312 ROADTEST: RENAULT PREMIUM PRIVILEGE 385
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QUELLE SURPRISE!
CM doesn't often get the chance to test Renault trucks—the manufacturer seems rather coy about letting them out, so in the past we've resorted to testing operators' Renaults. Given the opportunity of driving a manufacturer's Premium tractor, we took it around our Scottish test route with some trepidation...how would it shape up? What is Renault shy about? There were no shocks and few disappointments.
Renault, Renault, Renault. The name rings a bell...Didn't they make trucks once—Magnums, Maxters, that sort of thing? We've even tested the odd one or two— a long time ago, of course. But not all manufacturers are keen to submit their vehicles to a full CM test, and every Renault truck we've tested in the last couple of years has been an operator's truck or a rental vehicle.
RVI is evidently a little more outgoing these days: the company has put up a Premium Privilege for test—a 385hp 4x2 fleet tractor which is headed straight for the most competitive sector of the truck market. So why this new-found confidence? The French firm must think that they've got a winner on their hands: but it'll have to be economical, attractive and solid enough to boost their reputation.
• PRODUCT PROFILE
Renault has no need of a top-of-the-line tractor, with the recently revamped Magnum continuing to sell steadily, and continuing to look startlingly modern. But the Manager and Major ranges have looked long in the tooth for a while, with cab designs dating from the seventies and engines that are almost as old. So a bread-and-butter vehicle was needed, one that could tempt fleet buyers enough to give Renault the market share that it wants.
Renault launched the Premium in two distinct families, Premium Distribution (from 17 tonnes upwards) and Premium Long Distance. This tractive unit on our test represents the extreme end of the Long Distance line: a fair-sized sleeper cab with enough power to keep the international driver happy, .44 and enough features to keep resale values up in future markets which can only get more demanding.
Premium Long Distance tractors are available with a day cab, sleeper cab or Privilege cab—a high-roof variant of the sleeper. All three are the same width (2.1m internally) with a floor height of 1.35m—Distribution models have a floor height of 1.10m. The Privilege cab has twin bunks, with 1.8m of clearance over the engine hump.
Premium 4x2 tractors are available with a wheelbase of either 3,650mm (as tested here) or 3,815mm; the standard coupling height is 1.2m, but fifth wheels as low as 950mm are feasible.
The Long Distance is powered by either Renault's long-established 9.8-litre six-cylinder engine rated at 338hp (252kW) or by a new 11,1-litre unit known as the 385 but rated at a true :380hp (283kW). This has been developed from the older unit, with a larger bore and longer stroke, though the block has been redesigned and strengthened.
The 11-litre engine has Renault's ITC (Injection Timing Control) system to advance or retard fuel pump timing, but it is not a fully electronic design like the V-MAC engines developed by Renault subsidiary Mack in the US. So it hasn't got the ruler-flat torque curve of, say, the Cummins M11, and peak power is developed at 2,000rpm—a nice old-fashioned figure. The torque peak of 1,750Nm (1,2911bft) arrives at just 1,200rpm, so there's a decent spread of power.
Matched to the engine is the well-known BI8 synchromesh gearbox, a range-change and splitter box with 16 main speeds plus two crawler ratios. It can be specified as a straightforward manual box or (as here) with the latest version of Renault's TBV automated shift system. The less powerful Premium Long Distance 340 has the 8+1-speed B9 manual box. TBV is not fully automatic: gearchanges are controlled via an electronic gearlever, with shifting done pneumatically—the gearbox itself is quite conventional. Like most semiautomatic systems, TBV has suffered from preconceptions of unreliability, but Renault insists that the system is just as dependable as muscle.
Another option will be more readily accepted by a conservative market: the Jake Brake is a factory-fitted option, and Renault claims it can reduce brake maintenance costs by 20%. We wouldn't argue.
The Premium's service brakes are discs up front, drums to the rear; quite conventional these days—in fact, a little conservative, when Mercedes-Benz and Scania are offering electronic brake control.
The Privilege may be the top-of-the-range cab, but its standard specification isn't exhaustive; a long list of options is available (see opposite).
• PRODUCTIVITY
If Renault's top brass were nervous about the Premium's test results, they can relax: with an average fuel consumption round our Scottish test route of 8.13mpg, the 385 is right up there with the best modern trucks in the 380-400hp class. Remember, it's only a couple of years since any truck beat the 8mpg barrier round , our route—anything better is impressive. It also puts the lie to fears that Euro-2 would mean lousy fuel consumption.
The Premium's best fuel figure was delivered over the 50mph dual-carriageway A-road section; over the up-and-down A68—the "severe gradients" section—it didn't quite match the best all-electronic engines, which tend to be more flexible.
The Renault's average speed was good, as were its hill-climb times; the standing-start and in-gear acceleration figures obtained at the test track confirm that TBV certainly doesn't slow down gearchanges.
So what's the bad news? Surely the payload can't be much good? But it is: a fully fuelled unit weighing in at 6,785kg (with a 75kg driver) means a calculated payload allowance of 24,215kg, one of the best we've seen.
• ON THE ROAD In some respects the new 385 engine is quite traditional: whereas Cummins will tell you that the best fuel consumption is achieved at the bottom of the green band (where the torque plateau begins), and Mercedes recommends that you let its latest engines lug down as low as possible, Renault insists that the Premium needs a fair few revs to work at maximum efficiency. This "sweet spot" is between 1,400-1,600rpm, a couple of hundred rpm higher than the torque peak. It seems too fast at first, but you get used to it after a day or so.
The automated TBV gear shift takes some getting used to, too. It works like this: from neutral, at rest, you simply press the lever down and it springs into the centre. It is now in the default "Economy" mode. Depress the clutch, and the dashboard display shows "00" (for neutral) on the left, which is the gear you're in, and 1L on the right, which is the gear that will be selected—the Premium should always be started in 1L on the level. Lift the clutch gently as normal, and you'll drive off. The display shows 1L on the left, 2L on the right. When you want to change gear just press the clutch pedal, wait for a beep to confirm that the gear is engaged and lift the clutch.
The box is not especially intelligent: it is simply programmed to shift up or down according to engine speed and the gear it's in—it ignores engine load, road speed and rate of acceleration. Below 4H it preselects a full shift up at about 1,250rpm, while in higher gears it suggests a shift at about 1,550rpm. In "Performance" mode (selected by a sideways flick of the lever) the shift point simply moves up to about 1,800rpm.
You can override the box by moving the gear lever forward (to go up a full gear) or back (to go down)—a button on the side selects half gears. But this only changes the gear that's preselected, so you need to keep a keen eye on the dashboard display to be sure that it's correct.
Is it worth it? You still have to depress the clutch pedal and wait for that irritating beep, and you still need to be able to read the road ahead. It saves your left arm effort, but that's about all. Still, when this tester was driving his car home after the test, he kept [Tying to change gear on the motorway by pressing the clutch and waiting for the beep... so maybe there's something to it after all.
Cab steps actually go in as they go up and the door opens wide.
4 With the standard huip-reduction rear axle 8H is a real motorway gear56mph arrives at about 1,400rpm, the bottom end of the "sweet spot". The engine is pretty driveable still, as peak torque is 200rpm lower. But the Premium has one clear flaw—no cruise control. We've come to regard it as essential on boring motorway runs, and a good system can be useful even on A-roads; it improves fuel consumption, too. Driving the Privilege on its speed limiter all day is very dull—so please, Renault, fit a cruise control as standard.
However, other details are well thought-out. For example, the dipstick is accessible without lifting the front panel. Renault claims that you only need use it once a week anyway, because the oil pressure gauge doubles as an oil level gauge when the engine is off. This is a throwback to earlier Renault trucks, but an extremely useful one. Other daily checks are clearly marked out, and useful features include spare pneumatic break-out points under the front panel.
The Privilege has Airtronic rear air suspension with a wander lead and programmed heights; if you forget to raise the suspension after hitching-up, the ride height will be corrected automatically once you exceed 71tm/h.
The fuse panel is underneath the glovebox, but the glovebox is actually usable too very unusual. The panel layout is clear, and nice touches include a fuse tester: put the spade fuse in, and if it's OK an LED will light.
The headlamp body swings out so that bulbs are easily accessible (like Scania's 4Series)—even marker light bulbs are quickly removed via a bayonet fitting. There'll be a spate of bulb thefts in French lorry parks...
The windscreen washer bottle is on the nearside step, and a nice pull-out filler neck is easily topped-up using a hose.
• CAB COMFORT The first thing you notice when you're getting into the cab is how easy it is. The steps are actually stepped—they go in as they go up— the door opens nice and wide and the steering wheel is obligingly tilted out of the way. Once seated, you just press your right heel down on a button on the floor and the wheel can be adjusted for reach and rake. Lift your heel, and the wheel is locked in place. It's pretentiously called "Concept Access", but it works well.
The multi-adjustable seat is comfortable, and the ergonomics are generally good. There's a useful flip-down steering wheel boss for completing your tacho charts. Another nice (optional) fitting is the RDS radio, which has remote controls on a right-hand steering column stalk.
It may be a twin-bunk cab, but the upper
bunk is really only for occasional use-it folds out of the way, though, and it's useful for extra luggage. If you've got a mate, get a Magnum.
There's the usual stowage space above the windscreen rail, but the aircraft-style lockers stop two-thirds of the way across: this allows enough standing room in the passenger
footwell even for our 6ft 5in co-driver! It's another simple design feature that works.
Once on the move, the Renault's ride was good, but what really impressed us was the noise-or the lack of it. The Premium shows that a monster cab isn't essential for good sound insulation.
Air conditioning is a nice option, and Renault reckons that it uses less than 0.11itres of diesel per 100km. Air-con will probably become standard in a year or two, so specifying it now could be good for future residual values. Speaking of which, the cab has a fiveyear anti-corrosion warranty.
Overall the cab is impressive: the mouldings and fixtures are as well made as anything from Sweden or Germany, and an awful lot of thought has clearly been put into the design. Perhaps this is evidence of input from Renault's car division. • SUMMARY
Any prejudices we might have had about Renault trucks have been thoroughly squashed: the Premium Privilege is a competitive fleet tractor with a number of excellent features. The engine isn't at the cutting edge of technology but it delivered good results; we're still not completely convinced by TBV, but it caused no real problems and it probably
saves some effort in the long run.
What's most impressive is the build quality: each part looks carefully designed, and it's all well screwed together. The cab is attractive and comfortable and daily checks are easy. But, just like a Persian rug, there has to be a flaw-it's the lack of a cruise control.
That wasn't so bad now, was it? Renault, you really should submit your trucks for test more often...
Li by Toby Clark Basic list price: £61,190 (ex-VAT). Engine: 11.1 litres, 380hp (283kVV). GCW: 38 tonnes. Payload: 25.22 tonnes. Fuel consumption: 8.13mpg (34.81it/100km). Average speed: 71.9km/h.
DRIVERS' VERDICTS
As usual with CM'S test trucks we gave regular drivers the chance of short trip to vet their snap verdicts. Comments were generally favourable.
Jeremy Dufforn drives an ERF EC12 360 for Wincanton out of Wrexham, north Wales. As he climbed into the Premium's cab he noticed the large centre hub to the steering wheel which doubles as writing pad on which to fill out the tacho disc. "This is just at the right angle to write on," he said. After only a brief explanation on how the gearbox is operated Duffon ventured out on to the road. "I like the driving position. It makes the truck very easy to drive and with this
'
semi-automatic box it is lazy driving but it does Dufforn: "Visibility is good all round.
seem slow to pick up from rest. The clutch pedal is very light; it makes my ERF feel aged but it's only two years old. I can reach the switches and controls easily enough but the centre panel is out of sight. The padded steering wheel has a nice feel and the matt finish offers good grip." At a roundabout he noted: "There is no need to take your hands off the steering wheel to change gear. That's got to be safer, especially in town traffic. The ride is a lot smoother than in mine and, although the ERF is quiet, I think this may have the edge on it. The windows are quite deep so visibility is good all round and it's handy being able to adjust the mirrors from inside the cab. It saves getting in and out several times to get them set just right.' As he manoeuvred into the parking bay he told us: "I don't have to lean forward to see where I am reversing, the mirrors cover all of the trailer, even the roof. There's plenty of room on the bottom bunk but it's a bit low. The top one is handy for luggage. It's shaped to prevent bags from moving forwards. There is no shortage of headroom on the passenger side. No one will be tall enough to hit his head."
We met Geoff Jenkinson in the 18.403 MAN he drives for Thompsons International based in Glasbury. "The way the steps are arranged makes it very easy to climb in and there's plenty of space behind the steering wheel," he said pulling it down into a position more suitable for driving. Out on the road he added: "I like the small steering wheel. There is no play and it makes the steering feel quite responsive. The engine is quite free revving and the pick-up is not bad for 385hp. Gear changes are quite quick for this type of box. I think the EPS takes longer. I have never driven a truck with an engine retarder before—I like the way the Jake Brake really pulls back. The pedals are about the right height and positioned where you expect to find them. The service brakes are nice and keen. My MAN is a bit quieter. I think this engine note is more noticeable. It feels a lot sturdier than earlier models. The cab doesn't roll much. The interior looks more plush and there is plenty of room, which is what you want but it is not very wide. Can the top bunk go up any further?" We told him that's it. "There is plenty of stowage space. I am impressed".
Jenkinson: "There is plenty of stowage space. I am impressed."