On The Road
Better torque and power-based engines are turning even manual gearboxes into semi-autos: they over so much scope that, once started, few changes are needed. And the Kerax’s dCi engine provides an effortless day at the races.
From take-off ion the level in 2H we made three and even four-gear block changes up the box, such is the engine’s power. It makes building momentum straightforward and increases average speeds.
On the A-roads we found ourselves reaching 40mph swiftly; if anything we spent more time holding the Highway back than trying to keep momentum. So we were surprised to see that its haul up Edge Hill was slower than the FM9’s by 15 seconds.
Descending was eased significantly by the Jake brake. The control is on the steering column and its status is indicated by blue lights on the dash: one for on, two for active and three for anchors dropped. Beyond that it’s red lights for danger. Maximum retardation needs around 2,200rpm but even at 1,800rpm the Jake works hard and efficiently.
Speaking of working hard, peak torque’s on tap around 1,200rpm and starts to drop away over 1,400rpm. At the opposite end of the range it lugs well from 1,000rpm but anything lower is wasted effort. Changes up the box need to be made before 1,450rpm to make best use of all that torque.
Cab Comfort
Blind-spot mirrors are designed to avoid problems close to the cab with anyone from speeding couriers to shuffling pensioners. Our only criticism of the Highway’s mirrors also applies to other manufacturers: it’s the eye-level offside wing mirror. Fine if you want to look back along the side of the truck, not so good when you’re trying to see what’s coming in at breakneck speed onto a roundabout, or when you’re bearing right on a tight road, or assessing a Zebra crossing or an angled T-junction. Leaning back or bending forward in the seat can only give you a glance at best.
Pedestrians, cyclists, motor cycles, and cars, stationary or otherwise, can be lost for vital moments before suddenly reappearing just where you’d least expect them. Having to cater for such a huge blind spot hampers the driving process and momentum.
The cure’s simple – drop the wing mirror three inches or so and allow the driver to see over the top of it. What difference would it make to production? None. What difference would it make to the driver? Plenty. You need eyes in the back of your head these days with cars zipping around like Colin McRae on PlayStation Two so anything that improves the drivers’ awareness of other road users must be welcome.
Aside from this issue the Global cab scores well. Japanese truck importer Hino has led the way for many years in the multi-axle market with its standard cab. Its slim bunk tucked behind the driver’s seat allows the pilot to recline during breaks or stretch out for a kip, and there’s plenty of room for bits and bobs.
But that’s a praiseworthy exception because most day cabs are designed for gaffers, not drivers – no depth, no head room and claustrophobic working conditions leaving the driver more than eager to jump free during those mandatory driving breaks.
The good news is that Renault Trucks’ Global cab joins Hino on the shortlist of driver friendly day cabs. It isn’t as deep as a full blown sleeper cab with a rigid bottom bunk but it does make good use of every scrap of space. There’s a folding bunk on the rear wall which is in two parts, giving the driver some room to manoeuvre as it adapts from desk to sofa bed.
This in turn allows the driver to make use of the space behind the seats for bags, coats and paperwork without having to rearrange the entire cab to accommodate 40 winks. Folding the seats forward and getting the bunk down might require a little manoeuvring but, unless its all done on remote control – and no one has gone that far just yet – it’s all good exercise.
The driver’s seat is comfortable and the controls are nicely laid out so there’s no need to search for the hazards or fiddle around looking for light switches. The steering-wheel stalks are nicely designed for fingertip control while the wheel itself is slightly over-sized that has to do with type approval for power steering on the Kerax so we shouldn’t blame the Renault design team. But it does invite the driver to add one of those knobs found on forklift steering wheels so he can do it all with one hand.
Apart from that blind-spot mirror all-round vision is pretty good although, like most tippers, there’s another significant blind spot in front of the cab caused by the chassis’ extra ground clearance. A Vision Techniques’ a camera on the rear axle provides a clear view behind via a colour screen on the centre dash.
