Made for the road the Renault Magnum

The Renault Magnum is a flagship for long distance transport its sturdiness and distinctive design are the exterior indications of its interior quality it is one of the best soundproofed and most comfortable cabs you could sit in. It also offers the driver excellent all-round visibility - large glazed areas; wide rear view mirrors; a commanding position of the road ahead and at night halogen headlamps with complex lenses ensure a high level of lighting.

In the Cab
The Magnum cab remains one of the largest and most spacious in the market. Perhaps that’s what adds to the challenge of entry and exit! Once you are in though, it’s certainly worth the climb. The internal height of 1.87m (over 6ft) and a completely flat floor means you can move around freely standing up and once you park yourself in your air suspended seat, the joys of the new Magnum become apparent. The heated seat, which is adjustable for height, weight and reach, gives you a perfect driving position. The 4-spoke padded steering wheel is fully adjustable for height and rake as well. The control layouts in the new Magnum’s are also simple and easy to use as well. The dashboard display panel conveys comprehensive driving information, fault analysis and maintenance details. If you are off the messy disposition like yours truly, there’s also an endless amount of storage for your bits and bobs. There are two cab variations on offer Privilege and Excellence.

The Power to Deliver
The DXi13 engine in the Magnum optimizes your travelling time even on the most demanding routes and provides new power levels at 460 and 500 hp and offers up to 5% reduction on fuel consumption. We tested the beefier 500 hp, which notches up an impressive 2250Nm of torque between 1050 and 1400 rpm. Models that are fitted with Renaults’ Optidriver+ automatic gearbox, which ours was, also gain from an extra 22Nm of torque on hills at 1050 – 1000 rpm. Optidriver+ also comes with Optibrake, which gives you an additional three levels of retardation. It is engaged by leveraging a three-pronged stalk, positioned conveniently at the side of the steering wheel. If this still isn’t turing you on, and you don’t want to fork out for the Optidriver, you’ll be grappling with ZF’s 16-speed manual box. An important thought to consider though is that the manual transmission is 60kg heavier than the Optidriver+ so you’ll be losing some payload. The Magnum uses all-round disc brakes with Electronic Braking System (EBS) management. The new generation EBS offers drivers a whole new range of features, including engine-brake management, brake defects warning, brake temperature warning and hill-start assistance.

On the road
Taking in our traditional route of motorway and country roads we left the services on the M74 and headed south, the gorgeous weather made perfect driving conditions with the added bonus of light traffic throughout the route made it a perfect journey. The Optidriver+ gets a big thumbs-up for both practicality and performance. To engage it, you simply nudge the gear lever down and then left. To drive in manual, you simply nudge left again. As you do though, we left the heavy work and thinking to the technology. Gear-shifts, at all times were precise and well-timed. As for the engine, the 500hp on offer matched all challenges head on. Torques the buzz word these days and the DXi 13 gives you plenty of lift when you need it. The Magnum’s road handling is also impressive and there’s virtually no cab roll to speak off. The new suspension has also given the Magnum a much-improved ride and a day behind the wheel certainly isn’t tiresome. Wind noise and engine noise is barely noticeable, so we doubt you’ll find much to complain about in the cab.

The Verdict
Renault Trucks seems to have made changes in all the right places. There’s plenty of torque in the engine and fully laden at 40 tonnes you’ll rarely notice it on your journey. We also think you’ll love the much improved road handling and suspension. We think the Magnum is as good as anything on the market and most importantly you’ll have happy drivers.

Renault Premium 450.25

After what has seemed to be a continuous stream of engine changes, Renault Trucks look to have finally reached the ‘promised land’ with their latest batch of Premiums. Brian Regan reveals all on the monster that is the 450.25 6x2. The Renault Premium has retained a strong following through trucking circles. As such, it’s probably no surprise to you that we jumped at the chance to see exactly why, especially when the model we’d be seeing was the ‘jewel in crown’, the 6x2 450.25.

Engine
The 6-cylinder, 24-value DXi11 engine has already created quite a reputation for itself. Not least due to the max power output of 450 hp at 1900 rpm on offer. Maximum torque, at 2140 Nm at 1100 to 1300 rpm, is similarly impressive. The engine also comes fully equipped with electronic idling control, antifreeze protection: - 25 degrees, excellent sound insulation and electronically controlled air braking system. The engine is married to the latest generation Optidrive+ robotized gearbox.

In the Cab
The Premium has for long carried an enviable reputation for in-cab quality and comfort and we’re happy to report that the latest version is no different. The 2.2m Privilege trim sleeper cab that we sampled is pure luxury. With its raised roof, cab soundproofing, air suspended seat, lumbar adjustment, heated cushion, cushion depth adjustment and incorporated headrest it’s a challenge not to get comfortable behind the wheel.
With driver fatigue becoming an increasingly topical subject, Renault’s use of anti-fatigue lighting for night driving and directional sport lamps, deserves much credit.

In terms of the buck, it’s also difficult to find much to complain about. At 2022 x 780 it’s more than adequate for a decent nights sleep and we’re sure you’ll enjoy the infrared remote that controls the CD player. As if that wasn’t enough, there’s also an independent cab heater, air-con, CD/Radio fingertip control on the steering column and curtains to separate the driving position from the rest position. For storing all your odds and ends, there’s plenty of room for even the most cluttered, with bins in the door and under the bunk being especially handy.

The Premium has turned many a head in the trucking fraternity and judging by our drive, the latest will be equally as attractive. The all-steel cab with an iron-zinc coated and cataphoretic paint treatment is impressive, as is the honeycomb radiator grille and front lighting. We’re also pleased to report that visibility is good, both in front and below the cab. Deep mirrors also give a sound view stretching along the cab too.

Instrument Panel
Renault has done a fine job in matching everything you need with simplicity. The wrap-round dash has a wide storage space in the central console and the digital display with speedo, radio information display, clock, outside temperature display, driving information display, driver warning messages and contains & displays everything you need. With economic operating zone, fuel, air pressure, engine water temperature gauges, the central rev counter is also mine of information.

Drive
With leaf springs at the front, and air-suspension at the rear, the drive is smooth and precise. The telescopic shock absorbers also reduce the curse of the modern drive; choppiness. Even after a day in the cab, we felt pretty fresh and energized jumping out at the end of the day.

Fuel Tank
The main aluminum tank serves up a capacity of 520 litre (437 kg of diesel). There is also a 60 litre plastic AdBlue tank.

Conclusions
Like many other judges, the Premium has passed our test with flying colours. Its engine is superb and a match for anything on the market. Throw in its market leading cab comfort and drivability and it’s hard to look past it for a flagship truck.

Renault Maxity

Renault Trucks enjoys a unique market position in the delivery and self-employed sectors. Its know-how is a result of its long experience and an ability to listen carefully to the needs of the professionals from the road transport sector. Maxity is a proper truck whose exterior design features the expressive profile characteristic of the Renault Trucks family. Its styling is modern and resolutely European. Benefiting from Renault Trucks' extensive HGV experience, Renault Maxity relies on a cab-over-engine concept to provide an innovative and efficient solution to the demand for an LCV combining maximum compactness with maximum body length. Superb comfort and functionality in the cab combined with an excellent driving position and good all round visibility. Manoeuvrability, compactness and optimised payload are the winning features of this new vehicle offering its owners great operational cost savings.

The Maxity is available as a 3.5-tonner in Renault’s UK line-up and comes in a wide range of body lengths ranging from 2.65m to 4.96m and has a 1,820kg body + payload carrying capacity. The new Maxity is powered by a choice of 2.5 or 3.0-litre diesel engine, with power offerings of 110, 130 and 150hp. Two gearboxes are available for the Maxity, providing five or six speeds according to engine and applications. The six speed gearbox offers enhanced driving comfort with its unique short first gear, maintaining mobility even when travelling slowly as well as high torque at low engine speeds and lower fuel consumption. All-disc braking features ABS and EBD (electronic brake distribution) as standard. Also fitted as standard is EHS (easy hill start). This system allows the vehicle to be started on gradients without rolling backwards or using the parking brake. It also eliminates the need to constantly apply pressure to the brake pedal while waiting at traffic lights or in traffic jams.

Maxity’s surprisingly roomy cab offers a functional driving area boasting comfort close to that of a passenger car. The driving position gives full visibility to the easily-accessed controls and indicators. There are plenty of storage areas provided, including a refrigerated compartment, storage space under the roof, document holders, lockable glove box, and more. Both the driver and passenger seats are adjustable, offering superior comfort and flexibility in use. The modern upholstery design and colour adds a further touch of quality and durability. On-board comfort is further enhanced by the individual lighting and ventilation, including four air ducts on the dashboard. The steering column is reach and rake adjustable. The Maxity excels in urban environments with an extremely tight turning circle of 4.8m, this is a very compact and easily manoeuvrable truck, and copes well with narrow lanes and busy urban streets and allows you to easily access the most congested areas, to serve customers beyond the reach of larger vehicles. This is an impressive little truck together with its versatility and ease of operation, will appeal to a wide range of operators in the express delivery and sameday courier industry.

A step up to a Renault Truck Mascott

Renault Trucks introduced Mascott in 1999 and have given it a substantial upgrade since then. Here we test drive the latest model for the first time. The Mascott’s sturdy bonnet, wrap-around bumpers and dual lens headlights give it a modern and distinctive look. Mainly as a chassis cab, but it is also available as a panel van at 3.5, 5.0 and 5.5 tonnes GVW. We tested the long-wheelbase, high-roof 5.5-tonner that, at 6538mm long by 2043mm wide by 2791mm tall, makes quite an impact. First impressions, it is clearly a different kind of van, but few would realise it is capable of hauling a 2.8- tonne payload with ease. Designed and built like a heavy truck chassis with straight ladder type construction with front and rear axles on leaf springs and controlled by anti-roll bars. The driveline includes a heavy duty 280mm clutch and a six-speed transmission.

Two steps lead up to the high set floor and once there, you get a commanding, truck-like view of the road. The dash layout, with its full-width anti-reflective top and the dash-mounted gearshift are more akin to much lighter vans. The cab provides a number of different storage spaces, central bin, parcel trays, lockable glove box, cup holders and document storage. Mascott also drives like a lighter van, thanks to its superb four-cylinder, 16-valve, and 3.0-litre engine and its 130 bar power steering pump that reduces steering wheel effort by two thirds. Mascott is very stable at motorway speeds or on slow tight bends. Fuel consumption has been optimised by maintaining a high torque curve, stable over a wide range of engine speeds. It is also impressively quiet, and leaves you with an impression of a strong capable van that is truly on top of its job.
The standard specification also includes all-round disc brakes that are operated by a vacuum assisted hydraulic system, controlled by four-channel ABS. Mascott has electronic ABS as standard and this incorporates EBD (electronic brake-force distribution), drag torque control - a device that avoids possible lockup during engine braking and ASR - a form of traction control.
Mascott is a well-built, efficient vehicle that cannot fail to appeal to drivers. Given its 2.8-tonne gross payload potential, which is twice that of a typical 3.5-tonner, it is perhaps better suited to longer ranging regional or inter-regional duties as apposed to the classic urban delivery role. In many ways, Mascott is more like a light truck than a van, as it requires an O-licence and its drivers are subject to drivers' hours regulations. Come January 2007 the vehicle will be limited to 56mph and banned from the third lane of motorways. If ever there was a case for raising the LCV and O-licence threshold to 5.0 tonnes, Mascott is it.