Picture: The prototype of a Renault AHS from 1939.

Illustration: Renault AHR with gas generator.

In the mid-1930s, a modern lorry emerged at Renault, which no longer used a torpedo front, but now came with a (semi) front cab. The earliest examples had an extremely angular cab, but Renault was soon continuing this design in a more streamlined fashion on the heavier models such as the AFK, AGL and AGR. As a matter of fact, the cab was pushed forward over the bonnet.

Illustration: Renault AHN with gas generator.

The engine unit was now mounted in the cabin, with the decisive advantage being the longer loading length with similar chassis dimensions. It was nothing more than logical to extend this principle to the lighter commercial vehicles. And since the development could not completely be halted by the war, a fully new series appeared in 1941, using load capacities of 2- to 5 tonnes. The development of this series had been in full swing since 1939, when the original cabin with its fully flat front was shown in prototype shape. Lightest of them was the AHS variant that could load up to 2 tons.

In addition there was the AHN with 3.5 tons capacity and the heaviest being the 5 tons AHR. They used the well-known ‘85’ engine with 85mm bore, although the AHS was equipped with the four-cylinder engine known from the Renault Vivaquatre with 2,383cc capacity. This provided the vehicle with a 50hp power output at 2,800rpm, giving the AHS a 64km/h top speed. The AHN and AHR were equipped with the six-cylinder of the Viva Grand Sport with a displacement of 4,086cc and an output of 75hp, also at 2,800 rpm. The AHN reached a top of 73km/h, naturally strongly depending on the load. But due to the overall fuel shortage during all production years of these lorries, many of them were equipped with gas generators to run on charcoal. This installation ensured a considerable reduction in power: the six-cylinder now had to do with just 52hp.

The gas generator version came with a 10 litres petrol tank and could carry another 75kgs of charcoal. With a consumption of 45kg per 100km it had a range of 150kms only. The petrol version had a 100 litres tank in the right-hand side of the chassis. With a fuel consumption of 30 litres per 100km, the range was doubled at around 300kms. The petrol variant of the AHN was 300kgs lighter and came with a 6-volts 120Ah electric installation, while the AHN with a gas generator used a 12-volts (150Ah) system.

Picture: Renault AHN equipped for the army (1942).

The AHS was the lightest in the range, and was considerably more compact with its 3.12 metres wheelbase and a total length of 5.31 metres including superstructure. What’s more: with 2.02 meters width it was 31cms narrower than its six-cylinder sister models. The 4-cylinder consumed 20 litres per 100kms, giving it a range of 435kms with its 87 litres petrol tank. The electrics used a 6-volts (90Ah) source. Remarkably, an oil consumption of 0.7- to 1 litre per 100kms was mentioned also!

Dual rear wheels were used throughout the series, using the same tire size as on the front axle: 6.50 x 20 for the AHS, 210 x 20 for the AHN and 230 x 20 for the AHR. The cabin oozed simplicity in every sense. The sheet metal parts were all flat with just a kink in the middle of the front. The radiator grille came with simple horizontal bars and the small, round headlights were more or less integrated on early models, while they were later mounted on supports just next to the grille. There was no bumper at all. The windscreen was made of four parts but did use safety glass. Both driver as passenger could open the top of the screen. There have been cars with a window on the right made in one part, though.

Photo: The first prototype based on the AHN of a 3.5 ton lowered chassis truck. 

Below: The second prototype with a cabin in the style of the 208 E1. This project was cancelled.

Picture: Renault AHS with a gas generator.

The doors gave access to an extremely simple cabin, nothing too unusual in those years. While passenger cars, especially the larger ones, already came with luxurious items, lorry drivers worked in Spartan circumstances.

Photo: A Renault AHN produced in 1946 for export to Argentina.

The doors gave access to an extremely simple cabin, nothing too unusual in those years. While passenger cars, especially the larger ones, already came with luxurious items, lorry drivers worked in Spartan circumstances.

The instruments were fitted on top of the steering column, consisting of the well-known octagonal speedometer with various switched around them. The two seats were mounted to a beam and had a fixed position. The cab floor was tilted at where the driver’s feet were placed. The doors were hinged at the front and came with windows. The step-up was placed behind the doors. The cabin was fully made in metal, so wood was no longer used. Both front and rear wheels came in cast iron. The leaf springs used at both front and rear were placed longitudinally and were designed with a substantial load in mind.

Renault provided all of the lorries with hydraulic brakes, combined with a mechanical brake servo that was launched several years before. The parking brake was applied to the rear wheels. Because the gearbox was placed behind the driver, the gear lever was directed more to the front of the cabin; a construction that is retained up and including the Estafette. The AHS, AHN and AHR all came with a four-speed gearbox.

Early AHN models were delivered early in 1941. Followed by the AHR and AHS after that year’s summer. Louis Renault continued to believe in the private and commercial markets, as witnessed by the brochures, which duly promoted this new series of light trucks. But the reality was different. The bulk of the (modest) production went to the German forces, with the Renaults proving their services throughout most of Europe. The vast majority of these vehicles was provided with a gas generator. Exact production numbers are unknown since much of the Renault archives got lost during the various bombings. Some sources speak of about 4,000 AHNs and 2,000 AHRs, as produced for the German forces between 1941 and 1944. A grand total of some 28,000 lorries of various pre-war types is believed to have been built by Renault during the occupation. Aerial photos taken by the Royal Air Force after the bombing in 1943 show large rows of the AH series lorries on the heavily damaged works site.

Photo: A compact coach based on the Renault AHS.

After liberation, only production of the AHS (with a lowered chassis) and AHN models would be resumed, but even that didn’t take long. Several examples were exported in order to receive at least some money, which France so much needed. For a short while it looked as if AHN production would be continued. Right after the war, the French government ordered Renault to develop a 3.5 tonnes lorry (the ‘Plan Pons’). The first prototype, finished in April 1946, was nothing more than an AHN with a lowered chassis, with the idea to have a lower loading platform. Two months later, a second prototype was built, now with a shorter wheelbase and a new cab in the style of the larger 208 E1 (7 tonnes). This was a real front steering cab, while the original AHN cab should be considered as a semi-front steering one. But when the Plan Pons evolved with time, the needs changed also, and eventually the project was not followed up. The 2 tonnes Renault next evolved into a new series with 2.5 tonnes load capacity (the Galion), while the 7 tonnes R4080, the successor of the 208 E1 and the pre-war AGK, also appeared in a lighter variant with a 5 tonnes load capacity. It did offer Renault the chance to meet new market demands.

Renault AHN

Engine:
Type 839, petrol, 6-cylinder, bore x stroke 85 x 120 mm, capacity 4.080 cc, max. power 75 hp at 2.800 rpm, water cooled, oil bath air filter, constant leveling automatic carburettor.
Gearbox:
Four speed manual gearbox. Single dry plate clutch. Speeds: 1e - 12 km/h, 2e - 24,5 km/h, 3e - 39 km/h, 4e - 70 km/h.
Brakes:
Mechanically foot operated on all four wheels. Powered. Hand brake on the rear wheels. All-round drum brakes. Leaf springs in the longitudinal direction.
Dimensions:
Length 6,450mm, wheelbase 3,730mm, width 2,065mm, highth (with tarpaulin) 2,720mm, track widdth front 1,717mm, rear 1,610mm, cargo length (with gas generator) 3,580mm, highth of the cargo floor 1,190mm. Fuel tank 100 litre. Weigth 3.300 kg, payload 3.500 kg. Tyres 210x 20. Turning cycle 14,80 meter.
Top speed 73 km/h (petrol) 58 km/h (gas generator), fuel consumption 30 litres/100 km.

Photo: Renault AHN with open body.