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42 COMMERCIAL MOTOR | 25 OCTOBER 2007

OPERATIONSRoadtest: Renault Magnum 500 Classic Cab

Specifi cation

RENAULT MAGNUM 500

Price as tested: £104,372Engine: 12.8 litres, 493hpGCW: 25,700kgPayload: 28,185kg

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43

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25 OCTOBER 2007 | COMMERCIAL MOTOR

When the trendsetting Renault Magnum fi rst rolled off the production line in 1990, few could have foreseen it would still be going strong all these years later....

W e’ve said it before and we’ll say it again, right up to the point when the Renault Magnum is fi nally retired:

when this towering French powerhouse was unveiled it changed the way we thought about long-haul tractors. We’d seen other high-roof cabs, but this was the fi rst to boast a totally fl at fl oor – and nothing else had a driveline insulated from the drivers’ environment in quite the same way as the Magnum.

Rival manufacturers have certainly tried to emulate the Magnum’s trademark fl at fl oor, with varying degrees of success, but none has adopted such an original, some might say idiosyncratic, way of building a tractor as the French.

The Magnum has remained unique to the point that some would argue that it has become the transport equivalent of a duck-billed platypus: perfectly happy in its own world, but an evolutionary dead end. Yet every time the pundits attempt to write it off, this iconic wagon always manages to get a new lease of life, and most recently from a highly unlikely source – Volvo. Few pundits expected the Magnum to last long in the combined Volvo-Renault truck group, but in 2005 it was reborn with a new 13-litre engine and automatic gearbox courtesy of the ‘Group Powertrain Division’. Yes, we all know it’s really the Volvo FH, even if Renault calls it the DXi13 and insists it’s “totally

different”. Either way, there are far worse things to put under your cab.

Our mid-lift 6x2 came with the Euro-5 version of the DXi13 rated at 500hp (the actual claimed output is 493hp). This is the most powerful version of the Swedish/French straight six, which in this installation features Renault’s own fuelling system; there’s also a 460 option. Standard transmission is a 16-speed ZF Ecosplit but our test truck relies on the optional 14-speed Optidriver box.

Way up above the driveline, the fl at-fl oor cab benefi ts from the Excellence package which adds a fridge and 10-CD player to its Classic interior.

On the road Volvo’s two-pedal I-Shift auto comes with a shedload of software programs (to suit distribution, long-haul or construction work) as well as power and economy modes and Eco-Roll. In contrast, the French Optidriver has a single one-size-fi ts-all software package, a kickdown, manual override and, er, that’s about it. But that’s by no means a bad thing.

The Optidriver is not as tightly matched to engine revs as the I-Shift was in the recently tested FH13.480 (CM 30 August). Nor is it as easy to prompt upshifts in the top end of the box by feathering the throttle. But once you’ve selected ‘drive’ and put your foot down there’s

For today’s news visit www.roadtransport.com

OLD DOG –

“Every time the pundits attempt to write the

Magnum off, the iconic wagon manages to get a

new lease of life”

NEW TRICKS


44 COMMERCIAL MOTOR | 25 OCTOBER 2007


not much else you need to do with Optidriver – and for that we rate it highly.

Our test tractor came with a pretty deep 2.64:1 rear diff, which was ideal for our fi rst-day trot up the M6 at 85km/h, but on urban roads the direct-top Optidriver wasn’t really happy in top at much less than 42mph. On fl at roads at that speed we frequently fl ipped into manual to nudge it into top, not least for maximum economy, when it clearly preferred holding 11th gear in auto, revving slightly higher at around 1,500rpm.

OK, so few drivers will complain (or drive an auto for outright economy the way we do), but it does highlight how what is basically the same gearbox differs depending on whose badge is on the front of the truck.

With the Optidriver+ package you also get ‘Optibrake’ on the Dxi13 (alias the VEB compression engine brake from the


Volvo D13), which provides either half or full-power engine braking via a column stalk control. Push the stalk against the fi nal spring detent position and the system will select the optimum gear for maximum back pressure and downhill braking. It works well. Descending the nastier slopes on the ‘tough A-road’ section of our route, Optibrake provided excellent holding power so we heartily recommend it to reduce pad and lining wear. It can also be linked to the cruise control/speed limiter to rein you in if you exceed your set speed by 2mph – useful

on those long motorway downhill runs. For such a tall cab (only a whisker off 3.8m),

the Magnum’s four-point air springing gives a remarkably stable ride – as we found out during emergency braking tests at MIRA. When panic stopping from 40mph the rebound on some high-roof cabs can be severe enough almost to fi re you out of your seat – but with the Magnum cab, nod and rebound were virtually non-existent. This stability extends to cornering where cab lean was minimal; it’s all rather civilised. Stopping distances are reassuringly short too.

But by far the best thing about the Renault’s ride and handling is its steering. We can’t think of another top-weight tractor that inspires so much confi dence in terms of going exactly

Our verdict

Cab comfortStorage space is impressively deceptive

and the optional leather-trimmed driver’s seat provides excellent

support for drivers with a sore back

▲

“Optibrake provided excellent holding power so we recommend it to reduce pad and lining wear”

FACT FILEThe big rev counter on the main driver information panel

is easy to read, while the digital

speedo display can quickly be changed

from mph to km/h using the scroll-

through menu and command buttons

on the steering column control

unit (which also handles the radio)


Specifi cation

RENAULT MAGNUM 500 CLASSIC CAB

25 OCTOBER 2007 | COMMERCIAL MOTOR 45


Importer:

Engine:

Bore/stroke: Capacity: Compression ratio: Maximum power: Maximum torque: Transmission:

Gear ratios: Rear axle: Brakes:

Secondary brake type:

Chassis:

Frame dimensions:Wheelbase:Suspension:

Steering:Wheels and tyres:

Fuel tanks: Electrical system: Battery/generator:

Renault Trucks UK, Boscombe Road, Dunstable, Beds LU5 4LXEuro-5 charge-cooled DXi13 diesel with four valves per cylinder and electronically controlled unit injectors; selective catalytic reduction (SCR) in exhaust 131x158mm 12.8 litres 18.1:1 368kW (493hp) at 1,400-1,800rpm 2,450Nm (1,806lbft) at 1,050-1,400rpmRenault Optidriver+ ATO 2512C direct-drive fully automated gearbox (optional); 12 forward speeds with single standard software program. Standard box is a ZF 16-speed synchro manual 14.94-1:00:1 Renault P13170 single-reduction; ratio, 2.64:1 Full-air braking with two independent circuits; EBS discs all-round with auto adjustment and pad wear indicators; ASR and Hill Start Assist. Air-operated spring parking brakes on drive axle Optibrake engine brake offering 300kW maximum retardation at 2,300rpm; brake ‘blending’ function on footbrake Steel ladder frame with riveted and bolted construction 300x90x7mm 4,420mm (outer axle spread) Front, parabolic springs and stabiliser; drive, two-bag air suspension with air-suspended lifting mid-axle Integral hydraulic power-assisted Alcoa 10-stud alloy wheels with Goodyear Marathon LHS 295/80 R22.5 tyres on steer and mid-lift axle; LHD 295/80 R22.5s on the drive axle 530lit, alloy; AdBlue tank: 60lit, plastic 24V earth-return 225Ah/110A

where you point it – and staying there. Our only grumble is that its lock is less impressive than some of the competition when shunting back and forth.

Productivity For a truck that looks so big, the 6x2 Magnum is by no means porky. With a 7.0-tonne curtainsider in tow, and without the benefi t of alloy wheels, it can take a heavier payload than either its Volvo FH sibling or the V8 Scania – there’s one in the eye for the Swedes.

Next we come to fuel economy. While 8mpg around CM’s two-day test route is fast becoming the line in the sand, the Magnum’s 7.92mpg is still commendable and only just behind the Volvo FH.

On our fi rst day, in dead-calm weather, it hit over 9.0mpg running up to Gretna on the M6 where its long-legged back axle really delivered the goods as we bumbled along at a steady 85km/h on the limiter.

However, as soon as we got back on to 40mph A-roads that lazy diff did it no favours; if you spend a lot of time off the motorway, we’d recommend you either think seriously about speccing the ‘slower’ 2.84:1 rear end

▲


FACT FILEMagnum’s DXi13 in-line six shares

its 12.8-litre block with the Volvo D13A

diesel but comes with Renault’s

own fuelling system and engine management. Like

its FH sibling, it is available up to Euro-5 with

SCR. Unlike the equivalent I-Shift,

the two-pedal Optidriver auto

has only a single software control

program

▲Nice touches include the cruise control button on the steering wheel

for more fl exibility (and top-gear running in auto) or, as previously mentioned, be prepared to intervene manually to keep it in top.

On the second day we encountered some pretty stiff side winds that did the fuel economy no favours, especially when they turned into headwinds running along the M18 and other west/east sections of our route.

Considering it’s the same basic engine as the D13A we’d have been surprised if the Magnum’s DXi13 hadn’t behaved rather

like a Volvo – and having previously driven the FH13.480 we can confi rm that both are gutsy engines pulling hard at around 1,000-1,300rpm, especially when the going gets tough. And to prove it, the Magnum’s overall journey and hill-climb times are well up to those of similarly powered rivals.

Also like the D13A, the DXi13 has impressive powers of recovery when lugging down at roundabouts and picking up its heels again. Don’t ask us to choose between them on performance; it’s a pointless exercise.

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The Magnum’s slick-shifting Optidriver and DXi13 driveline gave it a rapid 0-80km/h time and impressive hill-climbing performance. But like its FH stablemate, it’s not the quietest tractor we’ve encountered.

Acceleration (sec) 0-80km/h 32-64km/h 48-80km/h

Hill climbsMiltonrigg HillCastlesideM18M1

Braking (stopping distance) 32km/h 48km/h 64km/h

In-cab noise (dB(A)) 48km/h 64km/h 80km/h 88km/h Tickover

Daf XF105.510

SuperSpace 44 tonnes/Euro-4

46.819.425.1

1min 20sec2min 25sec3min 48sec4min 43sec

9.75m19.9m32.3m

59.261.864.366.651.2

Scania R500

Highline44 tonnes/Euro-3

58.825.634.2


n/an/an/a

56.557.161.365.049.2

Volvo FH13.480

Globetrotter XL44 tonnes/Euro-5

48.520.727.7


9.05m16.2m

n/a

64.564.065.068.356.2


COMPARISONS: DRIVINGCab comfort Despite having an entry layout like a 1960s US cab-over the Magnum is arguably easier, and safer, to get into than many other big tractor units. Why? Its up-the-ladder-shuffl e-across-and-in arrangement means you won’t try climbing up with one hand while carrying a bag in the other. Take it steady and it’s no big deal.

It’s funny how the Renault cab looks so large on the outside yet is perfectly proportioned inside. Its impressive storage space includes under-bunk bins, decent overhead lockers, a separate wardrobe at the end of the bottom bunk, a cupboard over the bunk on the offside, a locker built into the nearside steps, deep door pockets, a big bottle holder, an under-bunk fridge, a pull-out tray in the dash for a TV... long-haul drivers won’t have to worry about fi nding homes for their gear.

While the bottom bunk looks fi ne we’re less convinced by the quirky hammock-style top bunk – though when it is folded it holds gear a lot better than a conventional bunk.

To get to the Magnum’s bedroom you simply swivel your legs and stand up. Some rivals may offer more headroom (which is fi ne in the Magnum cab) but they can’t match that trademark fl at fl oor.

The best thing we can say about the Renault’s driving seat is that our tester started the test with a dodgy back and after two days on the road it was cured. It‘s wonderfully supportive and as long as you don’t mind fastening your seat-belt from left to right (a

RenaultMagnum 500

Classic Cab44 tonnes/Euro-5

45.0920.126.7


8.13m17.2m29.3m

64.063.068.368.554.8

COMMERCIAL MOTOR | 25 OCTOBER 200746 For today’s news visit www.roadtransport.com

French foible) it’s a winner. Another nice touch is the swivelling passenger seat or, if you prefer, you can sit on the bottom bunk without clouting your head on anything hard.

The Magnum’s interior build quality isn’t quite as creak-proof as a Volvo – but it’s not far off. The colour scheme is easy on the eye and the gently curving dash allows you to see (and reach) everything. After an initial wariness we ended up liking the central display with its single

large rev counter and digital speedo which you can switch from mph to km/h at the touch of a button – useful for Continental work.

Other nice touches include the radio and driver information panel controls on the steering column, the steering wheel buttons for the cruise control and super-quick screen demisting. However, we’d prefer the park brake in the dash, and the brake and throttle pedals are too close together. And, as with most other tractors nowadays, its big mirror clusters impede sideways vision. ■


G

A

HI

E

J

❚ INTERNAL DIMENSIONS

❚ CONFIGURATION AND CYLINDERS

L

CC KF

B

DM

❚ VIEW FROM SIDE

Specifi cation

4725 OCTOBER 2007 | COMMERCIAL MOTOR

Plated weightsGVWGCWFront axleRear bogie

Weight as tested Kerb weight (with 75kg driver)Unladen test trailer Net payload

The Magnum looks big, but with a 7.0-tonne curtainsider in tow and without the benefi t of alloy wheels, it can take a heavier payload than the Volvo FH or the V8 Scania.


VEHICLE DIMENSIONS

✔

✔

✔

✔

✔

✔

Security featuresEngine immobiliserAlarm (optional)Central lockingSecure grilleLocking fuel capSecure battery

25,70044,0007,100

18,600

8,8157,000

28,185

RENAULT MAGNUM 500 CLASSIC CAB

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Dimensions (mm)A External widthB External lengthC Front overhang from front axle D Step heightsE Cab fl oor heightF Wheelbase (OAS)G Cab lengthH Internal height (maximum)I Internal height (above bunk)J Bunk dimensions (top/bottom)K Rear overhangL External cab height M Chassis height (fi fth-wheel height)

2,4826,5101,070

430/760/10201,4104,4202,1801,970

660 (bottom); 780 (top)2,040x290x750/780 top/bottom

1,0203,7511,235

”The driver’s seat is wonderfully supportive – our tester’s dodgy back was cured after two days on the road”For today’s news visit www.roadtransport.com

FACT FILEThe Magnum ‘offi ce’ set the standard for fl at-fl oor, high-roof fl agship tractor cabs when it broke cover back in 1990

FACTS & FIGURES


xxxxxxxx

Test date

Payload as testedAs tested, kg

Servicing downtimeAnnual total, hours

Contract maintenancePer year, £

Parts pricesBasket of spares, £

Residual value* Three years Five years

Dealers UK/Europe

WarrantyBasic covermonths/distance

List price*Basic chassis-cab, £

25 OCTOBER 2007 | COMMERCIAL MOTOR 49

Daf XF105.510 Super Spacecab44 tonnes/Euro-4CM 21 Sep 2006

28,420

7.5

3,360

2,530

21,60013,900

134/900

24/unlimited 36 servicing

115,460*

Scania R500 LAHighline44 tonnes/Euro-3CM 13 Oct 2005

28,040

4.0

3,353

2,911

28,40021,300

89/1,000

12/350,000

93,025**

Volvo FH13.480 Globetrotter XL44 tonnes/Euro-5CM 30 Aug 2007

28,000

7.5

3,620

2,782

28,90020,700

89/900

24/unlimited 36 servicing

102,532

Servicing downtime: Recommended standard servicing, 120,000km/year UK trunking. Contract maintenance: One of a fi ve-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 fi lters, clutch. Residual values: Trade value, assuming 120,000km/year, in CAP Average Condition. Figures supplied by CAP Monitor. Contact: 0113 222 2000*Euro-4 **Equivalent Euro-5

The Magnum scores well on chassis price and maintenance times and its payload is pretty good for a 6x2. But like its Volvo sibling, its R&M and parts prices are higher than others.


OUR VIEW

In the brave new world of ‘shared engineering platforms’ it’s anyone’s guess how much longer the Magnum will survive in the combined Volvo/Renault consortium. What we do know is that the latest upgrades have given it a new lease of life to rival the venerable Boeing B52 bomber.

And don’t underestimate the determination of the French to retain their own unique offering in the group’s long-haul tractor line-up. In short, there’s plenty of life in the old dog yet and the arrival of the DXi13 and Opticruise have certainly not gone unnoticed by operators, as witnessed by Magnum orders from the likes of RH Freight and MAM Transport. Recent work on the UK network should also boost confi dence in Renault’s service package.

After two days in the DXi Magnum we are happy to report that it can still hold its own against more modern rivals, not least when it comes to providing an excellent ‘offi ce’ for the long-haul driver. Our only caveat is that if you are going for the Optidriver auto (and for sheer driver appeal it’s hard not to), make sure you match the fi nal drive to your own mission.

NEXT WEEK

Part one of CM’s light tipper test

▲▲

Brian Weatherley has the last word

RenaultMagnum 500 Classic Cab44 tonnes/Euro-5CM 25 Oct 2006

28,185

3.6

3,708

2,644

27,32520,000

69/1,200

24/unlimited

104,372

FACT FILEThe Magnum’s basic spec is

pretty good and it doesn’t take too much to make it better, though

we’d baulk a bit at £1,341 for the Excellence cab package. But like the list price, it’s the starting

point for any bargaining. The Magnum remains popular with

owner-drivers and international hauliers; with a Euro-5 engine on offer, CM’s advice is take it now,

not only for potential fuel savings but also as hedge against future

low-emission zones.

COMPARISONS: OWNERSHIP

cmot-oct-25-07-p049 Sec1:51cmot-oct-25-07-p049 Sec1:51 19/10/07 2:28:34 pm19/10/07 2:28:34 pm

operations - commercialmotor.com · renault trucks uk, boscombe road, dunstable, beds lu5 4lx ......

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