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 drivabili…
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 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.
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.
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The Renault 112 is mechanically simple and robust if maintained correctly. Early units (pre-1968) suffer from camshaft lobe wear, but post-1968 revisions resolved this. Regular oil changes with SAE 20W-50 and timely valve adjustments ensure longevity. Well-cared-for examples remain functional today with minimal issues.
The biggest issues are camshaft lobe wear on pre-1968 engines, carburettor flooding due to ageing components, timing chain stretch, and head gasket failure from overheating. These are well-documented in Renault service bulletins and owner manuals.
The 112 engine was used exclusively in the Renault R8 and R10 models between 1965 and 1972. It powered variants including the R8 Légère, R8 1100 Super, and R10 Légère. No other Renault models or external manufacturers used this specific engine variant.
Limited tuning potential exists. Minor gains of 3–5 PS are possible with a free-flow exhaust and re-jetted carburettor. However, the SOHC design and low compression limit significant upgrades. Forging higher outputs risks damaging the crankshaft or connecting rods due to stock internal strength thresholds.
Excellent for its era. In a Renault R8 Légère, typical consumption is approximately 7.5 L/100km (38 mpg UK) in city driving and 6.2 L/100km (46 mpg UK) on the highway, averaging around 40–45 mpg UK combined. Economy improves with clean carburettor settings and proper valve clearances.
No. The Renault 112 is a non-interference engine. If the timing chain fails, the pistons will not contact the valves, preventing catastrophic internal damage. However, loss of timing will still cause immediate stalling and require repair.
Renault specifies SAE 20W-50 mineral oil for all operating conditions. Modern synthetic oils are not recommended due to potential seal incompatibility. Oil must be changed every 6,000 km or annually, whichever comes first, to prevent camshaft and lifter wear.
Comprehensive technical documentation and regulatory references
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RENAULT Official Site
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EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
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.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
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