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

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

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

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

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

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

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).

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
-

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

- 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

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

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

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,

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)

- 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

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