The Douvrin family is an all-aluminum inline-four automobile engine designed in the early 1970s and produced from 1977 to 1996 by Compagnie Française de Mécanique, a joint-venture between PSA and Renault located in the town of Douvrin in northern France. This engine is designed by the engineer Jean-Jacques His (father of Formula 1 engines from Renault and Ferrari). It was produced in the same factory as the PRV V6, which also is sometimes known outside France as the "Douvrin" V6. The Douvrin engine is also referred to as the ZDJ/ZEJ engine by Peugeot, and as the J-type engine by Renault.^[1]

This article needs additional citations for verification. (April 2022)

Quick Facts ZDJ/ZEJ engine (Peugeot) J-Type engine (Renault), Overview ...

ZDJ/ZEJ engine (Peugeot) J-Type engine (Renault)
Overview
Manufacturer	Française de Mécanique
Also called	Douvrin, "J engine"
Production	1977–1996
Layout
Configuration	Inline-four
Displacement	2.0–2.2 L (1,995–2,165 cc)
Cylinder bore	86 mm (3.39 in) 88 mm (3.46 in)
Piston stroke	82 mm (3.23 in) 89 mm (3.5 in)
Cylinder block material	Aluminium alloy
Cylinder head material	Aluminium alloy
Valvetrain	SOHC 2 or 3 valves x cyl.
Compression ratio	8.8:1-9.8:1
RPM range
Max. engine speed	6,000
Combustion
Turbocharger	Variable-nozzle (on some versions)
Fuel system	Carburetor Multi-point fuel injection
Management	Bosch K-Jetronic, LE2-Jetronic, LU2-Jetronic, Renix
Fuel type	Gasoline, Diesel
Cooling system	Water-cooled
Output
Power output	64–175 PS (47–129 kW; 63–173 hp)
Torque output	16.9–19.2 kg⋅m (166–188 N⋅m; 122–139 lbf⋅ft)
Chronology
Successor	XU engine (PSA) F-Type engine (Renault)(petrol) G-Type engine (Renault)(diesel)

Close

This engine had an aluminium alloy block with cast iron liners, and an aluminium alloy head with one overhead camshaft driven by belt. Its displacement varied from 1995 to 2165 cc. This engine should not be confused with the PSA-Renault X-Type engine whose displacement varied from 954 to 1360 cc and had a gearbox integrated to the block. The Douvrin engine on the contrary, had a conventional (external) gearbox setup, and was longitudinally or transversely mounted depending on car model.^[1]

The 2.0 L (1,995 cc) was an oversquare design with a single belt driven overhead camshaft, an 88 mm × 82 mm (3.46 in × 3.23 in) bore and stroke.

The 2.2 L (2,165 cc) version was derived from the 2.0 L (1,995 cc) by a stroke extension from 82 to 89 mm (3.23 to 3.50 in), making it an undersquare design. Most parts, including the cylinder head, were identical to those of the 2-liter unit.

This engine proved as reliable as its 2.0-liter counterpart. It is often confused with the somewhat similar 2.2 litre Simca Type 180 engine, which displaced 2.2 L (2,155 cc)

The 2.1 L (2,068 cc) Diesel version was derived from the 2.0 L (1,995 cc) petrol version by a bore reduction from 88 to 86 mm (3.46 to 3.39 in) and a stroke extension from 82 to 89 mm (3.23 to 3.50 in). Cast-iron cylinder liners were used to withstand the higher compression ratio of Diesel combustion. The cylinder head was of course specific and was a Ricardo-type pre-chamber design fed by a mechanically controlled fuel pump. This engine was only used by Renault in three versions:

• normally aspirated 8-valve, 64 PS (47 kW; 63 hp), from 1979 to 1992
• turbocharged 8-valve, 88 PS (65 kW; 87 hp), from 1982 to 1992 - 1),2)
• turbocharged 8-valve with variable-nozzle, 92 PS (68 kW; 91 hp), from 1990 to 1996

- Garrett T2 turbocharged 8-valve version was fitted by AMC-Renault in the 1984-1987 Jeep Wagoneer, Cherokee and Comanche models

- Garrett T3 turbocharged 8-valve version was fitted by AMC-Renault in the 1983-1986 Winnebago Lesharo/Itasca Phasar, based on the Renault Trafic I 'P'latform chassis, albeit only in FWD, LWB designs.

• List of PSA engines
• List of Renault engines
• List of engines used in Chrysler products