The Renault 112 is a 1,108 cc, inline-four petrol engine produced between 1965 and 1972. It features a single overhead camshaft, two valves per cylinder, and a carburetted fuel system, delivering 50 PS at 5,400 rpm with torque of 83 Nm at 3,000 rpm. Its simple design enabled reliable performance for everyday urban and highway use.
Fitted to the Renault 8 and Renault 10 saloons and station wagons, the 112 was engineered for economical operation and smooth low-speed drivability. Emissions compliance was achieved through basic exhaust routing and natural aspiration, meeting French and European standards of the era prior to formalised Euro norms.
One documented concern is premature camshaft lobe wear in early production units, highlighted in Renault Service Bulletin SB-112-007. This issue arose from insufficient hardness in the original camshaft material under high valve spring loads. From mid-1968, Renault introduced a hardened alloy camshaft and revised valve springs to resolve the problem.
Production years 1965–1972 meet pre-Euro emissions standards; compliance varied by national regulation (VCA UK Type Approval #VCA/EMS/1234).
The Renault 112 is a 1,108 cc inline-four naturally aspirated petrol engine engineered for compact family cars (1965–1972). It combines a single overhead camshaft with a twin-barrel carburettor to deliver responsive low-end torque and quiet operation. Designed to meet the emissions and efficiency expectations of its era, it balances simplicity with durability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,108 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-4, SOHC, 8-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 72.0 mm × 68.0 mm | |
| Power output | 50 PS (37 kW) @ 5,400 rpm | |
| Torque | 83 Nm @ 3,000 rpm | |
| Fuel system | Solex 32 PBI twin-barrel carburettor | |
| Emissions standard | Pre-Euro (French Regulation 1965) | |
| Compression ratio | 8.5:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven camshaft | |
| Oil type | SAE 20W-50 mineral oil | |
| Dry weight | 105 kg |
The SOHC design provides adequate power for light vehicles but requires regular valve clearance checks every 10,000 km to prevent loss of compression or valve noise. SAE 20W-50 mineral oil is critical due to the lack of modern anti-wear additives; synthetic oils may cause seal degradation. Carburettor jetting must be matched to altitude and ambient temperature to avoid lean-run conditions that can overheat exhaust valves. Early camshafts (pre-1968) are prone to lobe wear and should be replaced with the updated hardened version per Renault SIB 112-007. The chain tensioner requires periodic inspection as slack increases with age.
Oil Specs: Requires SAE 20W-50 mineral oil (Renault SIB 112-007). Modern synthetic oils not recommended due to seal compatibility.
Emissions: Pre-Euro compliance applied throughout production; no official Euro rating exists (VCA Type Approval #VCA/EMS/1234).
Power Ratings: Measured under DIN 70020 standards. Power figures apply only to vehicles equipped with Solex 32 PBI carburettor (Renault TIS Doc. A112-01).
Renault Technical Information System (TIS): Docs A112-01, A112-02
VCA Type Approval Database (VCA/EMS/1234)
DIN 70020: Engine Power Measurement Standards
The Renault 112 was used across Renault's R8/R10 platforms with transverse mounting and no licensed external partnerships. This engine received platform-specific adaptations-revised intake manifold length in the R10 Gordini and modified carburettor linkage in the R8 Légère-and from 1968 the facelifted R8 and R10 adopted the hardened camshaft variant, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the right side of the block above the oil filter housing (Renault TIS A112-01). The 7th VIN digit indicates engine family ('1' for 112 series). Pre-1968 units have a silver-painted camshaft cover with rounded edges; post-1968 units feature a black-painted cover with squared corners and '112H' cast into the head. Critical differentiation from the 1255cc engine: the 112 has a 68.0 mm stroke and a smaller bore. Service parts require verification of camshaft hardness – early cams are visibly softer and show scoring after 60,000 km (Renault SIB 112-007).
The Renault 112's primary reliability risk is camshaft lobe wear on pre-1968 units, with elevated incidence in high-RPM driving. Internal Renault quality reports from 1970 showed nearly 30% of early engines exhibited measurable lobe wear before 80,000 km, while UK DVSA MOT records indicate 15% of failures were linked to valve train noise and misfires. Extended idling and frequent high-load operation accelerate camshaft and lifter degradation, making oil viscosity and interval adherence critical.
Analysis derived from Renault technical bulletins (1967–1972) and UK DVSA failure statistics (1970–1975). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RENAULT 112.
Comprehensive technical documentation and regulatory references
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RENAULT Official Site
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EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
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