Renault Trucks EMEA Sales and Global Brand L Product Management Bruno Calas

MIDLUM / ŹŹŹŹŹŹ MIDLUM (!)PREMIUM- LANDER-KERAX PREMIUM-MAGNUM PREMIUM- MAGNUM-KERAX MIDLUM PREMIUM Power Take Off global offer Ranges Engine DXi 5 & DXi 7 DXi 11 / DXi 13 DXi 5 DXi 7 Renault-Trucks Ranges modification index:"Q" on 2012/04/02 rotation (see from Gearboxes ZF ECOMID ZF ECOSPLIT OPTIDRIVER + Automatic Transmission the rear gearbox ź B : flange output / C : shaft output Power Take Off ratio and position regarding the gearbox output shaft axis

Engine Rev Maxi torque 6S 1000 9S 1110 & Direct Drive of out put (anti engine 6S 800 / 6AS 800 16S 1830/2230 16S 1630/1830/1930 Over Drive S2500 S3200 family Code Type of PTO running delivered (6,75/0,78) 9S1310 2412&2512 C (**) & D 2612 clock) (clock) ATO 2512C(**) & 2612D (11,73-0,785) shaft (6,58/0,78 /2530/2730 TO (13,8-0,84) /2230 TD (16,41-1,00) D (14,94-1,00) (3,49/0,65) (3,49/0,65) ź ź 6AS 1000 (9,48/0,75)

258 AT B (DIN 90) 350 N.n S 88 4 < 1h 0,97 16h 0,9616h 1,77 17h 258 AU C(split shaft) 450 N.m 258 96 B (DIN 90) customer adaptation not available S 81 600 N.m 258 97 C(split shaft) 0.70 - 0.90 18h 0,90-1,14 18h 258 96 B (DIN 90) S 813 < 4h 800 N.m 0,97 16h 258 96 B (DIN 90) S 81 1000 N.m 0.92 - 1.09 15h 0.77 - 0.92 15h 258 97 C(split shaft)

258 98 B (DIN 90) 430 N.m 1,253 17h 0.99 - 1.18 15h 0,91-1,16 17h 0,81-1,02 17h Main power take off 258 99 C(split shaft) S 84 4 < 1h 258 98 B (DIN 90) 500 N.m 0.82 - 0.98 15h 258 99 C(split shaft)

258 AV B (DIN 100) < ou = 4h 320 N.m 1,7 13h 258 AW C(split shaft) NL/10 4 /3000tr/ Maxi (ѐ) 258 AX B (DIN 100) 270 N.m 2,03 13h

258 86 B (DIN 100) N109/10 4 < 4h 410 N.m 1,9 18h 258 87 C(split shaft)

258 B (DIN 100) 4 1,47-1,76 (CA on 560 N.m 1,75 - 2,09 16h 16h 258 AS C(split shaft) request)

258 AM B (DIN 100) 4 N221-10 < 4h 730 N.m 1.35 - 1.6216h 1.14 - 1.35 16h

High Torque High 258 AN C(cannelée)

258 AP B (DIN 100) 4 870 N.m 1.13 - 1.35 16h 0.95 - 1.13 16h 258 AQ C(split shaft) B (DIN 120) 3 < 4h 16h 16h 258 AL C(split shaft) PTRD-D1D Total: 730 N.m 1.30 - 1.65 1.65/2.02 frontward 3 < 4h opposite opposite EO solution B (flange DIN ) PTR-FH (DAC) 4 < 4h 600 N.m 1,23-1,51 (EO) 17h 1,57-2,00 (EO) 17h 259 04 81 Z2 3 < 4h 600 N.m 0,97 16h 0.91 - 1.09 15h 0.77 - 0.91 15h 259 05 C (split shaft) 84 Z2 4 < 1h 430 N.m 1,253 15h 1,18 -1,41 15h 0.99 - 1.18 15h Add. 259 07 88 Z2 4 < 1h 450 N.m 0,96 16h 1,412 15h

258 AF B ( DIN 100) 06 A2 4 <1h 300 N.m MIDLUM 1,07 16h 258 AE C(split shaft) BV S2500

258 BA B ( DIN 100) PMTH 3000L-400 GVPL 4 < 4h 400 N.m 1,615 15h 258 AZ C (split shaft) PMTH 3000L-400 GVPP

258 64 B ( DIN 100) PMTH 3000L-600 NMPLT 4 < 4h 600 N.m 0,933 15h 258 65 C (split shaft) PMTH 3000L-600 NMPPE MIDLUM

258 93 B ( DIN 100) PMTH 4000L-600 NMPLT

Autom.Trans. " Latéral" 4 < 4h 400 N.m 0,933 15h 258 63 C (split shaft) PMTH 3000L-400 NMPPE n 258 BD C (split shaft) 17 T1 600 N.m 1,139 258 BF C (split shaft) 17T2 600 N.m 1,401 258 AJ C (split shaft) 17 T54 < 4h 535 N.m PREMIUM 1,975 13h 258 BB C (split shaft) 17 T6 400 N.m 1,139

Auto.Trans." mou top Auto.Trans." 258 AG C (split shaft) 17 T 7 400 N.m 1,401 DXi5 DXi7 DXi 11 / DXi 13

228 69 C (DIN 5462) 450 à 600 N.m 1 12h REPTO DXi 5&7 ( !!!) 3 > 1h 228 70 B (DIN 100) 600 N.m 1 12h

228 69 C (DIN 5462) 800 N.m standstill REPTO DXi 11 4 / 1,08 13h 1,08 13h 1,08 13h 1,08 13h 228 70 B (DIN 100) 650Nn in drive > 1h 228 69 C (DIN 5462) REPTO Dxi 13 4 800 N.m 1,26 13h 1,26 13h 1,26 13h 1,26 13h 228 70 B (DIN 100)

NMV 221 on Ecosplit 3 2000 N.m 0.98 12h 0.98 12h 1CD 04 (!!) B (DIN 150 ) > 1h

Rear Engine or Sandwich PTO Sandwich Rear or Engine 4 (!!) 1300 N.m 1,55(CA) 12h 1,55(CA) 12h * this data fill no not take account some cross configurations ( exhaust , configuration, retarder, etc.) (**) Optidriver C = Euro 3 engines update: 1) S88 ratio on 9S1110 gearbox = 1,77 (!) Caution : PTO's fiting is 2) Additionnal PTO , 84Z2 = ratio 1,19/1,41 forbiden on Midlum EL / 12 tones (!!) The high torque PTO NMV 221request a ( !!!) Caution : the REPTO with Dxi 5 & 7 3) PTO on Automat.Transm S2500 =or < 1h ranges ( tipper or crane uses specific Customer Adaptation to optimize the rear engines do not fit with ZF Optitronic gearboxes ( 4) PTO on Optidriver =258AL= PTRD-D1D forbiden ) gear box cross member for waste bodywork 6AS 800 and 6AS1000) 5) S81/B not available on standard on Optidriver ( possible by Customer adaptation) Only dry fret or fridge uses 6) Ecosplit 4 evolution & AS 88 supressed 7) Ecosplit TD = mistake for S81/84 ratio ( cell not well positionned) 8) high torque PTO NMV on Ecosplit 3 9) NL 10: running time < or = 4h / PTO's rotation limited at 3000 rpm (ѐ)NL10/Bforanoccasionalusage,upperthan 10) Update on the PTR-FH torque 3000rpm,theoption1CA06(additionnelcooleron 11) Dxi 5 & 7 REPTO forbiden with Optitronic gearboxes gearbox)souldbefitted(ProductinformationNb.652) 12) "P" version : PTRD-D1:output C ( front output) :rotation reverse see from back of the truck 13)"Q" version : a)PTRD-D1 , Maxi torque given for the combination of both outputs ( will be splited following torque requested by each one , the combination could never be upper 730N.m b)S81 for Optidriver gearboxes : torque increase to 1000 N.m c) NL10/B : for sever usage an additional cooler 1CA06 should be fitted (see Product Information n° 652) d) REPTO Dxi 11 :on driving mode the torque is limited to 650 Nn REPTO Dxi 13 : the ratio is 1,26 ( instead of 1,08)

Indice "Q" updated 2012/04/02 RT- PTO Global offer - €5 Page2/2