Renault VVT For Sale

Variable valve timing From Wikipedia, the free encyclopedia Jump to: navigation, search It has been suggested that Continuous variable valve timing be merged into this article or section. (Discuss) The i-VTEC system found in the Honda K20Z3 In internal combustion engines, variable valve timing, often abbreviated to VVT, is a generic term for an automobile piston engine technology. VVT allows the lift, duration or timing (in various combinations) of the intake and/or exhaust valves to be changed while the engine is in operation. Two-stroke engines use a power valve system to get similar results to VVT. Contents 1 Overview 2 History 2.1 Steam engines 2.2 Aircraft 2.3 Automotive use 2.3.1 Diesel engines 3 VVT implementations 4 See also 5 References 6 External links [edit] Overview Piston engines normally use poppet valves for intake and exhaust. These are driven (directly or indirectly) by cams on a camshaft. The cams open the valves (lift) for a certain amount of time (duration) during each intake and exhaust cycle. The timing of the valve opening and closing is also important. The camshaft is driven by the crankshaft through timing belts, gears or chains. The profile, or position and shape of the cam lobes on the shaft, is optimized for a certain engine revolutions per minute (RPM), and this tradeoff normally limits low-end torque, or high-end power. VVT allows the cam timing to change, which results in greater efficiency and power, over a wider range of engine RPMs. An engine requires large amounts of air when operating at high speeds. However, the intake valves may close before enough air has entered each combustion chamber, reducing performance. On the other hand, if the camshaft keeps the valves open for longer periods of time, as with a racing cam, problems start to occur at the lower engine speeds. This will cause unburnt fuel to exit the engine since the valves are still open. This leads to lower engine performance and increased emissions. For this reason, pure racing engines which are designed to idle at speeds close to 2,000 rpm, cannot idle well at the lower speeds (around 800 rpm) expected of a road car. Pressure to meet environmental goals and fuel efficiency standards is forcing car manufacturers to use VVT as a solution. Most simple VVT systems advance or retard the timing of the intake or exhaust valves. Others (like Honda's VTEC) switch between two sets of cam lobes at a certain engine RPM. Furthermore Honda's i-VTEC can alter intake valve timing continuously. [edit] History [edit] Steam engines The first variable valve timing systems came into existence in the nineteenth century on steam engines. Stephenson valve gear, as used on early steam locomotives, supported variable cutoff, that is, changes to the time at which the admission of steam to the cylinders is cut off during the power stroke. Early approaches to variable cutoff coupled variations in admission cutoff with variations in exhaust cutoff. Admission and exhaust cutoff were decoupled with the development of the Corliss valve. These were widely used in constant speed variable load stationary engines, with admission cutoff, and therefore torque, mechanically controlled by a centrifugal governor and trip valves. As poppet valves came into use, simplified valve gear using a camshaft came into use. With such engines, variable cutoff could be achieved with variable profile cams that were shifted along the camshaft by the governor.this is now coming in system.[1] [edit] Aircraft Some versions of the Bristol Jupiter radial engine of the early 1920s incorporated variable valve timing gear, mainly to vary the inlet valve timing in connection with higher compression ratios.[2] The Lycoming R-7755 engine had a Variable Valve Timing system consisting of two cams that can be selected by the pilot. One for take off, pursuit and escape, the other for economical cruising. [edit] Automotive use In 1958 Porsche made application for a German Patent, also applied for and published as British Patent GB861369 in 1959. The Porsche patent used an oscillating cam driven via a push/pull rod from an eccentric shaft or swash plate. The cam was Desmodromic having opening and closing cam surfaces which operated the valve by a bifurcated rocker and ball joint. Being Desmodromic meant there was no valve spring. The cam pivot was adjustable for height, as the push/pull rod length was constant this rotated the cam so the lift and duration increased. A compensating link moved the rocker pivot to match the cam's position. The adjustment of the cam pivot could be by mechanical linkage to a screw thread, hydraulic from engine driven pump with spill valve or from a engine speed governor. At present it is unknown if any working prototype was ever made. Fiat was the first auto manufacturer to patent a functional automotive variable valve timing system which included variable lift. Developed by Giovanni Torazza in the late 1960s, the system used hydraulic pressure to vary the fulcrum of the cam followers (US Patent 3,641,988). The hydraulic pressure changed according to engine speed and intake pressure. The typical opening variation was 37%. In September 1975, General Motors (GM) patented a system intended to vary valve lift. GM was interested in throttling the intake valves in order to reduce emissions. This was done by minimizing the amount of lift at low load to keep the intake velocity higher, thereby atomizing the intake charge. GM encountered problems running at very low lift, and abandoned the project. Alfa Romeo was the first manufacturer to use a variable valve timing system in production cars (US Patent 4,231,330). The 1980 Alfa Romeo Spider 2.0 L had a mechanical VVT system in SPICA fuel injected cars sold in the United States. Later this was also used in the 1983 Alfetta 2.0 Quadrifoglio Oro models as well as other cars. The system was engineered by Ing Giampaolo Garcea in the 1970s.[3] Honda's REV motorcycle engine employed on the Japanese market-only Honda CBR400F in 1983 provided a technology base for VTEC. In 1986,[citation needed] Nissan developed their own form of VVT with the VG30DE(TT) engine for their MID4 Concept. Nissan chose to focus their NVCS (Nissan Valve-Timing Control System) mainly on torque production at low to medium engine speeds, because, the vast majority of the time, automobile engines will not be operated at extremely high speeds. The NVCS system can produce a smooth idle and high amounts of torque at low to medium engine speeds. The VG30DE engine was first used in the 300ZX (Z31) 300ZR model in 1987. It was the first production car to use electronically controlled VVT technology. In 1987 Nissan also sold the Gloria, Leopard, and Cedric, all of which could come powered by the VG20DET engine which also utilized Nissans NVCS valve timing system. The next step was taken in 1989 by Honda with the VTEC system. Honda had started production of a system that gives an engine the ability to operate on two completely different cam profiles, eliminating a major compromise in engine design. One profile designed to operate the valves at low engine speeds provides good road manners, low fuel consumption and low emissions output. The second is a high lift, long duration profile and comes into operation at high engine speeds to provide an increase in power output. The VTEC system was also further developed to provide other functions in engines designed primarily for low fuel consumption. The first VTEC engine Honda produced was the B16A which was installed in the Integra, CRX, and Civic hatchback available in Japan and Europe. In 1991 the Acura NSX powered by the C30A became the first VTEC equipped vehicle available in the US. VTEC can be considered the first "cam switching" system and is also one of only a few currently in production. In 1991, Clemson University researchers patented the Clemson Camshaft which was designed to provide continuously variable valve timing independently for both the intake and exhaust valves on a single camshaft assembly. This ability makes it suitable for both pushrod and overhead cam engine applications.[4] In 1992, Porsche introduced VarioCam its 968 model which provided continuously variable valve timing for the intake valves. In 1992, BMW introduced the VANOS system. Like the Nissan NVCS system it could provide timing variation for the intake cam in steps (or phases), the VANOS system differed in that it could provide one additional step for a total of three. Then in 1996 the Double Vanos system was introduced which significantly enhances emission management, increases output and torque, and offers better idling quality and fuel economy. Double Vanos was the first system which could provide electronically controlled, continuous timing variation for both the intake and exhaust valves. Ford began using Variable Cam Timing in 1998 for the Ford Sigma engine and the Ford Zetec engine. Ford became the first manufacturer to use variable valve timing in a pickup-truck, with the top-selling Ford F-series in the 2004 model year. The engine used was the 5.4 L 3-valve Triton. In 1999, Porsche introduced VarioCam Plus on its 911 Turbo which combined continuous valve timing and two stage valve lift on the intake valves. In 2001, BMW introduced the Valvetronic system. The Valvetronic system can continuously and precisely vary intake valve lift, and in addition, the independent Double VANOS system can concurrently vary the timing for both the intake and exhaust valves. The precise control the system has over the intake valves allows for the intake charge to be controlled entirely by the intake valves, eliminating the need for a throttle valve and greatly reducing pumping loss. The reduction of pumping loss accounts for more than a 10% increase in power output and fuel economy. In 2005, General Motors offered the first Variable Valve timing system for pushrod V6 engines, LZE and LZ4. In 2007, DaimlerChrysler became the first manufacturer to produce a cam-in-block engine with independent control of exhaust cam timing relative to the intake. The 2008 Dodge Viper uses Mechadyne's concentric camshaft assembly to help boost power output to 600 bhp (450 kW). In 2009, Fiat Powertrain Technologies introduced the Multiair system in Geneva Motor Show. The Multiair is a hydraulically-actuated variable valve timing system, which gives full control over valve lift and timing. The new technology will be available in Alfa Romeo MiTo starting from September 2009.[5] In 2009, Porsche introduced an enhanced version of VarioCam Plus on its 911 GT3 including the previous variable valve timing and two stage valve lift on the intake valves but with additional variable timing of the exhaust valves. [edit] Diesel engines In 2010, Mitsubishi developed and started mass production of its 4N13 1.8 L DOHC I4 world's first passenger car diesel engine that features a variable valve timing system.[6][7] [edit] VVT implementations Aftermarket modifications — Conventional hydraulic tappet can be engineered to rapidly bleed-down for variable reduction of valve opening and duration. Alfa Romeo Twin Cam — some versions are equipped with Variable Valve Timing technology. Twin Spark — is equipped with Variable Valve Timing technology. JTS — is equipped with Variable Valve Timing technology, both intake and exhaust. Multiair continuously varies the timing of the inlet valve by changing oil pressure. BMW Valvetronic — Provides continuously variable lift for the intake valves; used in conjunction with Double VANOS. VANOS — Varies intake timing by rotating the camshaft in relation to the gear. Double VANOS — Continuously varies the timing of the intake and exhaust valves. Daihatsu DVVT — Daihatsu Variable Valve Timing. Continuously varies the timing of the intake camshaft, or both the intake and exhaust camshafts (depending on application). Fiat "Twin Cam - VIS" engine - is equipped with Variable Valve Timing technology. "StarJet" FIRE-based engine. Ford VCT Variable Cam Timing — Varies valve timing by rotating the camshaft. Ti-VCT Twin Independent Variable Camshaft with two fully variable camshafts used in Ford Sigma engine and Ford Duratec engine. Chrysler — Varies valve timing through the use of concentric camshafts developed by Mechadyne enabling dual-independent inlet/exhaust valve adjustment on the 2008 Dodge Viper. General Motors Corporation (GM) VVT — Varies valve timing continuously throughout the RPM range for both intake and exhaust for improved performance in both overhead valve and overhead cam engine applications.(See also Northstar System). DCVCP (Double Continuous Variable Cam Phasing) — Varies intake and exhaust camshaft timing continuously with hydraulic vane type phaser; available on Family 1, Family 0, and Family II engines. Alloytec — Continuously variable camshaft phasing for inlet cams; continuously variable camshaft phasing for inlet cams and exhaust cams (High Output Alloytec). Honda VTEC — Varies duration, timing and lift by switching between two different sets of cam lobes. VTEC-E — This system is designed solely for the purpose of improving fuel economy. A variation of the VTEC mechanism is used to create an offset of lift between the two intake valves, one valve opening only slightly to prevent accumulation of fuel in the intake port. The asymmetrical opening of the intake valves creates a powerful swirl in the combustion chamber and allows for a very lean intake charge to be used under certain conditions. Under normal operation the two intake valve rocker arms are locked together and both valves follow the normal lift cam profile. i-VTEC — In high-output DOHC 4 cylinder engines, the i-VTEC system adds continuous intake cam phasing (timing) to traditional VTEC. In economy-oriented SOHC and DOHC 4-cylinder engines the i-VTEC system increases engine efficiency by delaying the closure of the intake valves under certain conditions and by using an electronically controlled throttle valve to reduce pumping loss. In SOHC V6 engines the i-VTEC system is used to provide Variable Cylinder Management which deactivates one bank of three cylinders during low demand operation. Advanced VTEC — This is the latest Honda VVT system and is the most unusual of all the VTEC systems. Rather than switching between cam lobes the Advanced VTEC system uses intermediate rocker arms with a variable fulcrum to continuously vary intake valve timing, duration and lift. Hyundai MPI CVVT — Varies power, torque, exhaust system, and engine response. Iran Khodro CVVT-i - Continuous Variable Valve Timing Intelligence which is used for EF7 & EF4 engines of the IKCO EF engines family. Kawasaki — Varies position of cam by changing oil pressure thereby advancing and retarding the valve timing, 2008 Concours 14 (also known as the 1400GTR). Lexus VVT-iE — Continuously varies the intake camshaft timing using an electric actuator. Mazda S-VT — Continually varies intake timing and crank angle using an oil control valve actuated by the ECU to control oil pressure. Mitsubishi MIVEC — Varies valve timing, duration and lift by switching between two different sets of cam lobes. The 4B1 engine series uses a different variant of MIVEC which varies timing (phase) of both intake and exhaust camshafts continuously. The 4N1 engine family is the world's first to feature a variable valve timing system applied to passenger car diesel engines. Nissan N-VCT — Varies the rotation of the cam(s) only, does not alter lift or duration of the valves. VVL — Varies timing, duration, and lift of the intake and exhaust valves by using two different sets of cam lobes. CVTCS - introduced with the HR15DE, HR16DE, MR18DE and MR20DE engines in September 2004 on the Nissan Tiida and North American version named Nissan Versa (in 2007); and finally the Nissan Sentra (in 2007). Also used on the new MR16DDT VVEL - introduced with the VQ37VHR Nissan VQ engine engine in 2007 on the Infiniti G37. Porsche VarioCam — Varies intake timing by adjusting tension of a cam chain. VarioCam Plus — Varies intake valve timing by rotating the cam in relation to the cam sprocket as well as duration, timing and lift of the intake and exhaust valves by switching between two different sets of cam lobes. Proton Campro CPS — Varies intake valve timing and lift by switching between two sets of cam lobes without using rocker arms as in most variable valve timing systems. Debuted in the 2008 Proton Gen-2 CPS[8][9] and the 2008 Proton Waja CPS. VVT introduced in the Waja 1.8's F4P renault engine (Toyota supplies the VVT to renault) PSA Peugeot Citroën CVVT — Continuous variable valve timing. Renault Clio Renault Sport 172, 172 Cup, 182, 182 Cup, Trophy, 197, 197 Cup, 200, and Clio V6 Mk2 VVT — Megane 1.6 vvt variable valve timing. Clio Mk4 Dynamique S 1.6 VVT Rover VVC — Varies timing with an eccentric disc. Suzuki — VVT — Suzuki M engine Subaru AVCS — Varies timing (phase) with hydraulic pressure, used on turbocharged and six-cylinder Subaru engines. AVLS — Varies duration, timing and lift by switching between two different sets of cam lobes (similar to Honda VTEC). Used by non-turbocharged Subaru engines. Toyota VVT — Toyota 4A-GE 20-Valve engine introduced VVT in the 1992 Corolla GT-versions. VVT-i — Continuously varies the timing of the intake camshaft, or both the intake and exhaust camshafts (depending on application). VVTL-i — Continuously varies the timing of the intake valves. Varies duration, timing and lift of the intake and exhaust valves by switching between two different sets of cam lobes. Valvematic Vauxhall - VVT used in the facelift Vectra 1.8 engines, Astra's and Corsa's. Volkswagen Group — VVT introduced with later revisions of the 1.8t engine, and the 30-valve 2.8 L V6. Similar to VarioCam, the intake timing intentionally runs advanced and a retard point is calculated by the ECU. A hydraulic tensioner retards the intake timing. Most modern VW Group petrol engines now include VVT on either the inlet cam, or both inlet and exhaust cams, as in their V6, V8 and V10 engines. Volvo CVVT — Continuous variable valve timing on intake and/or exhaust camshafts (depending on application). CPS — Changes valve timing, duration and lift of the intake valves by switching between two different sets of cam lobes. Same basic technology as Porsches VarioCam Plus with switching direct-acting tappets. To date this is only used on Volvos short inline-6 (SI6) naturally-aspirated 3.2 L engine. Yamaha — VCT (Variable Cam Timing) Varies position of cam thereby advancing and retarding the valve timing. [edit] See also Camless valve technology Helical camshaft Corliss Orville Burandt Continuous variable valve timing [edit] References ^ 11:51 AM. "Variable Valve Timing - 1886 - Practical Machinist - Largest Manufacturing Technology Forum on the Web". Practical Machinist. http://www.practicalmachinist.com/vb/showthread.php?t=115316. Retrieved 2010-04-04.  ^ Arthur W., Gardiner; William E. Whedon (25 February 1927). "REPORT No. 272: THE RELATIVE PERFORMANCE OBTAINED WITH SEVERAL METHODS OF CONTROL OF AN OVERCOMPRESSED ENGINE USING GASOLINE" (PDF). Langley Aeronautical Laboratory. http://naca.central.cranfield.ac.uk/reports/1928/naca-report-272.pdf.  ^ "Alfa Romeo Spider FAQ" (PDF). alfaspiderfaq.org. http://alfaspiderfaq.org/spdrfaq_v3.pdf. Retrieved 2008-11-29.  ^ American Society of Mechanical Engineers (1991-12-01), Clemson Camshaft improves auto economy, Mechanical Engineering-CIME ^ "Alfa Romeo MiTo gets 'MultiAir' Treatment". worldcarfans.com/109061519922. http://www.worldcarfans.com/109061519922/alfa-romeo-mito-gets-multiair-treatment. Retrieved 2009-06-30.  ^ "Geneva 2010: Mitsubishi ASX (Outlander Sport) Debuts in Geneva", autoguide.com ^ Mitsubishi Motors UK Geneva motor show 2010 presskit ^ PROTON SETS FOOT IN THAILAND — from Proton's official website http://www.proton.com ^ Facelifted Proton GEN2 with Campro CPS engine launched in Thailand! — from paultan.org This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (September 2007) [edit] External links Mechadyne International's information on the Dodge Viper VVT system Honda Technology Picture Book, VTEC Delphi Variable Cam Phasers (VCP) v â€¢ d â€¢ e Reciprocating engines and configurations Type Bourke Â· Controlled combustion Â· Deltic Â· Orbital Â· Piston Â· Pistonless (Wankel) Â· Radial Â· Rotary Â· Single Â· Split cycle Â· Stelzer Â· Tschudi Stroke cycles Two-stroke cycle Â· Four-stroke cycle Â· Six-stroke cycle Engine configurations Inline or straight I2 Â· I3 Â· I4 Â· I5 Â· I6 Â· I8 Â· I9 Â· I10 Â· I12 Â· I14 Flat F2 Â· F4 Â· F6 Â· F8 Â· F10 Â· F12 Â· F16 V or Vee V2 Â· V3 Â· V4 Â· V5 Â· V6 Â· V8 Â· V10 Â· V12 Â· V16 Â· V20 Â· V24 W W8 Â· W12 Â· W16 Â· W18 Other inline H Â· U Â· Square four Â· VR Â· Opposed or Flat Â· X Components Valves Cylinder head porting Â· Corliss Â· Slide Â· Manifold Â· Multi Â· Piston Â· Poppet Â· Sleeve Â· Rotary valve Â· Variable valve timing Â· Camless  Â· Desmodromic Mechanisms Cam Â· Connecting rod Â· Crank Â· Crank substitute Â· Crankshaft Â· Scotch Yoke Â· Swashplate Â· Rhombic drive Linkages Evans Â· Peaucellier–Lipkin Â· Sector straight-line Â· Watt's (parallel) Other Hemi Â· Recuperator Â· Turbo-compounding || E-NewsletterBrochures / Price GuidesMy RenaultContactFind a dealerTest DriveRenault TV Search Renault Used Cars for sale View & compare the rangeTWINGOTwingoTwingo GordiniTwingo RenaultsportWINDWind RoadsterCLIOClioClio Sport TourerClio GordiniClio RenaultsportMODUSModusGrand ModusKANGOOKangooMEGANEMegane CoupeMegane HatchMegane Sport TourerNew Megane Coupe-CabrioletMegane RenaultsportSCENICScenicGrand ScenicLAGUNALaguna CoupéLaguna HatchLaguna Sport TourerESPACE 2011Espace 2011Grand Espace 2011Renaultsport ModelsCompare the rangeLatest OffersCar OffersTwingoWind RoadsterClioClio Sport TourerModus & Grand ModusKangooMégane CoupéMégane HatchMégane Sport TourerNew Mégane Coupé-CabrioletScénicGrand ScénicLaguna CoupéLaguna Hatch 2010Laguna Hatch 2011Laguna Sport Tourer 2010Laguna Sport Tourer 2011Espace 2011Vans offersMotability offersDriving Instructors offersBusiness users offersService Plans offersRenaultsportFinanceRenault SelectionsRenault Hire PurchaseHelp Me ChooseFinance ProtectionFAQGlossary of TermsAbout Renault FinanceLatest offersMotabilityHow does it workWho is eligible?The SchemesQuarter Top OffersCurrent Quarter PricingMotability ConversionsEnvironmentEnvironmentEllen MacarthurHer UndertakingHer BiographyThe Renault Eco2 AdECO2 And YouECO2CO2 EmissionMore on CO2ManufacturingRecyclingDriving TipsCar Purchase TipsECO2 ModelsAlternative EnergiesEnd of life vehiclesCar battery disposalZ.E. 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Next » 115 Cars Found Sort by: £4,499 Renault - CLIO HATCHBACK - 1.2 Campus 3dr Engine 1149 Year Registered 2006 Colour Silver Previous Owners 1 Mileage 38000 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info £4,999 Renault - KANGOO DIESEL - SL17dCi 70 Van Engine 1461 Year Registered 2007 Colour Red Previous Owners 1 Mileage 39375 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info £5,000 Renault - CLIO HATCHBACK - 1.4 16V Dynamique 5dr Engine 1390 Year Registered 2006 Colour Black Previous Owners 3 Mileage 23000 Transmission Manual Located at City Motors Renault Call 0845 839 9016 for more info £5,000 Renault - CLIO HATCHBACK - 1.4 16V Dynamique 3dr Engine 1390 Year Registered 2007 Colour Blue Previous Owners 2 Mileage 24600 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info £5,000 Renault - KANGOO DIESEL ESTATE - 1.5 dCi 84 Venture 5dr Engine 1461 Year Registered 2006 Colour Grey Previous Owners 2 Mileage 34635 Transmission Manual Located at City Motors Renault Call 0845 839 9016 for more info £5,000 Renault - MEGANE DIESEL SPORT HATCHBACK - 1.9 dCi 130 Dynamique 3dr Non FAP Engine 1870 Year Registered 2006 Colour Red Previous Owners 2 Mileage 33180 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info £5,000 Renault - MEGANE HATCHBACK - 1.6 VVT Dynamique 5dr Auto Engine 1598 Year Registered 2005 Colour Silver Previous Owners 2 Mileage 21000 Transmission Automatic Located at City Motors Renault Call 0845 839 9016 for more info £5,000 Renault - MODUS HATCHBACK - 1.4 Dynamique 5dr [Euro 4] Engine 1390 Year Registered 2006 Colour Red Previous Owners 3 Mileage 28000 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info £5,000 Renault - MODUS HATCHBACK - 1.4 Dynamique 5dr [Euro 4] Engine 1390 Year Registered 2007 Colour Mercury Previous Owners 1 Mileage 40876 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info £5,000 Renault - SCENIC ESTATE - 1.6 VVT Dynamique 5dr Engine 1598 Year Registered 2007 Colour Silver Previous Owners 1 Mileage 42861 Transmission Manual Located at S J Cook & Sons - Kingswood Call 0845 839 9017 for more info 1 2 3 4 5 6 7 ... 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Surrey's largest Renault dealer group for 26 years WOKING (WYCH HILL): 0845 1244 336 WOKING (ST JOHNS RD): 0845 1254 673 WOKING (Van Service Centre) : 0845 1242 871 WEYBRIDGE : 0845 1244 338 Home New Cars Motability Used Cars New Vans Used Vans Renault Sport Offers Aftersales Finance Recruitment News Contract Hire About Contact Sunday, 12th December 2010 10:52 Used Car Search Used Van Search Advanced Search Advanced Search Stock Updates Receive all our latest stock updates & offers direct to your inbox Save & Compare Back Home Used Cars Renault CLIO 'NEW' Expression 1.6 VVT Auto 5dr A/C Renault CLIO 'NEW' Expression 1.6 VVT Auto 5dr A/C NOW £9,795 WAS £9,990 INTERESTED? Call Us Now: 0845 1242871 Vehicle Details Engine Size 1600cc Mileage 3766 Miles Registered 2009 Body Style Hatchback Transmission Automatic Exterior Colour Tempest Blue Fuel Type Petrol No. of Doors 5 MPG Vehicle Specification - Split Rear Seats - Rear Wash/Wipe - Power Steering - Onboard Computer - Multiple Airbags - MP3 Adapter - Metallic Paint - Immobilser - Front Fog Lamps - Electric Windows - Electric Mirrors - Cruise Control and Speed Limiter - Central Locking - CD Player - Automatic Transmission - Air Conditioning Vehicle Warranty All used vehicles sold by SMC Renault, either carry the balance of the manufacturer’s warranty or a minimum of 12 months ‘Advanced’ cover. Finance Calulator Monthly Payment £58.49 Amount of Credit £0 Total Price £9,795 Interest Payable £0 Select Deposit £ Total Amount Payable £0 Loan Period APR 13% © NetDirector™ - Content Management SolutionsHome | Privacy Policy | Terms and Conditions | Site Map | Back to Top ^ © 2009 SMC Renault Reg. Office: Wey Court West Union Road Farnham Surrey GU9 7PT Company No: 1766596 VAT No: 384399110