Separate style joint cabs
Page 11
If you've noticed an error in this article please click here to report it so we can fix it.
• Renault and Volvo are jointly developing a new medium weight truck cab which is likely to break cover by the midnineties.
In the first formal announcement in the UK on collaboration within the recently formed Renault/Volvo consortium, Renault Truck Industries boss Bernard Mom in declared the alliance with Volvo will result in a jointly designed range of medium truck cabs for each partner. And you should understand that the Renault and Volvo versions will be very different from each other."
Both companies have already formed a jointly owned advance technology unit, reports Momin, "which is looking at future materials, production and other technologies. You should also expect some cost-sharing on engine development and production." But, he says: "There'll be no Magnum cab on an F16 and no 16-litre [Volvo] engine in a Magnum". While RTI is saying little officially on the proposed middleweight cab it could well appear within three years. It is likely to replace the long serving "Club-of-Four" cab used on its Midliner and G-range (Manager) models, and also replace the current cab used on the Volvo FL6 and FS7 ranges.
Although both companies will gain the same basic metal cab structure, each is expected to make the exterior styling as individual as possible.
Joint development work on engines could also see a rationalisation across both manufacturers' vehicle ranges. There are plans for a six to seven-litre mid-range engine to be built by both partners together with Renault's American subsidiary Mack (CM 13-19 Feb). But Momin insists that the identity of each partner will be strongly maintained and he cites the example of Peugeot and Citroen in France. "Here a parent company has two separate division with separate identities. But they also make excellent use of the economies of scale."
This leaves it open for Volvo and Renault to develop similar engine blocks along with other heavy components such as axle or gearbox casings.
Both have in-line diesel engines with capacities around six, 10 and 12 litres which could benefit from a common component approach and both have an integrated driveline philosophy and build their own gearboxes and axles.
LI At last week's IRTE show, Momin said that the demand for more power across all vehicle weights is likely to continue, helped by the advent of limiter legislation and the forthcoming increase in multi-wheeler weights.