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It ain't heavy, it's my tipper
Page 16
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• by Kevin Swallow
The tipper market has long been a graveyard for Renault Truck in the UK with sales figures making it little more than an 'also-ran'. During 2002, the Society of Motor Manufacturers and Traders' registration figures for multi-axle rigids topped 7,064 with Scania, Volvo, Daf and Foden leading the way. Last year Renault Trucks sold 129 units, representing just 1.8% of the marketplace.
With such a strong line-up, from vans to 44-tonne tractors, perhaps it was only a matter of time before the company utilised its parts bin to create a competitive tipper for weight-conscious operators. The launch of the Highway range shows that Renault has addressed all the reasons for its absence in the multi-axle rigid market.
The UK-arm of the French company is targeting treble figures for each of the two new models in the first year, and already has orders in place. Marketing manager Euan Harron says the company is launching two new vehicles into two new markets.
"The Highway name means exactly that, for use on the highway," he says. It
has distributionbased drivelines, but takes to the road without sacrificing too much of its tough, rugged reputation for site and quarry work. The current heavy-duty Kerax will remain in the line-up for muckaway options. 11.4111-.
Specifications
The launch of the Highway range at the CV Show means Renault is setting its sights on becoming a major player in the double-drive rigid market, by shedding approximately 750kg on the 8x4 Highway Kerax, and a tonne on the 6x4 Highway with Premium Distribution cab. This
means a payload of 17 tonnes on three axles with alloy wheels, and on four-axles a 21-tonne payload for operators even with steel wheels, enabling Renault to seriously challenge players in the asphalt and aggregate markets.
The Premium 6x4 Highway has shed a tonne by building on a Premium rigid chassis and adding parts from the Premium and Kerax ranges, as well as specifying an eight-tonne front axle and Premium day cab as standard. Both versions have made the bulk of their weight savings at the rear end with the introduction of rubber suspension and single reduction hypoid axles.
However, it is on the road where changes for the driver—and hopefully the operator's fuel bill—will be most keenly anticipated.
The new Highway trucks have lower
rear-axle ratios making gearing and revs better suited to road work, without the rev counter pushing past the torque band beyond 50mph.
The only real downside to the Premium chassis on the 6x4 is that it loses out on ground clearance compared with its Kerax equivalent but, with aggregate sites generally being flat, this shouldn't prove to be a big issue.