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    Df357 — Renault

    The Renault fault code DF357 is typically associated with the Anti-Lock Braking System (ABS) or Continuously Variable Transmission (CVT), depending on the specific vehicle model and the diagnostic module used. Common Interpretations

    ABS / Traction Control: In many Renault models, such as the Grand Scenic IV, DF357 often points to a fault in the ABS system. It is frequently linked to a failing wheel speed sensor (often the front left) or issues with the wiring harness connecting these sensors.

    Transmission (CVT): On models like the 2012 Megane 2.0L equipped with a CVT, DF357 is identified as a transmission-specific error. Symptoms When this code is active, you may experience:

    Warning Lights: The "ABS," "ESP/ASR," or "Check Braking System" lights appearing on the dashboard.

    Performance Issues: Possible loss of power or unstable idling if the fault affects related engine management systems. renault df357

    Loss of Function: Features like Hill Start Assist or Cruise Control may be disabled. Troubleshooting and Fixes

    Check Wheel Sensors: Inspect the wheel speed sensors for physical damage or debris. Many owners have resolved the issue by replacing a dead sensor, specifically after testing them by swapping positions to see if the fault follows the sensor.

    Inspect Wiring: Check the continuity of the wiring harness and connectors for corrosion, moisture, or breaks.

    Battery Health: Ensure your battery is fully charged. Low voltage or poor battery connections are known to trigger multiple "ghost" fault codes in Renault electronics. The Renault fault code DF357 is typically associated

    Specialized Diagnosis: Use a Renault-specific tool (like CAN Clip) to get more detailed information, such as whether the circuit is open, shorted, or sending an incoherent signal.

    A. Switch and Control Unit Issues (Most Common)

    • Stuck Buttons: The buttons on the steering wheel or steering column stalk may be physically stuck or have debris lodged under them.
    • Contact Wear: The internal contacts of the cruise control switch have worn out, sending erratic "on/off" signals simultaneously to the ECU.
    • Rotary Switch Fault: The main selector switch (Off/Cruise/Limiter) may have an open circuit or poor connection.

    What Made the DF357 Special?

    1. The Electronic Brain Unlike its predecessors, the DF357 debuted a fully integrated Rencléctronic digital engine management system. While other teams were still wrestling with analog Motronic systems, Renault’s unit could monitor knock, boost, and fuel mixture hundreds of times per second. It was notoriously fragile—electrical gremlins cost Lotus several podiums in 1985—but when it worked, the DF357 was brutally efficient.

    2. The "Qualifying" Mode The engine became infamous for its "push-to-pass" concept before the term existed. In qualifying trim, the DF357 would run a lean fuel mixture with water-injection cooling. Mechanics would freeze the intercoolers with dry ice before a hot lap. The result was a shrieking, anti-lag-banging monster that sounded less like an engine and more like a jet turbine tearing itself apart.

    3. The Cursed Legacy The DF357’s racing record is a study in "what could have been." Stuck Buttons: The buttons on the steering wheel

    • 1984: Renault factory drivers Patrick Tambay and Derek Warwick scored several podiums, but the engine developed a reputation for spectacular failures—usually due to pistons melting at the worst possible moment.
    • 1985: The factory team switched to the lighter, more powerful EF4B variant, but the DF357 lived on in the back of the Lotus 97T driven by a young Ayrton Senna.

    This is where the DF357 achieved immortality. At the sodden 1985 Portuguese Grand Prix, Senna drove arguably the greatest wet-weather performance in history. Underneath him was the DF357. While rivals stalled or spun, Senna credited the engine’s incredibly smooth power delivery (for a turbo) and the Rencléctronic’s ability to prevent lag-spin. He won by over a minute.

    5. Is it safe to drive?

    Technically, yes, but it is not recommended. The car will drive normally in dry conditions. However, your safety net is gone. If you hit a patch of gravel or ice, the car will not intervene to stop the slide. It effectively drives like a car from the 1980s without stability control. It is best to fix it before winter or rainy seasons.

    The Bad (The notorious Achilles' heel)

    Here is where the "Renault DF357" keyword becomes a search for solutions. The DF357 has three well-documented failure points:

    1. The Injector Clamp Failure (The Number One Enemy) The DF357 uses a specific injector clamping system. Over time, the clamp bolts can relax or the copper sealing washers can fail. This leads to "chuffing"—a loud ticking noise from the top of the engine, followed by black soot building up around the injectors. If ignored, combustion gases will erode the cylinder head, requiring a full head replacement or a new engine.

    2. Turbocharger Overspeeding The small turbo on the DF357 is sensitive to oil starvation. If the oil change interval is stretched (Renault once recommended 18,000 miles, which is too long), the turbo bearing fails. The classic symptom is a "siren" or "police car" noise from the engine bay, followed by a cloud of white-blue smoke and a loss of power.

    3. EGR Valve Clogging Because the DF357 is driven mostly in short city trips, the Exhaust Gas Recirculation (EGR) valve gets clogged with thick black carbon. Symptoms include rough idling, stalling at traffic lights, and a complete lack of power under 2,000 RPM.

    5. Technical Notes

    • The DF357 used pneumatic valves? No – pneumatic valves were introduced by Renault later (RS engine in 1992? Actually, Renault introduced pneumatic valve springs on the RS3C in 1992). The DF357 used traditional coil springs.
    • The engine was one of the last to use a cast iron block? No – Renault used aluminum alloy blocks for the DF series from the DF3 onward.
    • The DF357 featured electronic engine management and was mated to a Lola T91/00 six-speed transverse gearbox.

    Technical Specifications (At a glance)

    • Configuration: 90-degree V6
    • Displacement: 1,492 cc
    • Turbocharging: Single large KKK turbocharger
    • Power: ~900 bhp (race trim) / ~1,300 bhp (qualifying spec)
    • Revs: 11,500 rpm (limited by fuel economy)
    • Valvetrain: 4 valves per cylinder, double overhead cams

    C. Power Supply

    • Weak Battery: A battery with low voltage can cause voltage drops during starting, leading to communication errors between modules. This is the most common cause for "ghost" DF357 codes.