2018 Renault Alaskan: Review

Name: 2018 Renault Alaskan: Review
Brand: Renault

French brand’s first one-tonner has an air of familiarity to it, but is it really a Nissan Navara in all but face and name?

Renault throws its hat into the pick-up ring with the introduction of the Alaskan. If you prefer your workhorse to have Japanese engineering, but fancy some European style, then the Alaskan could hit the nail on the head. With decent ride comfort, plenty of pulling power and no lack of ability when you get out into the bush, the Renault could, assuming it’s given the go ahead for Australian release in 2018, become a serious pick-up to consider.

As the market for utes around the globe grows, more manufacturers are churning out load-luggers to satisfy customer demand. For some people, they’re workhorses, site vehicles or mobile offices. To others, it's a way of getting you and your mates to the mountain bike course on the weekend. Whatever your perspective, the modern ute must be capable of a lot of different things.

Renault has played something of a fast one here by making use of the tools already at its disposal within its alliance with Nissan. Simply put, it has grafted its oh-so-French family look onto the front of the current Nissan Navara, for which Renault had already developed the diesel engines.

The Alaskan’s styling is in keeping with the Renault Koleos SUV and features a big, bold grille carrying the diamond badge front and centre. The fog lights and their surroundings in the lower front bumper ape the C-shaped design that has made its way into all of the current Renault line-up, too, giving it a distinctive look, even from far away.

From the windscreen line back though, it’s as you would find it in a Nissan Navara, which also forms the basis of Mercedes-Benz X-Class, albeit with far more changes including an all-new bodyshell.

Nonetheless, Renault is not expected to offer the same variety of body styles that the Navara comes in. Our test vehicle was the full-size double-cab, which provides proper rear passenger space and front-hinged doors, unlike those on the Navara King Cab version. This set-up offers the best of both worlds by providing sufficient room for passengers in the back without impacting on the Alaskan’s load bay significantly.

A familiar theme

Not dissimilar to key rivals like the popular Toyota HiLux and Ford Ranger, at 5399mm long the Alaskan is not small, and at 2085mm wide it only just fits into standard parking spaces.

Its 1840mm height should allow it to slip into the local multi-storey with ease but the steering lock provides a 12.4-metre turning circle which is close to that of a small truck.

If you’ve already sat in a Nissan Navara, then you’ve effectively experienced the Alaskan’s cabin, too. The layout and design are the same, except for Renault badging on the steering wheel and key. It’s a well-laid out cabin with all the primary controls within easy reach, but the steering wheel is adjustable only for height, not reach.

Dotted throughout the interior are 20 storage spaces. However, not all of these are of a practical size, and if you’re considering using the Renault for work purposes, there aren’t many places where you can put larger items such as invoice folders and clipboards.

Charging up your electronic devices is easy though, thanks to a well-placed USB socket and 12-volt charger in the centre console. An open tray on top of the dashboard provides a second 12-volt charger. The instrument cluster is clearly laid out and is easy to read, while higher grade models get a five-inch TFT screen in between the dials.

A 7.0-inch infotainment system is available, featuring satellite-navigation and a reversing camera that can also display a view from above the vehicle by linking up the data from multiple cameras around the truck. This 360-degree camera system can also be activated at speeds up to 10km/h to help detect obstacles on rough terrain, for example.

For back-seat passengers, it’s a reasonably comfortable affair, too. The rear seatbacks are set to 23 degrees, similar to the front’s default angle. There isn’t much in the way of a transmission tunnel eating into the floor for whoever draws the short straw to sit in the middle, but they do lose out a bit when it comes to headroom, as the seat base is raised in the centre.

Smooth operator

You and your passengers won’t get bumped around too much considering this truck’s remit. Many pick-ups stick to the tried-and-tested leaf spring approach for the rear suspension as it’s cheap to produce and copes well with loads. But when you don’t have half a tonne of sand in the back, it can get bouncy on the road.

However, the Alaskan – like the Navara – employs a coil spring arrangement at the rear, which benefits ride quality. Even at slow speed when crossing speed humps, the big Renault behaves itself.

You won’t find the same refinement as you would in most large SUVs, but it is certainly better than many other pick-ups.

Renault has two variants of its turbocharged 2.3-litre four-cylinder diesel on the books, a single-turbo version that produces 117kW and a twin-turbo version with an output of 140kW. It is not yet clear whether both will be available in Australia, but it is likely that only the high-output 140kW variant will make it into our showrooms. The transmission choices will be between a six-speed manual or seven-speed automatic.

If the official fuel efficiency figures are to be believed, the Renault comes out as one of the most frugal engines in the segment. The combined-cycle consumption for the automatic transmission is 7.0L/100km, and the manual betters that figure only slightly.

Frugal as it may be, the engine is really agricultural on the move. It may produce its peak torque figure of 450Nm at a useful 1500rpm, but the automatic transmission loves to try revving out the engine at any given opportunity. The drag away from the traffic lights can make the Alaskan feel and sound ponderous as you get up to speed. For reference, 100km/h arrives after a less than muted 10.8 seconds.

However, the automatic transmission does shift smoothly, and if you choose to make those gear changes yourself, it does so quickly. It is only when you drive it in full-auto mode that it tends to languish just a few seconds too long before upshifting.

Undoubtedly it is something that Renault could fix with a software update, which we hope happens before Alaskans start arriving on Aussie shores.

Once into a cruise, the engine does, thankfully, settle down, and you begin to experience the refinement offered by the Renault. It is only when you edge past 100km/h that the wind noise starts to increase, especially around the large door mirrors. Some won’t find it hugely noticeable, but in a pick-up that elsewhere seems so refined, it’s worth mentioning.

The steering isn’t overly assisted, and although it doesn’t have the most direct feel in the world, there is at least some weightiness to it. Despite the fitment of multilink rear suspension, the Alaskan isn’t exempt from a bit of body roll through the bends. Yes, it does feel more surefooted than you can reasonably expect from a big pick-up, but it’s no rival for a well set-up SUV on the road.

Full tonner

The Alaskan is rated to carry more than a tonne of payload in the 2.46-square-metre tray, which is accessed via a tailgate that’s 81cm from the ground when open and is rated to withstand up to 500kg during loading and unloading. As per Navara, the three sides of the bed are equipped with sliding hooks to offer versatility in tying down items, too.

Renault will also offer a canopy as an accessory that can be fitted by dealers. It features side and rear windows that can be opened and is painted to match the body colour. Other options include a lockable toolbox that is fixed into the bulkhead of the tray.

All model variants of the Alaskan will feature a selectable four-wheel drive transmission including a low-ratio. Drivers can switch between rear-wheel drive and all-wheel drive on the fly at a speed of up to 100km/h. All you need to do is twist the knob on the lower section of the centre console. To select low-range, the vehicle needs to be stationary, in neutral, and with its front wheels pointing straight.

Even on standard road-going tyres, we were impressed at the off-road capabilities of the Alaskan. The thoroughly sodden terrain where we tested the ute had the accompanying instructors feeling hesitant, but traction wasn’t a problem and with all that torque on tap, the Alaskan confidently eased its way through the mud.

When to comes to tackling obstacles, the Alaskan has approach and departure angles of 29 and 25 degrees respectively with a 22.2-degree breakover angle. The overall ground clearance is 223mm.

On the steeper stuff, there is a hill descent function that allows you to take your feet off the pedals, leaving you to concentrate on just the steering. Unlike some similar systems, you cannot adjust the speed, which is pre-set at 4km/h. That aside, it works well and keeps the Renault under control.

The Alaskan is presented as a premium all-rounder and it ticks the right boxes for its efficient engine, above-average ride comfort, solid off-road ability and distinctive French design – at least up front.

What we liked:

>> Stylish looks

>> Ride comfort, especially when unladen
>> Spacious cabin

Not so much:

>> Gruff engine

>> Steering feel
>> Not so slick automatic transmission

2018 Renault Alaskan 190 dCi pricing and specifications:

Price: TBC

Engine: 2.3-litre turbocharged four-cylinder diesel

Output: 140kW/450Nm

Transmission: Seven-speed automatic/six-speed manual

Fuel: 7.0L/100km (NEDC Combined)