28. Internationales Wiener Motorensymposium 2007 

Yves Boccadoro, Loïc Kermanac’h, Laurent Siauve, Jean-Michel Vincent 

RENAULT POWERTRAIN DIVISION 

Der neue aufgeladene TCE 1,2 l Ottomotor von RENAULT 

The new RENAULT TCE 1.2 l turbocharged gasoline engine 

Kurzfassung

RENAULT ist seinem Ziel verpflichtet, im Hinblick auf seinen Beitrag zur Reduzierung von 

CO2- Emissionen weiterhin weltweit auf den vorderen drei Rängen zu bleiben. Um dies zu 

erreichen und zusätzlich zur weiter fortschreitenden Entwicklung von hochgradig 

effizienten Dieselmotoren hat sich RENAULT zum „Downsizing“ entschlossen, nämlich zur 

Verminderung der Hubraumkapazität durch den Einsatz von Turboladern als der für die 

nächsten Jahre erfolgversprechendsten Technik für Ottomotoren. 

In dieser Arbeit wird die Entwicklung eines 1,2-Liter-Motors beschrieben, wobei die 

Zielstellung nicht nur auf einer bedeutenden Reduzierung von CO2- Emissionen in der so 

beliebten 100-PS-Reihe zum Ersatz von 1,4 und 1,6 Saugmotoren liegt, sondern womit 

dem Kunden das in seiner Klasse führende alternative Preis-Leistungsverhältnis 

angeboten werden kann. 

Optimieren und Kompromisse eingehen waren die Schlüsselbegriffe für die Techniker von 

RENAULT, da jeder Cent so angelegt werden musste, dass sein Aufwand von der 

Kundenperspektive her gerechtfertigt sein musste – und die Techniker können nun mit 

berechtigtem Stolz auf das Ergebnis blicken! 

Der Motor hat ein maximales Drehmoment von 145 Nm bei 3000 rpm, wobei seine 

Maximalleistung 74 kW bei 5500 rpm beträgt. Besonderes Gewicht wurde dabei auch auf 

ein hohes Drehmoment im niedrigen Drehzahlbereich gelegt, wobei 125 Nm bei 1500 rpm 

eine höchst respektable Beschleunigung ermöglichen. 

Im Vergleich mit den selbstansaugenden 1,4 l und 1,6 l Motoren liegen die 

Treibstoffeinsparungen bei über 12 % für den Standard-Stadtfahrzyklus mit Kaltstart und 

außerstädtischen Fahrzyklus. 

Mit der Entwicklung einer bei relativ hohen Produktionsmengen kostengünstig 

einsetzbaren Turbolader-Technik erwartet RENAULT ab 2008 eine Verminderung von 

CO2- Emissionen in der Größenordnung von 1g im Wagenparkdurchschnitt. 

Abstract

RENAULT is committed to remain among the three top world wide manufacturers in terms 

of contribution to CO2 emission reduction. To achieve this, and in addition to pursuing the 

development of highly efficient diesel engines, RENAULT has chosen "Downsizing", the 

reduction of engine displacement by turbo charging, as the most promising technology for 

gasoline engines in the next coming years. 

This paper describes the development of a 1.2 Liter turbocharged engine with the 

objective not only to significantly reduce CO2 emissions in the very popular 100 HP range 

by replacing 1.4 and 1.6 naturally aspirated engines, but also to offer the customer a best 

in class cost to value alternative. 
 

28. Internationales Wiener Motorensymposium 2007 

Optimize and compromise were the two key words for RENAULT engineers as each cent 

to be spent had to be justified from a customer perspective. 

The engine has a maximum torque of 145 Nm @ 3000 rpm with maximum power of 74 kW 

@ 5500 rpm. Low rpm torque was given particular attention with 125 Nm @ 1500 rpm and 

a very pleasing acceleration capability. 

Compared to both 1.4l and 1.6l naturally aspirated engines, the fuel economy is improved 

by more than 12% on NMVEG cycle. 

By developing a low cost turbo-charging technology with relatively high volume production, 

RENAULT expects over 1g of CO2 emission reduction as a fleet average from 2008. 
 

28. Internationales Wiener Motorensymposium 2007 

1 Introduction 

Carlos GHOSN, CEO of RENAULT, announced in February 2006 the new three year plan 

referred to as "RENAULT Commitment 2009", in which he reasserted RENAULT's firm 

commitment to reducing CO2 emissions with the objective to both counter the greenhouse 

effect and save fuel in order to cut the energy bill. 

RENAULT is currently among the best three worldwide on CO2 emissions and the goal is 

to strengthen this position in the next three years by selling 1 million vehicles producing 

less than 140 g CO2/km, of which one-third less than 120 g CO2/km. 

This achievement relies, of course, on the extensive use of our popular 1.5l Diesel engine 

but also on the development for the small vehicles of low consumption affordable gasoline 

engines. Indeed in this category of vehicles with low and medium mileage, many 

customers prefer gasoline to Diesel. RENAULT considers that engine downsizing by 

turbocharging is the best technology in terms of customer value (fuel economy and driving 

pleasure) versus unit cost and development expenses. 

RENAULT has a long experience in turbocharged gasoline engine, as demonstrated by 

the legendary R5 turbo in 1978 or in Formula 1 from 1977 to 1985, but the challenge this 

time was to "domesticate" this technology to offer fuel economy and driving pleasure to 

many a customer. To a certain extent this had already been experienced when RENAULT 

developed a 2.0l turbo engine for Velsatis and Espace to replace a more traditional 2.5l 

NA engine as used by competitors, and which inaugurated the deployment of a 

"downsizing" strategy. 

So, as a continuation, RENAULT decided in 2004 to develop the TCE 100 by 

turbocharging its smallest gasoline engine: a 1.15l MPI engine known as "D4F". It will be 

presented to the Press around the middle of this year. The challenge in this case was to 

propose an affordable alternative to the 1.4l and 1.6l engines used on current vehicles with 

equal or improved attractiveness for the customer but with fuel consumption reduced by 

more than 10%. 

In the following, the characteristics and achievements will be described before some 

insight is given as to how the difficult compromise between customer value versus 

industrial feasibility and cost competitiveness was obtained. 
 

28. Internationales Wiener Motorensymposium 2007 

2 The main achievements 

2.1 Main features of TCE 100 

Figure 1: TCE 100 engine 

Engine Family D4F NA D4Ft / TCE 100 

Displacement (cc) 1 149 1 149 

Bore x Stroke (mm) 69 x 76.8 69 x 76.8 

Number of cylinders / Valves 4 / 16 4 / 16 

Compression ratio 9,8 9,5 

Max Power kW CEE (hp) 55 (75) 74 (100) 

Max Power engine speed (rpm) 5 500 5 500 

Max Torque Nm CEE 105 145 

Max torque engine speed (rpm) 4 250 3 000 

Max engine speed (rpm) 6 300 6 300 

Injection type Sequential multipoint Sequential multipoint 

Idle speed 650 rpm 650 rpm 

Emission level Euro IV Euro IV

Table 1: Characteristics of TCE 100 compared to D4F naturally aspirated 
 

28. Internationales Wiener Motorensymposium 2007 

2.2 Performance and Drivability 

The maximum power (74 kW) and maximum torque (145 Nm) of the engine are delivered 

respectively at 5 500 rpm and 3 000 rpm. Figure 2 compares the output to existing 

naturally aspirated engines. 

.

80

90

100

110

120

130

140

150

160

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

rpm

T o rq u e (N m )

Iso 74 kW

TCE

TCE with Over Power

1,2 l 16 V 

1,4 l 16 V

1,6 L 16 V

80

90

100

110

120

130

140

150

160

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

rpm

T o rq u e (N m )

Iso 74 kW

TCE

TCE with Over Power

1,2 l 16 V 

1,4 l 16 V

1,6 L 16 V

Figure 2: Torque curves comparison of TCE 100 and 1.4 & 1.6 NA 

Significant torque is available at a very low speed (125 Nm @ 1500 rpm) so that the driver 

will prefer it to the 1.6L NA engine in all the usual operating conditions. 

Figure 3: TCE 100 engine full load torque & power curve 

In addition, in order to boost the overtaking capability, a specific “Over Power” device gives 

a temporary increase of power (+5% or 5hp) and torque (+4% or 6 Nm) (fig. 3), limited to 

2nd, 3rd and 4th gear. 

This function enhances the acceleration feeling of the engine at high speed (≥ 4000 rpm). 
 

28. Internationales Wiener Motorensymposium 2007 

One of the critical issues for small turbocharged engines is the tip-in response time at low 

speed. Thanks to a low inertia turbocharger and air flow optimization, a response time of .5 

sec is achieved, thus matching the response time of RENAULT's "dCi" engine which we 

know is highly praised by customers (fig. 4). 

Tip-in @1000 rpm in 3rd gear

0

0,05

0,1

0,15

0,2

0,25

0,3

-1 -0,5 0 0,5 1 1,5 2 2,5 3

(s)

(g)

1,5 DCi

TCE

Figure 4: Acceleration comparison between TCE 100 and 1.5 dCi. 

2.3 Fuel Consumption 

Thanks to "Downsizing", a fuel consumption benefit of 12 % compared to the 1.4 16v MPI 

(and 13 % to the 1.6 MPI) is achieved on NMVEG cycle. 

Clio III, Modus and New Twingo will be below 140 g/km of CO2 with TCE 100 engine and 

will be among the best on the market (fig. 5). 

Modus 1,4 16v 98 Modus 1,6 16v 115

Modus 1,2 16V Turbo 100 /

Clio 1,2 Turbo 100 

 Clio 1,4 16v 100 Clio 1,6 16v 110

5,5

5,7

5,9

6,1

6,3

6,5

6,7

6,9

7,1

115 120 125 130 135 140 145 150 155

Max Torque(Nm)

NMVEG fuel consumption

z Modus 

z Modus Competitors

S Clio III

S Clio Competitors

Modus 1,4 16v 98 Modus 1,6 16v 115

Modus 1,2 16V Turbo 100 /

Clio 1,2 Turbo 100 

 Clio 1,4 16v 100 Clio 1,6 16v 110

5,5

5,7

5,9

6,1

6,3

6,5

6,7

6,9

7,1

115 120 125 130 135 140 145 150 155

Max Torque(Nm)

NMVEG fuel consumption

z Modus 

z Modus Competitors

S Clio III

S Clio Competitors

Figure 5: Comparison between TCE 100 engine and competitors 
 

28. Internationales Wiener Motorensymposium 2007 

However, the fuel efficiency is not limited to NMVEG cycle but is optimized for most 

common driving conditions. Idle stability allows an idle speed of 650 rpm, a significant 

benefit in urban traffic whilst the use of hollow sodium valves (see §3.3.5) avoids 

deterioration of air/fuel ratio at high load. 

The benefit for the customer is summarized in the table bellow: 

Cycle TCE 100 1.4 MPI Dif. TCE / 1.4

NEDC 5,9 6,7 -11,9%

City jam 12,5 16,1 -22,4%

Urban 8,7 10,4 -16,3%

Road 5,3 5,7 -7,0%

Highway 7,9 8,3 -4,8%

60 km/h stabilized 3,8 4,2 -9,5%

90 km/h stabilized 5,2 5,5 -5,5%

120 km/h stabilized 7,4 7,7 -3,9%

Table 2: Fuel consumption (l/100km) 

3 The elements of success 

3.1 Concept and technology selection 

As was already said, the main target for this project was to reduce fuel consumption by 

over 10% whilst keeping the cost compatible with large scale distribution. 

"Downsizing" through turbocharging technology was chosen among alternative options 

such as lean burn engine or micro hybridization because of its optimum CO2 reduction to 

additional cost ratio in the targeted categories of vehicle. 

0% 5% 10% 15% 20% 25% 30%

CO2 reduction on NMVEG [%]

Additional cost

Stop/Start

VVL

Brake & Boost

downsized GDI

GDI

λ=1

VVT base MPI NA w/o VVT

Diesel

Downsized MPI

TCE

0% 5% 10% 15% 20% 25% 30%

CO2 reduction on NMVEG [%]

Additional cost

Stop/Start

VVL

Brake & Boost

downsized GDI

GDI

λ=1

VVT base MPI NA w/o VVT

Diesel

Downsized MPI

TCE

Figure 6: Cost effectiveness of low CO2 technologies 

Moreover, the fuel economy benefit is less sensitive to vehicle usage than other 

technologies. 

The high torque at low rpm of TCE 100 engine allows for an attractive trade-off between 

fuel economy and fun to drive through gear ratio definition. 

Nevertheless, cost considerations lead us to take the best of simple and well-proven 
 

28. Internationales Wiener Motorensymposium 2007 

technologies. 

First, we decided to derive the TCE 100 from an existing 1.15l naturally aspirated engine 

giving the opportunity to use existing production facilities and to maximize the number of 

carried over parts. Its small displacement was suited to the performance target. 

The second important decision was to keep port injection as opposed to direct injection in 

order to limit fuel system cost and to keep current combustion chamber and cylinder head. 

Third: single-scroll turbocharger was preferred to twin-scroll. Simple turbocharger was 

considered as suitable for an engine that is used in most cases at low speed. Furthermore, 

maximization of power at high engine speed would have led to considerable design 

changes. So power target was limited on purpose, allowing the use of a simple 

turbocharger. 

3.2 Combustion 

3.2.1 Steady-State Conditions 

Tests carried on stationary bench show that our technical definition choices lead to the 

same maximum power (74kW) as our current 1.4l naturally aspirated engine, despite a 

20% lower displacement. Increased torque at low engine speeds and a maximum mean 

effective pressure of 16 bar have been achieved, which is significantly higher than 1.4l 

naturally aspirated engine (fig. 7). The goal of the development was to take the best of 

single scroll turbocharger in term of low end torque and fuel efficiency. As a result, the 

performances reach the maximum that the base engine can stand without significant and 

costly modifications. 

80

90

100

110

120

130

140

150

160

1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

Engine Brake Torque [N.m]

1.2lTC (74 kW@5500 rpm)

1.4l NA (72 kW @6000 rpm)

8

10

12

14

16

18

1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

BMEP [bar]

1.2lTC (74 kW@5500 rpm)

1.4l NA (72 kW @6000 rpm)

Figure 7: Final full load results (tests on stationary bench) 

Since the use of technologies such as variable valve timing was also avoided for cost 

reasons, the development was focused on finding the right parameters for turbocharger 

design, cam timing, tumble intake port pattern as well as intake lines and exhaust system 

design. 

1) The turbocharger design is a balance between high boost pressure at low speeds (for 

maximum torque) and good efficiency at high speeds (for fuel economy). 
 

28. Internationales Wiener Motorensymposium 2007 

2) The intake and exhaust lines must be designed for both aerodynamics and acoustics 

and must achieve a trade-off between pressure drop at maximum power and amplitudes 

of intake pressure waves at low engine speed. 

3) The camshaft timing is also a compromise between low and high speeds performance, 

fuel consumption at part load and idle condition: 

• An early closing of the inlet valve at low speeds reduces backflow, thus improving 

volumetric efficiency, but goes against fuel consumption at part load; furthermore the 

increase of the effective compression ratio is limited by knock. 

• The time of exhaust valve opening is optimized to increase scavenging during valve 

overlap at low and high speeds (fig. 8). With a late opening, the timing of interaction 

between cylinders changes and the pressure at cylinder exhaust during scavenging 

decreases. 

• The overlap must be limited to avoid residual gas fraction trapped in the cylinders at 

idle and high speed full load. 

0

10

0 180 360 540 720

Crank Angle [deg]

Valve lift [mm]

0

3

6

9

12

15

1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

 Residual Gas Fraction [%]

3%

Figure 8: Effect of exhaust valve opening delay on residual gas fraction. 

The impact on volumetric efficiency at low engine speed of camshaft timing added to 

intake and exhaust layout proved to be successful. 

1000 2000 3000 4000 5000 6000

Engine Speed [rpm]

Corrected Volumetric Efficiency 

[-]

↕0.1

0

1000 2000 3000 4000 5000 6000

1.15l TC SS (74 kW @ 5500 rpm)

1.4l NA (72 kW @ 6000 rpm)

Figure 9: Final volumetric efficiency results at WOT. 

The volumetric efficiency is reduced to manifold conditions. 
 

28. Internationales Wiener Motorensymposium 2007 

Thanks to acoustic effect (inlet system) at low rpm and turbocharger at high rpm, TCE 

engine volumetric efficiency is constant at every speed and therefore better than 1.4 l NA 

(fig. 9; note that volumetric data has been corrected in order to be comparable). 

4) The tumble patterns also appeared to be helpful to reach the low engine torque target 

without deteriorating high speed performances. As shown in figure 10, the new intake 

ports improve the shape of combustion heat release. The energy in the turbine is 

increased, leading to a higher intake pressure. Thus, the improvement in torque at low 

speeds (<1750 rpm) was measured from 2 to 6%. 

0

0,01

0,02

0,03

0,04

0,05

0,06

0,07

0,08

-20 0 20 40

Crank Angle (°)

Heat release velocity (1/°V)

99

100

101

102

103

104

105

106

107

1000 1200 1400 1600 1800 2000

Engine Speed [rpm]

Torque [%]

1000

1100

1200

1300

1400

1500

1000 1200 1400 1600 1800 2000

Engine Speed [rpm]

Intake Pressure [mbar]

0,03

0,08

Crank Angle (°)

Heat 

release 

velocity 

(1/°V)

Basic port - 1500 rpm - SA=16°V - CA50=12°V

Tumble port - 1500 rpm - SA=12°V - CA50=13°V 1000

1500

Intake 

Engine Speed [rpm] Pressure [mbar] Basic Ports Tumble Ports

Figure 10: Impact of tumble at WOT 

3.2.2 Transient Conditions 

We have tested the transient behavior by measuring the time to reach 90% of the final 

torque at various constant speeds. 

The engine can quickly get to WOT performance thanks to the short distance between the 

cylinder head and the turbine, the low inertia of the turbocharger and the design of the 

intake line. In final, the acceleration capability of the 1.15l turbocharged engine is 

equivalent to our current 2.0l twin scroll turbocharged engine. 

3.2.3 Part Load 

To achieve a significant fuel economy compared to the 1.4l NA engine, several ways were 

adopted: 

• The compression ratio (9.5) is high for a PFI turbocharged engine and close to the 

NA version, minimizing the loss of combustion efficiency. 

• At low load, where unfavorable thermodynamic conditions of flame initiation are met, 

the tumble effect is positive on stability and combustion efficiency thanks to better 

combustion timing. The fuel economy improvement below 1.5 bar BMEP is shown 

on figure 11. 
 

28. Internationales Wiener Motorensymposium 2007 

0

2

4

6

8

10

12

14

16

0,5 1 1,5

IMEP (bar)

COV IMEP - FE (%) (*)

Stability w/oTumble

Stability withTumble

Fuel Improvment

Figure 11: Effect of tumble on combustion stability and fuel consumption (2000 rpm) 

(*) COV IMPEP Covariance of Indicated Mean Effective Pressure / FE Fuel Economy 

• The reduction of engine displacement increases the engine BMEP for the same 

engine output power, moving the operating points towards increased efficiency 

areas. This, combined with optimizing the gear box ratio thanks to higher low end 

torque is the main source of fuel economy improvement in urban driving conditions. 
 

28. Internationales Wiener Motorensymposium 2007 

3.3 Design concept 

Exhaust side Intake side 

Figure 12: Views of TCE 100 engine 

The TCE 100 was intended to be manufactured on the same production lines as the 1.15l 

naturally aspirated engine which meant, from the beginning, accepting a number of 

limitations to the possible design changes to limit industrial investments. 

Moreover, we deliberately made maximum usage of existing parts: crankshaft, oil pan, 

bearings, driving and timing belt, camshaft pulley, oil and coolant systems are carried over 

from the existing engine whereas all exhaust face components (manifold, turbocharger, 

close-coupled converter, gaskets, and brackets), cylinder block, connecting rod, piston, 

cylinder head, exhaust valve, rocker cover and intake manifold are new. 

70 part references (48 %) are coming from the NA engine version. 

3.3.1 Cylinder head 

The cylinder head has a "cross flow" architecture with a single overhead camshaft 

activating four valves per cylinder by means of rocker followers. The water circulation 

chosen after hydraulics calculations is “diagonal”. 

The design of the intake ports has been changed from NA engine. The improvement on 

tumble flow with new ports has been evaluated by 3D computations with VECTIS code. 

Figure 13 shows the port velocity vector flow patterns at intake valve center cross-section 

for current and revised intake ports. 

As shown in figure 13, the inlet flow with revised port is directed towards the exhaust side 

more than in case of existing port and enters the cylinder with a higher initial angular 

momentum which is favorable to generate tumble. 
 

28. Internationales Wiener Motorensymposium 2007 

NA engine intake port tumble intake port 

Figure 13: Comparison of flow patterns between current intake port and revised intake 

port by 3D Calculations 

To achieve the aerodynamic requirements and to limit the tumble ratio variations in 

production, a “mono block” architecture has been chosen for the water core design. This 

core is made of exhaust and intake pipes, linked to each other with the chamber. With this 

shape, the valve seats are maintained around the pipe, near the chamber, and can be 

inserted before casting (fig. 14). 

Figure 14: Cylinder head, valve seat and core 

The main advantages to use inserted valve seats before casting versus more usual 

designs (i.e. binding and machined) is to reduce the misalignment between the valve seat 

and the pipe at competitive cost and to improve conductibility. 

A specific water jacket has been implemented thus reducing the maximum fire deck 

temperature by 35°C This was necessary to improve the cylinder head reliability and the 

knock limit of the engine and reach the required performance (fig. 15). 
 

28. Internationales Wiener Motorensymposium 2007 

Figure 15: Comparative thermal calculation between NA and turbocharged engine 

3.3.2 Piston and rings 

Turbo charging leads to high combustion chamber temperature and pressure. So piston 

cooling oil jets with adapted jet speed and flow rate are added to meet our reliability target 

at high specific power (about 65 kW/liter) (fig. 16). 

Figure 16: Piston and oil jet 

Specific material is required to sustain thermo-mechanical loads. In order for the piston to 

run under severe lubrication conditions, the oil rings has been reinforced with a nitriding

treatment. 

An innovative shape has been designed for the 1st groove to achieve our reliability target 

at minimum cost (fig.17). 
 

28. Internationales Wiener Motorensymposium 2007 

Figure 17: Piston first groove design 

3.3.3 Connecting rod 

Associated to floating pin, a bush is needed on the small end side. Before starting 

reliability engine bench tests, FEM simulation validation have been carried out to minimize 

fatigue stress (fig. 18). 

Figure 18: Connecting rod FMEA calculation 

3.3.4 Cylinder Block 

Due to high specific power, it is necessary to check the maximum thermo mechanical 

stress value reached in the cylinder block, especially around the bore. 

On the next picture (fig. 19), the bore thermal map is presented. On this calculation, it is 

possible to check the water cooling efficiency and its compatibility with acceptable wear 

level on rings and bore roughness. 
 

28. Internationales Wiener Motorensymposium 2007 

Figure 19: Water cooling calculation on cylinder block results 

The water cooling system is simple, classical and perfectly adapted to the requirement. 

3.3.5 Exhaust valves 

High air/fuel ratio at high load leads to high valve temperature not compatible with 

standard valve technology. To reach our fuel consumption target, hollow sodium valves 

technology was chosen. The thermal gradient in the valves significantly reduced (about 

150°C) (fig. 20). 

Figure 20: Thermal comparison between standard and sodium hollow valve 

3.3.6 Turbocharger 

The turbocharger, made by MHI Netherlands, has single-scroll architecture, which is 

simple and reliable. The exhaust is simplified both in design and material. Cast iron (D5SNiResist) is used instead of steel (KN2) for the manifold. 

The bearing housing is water-cooled. 

FEM calculations are made to avoid cracks on hot components and leakages at the 

interfaces. 
 

28. Internationales Wiener Motorensymposium 2007 

Figure 21: Turbocharger cutaway 

3.4 Quality management 

For the design of new parts, we used the "Design to Quality" approach, a methodology, 

recently developed with the help of NISSAN, which has been at the center of the Quality 

breakthrough achieved by RENAULT Powertrains in the last 2 years. It relies upon the 

systematic use of "standards" for known parts and specific attention given to "innovative 

parts" including a method called “previous reliability”, based on exploitation of tools such 

as Provisional risk analysis, Perfect Fault Tree Analysis, Failure Mode and Effect Analysis 

3.5 Manufacturing 

The TCE 100 is produced at Douvrin in the north of France, by "Française de Mécanique". 

The "D engine" department with capacity of over 500,000 engines per year was elected 

several years running as the most efficient plant in Europe by Harbour Consulting. The 

TCE 100 will also benefit of this high level of competitiveness. 
 

28. Internationales Wiener Motorensymposium 2007 

4 Conclusion 

The challenge with the TCE 100 engine was to develop an AFFORDABLE turbocharged 

version of an existing and already highly optimized 1.2l engine in order to replace 1.4l 

and/or 1.6l naturally aspirated engines in the core of RENAULT's B-segment. 

Figure 22: Twingo Concept 

No exceptional technology was used but each parameter was optimized to give maximum 

customer value to cost benefit. 

The single scroll turbocharger and associated aerodynamics were adapted to produce 

high torque at very low rpm, thus matching the larger engines acceleration capabilities and 

driving pleasure. 

Structural design modifications were minimized in order to limit industrial investments and 

make maximum use of existing facilities. 

We are convinced this engine will have great success with our customers, thus helping 

RENAULT reach its ambitious CO2 emission targets.