One giant leap for Renault Premium
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For the past three years Renault’s Premium range has been trailing the European tractor unit field by a distance.
Harsh, you may think, but compared with the products brought to market by its competitors, Renault’s efforts to keep the Premium competitive – with automated transmissions and common rail engines – while proving adequate, have been the cause of one or two touchy moments for the folks at Renault Truck UK’s Dunstable HQ.
But much to the alleged relief of Renault’s entire dealer network, hot on the heels of Magnum’s new chassis and driveline Renault has delivered phase one of a new Premium range – the Premium Long Distance.
Renault is fiercely protective of its brand identity and wants to build trucks that it can honestly call Renaults, but group constraints mean it has to use Volvo components. This is not a bad thing and as expected Renault Trucks has used modified Volvo engines combined with its Swedish parent’s, brakes, axles and automated transmission hardware both in the new Magnum and now the Premium.
But the defining engineering behind its new trucks goes far beyond a cab, a badge and some styling. So the mere mention of the V word is a flogging offence at Renault’s Lyon HQ and it goes to great lengths to show the world that Renault’s new products are not bicycle-borne Volvo’s complete with beret and string of onions.
Depending on the power rating of the engine, two 16-speed ZF manual transmissions are offered as standard on the new range – TO or TD – but the jewel in the gearbox crown is the optional Optidriver 2 automated box. As with the new Magnum, Renault has taken Volvo’s I-Shift box and has developed its own ECU and control software. The result is a 12-speed auto box that rivals anything available on the market.
The new DXi 11 engine is fitted with an exhaust brake as standard. Renault also offers its improved version of the Volvo Engine Brake, called Optibrake. This is an option on manual transmissions and standard with Optidriver 2. In addition a ZF Intarder can be specified with manual transmissions and there is the option of a Voith retarder with the auto box.
The Premium’s powertrain sits within a new chassis that can offer up to eight wheelbase configurations. Two side member heights are available – 266 and 300mm – and the chassis has been widened. Renault uses ArvinMeritor axles and there is a choice of a steel sprung 7.1-tonne front axle or 8-tonne axle on air suspension. Primary stopping power is provided by disc brakes and an electronic braking system. ESP is also offered on the new vehicle as an extra. There is also a new air management system on the Premium.
The Premium’s cab still has a similar appearance to the old model, but some clever styling has given it a wider appearance. A new front grille, three-part bumper and headlight clusters help anti-splash deflectors, new mirrors and a sun visor enhance the cab’s appearance.
Inside there is a totally redesigned wraparound dashboard featuring a digital speedometer and central rev counter. All the engine management information is displayed in front of the driver and the display has an anti-reflective surface. The interior is finished in shades of brown and beige and the build quality feels good.
The steering column carries retarder, radio, headlight, wiper and Optidriver auto box controls but, much to our dismay, in the launch trucks Renault has mounted the cruise control on the dash on a rocker switch. Sources tell us that a new steering wheel with integrated controls including cruise is coming.
There are three versions of the cab available – Alliance, Privilege and Excellence – and sleeper cabs feature extra storage, a bottle cooler worked off the air-con, an under-bunk fridge, television shelf and a wider 150mm thick sprung mattress on the bunk. Air-suspended seats have new upholstery, but the velour finish used on the launch vehicles will not last five minutes in operation. Renault says a more durable finish will be offered.
Renault claims that its new tractor units are up to 300kg lighter than any comparable tractor in their sector.
Finally we were delighted to see that Renault has mounted the tachograph in the headlining on new Premium rather than by the driver’s knee.
Freighted to 35 tonnes, we just had enough weight on board to assess the vehicle’s performance. Using the steering column-mounted stalk we selected drive, disengaged the parking brake and moved off. The gearbox is programmed to operate within a 500rpm range and had no problems in getting us up to road speed by a series of rapid shifts up the box. Renault has definitely made the Volvo auto box its own and we were impressed by the slickness of the operation. Unlike so many auto boxes it picks up from stationary with no hesitation and acceleration is lively.
The 440hp DXi 11 engine has a relatively narrow 2000Nm (1475lb-ft) peak torque band of 300rpm. At 1500rpm the torque has dropped off to 1820Nm (1342lb-ft) but under our 35-tonne load we did not detect any fade in performance at 56mph and it held the gears up the hills well.
Handling is excellent with just enough feedback in the corners to tell the driver he is approaching the limit. The steering is precise and the truck feels stable and reassuring. The ride is generally good, although we did experience some rock and roll over one particularly rough road. And most surprisingly for a Renault we could not detect any rattles or squeaks.
The service brakes are very effective and application is positive and progressive. Our vehicle was fitted with the Optibrake and a Voith Retarder, which operate with the cruise control to keep the vehicle’s speed to the set limit. Combined they made the service brakes virtually redundant and driving a pleasure.
Visibility from the driver’s seat is good and the driving position and seat suspension excellent. One thing we noticed was the dash finish. A protective clear matt rubber finish makes the dash look nice, but we were sorely tempted to pick at it, and expect that bored drivers will. The cruise control position aside, the cab ergonomics are first-class and like the rest of the truck, a massive improvement on the old model.
Renault will use SCR at Euro 4 and 5 and this will be rolled out at the end of April next year. After the long distance range there will be the Premium Distribution down to – an expected – 18-tonnes, which will use the 7.12 and 9-litre engines that are under development. Production of 6x2 380 and 440hp tractors will start in October.
Harsh, you may think, but compared with the products brought to market by its competitors, Renault’s efforts to keep the Premium competitive – with automated transmissions and common rail engines – while proving adequate, have been the cause of one or two touchy moments for the folks at Renault Truck UK’s Dunstable HQ.
But much to the alleged relief of Renault’s entire dealer network, hot on the heels of Magnum’s new chassis and driveline Renault has delivered phase one of a new Premium range – the Premium Long Distance.
Renault is fiercely protective of its brand identity and wants to build trucks that it can honestly call Renaults, but group constraints mean it has to use Volvo components. This is not a bad thing and as expected Renault Trucks has used modified Volvo engines combined with its Swedish parent’s, brakes, axles and automated transmission hardware both in the new Magnum and now the Premium.
But the defining engineering behind its new trucks goes far beyond a cab, a badge and some styling. So the mere mention of the V word is a flogging offence at Renault’s Lyon HQ and it goes to great lengths to show the world that Renault’s new products are not bicycle-borne Volvo’s complete with beret and string of onions.
Specification
To power the new Premium, the engineers at Renault’s Vennissieux engine assembly plant take a Swedish cast and machined, rebored Volvo D9 block and fit pistons, con rods and liners that take the swept volume up to 10.8-litres. The result is the DXi 11 engine with three power outputs. In the UK 380 and 440hp will be on offer, and a 330hp version is available to Europe. Torque offerings for the 380 and 440 are 1800 and 2000Nm (1327/and 1475lb-ft) respectively.Depending on the power rating of the engine, two 16-speed ZF manual transmissions are offered as standard on the new range – TO or TD – but the jewel in the gearbox crown is the optional Optidriver 2 automated box. As with the new Magnum, Renault has taken Volvo’s I-Shift box and has developed its own ECU and control software. The result is a 12-speed auto box that rivals anything available on the market.
The new DXi 11 engine is fitted with an exhaust brake as standard. Renault also offers its improved version of the Volvo Engine Brake, called Optibrake. This is an option on manual transmissions and standard with Optidriver 2. In addition a ZF Intarder can be specified with manual transmissions and there is the option of a Voith retarder with the auto box.
The Premium’s powertrain sits within a new chassis that can offer up to eight wheelbase configurations. Two side member heights are available – 266 and 300mm – and the chassis has been widened. Renault uses ArvinMeritor axles and there is a choice of a steel sprung 7.1-tonne front axle or 8-tonne axle on air suspension. Primary stopping power is provided by disc brakes and an electronic braking system. ESP is also offered on the new vehicle as an extra. There is also a new air management system on the Premium.
The Premium’s cab still has a similar appearance to the old model, but some clever styling has given it a wider appearance. A new front grille, three-part bumper and headlight clusters help anti-splash deflectors, new mirrors and a sun visor enhance the cab’s appearance.
Inside there is a totally redesigned wraparound dashboard featuring a digital speedometer and central rev counter. All the engine management information is displayed in front of the driver and the display has an anti-reflective surface. The interior is finished in shades of brown and beige and the build quality feels good.
The steering column carries retarder, radio, headlight, wiper and Optidriver auto box controls but, much to our dismay, in the launch trucks Renault has mounted the cruise control on the dash on a rocker switch. Sources tell us that a new steering wheel with integrated controls including cruise is coming.
There are three versions of the cab available – Alliance, Privilege and Excellence – and sleeper cabs feature extra storage, a bottle cooler worked off the air-con, an under-bunk fridge, television shelf and a wider 150mm thick sprung mattress on the bunk. Air-suspended seats have new upholstery, but the velour finish used on the launch vehicles will not last five minutes in operation. Renault says a more durable finish will be offered.
Renault claims that its new tractor units are up to 300kg lighter than any comparable tractor in their sector.
Finally we were delighted to see that Renault has mounted the tachograph in the headlining on new Premium rather than by the driver’s knee.
| Specification# | Renault Premium# |
|---|---|
| Engine type | #Renault DXi 11 turbocharged, unit injection |
| #Capacity/cylinders | #10.8-litres six-in-line |
| #Bore x stroke | #123 x 152mm |
| #Max power at rpm | #379hp at 1800-1900rpm/436hp at 1900rpm |
| #Peak torque at rpm | # |
| 1800Nm from 1000 to 1400rpm | |
| # | #2000Nm from 1100 to 1400rpm |
| #Gearbox types | # |
| # | # 379hp ZF16 1920 TD 16-speed |
| # | #436hp ZF16 2220 TD 16-speed |
| # | #12-speed Optidriver 2 automated optional |
| #Rear axle | #P 13170 single reduction |
| #Wheelbases | #3700mm/3900mm |
| #Kerb weight | #6791kg/6807kg average (cab variants differ) |
On the road
At the launch, time was tight so we only had the opportunity to drive a 440hp version with Excellence cab and the Optidriver 2 automated transmission.Freighted to 35 tonnes, we just had enough weight on board to assess the vehicle’s performance. Using the steering column-mounted stalk we selected drive, disengaged the parking brake and moved off. The gearbox is programmed to operate within a 500rpm range and had no problems in getting us up to road speed by a series of rapid shifts up the box. Renault has definitely made the Volvo auto box its own and we were impressed by the slickness of the operation. Unlike so many auto boxes it picks up from stationary with no hesitation and acceleration is lively.
The 440hp DXi 11 engine has a relatively narrow 2000Nm (1475lb-ft) peak torque band of 300rpm. At 1500rpm the torque has dropped off to 1820Nm (1342lb-ft) but under our 35-tonne load we did not detect any fade in performance at 56mph and it held the gears up the hills well.
Handling is excellent with just enough feedback in the corners to tell the driver he is approaching the limit. The steering is precise and the truck feels stable and reassuring. The ride is generally good, although we did experience some rock and roll over one particularly rough road. And most surprisingly for a Renault we could not detect any rattles or squeaks.
The service brakes are very effective and application is positive and progressive. Our vehicle was fitted with the Optibrake and a Voith Retarder, which operate with the cruise control to keep the vehicle’s speed to the set limit. Combined they made the service brakes virtually redundant and driving a pleasure.
Visibility from the driver’s seat is good and the driving position and seat suspension excellent. One thing we noticed was the dash finish. A protective clear matt rubber finish makes the dash look nice, but we were sorely tempted to pick at it, and expect that bored drivers will. The cruise control position aside, the cab ergonomics are first-class and like the rest of the truck, a massive improvement on the old model.
ROADWAY says
Yes, Renault, we think you have done it! There is no doubt in our mind that this is the best medium weight tractor Renault has ever produced. If claims of a 5% improvement in fuel use prove correct, this combined with productivity gains and great performance, look set to put Premium firmly back in the race.Renault will use SCR at Euro 4 and 5 and this will be rolled out at the end of April next year. After the long distance range there will be the Premium Distribution down to – an expected – 18-tonnes, which will use the 7.12 and 9-litre engines that are under development. Production of 6x2 380 and 440hp tractors will start in October.
