W e tested the redesigned G330, powered by an uprated version
Page 27
If you've noticed an error in this article please click here to report it so we can fix it.
of the 9.8-litre engine, in November 1990. Like the G290 it retained a high torque
output at modest engine speed and developed its maximum power at 10Orpm less than before As a result it was quicker to accelerate through the gears but, although it performed well in the hills, overall times were very similar An improved gear linkage makes the operation of Renault's familiar B18 as slick in right-hand drive models as it had been in lefthookers and the splitter mechanism was as quick as any in the business. Overall the G330 was only marginally better on fuel than the G290 we tested five years before but on average it was still competitive with the ERF E12.32ST, Mercedes-Benz 1733, Iveco Ford 190.32 and Scania P113320. Instant release of the park brake made life particularly easy when restarting on hills and the service brakes were quietly efficient. The park brake button was so close to the seat, that our tester was unable to reach it, but longer legged drivers, sitting further back, might not have found it so difficult. Anti-roll bars fitted front and rear made the ride of this steel-suspended unit quite stiff We would not have objected to this but for the fact that it gave little warning of understeer when driven slightly too fast into a corner Renault was the last manufacturer to use the Club-of-Four cab on a 38-tonner, but numerous detailed revisions made it quite serviceable and we felt that drivers should find the basic level of comfort adequate It still lacked a self-cancelling indicator control but a buzzer was loud enough to remind the driver to do it manually