RENAULT PREM1U
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IPrice as tested: £71,300 (ex-VAT). Engine: 11.2 litres, 386hp (288kW). GAY: 41 tonnes. Payload: 26.23 tonnes. Average fuel consumption: 7.03mpg (40.211t/100km). Average Speed: 72.6km/h.
"Single" seems to be the current buzzword in long-haul tractive units—one good example is Scania's Solo R-cab. And now Renault has decided that its well-established Premium range would benefit from a singles version. So much so that it has whipped out the passenger seat, popped in a flat floor and added cushions to the bottom bunk to make a chaise longue...
RENAULT
PREMIUM
SPECIFICATIONS
MODEL
Renault Premium 400.22 6x2 AML Single sleeper-cab tractive unit. Design COW: 44,000kg.
Design OW: 22,360kg Ilanutacbrom Renault Vehicules fndustriels, Avenue Amedee Mercier, Bourg-en-Bresse, France. Importer Renault VI United Kingdom, Boscombe Road, Dunstable, Bedfordshire 1U5 41X.
ENGINE
Renault VI MIDR 06.23.56 B41 liquidcooled four-stroke charge-cooled direct-injection turbo-diesel. Cyfirideric Six, in line.
Borestroke: 123 x 156mm. Capacity: 11;122cc.
Compression ratio:171:1.
Maximum not power: 386hp (288kW) at 2,000rpm.
Akaimam not torque: 1,800Nm (1,327Ibft) at 1,100-1,300rpm.
TRANSMISSION Renault VI B18 aluminium case rangechange/split manual gearbox (16 synchromesh forward speeds, two constant-mesh crawler gears). Final drive Renault VI P1370 singlereduction hypoid bevel axle, ratio 4.63:1 (differential lock is optional). Optional ratio: 4111
Optional float drive: Renautt VI P1342 double-reduction axle.
Windt MFZ 2-400 dual-plate clutch, with air-assisted hydraulic actuation. 0 enault did something of a disappearing act a few years ago, slipping from the consciousness of the truck-buying public so easily that we thought it might have given up altogether. But it seems that that was not the case: after the slow decline of the R-series and the Major, the Premium appeared at a gallop to save the firm's reputation in the UK.
With sleek design inside and out, good build quality and a sensible price, the Premium soon took a useful chunk of the bread-and-butter tractive unit market. Renault rightly figured that the boldness of the Magnum was not required, and made the Premium attractive but not too unusual—the driveline, in particular, relied on a long-established engine design and the, er, characterful 1318 gearbox, albeit available with the latest TBV shift.
Now the Premium is well established and Renault VI is trundling towards its long-term aim of io% of the UK market, with the Mascott van coming to the UK about now and a new 7.5-tonner on the way.
So the firm can afford to take a chance or two, and has done so in style with the Premium Single cab.
We have recently seen a trend for tractive units intended for long-distance one-man work in comfort—exemplified by Scania's Solo R-cab.
Renault's Single cab takes the idea one stage further, with a design that could almost have come from Philippe Starck.
But is it a step too far, or does it point the way for the Twenty-First Century Truck?
PRODUCT PROFILE
Mechanically this Premium is not too far away from the 4x2 Premium Privilege 385 tested by CM two years ago (CM 20-26 November 1997). The power output has gone up a shade, from 379 to 386hp, though that's hardly enough to justify 15 virtual horsepower on the badge. However, maximum torque has risen from 1,75oNm at 42oorpm to 1,80oNm at Lroo-i,30orpm. The Br8 box has the conventional shift this time, rather than TBV, and the drive axle ratio has been deepened from 4.35 to 4.63—just as well, with an extra axle and another three tonnes on board.
The mid-lift axle is air suspended, and adds just under 900kg to the weight of the 4x2. The cab incorporates a neat switch to dump the air in the mid axle for 90 seconds— enough time for an emergency getaway if traction is poor, without overloading the rear axle. The drive axle has no differential lock: it is assumed the built-in ASR anti-skid control will be sufficient. If you are really sceptical, a diff-lock is available as an option.
The cab is basically the Privilege high-roof design, which impressed us in conventional guise in 1997; it was quiet, well-made and easily accessible. The Single cab modifications are straightforward enough, but add up to more than the sum of their parts. The conventional passenger seat has disappeared, its place taken by a platform which gives the cab essentially a flat floor. The lower bunk remains in place, but is augmented by a couple of sweeping backrests (velcroed into place) which turn it into a sort of sofa, or (if you're feeling French) a chaise longue—ideal for lounging around after a hard day in the driver's seat, or for a comfortable rest break.
Surprisingly. Renault hasn't chosen to emphasise the Premium's relatively low weight by fitting a small, or even normal-sized fuel tank: the truck comes with a thumping great 540-litre tank as standard. Still, at least it fills that hole between the first and second axles quite neatly.
PRODUCTIVITY
Since CM's Scottish route tests have moved to 40 and 41 tonnes our published fuel figures have dropped by a fair bit—in the case of sixaxle rigs, by around a mile per gallon. The Renault's overall fuel consumption result of 7.o3mpg doesn't impress at first glance, but remember that this figure would not have disgraced a 38-tonner six or seven years ago, and that present emissions regulations are much stricter. Not only that, but the Premium had to fight through the blustery weather of November in Scotland. And its fuel figure on the gruelling A68 (the "severe gradients" section) matched the much more powerful Volvo
460. However, given the choice, we would tackle this road with a rather better power-to-weight ratio!
There's no doubt the Premium's MIDR engine is showing its age; perhaps the Euro-3 version will have a better chance of getting to the top of the class. But don't forget, either, that quite a few manufacturers have yet to submit their trucks to the Scottish route at 41 tonnes... Despite the unpredictable weather, the Premium managed a respectable average speed round the route, beating the more powerful MAN 26.414 and keeping up with the Seddon Atkinson Stratocruiser's rather truer 400hp.
The Premium's payload is excellent—well over 26 tonnes in practice—and it would have beaten even the low-roofed MAN tractor if it had been fitted with a more conventional 400-litre fuel tank.
ON THE ROAD
The last time we tested the Premium, we found that its high-revving engine took some getting used to—at least to a driver brought up on the low-lugging torque of electronic engines. This is still the case: Renault demonstration driver Neill Attwaters was insistent that we kept the revs well above maximum torque (at r,roorpm) and nearer the "sweet spot" of 1,4 oorpm. In fact, RVI distributes a two-page document on "recommended driving technique" for the engine—more manufacturers should do the same.
But don't think that the Premium's engine needs high revs to get moving: it still produces useful torque from just 1,000rpm up to maximum power at 2,0 oorpm.
Unfortunately, Renault's retention of mechanical injection means cruise control is not a standard feature, and not even a factory option—what millennium are you in, guys?
The B18 box is another blast from the past; it's not as slick or as quick as the ZF Ecosplit or the Eaton S-series, and requires a firm hand and some patience. The twist-action range-change is not to everybody's taste, though it caused few problems even on the A68. Both here and on the test hills, the axle air dump proved effective for starting off.
Another Renault quirk is their insistence on starting off in first gear—though the
Premium is capable of pulling away in second or even third on the level. RVI has shown that a third-gear start generates damaging clutch temperatures of up to 960°C—a first-gear start keeps the clutch down to just r6o°C.
With three axles on the tractor, ride quality is good, and the steering is OK. The brakes, with discs on the front axle, stopped the combination predictably, and even the high-speed emergency stop at MIRA was drama-free. Our test vehicle was also fitted with a Jacobs engine brake: the Jake worked well, as long as revs were kept up above 2,00 orpm.
CAB COMFORT
How does the Single cab's "chaise longue" work in practice? The velcroed cushions might sound home-made, but they are supportive and stay in place well. A discreet seatbelt turns the sofa into an occasional passenger seat—comfortable enough, but rather high up and a pain in the neck if you want to see more than the road a couple of yards in front of you. The finishing touches are a deep storage area behind the driver's seat, a neat pull-out table and a sturdy sliding drawer under the bunk.
The Premium deserves some sort of prize for its interior illumination: there are no fewer than eight lights in the cab. The Eisebox incorporates a fuse tester. Incidentally, the exterior lights are easily accessible, as are the service points—and the engine oil level gauge incorporated into the dashboard is a nice touch.
The Single cab benefits from the sensible design of the regular Premium cab: for example, the overhead lockers only go across twothirds of the width of the windscreen. This adds considerably to the feeling of space and airiness in the cab—a nice change from the claustrophobia of many a truck.
One of the best features of the Premium is the stubby stalk for radio controls beneath the steering wheel. Other sensible features include a comfortable driver's seat, broad, properly "stepped' cab steps, an easilyadjusted steering column and the flip-down tacho table on the steering wheel.
SUMMARY
Whether the single-driver concept works is entirely up to the operator, but Renault has done its bit by producing a quiet, comfortable and practical one-man cab. The 'sofa-bed" design looks flexible, there is plenty of storage, the quality of fittings is high, and the fiveyear anti-corrosion cab warranty is welcome. The real ace in the hole is the flat floor, a simple idea, but one which makes the cab feel much bigger—and makes changing your clothes much easier. And if you eventually decide it's not for you, the cab can be converted back to two-man specification.
Other aspects of the design make sense too, from the easyaccess light fittings to the engine oil level gauge.
The Premium's driveline is showing its age, though it makes sense once you get used to running at higher revs. But it cannot match the latest models for fuel economy, and the gearchange is dunky.
The significance of the Single cab goes beyond this model though: Renault has put its name back on the map, and this time it intends to stay
• by Toby Clark
DRIVER'S VIEW
• DAVE (JETHDD) TULLY drives an ERF ECTI for Jack Richards °dui Fakenham, Norfolk. "There's loads of room back here. This sofa is like my armchair at home and there is space In front to brew up. I'm about five foot eight and I can stand up DK—I don't think a six footer would have any trouble. I like the way the table and coolbox slide out from under the bunk and there is a big stowage box behind the driver's seat The cushions detach in seconds to turn the sofa back into a bunk. It's a nice wide bunk and the level of trim is brilliant. There are loads of lights and the heater controls are on the nearside, just where I would want them ill were waiting to make a delivery without the engine running. The main bank of switches, housed on the dash at an angle, can be seen in an instant. The instruments are back-lit and there is even a display for outside temperature. The walnut facing makes it just a little bit special.
"The radio is In the header rail but with the controls down at dash level there is no need take your eyes off the read to change stations. The driving seat Is a good size and the shaped back gives plenty of support. There is room around my lags and the steering can be reset in an Instant, it's so easy to lift out of the way and deflating the seat makes it that much easier to move across the cab. Who needs to walk round to the passenger side? Mirrors are just about right for me. loan seethe drive axle and the back of the trailer, as well as under and around it. Electric adjustment should be standard on all trucks, it means the rear of the trailer can be seen on the blind side when reversing. The front screen is deep and the dash slopes down to see close up to the front of the truck."
Stepping down, he left the cab from the nearside. "The inside door handle is quite low. I must bend right down to shut the door but getting out is no problem. The steps are built like a staircase and I can go down forwards. The space under the floor Is just the right place to leave your gloves but not when refuelling as the tank is on the other side. The suzie light Is In the wrong place for righthanded drivers. The headlamp bulbs and marker lights can be changed in a matter of minutes. The windscreen washer bottle is too near the front, though.
Any driver would approve of this cab, We welcome most things that make life a little easier and more comfortable".
SPECIFICATIONS
BRAKING SYSTEM
Dual-circuit air brake system with ventilated discs at front, drums on mid and rear. ABS and ASR (anti-slip) filled as standard.
Parkint air-operated spring brake actuators an drive axle.
Engine brake: Jacobs compression brake and air-operated engine exhaust brake.
STEERING Hydraulic power assistance.
CHASSIS All-bolted, pre-drilled construction, side-member dimensions 258 x 82 x Imm.
Suspereskit Front, parabolic leaf springs with hydraulic dampers and anti-roll bar; rear, °Airtronic" air suspension plus leaf springs, hydraulic dampers and anti-roll bar, Oak all-steel high-roof Privilege sleeper cab with single bunk/sota/passenger seat, 'fiat" floor, remote central locking and electrically operated roof hatch. Wheelbase: 3,925mm.
Axle design weights: Front, 7,100kg; (8,000kg optional); mid, 6,600kg; rear (drive), 10,500kg.
Itbeels and tyres: Speediine aluminium wheels (8.25x22.5in) with 295/80E322.5 Michelin Energy XZA/XDA tyres.
Fuel tank: 540 litres (standard).
ELECTRICAL SYSTEM 24V negative earth.
Battery: 2x12V,165Ah (180Ah or 220Ah optional).
Afternater: 60A (BOA optional).
TEST TRAILER
Commercial Motor's Fruehauf (General Trailers) triaxle curtainsider, 13.6m long.
TERMS OF WARRANTY
One year unlimited mileage on chassis and drtvehne. Five-year anticorrosion warranty on cab.
DEALERS AND SERVICE POINTS
Renault has 66 service outlets in the UK and Ireland.