FUEL GOOD FACTOR
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The Magnum may hog the limelight but, until next year at least, the Major soldiers on. After all these years the 340ti is still a productive midheavyweight with exceptional fuel consumption.
Hands up everyone who thought the Magnum had replaced the R-range. Unless you're a Renault fan you could be forgiven for assuming that the Berliet cabbed ex-flagship was no more. But the Major, as it is now called, remains in the line-up--at least until next year when an all-new mid-to-heavyweight range will appear.
As that date draws closer some good deals will doubtless be available on what has always been an acceptable medium to long-haul truck.
The Major's appeal has been boosted by standard air suspension and a string of minor improvements to cab and drivetrain. The range represented 12.3% of Renault VI's UK sales last year—up from 6.7% in 1993—and 1995 sales are running at 12.4%. Manager models, including the corn parable 340ti tractor, account for 16.6%. So just how good is this big little Renault?
commercial Motor decided to find out, and we have Fraikin Truck Rental's Reading depot to thank for making it happen.
PRODUCT PROFILE The Major 340ti is based on an old chassiscab with a newer interior and an up-to-date driveline.
Fraikin's 4x2 has the longer of the 3.2 and 3.6m wheelbase options with a single-bunk sleeper version of the original Berliet (and Ford Transcontinental) cab.
The latest standard spec includes the Highliner high-roof cab, an air suspended drive axle and the 18-speed B18 gearbox. Being a rental motor our Major has the optional nine-speed transmission (with I,
matching drive-axle ratio) and steel springs at the rear. The cab also has an adjustable roof deflector and under-bumper air dam with spot/fog lamps as standard.
The engine is the charge-cooled 10-litre MIDR 06.20.45E/3 with the ACE tuned technology most closely associated with the 12litre motor.
This engine has recorded consistently good fuel economy results over the years so we were hopeful of a good figure this time round.
The B9 gearbox is another of Renault VI's own products. It is identical to its B18 big brother except that it lacks the splits. Both boxes use the Range-R gate layout with low-range spring bias to the 3/4 position and high-range bias favouring 5/6. The high-range H-pattern is overlaid on to the low range, reducing the gear lever's lateral travel.
Gear selection was pretty smooth, even on this well worn linkage.
The B18's splitter is just about the quickest in the business but it can't match the electronic TRY transmission control system which is only available on left-handdrive Majors.
Drive passes from the gearbox to Renault's own hub reduction axle (a Telma electromagnetic retarder is a listed option). There are at least two ratios to choose from in nine and 18-speed models.
A pneumatically controlled diff-lock is fitted as standard (as it is on twin-steer and tag-axle models).
PRODUCTIVITY
Fraikin has had no problems with its Major in more than two years and nearly 220.000km of spot hire. While worn around the edges all switches, doors locks, and other ancillaries worked perfectly: a good testimony to "proven technology".
At the test track the Major was able to reach 80km/h from a standing start in just under the minute; out on the road its timed climbs were a shade quicker than those of the G330 tested five years ago (CM 22-28 November 1990).
As our journey times show, the Major is not a quick truck. More important, perhaps, in these fuel inflationary times are its consumption figures. Stage by stage the Major smashed the G330's already respectable results. At better than 8mpg over the 1,180km Scottish test route the Major beats every similarly powered truck we have tested. The tables speak for themselves.
Bearing in mind the record holder is Volvo's FH12-420 at 8.39mpg (CM 18-24 August 1994) we think the Major's result is impressive, helped though it was by a relatively high mileage.
Britain's dense traffic conditions and relatively undulating terrain gave us plenty of chances to make the most of this engine's good torque profile, particularly in town. The Major lacks disc brakes and its steel suspension can seem crude compared with air, but you can push on hard through the bends when needs must because it steers and corners beautifully. In-cab noise is well down and this combines with a relaxed driving position to make the cab a pleasant workplace. The Major manages to feel as big as a Magnum, and as nippy as a Manager.
ON THE ROAD
The latest 4x2 Major boasts two-bag air suspension complete with height adjustment. We had to make do with parabolic steel; the standard package in 1992. Not that this makes much difference to the driver who is well served by the cab's four. point coil suspension and air seat.
A steel-sprung rear end makes for a stiff, no-nonsense ride. The 1995 air sprung chassis rides more softly, but both stand straight in corners thanks to hefty roll bars front and rear.
Competent braking has always been a trademark at Renault. The tests at MIRA showed no untoward characteristics, and PI 41 out on the road we had no complaints with braking or handling.
The parking brake release was particularly good. Some parking brake controls suffer from long delays which do not help with smooth hill starts. Instant release with the small lever on the engine cover makes life easier and safer.
CAB COMFORT After more than 20 years' service this cab is ageing better than most. Though the bunk space is rather narrow by today's standards, from the driver's standpoint it is well up to the job. Visibility and comfort are among its best features.
The Highliner high roof is standard. The cab features a night heater and adjustable air deflector but lacks an outside tool chest (though you do get small storage box behind the rear axle). It feels spacious and airy thanks to large, one-piece side windows and, while there could be more storage space, it's reasonably comfortable for three or four nights away. The sleeper portion lacks windows, which we like, and underbunk storage, which we don't. In front of the air suspended driver's seat is a fully adjustable steering column. There are electric mirrors and windows both sides with a manual roof hatch to aid ventilation.
Most of the switches are well positioned just below the stalk controls on either side of the steering col umn. The heating/ ventilation controls are central, so your passenger can share the workload. The dash also has two smallish glove boxes above the main fuse panel and an oddments tray.
The most unusual feature is a detach able briefcase. Designed for the paper-laden days before deregulation, this handy item has never been copied; not even by Renault.
Engine oil can be checked on start up
every morning thanks to the dual oil pressure/level gauge; everything else is reached under the front grille.
SUMMARY
Is the Major a credible alternative to the Magnum? Can it really take on the best from Scania, Mercedes and the rest? Despite its apparent age, and putting aside snobbery, the answer must be yes.
For a start the higher powered Magnums are aimed at a higher market, in more ways than one. The Major is intended for one man operations, and if extra space is need
ed there's always the Turboliner. Power ratings are lower, making this range well-suited to middle distance operation. Front discs are not fitted to models below 420hp.
Renault does not pretend that the Major is the latest sound around. However, the flip side to this apparent disadvantage is the certainty of a proven design, even if it is a little on the heavy side.
Best of all, the Major represents an affordable, reliable truck capable of excellent economy. And with its replacement on the way, prices can only get better.
0 by Danny Coughlan