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OLD DOG NEW TRICKS
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When the trendsetting Renault Vagnum first rolled off the production line in 1990, few could have foreseen it would still be going strong all these years later....
e've said it before and well say it again, right up to the point when the Renault Magnum is finally 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 first to boast a totally flat floor—and nothing else hada 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 flat floor, 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, hut an evolutionary dead end. Yet every time the pundits attempt to write it ofE, 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 FEkeven 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 16speed ZF Ecosplit but our test truck relies on the optional 14-speed Optidriver box.
Way up above the driveline, the flat-floor cab benefits from the Excellence package which adds a fridge and 10-CD player to its Classic interior.
On the road
Volvo's two-pedal 1-Shift auto comes with 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-fits-all software package, a kickdown, manual override and, et.. that's about it. But that's by no means a had 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 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 cliff, which was ideal for our firstday 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 flat roads at that speed we frequently flipped 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 Dxil3 (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 final 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 fire 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 confidence in terms of going exactly where you point it 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 curt ainsider in tow, and without the benefit of alloy wheels, it can take a heavier payload than either its Volvo 1711 sibling or the V8 Scania — there's one in the eye for the Swedes.
Next we conic 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 first 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 for more flexibility (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 MI8 and other west/east sections of our route.
Considering it's the same basic engine as the Dl 3A 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 confirm that both are gutsy engines pulling hard at around 1,0001,30Orpm, 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 DI 3A, the DXil 3 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.
Cab 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-shuffle-acrossand-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., longhaul drivers won't have to worry about finding homes for their gear.
While the 'bottom bunk looks fine 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 fine in the Magnum cab) but they can't match that trademark flat floor.
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 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 I 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. •