MORE • It's not often that you see a futuristic
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concept vehicle materialise into the real thing. When we saw the impressive Renault Virage in the mid-eighties it seemed to be just too big to become a practical proposition; but today you only have to travel on the roads of France to see how well the Magnum has been received. More then 10,000 units have gone into service throughout Europe, since its introduction in 1990.
In the UK there are still fewer than 500, so the Magnum is still rare enough to stand out 141 P appeal for owner-drivers but many a large in a crowd. That high, spacious cab gives it a distinctive appearance that has obvious fleet has chosen a Magnum for its flagship.
broke new ground. In choosing the lightweight 16.4-litre Mack vee-eight, produced by its US subsidiary, Renault became the first European manufacturer to offer a truck rated From a technical viewpoint the Magnum at more than 500hp. The Magnum might also 00
be claimed to be the first to place the driving environ
"ment above
operational needs. Cab construction took a new direction for Renault, using outer panels made of composite material mounted on a steel frame—the only steel panels are in the floor and the rear wall. The cabin is mounted on its own air suspension on top of the chassis and above the engine. It has a flat floor which makes room, particularly headroom, to move around freely. It's high and wide, with slab front and sides, but rachused corners are a concession to aerodynamic considerations which help to achieve an acceptable fuel consumption. Specifying Renault's smaller 12-litre engine will also help here, but if you're in the market for a bread-and-butter gaffer's motor you probably don't have a Magnum near the top of your shopping list.
EVOLUTION
The first AE 4x2 tractive units began to appear on our roads in August 1990, badged AE380.19TD and AE500.19TD with a design weight of 60 tonnes. The 380 used Renault's MIDR 06.35.40H 12-litre in line six-cylinder engine that also powered the R range. Initially it was rated at 369hp (275kW), but within two years it was uprated to 385hp (287kW). The alternative Mack four-valves-per-cylinder vee-eight produced 503hp (375kW).
Both engines were specified with Renault's B18 18-speed range-change splitter box, driving through to a 13.0-tonne hub-reduction axle. Rear-axle air suspension, standard on the 500, was an option with the lower powered model. There were two wheelbase dimensions at 3.90m and 4.12m.
At the 1992 Paris show LHD models appeared, powered by a 420hp version of the 12-litre engine. Optional low-profile 60 aspect tyres gave a 0.97m coupling height for megacube semis. In the UK the AE420ti reached UK dealers in November.
The Mack engine got its Euro-1 classification at about the same time and its output was boosted to 523hp (390kW). Renault's B18 box was uprated to match the increased torque of 2,250Nm (1,659Ibft), which the Mack churns out between 1,000 and 1,600rpm. Disc brakes, originally used on the R range, were uprated for the Mack-engined Magnums.
While the big Mack engine grabbed the headlines, some 80c, of Magnum buyers have gone for the Renault engine. Since the introduction of a 420hp (313kW) version the sixpot has become even more prominent.
A single-wheeled 6x4 was listed when the range was launched; it has since been consigned to the special-order list. Tag-axle and 6x2s were launched in 1992.
OPERATORS
Brothers Colin and Kevin Frost run the family business from Stanton in the heart of the Suffolk countryside. The company was set up in 1950 and now runs 16 vehicles, mainly on trailer traction work running in and out of the East Coast ports. The mixed fleet includes Scanias, Ivecos and even a couple of Pegaso tractors, but it is predominantly Renault.
The first Magnum on the strength was a Jreg AE380 which has since been replaced by the current AE385ti. " We had some G320s at the time which were going well," says Kevin Frost, "so we thought we would try the Magnum. It was our flagship although we used it a lot on the Continent. It was the first one to run into Felixstowe and we kept it for two years. It had the 3.9m wheelbase and we had problems coupling to a 1.6m pin, but the 42m wheelbase on the 385 is OK. That one is an ex-demonstrator and Lynn Commercials at Kings Lynn did us a good deal. They cover about 170.00km a year, loaded most of the time, and we get 7.75mpg. The first one was a touch better at 8.0mpg.
"We operate most of the Renaults on a three-year lease contract," he adds. "We've also got some D-registered Scanias but we wouldn't want to keep the Renaults that long. They're not built for long life. We don't expect to keep the Magnum for much over five years—we got a fairly good price on the first one. The factory buy-back scheme helps to keep up the residuals. Weight is important on our type of work and the Magnum is a bit heavy at 7.75 tonnes. It's got twin fuel tanks and we toyed with taking one off, but then you lose out if you have to buy fuel away from home.
"The front discs work fine on the latest model but the front axle was over-braked on the first one," he adds. "The discs cracked up and had to be replaced under warranty. At the same time the dealer replaced the air valve which was thought to be the cause of the problem. The pads only lasted for 70,000km then but we get 200,000km out of them now.
"There is a bit of a problem at the moment, says Colin Frost. "We're losing quite a bit of water from the header tank and we've found some in the oil. It's going to be sorted and the dealer should provide us with a replacement vehicle under the Diamond Cover Plus scheme as it's already been in once for a couple of days. They looked at the oil cooler but it's looking more like a head gasket leak."
This hasn't put the brothers off Magnums: "There is nothing like this cab for nights away," says Colin. "You don't have to crawl around any more. When you wake up in the morning you can sit on the bunk in comfort and stand up to get dressed. We just have the one driver on it and he loves it. The air suspension on the chassis is OK but not as good as fitted on the R range. The cab suspension deflates on a windy night because it compensates for any movement The trim is plasticy like all the rest today but it will last and is easy to clean. Climbing in is safe if you keep hold of the handles but at first you have to think about how to get down.
"Tilting the cab is an easy chore," says Kevin. "There's an electric motor on the pump. Although it's a tall cab, when it's forward it doesn't take up any more room in the garage than a normal cab fitted with a roof deflector but access to the engine isn't good. The top of the chassis is about 4ft 6in high and the chassis is surrounded by panels. The batteries are mounted on sliders but it takes a lot of time just to check levels.
"The truck has a design weight of 60,000kg which is what the MoT test the brakes at," he adds. "With the park brake working only on the drive axle there is a built-in problem. Tyre wear is pretty good and there is no wheel wobble like you get with other makers. Parts availability could always be better and you have to pay a premium for VOR service. The windscreen worries me every time I see it...apart from the cost I'm told it takes a day and a half to fit.
"Overall the reliability of the Magnum is no better or worse than most other premium trucks," he concludes, " but it's still a long way short of Scania."
Paul Sibley is a director of a family firm which was founded by his grandfather 31 years ago. He started with a four-wheel rigid Bedford and now Sibley Haulage operates 42 trucks, mainly artics, on distribution work. Its HQ, with a 7,000m2 warehouse, is just south of Milton Keynes. Sibley has Scanias, Ivecos and Dafs but Renaults account for almost half of the fleet. The company runs
three Magnums: one 385 and two 420s. All three operate on groupage into Europe, covering some 1,600 miles a week, loaded both ways with a maximum payload of 22.5 tonnes.
"They average 9mpg so the twin 400-litre tanks give a good range," says Sibley."We have our own bunkering and rarely need to top up on the road; even so the budget increase will cost us £30,000. We go for the R-range as a fleet vehicle but the Magnums were bought for their image. We got the first one in August 1992. The 385 has been totally reliable but the wiring loom to the 420's alternator is too tight and keeps breaking.
"I've heard complaints about discs cracking up," Sibley adds, "but we've had no problems there and the pads last about two years. The only other thing that's been done was a modification on the air dryer. Parts prices are reasonable but I don't expect to buy too many so the Magnums are no more expensive to run than our other trucks. Windscreens don't last long once they get a stone chip—there must be some flexing in the surrounds. We've had four go. They cost £700 each and it's a threeman job to fit one.
"The drivers like the space," he says, "and it's an easy cab for them to keep clear. The same driver has the vehicle all of the time and it takes about a month to get used to the dif ferent driving position. It is quite high."
Over the last 11 years Burway Transport of Shrewsbury has handled international temperature-controlled work throughout Western Europe. Operations manager Phil Jones says that the 25 vehicle fleet is predominantly Mercedes but he also operates Leyland Dafs and seven Renaults, including five Magnums.
"One is a 385," he says, "but that was not by choice; it's on a short-term agreement. We had a 420 on test and found it gave us the fuel figures we wanted, and it has the pulling power. We tried a 500 but that was not as economical. I think 420hp is about where we want to be. Our Mercedes are 440 and 480hp. We had to use a couple of vee-six 340hp Mercedes for a short period on continental work last year and it was noticeable that they didn't get the work done as well. It was harder on the drivers and over a three-day period they were two to three hours down.
"We might have to think of 500hp if we ever go to 44 tonnes," Jones adds. "Most of the fleet are 4x2s but one of the Magnums is a 6x4. The Magnum is on the heavy side but we have been considering 6x2s to make it easier on axle weights with the fridge trailers. We run fully freighted most of the time but even when empty they're never lighter than about 18 tonnes. There are a lot of big hills to go over down to Portugal, Italy and Greece so we think 8.1mpg is quite good.
"We have them on a three-year contract hire agreement which includes maintenance by Renault," he explains. "The residual price is only important to us as far as it affects the price of the hire contract. Renault controls the price pretty well by buying most of the Magnums back through its dealer network. There will always be niggles with vehicles but the backup has been good. By definition most of our runs go through France where there are plenty of Renault dealers but we haven't had a problem getting minor problems sorted out in other countries either.
"The oldest 420 is L-reg," he says, "so we wouldn't expect any major mechanical problems yet. The sort of niggles that we have had is a heater not working properly. I know that the discs have been replaced on some of them but because Renault do our maintenance I wouldn't know how often the pads need to be replaced. The brakes are very good though. We've no reason not to continue to run them. "They perform no better or worse than the other vehicles we run and are just as reliable as the Mercedes. Our drivers can spend up to three weeks away at a time so they really do live in the cab. They like the space the Magnum gives them with the flat floor and being able to walk around inside."
DEALERS
The Renault factory's used-vehicle marketing scheme, launched in 1990, covers all models and is designed to support the franchised dealers while lifting residual prices of all Renault trucks. Most factory buy-back deals involve vehicles less than five years old: the scheme handled some 360 vehicles last year in addition to those handled solely by the dealers.
Alan Phillips, RVI's general manager (used vehicles) says: "As it was launched in the midst of the recession and most were sold on three and five-year contracts we haven't seen many Magnums yet. But this year we should start to see them coming through in significant numbers for the first time."
Jeff Sipson started selling used trucks four years ago, at the height of the recession. He recently moved into new premises at Coventry. While he has all makes of vehicle in stock he's already made a name as one of the few independent dealers selling used Renault Trucks. "Renaults generally tend to lose a lot of money from new which makes them so cheap to buy secondhand," he says. "Although they're a good workhorse Renaults never have had a particularly good resale value; they have a bridge to build there. I think that the Magnum is a good truck but it will need to be on the market for a few years before it gains people's confidence. There are not too many available for sale in this country at the moment.
"They are easier to sell than any other Renault that's been on the market," Sipson adds, "but then any late vehicle is easy to sell at the moment because there are not a lot about. There just haven't been the number of new sales over the past few years and that restricts the availability in the used truck market. When we advertised one for sale people were ringing up for it weeks later! If I could get hold of them I would buy Magnums all the time.
"We've never had one with the Mack engine, it's proven to be a good engine. I believe people will be wary about the availability of spares but I suppose any Renault dealer in Europe will be able to supply them. I know they have had to replace front discs and they have had a few minor problems but they need to be about a bit longer before you can say whether they are reliable in the long term.
"If you are looking at a J-reg Scania for . 45,000 and a Volvo for £40,000 then you should be able to get a Magnum for about £ 30,000," he points out. "You might have to pay a little bit more for the Mack engine but there wouldn't be a lot in it".
JDS Trucks of Manchester, with branches at Blackburn and Kendal, only took on its Renault franchise seven years ago but it is now the largest independent Renault franchised dealer in the country Vehicle sales director Wayne Edwards normally keeps more than 20 vehicles in stock. "I think our attention to after-sales service has been the key to our success." he says "We don't get used Magnums as often as we would like but in recent months we have seen a few part exchanges of the 385s with the customer trading in for a new one. We haven't seen the later 420s yet. We've sold five new ones with the Mack engine but only one has come back so far for resale" "The Magnum is popular," says Edwards. "We have a list of customers waiting for them to come up for sale. We don't have to do much work on them but sometimes little bits of trim, like the radio-cassette surround, has to be replaced. The side skirts can get damaged and the front nearside lower corner can also get kerbed but these are not really faults with the truck. The range as a whole is that new that you wouldn't expect any mechanical problems yet. Usually they are pretty tidy and about 70% are re-sold to owner drivers.
"Residual prices are excellent," he adds. "A lot of work has been done by Renault and it's partly due to supply and demand. We're getting Cap guide retail for them. We've got a 91-reg 380 in now with 220,000km on the clock. I'll be surprised if it doesn't fetch £48,000 and I've just sold a K-reg 6x2 420 which drew £53,000. You can buy a new one for less than L60,000".
SUMMARY
The big-cab Magnum, with a wealth of options, is bought by big fleets to enhance their image. It has undoubtedly done the same for Renault. The 12-litre engine up to 420hp is by far the most popular choice.
There has been some concern with possible head gasket leaks and front disc replacements but generally the model seems to stand up well. Side skirts and lower front panels are prone to damage and the large front screen is an expensive item to replace. Renault's dealer backup appears to have improved in recent years and its work on residuals is slowly paying off. The final verdict on Magnum durability has yet to be delivered but so far it's delivering the goods for UK hauliers.
LJ by Bill Brock