Last month we reported from Renault Truck's headquarters in Lyons on the launch of its new Midlum and Premium distribution ranges.

Renault says that the revisions to its 7.5 to 26-tonne ranges are the result of a four-year development project costing €200 million (£135 million), but at the launch the manufacturer did not offer any driving opportunities.

This was remedied last month at its Blainville plant, near Caen and the beaches of the Normandy landings. Renault's event was geared up for the full European transport press corps and with only an hour and a half allocated to driving and a distinct lack of 7.5-tonners we had to settle for a 12-tonne Midlum 220.12 for our first drive. The Midlum range boasts two new engine offerings from Deutz - a 4.8-litre four-pot and 7.2-litre six-pot - a new chassis, a redesigned cab, new transmissions and new brakes.

First impressions count in our book and the new Midlum with its dashmounted gear shift and new interior looks the part. A single step up into the demonstrator's 2m long Global cab made access easy and we quickly set the fully adjustable steering wheel and driver's seat to our driving position. Storage behind the seats is excellent.

The drive from our 220hp fourcylinder 4.8-litre power plant was regulated by a new ZF six-speed manual transmission with cable shift. The ZF is an improvement on the Eaton box it replaces but this vehicle had delivery mileage on it and we found that the mechanism was tight.

The first two ratio positions are slightly separated from the other four on the stick and when engaging our starting gear we would have preferred the lever action to be more positive. A dash display confirms which cog has been selected. Once in third the gate is tight and moving up the box further is aided by a smoother, positive action.

The new Deutz-built engine is quiet and on moving off we relied on the rev counter to help us time our up shifts. Like other Renault product drives we have attended, the manufacturer only loaded the trucks to 70% GVW. Progress along the flat coastal roads of Normandy was rapid and the 220hp engine was responsive and flexible. Its maximum toque output of 800Nm (590ft-lb) is available from 1200 to 1700rpm but at around 8 tonnes we were able to use a range of nearly 1000rpm and block shifts to reach and maintain cruising speed.

We only encountered one hill on our route where the engine's true performance could be briefly assessed. Climbing the 12% gradient from the D-Day's Gold beach onto the high ground above Arromanches, the engine dug in and we maintained decent progress once fourth gear had been selected. The four-pot engine offers a top output of 220hp and at 7.5-tonnes we think it will master the most severe operating terrain. From the feel we got the 190hp version should be the choice for normal operation at this GVW.

Descending the cliff-top road into Arromanches we selected a low gear and activated the exhaust brake. With the engine revving at 2500rpm the exhaust brake arrested our speed sufficiently that only the lightest application of the service anchors was required to keep everything under control. Braking is electronically controlled and air operates a full set of discs. We found application to be positive and progressive and only light pressure on the pedal is required to decelerate rapidly from cruising speed.

Renault fitted this demonstrator with standard front parabolic suspension and its optional rear air suspension. On our route there was a mix of road surfaces and many roundabouts. The ride and handling is first rate and from our brief encounter with the new Midlum we think it will prove popular with drivers.

For the return leg of our journey we drove a DXi7, 7.2-litre powered Premium 19-tonner. The 4x2 was specified with a 280hp version of the Deutz-built six-pot that developed 1050Nm (775ft-lb)of torque and was fitted with a nine-speed ZF manual transmission with servo-shift. The new Premium has a low datum cab with easy access and the interior mirrors improvements made in trim and layout seen in the new Midlum and Premium heavy tractor range.

Like the Midlum this test truck was fitted with a Global cab but we did look inside a day-cab version and noted what a difference the extra 40cm of space behind the driver's seat makes. Unlike the new Midlum the Premium is available with a multifunction steering wheel that mounts cruise and radio controls. On DXi 11- powered models Renault's Optidriver transmission is available, and it says that a new automated transmission will be available for its 7 and 5-litre engines in the future.

Our comments about the new Midlum concerning flexibility and drivability apply equally to the new Premium although we did find the ride to be a bit stiff on one particularly rough stretch of road, but this was probably due to it being only lightly freighted. The gear lever is on the engine tunnel, well positioned level with the front of the driver's seat. Operation was smooth and switching between the ranges and gear selection went without a hitch during our short drive. The engine had plenty in reserve and in cab noise levels were similar to the Midlum.

Our Premium had the standard exhaust brake, which was very effective. The Optibrake engine brake is available with the 7 and 11-litre engines.

Both vehicles were running at Euro 4. On the Midlum a 20-litre aluminium AdBlue tank was fitted next to its 200-litre diesel tank and the Premium had a 40-litre next to its 255-litre fuel tank. Renault's new engines will take the marque through to Euro 5 and so performance levels cannot be directly compared to the engines they replace. From our brief encounter in Normandy our verdict is 'big improvement'.

Renault says that maintenance costs on new Midlum and Premium Distribution will be 15% lower than the existing range thanks to longer oil drain intervals, predictive maintenance, improved belt lives and longer brake life.

Conclusion

Renault has gone to great lengths to ensure the overall quality of its new distribution trucks is as high as possible. Unlike the old models we did not detect any creaks or rattles in the trucks we drove and the general feel from the driver’s seat was that of a solid well constructed vehicle with high overall levels of build quality.

Our first impression of the new engines was very favourable, although we would have liked to drive over more testing terrain with a full load. In terms of drivability the new Midlum and Premium Distribution are a big step forward for Renault and the Midlum especially stands out. Even at 12 tonnes the truck has van-like driving characteristics, which are a big plus in urban distribution.

The downside for Midlum is its price. At around £31,000 its list price is high compared with most of its competition and despite its undisputed attributes we wonder if this may hinder sales. The first RHD core models will be ready for bodying by the end of June. The full range will not be in production until October.