Renault Kerax

dhackney

Expedition Leader
I received an email from a guy in Ireland who stumbled across our travel site.

He's planning to build up a Renault Kerax. I checked out their UK web site and it looks like a good chassis option for global use. They offer 4x4 and 6x6 and have a wide range of GVWs available.

Might be a good choice if you are in a market where they are available or in a position to temporarily import one on a Carnet for the buildup.

UK site:
http://www.renault-trucks.co.uk/renault-kerax_2000732_1.html?lang=en

The generic specs on a 6x6 follow. I didn't include the cab options since they include a reclining passenger seat, which my wife would kill for. I can't face the prospect of starting over with a new chassis... :rolleyes:


renault-kerax-6x6.jpg


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KERAX 450.35 6X6 R HEAVY E4
MODEL CODE 34MF01100563
SOLO RIGID
GVW 26 / GCW 29,5




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ENGINE
DXi11
Maximum power: 331 kW (450 hp) at 1900 rpm.
Maximum torque: 2140 Nm at 1100 to 1300 rpm.
Diesel, 6 cylinders in-line, turbocharged with INTERCOOLER with Wastegate (on 410 & 450hp).
High pressure electronic injection (2000 bars) by 2nd generation pump injectors.
Monobloc cylinder head, 24 valves, overhead camshaft, rear distribution.
Bore 123mm - stroke 152mm - capacity 10.8 litres.
Engine oil capacity : 36 litres.
Steel oil filter.
High capacity oil filter with replaceable cartridge.
Cooling system capacity : 33.5 litres (51 litres with hydraulic retarder).
Piloted starting.
Electronically controlled fan.
Rotation direction (as from G'box side) : anti-clockwise.
CEE EURO4 pollution control level (2001 / 72b1).
SCR post-treatment system with electronically controlled injection of AdBlue and preheating of piping.
Antifreeze protection: - 25 degrees.
Vehicle noise level set at 82 dB(A)
Euro 4 regulations, step 2. Reduction in engine power of 25% when vehicle emissions are above the legislative levels.

OPTIONS
PTO speed limiter.


ENGINE EQUIPMENT
Exhaust brake
Fast idling control for PTO (Muddy site).
Electronic idling control.


CLUTCH
CLUTCH 430 GD 900 (430 MFZ with Optidriver).
Cerametallic single plate. Air assisted hydraulic actuation.
Automatic adjustment.


GEARBOX
ZF 16 S 2220 TO
16 synchronised forward gears and 2 reverse gears (13.80-0.84). Aluminium casing. Pneumatic range splitter with preselection switch on the lever. Super H grid control. SERVOSHIFT assisted gear changing. Cable-operated control.


RETARDER
Coupling of retarder and service brake.
Air operated engine exhaust brake.

OPTIONS
Engine brake and OPTIBRAKE.
ZF intarder hydraulic retarder


Transfer case
VG 2000 / 300
Separate from gearbox
Ratio: LS 1.536 / HS 0.890
Part-time transfer box differential.
Oil capacity:
9 litres (VG2000 / 300) - 7.1 litres (VG2000 / 396).
Without PTO on transfer box.

OPTIONS
Transfer box :Oil capacity : 9 litres (VG2000 / 300) - 7.1 litres (VG2000 / 396)


REAR AXLE
Tandem P 3395
Capacity 26 tonnes, double reduction by bevel gear and hub reduction units (2.26).
Rear drive axle hypoid ratio 17 x 37 (ratio 2.17).
Differential lock, between wheels and inter axle, engagement possible at low speed (managed by EBS)

OPTIONS
Other ratios available


STEERING
Hydraulic power assistance.
Right hand drive.
Integral hydraulic power assisted steering (1 independant circuit and 1 pump).


FRONT AXLE
Front axle plating: 8000kg.
Differential locking.


WHEEL AND TYRES
G.13 R 22.5 MSD / MSD
Steel disc wheels.
Wheel nut protection covers.
Spare wheel with jack, delivered loose.

OPTIONS
Other wheel and tyre options available


BRAKING SYSTEM
Main brake :
Electropneumatic braking system with two independent circuits, managed by EBS (Electronic Braking System).
Drum brakes.
Braking capacity greater than 70 tonnes.
Electronic APM (Air Product Management):
cartridge air dryer, optimised by preventive maintenance.
compressor disabled during engine starts.
Compressor:
Twin-cylinder 636 cm3 piloted by APM.
Declutching.
Max. output: 660 litres/min at 2000 rpm (compressor).
Ratio: 1.31
EBS :
Anti-lock braking system (ABS).
Anti-slip regulator (ASR).
Drag torque control (torque control during downshifting).
Brake pad wear balancing (wear state and projected service life).
Road rig braking harmonization.
Emergency braking assistance.
Braking performance alert.
Management of diff. lock engagement at a speed of < 10 km/h on 4x2 vehicles
Drum:
Diameter: 410 mm.
Front width: 175 mm.
Rear width: 200 mm.
Brake lever 170 mm.
Total linings area: 14 805 mm2.
Parking brake :
Air operated springs brake actuators on drive axle.
Alert parking brake.
Hand brake valve to EEC standards.
Emergency brake :
Provided by the independance of the two separate circuits.
Brake adjustment :
Automatic adjustment.
 
Thanks Doug.
One of the many many excellent European 4X4 and 6X6 forward control trucks, optionable from the factory for large single tires. Other comparable makes include Mercedes, MAN, Iveco and Sisu (in conjunction with Renault). And many other smaller mfgs. By comparison, here in the States we have jack-diddly nothing in this size range. our products don't measure up, for many specific reasons (no front diff lock, no singles without a spacer, no CTIS, no synchro 16 spd, no forward control, etc.).
Doesn't say much for US truck mfgs IMHO. We can thank the 25% truck import duty for the total lack of US competitiveness in the world market and our slim pickings here in the domestic market.
Charlie
 
Last edited:

dhackney

Expedition Leader
charlieaarons said:
One of the many many excellent European 4X4 and 6X6 forward control trucks, optionable from the factory for large single tires. Other comparable makes include Mercedes, MAN, Iveco and Sisu (in conjunction with Renault). And many other smaller mfgs. Charlie

Our timeline prevented us from fully exploring non-US market offerings. If we would have had a reasonable and proper amount of time for research it is very possible, if not likely, we would have explored or utilized one of those options.

In the end, it was easy to purchase, take delivery and get service on the Fuso FG. Using a non-US market chassis would have included a choice to either build up overseas or additional time and cost to temp import it here for the duration.

IMO, the non-US market European and Japanese trucks make a lot of sense for non-US utilization.

I agree with your assessment of the US market. Only when you spend time in other places do you realize how many options, trucks and otherwise, exist out there that we will never see here.
 

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