mechanical friction, this phenomenon has a negative impact

on fuel consumption.

The system comprises a valve located in the cooling circuit upstream of the cylinder head and

cylinder block. When the engine starts from cold, the valve is closed and prevents water from

circulating around the combustion chambers. This causes the engine to reach its ideal working

temperature and optimal conditions for efficient combustion more quickly.

Thermal management ensures enhanced combustion and reduced friction inside the engine as it

warms up, thanks notably to fast warm-up of the oil which is in contact with the cylinders.

How the thermal management system and thermostat work together:

The thermal management system does not replace the thermostat which adjusts the engine's

temperature by controlling water flow through the radiator. The thermal management system and the

thermostat are two systems which function together: the former operates during the warm-up phase,

while the latter adjusts the temperature once the engine is warm.

1/ The thermal management system kicks in when the engine is started from cold. During this phase,

no water flows through the engine. However, to cool the low-pressure EGR loop and to provide

cabin heating/air-conditioning, it is necessary for water to flow round the engine.

2/ Once the ideal temperature has been reached, the solenoid valve of the thermal management

system opens to permit water to flow inside the engine.

3/ At temperatures in excess of 85C, the thermostat opens and allows water to flow through the

entire cooling circuit. Water is cooled conventionally thanks to a water radiator in order to control the

engine's temperature and ensure its reliability.

Jrme Pierre (Project Leader, Thermal Management Innovation Project Leader): "The transverse

flow of water is derived from F1 and enabled us to simplify the thermal-management system. It also

contributes to the engine's reliability since the flow of water is consistent and all the cylinders are

cooled similarly. The system also enables the power of the water pump to be reduced, which means

it uses less energy. We are particularly proud of our collaboration with Renault F1 in this area".

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Variable displacement oil pump: a CO2 saving of 1 per cent

This technology allows the capacity of the oil pump to be adjusted as a function of the engine's

needs, which notably vary as a function of engine speed, to minimise the pump's energy

consumption.

The capacity of a conventional oil pump is fixed and oil pressure is capped by a relief valve.

Pumping the oil the engine doesn't need through the relief valve wastes energy, however. Variable

flow pumps do away with the need for a relief valve and avoid the unnecessary consumption of

energy this sort of valve requires.

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Variable swirl technology: a CO2 saving of 0.5 percent

The term swirl describes the phenomenon of air rotating inside the cylinder, much like a cyclone.

The swirl is produced during the induction phase and is amplified during the compression phase

prior to combustion. Although swirl favours efficient combustion, its properties need to be adapted as

a function of engine speed and load if performance is to be optimised.

Variable swirl technology consists in controlling the amount of swirl by means of a flap situated in the

upper duct of the air intake. When the flap is in the closed position, gas flows unhindered through the

ports that remain open and increases turbulence.

The air-fuel mix is consequently optimised and this reduces fuel consumption, while also minimising

the emission of CO2 and other pollutants (nitrogen oxides and particulates) at all engine speeds.

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Multi-injection strategy

As its name implies, post-injection consists in injecting fuel during the combustion phase of the four-

stroke cycle. Fuel is injected into the combustion chamber at periodic intervals in the form of three

very short post-injections which are controlled by the engine's ECU. The fuel used for the last two

post-injections produces a reaction in the exhaust line, inside the catalytic converter, thanks to the

prior increase in the exhaust's temperature resulting from the combustion of the first post-injection.

This enables the necessary temperature for regeneration of the particulate filter to be reached,

however the engine is being used.

The multi-injection strategy is employed to optimise the amount of the fuel used to regenerate the

particulate filter and to limit dilution of fuel with the engine oil. It combats CO2 emissions and permits

extended oil change intervals.

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APPENDIX 2: SCNIC AND GRAND SCNIC TO INAUGURATE THE RENAULT ENERGY dCi 130 ENGINE

Europe's pioneering compact MPV market leader is poised to become the first Renault model to be

powered by the new Energy dCi 130 engine. This innovative, fuel-efficient and responsive 1.6 dCi

powerplant will be available for all versions* of Scnic and Grand Scnic to further enhance the line-

up's appeal.

The 2011 Collection, which has been on sale since the beginning of the year, reinforces the model's

desirability thanks to the introduction of new, affordable technologies combined with more attractive

styling. The Scnic and Grand Scnic ranges feature the following upgrades:

New styling features: Pearlescent White paint finish; Dark Metal exterior styling details; new 16-inch Surround wheels for Scnic Expression (optional or standard, depending on

market), Etoile Black exterior mirror housings for Privilge, Exception and Jade versions;

new 17-inch Black Sari diamond-effect aluminium alloy wheels and Cajou Brown interior

trim details for Privilge, Exception and Jade versions**.

The new Bose audio system: a standard feature of Bose Edition and Jade versions; optional for Dynamique, Privilge and Exception versions. Bose audio delivers a

standard of high-end sound reproduction that was formerly restricted to vehicles of

higher segments. Almost 1,000 acoustic readings were taken inside the cabin to

optimise the audio experience of all occupants, wherever they are seated in the car, and

whatever the volume.

New upholsteries for Expression versions, plus Teflon coating for the upholstery of Bose Edition, Exception, Privilge and Jade versions to protect seats from soiling and

staining.

New displays for the trip computer's TFT colour screen, including two display modes dedicated to eco-driving.

Air Quality Sensor: this smart cabin-air quality control system combines with the climate control air filters to automatically trigger the air recycling mode when excessive

build-up of toxic gases is detected outside the vehicle.

New in-dash Carminat TomTom Live navigation system incorporating four innovative services (HD Traffic, mobile speed check warnings, Local Search with

Google and weather forecasts); a free three-month trial period, followed by an annual

TomTom HOME subscription (59) or a 'Three-Year Pack' costing (149).

New engines: in addition to the Energy dCi 130, the dCi 95 DPF eco Euro5 (118g/km CO2 4.5 litres/100km) is also available.

* With the exception of Authentique versions.

** Depending on market (example: France).

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APPENDIX 3: RENAULTS POWERTRAIN STRATEGY

Within the framework of its commitment to affordable, sustainable mobility, Renault is aiming to be number one in Europe with regard to low fuel consumption and CO2 emissions.

In parallel to its work on automotive fundamentals (reducing mass, optimising aerodynamics and minimising rolling resistance, etc.), Renault's powertrain strategy focuses on two areas:

A lasting, significant reduction in the fuel consumption and CO2 emissions of its internal combustion-engined models thanks to downsizing and the introduction of new technologies for conventional engines (petrol and Diesel) and transmissions: In 2020, nine vehicles in 10 will still be powered by an internal combustion engine,

which explains why minimising fuel consumption and CO2 emissions is so important.

The new-generation Energy range of petrol and Diesel internal combustion engines will combine best-level CO2 emissions with everyday motoring enjoyment. These

powerplants will cut CO2 emissions by between 30 and 40g/km compared with the

engines they replace.

A technological clean break thanks to a comprehensive range of all-electric vehicles. Renault aims to be the first carmaker to mass market vehicles which do not emit any emissions during their use on the road, whatever the conditions and however

they are used.

Thanks to these innovations, Renault's European range is expected to reduce from 135g/km on average today to less than 120g/km by 2013, and to less than 100g/km by 2016 with electric vehicles.

APPENDIX 4: RENAULT HAS STEPPED UP TWO OF THE THREE CRITERIA FOR ITS ECO2 SIGNATURE

In addition to its range of electric vehicles that will spearhead the brand's eco drive, Renault has this

year decided to strengthen the criteria its vehicles must meet in order to qualify for the brand's eco

signature.

Vehicles are now only eligible for Renault eco status if they emit less than 120g/km CO2 and if more

than seven per cent of the plastic they contain (by mass) is sourced from recycling.

Renault eco vehicles must also be manufactured in an ISO 14001-certified plant, in addition to

being 95 percent end-of-life recoverable.

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APPENDIX 5: RENAULT SCENIC ENERGY dCi 130 - TECHNICAL DATA ENGINE Energy dCi 130 Type R9M 402 Gearbox Six-speed manual Depollution standard Euro5 TYPE APPROVAL French fiscal rating 7 ENGINE Cubic capacity (cc) 1,598 Bore x stroke (mm) 80 x 79.5 Number of cylinders / valves 4/16 Compression ratio 15.4:1 Maximum power (kW EEC / hp DIN) at (rpm) 96 / 130 at 4,000 Maximum torque (Nm EEC) at (rpm) 320 at 1,750 Fuel injection Common rail direct injection + turbocharger GEARBOX Type ND4009 Number of forward speeds 6 Speed at 1,000rpm in 1st gear 8.47 in 2nd gear 15.71 in 3rd gear 24.24 in 4th gear 34.04 in 5th gear 42.93 in 6th gear 48.53 STEERING Electric power steering Standard Variable-rate power steering Standard Turning circle between kerbs / walls (m) 11.05 / 11.29 SUSPENSION Front MacPherson-type with lower wishbone Rear Flexible beam WHEELS AND TYRES Wheels (inches) 6.5J16 Standard tyres 205/60 R16 92H BRAKING Type X ABS and emergency brake assist Standard ESP with CVS understeer control Optional Front Vented 296mm-dia discs Rear Solid 260mm-dia discs AERODYNAMICS AND PERFORMANCE CdA (m) 0.84 Top speed (kph) 195 0 - 100kph (s) 10.3 1,000m standing start (s) 32 FUEL CONSUMPTION (EUROPEAN DIRECTIVES 80/1268) CO2 emissions (g/km) 115 Urban cycle (starting from cold) (litres/100km) 5.1 Extra-urban cycle (litres/100km) 4 Combined cycle (litres/100km) 4.4 CAPACITIES Fuel tank (litres) 60 Engine oil, including filter (litres) 5.5 WEIGHTS (kg) Kerb weight 1430 Gross vehicle weight (GVW) 2040 Gross train weight (GTW) 3340 Braked trailer weight (within limit of GVW) 1300 Unbraked trailer weight 750

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