has been focussing its attention on the Premium tractive unit
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and, more recently, on the Midlum range. But ever since they replaced the Manager G2I0 in 1996, the unsung heroes of the D ver the past few years Renault VI
Premium range have been nibbling away at the r8-tonne marketplace. More than any other model, the Premium has changed the perception of Renault as a serious truck builder. With this range came more powerful engines and an all-new cab, with a smiley face and vastly improved ergonomics. The 6.2-litre engine—low-tech by today's standards but well-proven—came with outputs of 210 or 25ohp, transmitted via an Eaton 41o6A box with six synchronised ratios.
Seven wheelbase options range from 3.826.79m; this week's test vehicle is based on the second-from-longest 6.4om frame. No doubt with resale values in mind, it also comes with the optional sleeper cab— although we wonder how many "residualfriendly" bunks ever get slept in.
Product low-down
Thomas's Truck Rental runs about r,000 vehicles out of depots in Birmingham and Leicester. Renaults account for 6o% of its fleet of 7.5-tonners, i8-tonners and tractors, which reflects the firm's satisfaction with the marque.
Trucks are supplied on anything from daily rentals to three-year con tracts. Our vehicle, R420 XOG, has had a relatively easy life—it had covered no more than 104,000km when we first climbed aboard; that's less than the average sales rep's Mondeo. No surprise, then, to find the cockpit still looking pretty much as good as new—the only significant blemish is a cracked face on the rev counter.
Apparently, in the words of a famous singing Welshman, it's not unusual, being caused by solid objects left on the steering column before the easy-access tilt mechanism is operated. The bunk area looks like it's never supported anything heavier than an overcoat and a newspaper.
Outside the news is just as good, with the widespread use of plastic panels at the front of the Premium playing its part. Our "Tools of the Trade" feature on the Premium (CM 30 Nov-6 Dec z000) included some evidence of a deteriorating paint finish on the chassis rails, but the paint on our example looks fine. The only visible rust is on the dozens of washers on the body mountings.
Other than routine servicing, R420 XOG needed a new clutch after six
months at 46,000km; it had a leaky engin side plate sorted out a year later, Part of thl Premium's reliability is undoubtedly (low] to its simplicity: its 2tohp charge-cooled six pot engine is fed by conventional mechani cal injection; drive is transmitted via a plait and simple Eaton six-speeder and a single reduction axle. The most sophisticated par of this truck is probably the radio.
The body is an Overlander Transliner witl an internal length of 7.7m and a 2.4m ceil ing; it is accessed by a 1,500kg Ross anc Bonnyman tail-lift. The state of the body just as you would expect from such a lighth used vehicle. The only area where till Premium looks less than impressive is it the tyre department with no less than fou: different brands fitted, two of which we'vc actually heard ofl
Bottom line
As this is the first r8-tonner to be testec round our mid-Wales used truck route, corn parisons are difficult. The closest we car come up with is the used Volvo FL618 21c which was taken around our South Wale: distribution route (CM 18-24 May 2000) The Volvo returned ri.9mpg overall at ar average speed of 6 2.okm/h: figures we were pleased with at the time. This Renault offer ing achieved figures of 12.8mpg and 64.5km/h which, given the more challeng. ing nature of the new test route, is more than respectable.
The £17,000 asking price for R420 XOG seems fair, given that it matches CA P's June retail valuation for an example with 24o,000krn and no tail-lift.
Renault VI's "Choices" used truck pro. gramme offers three levels of
preparation. The most basic level is the appropriately named Standard, while the Elite takes care of the top end. Our Premium is offered at the middle Prestige level, which means it has received a 92point check and comes with a six-month, unlimited-distance driveline warranty, which can be extended at a price.
On the road
Moving away from rest it's not immediately obvious that you're behind the wheel of a truck with I.Ghp/tonne to its name. The six-speed box and relaxed final-drive ratio means that standing-start acceleration when fully freighted is rather leisurely. If your operation involves lots of stop-start work you might want to look for a 250, but once up to speed the 210 copes well enough—its ability to maintain the motorway limit is particularly impressive.
Driving the Premium requires a modicum of strength as the clutch and throttle are on the heavy side; the gear change, while admirably precise, needs a firm effort to operate. The non-ABS brakes, however, with their ventilated front discs, are progressive and very effective. The exhaust brake is controlled by a floor button behind the steering column where it favours drivers with a little basic experience of ballet dancing.
Apart from some crashing out from the front suspension on the worst surfaces the ride is perfectly acceptable, even in the passenger seat (of which more anon).
The steering is totally unremarkable, which means it must be right, and in terms of handling the Premium coped easily even with the twistiest bits of mid Wales swervery. However, the long wheelbase means that care is needed on tight bends, where it tends to cut in more than an artic.
Cab quality
Renault's "Access" concept of facilitating cab entry with doors that open more than 90°, a self-raising/lowering driver's seat and easymove steering column really does work. Although we found the tallish gear lever to be slightly too close to the steering wheel for our comfort, the air-suspended seat has a full range of adjustment, giving all shapes and sizes the chance of a good driving position. By way of contrast, however, the passenger seat could hardly be more basic. It slides fore and aft, and that's it; no recline and not even a head rest. To make matters worse, the seatbelt's fixed top mount is too high. The distribution Premium's sleeper cab is n D remarkably similar to the Long Distance item, the main difference being its mounting, which is one step lower, giving a correspondingly higher engine hump, A tray moulded into the one-piece floor covering makes positive use of the hump, and a lowered front edge means cross-cab access is just about on. Blue is the colour of the cab interior, used for the seat cloth, curtains, bunk and even the floor.
Visibility is good, aided by another Renault "concept": the Vision passenger door with its glazed lower panel and vertically split, horizontally sliding upper panel. Windows on both sides are electrically powered but the mirrors are not, although they are heated.
Any conceivable in-cab entertainment needs can be accommodated by the four DIN panels above the screen, although ours only contained the radio-cassette with its useful steering columnmounted "satellite" controls. The centre and nearside of the screen header contains lockers: the other major storage areas comprise the under-bunk space that is not occupied by the night heater, and the glove box with its lid/table.
In best Gallic style ashtrays abound, although our truck must have sensed a nonsmoker at the wheel as the main ashtray fell onto our feet before the test proper even
began. A 2,4V lighter socket and a 12,V DIN The bunk shows little socket provide power for accessories. signs of use, but The instrument panel contains the usual there's some useful gauges for air, fuel, coolant and oil (the oil storage space gauge contains a power-on oil-level check). beneath it, and in the The normal switchgear is joined by a speed header lockers limiter test button (since deleted from the (below left).
inventory) and an isolator switch for the tail-lift—an external battery isolator switch comes as standard. The cab proved reason ably quiet with little wind noise, although an intermittent squeak from the cab mounts kept us guessing.
CM verdict
So what sort of Premium r8-tonner do you get for £17,000? In this case, at least, it's a very good one, although we can't guarantee that many examples will have such car-like usage levels. But even if it had done two and a half times the mileage, as the price guides expect, you should still end tip with a versatile and reliable low-tech workhorse capable of earning its keep for a long time to come. Expect a high turnover of drivers' mates, however.
• by Colin Barnett