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W HEN Renault introduced its Master range in 1980 it took
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the unusual step of marketing it through its car dealer network. Judging from the numbers now being sold — 2,100 units last year in Britain — the strategy seems to have paid off despite fears that car salesmen would not understand the needs of the commercial sector.
The range includes long and shortwheelbase panel vans and chassis cabs; with the option of diesel or petrol power units driving through to front or rear wheels. The engine lies longitudinally in the chassis and is simply rotated through 180 degrees to provide drive to the front or rear.
Front-wheel-drive models are identified with a T (traction) prefix, while P (propulsion) means that the vehicle has rear-wheel drive. Our test vehicle, a P35 plated at 3.5 tonnes GVW, lacks the low load-platform advantage of front-wheel-drive models and is more suited to platform or dropside bodies where the floor level is above wheel height and clear of wheel box intrusions.
Renault does not produce its own factory fitted body for the UK, relying instead on a list of approved specialist body builders to supply the customer needs at a local level. Tipping bodies are produced for the 3.2m chassis by Tipmaster of Lea Bridge Road, London.
The 1,995cc petrol engine, 120kg lighter than the alternative 2,445cc diesel unit, is adequate for its task. Revving willingly, it maintains about the maximum legal speed on the motorway with the vehicle fully laden. In our test it returned a fuel consumption of 17.2 lit/100km (16.4mpg) at an average speed of 64. lkm/h (40mph).
Unladen, it managed slightly better, producing figures of 15.4 lit/100km (18.4mpg) at a higher speed of 66km/h (41mph). This puts it third on fuel consumption, behind the Freight Rover Sherpa 350 and the slightly lighter Nissan Cabstar dropside tested by CM over the past two years.
At high speed the steering feels uncertain, although at speeds of up to 90km/h (55mph) directional response. is quite positive. The large, tall cab is affected by strong cross winds, which influence both handling and interior noise. The engine, set well back in the chassis with little or no noise insulation, also contributes to the high noise levels.
Noise also originates from the fivespeed gearbox, which is generally harsh. Early versions have a poor reputation for longevity, although Renault claims to have overcome initial problems. At 84km/h (52mph) on the overrun, the various vibration frequences resonate to produce a singing sound.
The extra head room of the cab gives an air of roominess, but this is of little economic benefit. Not only does fuel consumption suffer, the load volume advantage which the panel van has because of the high roofline is lost on the chassis cab.
The front screen comes to well above eye height and is so large that the windscreen wipers leave 110mm unswept at the top of it. Visibility is good but the forward extremities are out of sight and it takes time to learn their exact positions. No interior mirror is fitted, as glass panels in the cab's rear Below: Visibility is good, but the nearside mirror needs to be pushed forward to be seen through the quarter light.
panel arc divided in two. The norrrtal location of the nearside wing mirror makes it next to useless. The support arm must be pushed to its foremost position so that the full lens can be seen
through the lower side-window quarter light.
To the rear, the Tipmaster dropside all-welded steel body has a 2mm (14SWG) floor, 1.6mm (16SWG) removable sides and top and bottomhung removable tailgate. The tipping facility is via a front mounted hydraulic two-stage ram powered by a self contained demo-hydraulic pump, complete with integral oil reservoir, mounted below the chassis. Over-centre catches on side panels provide a secure fixing. When lowered, the side and rear panels give unobstructed access to the load platform. The front ladder rack is detachable and doubles as a spare wheel carrier. Renault takes the precaution of securing it with a padlock and chain.
The body is of a useful size, accepting our test load with room to spare. But the steel floor, smooth to allow clear tipping discharge, can be quite slippery under foot during loading.
Inside, the cab rubber floor mats on either side of the low engine cowl are flush with the step wells, making it easy to sweep out any debris. Cross cab access is generally unobstructed, with the gear lever placed well forward.
The clean lined dash provides a useful top-mounted glove box and document tray. Instrumentation is contained within a moulded binnacle and is simple, being confined to a few warning lamps, a fuel gauge and temperature gauge. The French Jaeger speedometer, unusually, showed a three per cent inaccuracy at an indicated 96.5km/h (60mph); the true speed was unusually nearer to 100km/h (62mph).
At the offside end of the dashboard, the switch control for the tipping gear can be operated from within the cab or, with the door open, by the driver standing beside the vehicle.
The bonnet gives access to a huge void housing such items as the battery, brake servo, radiator and heater, the engine being well hidden. Under here, the steering column passes through a gear box and two universal joints on its way to the rack-and-pinion unit;
Above and below: Tipmaster's all-steel body gives good all-roud access. The tailboard is also top-hung for tipping. A simple spring ring ensures that the retaining bolt stays in place.
this complexity might explain some of the steering vagueness mentioned earlier.
The simple daily service routine of dipping the engine oil can be carried out by lifting the inspection cover on top of the engine cowl. For anything more serious the engine cowl itself must be removed — a simple enough job where just two seats are fitted in the cab, but the double passenger scat fitted in our P35 tipper complicated the operation.
The Renault P35 is an ugly beast, but an ideal vehicle for the local jobbing builder. It gives a good payload, although it tends to be thirsty. Seating is comfortable, visibility is good and entry convenient. Around town its steering is light and direct, but at higher motorway speeds it becomes less certain.
The 406mm (16in) single drive wheels make the most of under body clearance. but give poorer flotation than smaller double wheels for off-road work. One major drawback is cab noise, but, priced at £7,360, the Renault P35 petrol engined chassis cab is less expensive than many European rivals and provides excellent value.