ROADTEST RENAULT 846
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range. On the flat, second gear can be used effectively to pull away from rest.
The five-speed ZF gearbox is smooth in operation, but for a relatively small local/ urban distribution vehicle a clutch pedal effort of 18kg is unnecessarily heavy: we have measured clutch efforts of less than half this amount on much larger vehicles.
All 50 Series models up to 6.6 tonnes are equipped with disc brakes on the front axle and self adjusting drum brakes at the rear. On a dry track, with the payload distributed evenly over the platform length, the drive-axle wheels locked almost as soon as maximum braking effort was applied, causing the vehicle to slew out of line. The pedal travel is short and, with little indication of the vacuum assistance, the pedal is hard, but retardation is progressive, relative to the effort applied.
Low profile tyres, on 17.5in rims all round, minimise loading height and do not detract from the ride quality. They are also claimed to last longer — by as much as 12% when fitted to the front axle. This may also be a function of the wider track and revised steering geometry, which give an improved lock. Generally this optional ZF 8090 integral-powered steering box provided positive directional control without being heavy. specification includes a half-width bulkhead with no passenger seat, to allow walk through access to the rear. With the sing le passenger seat, cross-cab access is still relatively unobstructed. It is easy to slide past the gear lever, unlike in the turbocharged models. There, the turbocharger is mounted on the rear of the block, and the engine cowl protrudes further back into the available floor space.
Despite engine-cowl intrusion, noise levels at A-road speeds are acceptable but increase in volume as the vehicle is driven faster. An additional engine noise insulation package is available for those who think it worthwhile.
Cab trim is basic, but the cloth-covered driver's seat which comes with the com fort pack (a vinyl seat trim is standard) is fully adjustable fore and aft and for backrest rake and squab height. Controls are well sited but the front wheelarch intrudes into the available floor space around the driver's feet.
A simple instrument binnacle sits on the flat-topped fascia, looking as though it was overlooked in the original design. In hard corners, papers and pens placed on the fascia are free to slide from one side of the cab to the other alternative stowage is provided in the form of elastic rimmed door pouches and a clipboard pocket at the rear of the engine cowl.
Even in wintry conditions the tall front screen and door windows create a green house effect inside. Sliding windows are a poor substitute for the wind-up type, but these run smoothly in their runners and are held firmly in position by substantial catches. The lack of rattles when new gives little indication of their draughtproofing qualities after a couple of years of use, when the runners have freed off, however.
Sun visors on long pivot arms look clumsy but in practice allowed a variety of settings giving adequate protection against the sun's glare through the windscreen.
Large windows and well-sited mirrors provide exceptionally good visibility. The screen wipers, however, do not match the size of the windscreen as the blades only reach half way up, but they do incorporate a wash jet system that ensures a clean sweep.
At the rear of the body, twin doors extend upwards to the roof section and a step at bumper height helps entry.
Robust stays secure the doors at 90°, or they can be restrained fully open at 270°. Optional closures include a factoryfitted roller shutter and a centrallymounted quarter door. The optional translucent GRP roof section gives natural illumination over the full body length. Low flat wheel arches are spaced 1,055mm apart to allow free passage when loading metric pallets, and all of the load space is free of clutter — even the spare wheel is mounted externally. Metal slats on either side provide tie points for load retention as well as adding stiffening support to the large panels. Booming, normally experienced with unsupported panels, is muffled efficiently and only noticed at all when travelling over a very rough surface.
Items such as the bonnet and the grille, made of sheet moulding compound (SMC) plastic, serve to contain the unladen weight, but optional extras inevitably add weight. Power steering adds 211cg, the comfort pack 16kg, a heavy-duty battery a further 19kg. Glass in the rear doors increases the weight by 8kg, the full bulkhead weighs 35kg more than the standard item, and a single seat adds about 29Icg. In total the package takes about 127kg off the payload.
Engine and ancillary equipment maintenance have been made easier by the inclusion of the SMC body parts at the front of the vehicle. While it is a spanner job to remove the grille and surrounding panels, once they are off access is greatly improved. With the Phaser 90 diesel engine oil and filter changes have been extended to 20,000km.
The S46-90 van comes in the lower half of the 50-Series weight range, which extends from 3.5 to 7.5 tonnes. In addition to the naturally-aspirated Perkins Phaser engine, Renault offers turbocharged diesel and petrol power options. At 4.6 tonnes, at least, the operator need look no further than the naturally-aspirated unit which provides for the extremes of operation with excellent restart gradeability and a high top speed.
If it lacks anything in performance it is that it has to be driven to the limit to achieve maximum motorway speeds. Any operation involving a high proportion of motorway running might well consider the extra power of the turbocharged unit coupled to a faster drive axle ratio. Simply changing the 'gearing would not by itself result in a higher speed at lower revs, as extra power is needed to overcome the drag forces imposed by the van's large frontal area.
This is a pleasant vehicle to drive: the ride is comfortable and it doesn't roll much on corners. At lower speeds the noise levels are not offensive and the steering gives a good lock but is not heavy.
The only major criticisms we have concern the brakes, despite good retardation, and the ugly instrument binnacle. Priced at £14,380 for the standard van specification, the S46-90 represents good value for money, but watch the extras, which add many more pounds in cost than they do in weight. The extras already mentioned, with a 70amp alternator, heavy-duty cooling, Hi-line trim and front mud flaps, add a further £1,538 to the price.