After privatization in 1996, Renault launched an offensive along the entire front. In Russia, its main striking force was Renault 19, a bestseller of the early 90s. French cars were not so tender and staunchly endured Russian reality. Replacing the Renault 19 Megan and the more spacious Laguna were also in good demand. Today, three-seven-year-old Renaults are represented mainly by these two models on the market. Specialists of the Avtomir dealer technical center helped us draw up a portrait of the “Frenchwoman” and estimate the costs of their maintenance.


Those who first looked under the bottom of the Megan or Lagoon, sometimes sincerely wonder: where is the rear suspension? Indeed, there are no springs or piles of levers - only a powerful beam and shock absorbers almost horizontally located. In the beam are torsion bars - steel elastic rods connected with the body. Their service life is much longer than springs and springs, the "posture" of the car for years remains unchanged. Rearranging torsion bars to increase clearance is not recommended, as they will be loaded much more than the design provides, and may break. In this case, the operation of the brake system will be disrupted (if the car is equipped with a rear brake force regulator). It’s almost impossible to break the torsion bars during their normal installation. It is better to change the torsion bars in the Renault dealership, as it is difficult to set them correctly without special equipment.

If there were knocks from behind - most likely, shock absorbers are guilty, or rather, their inclination. Even a little wear is enough for the piston to “shift” in the cylinder during suspension operation. Most often, they are “knocked out" by riding on bad roads at high speed and at full load. There is no need to talk about fluid leakage: knocking shock absorbers, as a rule, are still quite functional. But pulling with a replacement is not worth it - wear progresses rapidly.

Silent blocks of the rear suspension beam after 100-150 thousand km are covered with cracks. But do not rush to change them - they are able to pass as many without problems. And this operation is not easy at all - silent blocks are pressed “hot”, and two massive parts have to be heated simultaneously. The first service that came across under the sign "Repairing Everything" is not worth trusting this work.

Front - pseudo-“McPherson”, but very reliable and maintainable. So, ball bearings serve at least 100 thousand km and change separately from the lever. Silent blocks run over 200 thousand km. The anti-roll bars are less durable: they last for 30–35 thousand km.

The front struts have been working for years without knocks and leaks, and Litol will help extend the life of the creaking bearing of the support. The steering tips serve a minimum of 60 thousand km, but the knock in the inner hinges of the rods (from the side of the rack) sometimes appears earlier. This is a non-hazardous and non-progressive defect, but it may be necessary to replace the traction and adjust the toe-in to the inspection.

Hub bearings can be written in long-livers: rear conical ones serve at least 150 thousand km, front ones - from 100 thousand km.


Disc brakes, unlike drum brakes, really dislike dirt. It seems that in Europe, where the sidewalks are washed with powder, and Formula 1 races are arranged right on the streets, this does not attach importance. On some "French women" there are completely no covers covering the inside of the brake disc. As a result, the inner block erases much stronger than the outer one. On average, the pads have to be replaced every 20-30 thousand km, so it is advisable to have a reserve kit for the next MOT. Gets and drive: three sets of pads - for him the limit. Even the mounting holes are not provided for the covers, but this will be solved in Renault dealerships. However, there are no complaints about the effectiveness of the brakes, and the guides, unlike the Renault 19, do not "sour" here.

On the Meganes, disc brakes are only on the front, and on most lagoons they were installed on the rear. That makes life worse: pads sometimes wear out even faster than the front ones. It is better to monitor the wear visually, inspecting the pads at each maintenance. You should not rely on electric wear sensors in Russian conditions: their contacts often drive away.

But drum brakes are good in all respects. Steel drums steadily resist corrosion and wear, the auto-pads clearly work. The first 60 thousand km you don’t need to worry about at all - for this run, the wear of the pads is 50-60%.

There are no complaints about the operation of the brake force regulator (“sorcerer”). And if ABS is installed on the car, then there is no regulator. ABS sensors rarely fail - mainly due to decayed connectors or mechanical damage.


Finding a used car without traces of oil on the units is as difficult as eliminating any leaks. Yes, often this is not required: if the oil is consumed per year by a teaspoon, and the repair will take hundreds of bucks, it is better to leave it as it is. This fully applies to the sealing of the gearshift rod on Renault. According to the factory instructions, you will have to remove the gearbox to replace the stuffing box. However, for non-warranty machines, Renault offers a workaround (but no less reliable) repair technology. The operation takes only 40 minutes. On the warranty machine, the leak will be eliminated free of charge.

Another potential oil “spring” is the so-called left-drive oil seal boot. Through it, the "transmission" can go quite quickly, so after a run of 50 thousand km, be sure to pay attention to it. The manual gearbox does not like low oil levels - the fifth gear gear wears out faster. Transmission oil replacement (75W90 GL-5) is not provided for in the manual.

An automatic transmission with electronic control also formally does not need to change the oil. But Avtomir experts still recommend periodically monitoring its condition and changing it together with the filter in case of strong darkening or a “burnt” smell. The main problems of the “machine” are associated with oxidized contacts in the connectors, but it’s best not to experiment - the elimination of such malfunctions in the service will take no more than one standard hour, and the expensive unit will be more intact.

The anthers of the outer CV joints are very durable. But if cracks or tears appeared on them (the latter give out traces of grease), the drive assembly will have to be changed - the unit is not separable, and even the collar on the anther without a lock. With whole anthers, CV joints work more than 150 thousand km.

A good resource and the clutch - with a quiet ride, it will withstand 100 thousand km. It is better to change the entire kit assembly.


However, the French will have to recall this quirk infrequently. Gasoline engines are reliable, with timely service their resource is 350-500 thousand km. Interservice mileage - 15 thousand km. Every 60 thousand km, be sure to change the timing belt with rollers - cliffs have already occurred at 70 thousand km (by the way, in Europe the same belts run 120 thousand km). With a break on sixteen-valve motors, valves meet pistons, on eight-valve there are happy exceptions.

Most cars produced 1995-1998. in the Russian market - with the F3R engine familiar from Svyatogor. The mechanics are interchangeable, but the “Frenchman” control unit, unlike the “Muscovite” one, is encoded to work with a standard immobilizer. By the way, this engine was very popular among European tuning companies: there, with almost no damage, much more “horses” were removed from it than indicated in the instructions (including by installing a turbocharger).

Uneven operation at idle is usually eliminated by flushing or replacing the idle valve or nozzles. Moreover, the latter can not be washed on an ultrasonic stand, but only with solvent (this is the official recommendation of the Renault company). Otherwise, after washing, the nozzles may jam in the closed position or, on the contrary, overfill.

The exhaust system in Russia lasts four to six years. When replacing any part of it, the whole pipe installed at the factory will have to be cut, and the new part should be fixed with a special clamp. The converter is not too finicky; more than 200 thousand km are working on gasoline from Moscow.


Numerous malfunctions of cars of the first series (failure of the glove box latch, ventilation control knobs, backlash of seats, etc.) were eliminated in 1996. It turned out to be more difficult to get rid of the rattling of half-lowered windows at high speed and fogging of fog lamps - these are the disadvantages now.

On cars of the first releases, the rear wheel arches rust. Already in 1997, the problem was resolved. The galvanized body of modern cars is resistant to rust, and Renault provides a six-year warranty from Russia through corrosion (in Europe - 12 years).


He received cars for Russia after restyling in 1999. This includes engine crankcase protection, a stiffer suspension with guaranteed clearance at full load of at least 120 mm, additional protection of the fuel and brake lines. In addition, the engine management system was adapted to severe frosts, a more powerful generator (110 A) and a battery (70 A.h) were installed.


When buying a used car, pay special attention to the body. It is advisable to check the installation angles of the steered wheels on the stand. They only adjust toe-in, and deviation in other angles will require replacing suspension parts or editing the front end. In any case, this is a reason for bargaining.

Avoid 1995-1996 cars. - Perhaps the previous owner did not cure all “childhood diseases”. It is worthwhile to beware of rare cars with petrol "sixes" or diesels. The latter were not officially delivered to Russia; their repair is noticeably more expensive and longer - spare parts to order will have to wait up to 20 days.

It is also necessary to check whether the so-called oval plate is in place, without which it will be difficult to order spare parts. On older cars, this is an aluminum plate (see. Fig.) - it is riveted to the body on the engine shield or the right mudguard cup. On new cars (since 1998), a similar paper sticker (see photo) is located at the bottom of the right middle pillar. On it is all the information about the car.

"Renault Megan Classic" model 1995. In addition to the convertible, the Megan family also has a coupe.

The rear suspension is torsion bar.

The cracked silent block of the rear beam must be discarded early.

A strong slope of the shock absorbers is the culprit of knocks during the “shifting” of the piston.

Highways under the bottom are protected by steel casings.

Brake discs - without protective covers.

The main places for oil leakage are the oil seal of the gear selector rod and the gear oil seal boot.

Station wagon "Laguna Nevada" and the hatchback "Renault Laguna".

"Renault Megan Classic" after restyling in 1999.

"Oval plate" on modern machines - below on the right central pillar.

On machines until about 1998, the engine number was stamped on an aluminum plate riveted to the block …

… on modern motors it is engraved.

Decoding of some data of the “oval plate” “Renault”: 1 - manufacturer; 2 - certificate number of the EEC; 3 - national type of car, before which the international manufacturer code is indicated (VF1 corresponds to Renault FRANCE); 4 - body number; 5 - the maximum authorized mass of the car; 6 - maximum authorized mass of the car with a trailer; 7 - the maximum allowable load on the front axle; 8 - maximum permissible load on the rear axle; 9 - codes such as gearbox, level of equipment, additional equipment, paint, upholstery.

In May 1998, Megan received four stars during the EuroNCAP crash tests and was awarded the title of the safest car in its class.


1995. The Megan model using the Renault 19 platform is introduced. Body - five-door hatchback and coupe. A little later, a four-door sedan appeared. Gasoline engines 1.4; 1.6; 2.0 liters, 1.9 liter diesel and turbodiesel

1996. At that time, the smallest UPV Renault Megane Scenic was introduced in Europe. (The Megan model refers only formally.) The Megan Convertible is introduced. Its sales began in 1997.

1998. Launch of the station wagon.

1999. Large restyling of the entire lineup. Outwardly, only the roof, doors and hind wings remained unchanged. There are new block headlights and taillights. In the basic version, 13-inch wheels are replaced by 14-inch ones, many have 15-inch alloy wheels, and for coupes - 16-inch ones. The dashboard has changed. Two airbags in front and belts with pretensioners became serial. In the same year, pretensioners in standard equipment appeared at the rear. Some cars are equipped with an adaptive electronic "automatic". The range of gasoline engines has been updated: they have become more powerful and more economical. The basic parameters have remained the same (working volumes have not changed). Engines with direct fuel injection into the cylinders appeared - a two-liter petrol F5R and a 1.9 dCi turbodiesel.

2001. In December, a new gamut of models was introduced. The list of standard (for example, side front airbags) and additional equipment has been significantly expanded.


1994. Replacing the "Renault-21" comes the "Lagoon". Base engines - eight-valve 1.8 and

2.0 liter, 16-valve 1.9 liter, V-shaped “six” 3.0 liter and 2.2 liter diesel.

1995. The new V-shaped 24-valve "six" of 2.9 liters and a 2.2-liter turbodiesel (12 valves).