Photo: a stairlift to enter the cabin.

Renault took over Berliet in 1974 after its former owner Citroën was bought by Peugeot. For a number of years, the buses and trucks of both SAVIEM as Berliet were sold side by side. But at the end of the 1970s, Renault started on a merging programme between the two manufacturers, now under the banner Renault Vehicules Industriels (RVI). It was no more than logical that the two separate model programs also became integrated in the new RVI on the longer term.

By May 1977, Renault’s chief design Robert Opron wrote a letter to director Zanotti of Renault’s commercial division about a new style of Renault’s commercial vehicles in the future. In addition, he added two sketches made by Guy Greffier of two paths that could be followed: one for an integrated style and one for a modular style. When Renault’s designers were asked to submit their proposals next, the development of a new truck entered the pre-development phase. But despite the fact that four or five designs came in, there was only one designer who’d thoroughly studied the subject: Guy Greffier. His designs clearly showed that he’d taken the trouble to go through the requirements lined out. Unlike his colleagues, who’d all submitted a single drawing. Greffier had thought well about conceptual innovations.

Photo: the different stages of Gandini's proposals.

He elaborated on the drawings that Opron had already sent to Zanotti in 1977. The first showed an integrated style in which all the functional elements were surrounded by an aerodynamically shaped cabin. The second modular style showed the elements as part of the design. Questions that remained to be answered concerned the placement of the radiator(s), the suspension of the cabin, the air intake and the exhaust.

Almost all of the designs, did not make optimal use of the space between the cabin’s roof and that of the trailer. Also, most sketches still showed the cabin to be entered via steps, or even a lift placed in front of the front axle. Except for one design which used a raked windscreen design. That much, even, that entering in front of the front axle was simply not possible anymore. At this early stage, Renault was still far removed from a profound conceptual change of direction. However, that change was about to come. The Italian designer Marcello Gandini was asked by Opron to work out his own ideas alongside those of his own designers, just to expand the file with proposals.

Photo: the new Renault truck according to the proposal of Renault Design.

Gandini had previously been asked by Renault to come up with a design for a van, the original Master of the first generation. Now he was asked to give his vision on the largest product of the manufacturer. Gandini proposed not only to make a number of drawings, but also suggested to create a model to optimally show the possibilities of his design. In the former Berliet factory in Lyon, he started work on a new type of cabin, initially based on an existing series model. The driver position was much higher though. Next, a professional driver was called in to test drive the prototype in the Lyon and Paris areas. The reactions of his colleague drivers were considered to be important, too, and they were surprised to see no driver at the usual position. Overall, the responses were very positive, although some doubted the feasibility of the project.

Pictures: Designchef Robert Opron (left) at the creation of the design of Renault Design. On the right Gandini's proposal which already points very far in the direction of the final Magnum.

The RVI management was also much surprised by Gandini’s designs. With the first of them considered very avant-garde and the other one too futuristic. But Gandini still received so much response and queries that it was decided to take the strong characteristics of his designs as a starting point for the construction of the new 880 cabin. It was considered important to make full use of the volume, which was limited by length, width and especially height. The door, placed behind the front axle and accessible by protected steps, gave room to a space behind the actual driver’s seat with a sitting area, bed and toilet. The driver next reached his driver’s seat via central stairs. From here he had a generous view all around. The cabin looked more like that of a helicopter than that of a lorry.

Gandini’s proposal impressed many, although it generated also the necessary responses pointing out the disadvantages, such as the limited accessibility to the engine compartment. Details of the design that were considered very good were the placement of the cabin, on top of the engine, the optimum use of the available volume, the steps behind the front axle, the high seating position and the improved comforts on board.

At the end of the preliminary study it was decided that two projects would be turned into concept vehicles in their actual size. One was made by the Renault design studio itself, the other one by Gandini in Italy. Realization of the 1:1 Renault model began in early 1981. This became a static mock-up, with its interior developed independently to the exterior model.

Photo: the proposals of Renault Design (left) and Gandini (right) side by side. Below both trucks with the direct competition.

Due to the positive assessment, Gandini was also commissioned to realize a 1: 1 concept vehicle without the intermediate step of a scale model. This concept was realized between September 1981 and February 1982. On April 14, 1982 the two models were shown at the former American airbase of Crucey in the Eure-et-Loire department together with models from Volvo, DAF, Ford, Scania and models from the current Renault range. In terms of concept, the two design proposals come close to each other.

The Gandini design showed its autonomous cabin without fuss. It was totally different to all the other trucks that were for sale at the time. The in-house Renault concept, based on the same set of requirements, had integrated the requested volumes a lot more, making it quite a contrast with the design and conceptual interpretations of Gandini. The latter’s proposal came with a large upright windscreen, a simple straight grille and three light units stacked on top of each other. The two concepts related to each other as integrated versus brutal.

It became soon clear, though that the design of Gandini would be further elaborated into the Renault AE Magnum, as a starting point for the definitive project. The truck that managed to surprise press and public upon its launch in 1990 and the one that became the ‘European Truck of the Year’ that same year.