Introduction
Drive around in something like an old Volkswagen Beetle or even, so we hear, an original “ugly bug” Fiat Multipla, and the chances are that those driving a similar vehicle in the opposite direction will give a cheery wave as you meet. But how many modern trucks stand a hope of evoking the same response? Well, judging by our recent trip from Nuneaton to Gretna and back, the long way, we’d say there is just one – the Renault Magnum.
Although it has been travelling the roads of Europe for the past 14 years, today’s Magnum stands out from the herd just as much as it did at the start of the nineties, despite quite a few minor facelifts.
The bigger changes are less obvious. Since its launch, its makers have joined the Volvo Group and the Magnum now lives in the age of synergies. But that hasn’t prevented the good folk at Renault from retaining a fiercely – defended sense of independence.
A quick trawl through the spec sheet will show you what we mean. The cab, of course, couldn’t be anything other than 100% Renault. The chassis rails it sits on are Group, as is the Optidriver II transmission, effectively a simplified first-generation I-Shift with Renault’s in-house control systems and software. The automated transmission is a hefty £3,909 option, although Renault attempts to soften the blow by pointing out that this includes £1,303 for the obligatory Optibrake engine brake.
The basic DXi 12 engine will be familiar to fans of “the Group”, although the other partner has effectively moved on to a higher capacity replacement. Renault has recalibrated the unit to suit its own ideas, while retaining the fundamental 24-valve overhead cam, electronic unit injector design.
Product Profile
The Magnum performs remarkably well and offers superlative accommodation, especially for long-haul duties. Looked at from an earnings potential, its not quite as convincing. Not that its bad by any measure, merely middling.
With 44 tonnes providing the UK’s definitive configuration these days, our database of 4x2 tractors running at 40 tonnes is not as comprehensive as we would like. Of the trio of 480s on the books, the Daf XF95 returned the sort of advantage PR men dream of, but despite failing to crack the 8mpg mark by just one litre of diesel, the Magnum’s showing carries no shame, especially considering its relatively green 21,000km. It seemed particularly well suited to the tough A-roads that track Hadrian’s Wall, then battle south to Consett.
Productivity
Journey times are similarly respectable. The overall average for the journey being a scant 1.2km/h slower than its formidable cousin, the Volvo FH16 610, included in our tables as the 40 tonne performance benchmark. Payload figures for all our comparison group span just 500kg, with the Magnum well into the top half of the range.
The Magnum’s scarcity value should help to keep residuals reasonably healthy. We suspect the Optidriver II option will be more cherished by the time the truck is looking for its second owner. It doesn’t retain all its capital premium, it should certainly make it easier to sell on. Renault has now moved to the possibility of a variable servicing regime for the Magnum. Although the first 4.1hr service is due at 45,000km, subsequent oil drain intervals will vary according to type of operation, oil and fuel, up to a maximum of 90,000km.
All daily checks are conveniently carried out from the nearside rear corner of the cab, and a standard catwalk aids coupling operations.
