Renault’s small-cabbed ‘Wendy house’ Range D430 tractor unit is not a big seller – and while it has some merits, it’s certainly showing its age. But as a truck, is it any good? Let’s put it to the test…

Before we go any further, we admit Renault is rapidly changing our perception about its products – indeed, the Range T High we tested in the July issue was a bit of an eye-opener and a refreshing change. It was a very good truck and above all made a very sound business case.

That was proven to us a few weeks ago when a loyal Scania operator told us he’d taken his first Range T High because it just made economic sense over his Swedish preference. And he was even giving up his beloved manuals to ‘go French’. There is every chance that if his new truck delivers as he hopes, he may not go back to Scania.

The problem is while the Range T High is a true flagship and the Range T is a great all-rounder, at the smaller end of the scale there’s no alternative for Renault other than using the elderly Premium cab as the Range D. And you could be forgiven for not even knowing the Range D tractor unit exists, because Renault has never really plugged the model. It was always assumed if you wanted a Renault for general distribution, a Range T was your best bet.

In fact, the truth is a Range T is indeed your best bet. But Renault does offer a D430 4×2 tractor unit and, more surprisingly, this year it even has one in its press demo fleet. So Trucking asked to take it out – and despite initial bemusement from Renault’s marketing men, they were more than happy to let us take it for a spin.

For those that don’t know, the Range D is the small-cab Renault for general distribution. You’ll typically find the cab on the 4×2 and 6×2 rigids; but as a tractor unit, it’s uncommon.

It is Renault’s alternative to the DAF CF (soon to be XD), Scania P- or G-series, Volvo FM, MAN TGS, Iveco S-WAY AT, and Mercedes-Benz Actros with smallest ClassicSpace cab.

But this cab is actually from the Premium range launched way back in 1996. It appeared in two heights and the lower-height version was reincarnated as the Range D when the Range T appeared nearly a decade ago.

Technical overview

The Range D is mostly used as a rigid, but it is available as a 4×2 tractor for inter-urban distribution. There is no 6×2 option as a tractor unit – not even with a small midlift – so its gross vehicle weight is 40 tonnes, which is the weight our test vehicle was running at.

As you’d expect, the driveline is pure Volvo. The DTi 10.8-litre straight-six engine is rated at 424 bhp between 1700-1900 rpm, with a torque rating of 2050 Nm from 1000-1400 rpm; so the same as an FM11-430. The engine features common-rail high-pressure fuel injection, an overhead camshaft and rear-mounted timing. It meets Euro 6e emissions.

The Optidriver AT 2412F gearbox has 12 forward speeds and an automatic clutch. The front axle is rated at 7500 kg and the rear at 11,500 kg. The wheelbase is 3700 mm. The truck weighed in at 7023 kg, which for a 4×2 with high-roof sleeper is not outstanding, but nor is it appalling.

Inside the cab, the bottom bunk looked comfortable enough, but obviously was not as wide as Range T version as the Range D is that bit narrower. It’d do for the odd night out from time to time, but you wouldn’t want to ‘live’ in this cab for a week – and nor should anyone expect you to.

The truck also has a ‘second bunk’. We say that in inverted commas because it was ‘sort of’ a hammock and not exactly a thing you’d want to sleep on. Because the cab is so small, it can only be fully extended if the seats are tipped forward slightly; and even then, it’s a pain in the backside as it’s on rails and you have to lift it out of a slot, pull it forward and then drop it in another slot to make it flat.

It’s a strange and annoying way to provide a second bunk; and besides, the thought of double-manning in a cab this size with very limited storage really doesn’t bear thinking about.

This top bunk set-up is cumbersome, convoluted and irritating. When it’s in place, you are left with a thin hammock which does not look especially comfortable. It also can’t really be used as a shelf, other than when the truck is stationary. Its rivals in this class – a high-roof small cab such as DAF’s CF Space Cab, Scania’s Highline, or Volvo’s FM Globetrotter are just so much better.

On the road

OK, so the cab is dated, cramped and mildly impractical; but how good is it on the road? Well, here the little Renault starts to clawback some credibility.

One thing that instantly struck us was its pulling power, which is very impressive. With 424 bhp on tap at 40 tonnes, it works out to just over the ‘benchmark’ 10 bhp per tonne – not a bad power-to-weight ratio at all. It accelerated exceptionally well, which is a major plus point; especially if time is of the essence in your work.

The D430 also handled very well indeed. Inside the cab was a little bit noisy for our liking – maybe because of its age – which would become off-putting during a long shift. But in terms of performance, we genuinely couldn’t fault it. We’ve driven many trucks in this power category and they have been sluggish, but this little Renault is actually very nippy indeed.

We took the D430 on a circular trip from Warwick, through Kenilworth and Balsall Common, up to the M6 and then for a short blast along the motorway before returning via Coventry, Leamington and back to Warwick. That gave us a chance to undertake some town driving, A-roads, B-roads, dual-carriageways, motorways and also experience some stop-start roadworks as well.

In fairness, the truck performed better than we’d expected. For a distribution truck, it wasn’t too bad a drive at all. Not enthralling, not amazing; just competent. By today’s standards, the truck is relatively basic and spartan inside.

It has little ‘wow’ factor; it’s functional, but quite dated – especially the dash. There are annoying features, like the cruise controls split into two sets of buttons either side of the steering wheel.

Verdict

This truck does the job, but it won’t get your excitement levels up. It’s a distribution truck, so perhaps it’s not meant to excite. However, it’s incredibly hard to make a solid case for buying this truck over its rivals.

Why? Well, the main thing is Renault’s list price for it is the same as a Range T! So unless you get a good discount on it, it’s hard to persuade any operator or take a Range D over a Range T. The D’s only plus point is it will be lighter than a T, and lighter still with a flat-roof sleeper or a day cab. It’s not available as a 6×2, and the market for 4x2s is still fairly limited.

It’s simply impossible to prefer the Range D compared with a DAF CF, Volvo FM, Scania P-series and indeed every other small-cabbed tractor on offer.

Sadly, with its 26-year-old cab, the D430 is very dated. You can argue the CF cab is older – it is – but its refreshes have been far superior, and more regular. If DAF’s XD follows on from the new XG, then it may well move to the top of the tree of the ‘Wendy houses’.

The Range D might be cheaper than those rivals – certainly than the Swedish models – but any gains may be lost when it’s time to sell it on.

Supermarket Iceland – which used to have basic Premium models with flat roofs, but the higher cab – has put a lot of Range T day-cab 4×2 tractors into its fleet, which further highlights the market for the D430 is pretty limited.

As a truck, it’s fine. If you operate an all-Renault fleet and need a tractor that’s lighter than a Range T, there’s a crumb of a case for it. But as an investment, it starts to wane in appeal. Most operators in the market for a 400-450 bhp, small-cab 4×2 would probably be better looking elsewhere; and the fact this is such a rare truck suggests they already do.

In fairness, we don’t think Renault is pinning its long-term prospects on the Range D as a tractor unit; and given the Range D is a rigid as well, maybe a new cab will be on the horizon. If that were to be the case, we hope it has a better upper bunk!

Mercedes has recently updated its most popular engine for top weight tractor units with the OM471 now on its third variation. We took a 2545 over a gruelling 300 mile test drive to see how it performed.

By Pip Dunn

The Mercedes 2545, and its lightweight 2445 brethren, is the most popular 44-tonner in the German company’s portfolio if sales are anything to go by. It’s seen in many fleets running at top weight and combines efficiency and productivity with driver appeal.

It a very versatile model, you can have it with three cab types, with numerous options on size and height and it’s flexible and reliable. That explains its popularity. It’s a common sight in many fleets, large and small.

It’s in the most congested sector; the 6×2 midlift 450 bhp sleeper cabbed tractor units, but that also means it has a lot of competition from every other manufacturer. And with that in mind, it has to deliver a comprehensive package of affordability.

Under the cab is the newly-launched third generation of the popular OM471 12.8 litre straight six engine. In the 2545 it’s rated at 449 bhp, the entry level is 421 bhp but you can also have it at 476, 510 and 530 bhp. That’s a lot to choice for one engine. It also overlaps with the OM470-powered 10.7 litre straight six – available at 428 and 456 bhp for 6x2s. So Merc. has a lot of choice in this sector with seven outputs – and that is not even taking into account the biggest 15.8 litre straight six.

With many hauliers preferring the 10 bhp per tonne, then it’s clear why the 2545 is so popular. Trucking has driven many ‘45’ Mercs over the years, indeed we recently took an 1845 40-tonner for a spin, so we were keen to see how the ‘new’ 2545 fared.

When we test-drive Mercs we usually, but not exclusively, have a trip out from the company’s Wentworth Park base, near Barnsley and head over the Woodhead pass, skirt round Manchester and come back via either Saddleworth Moor – great for pictures – or the M62 – not so great for pictures!

On this test run we did more than double the mileage to give the truck a much more demanding workout. Our route was straight onto the M1 at Barnsley, up avoiding Leeds and onto the A1M to Scotch Corner, then it was across the challenging A66 to Penrith and down on the M6 to Carnforth where were stopped for our 45 minute break at Truckhaven Truckstop.

Thereafter it was back onto the M6, then the M61 to join the M62 before coming off at Junction 23 to experience a bit of twin driving through Huddersfield and then down to Barnsley on the A629. Overall it was a 300 mile run,so a great chance to really get the feel for the truck. We were loaded at maximum gross weight with a tri-axle curtainsider, giving a total height of 13ft 10in.

The Federal Motor Carrier Safety Administration is seeking comment on its emergency declaration that provides motor carriers some regulatory relief when assisting the nation’s COVID-19 emergency.

On Aug. 31, FMCSA extended its emergency declaration until Oct. 15. Now, the administration officials want to know to what extent carriers currently rely on the declaration, if the usage is “fit for the intended purpose of limited relief” and whether there has been an impact on safety or the supply chain.

FMCSA’s declaration was first issued in March 2020, and was previously extended in May 2022. It provides for regulatory relief for commercial motor vehicle operations providing direct assistance supporting emergency relief efforts intended to meet immediate needs for:

• Medical supplies and equipment related to the testing, diagnosis and treatment of COVID-19.
• Supplies and equipment, including masks, gloves, hand sanitizer, soap and disinfectants, necessary for healthcare worker, patient and community safety, sanitation, and prevention of COVID-19 spread in communities.
• Equipment, supplies, and food for emergency restocking of stores.
• Persons necessary for establishment and management of temporary housing and quarantine facilities related to COVID-19.
• Persons designated by federal, state or local authorities for transport for medical, isolation or quarantine purposes.
• Personnel to provide medical or other emergency services.

Since September 2021, the primary categories of commodities transported under the declaration were food, paper products and other groceries for emergency restocking of distributions centers or stores; and livestock and livestock feed.

Between October 2021 and July 2022, there was an almost 50% decrease in transportation of medical supplies and equipment related to the testing, diagnosis, and treatment of COVID-19; and supplies and equipment necessary for community safety, sanitation, and prevention of community transmission of COVID-19.