The Premium remains Ren Trucks best product. It is a
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i rounded, functional. and relii truck that suits all applicatic CM tests a second-hand Prem at a time when late-year, Eur trucks are hard to COME Words: Kevin Swallow/ Images: Tom Cunnin In the used-truck sector. Renault Trucks enjoys a strong reputation built at the business end of the industrylbe Premium,centre of the range since it was launched in 1996, is a stout, reliable truck, bereft of pretension.
That hasn't always been the case: when it first arrived in the UK, the French battled against a poor market perception when it produced an overly Spartan tractor, lacking strong residuals. But they haven't been idle, and a truck doesn't get a I4-year production run without good reason.
The 10.8-litre DXil 1 SCR driveline arrived with Euro-4 and Euro-5 options in April 2006.11 is based on the 9.0-litre Volvo lump, with an enhanced bore, stroke and power.
Renault provides the horsepower and torque ratings: 370hp offering 1.735Nm, 410hp delivering 1.900Nrn. and the one we tested, the 450hp. producing 2.140Nm. 'The long-distance cabs have a standard-height roof or high-roof. and three levels of finish: Alliance, Privilege and Excellence.
For this used-truck test, Renault delivered a 450hp version, with a true rating of 443hp (331kW) at 1.500rpm and 2,140Nm between 1,100rprn and 1,300rpm. with a 12-speed Optidriver+ transmission which is a group production derived from Volvo's I-Shift. The cab is the Privilege trim with one bunk and a hammock.
CM tested this same specification of truck, fresh out of the box, in 2007. The only difference was that the Premium 450-24 AML was the Euro-5 version, Back then, the chas sis-cab was £83,310, Added to the price tag were the Euro-5 engine, costing £1,760. Optidriver+ with Optibrake priced at £3,904, and the £2.800 Privilege cab.
WA56 AZD was registered in February 2007 has more than 386,000km on the clock, conies with a full service history and is Low Emission Zone 2012-compliant. Its previous owner, Falcon Self Drive. based in Taunton and Bridgwater. Somerset, had the vehicle on its rental fleet.
For today's model, Renault Trucks UK has placed a £31.000 (plus VAT) price tag on the truck CV price evaluator CAP concurs, just about. suggesting a £29,000 (plus VAT) retail value. On the road
By 2006. most truck manufacturers realised the importance of automated transmissions. They offered better residuals than trucks with manual gearboxes; they levelled the playing field between good and bad drivers: and prolonged the life of the clutch. Plus, they made driver training easier as the transmission took away a lot of the variables.
Renault's 12-speed Optidriver+ is in its fourth year and it remains a contemporary product.The transmission is on a stalk on the right-hand-side of the steering-wheel column. It has -D' for drive and -1\: for neutral, with a further twist switch for reverse.
A button on the end alternates between auto and manual. and if you the move the stalk away from you, it changes up: if you pull it towards you, it changes down. If the driver changes gear using the stalk, the transmission remains in auto. In auto. the transmission errs on the side of caution and it occasionally needs a prompt from the driver to change. especially if it's working at a touch below 1.500rpm on gradual hill climbs.
After a driver-induced change, the transmission, more often than not, is keen to change back to its original gear, rather than grind and lug between 1.100rpm and 1,200rpm.
If the driver presses the button at the end of the stalk, the transmission changes to manual, so if you want full control, switch to manual before you make any changes.
If you are working your way up through the gearbox from a standing start, then it's best left in auto; if you flitter between 48km/h and 90km/h, then clicking to manual is the best option.
The driveline of WA56 AZD is aimed at long-distance operations and. as such, the final drive ratio is a tall 2.85:1.
This is not a problem on a dual-carriageway and motorway, but on an A-road at 64kmih, the best gear is invariably I I th. You can lug in top. but its below 1,000rpm, and the road needs to be flat. It can cope in top with shallow undulating gradients. but if it's prolonged, you have to change down.
The first real test for the WA56 AZD was Dolfor Hill on the A483 out of Newtown.This gradual, prolonged climb has blind bends and narrow straights. The clear strength of the Premium was how well it recovered between corners to register a strong time. Using manual, we changed fluidly between eighth. ninth and 10th. with the engine digging in well.
The second climb up Din more flit! was also strong as the engine worked its way down from 11th to eighth. Also fitted to this truck is the Optibrake, which combines the exhaust brake and values compression brake generating 275kW of power at 2,300rpm. It is a three-stage brake, which will progressively change gears to keep high revs, but if you want to hold your gear as you descend, or slow down in anticipation of the road clearing to allow the truck to progress, a second tap on the third stage will hold it.
Through the A-road, the 443hp/2,140Nm engine and 12-speed transmission make a strong partnership, although if your operation centres on A-roads, then you might want to assess the 2.85:1 final drive ratio and go for something that allows top gear to run comfortably at 64km/h without having to change at every obstacle.
On the motorway, the final drive ratio comes into its own. It is very assured above 80knn/h. which is reflected in the fuel figure it returned.The only climb to work it was on the M42 eastbound between JI and J2.The speed dropped towards 70km/h and we changed down before it lost many more revs. Productivity
Ihe .1.iiripg overall fuel economy figure reflects a truck with decent mileage under its belt. It is difficult to identify any particular point where its strengths lay in this test.The A-road figure of 745mpg is good. and 9.80mpg on db.. motorway is decent too. Over the entire journey, the truck used 5% AdBlue against the fuel used.
On a predominantly A-road-biased route, we travelled at an average speed of 63.2km/h. whereas on the mo torway the vehicle maintained a strong 82.3km/h.
Kerbweight for the tractor, including a
moderately proportioned 75kg driver and 10 diesel and AdBlui.tanks. is 8.223kg, so wit II a standard 7.000kg trailer. net payload is 28,777kg.
Cab comfort
When we tested the same specification in 2007. the single bunk was standard for the Premium, however, we found ourselves with an additional hammock for the second bunk. It folds against the back wall without any problem and offers more headroom than the substantially thicker bottom hunk. If you choose not to use the hammock, then it doesn't get in the way, and the cab still offers a significant amount of space.
The condition of the cab interior after three years is good. although there are some holes in the fabric by the driver's door handle.
The gamble by the French in specifying lighter colours seems to have worked as the interior remains light and spacious, undiminished by age, dirt and grime.
Internal storage space includes a shelf to the left above the windscreen for a TV or microwave, and there is also netting there.
There are two further shelves above the windscreen, and more internal storage underneath the bottom bunk, which YOU can lift if you move the seats Ibrward. Everything is within reach around the dash, and there are plenty of internal lights with the main two above the driver's door and one at the head of the bunk behind the passenger's seat.
The door pockets are narrow, so any drink needs to he stored on the engine cover, where there are two drink holders.
This truck comes with an internal air socket. so the driver can use an airline to clean the cab. On the outside, there are two narrow external wet lockers for gloves and tools, although the catch to open the locker door on the driver's side is a bit stiff.
On the instrument panel, you can pull up most truck operational details including fuel consumption in the form of lit/1001on and mpg. •