- the second generation of the family car golf class.
The first Megane, with its appearance in 1995, marked the replacement of the obsolete Renault 19. From the previous generation, the second Megan, which left the assembly line in 2002, was distinguished by its technical stuffing, appearance and increased attention to safety. Megane II has become more expressive and sharper in terms of exterior and has received a modernized line of engines.
Body, electronics
The second Megan was produced in different body styles: a 3- and 5-door hatchback, a long sedan and station wagon, and even a convertible coupe with a hardtop. Moreover, the owners note that not only the volume of the trunk and dimensions, but also the handling of the car depend on the type of body! The hatchback version turned out to be the most popular, the three-door one is especially praised for excitement and comfort.
By the time of its debut, Megane II was striking with its unexpected solutions like an electronic key card. An interesting design and good ergonomics attracted the attention of fans of unusual cars to the model.
The owners note the corrosion resistance of the body. Yes, there are comments on the rear arches and spots on other body elements, but in general, for its class, Megan shows itself well in the fight against corrosion. If you quickly paint over chipped paintwork, rust will not appear for a long time.
The salon is decorated simply: round adjustments and a conventional CD radio in the base. At the same time, the Frenchman was provided with full power accessories and rain and light sensors. Seat and steering wheel adjustments allow you to choose a comfortable position, the controls are right at the driver's fingertips. A characteristic feature of Renault has long been organized niches and glove compartments for storing small items in the cabin - and the second Megan was no exception. The handbrake, depending on the generation and configuration, is manual or electronic, which potentially poses a problem.
Wiring frenchman as usual, sensitive to moisture. Electric windows, contacts of optics, failure of the motor of the wiper blades can suffer. The reason is the drain holes under the windshield that quickly clog with dirt. This is especially true for those who like to park a car under the trees in autumn. The solution is to clean the drains at least once a year. Well, it is not recommended to drive deep puddles on Megan. This can completely knock out the fuse box.
A lot of trouble gives the owners "their own life" of electrical appliances and light bulbs on the dashboard. Often this happens simply due to poor contact at the battery terminals.
A typical problem for all "mega-drivers" is the frill sagging in the engine compartment. To fix the problem of a loose hood, you often have to buy special mini-brackets. Otherwise, extraneous odors (engine operation) get into the cabin, the engine makes noise, and precipitation and dirt get straight into the engine compartment, which potentially causes trouble, especially with the ignition system for gasoline versions.
Motor, gearbox
In the line of the second Megan there are three gasoline and two diesel engines: 1.4 (98 hp), 1.6 (115 hp), 2.0 (136 hp), 1.5 dCi ( 80 hp), 1.9 dCi (120 hp). All of them have a timing belt, the replacement period of which is determined at 60 thousand kilometers. On the positive side, all Megane II engines do not suffer from oil “burning” and are quite economical in terms of fuel consumption.
Most of the owners' complaints are motor 1.5 dCI. It is economical, but on long runs it delivers completely non-budget troubles. The trouble is in the extreme sensitivity of the Delphie fuel system to fuel quality and its dislike for non-native parts (and the original ones are quite expensive). After 100 thousand km, the owners note burnt washers under the nozzles. The fuel filter should be changed every 30 thousand km. But the turbocharger will please with its durability - it runs 300 thousand km.
A typical "sore" of gasoline versions is the short life of ignition coils (an average of 70 thousand km). For 1.6 and 2.0 liter engines, a typical problem is a malfunction of the valve timing regulator, especially when it is “minus” on the street. At first, the car does not start well, then it gives out the roar of a true diesel engine. Most often this happens at a range of 100 thousand km +. True, with the restyling of 2006, the problem was eliminated.
The owners note how important it is to notice the wear of the crankshaft damper pulley in time. Usually this problem appears closer to 120 thousand kilometers. If the problem is not fixed in time, the crankshaft may jam and the timing belt will break, and there it is not far from the engine overhaul.
On the 1.6-liter gasoline Megane II, the revolutions “float” in the cold. The reasons are ECU firmware, condensate in the tank and a clogged throttle. After cleaning the latter, calibration is also necessary.
Starter failure - a probable breakdown by a run of 100 thousand km. Immediately, to a hundred thousand, the fuel pump mesh manages to clog. In total, it serves up to 150 thousand.
Thus, the modest 1.4 petrol unit is called the most reliable engine for Megan 2.
For transmissions. As usual, the best and most reliable choice is "mechanics", it does not matter if it is a five-speed or a 6-speed for the 135-horsepower version. The DPO machine with a pseudo-manual mode threatens the owners with the failure of the hydraulic valve or the hydraulic unit as a whole. It is recommended to change the oil in the automatic transmission more often and drive in a gentle mode. Although some owners note the trouble-free use of the "machine" and on runs over 200 thousand km.
Suspension, steering
The Frenchman has an independent McPherson in front, a semi-independent torsion beam in the back. Moderately stiff suspension works out bumps well and allows for a fairly active ride.
Operating experience shows that the characteristic weak point of the Megan 2 front suspension is thrust bearings. In pre-styling versions, they lived, on average, 40-60 thousand km - and for replacement. Ball bearings held on a little longer - 60-80 thousand km. But the silent blocks of the levers did not show any problems right up to 120-150 thousand km, and this is an excellent indicator.
Steering in the second megane - electrically reinforced. The life of steering tips is limited to an average of 60 thousand km, rods - 100 thousand. The owners of Megane II begin to listen to the sound of the rack after a hundred thousand km.
Brake system no complaints either in terms of efficiency (discs on all wheels + ABS), or in terms of operation, but it is worth monitoring the wear of the brake hoses when there are more than a hundred thousand km on the odometer.
Total
Megan 2 will definitely appeal to fans of unusual cars. Bright appearance and very attractive price are the main advantages of the models. At the same time, in terms of equipment, the Frenchman outdoes many in his class. When buying, special attention should be paid to checking the electronics, this is perhaps the weakest point of the car. In terms of the engine, it is better to choose a gasoline version, and it is very desirable - after restyling in 2006.
Don't miss other Renault car reviews with useful tips:
- Renault Scenic 2 - see
- Renault Koleos - see
- Renault Scenic 3 - see
- Renault Laguna 3 - see
- Renault Megane 3 - see
Renault Megan initially captivated users with its design: the appearance of the hatchback favorably distinguished the car from other models in group C. The manufacturer tried to solve the safety problem as fully as possible, and he succeeded - all Renault drivers note the pluses - the high equipment of the car with damper cushions, durable racks, control sensors of illumination, weather.
Megan "runs" on Russian roads for more than 12 years, two generations of cars have changed. During this time, all the pros and cons of the "Frenchman" appeared. The overall result - the car remains attractive and popular among drivers and passengers: malfunctions, shortcomings and sores are more than covered by the positive characteristics of the car. Among the most important are the following advantages.
Positive features of the model
- The advantages of using a car include: a relatively low price for models of its level, combined with a representative appearance. In addition, the car is equipped with an anti-theft system with a CHIP key. The combination of all factors makes it safe in terms of resistance and resistance to theft.
- The second group of Renault qualities that cause positive emotions include the possibilities of the cabin, engine compartment and cargo compartment. Reliability, first of all, is characterized by the materials from which the body elements are made: plastic front plumage and corrosion-resistant spars and panels ensure the durability of the car body. At the same time, there are also disadvantages: the varnish in some places of the car does not “nourish” the resource assigned to it.
- In the layout of the dashboard, sensors and signal lamps, keys and control knobs, the manufacturer implemented the principle of convenience and functionality to the greatest extent: even the audio system starts from the steering column. The disadvantages of many drivers are the low durability of the finish of the handles and buttons. The owners often sew new covers on the seats, the steering wheel is lined with leather braid.
- Pluses - this is a huge, conveniently planned interior space. Both the front and rear seats are thought out in such a way that the legs of passengers are always located comfortably. In addition to the front luggage box in the cabin, there are boxes, niches and pockets in the panels facing various elements of the cabin. In general, all users note the spaciousness of the trunk, the security of the engine compartment, and an interesting design.
- A powerful stove makes the car suitable for operation in Russian climatic conditions. Quiet running is achieved thanks to multi-component sound insulation. Megan is distinguished by maneuverability and ease of rotation of the steering wheel.
Areas of special attention
The car has weak points, but their list depends on the period of release of the model. The disadvantages relating to all Renault Megane include regularly occurring malfunctions:
- failure of the phase regulator;
- susceptibility of candle coils to poor-quality washing of the cylinder block;
- failure of the damper on the crankshaft pulley;
- belt stretching, tension roller wear;
- loss of elasticity of the throttle seals in the air supply system.
The weak link in Megan 1 struts is thrust bearings. On second-generation models, the lower support cushions of the power unit quickly fail: more often this malfunction occurs on cars owned by fans of fast driving. 
Cons that show up over time:
- Megan's starter can go haywire if you don't take care of the contacts regularly. Usually, repairs are limited to replacing the retractor;
- corrodes the exhaust gas duct;
- the carbon adsorber and lambda sensor stop functioning;
- the clutch fails - the release and disc fails;
- drainage holes in the engine compartment are clogged, in addition to this trouble, an insulating “fur coat” sags on the roof and panels. This malfunction is manifested by the ingress of water and hot wind into the cabin.
Running Renault Megane is a plus, which was appreciated by the owners of the car. The hardy suspension ensures reliable operation of the car with a run of 100 thousand kilometers. Its malfunctions are usually caused by driving style.
During its conveyor life, the second generation Megane delighted its customers with its striking design, high comfort and safety. The car, even by modern standards, does not look outdated, thanks to which it makes a rather attractive purchase.
What can be said about the reliability of the model?
After all, there are a lot of rumors about French cars, which are associated with their low reliability and maintainability. However, in the case of this model, things are actually far from so bad. So, about everything in more detail and in order.
If you already own a Renault Megane 2, we offer you to download it for free, and if you are just going to get a Frenchman, then after reading this article you will learn the nuances and features that you should pay attention to when buying a "used" Renault Megane 2.
Problems in the cabin Megan 2nd generation
It is imperative to start acquaintance with the interior of the “used” Megan by checking the operation of all power windows and the microclimate system (its fan). There is a possibility of more serious problems with Renault Megane 2. It happens that the electrical wiring can break, causing the airbag to become inoperative. And you will have to change it only together with the steering column switch block, without options. The interior of the car can sometimes make unpleasant squeaks when driving over bumps.
About lighting technology
But here everything is not so simple. Many “mega-drivers” complain that low beam lamps in cars often burn out, and replacing is a laborious task. Also, due to the poor tightness of the optics, there is a possibility of oxidation of the contacts.
Renault Megan 2 car body
Offered as many as five body options! hatchback in three and five-door versions, sedan, station wagon and exclusive coupe-cabriolet. In Russia, all types come across, but a huge number of cars sold with hatchback and sedan bodies. According to the reviews of the owners of Megan, the bodies of French cars can be very good. If there is a lot of rust, and there is more of it than in their foci (and the foci are almost always on the rear wheel arches), then, in most cases, the car has been in an accident and has undergone a not very high-quality repair.
Operation of Renault Megan engines of the 2nd generation
There was a pretty good range of power units - petrol sixteen-valve four-cylinder 1.4, 1.6 and two-liter in which the power varies from 82 to 136 forces! There was also a choice of two-liter turbo units, power 163-225 hp! Here, only one of the weakest points in the “renoshny” gasoline 1.6 and 2-liter units fails the mechanism for smoothly adjusting the valve timing, as in other models of the company with similar engines. There were cases when this system failed for 30 tons of kilometers. but most often its resource can be approximately 80 tons. Kilometers. The engine mount also has the same resource, but if you drive aggressively, it can be halved.
It happens that the contacts of the “crankshaft” sensor are oxidized, which can sometimes lead to the fact that the engine will completely stop starting. A similar situation can be observed due to a dead "battery".
It is worth noting that Megane 2 requires an “update” of all the rollers and the timing belt approximately every 60 tons. It is better not to trust such work to garage craftsmen. For example, often they do not reach the fixing bolt, which is why the pulley almost always rotates. The result will be a "meeting" of the valves with the pistons. Together with the timing belt, it is necessary to change the attachment drive belt and pump. There are no complaints or major complaints about turbodiesel engines.. They have a working range from 1.5 to two liters, and a power of 80-150 forces, by the way, the most powerful and torque of all base Megans is a two-liter turbodiesel!
Transmission (gearboxes) Renault Megane 2. Typical sores of the "automatic"
As with many other Renaults, buying used is better with a manual transmission. Before buying, you need to make sure that there are no oil smudges at the junction of the gearbox and clutch housing. In general, the "mechanics" will not cause problems. And those who nevertheless decided to choose versions with an “automatic” may encounter problems associated with the valve body, torque converter, replacement of oil seals, and failure of the modulation valves.
Operation of the suspension and chassis Renault Megan II
She has the highest smoothness, coupled with excellent handling, however, almost like all the French in this class, regardless of their generation. Reliability is almost perfect. Here, only one weakest point is the thrust bearings of the front struts. And the rest of the parts are much more durable. If the ball bearings have to be replaced after 60 tons of kilometers, then the silent blocks “walk” twice as long. Branded parts are only included with the lever, which is why they are quite expensive. In principle, you can save money by buying non-original parts. With the rear suspension everything is in order - it is quite reliable- there are no problems with it. It is semi-dependent type (twisting beam mechanism).
Steering
Here, most often, the steering rods and the rack bushing can “cover up”. The consolation is that the rail itself is maintainable.
As you can see from this review, not everything is so bad. If you enter "Renault Megan 2 owner reviews" in the search engine, you can make sure that the car is not so bad, especially if it is sold in good technical condition. In this case, you most likely will not be disappointed.
Megan of the second generation in terms of reliability is among the leaders on the same level, for example, with the Peugeot 307, and is only slightly inferior to the Opel Astra. Also, potential problems are more than offset by the fact that Renault will cost a little less than its "sworn" competitors, plus low prices for spare parts.
Video - review of used Renault Megane 2
Prices for Renault Megane II (2003-2009) were initially quite democratic. Add to them an avant-garde appearance for the early 2000s and good equipment - and here is the secret of its former popularity. In the secondary market, Megan is no less attractive, and it is getting cheaper pretty quickly. Maybe for a reason?
Europeans fell in love with the extravagant hatchback, which in 2003, a year after its debut, became the European Car of the Year, and a year later took first place in sales in the "absolute". Our favorite is a more spacious and practical sedan (80% of sales), which was launched in 2004 in Bursa, Turkey. And all station wagons (15% of sales) are of Spanish assembly.
Any of the bodies, regardless of the type or place of production, is well protected from corrosion - the metal panels are galvanized, and the front fenders and the trunk floor are made of polypropylene. But who is without sin? Rust can appear on the rear wheel arches with paint worn down to the metal - by the way, keep an eye on the integrity of the anti-gravel stickers on the rear fenders, which are easily torn off by a strong stream of water during washing.
The salon even after the change of generations does not look outdated, but with age it “gets out” of squeaks, and the head unit VDO Dayton of cars older than 2007 is prone to failures
Short chain mail - the limp carpeting crawls out from under the overlays at every opportunity
Power windows are not reliable, and the fabric of the door upholstery is resistant to salting. The rubber-plastic coating of the inner door handles, with intensive use, begins to peel off after a couple of years
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The cause of premature failure of the front strut support bearings is insufficient protection against dirt. The electric power steering (1700 euros) is not repairable and must be replaced in case of any malfunction
The DP0 automatic transmission is a real time bomb that can "jerk" after 60-80 thousand kilometers
There are no special complaints about mechanical gearboxes, but be sure to check the condition of the oil seals and gaskets so that they do not leak
When replacing a faulty phase shifter on gasoline engines of the K4M and F4R models, a new timing belt will be required without fail
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Rubber glass seals peel off on their own, and for 2005 hatchbacks, the rear window may shatter for no apparent reason - when buying, make sure that the former owner did not ignore the branded revocable company.
Sedans have an even more exotic problem - during severe frosts, their roofs can swell! The peak of the epidemic happened in the harsh winter of 2006, and the thermal and sound insulation firmly glued to the roof panel was to blame - shrinking from the cold, it pulled metal along with it. Since 2007, mats made of a different material have been used, and traces of roof repairs on older cars are not at all a sign of their accident rate in the past.
Renault is trying to position the Scenic compact MPV as an independent model, but technically it is the same Megane II
The body of the SS coupe-cabriolet, when driving on rough roads, noticeably “plays”, and the components of the folding hardtop become loose over time
The wheelbase of the sedan is 65 mm longer than that of the hatchback, but due to the sloping roof and littered pillars, it is less comfortable to sit in the back.
The fastest of the Megans, RS with "supercharged" up to 224-230 hp. two-liter engine F4R, outwardly almost did not stand out
Five-door hatchbacks are rare on our roads, and three-doors are completely exotic
The station wagon is built on the same platform with an extended wheelbase as the sedan. Due to the Spanish assembly, the new one cost 60 thousand rubles more, so it did not win the same popularity
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Dampness does not spare the electrician: the contacts of the lamps are oxidized (for pre-styling sedans older than 2006, the diffuser is also melted from local overheating), the xenon ignition units (200 euros each) fail. The electric drives of the door glasses (300 euros) are poorly protected from water, and their control buttons do not shine with reliability even when dry.
The “climate” of the cabin is equally likely to go on strike due to a failure of the fan (250 euros), its control unit (180 euros), and after 100 thousand kilometers it is even worse due to a jammed air conditioning compressor (900 euros). In cars of the early years of production, it was often necessary to change the “head” of the standard audio system under warranty, in which the display did not go out when the ignition was turned off.
The main "consumables" in front - levers and tie rods
The silent blocks of the rear suspension do not differ in particular survivability, but are located in plain sight - it is not difficult to control their condition
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It can be easier to turn off the airbag malfunction signal by inspecting the electrical connector under the driver's seat. Worse, if after 80-100 thousand kilometers the cause is a break in the wiring bus in the steering column - its forerunners will be clicks when the steering wheel is turned, and the entire block of steering column switches (250 euros) will have to be changed.
And do not be lazy at least once a year to clean the drain holes in front of the windshield (for this you will have to remove the wiper arms and the protective plastic casing). Otherwise, you risk not only making a swamp in the cabin and spoiling the thermal and sound insulation of the motor shield, but also unscheduledly changing the “trapezoid” of the wipers (400 euros complete with a motor): being drowned in the “pool” of the catchment tray, it will not last long.
They do not like dampness and numerous electrical wiring connectors under the hood - it is better to think twice before washing the engine. And it is advisable to treat individual ignition coils (45 euros each) even without washing with a special lubricant at the point of contact with the candle - this is a chance to somehow extend their life. Where the coils are located and how to change them, probably every “mega-driver” knows - this weakness was inherited from the first generation machines. Until 2006, only Sagem coils were installed on all gasoline Megans, which sometimes did not live up to 30-40 thousand kilometers. Then Beru or Denso coils were put on most of the machines - they last much longer.
If the engine does not want to start at all, the search for the culprits should begin with the crankshaft and camshaft position sensors (30-40 euros). A more expensive source of trouble for the most common 1.6 engine (85% of cars on our market) and for a two-liter unit (6% of cars) is the variable valve timing system. Prior to the modernization of the assembly during restyling in 2006, the phase shifter in the gas distribution mechanism drive (500 euros) was meekly changed under warranty, which often became the first surprise for owners of very fresh cars with a mileage of only 20 thousand kilometers. At first, the mechanism quietly wedges, which complicates starting the engine in cold weather, and then loudly declares its fatigue (at first - only after a cold start) with “diesel” rattling - the sealing plates of the phase shifter rotor blades wear out and the latch socket in the stator housing breaks.
Be careful - the low-lying bottom of the plastic trunk is easy to split. On cars until 2006, the rear brake mechanisms were not equipped with mudguards, which leads to accelerated wear of the inner pads.
In winter, the plastic hatch of the gas tank often freezes, and an attempt to open it ends with a breakdown of the latch
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Active drivers of cars with a lively two-liter engine often finish the rear support of the power unit after 30-40 thousand kilometers (with a 1.6 engine it usually lasts two to three times longer), and it makes sense to change the water pump of any of the units along with the timing belt every 60 thousand kilometers - he is unlikely to make it to the next one. By the way, do not be tempted to change the belt in “Uncle Vasya’s garage”: the pulleys on the crankshaft and camshafts sit without keys, and you need to not only correctly set the phases, but also tighten the fastening bolts correctly - the consequences of turning the pulley are no better than when the belt breaks .
Transmission problems? Available. Manual gearboxes - which are six-speed for two-liter cars, that “five-speed” with less powerful engines - rarely fail by themselves. They can only be blamed for the lever strokes that were indistinct from birth and for oil seal leaks after 100 thousand kilometers (keep an eye on the oil level - otherwise the differential bearings suffer). But jerks at the moment of closing the clutch discs often begin after some 10-15 thousand kilometers. Twitching is especially noticeable when the unit is heated in the heat or when driving in traffic jams - and is not radically treated even by replacing the "basket" assembly (250 euros).
But this is a hint. And a fairy tale is an adaptive "automatic" DP0 (price of 3500 euros), under the name AL4, which bothered the owners of Peugeot and Citroen cars (AR No. 11 and 18, 2009). Debuted in 1999, the unit has been improving all its life, but it has remained capricious. The box does not like to work in a cold state and is sensitive to the oil level (in the absence of a dipstick, it can only be checked on a lift). The oil seals and the torque converter are at risk (a bulkhead will cost 700-1000 euros), but most often - sometimes after 60-80 thousand kilometers - due to strong shocks when switching, you have to change the modulation valves or the entire valve body (200-450 euros ).
The metal of the body is reliably protected by galvanization: the chip in the photo is more than a year old
Anti-gravel stickers on the rear fenders are weak. On the other hand, this car's sticker came off completely
Plastic front fenders are not afraid of light blows, but the bumper latches on them break off with ease
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Known weaknesses in the suspension. Take at least the support bearings of the front struts (100 euros) - before the reinforcement of the structure in 2007, their warranty replacements due to tapping on bumps happened even after 15-20 thousand kilometers. But when you hear a rattling in the steering column, do not rush to the service right away - this is the norm on every second car: the steering shaft could reach the travel limiter in new cars. The “rail” itself (600 euros) usually requires surgical intervention with the replacement of a broken bushing no earlier than 70 thousand kilometers. As a rule, the steering tips also hold the same amount, but the rods (40 euros each) until then manage to be updated a couple of times - that rare case when it makes sense to put a more durable “non-original”.
The silent blocks of the McPherson front suspension arms could have served 120-150 thousand kilometers if they hadn’t gone into consumption twice as soon, along with levers (100 euros each) with worn out non-removable ball bearings. Of course, non-original hinges can be bought separately, but how strong a lever with a bolted ball will be is an unanswered question.
Halogen low beam lamps do not last long, but change like a Jesuit - to the touch, through the hatches in the front wheel arches
Does the windshield fog up quickly and there is a lot of dirt under the hood? This means that the sound insulation of the motor shield swelled and the seal sagged. To clean the drain pipes, you will have to dismantle the wiper arms and the casing under the windshield. Short-lived ignition coils (they are of different brands on this engine) are easy to change - spare ones in the trunk will not interfere
Surprisingly durable bushings and struts of anti-roll bars, which do not give reason to remember them up to 110-130 thousand kilometers - the same amount is, for example, front shock absorbers (90 euros). The rear shock absorbers working at a large angle (50 euros) are heavier - they often give out their fatigue not with leaks, but with knocks before 100 thousand kilometers, and pay attention to the silent blocks of the rear beam (70 euros) after 100-120 thousand kilometers: if they creak - means torn.
You probably already understand why the Renault Megane II becomes so seductively accessible with age. But if the soul still asks for it, we advise you to pay attention to cars after restyling in 2006 (the French call them cars of the second phase) - many "childhood illnesses" were cured, and reliability causes less complaints. How attractive are the prices? Four-five-year-old cars with a 1.4 engine are estimated at 300-400 thousand rubles, with a 1.6-liter engine - at 330-450 thousand rubles - the same price fits, for example, Chevrolet Lacetti (AR No. 14-15, 2010) or Peugeot 307 (AR No. 11, 2009), and more reliable Toyota Corolla or Mazda 3 are more expensive. And the most interesting offer is, of course, two-liter Megans: they are only 10-20 thousand rubles more expensive. And, of course, it is better to prefer the "mechanics" - although you will have to get used to the jerky nature of the clutch.
Vladimir Khvatkin
27 years old, Moscow, system administrator
My previous car was also a Renault Megane II, but in a poor Authentique configuration, with a 1.4 engine and “mechanics”. For five years of unscheduled replacements - only ignition coils under warranty. That Megane conquered me with the convenience of the cabin and the comfort of the suspension, so I changed it to a hatchback - also a five-year-old one, with the same mileage of 80 thousand kilometers, but in the Dynamique configuration, with a 1.6 engine and an “automatic”. I knew about the weakness of the box, but on this car the valve block had already been replaced under warranty. But I “hit” the phase regulator of the engine - a few months after the purchase, its replacement, along with a belt and a pump, cost 15 thousand rubles, and then through an acquaintance. Soon, half of the ignition coils had to be changed on this engine (no longer under warranty, 1000 rubles apiece). Further - cooler: due to the short circuit of the wiring that rotted in the back door, the fuse box first flew, and then the starter burned out (the tow truck and repairs with used spare parts cost 17 thousand rubles). And all this happened in a year and 15 thousand kilometers. In general, my next car is unlikely to be Megane.
| VIN decoding of Renault Megane II cars | |||||||
|---|---|---|---|---|---|---|---|
| filling | VF1 | L | M | 1A | 0 | H | 33345678 |
| Position | 1-3 | 4 | 5 | 6-7 | 8 | 9 | 10-17 |
| 1-3 | Country of origin, manufacturer | VF1 - France, Türkiye, Renault; VF2 - France, Renault; VS5 - Spain, Renault | |||||
| 4 | body type | B - hatchback, 5 doors; C - hatchback, 3 doors; L - sedan; K - station wagon; D - convertible | |||||
| 5 | Model | M - Megane II | |||||
| 6-7 | Engine | 08, 0B, 0H, 1A, 1S, 20 - petrol, 1.4 l; 0C, 0J, 0Y, 1B, 1R, 1Y, 24, 2D, 2E, 2F, 2K, 2L, 2M, 2S, 2Y - petrol, 1.6 l; 05, 0M, 0S, 0U, 0W, 11, 1M, 1N, 1T, 1U, 1V, 23, 2G, 2J, 2N, 2P, 2R, 2T, 2V - petrol, 2.0 l; 02, 0F, OT, 13, 16, 1E, 1F, 2A, 2B - diesel, 1.5 l; 00, OG, 14, 17, 1D, 1G, 2C - diesel, 1.9 l; 1K, 1W - diesel, 2.0 l | |||||
| 8 | Free symbol (usually 0) | ||||||
| 9 | Transmission type | H - mechanical, five-speed; D, 6 - mechanical, six-speed; E - automatic | |||||
| 10-17 | Vehicle production number | ||||||
| Table of engines for cars Renault Megane II | |||||
|---|---|---|---|---|---|
| Gasoline engines | |||||
| Model | Working volume, cm3 | Power, hp/kW/r/min | Injection type | Release years | Peculiarities |
| K4J | 1390 | 98/72 /6000 | MPI | 2002-2006 | R4, DOHC, 16 valves |
| K4J | 1390 | 100/73 /6000 | MPI | 2006-2009 | R4, DOHC, 16 valves |
| K4J | 1390 | 82/60/6000 | MPI | 2003-2005 | R4, DOHC, 16 valves |
| K4M | 1598 | 112/82/6000 | MPI | 2002-2009 | R4, DOHC, 16 valves |
| K4M | 1598 | 105/77/6000 | MPI | 2002-2005 | R4, DOHC, 16 valves |
| K4M | 1598 | 102/75/6000 | MPI | 2002-2005 | R4, DOHC, 16 valves |
| F4R | 1998 | 136/99/5500 | MPI | 2002-2009 | R4, DOHC, 16 valves |
| F4R | 1998 | 163/120/5000 | MPI | 2005-2009 | |
| F4R | 1998 | 224/165/5500 | MPI | 2004-2007 | R4, DOHC, 16 valves, turbo |
| F4R | 1998 | 230/169/5500 | MPI | 2007-2009 | R4, DOHC, 16 valves, turbo |
| Diesel engines | |||||
| K9K | 1461 | 106/78/4000 | common rail | 2005-2009 | |
| K9K | 1461 | 101/74/4000 | common rail | 2005-2006 | R4, DOHC, 16 valves, turbo, intercooler |
| K9K | 1461 | 110/81/4000 | common rail | 2006-2009 | R4, DOHC, 16 valves, turbo, intercooler |
| K9K | 1461 | 86/63/4000 | common rail | 2002-2006 | R4, DOHC, 16 valves, turbo, intercooler |
| K9K | 1461 | 80/59/4000 | common rail | 2002-2005 | R4, DOHC, 16 valves, turbo, intercooler |
| F9Q | 1870 | 130/96/4000 | common rail | 2005-2009 | R4, DOHC, 16 valves, turbo, intercooler |
| F9Q | 1870 | 120/88/4000 | common rail | 2002-2005 | R4, DOHC, 16 valves, turbo, intercooler |
| F9Q | 1870 | 110/81/4000 | common rail | 2005-2006 | R4, DOHC, 16 valves, turbo, intercooler |
| F9Q | 1870 | 90/66/4000 | common rail | 2004-2005 | R4, DOHC, 16 valves, turbo, intercooler |
| M9R | 1995 | 173/127/4000 | common rail | 2007-2009 | R4, DOHC, 16 valves, turbo, intercooler |
| M9R | 1995 | 150/110/4000 | common rail | 2005-2009 | R4, DOHC, 16 valves, turbo, intercooler |
| MPI - common rail multiport fuel injection - common rail injection system R4 - in-line four-cylinder DOHC engine - two camshafts in the cylinder head | |||||
Renault Megan of the second generation turned out to be very modern at the time of release and a safe car. The power structure of the body is quite well developed by specialists from Renault, which is confirmed by the excellent crash test result from Euroncap.
In terms of corrosion resistance, there are no problems either. Of course, over time, dots or small blisters of paint may appear in some places, but finding a rotten Megan is almost impossible. An exception can be made except for cars that have been in serious accidents and poorly restored. The only significant problem with the body of the first releases was associated with sound insulation, which became hard in severe frost and went in waves, taking the roof with it.
Also, after the purchase, it is worth processing the place with the body number, because there is a significant risk of corrosion and subsequent difficulties in registration actions.
Megan was delivered to Russia with 3 motors. This is 1.4 98 hp. (K4J), 1.6 110 HP (K4M) and 2.0 135 HP (F4R). The first and last are not so common on Megans, so let's focus on the 1.6 running motor itself. It has been produced since 1999 and is installed on many Renault models.
The main and ubiquitous problem of this motor is the phase shifter.
Moreover, this problem does not concern motor 1.4 at all, due to the absence of a phase regulator there. And on a two-liter, this problem can only come out with significant problems. While at 1.6 the malfunction manifests itself even at low mileage. Of the symptoms - a short crack immediately after starting the engine, unstable engine operation, loss in dynamics, as well as an increase in fuel consumption. The solution to the problem is to replace the gear, since 2008 a modernized version has become available, but the problem remained and successfully migrated to the 3rd generation Megan.
Once every 60 thousand, the crankshaft pulley, from which the belt goes to the generator drive, will need to be replaced. with wear of the pulley, axial play appears and there is a risk of jamming of the mechanism. Together with the pulley, it is recommended to replace the crankshaft gear with a modernized one for installation with a key.
The rest of the engine is quite reliable and ready for long runs.
There are no complaints about the mechanical transmission, with the exception of the small resource of the clutch assembly. But there are enough questions about the automatic machine, since it is notorious for many - the French automatic machine DP0 AL4.
DP0 AL4. Read about changing the oil in this automatic transmission.
The main problems that may arise are the malfunction of the valve body solenoids and the failure of the valve body itself. This is affected by the level of oil contamination, which affects the temperature and, accordingly, the greater load on the valve body. This is aggravated by the fact that the car does not have a separate automatic transmission cooling radiator, for this a heat exchanger is used, which clogs over time and does not provide proper cooling of the automatic transmission.
As a preventive measure for malfunctions, it can be recommended not to use the automatic transmission in extreme modes, not to slip, to exclude abrupt starts, especially from two pedals. Monitor the quality of the oil in the transmission and change if necessary. When replacing, flush the heat exchanger, and even better, install a full-fledged automatic transmission cooling radiator. In general, the box is sufficient brake, and if there is no urgent need for an automatic, it is better to refrain from purchasing Megan with automatic transmission.
The main weak points in electrics are ignition coils, the resource of which is 50,000-60,000 km. There are problems with the frayed steering column cable to the airbag. The fuse box is poorly located, which causes problems with access to it and at the same time increases the risk of moisture getting there.
It is also worth noting the air conditioning compressor bearing that quickly failed on cars produced before 2007, which fell under the revocable company.
On runs after 80,000, problems with the starter may occur.
On the undercarriage, it is worth noting the weak engine mounts, as well as the thrust bearings, which can crunch even with a low mileage.
The steering rack travels more than 100,000, after which knocks may appear due to wear on the plastic bushing. Otherwise, there are no critical problems along the way. Moreover, it is worth noting that it is perfectly adapted to our roads.
There are some complaints about the plastic in the cabin, it is quite oaky. Over time, crickets appear in the panel. Outwardly, today the interior looks outdated.
Of the troubles, one can single out the ingress of water into the cabin due to clogged drainage pipes, so if one fine day you find a puddle at the passenger’s feet, don’t be alarmed, but clean the drainage.
On runs over 100,000, there may be problems with power windows, mainly front ones.
In general, if you weigh all the nuances, the car turned out to be not bad, but not without certain shortcomings, which together can make you think about whether to take this model or at least be prepared for possible problems.
Sincerely, Alexander Talin.
