RENAULT R340 MAJOR TURBOLINERCall our Sales Team on First Turbboliner offered an uprated, lefthand-drive R on the Continent designated R The resultant gap in its range has been filled with the kW hp R RTI's renault r340 turboliner is to give operators a choice between a powerful general fleet vehicle and a premium-specification unit offering even more power for international haulage. Cure turinabol photo trailer is slightly heavier than our renault r340 turboliner rig but of similar size.
RENAULT R MAJOR TURBOLINER | a photo of an old Renault R3… | Flickr
Call our Sales Team on First Renault offered an uprated, lefthand-drive R on the Continent designated R The resultant gap in its range has been filled with the kW hp R RTI's aim is to give operators a choice between a powerful general fleet vehicle and a premium-specification unit offering even more power for international haulage. This trailer is slightly heavier than our usual rig but of similar size. The R achieved one of the fastest, if not the most economical laps of CM's Scottish test route to date.
The unloader valve became noisy and finally failed at the start of the second day but it was replaced in less than an hour by nearby Eden Commercial Services of Carlisle.
Most of our road test vehicles are well run-in demonstrators with at least 20,km on the clock but this one had covered only 5,km at the start and was some way from giving of its best. Redesigned piston rings are used, for example, while cylinder head bolts replace studs and nuts for better sealing. Renault has also fitted five-hole injectors with revised settings in place of fourhole components.
A French-built Livit speed limiter is also fitted as standard on all '' series engines. More power and torque at rpm less must have raised the engine's operating temperature and Renault has made a number of cooling system changes to counter this. A new crankshaft pulley is used which allows a higher running speed for the nine-bladed fan to give better cooling than the six-bladed fan on the R The R uses the same mm diameter clutch and Renault's B18 speed synchromesh range-change splitter gearbox with overdriven top three gears as the R Three optional ratios are available, from the high-speed 4.
The engine improvements have resulted in slightly lower specific fuel consumption within and just below its optimum torque band of 1,,rpm. Beyond 1,rpm fuel consumption increases, looking quite ordinary at 1,rpm where the R delivers its peak power.
Running in eighth high or low ratios between 64 and 80Iurvh has the engine spinning along very smoothly at around 1,rpm at near-maximum torque and at its fuel-efficient best.
Using its peak torque to best advantage the R's acceleration is deceptively quick with times very similar to the Mer cedes S and only two seconds behind the MAN Beattock required just one split, apart from the roadworks near the summit.
Whereas a split generally takes care of most gentle gradients, steeper ones needed a full gear change and before the revs had fallen below 1, rpm. Starting from rest normally required the use of second, fourth, fifth and sixth low, then splitting each of the remaining gears. Most of the lower gears felt stiff and notchy, making gearchanging on the severe gradients of the A68 section slower than desirable.
Driving at such low and exceptionally quiet engine speeds calls for sustained concentration if the driver is to produce the economies that are claimed for it. Renault could help towards this by using a larger and shaded rev counter similar to those used by MAN. Fast hill climbs such as Carter Bar had the temperature gauge needle edging into the shaded red sector when the electric fan could just be heard above the noise of the engine, cutting in and out until the temperature returned to normal.
A' rolling road brake test showed a very good balance across each axle but was less impressive as far as the trailer was concerned. On long downhill runs the foot and exhaust brakes controlled the descent speed easily but leaving the motorway on downhill sliproads produced brake judder at the wheel when braking hard. Indeed there was a fair amount of roll on roundabouts which had to be approached with slightly more caution than usual; but in general the R34's parabolic springs and anti-roll bars at front and rear felt most effective in keeping it to a minimum.
The cab's four-point hydraulic and coil spring suspension and air-suspended seat keep fore and aft movement down to a reasonable level. Renault's steel Turbotiner cab with its GRP high-roof section provides a very high standard of finish and comfort that is compatible with its continental long-haul image.
It gives a vast amount of headroom for drivers of around 1. A hanging suitcase and a briefcase that clips on to the engine cover are standard features along with electrically-operated windows and sun blinds to the front and sides. Even climbing up Blackhill on maximum torque in third low, noise levels were quite acceptable.
Entry is unrestricted with a vertical climb on well spaced steps to comfortable air-suspended and warm velour-covered seats. Instruments and controls are well grouped and illuminated apart from the heater controls in the centre of the dash panel.
Except for the rev counter the gauges are clearly graduated and easily read, especially at night. From the driver's seat there is a good field of vision to front and sides, although a half-length nearside window would have helped in Edinburgh or in any depot to watch the bogie on tight turns.
Renault's latest Lyon-built Turboliner for the British market is a logical and interesting replacement for the Its reworked engine is.
Except for the severe fog which impeded our progress over the Northumberland hills, and with more miles on the clock it may well have achieved just that. The high, double-bunked cab is comfortable, extremely quiet and has a range of useful standard items.
Although it tends to roil somewhat on corners the big unit handles reasonably well. Much of the notchiness in the gearbox may well have been due to its relative newness, but the locking up of the R's drive axle brakes is much more fundamental. Either way the R is a competitive package which no doubt will attract many international hauliers.
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