Tài liệu sửa chữa xe ô tô Renault 19 (Repair Manual) - P3

Tài liệu sửa chữa xe ô tô Renault 19 (Repair Manual) Chassis, Heating and ventilation, Sheet metal work, Sealing and Soundproofing, Trim and Upholstery

Chassis GENERAL

FRONT AXLE

REAR AXLE

WHEELS AND TYRES

STEERING

MECHANICAL ELEMENT CONTROLS

77 11 190 850 NOVEMBER 1996 Edition Anglaise

"The repair methods given by the manufacturer in this document are based on the

technical specifications current when it was prepared.

The methods may be modified as a result of changes introduced by the

manufacturer in the production of the various component units and accessories

All copyrights reserved by Renault.

Copying or translating, in part or in full, of this document or use of the service part reference numbering system is forbidden without the prior written authority of Renault.

ELECTRONICALLY CONTROLLED SYSTEMS

PRG30.1

Contents

PagePage

The effect of geometry angles

Principles of checking geometry

Checking and adjusting front

axle geometry

Front axle fault finding

Braking system fault finding

Bleeding the braking system

30

30-130-230-630-830-930-930-1030-1130-1130-1230-1330-1330-1430-1530-1630-1730-20

Subframe

Lower suspension arms

Lower suspension arm

Stub axle carrier bearings

Stub axle carrier

Combined spring shock absorber

SpecificationsWheel balancing

WHEELS AND TYRES35

33-133-233-433-533-733-933-2333-2533-2633-3033-3133-3233-3333-2733-3933-4033-4233-4333-46

Rear axleBrake drumsWheel cylindersBrake calipersMechanical brake caliper control

Brake shoes (drum)Brake pads (disc)Brake discsHub bearingsShock absorbersAnti-roll bars on tubular rear axleHalf suspension arms on tubularrear axle

Bearings on tubular rear axle Suspension bars tubular rearaxle

Underbody height tubular rearaxle

Torsion bars four bar rearaxle

Underbody height four barrear axle

Four bar type rear axleSuspension arm bearings

REAR AXLE33

wear take-up system

External gear control

Gear selection controls

37-137-237-437-537-637-737-1037-1137-1337-1537-1637-1937-25

38-8738-8838-9638-10438-10638-11138-12538-12638-12838-13038-13538-13738-14338-14438-145

BENDIX ABS system

Location and compositionElectronic computerSpeed sensors and targetsControl relay of ABSdevice

OperationRegulation in defect modePressure accumulatorRemoval-refitting of components

Fault finding with XR25Checking level - BleedingFault chart

BOSCH ABS system

Identification of the systemLocation and compositionOperating principleSummary of regulation principleSelf-testing

Fault finding with XR25Checking the wiringWiring diagramConnectorsRemoval and refitting ofcomponents

BleedingAdditional testsBrake compensatoradjustment checkReplacement of compensatorFault chart

STEERING

Axial ball joints

Manual steering box

Anti-rattle bearing on

manual steering box

Power assisted steering box

Steering box plunger

Steering column

Retractable steering column shaft

36-136-336-536-1136-1236-19

HYDRAULIC SYSTEMS

General braking system circuit diagram

NOTE: The following diagrams are general circuit diagrams and under no circumstances are they to be used for determining the positions of connections or identifying the type of circuit used on a given vehicle When replacing any of the braking system component parts, always mark the pipes before disconnecting them so that they can be reconnected in their original positions This is essential.

30

"X" TYPE BRAKING SYSTEM

with fixed compensator which

is integral with the wheel cylinder

91563-3S

"X" TYPE BRAKING SYSTEM

with load sensitive compensator

91563S

Tightening torques (in daN.m)

M 12 x 100

M 10 x 100orM12 x 100

M 10 x 100orM12 x 100

M 10 x 100orM12 x 100

Hoses on front wheel cylinders

Hoses on rear suspension arms

Supply to rear wheel cylinders

Master cylinder outlets

Compensator inlet

Compensator outlet

TIGHTENING TORQUE

30

Tightening torques (in daN.m)

All types except B - C - L 539

B - C - D - L 53 D

30

AXLE

DI3030

Tightening torques (in daN.m) 30

FRONT AXLE

B - C - L 539

B - C - D - L 53 D

Tightening torques (in daN.m) 30

REAR AXLE

DI3032

Tightening torques (in daN.m) 30

REAR AXLE

Tightening torques (in daN.m) 30

REAR AXLE

91849R

Underbody heights

The underbody heights are measured with the

vehicle unladen, on a flat horizontal surface

(preferably a lift):

- fuel tank full,

- tyre pressures correct

H1 and H4 is the dimension between the centre of

the wheels and the ground

H2 is the dimension between the front side

member and the ground in line with the wheel

centres

H5 is the dimension between the centre of the

suspension arm and the ground

Value in the section "Values and settings".

Measure dimensions :

H1 and H2 at the front,

H4 and H5 at the rear,

and find the difference

30

91936G1

92118

Parts to be systematically replaced 30

- Axial ball joint locking washer

- Wheel balancing weight hooks

- Hub bearings

- Drive shaft bearing gaiter

- Girling caliper guide mounting bolts

- Stub axle lock nut

- Mounting bolts :

• of the steering box,

• of the front axle sub-frame,

• rear axle

Brake fluid

BRAKE FLUID CHANGE PERIODS

The design of our braking systems, in particular our disc brake units (hollow pistons that transmit very littleheat, a small amount of fluid in the caliper cylinder, sliding calipers to avoid the necessity for a reserve of fluid

in the hottest part of the wheel) avoids, as far as possible, risks of vapour lock, even when the brakes are

intensively used (under mountain driving conditions)

The brake fluids now used are subject to a slight deterioration, during their first few months of use, in that

they absorb a small amount of water (see warranty booklet - maintenance of the vehicle, for changing fluid)

Topping up the fluid level

The wear on the brake pads and linings causes the level of the brake fluid in the reservoir gradually to fall It

is not necessary to top up this fall because the correct level is re-established when the pads are replaced

Obviously, however, the level must not be allowed to fall below the minimum mark

Officially approved brake fluids

If two non-compatible brake fluids are mixed together in the same system, there could be a serious risk of

leakage caused, in particular, by the deterioration of the seals and cup washers To avoid such a risk, it is

essential to use only brake fluids that have been tested and officially approved by our laboratories and which

conform to Standard SAE J 1703 dot 3 or dot 4.

Front anti-roll bar specifications 30

53 W

53 H

Rear anti-roll bar specifications

4 BAR REAR AXLE

All types with ABSoption and

B, C, D, L, S

533, 538, 53C, 53F53K, 53T, 53V, 53Y53Z, 535

30

VEHICLE

TYPE

17 mm-

-30

TUBULAR REAR AXLE

Rear suspension bar specifications

19.8 mm25

24.75 mm31

23 mm27

26

Rear torsion bar identification marks

As the direction of the torsion in the bars is different, when loaded, the RH and LH bars are identified by :

- marks on their ends

or

- letters stamped on their ends

LEFT HAND BAR RIGHT HAND BAR

Brake unions and pipes

The pipes between the master cylinder, the front

calipers, the pressure limiting valve and the rear

wheel cylinders are connected by unions that have

METRIC THREADS.

Consequently, it is important only to use the parts

shown in the Parts catalogue for this vehicle

Parts identification :

- THE SHAPE of the ends of the steel or copper

PIPES (A),

- THE SHAPE of the THREADED LOCATIONS in

the wheel cylinders (B),

- the fact that the pipe UNIONS are GREEN or

BLACK in colour with an 11 mm or 12 mm

external hexagon (C)

The effect of the geometry angles

Differences in the variation of the parallelismbetween the right and left hand wheels cause(without any change in the position of thesteering wheel):

- a pull to one side during acceleration,

- a pull to the other side during deceleration,

- changes in course holding when the vehicle isdriven over bumpy roads

PARALLELISM

The steering must be in the straight ahead position when this adjustment is carried out if a detrimental effect on the road holding is to be avoided.

It is to be noted :

- that too much toe-out causes symmetrical

excessive wear on the inside edge of bothtyres,

- that too much toe-in causes symmetrical

excessive wear on the outside edge of bothtyres

The effect of the different geometry angles on

the steering of the vehicle and on its tyre wear

CAMBER

It is the comparison between the left hand and

right hand angles which is important. A

difference of more than one degree from one side

to the other causes the vehicle to pull to one side

This has to be corrected at the steering wheel and

the result is abnormal tyre wear

CASTOR

Once again it is the comparison between the left

hand and right hand angles which is important A

difference of more than one degree causes the

vehicle to pull to one side This has to be

corrected at the steering wheel and the result is

abnormal tyre wear Itcan be identified by a pull,

at constant speed towards the side on which the

angle is smallest

STEERING BOX HEIGHT

This height affects the variation in the parallelism

that occurs as the suspension moves.

30

78491R

Principles of checking the geometry

PRELIMINARY CHECKS

Before checking the axle geometry, check the

following points and, if necessary, rectify them :

- That the tyres on any given axle are the same

from the point of view of :

• sizes,

• pressures,

• wear

- At the hinge and pivot points :

• the condition of the rubber bushes,

• the play in the ball joints,

• the bearing play

- The wheel run-out: this should not exceed 1.2

mm (it will be compensated for by the

checking equipment)

- That the underbody heights are the same on

both sides of the vehicle (the condition of the

suspension)

DETERMINING THE STEERING CENTRE POINT

Before checking and adjusting the front axle

geometry, the steering must be centralised to

avoid the vehicle pulling to one side.

Turn the steering to full lock in one direction

Make a mark (A) at the top of the steering wheel

rim

Move the steering to full lock in the other

direction whilst counting the number of turns and

fractions of a turn

Return to half the number of turns (and fractions

of a turn) noted The steering is then in the

"centre position"

In this position, fit the checking equipment, andcheck the geometry

When adjusting the parallelism, ensure that both

lengths x on the track rod end casings are the same.

30

82699R

83098R

Checking and adjusting the front axle geometry

CHRONOLOGICAL ORDER OF OPERATIONS

Because of the design of the front axle, a change

in one of its angles (castor, camber, kingpin,

parallelism and variation) has repercussions, to a

greater or lesser extent, on the other angles (The

castor angle is the one that has the most effect)

It is therefore essential to carry out the

operations in the following order

- mount the equipment on the vehicle by

following its manufacturer’s instructions,

- find the steering centre point (see previous

section) and lock the steering wheel,

- lift the vehicle, taking the weight under the

body,

- eliminate the wheel run-out,

- lower the vehicle on to the floating plates,

- fit the pedal press to the brake pedal,

- bounce the suspension to bring it to its

nominal height,

- check that the lengths X on the track rod end

casings are the same,

- dimension A should be the same on bothsides

- note the readings A on the scales

If both lengths X are the same :

- note dimensions A on the right and left handsides, subtract one from the other and equallydistribute, on each side, half of the result

Example : Reading on right hand side : 16

Reading on left hand side : 10

16 - 10 = 6

6 : 2 = 3Turn the track rods to even-out the dimensions A

on both sides :

A = 13

- zero the floating plates in this position,

- check, in the following order :

Checking and adjusting the front axle geometry

ADJUSTING PARALLELISM

One of several cases may arise :

Parallelism Distribution Correction to be carried out

Turn the adjusting sleeves (or end fittings) by the samenumber of turns in opposite directions on the left handand right hand sides, to obtain the same reading fordimension A on both sides

INCORRECT CORRECT

Adjust the parallelism by the same amount on the rightand left hand sides whilst ensuring that dimensions Aremain identical on both sides

CORRECT INCORRECT

First adjust dimensions A to make them the same on bothsides and then adjust the parallelism by the methoddescribed in

INCORRECT INCORRECT

DEFECT POSSIBLE CAUSE

- Side member bent

- Suspension arm bent

- Side member bent

- Stub axle carrier bent

- Stub axle carrier bent

Suspension arm bent

- See castorParallelism variation incorrect

Camber + kingpin correct

but, Camber incorrect

Kingpin incorrect

1

3

2 2

Front axle fault finding

30

Braking system fault finding

This fault finding sequence is applicable to all thebraking systems and braking components used onour current range of vehicles

During fault finding notice is only to be taken ofthose items that are relevant to the vehicledescribed in this Workshop Repair Manual

The fault finding sequence can be broken downinto two distinct sections that make finding thefault easier:

I The effect as noted on the pedal

II The effect on the vehicle behaviour.

I THE EFFECT AS NOTED ON THE PEDAL

FAULT POSSIBLE CAUSE

- glazed or of the incorrect type,

- overheating owing to constant pressure onthe brake pedal (descending an incline),incorrect type

- Pistons sticking,

- A crushed or kinked pipe,

- Worn pads or linings: almost no frictionmaterial left, commencement of metal to metalcontact (loud noise)

Spongy pedal:

Note : as the servo effect on present day vehicles

is very high, one frequently gets the impression

that the pedal is spongy To determine whether

the brakes are effective or not, one of two tests

can be carried out

1 With the vehicle moving

A subjective test: the ratio between the

pedal travel and braking effect

2 With the vehicle stationary and the engine

switched off

Carry out an additional test on the pedal

travel: depress the brake pedal 5 times to

empty the brake servo before taking the

results of the test as valid

- Air in the system : incorrectly bled

- Internal leakage within the braking circuit.

- Insufficient fluid in the reservoir (brakingsystem external leakage)

30

Braking system fault finding

Pedal travel excessive

This test is to be carried out with the vehicle

stationary and the engine switched off

Note : one must depress the brake pedal 5 times,

to empty the brake servo, before the results of

this test can be considered as valid

- Brake shoes incorrectly adjusted Drum brakes

- Manual adjustment : shoes too far from thedrums

Disc and drum brakes

- Automatic adjustment : handbrake cable tootight

Note : if the handbrake cable is not too tightwhen in the released position, the wear willautomatically be taken up when the brake pedal

is depressed

- Excessive and uneven wear on the pads or shoes (pads tapered or hollow)

- Too much free travel at the master cylinder.

- Brake fluid boiling or overheated.

Pedal going right down to the floor

Test to be carried out with the vehicle stationary

and the engine switched off

Note : one must depress the brake pedal 5 times,

to empty the brake servo, before the results of

this test can be considered as valid

- Brake fluid leakage (check the system for leaks)

- Defective cup washer between the two master cylinder circuits.

- Brake fluid boiling.

II EFFECT ON VEHICLE BEHAVIOUR

FAULT POSSIBLE CAUSE

Brakes "self-applying" - Insufficient lead on the linings

- Linings slightly greasy

- Return springs require replacing

- Excessive disc run-out

- Discs of uneven thickness

30

Braking system fault finding

Vehicle pulling to one side (at the front) - Check front suspension and steering.

- Caliper piston sticking*.

- Tyres (wear - inflation pressure)

- Crushed or kinked brake pipe*.

*WARNING : on vehicles with negative offsetfront axle geometry, pulling to one side is theresult of a fault on the circuit on the opposite side

- Master cylinder clearance insufficient and preventing the master cylinder returning to the released position.

- Piston sticking or not returning correctly.

- Crushed or kinked pipe.

- Handbrake control sticking.

- Handbrake control incorrectly adjusted.

Vehicle pulling on one side (at the rear) - Compensator or brake pressure limiting valve

(adjustment - operation)

- Piston sticking.

- Shoes incorrectly adjusted.

manual adjustment : shoes too far from thesurfaces of the drums

Automatic adjustment : handbrake cable tootight

NOTE : If the handbrake cable is not too tight,when in the released position, the wear will beautomatically taken up when the brake pedal isdepressed

- Return springs.

Brakes overheating

30

Bleeding the braking system

For vehicles equipped with a brake servo, it is

important that, no matter what the method of

bleeding used, the servo system should not be

operating during the bleed operation

- The system is bled using equipment M.S 815

on a four post lift with the wheels on the

- compensator or pressure limiting valve

Connect the equipment to a source of

compressed air (minimum pressure 5 bars)

- Connect the filling system to the brake fluid

reservoir

- Open the fluid supply and wait until the

reservoir is full (both sections)

- Open the compressed air valve

As these vehicles are equipped with an "X" type

circuit, proceed as follows:

- Open:

- the bleed screw on the rear right hand

wheel and allow the fluid to run out for

approximately 20 seconds,

- the bleed screw on the front left hand

wheel and allow the fluid to run out for

approximately 20 seconds

- Take no notice of air bubbles in the bleed

equipment pipes.

- Proceed in the same way on the rear left hand

wheel and the front right hand wheel

- Check that the brake pedal is firm when

pressed (press it down several times)

SPECIAL TOOLING REQUIRED

M.S 815 Brake bleeding equipment

30

Bleeding the braking system 30

86037R

TIGHTENING TORQUES (in daN.m)

Removing the connection stud on the vehicle.

Use a four post lift, taking the weight under the

body

Raise the front of the vehicle

Remove the rear bolt from the sub-frame where

the connection stud is located

Slacken the second rear bolt, but do not remove

it

Rear sub-frame mounting bolt 8.5

Composition of the tool Mot 1152 :

- a threaded rod with two nuts

- an extractor tube (A) with a washer (B),

- a support ring (C) with shoulder

- a simple support ring (D)

31

SPECIAL TOOLS REQUIRED

Mot 1152 Set of tools for removing and

refitting connection stud

92708S

92774R

Wedge a nut between the stud and the body, and

screw the threaded rod into it

Fit the extractor tube (A) and washer (B)

Remove the connection stud by means of the

se-cond nut

Check that the sub-frame support ring, withshoulder, has not moved during removal of theconnection stud

REFITTING

Refitting the connection stud on the vehicle.

Insert the two rings between the sub-frame and

the body

Centre the ring (C) using its shoulder, followed by

ring (D)

Coat the connection stud with soapy water, and

press it on using the sub-frame bolt

When the stud has been pressed halfway home,

insert washer (B)

Remove the sub-frame bolt and rings (C) and (D)

Tighten the sub-frame bolts to a torque of 8.5

daN.mm, with the connection stud pressed on

31

92708-4R

92708-6S

Lower suspension arms

TIGHTENING TORQUES (in daN.m)

REMOVAL

With the vehicle resting on its wheels, remove the

anti-roll bar bearings (1) from the lower

suspension arms

Nut securing lower arm to sub-frame 9

Nuts on stub axle carrier keys 5.5

Anti-roll bar bearing nut 3.5

Lower ball joint joint 7.5

Pull the anti-roll bar downwards

With the vehicle on axle stands, remove:

- the nut and the key (2),

- the two bolts (3) that secure the suspensionarm to the sub-frame

- the suspension arm

31

85886R

90130R

85875R

Lower suspension arms

REPLACING

To ensure that the rubber bushes remain central

with reference to the suspension arm centreline,

they are to be replaced one at a time

Push out one of the worn bushes on the press

using a tube with an outside diameter of 44 mm.

Fit a new bush to obtain :

dimension A = 147 ± 0.5 mm

Push the second bush out on the press and fit the

second new bush as described above to obtain :

dimension A = 147 ± 0.5 mm

REFITTING

Note: ensure that the plastic protective washer A

is in position on the lower ball joint shaft.

Fit :

- the suspension arm,

- the two bolts (3), without tightening them,

- the ball joint shaft into the stub axle carrierand tighten the nut (2) on the key to thespecified torque

With the vehicle resting on its wheels :Refit the anti-roll bar without tightening itsbearings

"Bounce" the suspension and tighten thesuspension arm mounting nuts and the anti-rollbar bearing mounting nuts to the specifiedtorques (tightening position: vehicle unladen)

Lower suspension arm rubber bushes

31

90404R1

Lower suspension arm ball joints

REMOVAL

If the gaiter is damaged, the complete ball joint

must be replaced.

Carry out the same operations as for removing the

lower suspension arm

Loosen, without removing, the two bolts (3)

mounting the suspension arm to the sub-frame

Remove :

- the two ball joint mounting bolts (4) ,

- the ball joint

REFITTING

Note: ensure that the plastic protective washer A

is in position on the lower ball joint shaft.

Fit the ball joint and tighten its bolts to the

specified torque

Then complete the operation in the same way as

for refitting the lower suspension arm

31

85875R1

Disconnect the wear warning light wire.

Push in the piston by pulling the caliper outwards,

by hand

SPECIAL TOOLING REQUIRED

Fre 823 Piston return tool

TIGHTENING TORQUES (in daN.m)

Brake caliper guide bolts 3.5

Remove the guide bolts (7) using two spanners

Do not clean these bolts.

- the fitting and condition of the piston dust

Fit the new pads, together with their springs,ensuring that they are the correct way round

31

90130-2R

82160R

Reconnect the warning light wire.

Press the brake pedal a number of times to bring the piston into contact with the pads.

We would remind you that when replacing pads

or carrying out work on this type of caliper, theguide bolts* must be automatically replaced and

tightened to a torque of 3.4 to 3.8 daN.m ,

star-ting with the lower bolt

31

90130-3R

* bolts supplied in the spares kit

Brake pads

Check the condition of the dust cover (5) and the

gaiters (6) that protect the caliper slides and

replace them if necessary If they are replaced,

grease the end of the piston and both slides after

first cleaning them with methylated spirits

REMOVAL

Disconnect the wear warning light wire

Push in the piston by pulling the caliper outwards

SPECIAL TOOLING REQUIRED

Fre 823 Piston return tool

TIGHTENING TORQUES (in daN.m)

88 074

Brake pads

Fit the two anti-rattle clips (3) to the new pads - correct direction of fitting :

- on the outside, the pad and the groove (B)are offset towards the front of the vehicle,

- on the inside, the pad and the groove (B)are offset towards the rear of the vehicle,

- the wear warning light wires are to be onthe same side as the bleed screw (V)

- the offset pad only has one shoulder on it (A)

instead of the two on the symmetrical pad,

- the groove (B) is offset when compared with

that of the symmetrical pad,

NOTE : these vehicles are equipped with offset

brake pads

Special features of offset brake pads :

88244-1R

Brake pads

Place the pads in the caliper and engage the key(2)

Fit the clip (1) (there is only one clip per caliper)

NOTE : the clip is at the inside end of the caliper (D), near the caliper bracket mounting bolt (C).

Reconnect the wear warning light wire

Press the brake pedal a number of times to bring the piston into contact with the pads.

82762R

Brake calipers

Clean the parts with methylated spirits

Replace any faulty parts with genuine

replacement parts and refit the seal, the piston

and the dust cover (fitting the retaining ring on

the GIRLING assembly)

Using a thin blade with rounded edges (for

example a feeler gauge) take out the square

section seal from its groove in the caliper

31

Blow out the piston, with compressed air, after

first placing a wooden block between the caliper

and the piston to avoid the piston being

damaged Any impact mark on its skirt would

render it unusable

85971S 85972S

Brake calipers

REMOVAL

Loosen the brake hose at the wheel cylinder end

Remove the brake pads or linings (see

corresponding section)

Special features of the BENDIX Series IV

Remove the two bolts (A) securing the assembly to

the stub axle carrier

Tighten the bleed screw

BENDIX Series IV

Place the caliper piston assembly on the stub axlecarrier and tighten the two bolts (A) to thespecified torque

TIGHTENING TORQUES (in daN.m)

Caliper mounting bolts (BENDIX Series IV) 10

Guide bolts (GIRLING) 3.5

All types

Unscrew the caliper piston from the hose

(providing a container to catch the brake fluid)

Check the condition of the hose and replace it if

necessary (see the section on replacing a hose)

All types

Check the condition of the pads If they are

grea-sy, replace them

The system may be partially bled only if the brakefluid reservoir has not emptied during the opera-tion If it has, a complete bleed operation must becarried out

Press the brake pedal a number of times to bring the pistons into contact with the pads.

- the two disc mounting bolts (B) using Torx T40

type Allen key (e.g Facom RX40 + adaptor or 89-40).

- the disc

REFITTING

Fit the disc to the hub and secure it in place withits two bolts (B)

Refit the brake caliper, coat its bolts with Loctite

FRENBLOC and tighten them to the specifiedtorque

Press the brake pedal a number of times to bring the piston into contact with the pads.

Brake discs

The brake discs cannot be reground A disc which

is heavily worn or scored must be replaced by a

new one.

TIGHTENING TORQUES (in daN.m)

Caliper bracket mounting bolts

Brake discs

REPLACING

Whenever a brake disc is replaced, it is essential

also to replace the pads.

To do this, first carry out the method described for

removing the pads and then that described for

replacing the caliper brackets (see the section

entitled "Removing-Refitting")

Special features of the BENDIX Series IV

To replace the disc, remove:

- the pads,

- the two bolts (C) from the caliper bracket

31

90146R