On The Road
The Premium range has built a solid reputation for long-distance operations; Renault’s sales figures indicate that 60% of 420s have been acquired by fleet operators. The 406hp engine takes motorways in its stride, with the cruise control and Jake brake doing nearly all the work. It makes light work of A-roads too, with a smooth, comfortably drive.
Tackling the severe gradients of the A68, the common-rail engine had to dig deep, particularly on the acute climbs at Castleside and Carter bar, which, thankfully, are not part of the everyday driving experience.
The Premium’s 406hp (far lower than the Brochure’s 420 claim or the listed 412hp) puts it in a grey area when hauling 40/41/44 tonnes. The 10hp/tonne ratio is considered an industry norm; any lower and the bottom half of the gearbox range is bound to be in action on the A68’s tougher sections. That said, the ZF box offers quick and effortless gear changes on the flat.
ServoShift feels the same as the normal hydraulic mechanism, but we did occasionally find ourselves moving the stick too quickly and effortlessly out of a gear through the gate into the lower half. Unless you are extremely confident in the four-next-to-four formation, that split-second wait for the gate into the lower range from fifth can seem like an eternity as the engine loses momentum on a hill.
The change has to be made without rushing, which means reading the road well in advance. The lower the truck’s horsepower, the more activity in the lower half of the gears and the more you will go through the gate, not something we experienced in the magnum 440. (CM 28 June-04 July).
On the flat whole gear changes are best made at 1,600rpm with splits at 1,400rpm. When travelling up a sharp hill the change down needs to be early to get the top of the torque plateau at around 1,400rpm; the power drops away after 1,900rpm.
Maintaining momentum when tackling roundabouts is easily done in 6L with a quick change up to 6H on the exit.
Cab Comfort
The single cab is a revelation for fleet drivers and operators alike. The extra space created by removing the passenger’s seat gives the driver more floor space, an easily accessible compartment under the floor and a sofa.
Renault is not the only manufacturer to have taken this route, but it’s hard to imagine a better functional space for the driver to kick back, relax and enjoy the melodies. The Single cab features a pull-out table, a bottle rack behind the gear stick and 350 litres of storage space including two drawers, a large box and underfloor storage.
The door pockets are adequate, but a bit too thin for any substantial paperwork.
If you should decide to go for a wander around the cab, six-footers among you will have to tilt their heads to one side to avoid contact with the ceiling. The ergonomics are functional enough for the fleet operator to put one of his drivers in without feeling guilty about placing him or her into solitary confinement for the day with just a front view and a radio for company.
There is some roll coming into and out of corners and roundabouts. It’s not uncomfortable, but you’ll need to make sure your mobile phone and duty-free fags are safely stowed. Forward view is good and the mirrors are effective. The fact the Single cab lacks a passenger seat means you get an unobstructed view through the passenger’s window; a rare treat for any HGV driver.
