OPERATIONS Roadtest: Renault Premium TML E5

Size: px

Start display at page:

Download "OPERATIONS Roadtest: Renault Premium TML E5"

Alfred Holt
6 years ago
Views:

1 Specification RENAULT PREMIUM Price as tested: 91,816 Engine: 10.8 litres, 443hp GCW: 44,000kg Payload: 28,874kg 44 COMMERCIAL MOTOR 27 SEPTEMBER 2007 cmot-sep p /9/07 1:08:10 pm

2 CHANGING PERCEPTIONS The Renault Premium has had to overcome a poor reputation and a perception that it didn t offer good value for money. But a revamped cab and fresh driveline have put it back among the front runners. Renault Trucks, like its contemporaries, has been busy tweaking its vehicles specifications to provide state-of-theart products to operators. In the Premium s case this evolution has included an automated transmission. This will be welcomed by operators keen to deal with less competent drivers, especially in the larger fleets. The Premium, unlike most of its competitors, suffered from poor market perception in its early days, not least because of its no-frills cab. Its saving graces were the 385hp and 420DCi engines and value for money. In fact, most open-minded drivers begrudgingly enjoyed the Premium experience once they d been coaxed behind the wheel with a pasty. It was undervalued from its inception by Renault, being designed to get a leg up in the market with buy-backs. This worked to a degree, but operators closely associate quality with its price tag; never in British industry does one get owt for nowt. The current 10.8-litre DXi11 SCR Euro-4/5 driveline, which has the potential to rival the 385 and 420, broke cover in April It s based on the 9.0-litre Volvo lump. Renault offers three power ratings: 370hp/1,735Nm; 410hp/1,900Nm; and (as tested here), 450hp/2,140Nm. The soon-tobe-tested Magnum has the DXi13 engine rated at 460 and 500hp. The long-distance option comes in several guises: two- or three-axle rigid; 4x2 tractor unit; and 6x2 (pusher axle) tractor unit. Cabs come in sleeper and day cab guise, with standard or high roofs and three levels of finish: Alliance, Privilege and Excellence. For this test we had to settle for Privilege. Renault offers seven transmissions (five manuals and two autos) from the Super H (four-over-four replacing the slap-over) to Optidriver+, as fitted here, which is born from Volvo s I-Shift. Drive axles come with single and double reduction, and there are four fifth-wheel heights. A Premium TML Euro-5 chassiscab is listed at 83,310. On top of this Euro-5 compliance will set you back 1,760 (though this is reclaimed through the VED incentives over four years); Optidriver+ with Optibrake is 3,904; the Privilege cab is 2,800; and the reversing buzzer is 42. On the road Two pedals good; three pedals bad. That seems to be the way of things at the moment with manufacturers introducing automated transmissions quicker than some operators seem to want. The benefits of autos are twofold: reducing the chance of driver error and prolonging the life of the clutch. The only perceived disadvantage is that some drivers feel the job is becoming de-skilled. Let s concentrate on the benefits. The auto box is operated from a stalk located on the steering column. It has a D and N switch denoting drive and neutral, with a C for crawl and R for reverse towards the end of the column. Lift up the stalk and it switches between auto and manual. So, fire up the engine, put it in D and away you go. Pressure on the accelerator will tell the transmission when to change, generally somewhere between 1,400 and 1,500rpm depending on the gradient. It also likes to lug down before changing, just like a decent Cabs come in sleeper and day cab guise, with standard or high roofs and three levels of finish 27 SEPTEMBER 2007 COMMERCIAL MOTOR 45 cmot-sep p /9/07 5:38:11 pm

Our verdict Cab comfort Apart from the crowded steering column, Renault has taken a sensible approach to the layout of the dash driver using a manual transmission.

In auto it will drop gears to generate more braking power. The third option is activated by pulling the stalk towards you.

In fact, with indicators, windscreen washers and the radio controls, the French have added five stalks to the steering column and two cruise control switches to the steering wheel.

To get the best from the Premium we used auto and cruise, which operates from and to 10mph.

There are changes that take place at inopportune moments, like reaching the apex of a hill climb.

override might stop a seemingly pointless change, but a quick corrective gear change in auto addresses this with only the slightest loss of momentum.

The engine brake kicks in 2mph over designated cruise speed, which can be overridden by switching off the cruise or pressing on the accelerator.

3 Our verdict Cab comfort Apart from the crowded steering column, Renault has taken a sensible approach to the layout of the dash driver using a manual transmission. On the top left of the steering column is a stalk for the engine brake; it s a three-stage unit with the third position generating 317kW of retardation at 2,300rpm. In auto it will drop gears to generate more braking power. The third option is activated by pulling the stalk towards you. The cruise controls live on the steering wheel with +/- on the left, with on/off/resume on the right. In fact, with indicators, windscreen washers and the radio controls, the French have added five stalks to the steering column and two cruise control switches to the steering wheel. It s all a bit much and it is all too easy to find yourself turning up the radio when you want to want to reactivate cruise. To get the best from the Premium we used auto and cruise, which operates from and to 10mph. Providing the road is clear it s the easiest and, in theory, the most fuel efficient way to get up and down the speedo. There are changes that take place at inopportune moments, like reaching the apex of a hill climb. As the rev counter drops and a 46 COMMERCIAL MOTOR 27 SEPTEMBER 2007 Cross-cab access from driver s seat to the bunk, and back again, is exemplary for a non-flat-floor truck change is imminent manual override might stop a seemingly pointless change, but a quick corrective gear change in auto addresses this with only the slightest loss of momentum. You could argue that preventing a change by going to manual takes just as long as the engine takes to recover from lower revs in auto, so it s six of one, half-a-dozen the other. The engine brake kicks in 2mph over designated cruise speed, which can be overridden by switching off the cruise or pressing on the accelerator. The trouble is remembering what s switched on and what s switched off... at times the needles nosedive as you haven t switched something on or haven t switched off the engine brake. It s a bit too much like mission control for conservative drivers. On the whole, performance was strong around our two-day test route. On the first real hillclimb on the A68 the ascent was made using cruise control, which worked down to 11mph on the top half of the climb very impressive. Castleside, our second hillclimb, was the only time we used the kick-down power option and the manual override. Both were relatively slow hillclimbs compared with some other vehicles, but they were completed comfortably. Productivity CM s database of Euro-5 fuel figures is starting to take shape and the first signs are encouraging for SCR drivelines. Renault s Premium 450DXi returned 8.02mpg overall; on day one it registered 8.68mpg and on day two it recorded 7.54mpg. When you look at the Fuel Consumption table you ll notice Daf s CF85 has set the cmot-sep p /9/07 1:06:29 pm

Specification RENAULT PREMIUM Importer: Engine: Cylinders: Bore/stroke: Capacity: Compression ratio: Maximum power: Maximum torque: Transmission: Gear ratios: Rear axle: Final drive ratio: Brakes:

Renault Trucks DXi Euro-5 selective catalytic reduction sixcylinder in-line common-rail Six, in line 123x152mm 10.8-litres 18.

85:1 Disc-brakes, electronic Air Product Management [APM] with ABS, torque drag control, traction control [ASR], hill start assistance, brake pad wear equalisation Front and rear, 434x45mm; mid-lift,

4 Specification RENAULT PREMIUM Importer: Engine: Cylinders: Bore/stroke: Capacity: Compression ratio: Maximum power: Maximum torque: Transmission: Gear ratios: Rear axle: Final drive ratio: Brakes: Brake dimensions: Secondary brake type: Chassis: Frame dimensions: Wheelbase: Suspension: Steering: Wheels and tyres: Fuel tanks: Electrical system: Battery/generator: Test trailer: Weight as tested: Renault Trucks DXi Euro-5 selective catalytic reduction sixcylinder in-line common-rail Six, in line 123x152mm 10.8-litres 18.3:1 443hp (331kW) at 1,500rpm 2,140Nm (1,578lbft) between 1,100-1,300rpm 12-speed AT 2412C Optidriver :1 Single reduction drive axle 2.85:1 Disc-brakes, electronic Air Product Management [APM] with ABS, torque drag control, traction control [ASR], hill start assistance, brake pad wear equalisation Front and rear, 434x45mm; mid-lift, 375x45mm Optibrake three-stage engine brake producing 275kW at 2,300rpm Rear waisted main frame with front under-run protection 1, x300x7mm 5,442mm Front, parabolic leaf springs, telescopic damper and stabiliser; rear, air suspension, telescopic shock absorbers Hydraulic power assisted Wheels, 22.5x8.25; tyres 295/ litre tank plus 60-litre AdBlue tank 24V earth return 2x12V, 225Ah/100A CM test trailer 44,000kg pace and bettered Renault by a good 0.3mpg. Volvo s FH was one step better, albeit with a box trailer. All of the more powerful engines paid for it at the pumps. That you can surpass 8mpg at 44 tonnes is credit to the manufacturers. Renault ran into a 10-17mph headwind on the opening day so it was here that its fuel figure suffered the most it was down against Volvo and Daf s XF The second day it proved to be a match for the Volvo, but Daf has set a record that may not be beaten. Premium used more AdBlue than its competitors 15.4-litres on the trip and 5.6% of the diesel used. Financially, that makes the Renault has revamped its cab, rejigged its exterior and delivered a new driveline FACT FILE The 10.8-litre DXii SCR Euro-4/5 driveline is based on the 9.0-litre Volvo lump Premium to run 100km, 46p more than the Volvo and 1.29 more than the Daf. Despite not packing the power punch of its stronger rivals its average times held up well. We trotted around at an average of 72.7km/h, which was quicker than the Volvo, but behind the Daf and Scania. Cab comfort These days the single bunk is standard for the Premium, which reflects its role in the fleet market. That does give way to a huge volume of space for the optional second bunk, but overall Renault has not utilised this one-bunk cabin space well. A shelf to the left above the windscreen offers space for a TV or microwave. It s normally a question of economics, but the French could have set up an optional shelf on the side wall with a DIN socket so the driver could have the TV or microwave in that dead space. Where the shelf is now could be used as extra storage, with perhaps more storage on the back wall in the form of racking, netting or a shelf. All of this is optional, of course, but it could re-jig the cab giving it more resourcefulness and scope for the driver. The aesthetics of the light-coloured interior, however, is something that the French have got right and it opens up the cab. Two narrow external wet lockers are deep so diesel gloves and tools should have enough space to co-exist. The door pockets are also narrow, so any drinks are encouraged to be stored where the gearstick used to live. With additional room under the bunk and across two-thirds of the truck above the windscreen, storage is, on the whole, sufficient for fleet operations that trunk. Spend a full week in the Premium, however, and it might not offer enough storage if you like your gadgets to keep you company on the long winter evenings. Noted in the specs list is the mattress thickness, and with good reason. Renault has a thin wooden base so the mattress has to be thick to make it comfortable, but it is down to 27 SEPTEMBER 2007 COMMERCIAL MOTOR 47 cmot-sep p /9/07 5:41:54 pm

each driver s personal preference. The passenger seat in the Privilege cab of the Premium folds down to provide more space, but as we have mentioned before, the French used to offer a solo cab option.

5 each driver s personal preference. The passenger seat in the Privilege cab of the Premium folds down to provide more space, but as we have mentioned before, the French used to offer a solo cab option. With more than 90% of the industry running solo this has to be considered for a return. You can always fit a fold-away seat with a safety belt in case a passenger joins. There are plenty of internal lights, with the main two above the driver s door and the one situated at the head of the bunk behind the passenger s seat. This truck also came fitted with an air line enabling the driver to use a variety of additional equipment to clean the cab, but otherwise it s option free. Apart from the already mentioned crowded steering column, Renault has taken a sensible approach around the dash. Everything is within reach of even the shortest-armed driver on the company s books. You can pull up most details on the dash, including fuel consumption in the form of lit/100km and mpg to keep the weight off the accelerator as you go. And as for the driver s seat, it s flexible and comfortable. The lack of a gearstick is a main plus. It s hard to imagine automated transmissions having an effect on a night s sleep. Cross-cab access from driver s seat to the bunk and back again is exemplary for a non-flat-floor truck. COMPARISONS: DRIVING In auto, changes vary between 1,300 and 1,500rpm; the transmission will keep in the green band at all times Acceleration (sec) 0-80km/h 32-64km/h 48-80km/h Hill climbs Miltonrigg Hill Castleside M18 M1 Braking (stopping distance) 32km/h 48km/h 64km/h In-cab noise (db(a)) 48km/h 64km/h 80km/h 88km/h Tickover Renault Premium min 31sec 2min 39sec 4min 02sec 5min 32sec Daf CF X2 Spacecab min 17sec 2min 14sec 3min 54sec Baulked Scania R500 Highline 44 tonnes/euro min 33sec 2min 31sec 3min 52sec 5min 00sec Volvo FH Globetrotter XL min 18sec 2min 19sec 3min 50sec 5min 02sec 9.05m 16.2m n/a FACT FILE Over the two day test the Premium 450DXi returned 8.02mpg overall Out on the road cruise control proved impressive 48 COMMERCIAL MOTOR 27 SEPTEMBER 2007 cmot-sep p /9/07 1:16:51 pm

VEHICLE DIMENSIONS Good parameters with Renault; tall, broad and the interior is voluminous thanks to the light colours.

weights GVW GCW Front axle Rear bogie Weight as tested Kerbweight (with 75kg driver) Unladen test trailer Net payload 23,700kg 44,000kg 7,100kg 18,350kg 8,126kg 7,000kg 28,874kg VIEW FROM SIDE L M D

floor height Wheelbase (OAS) Cab length Internal height (maximum) Internal height above bunk Bunk thickness (top/bottom) Rear overhang from axle bowl External cab height Chassis height (fifth-wheel

6 VEHICLE DIMENSIONS Good parameters with Renault; tall, broad and the interior is voluminous thanks to the light colours. More work is needed on the interior design to make the most of the room Security features Engine immobiliser Alarm Central locking (optional) Secure grille Locking fuel cap Secure battery Plated weights GVW GCW Front axle Rear bogie Weight as tested Kerbweight (with 75kg driver) Unladen test trailer Net payload 23,700kg 44,000kg 7,100kg 18,350kg 8,126kg 7,000kg 28,874kg VIEW FROM SIDE L M D C INTERNAL DIMENSIONS F B FACTS & FIGURES K Specification RENAULT PREMIUM H I Dimensions (mm) A B C D E F G H I J K L M External width External length Front overhang from front axle Step heights Cab floor height Wheelbase (OAS) Cab length Internal height (maximum) Internal height above bunk Bunk thickness (top/bottom) Rear overhang from axle bowl External cab height Chassis height (fifth-wheel height) 2,490 7,310 1, , 340, 310 1,010 5,442 2,460 2,040 1, ,940 3, E A CONFIGURATION AND CYLINDERS J G The Premium costs to run 100km Premium used more AdBlue than its competitors 15.4 litres on the trip and 5.6% of the diesel used 27 SEPTEMBER 2007 COMMERCIAL MOTOR 49 cmot-sep p /9/07 1:18:04 pm

OPERATIONAL TRIAL RESULTS This benchmark is now 8mpg for a

costs Our verdict Engine The Euro-5 engine costs more than a

In return you get a 500 VED discount, and early signs are

consumption Overall, mpg (lit/100 km) Day 1 overall Day 2

Renault Premium 8.02 (35.2) 8.68 (32.5) 7.54 (37.5) 5.92 (57.

40 (33.6) 9.02 (31.3) 7.94 (35.6) 6.06 (46.6) 9.68 (29.2) 8.

1) 8.32 (33.9) 6.77 (41.7) 5.71 (49.5) 7.65 (36.9) 7.06 (40.

54 (37.4) 6.01 (47.0) 8.99 (31.4) 7.95 (35.

motorways Tough motorways 72.7 54.6 78.4 78.4 74.9 60.0 79.

0 Running costs AdBlue rate (% of diesel) Fuel cost (

17 0.79 28.96 5.8 26.90 0.78 27.67 n/a 30.48 n/a 30.48 4.

7 OPERATIONAL TRIAL RESULTS This benchmark is now 8mpg for a truck to keep costs below the magic 30p per 100/km running costs Our verdict Engine The Euro-5 engine costs more than a Euro-4. In return you get a 500 VED discount, and early signs are that it also offers improved fuel consumption Fuel consumption Overall, mpg (lit/100 km) Day 1 overall Day 2 overall Tough A-roads Easy A-roads/motorways Tough motorways Renault Premium 8.02 (35.2) 8.68 (32.5) 7.54 (37.5) 5.92 (57.7) 8.67 (32.6) 8.35 (33.8) Daf CF X2 Spacecab 8.40 (33.6) 9.02 (31.3) 7.94 (35.6) 6.06 (46.6) 9.68 (29.2) 8.62 (32.8) Scania R500 Highline 44 tonnes/euro (38.1) 8.32 (33.9) 6.77 (41.7) 5.71 (49.5) 7.65 (36.9) 7.06 (40.0) Volvo FH Globetrotter XL 8.10 (34.9) 8.88 (31.8) 7.54 (37.4) 6.01 (47.0) 8.99 (31.4) 7.95 (35.5) Average speed Overall, km/h Tough A-roads Easy A-roads/ motorways Tough motorways Running costs AdBlue rate (% of diesel) Fuel cost ( /100km) AdBlue cost ( /100km) Total cost ( /100km) n/a n/a Despite not packing the power punch of its stronger rivals its average times held up well 50 COMMERCIAL MOTOR 27 SEPTEMBER 2007 cmot-sep p050 Sec1:50 20/9/07 1:15:15 pm

OUR VIEW Residual xxxx values for the Premium have improved; it now surpasses the Daf xxxx CF85 and is within sight of the Volvo FH13 we tested in August Kevin Swallow has the last word Comparisons

480 Globetrotter XL CM 30 Aug 2007 Payload as tested As tested, kg 28,874 29,355 28,040 28,000 Servicing downtime Annual total, hours 3.5 7.0 4.0 7.

8 OUR VIEW Residual xxxx values for the Premium have improved; it now surpasses the Daf xxxx CF85 and is within sight of the Volvo FH13 we tested in August Kevin Swallow has the last word Comparisons ownership Test date Renault Premium CM 27 Sep 2007 Daf CF X2 Spacecab CM 13 Sep 2007 Scania R500 LA Highline 44 tonnes/euro-3 CM 13 Oct 2005 Volvo FH Globetrotter XL CM 30 Aug 2007 Payload as tested As tested, kg 28,874 29,355 28,040 28,000 Servicing downtime Annual total, hours Contract maintenance Per year, Parts prices Basket of spares, Residual value* Three years Five years Dealers UK/Europe Warranty Basic cover months/distance List price* Basic chassis-cab, 3,552 2, ,875 15,275 69/1,200 24/unlimited 83,310 3,072 2,340 20,300 11, /900 24/unlimited 36 servicing 93,750 3,353 1,711 28,600 19,100 89/1,000 12/350,000 93,025* 3,620 2,782 24,400 16,200 89/900 24/unlimited 36 servicing 102,532 Servicing downtime: Recommended standard servicing, 120,000km/year UK trunking. Contract maintenance: One of a five-year contract, minimum of eight inspections, 120,000km/year UK trunking. Parts prices: Retail total of brake linings (full set), headlamp unit, door mirror, wiper blades, oil/air filters, clutch. Residual values: Trade value, assuming 120,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: *Equivalent current model NEXT WEEK CM tests the Renault Maxity With roadtests you have other factors to consider before judging the fuel figure and cost per 100km. The argument for SCR is well cited and with more than 8mph and a cost less than 30p per 100km at 44 tonnes the overall picture is positive. Premium presents a good image for the industry. t has broken the shackles of its previous incarnations that were undervalued financially but were competent tools. The cab is proficient but Renault needs to look at its internal design if it is to offer something different, and arguably better, than its competitors. It s main selling point is the automation and driveline. It delivers power efficiency, and a stress-free experience for the driver, less wear and tear and levels the playing field between good and bad drivers, plus residuals are strong on the two-pedal types. THE VERDICT 27 SEPTEMBER 2007 COMMERCIAL MOTOR 51 cmot-sep p051 Sec1:51 20/9/07 1:05:10 pm

DAF CF We take this 18-tonner on the Scottish test route. Words: Kevin Swallow / Images: Tom Lee. For today s news visit:

DAF CF We take this 18-tonner on the Scottish test route. Words: Kevin Swallow / Images: Tom Lee. For today s news visit: road test DAF CF65.300 We take this 18-tonner on the Scottish test route 34 COMMERCIAL MOTOR 6/10/11DAF CF65.300 Long-haul in an 18-tonner isn t as rare as you might think, as operators increasingly tailor