RENAULT TRUCKS 2027 TEST DRIVE

Renault Trucks has entrusted us, in preview, with two new additions to its 2027 range: the T High 540 DE13R in limited edition Ultimate and the T 480 Smart Racer. Two trucks, two philosophies, but the same revolution under the cab: a new 13-litre engine, an optimised transmission and driver assistance systems that take a remarkable step forward. And believe me, on the Italian roads, I had a few nice surprises.

Renault Trucks pulls out all the stops!

Autumn in France is often grey. So when Renault Trucks invites us to discover its 2027 new features in Italy, I am not going to sulk — heading for the dolce vita! Here we are in the Milan region, with a route that will take us to the shores of Lake Maggiore. The scenery and the weather are superb, but it is above all the two trucks that interest me.

First candidate: a Renault T High 540 in Ultimate series. I choose number 1 of the limited edition of only 30 units that we had presented to you at the IAA show in Hanover. Just between us, know that almost all of the available units are already sold before even being put on the road! Our truck sports a magnificent gold livery, matched to its semi-trailer. Not simple stickers on the cab: here, it is paint, with a true factory preparation and a particularly carefully finished level of finish. The series also exists in aubergine and grey. The C11 gang has struck another great blow! Renault Trucks has understood everything, the look of these trucks is today placed beyond competition against the competition and believe me that makes all the difference. Gone is the grey and dreary Renault! Today, the French brand knows how to manufacture beautiful trucks and all without any complex compared to the Swedish cousin and let's be clear this Ultimate series brings a new demonstration of this.

DE13R: the 13 litres changes seriously!

Under the cab, Renault Trucks inaugurates its new DE13R engine. We remain on a six-cylinder of 13 litres of a design very close to the legendary D13. The first difference lies in the fact that now the block has been reinforced to withstand higher combustion pressures. The injection also evolves with a new high-pressure system and, above all, Renault Trucks abandons the Turbo Compound in favour of a variable geometry turbocharger. Fewer moving parts, better boost management and above all peripherals designed down to the smallest details. Disengageable water pump, less energy-consuming auxiliaries, revised electronic management: everything is done to save fuel.

Renault Trucks announces up to 4% less consumption compared to the previous generation. This is a manufacturer's promise so to know what it is really worth, we will have to wait for our test on the Occitanie circuit. Today, I am here to discover the general behaviour and for a real consumption figure, the appointment is already made later in the south of our beautiful country.

540 horsepower, but above all 2,800 Nm!

With this new engine, Renault Trucks moves from 520 to 540 horsepower on its top-of-the-range model. Twenty additional horsepower? Frankly, that is not what will upset our daily life and clearly what interests me more is the torque because we verify it at each of our tests on our route. Torque is indeed what makes the difference and now, we have 2,800 Nm from 900 rpm which is not without reminding us of the figure of the Scandinavian cousin. Exactly the value announced on the Volvo FH 560. Which goes to show that the twenty additional horsepower of the viking do not tell the whole story either. I will be clear, what counts at 40 tonnes is the engine's ability to pick up without multiplying gear changes.

Another important point, on the model tested today the axle has a ratio of 2.31. A sufficiently versatile choice to tackle demanding routes, including in the mountains but which here should not necessarily give us a real advantage. From the first accelerations, I find this mechanical availability. The engine picks up at low revs, without hesitation, and the truck moves forward with appreciable ease. The Optidriver gearbox retains its architecture, but its software has been reworked. Gear changes are faster, power interruptions less perceptible. And you feel it immediately! At 40 tonnes, on the small Italian roads, the truck pulls away cleanly. No hole, no unnecessary jerk. You gain in smoothness, the engine/gearbox/axle mix seems to work well together.

At 85 km/h, the engine stops!

This is certainly one of the most surprising new features. I am driving at 85 km/h, the truck glides along and… the engine stops completely! Yes, you read correctly. We already knew Eco-Roll, which allows driving in freewheel. But Renault Trucks now goes further by cutting the thermal engine when conditions allow it. Remember we had a first contact with this system during a previous Occitanie test, here thanks to the new prediction system the system is even more striking.

Unlike Volvo, here when I say cut, it is not a figure of speech: the rev counter drops to zero, so no doubt the engine is no longer running! So I can already see the comments coming: "And the steering? And the compressed air? And safety?" Rest assured, the necessary equipment remains operational thanks to adapted auxiliaries. And if the safety conditions are not met, the system does not activate. At first, I must admit it is disconcerting. But very quickly, you understand the interest: during these rolling phases, the engine no longer consumes diesel. The restart happens discreetly, without disturbing the drive and I must be frank the silence is such in the truck that you even struggle to notice when the operation occurs. Frankly, it works well. And I find it rather clever that Renault clearly displays the engine stop on the dashboard where on the Volvo the needle stays at 500 rpm even when the engine is stopped. The same system but 2 very different approaches!

Driver Assist: here, Renault has made a real leap!

Another major evolution: the driver assistance systems. I knew the traditional lane keeping, with its sometimes rather abrupt corrections. Here, we move on to something else. The new Driver Assist maintains the truck at the centre of its lane with remarkable smoothness, while adapting its speed to the vehicle ahead. Obviously, the driver must remain attentive and keep control as this is not autonomous driving. Whatever the case, on motorway, and particularly in Italian tunnels, the result is impressive. The steering accompanies the movements without giving those unpleasant little steering wheel twitches that we knew on certain previous generations. And above all, the system is no longer limited to large fast roads.

Roundabouts negotiated almost on their own!

It is on the small Italian roads that the new predictive cruise control surprised me the most. We chain villages, speed limits and roundabouts. The truck uses navigation information and sign recognition to anticipate. Approaching a roundabout, it slows progressively. I keep the steering, I choose my trajectory, then the truck resumes its speed at the exit, taking traffic into account. I practically touch neither the brake nor the accelerator!

And what is interesting is that Renault allows the system behaviour to be adjusted: fast, normal or slow pass. With a sensitive load or a high centre of gravity, you can therefore favour a more cautious approach. Beware, the truck does not know the actual height of your load. The driver remains responsible for his combination. But frankly, for an unknown road, it is a particularly convincing assistance.

Mercedes had long had a lead on predictive cruise controls. Today, Renault Trucks and the Volvo group have come back into contact and I even find the system particularly accomplished.

Ultimate: great comfort, with a few reservations

Let us return to our T High 540. On board this Ultimate, Renault Trucks has particularly carefully finished the materials, the upholstery and the decorative details. The gold colour accents are present right into the cab. The ambience is frankly top of the range. Our vehicle also has full pneumatic suspension. On the sometimes degraded roads of the region, the comfort is remarkable. The new steering, more supple and more precise, contributes to this pleasantness. I also appreciate the progress made on the driving position. The steering column has for a few years offered a range of adjustment that finally allows you to easily find your place. Not to say only good things, I keep a reservation on the front storage. The lockers are numerous, certainly, but their dimensions do not always allow bulky objects to be accommodated. On this point, Renault could still progress. The general layout of the cab also remains familiar since its first presentation. The real upheavals today concern more the finish and the technology than the interior architecture. To see better we will therefore have to wait until 2028 but I will talk to you about that later.

Rear-view cameras: I am starting to get a taste for them!

I know, some drivers remain attached to their traditional mirrors. But on the small Italian roads, the Renault rear-view cameras convinced me. The image follows the trailer in bends, the distance markers facilitate manoeuvres and the screens free up part of the field of vision. An adaptation time is obviously necessary, but once you get into the habit, it is difficult to deny the interest of the system. I simply regret that Renault retains certain traditional complementary mirrors, notably the front view camera and the docking mirror. A Corner View type solution like at DAF might perhaps have allowed going further. Whatever the case, the visibility at the wheel remains good.

OptiBrake+: 640 horsepower to hold back 40 tonnes!

Our Italian route does not include major Alpine descents, but it nevertheless allows the discovery of the famous OptiBrake+ (VEB+ at the cousin's). The new Renault has this famous super Jacob's brake, an engine brake developing up to 470 kW of hold-back, nearly 640 horsepower. Beware, contrary to what certain dream sellers might suggest, the engine brake must not be confused with a hydraulic secondary retarder (Voith). On our two trucks, we do not have this latter equipment.

Here on this type of route, I want to say that it does the job but if you are heavy and you frequently drive in the mountains, choose the best of both worlds by combining the two. Personally, you know my opinion: the combination of the engine brake and the hydraulic retarder remains the best solution for the most demanding uses. Nevertheless I must also admit to you, here on our Italian itinerary, I did not feel any particular lack.

Second new feature: over to the T 480 Smart Racer!

After this first stage, change of truck. I leave the T High 540 Ultimate to my colleague Florian and I take the wheel of the new Renault T 480 Smart Racer. This time, we are on a configuration much closer to fleet vehicles. Lower cab, more conventional presentation, mechanical front suspension and particularly long axle ratio: the programme is different.

But the Smart Racer retains a dynamic presentation, with specific decoration that does not lack character. And above all, it benefits from the same technical evolutions as the Ultimate. Important precision: the engine new features and assistance systems are not reserved for the limited series. They concern the new range, depending on the equipment and options selected and this even if you have a white truck like the hundreds of others driving alongside you.

480 horsepower and 2,650 Nm: more than enough to work with!

Our Smart Racer has the same DE13R engine, this time tuned to 480 horsepower for 2,650 Nm of maximum torque. Its axle of 2.17 clearly sets the tone: this truck is designed to devour kilometres while limiting engine speed. We are now driving alongside Lake Maggiore. And there, frankly, what scenery!

The villages, the tunnels, the roads that wind along the water's edge, the colours of autumn… it is difficult to find anything more pleasant to discover a new truck. But these small roads are not necessarily the favourite terrain of a tractor configured for long distances. And yet, the Smart Racer manages remarkably well.

Less comfort, but always with temperament!

First difference with the Ultimate: the suspension. Our 480 does not have pneumatic suspension at the front. On the speed bumps and uneven road surfaces, you feel it immediately. The truck is a little firmer and the cab moves more. Beware, I am not saying it is uncomfortable! But after driving in the true Pullman that is the T High with full suspension, the difference is noticeable.

On the other hand, the steering remains very pleasant and the transmission retains that smoothness which had already won me over on the 540. Even here at 40 tonnes, the gear changes are fast and well managed. And when you drive quietly, the truck almost gives the impression of permanently gliding.

Eco-Off mode: the 480 shows its teeth!

An ascent arrives. The opportunity to verify whether this Smart Racer has not sacrificed all its temperament on the altar of consumption. I press the Eco-Off button. Immediately, the engine management changes. The gearbox accepts revving higher to seek out the power. And there, surprise: the 480 responds frankly! I apply the accelerator and the truck pulls its 40 tonnes without particular difficulty. With a kick-down, Power mode appears on the dashboard. The engine takes more revs and the response becomes noticeably more dynamic.

Obviously, in these conditions, consumption is no longer the priority! But what I appreciate is being able to take back control when the situation demands it. An economical truck must not become an anaemic truck and on this question this Renault Trucks 480 demonstrates that it still possesses a true character.

Personal minor criticism: I would like to find a more legible rev counter. I know some people never look at it, but I like to know precisely where my engine is working.

Return to Milan: diesel has not said its last word !

On the motorway return to Milan, I switch back to Eco mode. The Smart Racer immediately finds its philosophy of a great long-distance runner again. The engine works at low revs, the transmission anticipates correctly and the freewheel phases follow one another. It too benefits from the complete engine cut-off when conditions allow it.

Same observation for Driver Assist, particularly pleasant in tunnels and on congested sections. I nevertheless find a defect of modern vehicles: the audible alerts. Sign recognition, temporary speed limits, speed reminders… it can quickly become annoying! Renault allows certain alerts to be attenuated from the central screen. You still need to think about making the adjustments before departing. I had done it on the first truck. Not on the second! Result, I had a few concerts of beeps. Thank you electronics, thank you Europe for thinking about our safety!

My verdict: two trucks, two characters, a real evolution!

After this Italian day, my opinion is fairly clear. The T High 540 Ultimate won me over with its look, its finish, its comfort and above all the performance of its new engine. With 2,800 Nm of torque and an even smoother transmission, Renault Trucks offers a particularly pleasant combination to drive.

The T 480 Smart Racer plays a different score. Less luxurious, firmer, but particularly coherent for long distances. Its axle of 2.17 and its engine management favour economy, without preventing the driver from seeking out the 480 horsepower when needed.

Both benefit from important evolutions: DE13R engine, optimised gearbox management, engine cut-off in freewheel and notably more accomplished driver assistance. And that is precisely the essential point.

These two 2027 new features, which we are discovering in absolute first, show that Renault Trucks has not simply added a few horsepower and changed the decoration. The drivetrain and the driving pleasantness have genuinely progressed.

It now remains to measure the announced economies. Renault promises up to 4% less consumption. Very well. But at TruckStop, you know how it works: we want figures recorded on our own circuit.

The T High 540 should therefore join us next spring for a true Occitanie test, with our usual protocol. And there, we will be able to compare it to its competitors!

In the meantime, I truly enjoyed driving these two Renault Trucks. Diesel continues to evolve, and frankly, that is not to my displeasure.

Find our complete hands-on video on the TruckStop application, available free of charge on all smartphones, via the App Store and Google Play. You will discover the two trucks, their equipment and the magnificent Italian roads that served as the backdrop for this test.

Safe travels, take care and see you very soon for a new TruckStop test!

Text: Fabien Calvet Photos: Fabien Calvet and Victor Doutrelon