Much is often made by the truck manufacturers of big
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cabs with twin bunks and facilities for two. Colin Barnett finds Renault wants to be alone in its new cab.
Premium class for solo travel
• Every vehicle that ever sat on a Motor Show stand claims to have something new to offer, but there are degrees of newness. One debutante at the Paris show 12 months ago might have been perceived as a gimmick but definitely scored high up on the newness scale.
Gimmick or not, the Renautt Premium Single cab, designed specifically for oneman operation, has proved itself as a serious working tool in the intervening months. Having passed the acid test of making it into right-hand drive production, more than 170 examples have now been ordered by operators such as Eddie Stobart and Securicor, neither of which has a reputation for buying unnecessary fripperies.
From the driving seat, the Single is the same as any Mgr Premium cab, but look to the left and there's no passenger seat. In its place is a flat floor, level with the engine hump. During the working day the rear of the cab houses what can only be described as a -chaise longue, a single bunk with fitted backrest cushions
around the left 'rear corner. For occasional passenger use, a simple lap belt is provided. Thanks to a cut-out in the mattress behind the drivers seat, the bunk is a generous BlOmm wide in sleeping trim.
Much attention has been given to storage space, including a pair of large pull-out drawers under the bunk. The one nearest the driver can be replaced by a fridge, and has a useful retractable work surface above it.
There is a lot more space above the windscreen, although this only extends two-thirds of the way from the tight to allow extra standing room on the left. CMs tester, six foot with his shoes on, was able (just) to stand upright without touching the roof.
ON THE ROAD
GM has been able to take a Premium Single for a shakedown run before carrying out a full road test in a few weeks time. We drove a Premium 400 in 6x2 pusher axle configuration, running at 40 tonnes.
It was equipped with the optional Renault B18 transmission with 16 synchromesh gears and two crawlers; standard fare is the 89, effectively the same box but without the splitter. It also had the Executive options pack, which includes air-con, electric mirrors and roof hatch, a front air dam with extra lights, headlamp washers and wood-effect dash trim.
Thanks to the fully adjustable seat and steering column, a comfortable driving position is easily obtainable, although the space provided on the left of the footwell could be a bit tight for those with larger-thanaverage feet. Starting up involves a tiny delay while the on-board diagnostics do their bit, then off you go-an inhibitor prevents the engine from starting unless neutral is engaged.
Although the Renault will happily start off in third gear on the flat, Renault recommends first high in the Interests of clutch life, then skipping to third high, fifth and sixth low then using all the splits. The tacho needle hurtles round the dial at an impressive rate but the ultimate acceleration rate is determined by the gearchange. While not being unduly slow, it does have its own speed for doing things and it can be a bit uncooperative if you don't fit in with its plans. Nudging the ends of the neutral detent, right for up and left for down, makes range changes. A large switch at the front of the lever controls the splitter.
Although the 11:I-litre engine will happily lug down well below 1,000rpm, the optimum fuel economy is obtained at 1,400rpm. The Renault's gearbox has no less than three overdrive ratios. As a result, sticking to the Aroad limit usually means staying in the direct-drive seven low. Eight high is best kept for motorways, where any serious incline will need a split just to stay in touch with the sweet Spot.
Although having three separate sets of air suspension between the driver and the road, in seat, cab and chassis, they all work in harmony to give an excellent ride.
A brief spell as passenger showed that, an the move, any length of time on the sofa will result in a stiff neck, but you have to remember why it's there. There's no doubt that the Single cab concept does what it claims; we're now looking forward to seeing how the full package fares at 41 tonnes around Chf's Scottish roadtest route—not least on fuel!