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Renault's I latest face-lifted R range maximum-weight tractive units. Their deve:opment is the result of evolution, rather than revolution, with the revised dashboard model surfacing at this year's Brussels Show.
Although it is not as visually arresting as the company's AR tractive unit, the new R range has some technical innovations that workshop staff will need to know about. Air operated front disc brakes and a centrifugal oil cleaner are included on the R380 featured in this month's Workshop Ways.
At the Renault Reading dealership Workshop followed the first of this new generation of R series tractors through a service.
There are three levels of service on
Renaults A, B and C. These are carried out at intervals varying from 10,000-40,000 km according to the type of work and the quality of oil used (the :landbook has a chart showing the change intervals against duty cycle and oil giade). The sequence is B, C, B, C with the longer change intervals and A, B, A, B, A, C with the shorter. Standard times for the services are: A = 1 hour, B = 2.3 hours and C = 6.5 hours. Technician Steve Russ has 10 years' experience on Renaults and carried out a B service on the vehicle.
by Colin Sowman Russ starts the service with the cab; the lights, wipers, electric windows, horn, dash illumination and electronic mirror adjustment are checked in the usual way. After depleting the air tanks the warning light and buzzer should come on. It should take about three minutes to build up enough air to stop the warnings with the engine running just above tickover. The warning light that indicates that the transmission is in low range should be given special attention. On later Renaults this goes off when high range is engaged, on earlier vehicles it comes on when in high range.
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Mounted in the centre of the dash is a turbo boost gauge. If drivers report a lack of power Russ recommends a test drive with a loaded trailer_ Look at the boost pressure under full acceleration, it should register between % and 3/4. If it does not there could be an air leak on the turbo or charge-cooler or the air filter could be blocked. This simple test can save a lot of time, says Russ.
While the oil is still hot it is drained by removing the sump plug with a 14mm hexagonal key. This key is used for most of the plugs on the Renault and there is one in the vehicle's tool kit. Non-Jong life oil is replaced at every service. On our vehicle, fitted with a MIDR 06.35.40 engine, 27 litres of 15W 40 or 25W 40 is required to refill the sump once the filters have been changed. A copper washer is used to seal the sump plug and this should be replaced each time the plug is removed. While the oil is draining the rest of the drivetrain's oils are checked. The level/filler plug on the B18 gearbox is at the nearside rear of the casing. An oil change is only necessary at the C service and 11.5 litres of 25W 40 oil will be needed. The gearbox is fitted with an oil pump and filter (indicated). The latter is changed each time the oil is renewed; it is located underneath the rear of the casing and is covered by a metal bracket. Once that is removed the filter is taken off by a strap wrench and the new one is replaced hand tight. The thread size on the fitter has changed from "3/4 to 20mm. Make sure to get the right one or else it can become loose in service and you could lose all the oil.
5 Before the differential's oil level
plug can be removed the load sensing valve's tie rod connected to its centre must be removed. To do this slacken the 17mm nut off 1/2 turn, the anchor rod should then unscrew by hand. The level plug can then be removed with a spanner. On the PI332 axle fitted to our vehicle 16 litres of EP8OW 90 is needed for an oil change. But again the oil need only be changed at the C service. While in the area check that the axle breather is not blocked by any foreign body. Drum brakes on the rear wheels have auto slack adjusters fitted as standard. The drums themselves need only be removed when a reline is required but the friction lining thickness must be checked during every service. These start at 19mm and can be allowed to wear down to a minimum of 6mm. On the latest linings fitted to our vehicle there are slots to indicate the minimum permissible lining thickness. There are inspection holes in the top and bottom of each back plate to examine the linings. However, Russ finds that the linings wear evenly and it is only necessary to check through one window on each wheel.
7 There is always one nipple that
people forget to grease on Renaults — this is on the wheel end of the brake cross shaft. Others are in the univeral joints, on the adjuster end of the cross shaft. and older vehicles had nipples on the automatic slack adjusters. To lubricate the clutch release bearing, remove the brass cap on the offside of the gearbox, fill it with grease and screw it back on. Some vehicles have greasing points on the front anti roll bar, but the steering ball joints are sealed for life. Kingpins are only greased from the bottom.
There is no adjustment on the clutch mechanism but a check is needed to determine if the clutch is still serviceable. To do this a small rectangular 'plate is removed from beneath the offside of the gearbox. This will reveal two pointers on a shaft and one cast into the housing. The two pointers on the shaft should straddle the one on the housing, if it lines up with the front one the cLutch should be replaced. But be careful, the pointers on the shaft will move if they are touched destroying the setting. After putting the sump plug back, Russ returns to the back of the vehicle to carry out a visual inspection and 'sound' the major components. Give special attention to the rubber bushes in the rear anti roll bar, these do fatigue after a while. Check for wear in the bush by hand and use a screwdriver to detect any end float. A small hammer is used to tap the suspension U bolts, spring hanger mountings, tank strap mountings, steering arm, track rod and all mounting brackets. At the same time look for any signs of oil and water leaks. Two filters and a centrifugal cleaner are fitted to the engine's oil system. The disposable canister-type filters are changed every service. To remove them use a strap wrench. The 0-ring seals are already set into the top of the filters and Russ applies a smear of oil on to them before screwing them on hand tight. When the filters have been changed and the oil refilled it is important to pull the stop lever out and turn the engine over on the starter motor until the oil warning light goes out. The engine can then be started normally. This is done to protect the turbocharger against running without any lubrication.
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The front axle is jacked so that the kingpins, wheel bearings and steering linkages can be checked for wear. While Russ remains down the pit an accomplice puts a bar under the elevated wheel and attempts to lift it. Any end float in the kingpin will be clearly visible; by putting the bar through the top of the wheel radial play in the kingpin or wheel bearings can also be detected. To check play in the linkages his accomplice moves the steering wheel from side to side while Russ holds the joints which will clunk if there is any play.
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Lucas Cirling's air operated front disc fitted to this vehicle is, for maintenance purposes, an overgrown version of the familiar car brake. It is a single acting unit with a sliding calliper and a ventilated disc. Each pad is wired to a light on the dashboard which comes on when the friction material is getting low, so there is no need to remove the wheels during each service to check. Russ removed the wheel in this case for photographic purposes. When replacement pads are required the clamp bolt (indicated) is removed as are two nuts at either end of the U bolt. After removing the C bolt the pads can be changed.
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Russ replaces the front wheel and checks the tyres' tread depth and torques the wheel nuts. All wheel nuts are right-hand thread and require 500Nm of tightening. Next the batteries are examined for their electrolyte levels, terminals and security. All Renaults have a battery isolator switch which can cause confusion as it allows the tachograph and side lights to still remain functioning. The fuse for the tachograph circuit is on the isolator box behind a rubber cover. Also note that the manufacturer warns against connecting 12V appliances to a single battery. The vehicle comes witha 24/12V dropper as standard.
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UI Lifting the grille provides
access to the power steer ing fluid and the clutch
fluid reservoirs. Both can be checked without removing the caps. Power steering fluid should be topped up with Dexron 2; the clutch fluid is to DOT 4 specification. Grease nipples for the cab suspension and pivot points are also now accessible. Other greasing points which are readhed from above ground are on the front and rear of the front springs, top and bottom of the cab tilt rams, and on the rear springs. The cooling system's antifreeze/corrosion inhibitor concentration should also be checked. The required level is 35% by volume, giving protection down to —23°C and this must be maintained throughout the year. Renault's coolant additive is called Occigele C but there is an Elf equivalent called Glacial C. One problem that Russ has encountered is on the accelerator linkage, which can become stiff even after all the joints have been greased. If this is the case leave the nylon ball joint covers off the left/right-hand drive conversion linkage (shown) and put a small amount of grease in the socket before replacing it on to the shaft.
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The cab is now tilted to allow the engine checks to be carried out. First on the list is to change the fuel filters and clean the sediment bowl, both are done at each service. Fuel filters are of the disposable canister type and are removed with a strap wrench and replaced only hand tight. To remove the sediment bowl loosen the knurled thumb screw and swing the wire strap out of the way. Remove the bowl and give it, and the gauze filter, a thorough wash out in clean diesel or paraffin. The sediment trap can then be reassembled.
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When the filters have been changed you can bleed the fuel system through screws on the top of the housing. However, if the sediment bowl has been disturbed it is necessary to bleed the system further up. Russ finds that it is easier to go straight to the spill return and bleed from there. Remove the spill return by taking out the banjo bolt and then unscrew the spacer from the pump body. The lift pump can now draw the diesel through the system. Replace the spacer when the diesel reaches the hole and give a few more pumps. Put the banjo bolt back in to hold the spill return and give a final pump before nipping it up tight.
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There are two sets of belts on this engine. Examine them for signs of fatigue and check the tensions. On the longest run this should allow about 6mm of movement. While there look for leaks in the oil pipes running to and from the cooler. Problems with air leaks between the turbocharger and chargercooler on earlier vehicles has lead Renault to fit new clips in the trunking joints. All of these should be checked for tightness, the new clips with the springs on should be torqued to 5Nm.
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A centrifugal oil cleaner is fitted to the engine and is situated directly above the normal oil filters. The inner canister of the spinner has to be changed every service. First remove the centre bolt and take the cover away from the housing, the canister is then accessible. All the coagulated sediment is collected inside the canister which is disposed of and a new one is fitted. Always replace the large 0 ring that seals the cover to the housing. The unit is spun by using air pressure from the inlet manifold, If the pipe comes off the cleaner will not work, so it is worth a check to ensure everything is in order,
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schedules state that the air filter only needs changing when the indicator light on the dashboard comes on. In practice Russ has found that it is better to check the filter while the vehicle is in the workshop. This is now a longer job as the end of the housing is secured with several bolts instead of one centre fixing. The filter should be removed and examined before being put back in a different position to provide a fresh area to the incoming air stream. Do not blow the filter off with an air line.
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The P1332 rear axle has separate lubrication for the hub reduction gears; they do not share the oil in the differential. To check the level of oil in the hubs the wheels have to be treated until the arrow head on the cap points directly downwards. The level/drain plug can now be removed to determine if there is enough oil in the hub. If not, it must be topped up with 80W 90 which should be changed on the C service. Each side holds 2.25 litres of oil.