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F ew of us gave more than a passing thought to

30th March 2000, Page 35
30th March 2000
Page 35
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Page 35, 30th March 2000 — F ew of us gave more than a passing thought to
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Renault's futuristic concept vehicle with its big, slabfronted cab when it was first presented in the mid-eighties. Unlike most concept vehicles, the Magnum came to fruition, and production vehicles were launched onto the market in August 1990. In France it was an almost overnight success, and on the Continent more than ro,000 units went into service in less than five years.

The image Renault presented then was not as popular in the UK, where the response was more muted. But even here there were about 500 registrations in a similar period. Many of the early sales were to people who wanted a big-cab truck for international work, and some bought left-hookers. There were also plenty of operators who thought it was just too big for domestic or any type of work—but drivers liked the living space the cab provided and the freedom of movement the flat floor

made possible. As a flagship it was an 1 catcher, and -to years on it still stands out fi the crowd on British roads.

The Magnum AE38o was first impo: with a six-cylinder 12-litre engine (actu rated at 369hp) alongside the big Mack I V8 16.4-litre engine, with four valves per q der, rated at 5o3hp. This made Renault the manufacturer to offer the British mark truck rated at more than 5oohp. Renault t its Br8 range-change splitter gearbox to d through to an air-suspended hub-reduc axle. The cab was specified with two bunks came with an electric tilt mechanism.

Two years later the ra-litre engine was rated to a genuine 385hp, while the power f the V8 was increased to 52ohp. Other chat induded disc/drum brakes, an anti-roll ba the front axle and options for air condition tinted glass, electric adjustable and heated view mirrors, and central locking.

In 1996 power options were revised to 430 and 470 for the rz-litre Mack engine ar Da massive 56ohp for the V8, while meeting Euro-2 emission standards. The 12-litre engine has two cylinder heads, each covering three cylinders, with four valves per cylinder. Injection timing and fuelling is controlled by the V-MAC (vehicle management and control system.

It also Features cruise control and a diagnostic capability, taking information from sensors positioned around the vehicle. All three power options are accompanied by a torque plateau between 1,100rpm and 1,400rpm, giving a relaxed driving style. The 12-litre engine can be fitted with a Jacobs engine brake, which gives 3o5hp of braking power at 2,1 oorpm, working in conjunction with the standard exhaust brake.

The following year Renault upgraded the Magnum package with electronic braking (EBS), incorporating a new front disc/caliper set-up designed to extend service life and give a faster response; an anti-theft starting system using a coded ignition key; a hydraulic retarder

weighing I30kg but capable of delivering up to 800hp of braking effort; and Infomax data collection and analysis software. Cab suspension was improved to reduce cab roll and variable assistance steering was introduced to improve driving accuracy. The radio and independent heating system can be controlled from the bunk, while tinted thermal glass serves to filter the sun's rays and keep the cab cooler. Electric blinds give privacy at night. Air conditioning is standard on many models. The air-operated steering column adjusts for reach and rake.

Renault's latest E-Tech engines are due this year, rated at orhp and 471hp. With unit pump high-pressure injection systems, they form the basis of Renault's Euro-3 Magnum model range. The Br8 transmission is supplanted by Z F'sr6S Ecosplit gearbox, which is equipped with Servoshift to make gear changing lighter. Retarders can be controlled from the steering wheel, and two models are now fitted with disc brakes all round.

• by Bill Broth

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