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Tester's impression: Renaults Kerax was once seen as a bullet-proof
Page 46
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bruiser: tough as old boots, only fit for muckaway work. But the latest 'Highway' version boasts an attractive 21-tonne potential payload which should keep any kilo-conscious tipperman happy. Of course it needed alloy wheels and a Wilcolite body to do it, but who doesn't?
Like the ERF, our Kerax Highway sat high enough to avoid FUPs, but we had no complaints with access. The Renault's steps are deep and well treaded, even if its door aperture isn't the widest.
Once inside it's obvious that someone has thought about the Kerax's mission in life. With the optional Global Utility cab (deeper than a day cab) you get excellent storage space, especially for wet boots and kit which gets a big removable bin behind the passenger seat. Then there's the massive full-width coat rail that's sturdy enough to take a side of beef. As the hooks slide on the rail you can easily hang a dripping wet jacket over the bin so the water runs off and is collected a nice touch. To empty the water simply lift the bin out.
Add to that the storage space behind the driver's seat and in the headlining, plus the big box on the engine hump which includes a built-in cup and flask holder and we can't see many Kerax drivers complaining about its cab layout. OK, so the high engine hump means you can forget cross-cab access, but how important is that to a tipper driver? About the only thing we don't like about the Kerax interior is the garish blue colour scheme for the instruments... what were they thinking?
Renault's '370' badging is a touch optimistic 357hp is closer to the mark from the 11-litre lump but it's a willing worker when matched with the 16-speed ZF synchro box (now made easier with Servoshift), especially around 1,400-1,600rpm. The dCi diesel not only pulls like a train, it sounds like one too with a distinctive chugging note that's further amplified by a vertical exhaust.
Pulling away fully loaded you can happily block shift from 2H to 4H then 6L before having to think about splitting whole gears. The clutch has a good feel and there's plenty of room for a big-booted left foot too.
Compared with lower-riding smoothies like the Volvo and MAN the Kerax's ride betrays its off-highway roots. It's rather lumpy, even on decent road surfaces (we kept the 'full float' setting on the driver's suspension seat). Whether that's down to damper settings on the front axles or the cab mounting itself we're not sure, but Renault needs to do more work on it, Likewise the brakes, which have a strange dead feel when you apply initial pressure. They do work, but not until you put some weight on them. And while you do get used to this, the overall pedal sensation is nothing to write home about compared with some others. The good news is that the engine brake works well and we like the way the advisory lights on the rev counter show when you've got optimum back pressure.
Our overriding impression of the Kerax, however, is that while it might not be the most driveable eight-legger in our test group, this is one tipper that's definitely '100% fit for purpose'.