Renault 18 Fuego 1979 86 Autodata Car Manual Care

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Renault 18 Fuego 1979 86 Autodata Car Manual Care
Repair Maintenance Ivor Carroll Digital Instant
Download
Author(s): Ivor Carroll
ISBN(s): 9780856663833, 0856663832
Edition: Kindle
File Details: PDF, 40.18 MB
Year: 1988
Language: english
RenauH 1S/Fuego from 1979
Models: TL·GTL·TS·GTS·TX· GTX . Turbo
4 speed· 5 speed· Automatic
Engines: 1397cc . 1565 cc ·1647 cc ·1995 cc
( f'lu1odB1B ) Car Repair Manual

R18/FUEGO
Compiled and Written by
the Autodata Technical Writers

Renault 18/ Fuego Mkl/ II from 1979

R18 TL/GTL Saloon (1397 ee) R18 Tu rbo Saloon (1565 eel Fuego TLlGTL (1397 cc)
R18 TS/GTS Sa loon (1647 cc) A18 LfTL Estate (1397 eel Fuego TS/GTS (1647 ee)
R1B Saloon Automatic (1647 eel R1B TS/ LS/ GTL Estate (1647 eel Fuego TX/GTX (1995 ee)
AlB TX/ GTX Saloon (1995 eel Al B Estate Automatic (1647 eel Fuego Automatic models
R18TX / GTX Estate (1995 eel A18 Saloon/ Estate Automatic ( 1995 eel Fuego Turbo Saloon (1565 eel
 The Editor would like to acKnowledge the help from the following companies in the preparation
of this repair manual

Renault (UK) ltd

Champion Spark Plug Co. ltd
Boyne Hill Garage Ltd . Renault Deater (Maidenhead)
P. Baldock & Son ltd . Renault Dealer (Bracknell)
Bnta)( ltd
Speedograph Ltd (Test eqUipment)
Lucas Electrical Ltd
Sound Service (O)(ford) Ltd
Snap·On Tools ltd

Autodata Car Repair Manual for Renault 18 and Fuego

Compiled and written by lvar Carroll, Vic Willson

Edited by Vic Willson
Additional illustrations by Eddie Kent

Updated and additions by Robert Tiller

Layout and paste-up: Mandy Way

Composing: Simer Stuart·Jones

Published by Autodata limited

St. Peter', Road, Maidenhead , Berkshire SUi 7QU, England

© 1985 Autodata Limited

All rights reserved . No part of this publication may be reproduced, stored in a retrieval system or
transmitted, in any form, electronic, mechanical. photocopying, recording or other means with·
out prior written permission of Autodata Limited .

Although every care has been taken to ensure the accuracy of the Information contained in this
manual, no liability can be accepted by the authors or publishers or suppliers for any mechanical
malfunction, damage, loss, injury or death caused by the use of incorrect or misrepresented
information, omissions or errors that may have arisen dunng the preparation of the manual.

ACRM 296

ISBN 0-85666·383·2

Printed In England by Spottiswood Ballantyne ltd

2
Introduction
The Autodata Car Repair Manual is desig ned to guide you through all the stages of repair or
service jobs on your car· from a simple engine oil and mlCT change right through to the removal
and overhaul of the engine.

MANUAL LAYOUT
Easy reference of the appropriate section dealing with the part of your car to be checked or
repaired is provided by the Contents pages and the individual chapter headings. Each chapter
contains easY·la.follow repair sequences together with clear Line drawings, cross referenced with
the lexl, showing what fits where.
A comprehensive Index page al the end of the manual gives quick reference to components
and assemblies.

MOT TEST
A special section is devoted to passing the MoT tcst, with cross reference to the chapters
concerned. Check over all the items detailed In this section before submitting your car for it's
MoT test to avoid any needless failure.

ROUTINE MAINTENANCE
TIle regular maintenance operations are contained in a complete chapter and are forwarded by a
Service Schedule identifying all the maintenance items required and showing the appropriate
service intervals.
To ensure that your car is set up to give maximum perfomlance and economy. a compre·
hensive Tune·Up chapter follows the Routine Maintenance. From the information contained in
both chapters you will be able to carry out all the regular maintenance and adjustment opera·
tions required 10 keep your car running as efficiently, economically and safely as possible.

TROUBLE SHOOTERS
To assist you in making a correct fault diagno.sis a special Trouble Shooter is included at the end
of each appropriate chapter. These Trouble Shoote rs provide details of symptoms and possible
causes and will help in tracking down problems as and when they arise.

TECHNICAL OATA
Technical information required for specific operali0os is contained in the text throughout the
manual, to make each section as complete and eaSY-lo-follow as possible.
At the end of the manual a Technical Data section is provided to give a comprehensive listing
of the technical specifications likely to be needed by the DIY motorist.

SPECIAL TOOLS
Certain repair jobs covered in the manual require the use of special tools not nonnally found in a
DIY toolkit. When such tools are required we tell you in the introduction to each repair
operation. If the special tool is likely to be available from your local tool hire shop then we tell
you. Equally, if the job can only be done with a tool which is unique to your make of car then
we advise you.

SPECIALIST SERVICES
In some cases the non-availability of spare parts and the need for speciaJ tools means that the
best solution is to fit an exchange or specialist overhauled component, we then give the pro-
cedu re for removal and replacement of the unit.
The need for specialised equipment to carry out some operation will require you to take your
car 10 your local garage or service centre. Wheel alignment , as an example, can be checked using
DIY equipment, but a full front suspension geometry check can amy be undertaken by a garage
or lyre specialist having the necessary equipment. In such cases we advise you accordingly.

3
 Contents

INTRODUCTION . . . . . . . . . . . . . . . . . • • . . . . . . . 3 OHC ENGINE . . . . . . . . . . . . . . . . . • . • . . . . . . . 58

Introduction ...... . . . . . . . . . . . . . . . . . . . . . 58
HISTORY & IDENTIFICATION .......••....... 6 Timing belt & camshaft oil seal . . . . . . . . . . . . . . 58
lackshaft oil seal . . . . . . . . . . . . . . . . . . • ..... 59
PASS THE MoT .. _ . . . . . . . . . . . . •• ••• •. ..... 8 Crankshaft front oil seal . . . . . . . . . . • . . . . . _ .. 59
Crankshaft rear oil seal . . . . . . . . . . . . . . . . . . _ .60
SERVICE SCHEDULE . . . . . . . . . . . . . • . . . . _ ... 10 Camshaft replacement (in-situ) . . . . . . . . . . . . . . . 60
Cylinder head . . . . . . . . . . . . . . . . . . . . • . . . . . 60
ROUTINE MAlNTENANCE ....•••..•.• .... .. 11 Sumppan . . . . . . . . . . . . . . . . . . • • __ ...... 65
lntroduction . . . . . . . . . . . . . . . _ . . . . . . . . . . . II Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
lacking procedures . . . . . . . . . . . • . . . . __ .... II Engine mountings ... _ . . . . . . . . . . . . . . . . . . . 65
Engine oil & mler .... . . . . . . . . • . . . . . . . . . . 12 Engine overhaul . . . . . . . . . . . . . . . . . • . . . . . . 65
Gearbox oil . . . . . . . . . . . . . . . • • . . . . . _ .... 14 Engine removal & installation ....•..•.•..... 65
Automatic transmission ..... ... .••. .. ..... 14 Exhaust system . . . . . . . . . . . . . . . . • . • • . . . . . 65
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Trouble shooter . . . . . . . . . . . . . . _ ..•...... 66
Cooling system .... . . . . . . . . . . . . . . . • . . . . . 16
Brake fluid level ....••..... • •.. ...•. _ ... 18
ENGINE ELECTRICS . _ .. ••• .. • .. ••........ 67
Air filter .........• , .••.• ..•• ••• •..... 18
Introduction . . . . . . . . . . • . . . . . . . . . . . . . . . . 67
Distributor. . . . . . . . . . . . . . • • . . . . . • . . . . . . 18
Alternator . . . . . . . . . . .. . . . . . . . . . . . . . . . . 67
Drive belts . . . . . . . . . . . . . . • . . . . . . • . . . . . . 18
Starter motor . . . . . . . . • . . . . . . . . . . .. ..... 68
Brakes . . . . . . . . . . . . . . . . . • • . . . . . • . . . . . . 20
Distributor . . . . . . . . . . • .••.••.• •• .•..... 70
Outch adjustment .........•..•..•••..... 21
Ignit ion ro il . . . . . . . . . • . . . . . . . . . . . . . _ ... 72
Wheels & tyres . . . . . . . . . . . . . . . . . . . . . . . . . 21
Electronic ignition . . . . . . . . . . . . . . . . • . . . . . . 72
Steering & suspension . . . . . . . . . . . . . • . . . . . . . 21
Ignition switch . . . . . . . . . . . . _ . . . . . . . . . . . . 75
Exhaust system . . . . . . . . . . . . . . . .. •. ...... 24
Cruise control. ........ •...• .. •..• ...... 75
Ughts & instruments . . . . . . . . . . . . • • . . . . . . . 24
Econometer ....... . .....•.....••...... 75
Windscreen wipers & washers ....... • ........ 25
Trouble shooter ......•...•.....•....... 76
Seat belts . . . . . . . . . . . . . . . . . . . . . . . . ..... 25
General lubrication . . . . . . . . . . . . . . . . . . . . . . 25
COOLING SYSTEM ......••....••. _ ....... 77
TUNE-UP .............•.••.... . ........ 26
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
lntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Draining & refilling ......... _ .•.......... 77
Spark plugs . . . . . . . . . . • . . . . . . • . . . . . . . . . 26
Thermostat . . . . . . . . . . . . • •• .. .•. . ...... 78
Compression check ..... • . . . . . • . . . . . . . . . . 28
Hoses & clips . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Valve clearances .........••.• • .••.•..... 28
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Distributor . . . . . . . . . . . . . . . . . • . . . ....... 30
Coolant expansion tank .........•• .. •..... 80
Ignition timing . . . . . . . . . . . . . . • . . . . . . . . . . 34 Cooling fan & thenno switch ...... •. . . ..... . 80
Carburettor adjustment . . . . . . . . . . . . . . . . . . . 34 Water pump _ . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Non-start trouble shooter .... .. •..•.. . ..... 37 Heater matrix & controls . . . . . . . . . . . . . . . . . . 82
Trouble shooter . . . . . . . . . . . . • . . . .•...... 85
OHV ENGINE ................•.......... 38
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Cylinder head . . . . . . . . . . . . . . . . . . . . • . . . . . 38 FUEL SYSTEM ........••. _ ...•.•.. . ..... 86
Crankshaft front / rear oil seals .....• • ..•..... 46 Introduction . . . . . . . . . . . . . . . •. . • . .•..... 86
Timing chain & tensioner . . . . . . . . . . .. •..... 47 Fuel pump . . . . . . . . . . . . . . . . . . • . . . • . . . . . 86
Sump pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Throt tie cable . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Oil pump . . . . . . . . . . . . . . . . . . . . . . • . . . . . . 48 Carbu rettor replacement. . . . . . . . . . . . . . . . . . . 88
Engine mountings . . . . . . . . . . . . . . . . • . . . . . . 48 Carbu rettor adjustments . . . . . . . . . . . . • . . . . . . 88
Engine overhaul .............••.••...... 50 Fuel tank & gauge sender unit ....••. •• ...... 93
Engine removal & installation . . . . . . . . • . . . . . . 57 Turbo charger . . . . . . . . . . . . ...•. ..•• ..... 93
Exhaust system . . . . . . . . . . . . . . . . . • _ ...... 57 Trouble shooter . . . . . . . . . . . . . . . . . . . . . . . . 94

4
CLUTCH & GEARBOX ......••.....••...... 95 Rear brake pad replacement ........•. •.... 142
Introduction . . . . . . . . . . . . . . . . . • . . . . . . . . . 95 Brake hydraulic circuit . . . . . . . . . . . • . . . . . . . 142
Clutch cable . . . . . . . . . . . • • . . . . . . . . . . . . . . 95 Bleeding the hydraulic circuit ...... • ..... .. 142
Clutch assembly . . . . . . . . . . . . . . . • . . . ..... 95 Brake pipes and hoses . . . . . . . . . . . . • . . . . . .. 144
Clutch release bearing . . . . . . . . . . . . . • . • . . . . . % Front brake caliper bracket. ..... •••....... 144
lnput shaft oil seal . ....... . . . . . . . . . . . . . . . 96 Front brake disc . . . . . . . . . . . . . . . • . . . .... 144
Gearbox removal & installation ....••........ 98 Rear brake cylinders . . . . . . . . . . . . . . . . . ... 145
Selector shan seal (model 352) . . . . . . . • . . . . . . 98 Rear brake disc. . . . . . . . . ....••....... 145
Selector shan seal (model 395) .....•.•..... 100 Rear brake caliper ....... ..• .•..•..•.... 145
Gearbox overhaul (modcI352) . . . . . . . . . . . . . . 100 Brake master cylinder. ........ ...•..•.... 146
Gearbox overhau l (model 395} . . . . . . • . . . . . . . 105 Brake limiter . . . . . . . . . . . . . . . . . . . . . . . . . 148
Differential side oil seals . . . . . . . . . . • . . . . . . . 105 Brake servo . . . . . . . . . . . . • . . . . . • . . . . . . . 148
Trouble shoOier . . . . . . . . . .... ..•....... 106 Handbrake cable ...... . .. •.••.• .• . • .... 148
Brake pedal . . . . . . . . . . . . . . . . . . • . . . . . . . 150
AUTOMATIC TRANSMISSION ..... •• •.••.... 107 Trouble shooter ........ • . . . . . . . . . . . . . . 150
Introduction. . . . . . . . . . . . . . . . • . . . . . . . . . 107
Control mechanism . . . . . . . . . . . • . . . . . . . . . 107 GENERAL EL£CfRJCS ........•• ••• •• • .... 152
Selector mechanism ......... . . . . . . . . . . . . 110 Introduction. . . . . . . . . . . . . . . . . . • . ...... 152
Torque converter oil seal ...... . . •.. . . ..... I JO Charging the battery ..... _ . . . . . . . . . . . . . . 152
Differential side oil seals . . . . . . . . . . . . . . _ ... I JO Bulb & lamp replacement . . . . . . . . . . . . . . . . . 152
Transmission removal . . . . . . . . . . • ..... _ ... J 10 Fuses, relays & nasher unit .... .. .. • . • . . ... 154
Transmission installation ....... .• ..... _ ... 112 Instrument panel ...............•••..... 154
Torque converter drive plate ..... •.••. ..... 11 2 Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Torque converter . . . . . . . . . . . . . • . . . . . . . . . 112 Interior heater fan motor . . . . . . . . . . . . . . . . . J 56
Trouble shooter . . . . . . . . . . . . • . . . . . . _ ... 113 Windscreen wipers & washers . . . . . . • . . . . . . . . I S6
Headlamp wash wipe . . . . . . . . . . . . . . . . . . . . 159
STEERING .................. ••. ... _ ... 114 Central locking system . . . . . . . . . . • . . . . . . . . 159
Introduction . . . . . . . . . . . . . .•.. , • ••. _ ... 114 Electrically operated windows .... _ •........ 159
Front wheel alignment . . . . . . . . . . . . . . ... .. 114 Wiring diagrams. . . . . . . . . . . . . . . • . . . . 160·166
Track rod end jOints . . . . . . . . . . . . . . . . . _ ... 116 Trouble shooter .. . . . . . . . . . . . . • . . . . . . . . 167
Steering rack bellows . . . . . . . . . . . . . . . . . . . . 116
Steering wheel & column assembly . . . . . . . . . . . 116 BODY & FITTINGS . . . . . . . . . . . . . . • . . . . . . . 168
Manual steering rack assembly . . . . . . . . . • _ ... 118 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Manual rack end bush . . . . . . . . . . . . . . • • . . . . 120 Front & rear bumpers .. . . . . . . . . . . . . . . . . . . 168
Manual rack end baUjoint . . . . . . . . . . . • . . . . . 120 Bonnet panel . . . . . . . . . . . . . . . . • .. •. .... 168
Power steering rack ........ . •........... 121 Bonnet release cable & lock . . . . . . . . . • •..... 170
Trouble shooter . . . . . . . . . . . • ...••••.... 122 Boot lid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Door trim panel . . . . . . . . . . . . . . • ........ 170
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 123 Window winder mechanism .. _ ...••.••..... 170
lntroduction ..........• . . ••.....•..... 123 Handles & locks . . . . . . . . . . . . . . • . . • . . . . . 172
Wheel bearings .... ....•. .• : ..... • ..... 123 Speedometer cable . . . . . . . . . . . . . . . . . . . . . . 172
Drive shafts . . . . . . . . . . . . . • .....••. .. .. 126 Front seat . . . . . . . . . . . • • . . . . . • . . . . . . . . 175
Shock absorbers . . . . . . . . . • • . . . . . . . . . . . . 126 Rear seat . . . . . . . . . . . .• •.• • ••••••..... 175
Coil springs .............••. _ ...•..... 128 Front wings ...........•.....••. . ..... 175
Upper suspension arm ......••... . . • ..... 128 Bonnet lock panel . . . . . . . • . . . . . . . . . . . . . . 175
Lower suspension arm .....••...... • ..... 130 Corrosion. . . . . . . . . . .•••.• ... •........ 175
Anti·roU bar . . . . . . . . . . . . . . . . . . . . . . . . . . 130
ACCESSORIES ..........••...... • . _ ..... 176
REAR SUSPENSION .........••.....••.... 131
Introduction . . . . . . . . . . . . . . . . . . . . . . .. .. 131 Introduction ......•• •• . •.•...•........ 176
Wheel bearings . . . . . . . . . . . •. .... • ...... 131 Radio fitting ...........•..• ..•. .•..... 176
Shock absorbers . . . . . . . . . . • .. ... ....... 134 Suppression . . . . . . . . . . . • . . . . . . . . . . . . . . 176
Coil springs . . . . . . . . . . . . . • . . . •. ....... 134 Aerial fitling . . . . . . . . . . . . . . . . . . . . . . . . . . 178
Axle beam assembly . . . . . . . . • . . . . . • . . . . . . 134 Speaker fitting . . . . . . . . . . . . . . . • . . . . . . . . 180
Trailing arms . . . . . . . . . . . • . . . . . . . . . . . . . 136 Child safety seat . . . . . . . . _ .....••....... ISO
Anti-roli bar . . . . . . . . . . . . . . . . . . . • . . . . . . 136 Towbar fitting & electrics ......... •. • ..... 182
Upper suspension arm .... .. •.•••.••..... 136 Soundproofmg kit . . . . . . . . . . . . . . . . . . . . . . 184

BRAKES .... _ . . . . . . . . . . . . '" ....•..... 137

Introduction. . . . . . . . . . . . . . . . . . . • ...... 137 TECHNICAL DATA . . . . . . . • . . . . . . . . . . 185-191
Front brake pad replacement. ...... .• •..... 137
Rear brake shoe replacement ...... . .•...... 138 INDEX . . . . . . . . . . . . . . . . • • . . • . . . . . . . . . . 192

5
 History 81 Identification
FEBRUARY 1979 GTL models. Production of RI8 GTS Saloon model dis-
Renault 18 range introduced in the UK. Available with continued.
two engine sizes, 1397 cc (TL and GTL models) and
1647 cc (TS and GTS models). Five-speed gearbox as
standard on the CTS. Automatic transmission availab le on DECEMBER 1981
TS and GTS models. Renault 18 TX and GTX Saloon/ Estate introduced with
1995 cc OHC Fuego engine with 5-speed gearbox.
Additional interior features include electric windows,
central locking and tinted glass. Improvements to rear
SEPTEMBER 1979
suspension system give improved road holding.
R18TL and TS Estate models introduced with automatic
transmission option omy available on TS versions.

SEPTEMBER 1982
Body trim improvements added to the 18 models includ·
FEBRUARY 1980
ing a front afr dam, wheel trims and boot tid spoiler (not
R I8LS Estate introduced using the engine of the TS ver-
TL/TD)_ All engines fitted with electronic ignition. GTX
sion with the more basic trim and instrumentation level
has Turbo style instrument panel and engine improve-
of the TL.
ments to increase output 10 125 bhp al 5500 rpm, brakes
are now disc all round and other improvements are up-
dated Tur bo 'badging'.
OCTOBER 1980
Fuego model introduced in UK with choice of 1397 cc APRIL 1983
(TL) 1647 " (TS & GTS) and 1995" (rX & GTX) Umit ed edition "American ' model based on GTL inlro·
engines. GTS model available with automatic transmis- duced with 1647 cc engine and 5-speed gearbox.
sion.
Diesel engined Renault 18 introduced in TO and GTO
versions with five-speed manual gearbox fitted to the
GTO. (Diesel engine not included in this manual). SEPTEMBER 1983
18 AUlomatic now uses 1995 cc instead of 1647 cc
engine. Fuego has new grille and levels of trim depending
JANUARY 1981 upon model. GTX has new alloy wheels. Fuego Turbo
RI8 Turbo model introduced powered by 1565 cc engine introduced with 1565 cc turbo charged engine (A5L.D.
and five speed gearbox. Power steering, revised 750) developed from the 18 turbo engine. lmproved
suspension with negative offset steering geometry and high brakes, with discs all round, ventilated discs al the fronl.
equipment specification as standard. Power assisted steering and improved interior trim levels.

MAY 1981 APRIL 1984

Special edition 18 known as the 'Solei!' introduced. Mk 2 Renault 18 introduced, improvements include, two
Mechanically the same as 18TS model, but with new three tone style grille, boot lid spoiler and new alloy wheels on
- position tinted transparent su nroof, sports wheels, rear GTX and Turbo. Fuego instrument panel now fitted to all
spoiler and special custom stripe. 18's (as GTX & Turbo). Interior trim updated with needle
point carpeting and new velour trim on GTX Estate.
Turbo type arm reSIS and door trim panels on aU models.
SEPTEMBER 1981
Fuego TS model now fitted with five-speed gearbox.
Power steering now standard fitting on Fuego GTS Auto-
matic model. AUGUST 1984
RI8 GTL model now fitted with 1647 cc engine. Five- Fuego Turbo and 18 Turbo fitted with a seven function
speed gearbox now standard fitting on RI8 TL Estate and trip computer as used in the Renault 11 series.

6
 0 REGIE NATloNALE 01 2 3 4
1
DES USINES RENAULT
2 ~ 3
X· o · oooo
OXXoOooo ooo ¢ 4
0 0 00000000 · 5
0000 kg. 6
0000 kg • 7 ~_...l __

L oooo kg. 8
_ 2_0000 kg. 9
10
0 0 0000 • 0 1. Vehicle type
2. First character - transmission type
Second c/wracler - any speciJJ/ feature
I. Name 0/ manufacturer 3. Steering identification
2 EEC country number 4. Optional equipment (from factory)
3. EEC vehicle type number 5. Fabrication number
4. Manufacturer's code 6. Model year (not all countries)
5. Chassis No.
6. Gross .,ehicle weight FiB- 2 IdentifICation plate (inner wing)
Z Gross vellicle and trailer weight
& Permitted front axle loading
9. Permitted rear axle loading
10. Model year
Fig. I Identification plate (bulkhead)

1 2 3

~ 1X /O~
l: Manual
Auto

'--000
6 0 1001. 0
Fig, 4 Transmission plates

J
5

000000000 VEHICLE IDENTIFICATION

t
4 Vehicle identification is given by two plates, one oval
shaped plate fitted to the nears.ide (driver's side) inner
1 2 4 5 3 wing and one rectangular plate (VIN plate) mounted on
the nearside of the bulkhead.

r=L 1-1-l: ~~ A breakdown of the entries on each plate is given in

Figs. I and 2 respectively.
000 X 000 /00 ENGINE NUMBER
o 0
000000000 TIle engine identincation plate is to be found rivetted

f
6
10 the block and is in one of two formats (see Fig. 3)
according to the space available on the block. A break-
down of the entries on the plate is given in the illustration.
1. Engine type
TRANSMISSION NUMBER
2 French ministry code
3. Engine equipment
The transmission can be identified by means of a
4. Renault identity
plale afftxed 10 the end cover on manual gearboxes or the
5. Engine sufFIX
torque converter housing on automatic transmission. The
6. Fabrication number
uppermost number relates to the transmission type while
Fig. 3 Engine identifICation plates the bottom number is the fabrication number.

7
 Pass the MoT
When your Renault 18 or Fuego is three yean old, it must be submitted for its rust MoT test. The car must then be
tested annuaUy to ensure that it is being maintained in a roadworthy condition. The test fee paid to the garage covers the
cost of carrying out the inspection whether the vehicle passes the test or fails. so it makes sense to carry out your own
pre-test check beforehand. Bear in mind that even 3 simple item like a parking lamp or one of the screen washers not
working could "fail" the car. Obviously a DIY owner will not be able to examine a car to the same standard of inspection
as an offw::ial tester, but you could avoid a needless failure certificate just by being aware of the checks that the tester will
make.
All the items that will come under the tester's scrutiny are included in this repair manual, a1though this book is not
compiJed specifx:ally for passing the test. However , if you work your way tluough the items shown on tJlese two pages
and tum to the appropriate page, you will have the infonnation required either to check or service the relevant campa.
nents.

LIGHTING EQUIPMENT •......• Pages 24. 152

All external lights must be in working order including

the headlamp main and dipped beam· and visible from a
reasonable distance. Light lenses and reflectors must not
be damaged or missing. The indicators must flash at the
correct rate· between one and two flashes per second·
and the panel warning lights must also be functioning.
Headlamps must be correctly aligned. The stop lamps
must illuminate whenever the foot brake is used.

STEERING •..• . ..... . . .. ....• Pages 21 . 114

Check for excessive play in all steering components

from the road wheels to the steering wheel. Check for any
unusual stiffness in the steering operation. The steering
wheel should freely turn from one side through to full
lock on the other side. Feel for play in the lower column
universal joint, the rack mountings and steering ball joints.
Examine the steering column bushes for wear by pushing
the steering wheel back and forth as well as sideways.
Examine the gaiters for any splits or tearing.

WHEEL BEARINGS ..•..... Pages 21. 123. 13 1

Raise and support each wheel in tum and check for

bearing slackness or roughness by turning the wheel. A
worn bearing will either be heard or felt at the tyre as the
wheel turns. Grasp the wheel at the top and bottom then
rock it to check for excessive or insufficient bearing clear·
ance. If the bearings appear to be damaged or worn, or if
there are any signs of grease leakage from the oil seals, the
hub assembly should be overhauled. The condition
should be checked whenever a wheel is off the ground,
for whatever reason.

SEAT BELTS . .. • .. . . • . . .. •..•.•• . • . .... . ... .. . . . .. • . .•. . ..•..•......• .. . . . .. Page 25

The MoT tester will check the seat belts for security and the fabric for charmg and any obvious damage. Check the
belt locking mechanism by puJUng slowly out of the top mounting, then sharply. The belt should instantly lock. The belt
should retract smoothly once released. Check the belt and stalk moun ting points for security. There should be no struc·
tural rust near the seat belt mounting points.

8
SUSPENSION • .. • . .•.••.•. Pages 21 . 123, 131

The vehicle will have to be raised and supported to

check the suspension. Using a suitable long lever o r screw-
driver to give leverage, check for excessive play in all the
suspension joints and rubber mountings. Check for con-
dition of the shock absorber units and MacPherson struts,
looking for nuid leakage and the security of the upper and
lower mountings. Examine the drive shaft bellows. The
drive shaft joints can be checked trying to move the halves
of the joint in opposite directions. Feel for movement or
grating between the two shafts on the jOints. Under road
test conditions a worn joint will be heard to 'knock' when
accelerating under conditions of partial or full steering
lock.
BRAKES .................. Pages 18, 20, 137

Check the operation of the brakes and handbrake.

The pads and linings should be free of contamination and
of adequate thickness. Check for brakes pulling to one
side and ascertain the cause. Also check the condition of
the flexible brake hoses, looking for signs of cracking or
bubbling and for corrosion on the rigid metal pipes. Check
thai the brake servo is working correctly (if fitted). The
testing station will use a roller brake tester to check the
efficiency of each wheel, including the handbrake
mechanism. The brakes should not stick on after the
handbrake is released. Check around the master cylinder
and all of the brake pipe unions for fluid leakage.

WHEELS & TYRES ... . . .. •.•...... .Page 21 ~ ..

Check the condition of all tyres, including the spare.
Check the tread depth around the circumference of each
tyre and inspect the side walls, looking for cuts, bumps
and bulges as well as sharp objects stuck in the rubber. See
that all tyres are inflated to the correct pressures (this
could affect the brake test). 'Run nat' type tyres must not
be punctured. Check the tyre type. Steel and fabric belted
radial tyres should not be mixed on the same car. Exa-
mine aU the road wheels, checking for damage and distort-
ion. Make certain that wheel nuts or bolts are not missing,
and are tightened adequately.

GENERAL ..•..•. . •.•.••... Pages 24, 57, 65

The windscreen wipers and washers should be work-

ing efficiently. Wiper blades do deteriorate so it is a sensi·
ble rule to replace the rubbers or complete anns at least
o nce a year. The horn should also operate clearly. Check
that the exhaust system does not leak nor make an exces-
sive amount of noise. Check the body for any damage or
corrosion liable to render the car unsafe, especially all of
the important load bearing areas· steering, suspension and
the engine and transmission supports.

NOTE: The items mentioned 011 Ihese pages are Q guide so thallhe keen DIY owner can check his or her Renault 18 or
Fuego before submillillg it [or the MoT rest. Although it is based 0 11 the a/flew/ MoT check list at the time o[publical-
ion, it is only Q guide Qlu] should be (reated as SIICh.

9
 Selleck".
WEEKLY OR WHEN REFUELLING

• Check tyre pressures and condition, including spare • Check windscreen , headlamp and tailgate washer levels
• Check operation of aU lights and horn • Check coolant level
• Check operation of windscreen wipers and washers • Check engine oil level
• Check condition of driving mirrors • Check brake fluid level

EVERY S,oooMILES OR EVERY 6 MONTHS, WHICHEVER IS SOONER

As for weekly check above, plus the following additional items

• Check operation of handbrake and lever ratchet travel • Check/top up manual transmission
• Change the engine oil e Check operation of bulbs & warning lights
• Check/top up automatic transmission e Check lyre condit ion/pressures
• Check for brake fluid leaks/front brake pad wear e Check wheel nut tightness
• Check condition/run of flexible hoses e Check front / rear hub play

EVERY 10,000 MILES OR YEARLY , WHICHEVER IS SOONER

As for S ,000 mile service, plus the following additional items

• Change oil filter . Check/adjust clutch operating clearance

• Change engine oil e Check/adjust drive belt tension
• Check front brake pad wear e Check/adjust CO setting & idle speed
• Check/adjust main/dipped beams e Check/adjust dwell angle & timing
• Check underbody & exterior panels for corrosion e Check/adjust/change spark plugs (contact breaker ignition)

EVERY 20,000 MILES OR 2 YEARS, WHICHEVER IS SOONER

As for 10,000 mile service, plus the following additional items

e Check engine/transmission for leaks • Check fuel lines for leaks/co ndition
• Check drive shafts for play/leaks e Check visually all mechanical units
• Check/tighten sump bolts e Change fuel filter clement
• Check shock absorbers for leaks/loose mountings e Change air filler element
• Check condition of exhaust system e Check/adjust or change spark plugs

EVERY 40,000 MILES OR EVERY 4 YEARS , WHICHEVER IS SOONER

As for 20,000 mile service, plus the following additional items

e Drain/ refill manual gearbox e Adjust handbrake

• Drain/refill automatic gearbox . Orain/ Oush/bleed cooling system
• Check for play/leaks front suspension/steering e Change rocker shaft oil filter (829 Engine only)

EVERY 80 ,000 MILES OR 8 YEARS , WHICHEVER IS SOONER

As for 40,000 mile service, plus the following additional items

e Change toothed timing bell (829 Engine only)

10
 Routine ·Maintenance

INTRODUCTION .•........• .. • ... . . • . . [I ] DRIVE BELTS . . . .. .....•.•• • • . ••• . .. [ 11 ]

JACKING PROCEDURES ........... .... [2] BRAKES ... . . ...... .. . . . . • . ....••.. . [ 12]
ENGINE OIL & FILTER . . .•.• . . .... . . . . [3 ] CLUTCH ADJUSTMENT ... .. • . . . .• . . . . [ 13]
GEARBOX OIL . . . ..•.•..•..•.... . . . . . [4 ] WHEELS & TYRES . . .....•.•.••••.. . . [ 14]
AUTOMATIC TRANSM ISSION •....• . • . . . [ 5] STEERING & SUSPENSiON . . ... .. . . ..• [ I S]
BATTERY •.... .. . .. . . • . .. . ....•.•... [ 6] EXHAUST SySTEM . . •... . • . .. . . . ....• [ 16]
COOLING SYSTEM .. . . ... .. . . . ... .. •.• [7] LIGHTS & INSTRUMENTS .... . . .. . ..•. [ 17]
BRAKE FLUID LEVEL . .. . . .. .. .. . . . ... [8] WINDSCREEN WIPERS & WASHERS .•... [ 18 ]
AIR FILTER. . . . .. . . . . .... .•• .. • . ... . • [9] SEAT BELTS . .....•....•.. . . .. . . . . .. [1 9 ]
DiSTRIBUTOR ...... . .. . . . ...... ..... [10] GENERAL LUBRICATION .. ... .. .. . . . . [20 ]

INTRODUCTION ... . ......... ... . . ...• [1] in the TUNE-UP chapter. ntis enables a complete engine
tune to be carried out as a separate operation if required .
The importance of regular servicing cannot be over- The remainder of the Routine Maintenance checks and
emphasised . remember that 'prevention is better than operations are contained in this chapter, although major
cure'. Carrying out the servicing yourself will not only overhaul operations are described in the relevant chapters .
save you money but also give you the opportuni ty to get Before starting work, read through both of these
to know your car. chapters carefully so you are aware of the work entailed
The Service Schedule on the opposite page lists all the and the tools and parts required. All relevant data, such as
service checks and adjustments with the intervals at whlch capacities, clearances, etc., where not included in the
they should be carried out . Cars which cover a low annual text, can be found in the TECHNICAL DATA at the end
mileage , should be serviced on a time basis instead of of this manual.
mileage. The sequence in which items are given has been
arranged to give a reasonably logical o rder of working
around and under the car. It is therefore recorrunended JACKING PROCEDURES . •.•..• . • . ..... [ 2]
that this be roUowed where possible.
Apart from the necessary materials - oil, fllters, plugs, All Renault 18 and Fuego models are fitted with four
etc .. the most important requirement is time. If time is jacking points on the underbody side sills; two at the
limited, the service can be split up into two or more sect· front behind the front wheel arches, and two at the rear in
ions, and the remaining items carried out at a later date. front of the rear wheel arches. These jacking points should
The advantage of this is that the service can be spread out only be used with the jack supplied with the car (Fig. A :
over several weekends rather than doing it all in one go. In I),
this way, there will be no need to either hurry or skimp Before raising any part of the car. make sure that the
over any items, as each is important in its own way, even wheels in contact with the ground are securely chocked. If
if it's only a check or inspection. poSSible , the handbrake should be applied and the car left
Few tools apart from nonnal hand tools (spanners, in gear, or in the case of automatic transmission, in the
screwdrivers, etc.) will be required. However, some tools 'Park' position.
will be specifically required for servicing. Given below, is a Never rely on the jack alone except when changing a
list of tools that will be worthwhile buying if servicing is wheel, and even then, one wheel should be placed under
to be carried out on a regular basis. the car to act as a cushion should the jack slip.
Oil filter strap wrench Torque wrench To raise the front when working under the car, place
I in. A/ F socket or ring spanner Brake adjuster tool a jack (preferably a trolley jack) under the gearbox with a
Battery hydrometer Grease gun strong piece of timber between the jack head and the two
Tyre pressure gauge Oil can main body members· see Fig. A:2. To raise the rear of the
Items listed in the Service Schedule are covered in de· car, place the jack head in the centre of the rear axle beam
tail either in this, or the next chapter. For convenience. all (Fig. A:3). To raise the side of the car, use a SUitably
items directly concerned with engine perfonnance and shaped wood block between the side sill and the jack in
economy· e.g. plugs, pOints, valve clearances· are covered line with the front door (Fig. A:4). Support the body

Routine Maintenance 11
 with axle stands under the body side frame members with ideal for this operation .
wood spreader blocks. Never attempt to lift the car by Undo the drain plug using a universal drain plug
jacking under any non load-bearing panel. spanner with a male fitting and drain the oil into the con-
tainer. While the oil is draining, clean the sump plug and
check the condition of the sealing washer. If in doubt , fit
ENGINE OIL & FILTER ....... . ..•... . . [3) a new washer.
When the oil has completely drained, refit the plug
Oil Level Check and tighten it. Do NOT overtighten as difficully will be
met when draining next time .
It is essential that the oil level be maintained at the The oil nIter is of the throw-away cartridge type, and
correct level. The oil level should be checked at least once is located on the side of the engine block.
a week, and always before a long run. On most engine types it is possible to remove the
If the engine has been running, wait a few minutes nIter from within the engine compartment, although on
after switching off to allow the oil to drain back into the some engines, access is better from below. Place a suitable
sump for a correct level reading. The car must also be container under the mter to catch any oil spilt during re-
standing on level ground when checking the oil level. moval.
The oil level dipstick and mter cap locations on the It should be possible to unscrew the filter by hand,
various engines are shown in Fig. A:S. but if not, a special strap wrench, such as that .mown in
The oil level should be maintained between the two Fig. A:9 will be required to release it. A strap wrench can
marks on the dipstick (Fig. A:6), and must never be usually be obtained quite cheaply from a local car acces-
allowed to fall below the lower mark. On models with an sary shop.
engine oil level indicator, the Min and Max positions of Unscrew the nIter from the engine and discard it.
the needle correspond to those positions on the dipstick Thoroughly clean the nIter sealing flange on the engine
(Fig. A:7). Remove the dipstick, wipe the end with a block to remove all traces of oil and dirt.
piece of clean tissue or lint-free cloth to remove the oil Make sure the rubber sealing ring on the new nIter is
film. Re-insert the dipstick fully then withdraw it again to correctly located , and then apply a smear of clean engine
check the level. oil to the sealing ring.
If the level is low, remove the oil riller cap from the Screw the new mter into position until the sealing
rocker cover (Fig. A:5) and add oil to bring the level to ring just contacts the mounting flange, then tighten a
the upper mark on the dipstick. Wait for a minute or so to further 3/4 tum . 00 NOT overtighten the mter as this
allow the fresh oil to reach the sump before taking the may distort the seaJing ring and give rise to oil leakage.
dipstick reading. The level should not be above the upper The engine oil should be added in two stages. Pour in-
mark. When the level is correct, refit the oil filler cap. to the engine mler hole , the amount of oil corresponding
Do not overfill as this may result in oil leaks and to the sump capacity given in TECHNICAL DATA.
increased oil consumption. Run the engine for a few minutes to circulate the oil,
then stop the engine and check the dipstick level as detail-
Changing Engine Oil & Filter ed previously. Top-up the level to the upper mark on the
dipstick as the new mter will have absorbed approximate-
The engine oil and fdter should be changed at the re- ly 0.25 litres.
commended service intervals or more frequently under NOTE: It is illegal to dispose of old oil by tipping it down
severe operating conditions. The most severe type of the draill or burying it in the ground. Most local councils
operation, and that whJch gives rise to a sludge fonnation have a facility for oil disposal and use should be made of
inside the engine, is light engine loading, slow engine this. AlrenJ4til'cly, a local garage may be willing to dispose
speeds and short journeys where the engine never reaches of the oil for you.
normal operating temperature. High speeds over long dis-
tances are generally kinder to the engine. Modern multi-
grade engine oils contain additives which go a long way to- Oil Leaks
wards preventing sludge formation, but even these have
certain limitations. If oil is required more often tltan normal, suspect
The oil should be changed when the engine is warm , engine wear or an oil leak. Check fust alound the engine
after a run. Unless you have access to a pit, it will be for obvious signs of oil leakage and then the exhaust for
necessary to raise the front of the car. either by jacking up excessive 'smoking'.
as described previously, or by driving the front wheels up Also check the unders.ide of the engine for leaks at
car ramps. the following places: Oil sump drain plug, oil filter mount -
NOTE: Before auempting to drive the car onto the ramps ing flange, generally around the timing gear end of the
for the JlTSt time, check that there is sufficient clearance engine.
under rhe front spoiler or valonce to avoid dartwge. If any evidence of oil leakage is found , the area
Place a suitable container under the engine sump should be wiped clean, then the engine run to confirm
drain plug. This is located under the lear of the sump pan the source. If the leak is serious, remedial action should
(Fig. A:8). An old 5-litre oil can with the side cut out is taken as soon as possible.

'2 Routine Maintenance

Fig. A: I Details of car jack location Fig. A:2 Method of raising front of car

"I

Fig. A:3 Method of raising rear of car Fig. A:4 Raising side of car with wood spacer block

847 (C1J)

Fig. A:S Engine oil dipstick and fdler cap locations

Routine Maintenance 13
 GEARBOX OIL ........ ............... 141 If the level is low, top'llP with the specified type of
automatic transmission fluid · see TECHNICAL DATA,
Oil level through the dipstick tube, using a clean funnel and a suit-
able piece of tubing as necessary . Automatic transmission
The gearbox and fUlaJ drive units share a common oil fluid is normally obtainable in plastic 'squeeze' bottles
supply. The oil level should be checked after the car has with a flexible spout.
been standing on level ground for some time, as foaming Take great care to avoid overflUing the transmission
of the oil during use will cause the level to rise and give an this wiU cause the fluid to become aerated with subse·
inconcct indication of the oil level. quent overheating of the transmission. The transmission
In many cases, if a pit is not available, the car will will only work properly when the fluid level is correct.
need to be raised and supported by an equal amount at NOTE: The importance of cleanliness cannot be over-
both ends to give access to the gearbox. emphasised when checking or lopping-up the fluid level as
The oil level is checked at the nller/level plug hole on the slightest trace of dirt or inco"ect oil mIlY cause
the side of the gearbox. see Fig. A: 10, and a special drain datnilge to the transmission.
plug key. (obtainable from most car accessory shops) may
be required to remove the plug if it has a square socket Fluid Change
h"d (Fig. A, 10).
The gearbox oil level is correct when it reaches the The fluid in the automatic transmission should nor-
lower edge of the hole. If necessary , top-up the level with mally be changed every 40,000 miles or 4 years. However,
the correct grade of oil as specified in the TECHNICAL under arduous operating conditions, such as when towing
DATA using a plastic 'squeeze' bottle with a flexible tube a caravan for a high mileage or over mountainous terrain.
attached. it is advisable to change the fluid more often.
When the level is correct, refit the plug and tighten it A drain plug is fitted to the transmission oil pan or
sufficient to seal but do not overtighten. The gearbox/ casing depending on the type (Figs. A:13 & A: 15), and
fmal drive oil should be changed periodically as detailed in this should be removed to drain out the fluid. A universal
the Service Schedule. Undo the drain plug (Fig. A: 10) and drain plug spanner with a male fitting will be needed to
drain the oil into a suitable container. Refit the drain plug undo the plug. This 1001 can normally be obtained from
and refdl the gearbox to the correct level · see TECH- most car accessory shops.
NICAL OAT A for capacity and oil grade. Place a su ilable container of adequate capacity under
NOTE: Lack of oil in the gearbox can only result from the transmission to catch the fluid. Clean, refit and
leakage. atJd this should be investigated if the level is low. tighten the drain plug securely but do not overtighten.
Refdl the transmission with the specified type of
automatic transmission fluid· see TECHNICAL DATA .
AUTOMATIC TRANSMISSION . . •..• . • . •• 151 The amount of fluid required for a fluid change is
2.0 - 2.5 litres. depending on how much fluid has drained
Fluid Level from the torque converter.
First, pour in approximately 2 Iitres of fresh fluid in·
The nuid level in the automatic transmission should to the transmission filler lube, using a funnel and suitable
be checked periodically . length of lube as necessary.
The fluid level is best checked immediately after a With the handbrake and footbrake fully applied, start
short run when the fluid will have reached its normal the engine and allow it to idle. Move the manual selector
operating temperature. lever through all the positions with the car stationary.
With the car standing on level ground, apply the Now check the fluid level as detailed previously. Add
handbrake fully, and with the engine idling, move the fluid as necessary 10 bring the level up to the Cold full
manual selector lever Uuough all pOsitions at least Uuee mark on the dipstick.
times. Now move the selector lever to the P (park) posit· Drive the car for a short distance until the engine and
ion, and allow the engine to idle for a further one to two transmission fluid reaches normal operaling temperature .
minutes. Recheck the fluid level as detailed previously and 10p-Up
The fluid level dipstick is located in the transmission to the Hot level mark on the dipstick if necessary.
fdler tube at the rear of the engine (Figs. A: 11 & A: 12) NOTE: A low fluid level in the transmission can only
depending on the engine type . result from lea/wge, and the cause should be investigated
With the engine still idling, clean the outside of the as soon as possible to avoid damage /0 the tram;mission.
mler tube to prevent dirt from entering the transmission,
then withdraw the dipstick and wipe the end clean with a
tissue or lint-free cloth. Reinsert the dipstick fully into BATTERY ......... ...... ..... . ...... 161
the filler tube and when withdraw it again immediately.
Check the fluid level indicated on the dipstick . it Electrolyte Level
should be between the two marks inset in Figs. A: I I & A:
12. Some Renault 18 and Fuego models are equipped
NOTE: The dipstick has 'Hot' upper 'Cold' lower level from new with a 'maintenance·rree' battery which, as the
mIlrkings. select the appropriate mark for the level reading. name su ggests. should requIre no attention. These balleTles

'4 Routine Maintenance

 ,

r
2-...,.-<
2

..
~
1.
2.

Fig. A:6 Dipstick oil level nuukings

Max mark
Min mark
1.
2.
Max position
Min position

Fig. A:7 Oil level indicator marking'!

Fig. A:8 Location of engine sump drain plug Fig. A:9 Undoing oil filter with strap wrench

,--{i 2

1. Drain plug Max mark

2. Filler/level plug Min mark

Fig. A: 10 Location of manual gearbox fille r/drain plugs Fig. A: J I Auto transmission OuNl dipstick - 843 engine

1. Max mark
2. Min mark

Fig. A: 12 Auto transmission fluid dipstick - 841 engine Fig. A: 13 Auto transmission drain plug - 843 engine

Routine Maintenance '5

 can be identified by a non removable cell cover and by a Battery Connectionli
sticker on the casing.
On conventional batteries the level of the electrolyte To enSlJre good electrical contact, the battery cables
should be checked periodically and distilled (deionised) should be tight on the battery posts. If the battery posts
water added if the level in any cell is below the separators, or cable clamps are corroded, the cables should be dis-
or the bottom of the filling tube on trough·filled batteries. connected and the terminals and posts cleaned with a soda
In some cases Ihe battery casing is translucent to allow the 9OIution and a wire brush. When reconnecting the clamps
level 10 be checked without the need for lifting the vent to the battery posts, a thin coating ofpetroleumjeUy (nol
cover. Do not overfill the battery. It is good practice 10 grease) should be applied. The battery earth strap and the
run the car immediately after topping up the battery , engine earth strap should also be checked for proper con-
especially in cold weather. to ensure thorough mixing of nection and condition.
the acid and the water and so prevent freezing.
If the battery is found to need frequent lopping up,
steps should be taken to find out the reason. For example, COOLING SYSTEM •. . ..•...•.... . . . . . . [7)
the battery may be receiving an excessive charge due to a
malfunction of the voltage regulator , causing too high a Coolant Level (Fig. A:17)
charge voltage. In this case the charging system should be
properly tested and the fault rectified as soon as possible - The coolant level should be checked at least once a
see ENG INE ELECTR ICS. If one cell in particular needs week and always before a long run , and topped up as
topping up more than the others, check the banery case necessary . Check the level when the engine is cool. The
in the vicinity of that cell for cracks or splits causing leak· level can be seen through the translucent plastic expan·
age. If there are signs of an electrolyte leak the source sion tank mounted on the offside (driver's side) of the
should be traced and corrective action taken. engine compartment, seen from the front. The coolant
level should be between the MINI and MAXI marks.
To top up the coolant level unscrew the pressure cap
State of Charge on the expansion tank, and remove it. Top up the level
with a water/anti-freeze mixture in the correcl proport-
If a sealed·for-life (maintenance-free) battery is fitted. ions as described below, until the level is correct and is up
the state of banery charge cannot be accurately checked to the MAXI mark . Refit the pressu re cap.
as there is invariably no access to the cells for the purpose
of carrying out a hydrometer test. In this case it is best to Anti-freeze
remove the battery from the car, fully charge it and then
take it to a battery agent for testing with a heavy-dis· Because of the ability of anti-freeze to lower the boil-
charge tester. ing point of the coolant it is recommended that an 'AU
The state of charge of an unsealed battery can be Season' type anti·freeze is used pennanently in the cool·
detennined by checking the speciOc gravity of the e1ec· ing system to afford maximum protection against both
trolyte in each ce ll with a hydrometer, taking care not to freezing and overheating. The presence of a corrosion
spill any electrolyte onto clothing or skin as it is highly inhibitor will also help to prevent corrosion and the for-
corrosive. Proceed with checking as foll ows: mation of scale in the system.
I. Unscrew the cell caps or pull off the plastic cover During the winter months an anti-freeze mixture
(depending upon the type of battery) then squeeze the MUST be used to protect against frost damage. The con-
hydrometer bulb and insert the end of the hydrometer centration of the anti-freeze solution will depend on the
into the first cell (Fig. A: 16). degree of protection required and dilution should be
2. Release the bulb slowly - this will draw electrolyte carried out in accordance with the anti-freeze manufac·
into the hydrometer and lift the noat in the hydrometer turer's instructions. The concentration of anti-freeze
tube with it. should not fall to less than 3Q<% by volume.
3. Observe the point on the noat scale with which the Before fi11ing the system with anti-freeze solution,
elec trolyte level coincides and note the reading - tllis is the inspect all hoses, hose connections and cooling system
specific gravity of the cell. joints. Tighten or renew where necessary. After adding the
4. Raise the hydrometer slightly and gently squeeze the anti-freeze , run the engine up to normal operational tern·
bulb to release all the electrolyte back into the ce ll. Re- perature and check for leaks. A label should be attached
move the hydrometer and repeat the operation on the to the front panel to record the date of filling.
Olher cells . A specific gravity reading of at least 1.275 The anti·freeze concent ration in the system mould be
should be obtained if the battery is fully charged, or checked periodically and in any case before the beginning
1.120 if discharged. of the winter season or before travelling to a colder
If consistently low readings are obtained, the battery climate. If possible the specific gravity of the coolant
should be charged and the state of charge rechecked after should be checked with a suitable hydrometer and
leaving the battery for about an hour. The procedure for brought up to the required strength as necessary . The
charging the battery is given in BASIC PROCEDURES. If specific gravity of a 50% solution should be 1.073 provid·
the reading is still low, the battery should be replaced. ing no other additives are in the coolant.

'6 Routine Maintenance

 10---

7 _ __

I. B'ak~ fluid reserl'oir 5. Distribu tor 9. Power steering fluid

2. Radiator expansion bottle 6. Oil filler leurl'oir
3. Screen wQshn reservoir 7. Oil level dipstick 10. Vehicle Identification
4. Ai, filter 8. Oil filler cap p/Qte location
Fig. A: 14 Renault IS/ Fuego engine compartment - 829 (J6R) engine type shown

Fig. A: IS Auto transmission drain plug - 841 engine Fig. A: 16 Checking bauery speciftc gravity

Fig. A: 17 Check/ top up coolant level to MAX mark fig. A: 18 Check brake fluid level (arrowed)

Routine Maintenance 17
 The cooling system should be completely drained, car has been used extensively in dusty conditions, the fIl·
flushed and refilled with a fresh mixture of anti-freeze and ter should be changed more often. On models with the
water every two years or as often as is recommended by 847 engine (Fig. A: 19) undo the wing nut,screwsand clips
the anti-freeze manufacturer. holding the lid. The air mter on all other models is of the
remote type (Fig. A:20). Undo the central wing nut (and
Hoses - Checking Condition clips if fitted) and detach cover to remove filter element.
On both types of mler, wipe the inside of the casing
The hoses, hose connections and system joints should clean, to remove any accumulation of oil, dust and dirt.
be checked periodically for leaks especially before the Fit a new element and refit the lid . Do not over-tighten
coming of winter or when filling the system with anti- the crosshead screws_
freeze.
Examine each hose in tum , looking for deterioration,
indicated by cracks, separation of the layers, swelling or DISTRIBUTOR. . .... . . .. . .. ..... ..... [10)
excessive softness of the rubber . Also inspect them for
chafing damage due to contact with other components. Lubrication (Not " Cassette" Type)
Replace any hoses that are suspect.
Check that the hose clips are secure and in good con- The distributor fitted may be made by DuceUier or
dition. Tighten or replace as necessary - see COOLING SEV Marchal. Only the DuceUier distributor should be
SYSTEM chapter. lubricated periodically as foUows:
Unclip and remove the distributor cap, and pull off
Draining and Refilling the rotor ann from the central spindle.
Apply one or two drops of clean engine oil to the felt
FuU details of the draining and refilling procedure are wick at the top of the cam spindle (Fig. A:21).
given under the appropriate heading in the COOLING The distributor cam should also be lubricated when·
SYSTEM chapter later in this manual. ever the contacts are adjusted or replaced. With the rotor
ann removed, lightly smear the cam with petroleum jelly
BRAKE FLUID LEVEL. . ........ . .. . .. . [8) or high melting point grease . Use a screwdriver to distri-
bute the lubricant uniformly over the cam surface, taking
The brake fluid level on all models is monitored by a great care not to get any grease near the contact points.
float inside the reservoir. Lf the level drops due to a leak , When the cam is rotated, a small fillet of lubricant
the float drops and a warning light in the fascia illumi- should be built up on the back of the points rubbing
nates. However. a quick inspection of the translucent reo block.
servoir whilst working under the bonnet will not be wast- Avoid over-lubricating. Carefully wipe away any su r-
ed. If the fluid level faUs excessively, or requires frequent plus grease and check that the contacts are clean and dry.
topping up, this indicates a leak in the braking system, Refit the rotor arm and distributor cap. See Tune-Up
and steps should immediately be taken to establish the chapter for details of contact breaker inspection and re·
cause and deal with it. placement.
If topping up is necessary, clean the area around the
ffiler cap before unscrewing it (Fig. A: IS). Use only the
brake fluid specified in TECHNICAL DATA. Check that DRIVE BELTS ....................... [11)
the vent hole in the filler cap is clear before refitting the
cap. Tension · AlternatorlWater Pump
Any spilled brake fluid should be wiped up and wash·
ed away immediately as it damages paintwork. Throw On all engines both the alternator and water pump
away the rag or it may accidentally spread the chemical. are driven by a 'V' drive belt. from the crankshaft pulley.
It is recommended that the fluid in the brake system It is important that the correct tension of the 'V' drive
should be changed completely every 18,000 miles or every belt is maintained to ensure efficient operation of the
18 months. This is because the fluid absorbs moisture electrical, and the cooling systems. Too great a tension
(hygroscopic) which lowers the boiling point of the fluid will place excessive strain upon the alternator or water
and could result in vapour locks with a consequential loss pump bearings, excessive slackness will allow the belt to
of braking. Moisture in the brake fluid can aho promote slip causing inefficient operation of the cooling and charg·
premature failure of the system components by corrosion. ing systems as well as premature drive belt wear.
A fluid change is achieved using the sequence detailed To test the belt tension , press the belt down at a
under Bleeding the Brakes in the BRAKES chapter, re- point midway between the puUeys as shown in Figs. A:22
peating the operation until all the air bubbles are gone and and A:23 using finn thumb pressure. The belt should
the new clean fluid emerges from the bleed nipples. deflect by a maximum of 7-8 mm. If retcnsioning of the
belt is necessary, slacken the alternator mounting bolts
(Figs. A:22 & A:n). The lower bolts can only be reached
AIR FILTER...................... .. .. [9) using a socket wrench and short adaptor. Pull or lever the
alternator away from the engine, applying any force to
The air filter fitted inside the air cleaner housing the drive end bracket only, until the correct tension is ob·
should be replaced every 20,000 miles or two years. If the tained.

18 Routine Maintenance
 ~ ..
Fig. A: 19 Air filter on 847 engine models Fig. A:20 Removing element on remote type air filler

Fig. A:21 Ducellier distributor lubrication points Fig. A:22 AJternator drive belt tension - 807/829/841 engines

Fig. A:23 Alternator drive belt tension· 843/847 engines Fig. A:24 Power steering pump belt tension

Fig. A:2S Checking disc brake pad thickness (arrowed) Fig. A :26 Check/top up power steering fluid level

Routine Maintenance 19
Another Random Scribd Document
with Unrelated Content
followed by a national convention which would restore the Union.
They named Gen. George B. McClellan as their candidate, but
McClellan distanced himself from the peace platform by declaring
that agreement on Union would have to precede peace. Radical
Republicans, who still regarded Lincoln as soft on treason, trotted
out two candidates, first Salmon P. Chase, who
 652 • The War of the Union failed to get the support of his
own state, then John C. Fremont, but too late. Lincohi
outmaneuvered them at every turn, and without pubhc
announcement of a choice, brought about the vice-presidential
nomination of Andrew Johnson, a War Democrat from Tennessee, on
the "National Union" ticket, so named to minimize partisanship. As
the war dragged on through 1864, with Grant taking heavy losses in
Virginia, Lincoln fully expected to lose. Then Admiral Farragut's
capture of Mobile in August and Sherman's capture of Atlanta on
September 2 turned the tide. McClellan carried only New Jersey,
Delaware, and Kentucky, with 2 1 electoral votes to Lincoln's 212,
and 1 . 8 miUion popular votes (45 percent) to Lincoln's 2.2 million
(55 percent). CONFEDERATE POLITICS Unlike Lincoln, Jefferson
Davis never had to contest a presidential election. Both Davis and
Vice-President Stephens, named first by the Provisional Congress,
were elected without opposition in 1861 and began single terms of
six years on Washington's Birthday, February 22, 1862. But
discontent flourished as things went from bad to worse, and came
very close to home in the Richmond bread riot of April 2, 1863,
which ended only when Davis himself persuaded the mob to
disperse. After the congressional elections of 1863, the second and
last in the confederacy, about a third of the legislators were
antiadministration. Although parties as such did not figure in the
elections, it was noteworthy that many ex-Whigs and other
opponents of secession were chosen. Davis, like Lincoln, had to
contend with dissenters. Large pockets of Union loyalists appeared in
the German counties of Texas, the hill country of Arkansas, and most
of all along the Appalachian spine that reached as far as Alabama
and Georgia. Many Unionists followed their states into the
Confederacy reluctantly, and were receptive to talk of peace. They
were less troublesome to Davis, however, than the states-rights men
who had embraced secession and then guarded states' rights against
the Confederacy as zealously as they had against the Union. Georgia
under Gov. Joseph E. Brown, and to a lesser degree North Carolina
under Gov. Zebulon B. Vance, were strongholds of such sentiment,
which prevailed widely elsewhere as well. They challenged, among
other things, the legality of conscription, taxes on farm produce, and
above all the suspension of habeas corpus. Never mind that Davis,
the legal-minded leader of a revolution, never suspended habeas
corpus until granted congressional authority on February 27, 1862,
and then did so sparingly. VicePresident Alexander Stephens carried
on a running battle against
 The Faltering Confederacy • 653 Davis's effort to establish
"military despotism," left Richmond to sulk at his Georgia home for
eighteen months, and warned the Georgia legislature in 1864, on the
eve of Sherman's march, against the "siren song. Independence first
and liberty afterwards.' " The ultimate failure of the Confederacy has
been attributed to many things. One of many ironies was that the
fight for slavery suffered from a doctrinaire defense of liberty.
Among other things, the Confederacy died of dogma. The Faltering
Confederacy In 1863 the hinge of fate began to close the door on
the brief career of the Confederacy. After the Union disaster at
Fredericksburg, Lincoln's search for a general turned to one of
Burnsides's disgruntled lieutenants, Joseph E. Hooker, whose
pugnacity had given him the name of "Fighting Joe." Hooker took
over the Army of the Potomac near the end of January. After the
appointment, Lincoln wrote his new commander, "there are some
things in regard to which, I am not quite satisfied with you. " Hooker
had been saying the country needed a dictator, and word reached
Lincoln. "Only those generals who gain successes can set up
dictators," the president wrote. "What I now ask of you is military
success, and I will risk the dictatorship. " But the risk was not great.
Hooker was no more able than Burnside to deliver the goods. He
failed the test at Chancellorsville. May 1-5. CHANCELLORSviLLE With
a force of perhaps 130,000, the largest Union army yet gathered,
and a brilliant plan, he suffered a loss of control, perhaps a failure of
nerve, at the critical juncture. Lee, with perhaps half that number,
staged what became a textbook classic of daring and maneuver.
Hooker's plan was to leave his base, opposite Fredericksburg, on a
sweeping movement upstream across the Rappahannock and
Rapidan to flank Lee's position. John N. Sedgwick was to cross below
the town for a major diversion with 40,000 men. Lee, however,
leaving about 10,000 men at Marye's Heights, pulled his main forces
back to meet Hooker. At Chancellorsville, after a preliminary
skirmish, Lee divided his army again, sending Jackson with more
than half the men on a long march to hit the enemy's exposed right
flank. On May 2, toward evening, Jackson surprised the right flank at
the edge of a wooded area called the Wilderness, throwing things
into chaos, but the fighting died out in confusion as dark 
 654 • The War of the Union Chambersburg PENN. Chance'
CAMPAIGNS IN THE EAST, 1863 4 Confederate advance < Union
advance -^= = Confederate retreat ^ Battle site 0 30 Miles 30
Kilometers ness fell. The next day, while Jeb Stuart held Hooker at
bay, Lee had to turn around and fend off Sedgwick, who had
stormed Marye's Heights and advanced on Lee's rear. Lee struck him
and counterattacked on May 3-4, after which Sedgwick recrossed the
Rappahannock. The following day Hooker did the same, although he
was still left in a strong position. It was the peak of Lee s career, but
Chancellorsville was his last significant victory. And his costliest: the
South suffered some 12,000 casualties and more than 1,600 killed,
among them Stonewall Jackson, mistakenly felled by his own men
upon his return from a reconnaisance. vicKSBURG While Lee held
the Federals at bay in the East, they had resumed a torturous
advance in the West. Since the previous fall Ulysses Grant had been
groping his way toward Vicksburg,
 The Faltering Confederacy • 655 which along with Port
Hudson, Louisiana, was one of the last two Rebel strongholds on the
Mississippi. Located on a bluff 200 feet above the river, Vicksburg
had withstood naval attacks and a downriver expedition led by
William T. Sherman, which had stormed Chickasaw Bluffs north of
the city in December. Because the rail lines were vulnerable to hit-
and-run attacks. Grant resolved to use naval supply lines downriver.
He positioned his army about fifteen miles north of the city, but the
Delta region there was laced with bayous which baffled efforts to
reach the goal. At first Grant thought to use these waterways to
advantage, and during the winter he made bold efforts along two
routes. Well to the north, opposite Helena, Arkansas, he blasted a
hole in the levee and floated gunboats and transports through to the
Tallahatchie River. There ensued a strange progress along winding
waterways choked with vegetation and covered by overhanging
branches, where the Union navy stood in danger of capture by the
Confederate army. That effort, and a similar try up Steele's Bayou
farther south, was soon abandoned. Grant finally gave up the idea of
a northern approach. He crossed over to Louisiana at Milliken's
Bend, and while the navy ran gunboats and transports past the
Confederate batteries at
 656 ' The War of the Union Vicksburg, he moved south to
meet them, crossed back, and fetched up on dry ground south of
Vicksburg at the end of April. From there Grant adopted a new
expedient. He would forget supply lines and live off the country.
John C. Pemberton, Confederate commander at Vicksburg,
thoroughly baffled, was further confused by two diversions: a feint
by General Sherman at Chickasaw Bluffs and a cavalry raid by Col.
Benjamin Grierson, who cut a swath through central Mississippi with
fewer than 1,000 men and reentered Union lines at Baton Rouge.
Grant himself swept eastward on a campaign which Lincoln later
called "one of the most brilliant in the world," took Jackson, where
he seized or destroyed supplies, then turned westward and on May
18 emerged from the "tunnel" he had entered two weeks before to
pin Pemberton's army of 30,000 inside Vicksburg. GETTYSBURG The
plight of Vicksburg put the Confederate high command in a
quandary. Joseph E. Johnston, now in charge of the western forces
but with few men under his personal command, would have
preferred to focus on the Tennessee front and thereby perhaps force
Grant to relax his grip. Robert E. Lee had another idea for a
diversion. If he could win a victory on northern soil he might do
more than just relieve the pressure at Vicksburg. In June he moved
into the Shenandoah Valley and northward across Maryland. Hooker
followed, keeping himself between Lee and Washmgton, but
demoralized by defeat at Chancellorsville and quarrels with Halleck,
he turned in his resignation. On June 28 Maj.-Gen. George C. Meade
took command. Neither side chose Gettysburg, Pennsylvania, as the
site for the climactic battle, but a Confederate party entered the
town in search of shoes and encountered units of Union cavalry on
June 30. The main forces quickly converged on that point. On July 1
the Confederates pushed the Federals out of the town, but into
stronger positions on high ground to the south. Meade hastened
reinforcements to his new lines along the heights; on the map these
resembled an inverted fishook with Gulp's Hill and Cemetery Hill
curved around the top, and Cemetery Ridge extended three miles
down the shank to Round Top and Little Round Top. On July 2 Lee
mounted assaults at both the extreme left and right flanks of
Meade's army, but in vain. On July 3 Lee staked everything on one
final assault on the Union center on Cemetery Ridge. Confederate
artillery raked the ridge, but with less effect than intended. About 2
p.m. 15,000 men of Gen. George E. Pickett's command emerged
from
 The Faltering Confederacy • 657 Hai"\ est ot Dtutli. 7. 11. O
Sullivan s ^riin photograph oj the dead at Gettysburg. iLihrary of
Congress] the woods west of Cemetery Ridge and began their
advance across open ground commanded by Union artillery. It was
as hopeless as Burnside's assault at Fredericksburg. Only 5,000 of
Pickett's men finally reached the ridge, and the few who got within
range of hand-to-hand combat were quickly overwhelmed. With
nothing left to do but retreat, on July 4 Lee's dejected army, with
about a third of its number gone, began to slog back through a
driving rain. Tlie\ had failed in all their purposes, not the least being
to relieve the pressure on Vicksburg. On that same July 4 Pemberton
reached the end of his tether and surrendered his entire garrison of
30,000 men, whom Grant paroled and permitted to go home. Four
days later the last remaining Confederate stronghold on the
Mississippi, Port Hudson, under siege since May by Union forces,
gave up. "The father of waters, " Lincoln said, "flows unvexed to the
sea. ' The Confederacy was irrevocably split, and had Meade
pursued Lee he might have delivered the coup de grace before the
Rebels could get back across the flooded Potomac. CHATTANOOGA
The third great Union victory of 1863 occurred?: in fighting around
Chattanooga, the railhead of eastern Tennessee and gateway to
northern Georgia. In the late summer Rosecrans's Union army
moved southeastward from Murfreesboro,
 658 • The War of the Union and Bragg pulled out of
Chattanooga to gain room for maneuver. Rosecrans took the city on
September 9 and then rashly pursued Bragg into Georgia, where his
forces met the Confederates at Chickamauga. The battle (September
19-20) had the makings of a Union disaster, since it was one of the
few times when the Confederates had a numerical advantage (about
70,000 to 56,000). On the second day Bragg smashed the Federal
right, and only the stubborn stand of the left under George H.
Thomas (thenceforth "the Rock of Chickamauga") prevented a
general rout. The battered Union forces fell back into Chattanooga,
while Bragg cut the railroad from the west and held the city virtually
under siege from the heights to the south and east. Rosecrans
seemed stunned and apathetic, but Lincoln urged him to hang on:
"If we can hold Chattanooga, and East Tennes-? see, I think
rebellion must dwindle and die." Following the ConBATTLES NEAR
CHATTANOOGA, 1863 = Confederate advance :: = Confederate
retreat ■— Union advance — - Union retreat -i/t Battle site
 The Faltering Confederacy • 659 Gen. Ulysses S. Grant.
[Library of Congress} federate example the Union command sent
Joe Hooker with reinforcements from Virginia, Grant and Sherman
with more from the west. Grant, given overall command of the West
on October 16, pushed his way into Chattanooga a few days later,
forcing open a supply route as he came. He replaced Rosecrans,
putting Thomas in command. On November 24 the Federals began
to move, with Hooker and Sherman hitting the Confederate flanks at
Lookout Mountain and Signal Hill while Thomas created a diversion
at the center. Hooker took Lookout Mountain in what was mainly a
feat of mountaineering, but Sherman was stalled. On the second day
of the battle Grant ordered Thomas forward to positions at the foot
of Misssionary Ridge. Successful there, but still exposed, the men
spontaneously began to move on up toward the crest 400 to 500
feet above. They might well have been cut up badl\ . but the Rebels
were unable to lower their big guns enough and in the face of
thousands swarming up the hill they panicked and fled. Bragg was
unable to get his forces together until they were many miles to the
south, and the Battle of Chattanooga was the end of his active
career. Jeff"erson Davis, who had backed him against all censure,
reluctantly replaced him with Johnston and called Bragg back to
Richmond as an advisor. Soon after the battle the Federals linked up
with Burnside, who had taken Knoxville, and proceeded to secure
their control of Eastern Tennessee, where the hills were full of
Unionists.
 660 • The War of the Union Chattanooga had another
consequence. If the battle was won by the rush on Missionary Ridge,
against orders, the victory nonetheless confirmed the impression of
Grant's genius. Lincoln* had at last found his general. In March 1864
Grant arrived in Washington to assume the rank of lieutenant-
general and a new position as general-in-chief. Halleck became
chief-of-staff and continued in his role as channel of communication
between the president and commanders in the field. Within the
Union armies at least, a modern command system was emerging;
the Confederacv never had a unified command. The Confederacy's
Defeat The main targets now were Lee's army in Virginia and
Johnston's in Georgia. Grant personally would accompany Meade,
who retained direct command over the Army of the Potomac;
operations in the West were entrusted to Grant's longtime
lieutenant, William T. Sherman. As Sherman put it later, "he was to
go for Lee, and I was to go for Joe Johnston. That was his plan."
grant's pursuit of lee They began to go for both of them in May,
while lesser offensives kept the Confederates occupied all across the
map. The Army of the Potomac, numbering about 1 L5,000 to Lee's
65,000, moved south across the Rappahannock and the Rapidan into
the Wilderness, where Hooker had come to grief in the Battle of
Chancellorsville. In the Battle of the Wilderness (May 5-6) the armies
fought blindly through the woods, the horror and suffering of the
scene heightened by crackling brush fires. Grant's men took heavier
casualties than the Confederates, but the Rebels were running out of
replacements. Always before, Lee's adversaries had pulled back to
nurse their wounds, but Grant slid off to his left and continued his
relentless advance, now toward Spotsylvania Court House. There
Lee's advance guard barely arrived in time to stall the movement
and the armies settled down for five days of bloody warfare. May 8-
12, in which the Federals failed to break the Confederate center, the
"Bloody Angle. " Before it was over Grant sent word back to Halleck:
"I propose to fight it out along this line if it takes all summer. " But
again Grant slid off to his left, tested Lee's defenses along the North
Anna River (May 16-23), and veered off again over the Pamunkey
and back to the scenes of McClellan's Peninsula Campaign. There,
along the Chickaho 
 The Confederacy's Defeat • 661 miny, occurred the pitched
battle of Cold Harbor (June 1-3). Battered and again repulsed, Grant
cut away yet again. For several days Lee lost sight of the Federals
while they crossed the James on a pontoon bridge and headed for
Petersburg, the junction of railroads into Richmond from the south.
Petersburg was thinly held by Confederates under Beauregard, but
before Grant could bring up his main force Lee's men moved into the
defenses. Grant dug in for a siege along lines that extended for
twenty-five miles above and below Petersburg. On July 30 a huge
mine exploded in a tunnel under the Confederate line. In the
ensuing Battle of the Crater, the soldiers who were supposed to
exploit the opening milled around aimlessly in the pit while Rebels
shot them like fish in a pond. For nine months the two armies faced
each other down while Grant kept pushing toward his left flank to
break the railroad arteries that were Lee's lifeline. He would fight it
out along this line all summer, all autumn, and all winter, generously
supplied by Union vessels moving up the James while Lee's forces,
beset by hunger, cold, and desertion, wasted away. Petersburg had
become Lee's prison while disasters piled up for the Confederacy
elsewhere.
 662 • The War of the Union Sherman's march When Grant
headed south, so did Sherman — toward the railroad hub of Atlanta,
with 90,000 men against Joe Johnston's 60,000. Sherman's
campaign, like Grant's, developed into a war of maneuver, but
without the pitched battles. As Grant kept slipping off to his left,
Sherman kept moving to his right, but Johnston was always one step
ahead of him — turning up in secure positions along the North
Georgia ridges, drawing him farther from his Chattanooga base,
harassing his supply lines with Joe Wheeler's cavalry, and keeping
his own main force intact. But Johnston's skillful use of Fabian tactics
caused an impatient President Davis finally to replace him with the
combative but reckless John B. Hood. Three times in eight days
Hood lashed out, first at Peachtree Creek (July 20) on the Union
center, then at the Battle of Atlanta (July 22) to the east, and Ezra
Church (July 28) to the west, each time meeting a bloody rebuff.
Sherman at first resorted to a siege of Atlanta, then slid off to the
right again, cutting the rail lines below Atlanta. Hood evacuated on
September 1, but kept his army intact. Sherman now laid plans for a
march through central Georgia where no organized armies remained.
Hood meanwhile had hatched an equally audacious plan. He would
cut away to northern Alabama and push on into Tennessee, forcing
Sherman into -^ Nashville Franklin#» N. T E N N E S S E E -
Columbia X^°"*f, ,„ ^ ^ -" X (Atlanta to .^ \ Nashville) /
Chattanoo^sr /^ 1-V '- •Florence S"E'"^,*N^^Datton V^JOHNSTON
' Kennesaw , Mountain ~JRaleigh - .J3 NORTH vO^ ^ CAROLINA
JOhnstonW NO FayetteviUe • BentonviU ^Nyso^ SOUTH "2^ *?
Wilmington \ Columbia'^ :|*-'Atlanta N i CAROLINA ALABAMA \ G E
oVR G I A SHERMAN'S CAMPAIGNS, 1864-1865 Sa?annah^* IIW
Miles rzr Confederate forces — Union forces # Battle site 100
Kilometers harleston ATLANTIC OCEAN
 Williatn Teciimseh Sherman, [l^ational Archives] pursuit.
Sherman refused to take the bait, although he did send Thomas
back to Tennessee to keep watch with 30,000 men. So the curious
spectacle unfolded of the main armies moving off in opposite
directions. But it was a measure of the Confederates' plight that
Sherman could cut a swath across Georgia with impunity while Hood
was soon outnumbered again. In the Battle of Franklin (November
30), Hood sent his army across two miles of open ground. Six waves
broke against the Union lines, leaving the ground strewn with
Confederates. Total Rebel casualties numbered 6,000. With what he
had left. Hood dared not attack Nashville, nor did he dare withdraw
for fear of final disintegration. Finally, in the Battle of Nashville
(December 15-16), Thomas broke and scattered what was left of the
Confederate Army of Tennessee. The Confederate front west of the
Appalachians had collapsed, leaving only Nathan Bedford Forrest's
cavalry and a few other scattered units in the field, mainly around
Mobile. During all this Sherman was marching through Georgia,
pioneering the modern practice of total war against a people's
resources and against their will to resist. On November 15, 1864, he
destroyed Atlanta's warehouses and railroad facilities while spreading
fires consumed about a third of the city. The Union army moved out
in four columns over a front twenty to sixty miles wide, living off the
land and destroying any stores or provisions that might serve
Confederate forces. Bands of stragglers and deserters from both
armies joined in looting along the flanks, while Joe Wheeler's cavalry
destroyed Rebel stores to keep them out of enemy hands. When,
after a month, Sherman fetched up near Savannah he had cut a
swath of desolation 250
 664 • The War of the Union Robert E. Lee. Mathew Brady
took this photograph in Richmond eleven days after Lee 's surrender
at Appomattox. [Library of Congress] miles long. On December 21
Sherman marched into Savannah, and three days later Lincoln got a
dispatch tendering the city as a Christmas gift. Pushing across the
river into that "hell-hole of secession, " South Carolina, his men
wrought even greater destruction. More than a dozen towns were
consigned to the flames in whole or part, including the state capital
of Columbia, captured February 17. On the day Sherman entered
Columbia, Charleston's defenders abandoned the city and pulled
north to join an army which Joseph E. Johnston was desperately
pulling together. Johnston was able to mount one final attack on
Sherman's left wing at Bentonville (March 19-20), but that was his
last major battle.9 APPOMATTOX During this final season of the
Confederacy, Grant kept pushing, probing, and battering the
Petersburg defenses. Raids by Philip H. Sheridan had desolated Lee's
breadbasket in the Shenandoah Valley, and winter left his men on
short rations. News of Sherman's progress added to the gloom and
the impulse to desert. By March the Confederate lines had thinned
out to about 1,000 men per mile. Lee began to lay plans to escape
and join Johnston in North Carolina. At Five Forks (April 1, 1865)
Grant finally cut the last rail line to Petersburg, and the next day Lee
abandoned Richmond and Petersburg in a desperate flight toward
Lynchburg and rails south. President Davis gathered what archives
and treasure he could and made it out by train
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