Mason aims to fill the gap
Page 14
If you've noticed an error in this article please click here to report it so we can fix it.
• by Toby Clark Renault VI has launched the long-awaited successor to its Messenger range, and declared an intention to double its share of the 3.5-6.5-tonne GVW class. The new Mascott shares some panels and driveline components with Iveco Ford's new Daily, which will be launched in a fortnight's time.
The Mascott line-up ranges from 3.6 to 6.6 tonnes GVW, in chassis-cab, chassis-cowl, crew-cab and panel-van versions. The three engine choices are variants of the 2.8-litre SOFIM unit; they include a new 123hp version with common-rail fuel injection. RVI also plans to offer a CNG-fuelled version.
Description
RV! stresses that the Mascott is a "light truck" rather than a stretched version of a van: a ladder chassis and twin rear wheels emphasise the point. But the cab is derived from the design in the highly successful Master van—a clear advance on the Messenger—and there will be some overlap in models at 3.5 tonnes GVW.
Improved sound insulation is given as one of the reasons why the Mascott will be slightly heavier than its forebear. In other respects the Mascott is very modern: it has hydraulically operated disc brakes all round, with ABS as an option. Engine or gearbox-mounted PTOs are available, and a cliff-lock is optional on all models.
Renault makes the point that the Mascott's chassis is similar to that of the Messenger, and existing body designs should fit without modification. But the company will also be offering bodies straight from the factory In France these will include, tippers, aluminium dropsides and 20m3 box vans, as well as standard panel-van versions with loadspace volumes of 12 and 14m3 (these will be the basis of minibus variants).
The company's light commercial business manager, Benoit Caron, says: "RVI is going to confirm that it really is a fullrange manufacturer." And the light truck market is buoyant at the moment; however, the Messenger took only around 6% of sales in its class in Europe during 1998. RVI wants the Mascott to double sales to 12,000 by 2002, as part of its strategy to take 10% of the overall European truck market.
The Mason should be capable of this—but Iveco, Mercedes, VW and a number of Japanese manufacturers will have other ideas.
The Mascott will not appear in the UK before June, and the naturally aspirated version will not be offered over here. Pricing has yet to be decided, but it is likely to cost 3-4% more than the equivalent Messenger models. It will be offered with factory-fitted bodywork, probably sourced tom France.
Impressions
First impressions of the Mascott are familiar, as the cab is similar to that of the Master van—only the tachograph and the suspended driver's seat give the game away. But driving it is a different matter: the SOFIM engine is not especially refined, particularly in naturally-aspirated 84hp form, and the gate of the cable-controlled five-speed gearbox is a little sloppy.
The Mascott handles well and its ride quality is acceptable but the test vehicles were too lightly laden for a definitive jodgement.
RVI had only two of the common-rail turbo-diesel versions available so we were not able to drive them: this may point to supply problems while both the Mascott and the new Daily are launched.
Other testers report that the 123hp unit is more refined than the others, and that the sixspeed ZF gearbox was more precise than the five-speed.
Renault Mascott light truck111 Versions available: Chassis-cab, chassis-cowl, crew-cab and standard van body.
GVW variants: 3.5, 5.0, 5.5,6.0 and 6.5 tonnes.
Wheelbase options 3.13, 3.63, 4.15 and 4.63m (the van body is only available at 5.0 tonnes GVW and on 3.63 and 4.13m wheelbases).
Chassis: Channel-section ladder frame; side-members, 160x60x4mm or 160x60x5mm.
S16 pefision: Front, two-leaf steel parabolic springs with anti-roll bar (optional at 3.5t GVW); rear, three-leaf steel parabolic springs with anti-roll bar.
Cab: Welded steel construction.
Brakes: Hydraulic, deal-circuit disc brakes, with cableoperated drum handbrake on rear wheels.
Gearbox. ZF 55-200 five-speed (standard with 84hp and 105hp engines) or ZF S6-300 six-speed (standard with 12Shp engine).
Options: Air conditioning; front or side-mounted PTO; locking differential; and "cold-climate" pack comprising 120A alternator, diesel fuel beater and special coolant.
ENGINE OPTIONS
All engines are four-cylinder SOFIM direct-injection diesels; bore/stroke, 64.4x100.0mml displacement, 2.8 litres.
Mascott 90 Mascott 110
Mascott 150
rip
8140-63 8140-43 Type Naturally aspirated diesel Charge-cooled turbo-diesel
Power ouiput 84hp (BMW) at 5800rom.
105hp (78ki9) at 3,600rpm 123hp (92kW) at 3,600rpm.
Maximum Lei ride.
180Nm (1331bft) at 2,000rpm 260lim (18411ift) at 1,1100rpm. 290Nm (214Ibft) at 1,800rpm.