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Renault Cléon-Fonte engine

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Cléon-Fonte engine
Company typeEngine series
IndustryAutomotive
Founded1962
FounderRenault
Defunct2004
Headquarters
Cléon
,
France
Area served
Worldwide (France, Portugal, Spain, Turkey, Colombia, Argentina)
ProductsInline four-cylinder automobile engines
ParentRenault

The Cléon-Fonte engine represents a series of inline four-cylinder powerplants developed and produced by Renault for use in automobiles. Often referred to as the Sierra or C-Type, this engine family was manufactured continuously from 1962 until 2004. After serving as the primary engine for Renault's compact vehicles for over thirty years, it was progressively phased out in favor of the Renault Energy engine beginning in the late 1980s.

This engine employs a water-cooling system and incorporates a cast iron block with wet liners, supported by five main bearings. Its single camshaft is chain-driven and positioned high on the side of the block. The camshaft actuates two overhead valves per cylinder through short pushrods and rocker arms housed within an aluminum cylinder head.

History

Originally launched in 1962 under the name "Sierra," the engine was soon renamed "Cléon-Fonte" after the Renault factory where it was assembled. Engine capacities varied from to cc. Throughout its lifespan, it powered an extensive range of Renault vehicles such as the Floride/Caravelle, Alpine A110, R4, R5 (marketed as Le Car in the United States), R6, R7, R8/R10, R9/R11 (known as Alliance/Encore in the U.S.), R12, R15, R18, R19, R21, Estafette, Traffic 1, Express, Fuego, Twingo, and Clio 1. Additionally, it was utilized in the Dacia 1300/1310 lineup between 1969 and 2004.

The engine underwent various technical modifications to accommodate different displacements and configurations including single or dual carburetors and later fuel injection systems, with some versions featuring turbocharging. Initially paired with four-speed manual gearboxes, it eventually supported five-speed manuals and automatic transmissions depending on the vehicle application.

Production extended beyond France to include assembly plants in Portugal, Spain, Turkey, Colombia, and Argentina. The last Cléon-Fonte engine—a 1.6-liter fuel-injected variant delivering 68 hp—was produced by Dacia on November 29, 2004. Over its 42-year production run, more than 27 million units were manufactured worldwide, with approximately 15 million built in France alone.

In France specifically, manufacturing ceased in December 1996 when models like the Twingo and Clio ran on the C3G version and the Renault 5 "Supercinq Bye Bye" employed the C3J variant. The Cléon-Fonte engine's flexibility allowed it to be installed in rear-, mid-, and front-engine configurations (both longitudinally and transversely), supporting rear- and front-wheel drive setups.

Its extraordinary production volume highlights its robustness and versatility across diverse markets and vehicle categories throughout nearly five decades.

Design

During the late 1950s, Renault's engineering team led by Fernand Picard developed an updated iteration of the "Billancourt engine" intended for use in the Renault 8. Engineer René Vuaillat designed a new compact four-cylinder powerplant evolving from , which featured a cast iron block combined with an aluminum cylinder head. This design incorporated a high-mounted camshaft actuated via short pushrods and included five crankshaft bearings for enhanced durability. Initially named "Sierra," this engine later adopted the "Cléon-Fonte" name derived from its manufacturing site before eventually being abbreviated as the "C engine."

The power unit made its first public appearance at the 1962 Geneva Motor Show installed in the Renault Floride S model, replacing the older Dauphine Gordini's . This version produced 51 PS and was quickly adopted for use in the Renault 8 sedan. Motorsport adaptations tuned by Amédée Gordini featured hemispherical combustion chambers enabling outputs up to 90 PS for a 1000 cc displacement variant. To resolve issues related to block rigidity, Renault implemented structural reinforcements.

By 1963, an upgraded version with a displacement was introduced to enhance performance in the Renault Floride/Caravelle range. In the late 1960s, this engine powered most of Renault’s smaller models including the R8 and R10 sedans; production also extended to Spain during this period. The R8 Gordini 1300 launched in 1966 employed a block producing 88 PS.

In 1969, Renault introduced the front-wheel-drive R12 equipped with a revised C-Engine delivering 54 PS. Although insufficiently powerful for sportier variants like the Alpine Berlinetta, it served mainstream vehicles such as the R12 and R15 TL effectively. Meanwhile, smaller-displacement C-engines were fitted into models like the R6 and subsequently the R5.

Renault capitalized on small saloons for motorsport by developing an economical hemispherical head version of the Cléon-Fonte that achieved outputs of up to , reaching 93 PS in the 1976 R5 Alpine/Gordini model and increasing to 110 PS by 1981 through turbocharging enhancements. The R4 GTL utilized a version; by 1986 all R4 variants were powered by C-engines.

The successor to the R12—the R18—employed a variant producing multiple power levels. This inline-four also powered transverse-engine models such as the Renault 9 (awarded Car of the Year in 1982) along with its sibling model—the R11—and later appeared in the Super 5 from 1985 onward.

The introduction of transverse engines with models like Renault 9 and Renault 11 marked a technical shift that included debuting the "JB" gearbox system. This transmission was subsequently used across various models including Renault 19, Megane I, Scenic I, Super 5, Express, Clio I & II, Kangoo I, and Twingo II.

In the early 1980s, Renault selected this durable pushrod Cléon engine for turbocharging applications due to its cost-effectiveness and reliability. It was outfitted with a specialized magnesium Solex carburetor designed to withstand elevated temperatures generated by turbochargers.

The high-performance R5 Turbo launched in 1980 featured a mid-engine layout paired with a turbocharged unit driving rear wheels. Its power output grew from initial levels up to by the mid-1980s through advanced turbocharging techniques including water injection technology adapted from Formula One racing.

Following introduction of newer powerplants in vehicles like Renault R19 and Clio during the early 1990s—with fuel injection and catalytic converters—the Cléon-Fonte gradually gave way to its successor "Energy" engine.

Although replaced initially in models such as Renault 14 (1976) by engines developed through PSA-Renault collaboration, customer demand led Renault to reintroduce a transverse-mounted Cléon-Fonte in early-1980s Renault 9 and Renault 11 models. The engine experienced another revival powering the compact Twingo from its debut in 1993 with an enlarged displacement despite criticism regarding its older architecture. Ultimately it was succeeded by more modern engines like the D7F in late 1996.

In summary, Renault’s Cléon-Fonte engine demonstrated exceptional longevity and adaptability across decades of small car manufacturing as well as motorsport endeavors.

Engine evolution

The Cléon-Fonte powerplant was further developed into the Energy engine, which made its debut in the Renault 19. Significant updates involved shifting the camshaft location to the cylinder head and substituting the chain-driven timing system with a toothed belt. The Energy engine maintained the same bore and stroke measurements as its Cléon-Fonte predecessor.

Subsequently, the Energy engine progressed into the K engine, introduced with the first-generation Mégane. This iteration featured cylinders directly bored into the cast iron block, preserving the Energy's cylinder head design in 8-valve configurations, while also offering 16-valve versions and diesel variants such as the K9K 1.5 dCi engine.

Motorsport and performance usage

The Cléon-Fonte and its evolved forms served as the power units for various high-performance vehicles, including:

  • Renault 8 Gordini
  • Alpine A110
  • Renault 5 LS, Alpine, Alpine Turbo, Turbo, and Turbo 2
  • Renault 9 GTS and Turbo
  • Renault 11 Turbo
  • Renault Super 5 GT Turbo and TS
  • Dacia 1410 Sport and Nova GT
  • ARO 10 Duster
  • DAF 55 and 66 Marathon
  • René Bonnet Djet (later Matra Djet)

Typical engine displacements

Engine variants Displacement Bore x stroke
689 — C1C 956 cc (1.0 L) 65 mm × 72 mm (2.56 in × 2.83 in)
688 — 804 * — C1E 1,108 cc (1.1 L) 70 mm × 72 mm (2.76 in × 2.83 in)
C1G 1,237 cc (1.2 L) 71.5 mm × 77 mm (2.81 in × 3.03 in)
C3G 1,239 cc (1.2 L) 74 mm × 72 mm (2.91 in × 2.83 in)
812 1,255 cc (1.3 L) 74.5 mm × 72 mm (2.93 in × 2.83 in)
810 — C1H 1,289 cc (1.3 L) 73 mm × 77 mm (2.87 in × 3.03 in)
804 * 1,296 cc (1.3 L) 75.7 mm × 72 mm (2.98 in × 2.83 in)
C3J 1,390 cc (1.4 L) 75.8 mm × 77 mm (2.98 in × 3.03 in)
840 — 847 — C1J — C2J — C3J — C6J — C7J 1,397 cc (1.4 L) 76 mm × 77 mm (2.99 in × 3.03 in)

* Both the 1108 cc and 1296 cc Gordini engines fall under the same designation: 804, despite their differences in displacement. These were utilized in models like the Renault 8 Gordini and Alpine A110.

Rare and competition-specific displacements

Engine variants Displacement Bore x stroke Notes
813 852 cc (52.0 cu in) 61.4 mm × 72 mm (2.42 in × 2.83 in) Produced in Spain (Fasa-Renault) for R4 F4 (1972–1976)
996 cc (60.8 cu in) 71.5 mm × 77 mm (2.81 in × 3.03 in) Used in René Bonnet Djet II/III/IV (DOHC)
M1000 1,022 cc (62.4 cu in) 65 mm × 77 mm (2.6 in × 3.0 in) Manufactured in Argentina
850 1,037 cc (63.3 cu in) 67.7 mm × 72 mm (2.67 in × 2.83 in) Spain (Fasa-Renault) R7 (1974–1980), R5 GTL, R6 TL (1976–1980)
M1100 1,118 cc (68.2 cu in) 68 mm × 77 mm (2.7 in × 3.0 in) Argentine production
1,185 cc (72.3 cu in) 70 mm × 77 mm (2.8 in × 3.0 in) Employed by Dacia
1,250 cc (76 cu in) 71.9 mm × 77 mm (2.83 in × 3.03 in) Used in Australian R12 models
1,341 cc (81.8 cu in) 71.5 mm × 83.5 mm (2.81 in × 3.29 in) Ford Brazil application
1,372 cc (83.7 cu in) 75.3 mm × 77 mm (2.96 in × 3.03 in) Ford Brazil usage
C7K 1,430 cc (87 cu in) 76 mm × 79 mm (3.0 in × 3.1 in) Competition engine for R5 Turbo 2
1,434 cc (87.5 cu in) 77 mm × 77 mm (3.0 in × 3.0 in) Approximately 1440 cc racing engine for R12 & Alpine models
1,527 cc (93.2 cu in) 77 mm × 82 mm (3.0 in × 3.2 in) Utilized in R5 Maxi-Turbo competition vehicles
1,555 cc (94.9 cu in) 77 mm × 83.5 mm (3.03 in × 3.29 in) Ford Brazil production
1,557 cc (95.0 cu in) 77 mm × 83.6 mm (3.03 in × 3.29 in) Found in Dacia engines
C1L — C2L — C3L 1,565 cc (95.5 cu in) 77 mm × 84 mm (3.0 in × 3.3 in) Produced in Argentina for Clio and R19 models
1,578 cc (96.3 cu in) 76 mm × 87 mm (3.0 in × 3.4 in) Used by Dacia
1,596 cc (97.4 cu in) 76 mm × 88 mm (3.0 in × 3.5 in) Fitted to Volvo 343 Oëttinger versions


DAF and Volvo

The 1108 cc Cléon-Fonte engine was supplied by Renault to DAF, where it was designated as the B110 and installed in the DAF 55. Subsequently, Renault offered the larger 1289 cc unit, known as the B130 by DAF, as an alternative powerplant in the DAF 66. Following Volvo's acquisition of DAF, these engines continued to be available in the rebranded Volvo 66. When the Volvo 300 series was introduced, production of the 1108 cc engine ceased, but the 1289 cc B13 remained in use alongside a newly introduced 1397 cc B14 variant of the Cléon-Fonte engine.

Ford

Through its takeover of Willys' Brazilian operations during the late 1960s, Ford do Brasil acquired the rights to manufacture the Cléon-Fonte engine. This engine played a central role in the Renault-based "Projeto M" collaboration with Willys do Brasil, which led to the debut of the Ford Corcel in 1968. The initial engine displacement was 1289 cc, which was later increased to 1372 cc and eventually to 1555 cc.

In 1983, Ford introduced a redesigned cylinder head and updated internal components, branding this iteration as the Ford CHT engine. It first appeared in the Brazilian MkIII Escort model, offered in both 1555 cc and 1341 cc configurations. Subsequently, a smaller 997 cc version was launched in response to revisions in Brazilian vehicle taxation policies.

Volkswagen

From 1987 until 1996, Ford and Volkswagen formed a joint venture in Brazil named AutoLatina. During this partnership, Ford’s CHT engine was renamed as the AE engine (Alta Economia). Volkswagen incorporated this AE-1600 engine into its Escort-derived Volkswagen Logus coupé and adapted it for their Volkswagen Gol lineup, initially as AE-1600 and later as AE-1000 variants.

CxC

The C1C engine (initially called "689") is a power unit employed across several Renault models:



CxE

The C1E engine (formerly "688") has a displacement of , powering numerous Renault and other vehicles:



CxG

The C1G and C3G engines each have a displacement close to 1.2 L (1237 and 1239 cc respectively), delivering an output of 55 PS at 5,300 rpm and torque of 90 Nm at 2,800 rpm when equipped with single-point fuel injection, as seen in the Twingo. The C1G was essentially a downsized version of the larger 1.3-litre 810 engine, whereas its successor, the C3G, was an oversquare design with increased bore derived from the smaller 1.1-liter C1E engine. Production of the C3G concluded in July 1996.


CxH/810

The 810 engine series featured a displacement of 1289 cc, achieved through a bore and stroke measuring 73x77 mm. Although largely discontinued prior to the introduction of alphanumeric designations, some later models are identified as C1H. Output power varied between 32 and 47 kW.


CxJ

The engines designated C1J, C2J, C3J, and C6J all possess a displacement of 1397 cc, with a bore and stroke dimension of 76x77 mm.


CxL

The CxL engine series was developed in Argentina and marketed exclusively in Argentina, Brazil, Colombia, and Turkey. This powerplant is based on the CxJ architecture and shares the same dimensions as Renault's A-series engines. It delivers increased torque reaching up to at 3,000 rpm. The twin-carburetor model is known as the C2L, while the single-point fuel injection variant is labeled C3L.

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