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

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
from which his vehicles are constructed."
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.
C Renault 1996
ELECTRONICALLY CONTROLLED SYSTEMS
EXPLODED VIEW
PRG30.1
31-1
31-4
31-5
31-6
31-7
31-12
31-14
31-16
31-19
31-20

31-21
31-27
Contents
PagePage
Chassis
GENERAL
General braking system
circuit diagram
Tightening torques (in daN.m)
Measuring points
Underbody heights
Parts that must be systematically
replaced
Brake fluid
Front anti-roll bar
specifications
Rear anti-roll bar
specifications
Rear suspension bar
specifications
Rear torsion bar
identification marks
Brake unions and
pipes
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
30-1
30-2
30-6
30-8
30-9
30-9
30-10
30-11
30-11
30-12
30-13
30-13
30-14
30-15
30-16
30-17
30-20
Subframe
Lower suspension arms
Lower suspension arm
rubber bushes
Lower suspension arm ball joint
Brake pads
Brake calipers
Brake disc
Stub axle carrier bearings
Stub axle carrier
Combined spring shock absorber

assembly
Spring and shock absorber assembly
Anti-roll bar
FRONT AXLE
31
35-1
35-3
Specifications
Wheel balancing
WHEELS AND TYRES
35
33-1
33-2
33-4
33-5
33-7
33-9
33-23
33-25
33-26
33-30
33-31
33-32
33-33
33-27
33-39
33-40
33-42
33-43
33-46

Rear axle
Brake drums
Wheel cylinders
Brake calipers
Mechanical brake caliper
control
Brake shoes (drum)
Brake pads (disc)
Brake discs
Hub bearings
Shock absorbers
Anti-roll bars on tubular rear axle
Half suspension arms on tubular
rear axle
Bearings on tubular rear axle
Suspension bars tubular rear
axle
Underbody height tubular rear
axle
Torsion bars four bar rear
axle
Underbody height four bar
rear axle
Four bar type rear axle
Suspension arm bearings

REAR AXLE
33
Master cylinder
Brake servo

Brake servo air filter -
Non-return valve
Pedal assembly
Handbrake lever
Handbrake control
Brake hoses
Brake compensator
Testing - Adjustment
Clutch cable
Clutch automatic
wear take-up system
External gear control
Gear selection controls
37-1
37-2
37-4
37-5
37-6
37-7
37-10
37-11
37-13
37-15
37-16
37-19
37-25
Contents
Page
MECHANICAL ELEMENT CONTROLS
37

38
38-1
38-6
38-6
38-7
38-10
38-13
38-14
38-16
38-32
38-65
38-70
38-87
38-88
38-96
38-104
38-106
38-111
38-125
38-126
38-128
38-130
38-135
38-137
38-143
38-144
38-145
BENDIX ABS system
Location and composition
Electronic computer

Speed sensors and targets
Control relay of ABS
device
Operation
Regulation in defect mode
Pressure accumulator
Removal-refitting of
components
Fault finding with XR25
Checking level - Bleeding
Fault chart
BOSCH ABS system
Identification of the system
Location and composition
Operating principle
Summary of regulation principle
Self-testing
Fault finding with XR25
Checking the wiring
Wiring diagram
Connectors
Removal and refitting of
components
Bleeding
Additional tests
Brake compensator
adjustment check
Replacement of compensator
Fault 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
36-1
36-3
36-5
36-11
36-12
36-19
36
ELECTRONICALLY CONTROLLED
HYDRAULIC SYSTEMS
GENERAL
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
30-1
GENERAL
Tightening torques (in daN.m)
DIMENSIONS
-
M 10 x 100
M 10 x 100
M 10 x 100
or
M 12 x 100
M 10 x 100
or
M12 x 100
M 10 x 100
or
M12 x 100
M 10 x 100
or
M12 x 100
0.6 to 0.8
1.3
1.3
1.3
1.3
1.3
1.3
Bleed screws
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
30-2
GENERAL
Tightening torques (in daN.m)
All types except B - C - L 539
B - C - D - L 53 D
30
FRONT
AXLE
DI3030
30-3
GENERAL
Tightening torques (in daN.m)
30
FRONT AXLE
B - C - L 539
B - C - D - L 53 D
DI3031
30-4
GENERAL
Tightening torques (in daN.m)
30
TUBULAR TYPE
REAR AXLE
DI3032

30-5
GENERAL
Tightening torques (in daN.m)
30
FOUR BAR TYPE
REAR AXLE
DI3033
30-6
GENERAL
Tightening torques (in daN.m)
30
FOUR BAR TYPE
REAR AXLE
91849R
30-7
GENERAL
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
30-8
GENERAL
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 little
heat, 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.
30-9
GENERAL
Front anti-roll bar specifications
30
VEHICLE
TYPE
DIAMETER
-23
B - C - L - S 530
531
532
53 W
53 H
B - C - D - L - S 53 ALL TYPES
except
B - C - L - S 530
531
532
53 W

53 H
30-10
GENERAL
Rear anti-roll bar specifications
4 BAR REAR AXLE
All types with ABS
option and
B, C, D, L, S
533, 538, 53C, 53F
53K, 53T, 53V, 53Y
53Z, 535
353 A, F, H, C, D
453 A, F, C, D
553 A, F, H, C, D
853 A, 853 F
15 mm
-
-
DIAMETER
NUMBER OF SPLINES
AT BEARING END
NUMBER OF SPLINES AT
DOUBLE SHACKLE END
23.15 mm
31
30
VEHICLE
TYPE
17 mm
-

-
30
TUBULAR REAR AXLE
Rear suspension bar specifications
19.8 mm
25
24
DIAMETER
NUMBER OF SPLINES AT
BEARING END
NUMBER OF SPLINES AT
DOUBLE SHACKLE or ARM
END
21.7 mm
27
26
4 BAR REAR AXLETUBULAR REAR AXLE
VEHICLE
TYPE
B- C - L - S
530, 531, 532, 534, 536, 537
53 A, 53 B, 53 G, 53 H, 53 J, 53 R
53 S, 53 U, 53 W
B- C - L - S
534, 536, 537, 53 A
53 B, 53 B, 53 G, 53 J,53 R,53 S
B- C - L - S
530 - 531 - 532
53 H - 53 W
X 53

SPORTS
VERSION
24.75 mm
31
30
All types with ABS
option and
B, C, D, L, S
533, 535, 538,
53C, 53F, 53K, 53T,
53V, 53Y
53Z,
533 A, F, H, C, D
453 A, F, C, D
553 A, F, H, C, D
853 A, 853 F
X 53
SPORTS
VERSION
23 mm
27
26
30-11
GENERAL
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

2 marks 3 marks
Letter G Letter D
NOTE : the bars also have a drill end mark "1" which is used to position them in their bearings.
30
74384R 74385R
74384R274384R1
30-12
GENERAL
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 parallelism
between the right and left hand wheels cause
(without any change in the position of the
steering wheel):
- a pull to one side during acceleration,

- a pull to the other side during deceleration,
- changes in course holding when the vehicle is
driven 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 both
tyres,
- that too much toe-in causes symmetrical
excessive wear on the outside edge of both
tyres.
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
30-13
GENERAL
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, and
check the geometry.
When adjusting the parallelism, ensure that both
lengths x on the track rod end casings are the
same.
30
82699R
83098R
30-14
GENERAL
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 both
sides.
- note the readings A on the scales.
If both lengths X are the same :
- note dimensions A on the right and left hand
sides, subtract one from the other and equally
distribute, 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 = 3
Turn 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 :
•
the castor,
•
the kingpin,
•
the camber,
•
the parallelism.
If the lengths X are not the same :2
1
30
81940R
83098R
30-15
GENERAL
Checking and adjusting the front axle geometry
ADJUSTING PARALLELISM
One of several cases may arise :
Parallelism incorrect by more than 6 mm.
Parallelism Distribution Correction to be carried out
Turn the adjusting sleeves (or end fittings) by the same
number of turns in opposite directions on the left hand
and right hand sides, to obtain the same reading for

dimension A on both sides.
INCORRECTCORRECT
Adjust the parallelism by the same amount on the right
and left hand sides whilst ensuring that dimensions A
remain identical on both sides.
CORRECTINCORRECT
First adjust dimensions A to make them the same on both
sides and then adjust the parallelism by the method
described in
INCORRECTINCORRECT
DEFECT POSSIBLE CAUSE
Castor incorrect - Suspension arm bent
- Side member bent
- Suspension arm bent
- Side member bent
- Stub axle carrier bent
- Stub axle carrier bent
Suspension arm bent
- See castor
Side member bent
- RH or LH stub axle carrier bent.
Parallelism variation incorrect
Kingpin correct
but
Camber incorrect
Camber correct
but
Kingpin incorrect
Camber + kingpin correct
but, Camber incorrect

Kingpin incorrect
1
3
2
2
Front axle fault finding
30
30-16
GENERAL
Braking system fault finding
This fault finding sequence is applicable to all the
braking systems and braking components used on
our current range of vehicles.
During fault finding notice is only to be taken of
those items that are relevant to the vehicle
described in this Workshop Repair Manual.
The fault finding sequence can be broken down
into two distinct sections that make finding the
fault 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
Stiff pedal :
Heavy pressure required to obtain poor
deceleration
- Assistance fault
- Pads or shoes that are :
- greasy,

- glazed or of the incorrect type,
- overheating owing to constant pressure on
the brake pedal (descending an incline),
incorrect type.
- Pistons sticking,
- A crushed or kinked pipe,
- Worn pads or linings: almost no friction
material left, commencement of metal to metal
contact (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 (braking
system external leakage).
30
30-17

GENERAL
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 the
drums.
Disc and drum brakes
- Automatic adjustment : handbrake cable too
tight.
Note : if the handbrake cable is not too tight
when in the released position, the wear will
automatically 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
Brakes judder - Oval drums
- Excessive disc run-out
- Discs of uneven thickness
- Abnormal deposits on the discs (corrosion
between the pads and the discs).
30
30-18
GENERAL
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 offset
front axle geometry, pulling to one side is the
result 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 the
surfaces of the drums.
Automatic adjustment : handbrake cable too
tight.
NOTE :
If the handbrake cable is not too tight,
when in the released position, the wear will be
automatically taken up when the brake pedal is
depressed.
- Return springs.
Brakes overheating
30
30-19
GENERAL
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
ground.
- Connect the pipes of the M.S. 815 to the bleed

screws on the:
- master cylinder
- wheel cylinder
- 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).
- Repeat the bleed operation if necessary.
- Top up the brake fluid level in the reservoir
after disconnecting the equipment.
SPECIAL TOOLING REQUIRED

M.S. 815 Brake bleeding equipment
30
30-20
GENERAL
Bleeding the braking system
30
86037R
30-21