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44 COMMERCIAL MOTOR | 27 SEPTEMBER 2007

OPERATIONSRoadtest: Renault Premium 450.24 TML E5

For today’s news visit www.roadtransport.com

Specifi cation

RENAULT PREMIUM

Price as tested: £91,816Engine: 10.8 litres, 443hpGCW: 44,000kgPayload: 28,874kg

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27 SEPTEMBER 2007 | COMMERCIAL MOTOR

R enault Trucks, like its contemporaries, has been busy tweaking its vehicles’ specifi cations to provide state-of-the-

art products to operators. In the Premium’s case this evolution has included an automat-ed transmission. This will be welcomed by operators keen to deal with less competent drivers, especially in the larger fl eets. 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 2006. It’s based on the 9.0-litre Volvo lump.

Renault offers three power ratings: 370hp/1,735Nm; 410hp/1,900Nm; and (as

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.

PERCEPTIONStested here), 450hp/2,140Nm. The soon-to-be-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 fi nish: Alliance, Privilege and Excellence. For this test we had to settle for Privilege.

Renault offers seven transmissions (fi ve manuals and two autos) from the Super H (four-over-four replacing the slap-over) to Optidriver+, as fi tted here, which is born from Volvo’s I-Shift. Drive axles come with single and double reduction, and there are four fi fth-wheel heights.

A Premium 450-24 TML Euro-5 chassis-cab 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 benefi ts of autos are twofold: reducing the chance of driver error and prolonging the life of the clutch. The only perceived disad-vantage is that some drivers feel the job is becoming de-skilled.

Let’s concentrate on the benefi ts. 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, fi re 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


CHANGING

“Cabs come in sleeper and day cab guise, with standard or high roofs and three levels of fi nish”




“Cross-cab access from driver’s seat to the bunk, and back again, is

exemplary for a non-fl at-fl oor truck”

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, wind-screen washers and the radio controls, the French have added fi ve 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 fi nd 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 effi cient 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


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 desig-nated 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 fi rst

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 fi gures is starting to take shape and the fi rst 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

Our verdict

Cab comfortApart from the

crowded steering column, Renault

has taken a sensible approach to the

layout of the dash

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Specifi cation

RENAULT PREMIUM450.24 TML E5

27 SEPTEMBER 2007 | COMMERCIAL MOTOR 47


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 six-cylinder in-line common-rail Six, in line123x152mm10.8-litres18.3:1443hp (331kW) at 1,500rpm2,140Nm (1,578lbft) between 1,100-1,300rpm 12-speed AT 2412C Optidriver+ 14.94-1.00:1 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, 375x45mmOptibrake three-stage engine brake producing 275kW at 2,300rpmRear waisted main frame with front under-run protection 1,080-850x300x7mm5,442mm Front, parabolic leaf springs, telescopic damper and stabiliser; rear, air suspension, telescopic shock absorbersHydraulic power assisted Wheels, 22.5x8.25; tyres 295/80 22.5520-litre tank plus 60-litre AdBlue tank 24V earth return2x12V, 225Ah/100A CM test trailer 44,000kg

pace and bettered Renault by a good 0.3mpg. Volvo’s FH13.480 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 fi gure suffered the most – it was down against Volvo and Daf’s XF105.510. 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

Premium £28.96 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 refl ects its role in the fl eet 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 nor-mally 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 resource-fulness 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, suffi cient for fl eet 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

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FACT FILEThe 10.8-litre DXii SCR Euro-4/5 driveline is based on the 9.0-litre Volvo lump

▲ Renault has revamped its cab, rejigged its exterior and delivered a new driveline


COMMERCIAL MOTOR | 27 SEPTEMBER 200748

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 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 CF85.460 6X2

Spacecab44 tonnes/Euro-5

50.820.231.4

1min 17sec2min 14sec3min 54sec

Baulked

Not testedNot testedNot tested

61.664.767.269.055.5

Scania R500

Highline44 tonnes/Euro-3

58.825.634.2

1min 33sec2min 31sec3min 52sec5min 00sec


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: DRIVINGeach 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 fi t 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 fi tted 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 fl exible 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-fl at-fl oor truck. ■

RenaultPremium

450.24 TML E544 tonnes/Euro-5

57.024.633.0



Not testedNot testedNot testedNot testedNot tested


FACT FILEOver the two day test the Premium 450DXi returned 8.02mpg overall

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Out on the road cruise control proved impressive


G

A

HI

E

J

❚ INTERNAL DIMENSIONS

❚ CONFIGURATION AND CYLINDERS

L

CC KF

B

DM

❚ VIEW FROM SIDE

Specifi cation

4927 SEPTEMBER 2007 | COMMERCIAL MOTOR

Plated weightsGVWGCWFront axleRear bogie

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

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


VEHICLE DIMENSIONS

✔

✖

✔

✖

✔

✖

Security featuresEngine immobiliserAlarmCentral locking (optional)Secure grilleLocking fuel capSecure battery

23,700kg44,000kg7,100kg

18,350kg

8,126kg7,000kg

28,874kg

RENAULT PREMIUM450.24 TML E5

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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 bunkJ Bunk thickness (top/bottom)K Rear overhang from axle bowlL External cab height M Chassis height (fi fth-wheel height)

2,4907,3101,420

380, 340, 3101,0105,4422,4602,0401,250

1301,9403,545

989

”Premium used more AdBlue than its competitors – 15.4 litres on the trip and 5.6% of the diesel used”

FACTS & FIGURES


▲ The Premium costs £28.96 to run 100km



Fuel consumption Overall, mpg (lit/100 km) Day 1 overall Day 2 overall Tough A-roads Easy A-roads/motorways Tough motorways

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)

This benchmark is now 8mpg for a truck to keep costs below the magic 30p per 100/km running costs


OPERATIONAL TRIAL RESULTS

“Despite not packing the power punch of its stronger rivals its average times held up well”

Volvo FH13.480 Globetrotter XL44 tonnes/Euro-5

8.10 (34.9)8.88 (31.8)7.54 (37.4)

6.01 (47.0)8.99 (31.4)7.95 (35.5)

70.056.376.572.0

4.427.890.6128.50

ScaniaR500Highline44 tonnes/Euro-3

7.40 (38.1)8.32 (33.9)6.77 (41.7)5.71 (49.5)7.65 (36.9)7.06 (40.0)

75.056.3 77.779.9

n/a30.48n/a30.48

Daf CF85.460 6X2 Spacecab44 tonnes/Euro-5

8.40 (33.6)9.02 (31.3)7.94 (35.6)

6.06 (46.6)9.68 (29.2)8.62 (32.8)

74.960.079.979.1

5.826.900.7827.67

RenaultPremium450.24 TML E544 tonnes/Euro-5

8.02 (35.2)8.68 (32.5)7.54 (37.5)5.92 (57.7)8.67 (32.6)8.35 (33.8)

72.754.678.478.4

5.628.170.7928.96


Our verdict

EngineThe 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

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Comparisons – ownership

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, £

27 SEPTEMBER 2007 | COMMERCIAL MOTOR 51

Daf CF85.460 6X2 Spacecab44 tonnes/Euro-5CM 13 Sep 2007

29,355

7.0

3,072

2,340

20,30011,600

134/900

24/unlimited 36 servicing

93,750

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

28,040

4.0

3,353

1,711

28,60019,100

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

24,40016,200

89/900

24/unlimited 36 servicing

102,532Servicing 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*Equivalent current model

Residual values for the Premium have improved; it now surpasses the Daf CF85 and is within sight of the Volvo FH13 we tested in August

RenaultPremium450.24 TML E5 44 tonnes/Euro-5CM 27 Sep 2007

28,874

3.5

3,552

2,439.61

22,87515,275

69/1,200

24/unlimited

83,310


OUR VIEW

THEVERDICT

With roadtests you have other factors to consider before judging the fuel fi gure 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 fi nancially but were competent tools.

The cab is profi cient 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 effi ciency, and a stress-free experience for the driver, less wear and tear and levels the playing fi eld between good and bad drivers, plus residuals are strong on the two-pedal types.

NEXT WEEK

CM tests the RenaultMaxity

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Kevin Swallow has the last word

cmot-sep-27-07-p051 Sec1:51cmot-sep-27-07-p051 Sec1:51 20/9/07 1:05:10 pm20/9/07 1:05:10 pm

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