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FOR LONG SERVICE RENAULT 385.
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Starlight Express runs four Renault Premium 385.18 4x2 tractors with triaxie curtainsider trailers at 38 tonnes GCW on a franchise contract with Target Express Parcels, Luton.
Starlight vehicles generally clock up around 600 miles a day on express parcels deliveries around the Home Counties. Having previously operated with Scania and Mercedes-Benz vehicles it switched to using Renault as its main vehicle supplier, and takes advantage of an R&M contract with the Chiltern dealership.
RADIATOR TOP HOSE
• The radiator top hose is carried on a spring-Loa arm attached to the top of the charge-cooler, The linkage allows the hose to flex and locates it when the cab is tilted.
While the cab is raised check that the pivot ha: jammed. If the linkage is faulty It will protrude at angle and in time will cause the hose to fray throe When it goes, you can bet it will be on a cold rainy on a motorway when the driver's running late. IROTTLE CABLE Take the trouble to check the rubber boot covering both ds of the throttle cable. Over a period of time, the sheath ay split or perish; eventually water will get into the cable Id run down inside the sleeve, causing the inner cable to mode and seize.
The throttle cable is routed down behind the bumper and en up past the timing case and alternator bracket. See that a cable's rubber sleeve isn't chafing away because replacing e whole thing is a difficult, time consuming job. TACHOGRAPH HEAD
There have been internal wiring problems with Lucas Keinzle tachographs on this model: the clues are that either the backlight goes out when you open it up or the clock loses time or stops altogether. The problem is that the wiring ribbon belt nti the head begins to fray inside, so if there's no change after fitting new bulbs the tactic needs to be repl iced and the original returned. Renault has alleiiated this problem by fitting the Stonebridge (TVI) tachograph in later Premiums.
WIPER LINKAGE E The windscreen wiper linkage works hard, so et that it moves smoothly, with no lift; give It a firm I make sure that it's not about to fall off. Look at ti nylon bushing in the primary pivot point. This is wl the motor's driving forces are relayed to make th wiper blades squeegee the screen despite high spi and strong cross winds. After a long winter the IR will need replacing, but this only takes a few tninu
The bush comes complete with the relay arm s castly. But it is still much cheaper than having to renew a burned-out motor.
JE1 LEAKS Check that the fuel pipes aren't chafing on the tank or assis top rail. If ignored they'll split or develop pinholes, owing diesel to seep. Usually its the fuel return pipe that as so there's no real pressure behind it, but any seepage is ngerous. As a quick fix you can sleeve it using compression ids but the pipe, which runs through to the fuel pump. mild really be replaced at the first opportunity. When there is seepage lower down, check the fuel tank for acked seams—especially if your vehicle's a 6x2 Premium. ese have a very deep tank with a low ground clearance iich is easily damaged. SIDE MARKER LIGHTS • Being situated directly in the path of road spray, side marker lights suffer from water ingress and often fail. On a Premium 4x2 like this there's only one per side but twin-steers have a pair of markers.
The common cause of failure is moisture entering the connector plugs, shorting out the bulb and probably working its way down the wiring too.
Take the time to unplug the light and verify that water hasn't got inside, otherwise cornsion will cause you real problems. While it's disconnected, remove any corrosion and spray the bulb holder and plug with W040 or a similar inhibitor. ELECTRIC WIRING LOOM
• Many wiring problems can be attributed to an area under the cab's left side where all the electrical harnesses twist down between the cab mounting, heater pipes and the hydraulic tilt ram.
If they're allowed to move about, these critical wires, without protective sleeving, will be damaged and the strangest faults will occur, such as windscreen wipers starting up when headlights are turned on. When there's an engine management defect this is the first place that Cleasby looks. A securing bracket clamps the cable clusters in place to prevent excessive movement and stop them twisting and rubbing against sharp edges. When repairing these always replace the fixing bracket or electrical problems will soon recur. ANTI-ROLL BARS • Early Premiums did tend to get through anti-roll bar bushes. At first they used nylon bushes fitted with metal inserts but because they wore away so quickly, Renault replaced them with a modified half rubber bush. The later ones have no metal insert but they do have a distinctive hole through the centre of the bat
To renew the bush, knock the old one out; put new one in; fit the arm back over it; pop a new bolt in the end of the hole; screw the draw bolt in the end at the other side and pull the bush through. With the bush in place. screw the securing nut into place and then discard the draw bolt.
The bushing now comes as a complete
CAB TILT
• Renault Premiums still have their cab tilt pumps Ott ahead of the steps on the off-side, so drivers and mechanics should always be aware of the danger when working at the roadside.
Cab tilt pumps occasionally weep when you're raisii the cab, usually because the filler plug, which should vi to atmosphere, has become blocked with oil. This causi vacuum to build up behind the pump and interrupts the lifting movement.
To sort out the problem remove the plug (to release vacuum) clear the vents and, after rechecking the oil I. replace it. Remember to wipe away any oil residue fror around the pump and on the floor, and check that them no oil seeping past the tilt ram seals.
GEARBOX OIL FILTER • Early Premiums have Renault's 89 or 818 rangechange gearbox with the aluminium casing. Unlike many older boxes, this has an external fitter lodged between it and the chassis frame; this should be renewed whenever the gearbox oil is renewed on the vehicle's M2 service.
The filter Is just barely accessible, which is why it is so often overlooked.
To get at it first remove the belly plate and then use a strap wrench to wind the cartridge off.
AIR PIPE
• Under the chassis compressed air for the braking system passes through a cooling coil which is held in place by a thin metal clamp. Later models have one top and two bottom clamps so it's not so critical. With the belly plate removed for servicing check that the metal securing clamp isn't cracked or broken and that the locating bolt is securely in place.
Here the clamp is fractured but the pipe is unaffected, so it has been caught in good time. Neglect It for too long and a broken clip will chafe through the air pipes, Eventually the whole air supply and therefore the braking will be lost, with possibly disastrous consequences.
Foot valves on some of the older Premiums will occasionally leak when the brake pedal is pressed dow hard. You can hear the air escaping past the seals, fro inside the cab. If air starts to leak while the vehicle is test the WI examiner will surely fail it.
"There's no alternative but to change the unit," say Cleasby, "We've tried stripping them and renewing seal but as it usually recurs we reckon that it's far more ci effective to renew the valve unit straight away."