Renault Logan II technical review

Engine

Older D4F, with a modest 75 hp and depressing 107 Nm. In russian specification it corresponds to basic 1.6 8V (but with a higher torque).

No interesting features and advanced systems are in the engine, maximum torque at relatively high speeds, but at times engine “pulls” from low revs without detonation and jerks.

The reliability and service life? – good reputation of Renault budget motors is well known. In our case, we only note active oil “sweating” and notorious rpm fluctuations at warming up (as seen inherent not only to russian-assembled cars).

In Europe, for the new Logan family Logan actively promoted turbocharged 3-cylinder, here – the diesels are popular, in Russia – offered a choice between the two versions of older 1.6.

 

Model Type Dsiplacement D*S, mm Compression ratio Power output,
hp / rpm
Torque,
Nm / rpm
H4Bt 400 0.9i DOHC 12V TCe 898 72.2*73.1 9.5 90/5250 135/2500
D4F 732 1.2i SOHC 16V 1149 69.0*76.8 9.8 75/5500 107/4250
D4F 734 1.2i SOHC 16V LPG 1149 69.0*76.8 9.8 72/5500 105/4250
K7M 812 1.6i SOHC 8V 1598 79.5*80.5 9.5 82/5000 134/2800
K4M 842 1.6i DOHC 16V 1598 79.5*80.5 9.8 102/5750 145/3750
K9K 830 1.5d SOHC 8V dCi 1461 86.0*80.5 15.5 75/4000 200/1750
K9K 612 1.5d SOHC 8V dCi 1461 86.0*80.5 15.5 90/3750 220/1750

Fuel efficiency

Many car owners have a false stereotype – “smaller engine is more efficient”. Maybe – if it works only at idle, but in reality for natural aspirated motors all is exactly the opposite.

Our test subject in a quiet provincial traffic, without jams and continuous idling, confidently consume up to 10 liters of RON95 (note, that using high-octane gasoline is mandatory even for rus-market versions).

And, speaking about Logan and fuel, we must once again to mention the brand folly with inconvenient fuel cap opened with a key.

Brake system

The security systems in Europe are not cut even at low grade, so had a complete set of ABS + ESC + TCS + EBA, although with simple rear drum brakes. The brakes are “normal” – rather sensitive and predictable. ABS – just works, ESP has not been tested. But car with manual gearbox sorely demands lacking “Hill Start Assist”.

In Russia traditional disregard for safety, allows to produce and sell the versions without ABS even, whereas ESC is chargeable option for highest grade only.

Transmission

Clear that the feebleness of the engine could be compensated only by very short ratio gearbox. First gear – for maneuvering and uphill starting, but the car can starts at 2nd and sometimes at 3rd gear. Even vehicle speed 100 km/h at 5th gear is some noisy due to 3000 rpm. Short transmission forced to make extra gear shifts during maneuvers at crossings and turns.

But the reverse gear is not enough short – too noticeable traction difference beside to 1st. Engine braking at lower gears is more than effective. Econolights advices are in his own right, but often not corresponds to the traffic situation a step further.

Lever strokes are real large, selectivity is poor. There are no problems during upshift, but downshift is too hard – not only unpleasant, but also dangerous. Reverse gear have not normal locking, engages with difficulty and often requires clutch dual operation.

The clutch pedal has tremendous stroke and is completely uninformative. On the other hand, clutch forgives the careless and sometimes even humiliating attitude.

At rus-market there are two alternatives – primitive in all respects automated mechanical gearbox (robot) Easy’R for 1.6 8V and nondurable classic AT DP2 for 1.6 16V.

Performance

Due to the gearbox specs, the dynamics in the “permitted” speed range even surpasses expectations and allows not to fall out from relaxed local traffic. But nominal 0-100 in 14.5 sec looks sad at big city, not to mention on the highway. However, the right lane and patience solved the problem of not too far marches.

Suspension

Deservedly considered as the main advantage of Renault cars. The most comfortable in the class and “undestructable”. However, not so gentle beside to the old Logan – early perfectly smoothed all roughnesses, but now minor road irregularities are transmitted to the body.

Steering

Despite the hydraulic power steering (not electrical), there is no feeling of “clarity and transparency”. Steering efforts are relatively easy (may seem hard even in comparison with the old Japanese cars). But in any case, suspension character and dynamics abilities do not cause the desire to perform any active maneuver.

Off-road

Excellent geometry of the rear overhang is discordant with the front bumper lower part, which forces to pay attention to the road kerb height. At conventional “cross-country” condition in the first place is not enough torque for crawling. For the same reason the car do not like loose sand. Moment of glory for Logan comes at rocky dirt road, where the car goes at full speed passing by premium brands slowly looking for better road.

Reliability

“Proven quality” – since the second generation is built on the same units as the first, then we can assume the absence of critical weaknesses and generic diseases. Our year-old car (but with impressive mileage on the odometer) required only wheel balancing.

Prices

The basic grade is very expensive here – from $14.000 (equipment level between Confort and Privilege grades for rus-market). Warranty – 3 years or 100.000 km. Additional costs – only the optional spare wheel for $100 and insurance for about $100 a year.

But in today’s Russia manufacturers still hold phenomenally low prices (in dollar terms, of course) to increase market share – so similar grade cost only $8.700 (basic grades – from $6.500 – not recommended even to watch) and the top one $11.000. However, competitors are not asleep – the most interesting alternative (Kia Rio with AT) also fits in $10.000.

Summary

The car bravely endured the hardships of acquaintance with the author and made a generally positive impressions. Simple. Nice. Suitable for a provincial environment. Obviously without critical problems. Not ideal, but worthy.

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