Renault

In the spring of 1956, completely redesigned Renault models 7052, 7051, and 7050 were introduced, known by their marketing names D22, D30, and D35. In addition, a petrol version E30 equipped with a Renault van engine was available. Renault purchased diesel engines from MWM and Perkins. The engine speed in these models was 1700 rpm. The transmission was 6+1, with the two highest gears synchronized, and as an optional extra, crawling gears were available. A dual clutch was also available as an optional feature.

In 1958, a significantly different model from the others, the D16, was added to the lower end of the lineup. It had a 2-cylinder MWM diesel and a ZF 6+1-speed transmission.

With this lineup, Renault significantly increased its popularity. The flagship model was the D22, of which approximately 31,000 units were produced.

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Tractors

Renault D16-D35

In 1944, Renault introduced the 304E model, which was equipped with a 2.4-liter, 30-horsepower petrol engine and a 4+1 gearbox, with a highway speed that was relatively high at the time—23 km/h. The exterior design was austere, and hydraulics were not offered. The next version was the 1947 model 3040, which featured mainly an updated electrical system.

In 1948, emphasis was placed on design in the revised 3041 model. In several countries, the model designation used was 18/25 CV or 18/25 HP. However, the maximum engine power remained 30 hp. For the first time, a hydraulic lift was available as an optional accessory. A narrow vineyard version was offered as a parallel model.

A year later, new versions were introduced: 3042 (with a lift), 3043 (without hydraulics), 3044 (vineyard version), and 3045 (vineyard version without hydraulics). The standard model was slightly larger in external dimensions than before.

In 1951, diesel models 7012/7013 with a 30 hp Perkins engine and 7022/7023 with a 42 hp Spanish Hispano-Hercules engine were introduced. At the same time, petrol, wood gas, and alcohol versions converted from the petrol version were also offered. The hydraulic pressure was increased to 100 bar.

In 1954, the petrol version 3046 was introduced, featuring a smaller displacement but higher-revving engine, and the tractor’s structure was made higher in line with the diesel models.

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Renault 3041-7022

At the beginning of 1960, Renault introduced successors to the D16, D22, D30, and D35 models, whose appearance remained almost unchanged, but the former horizontal slatted grille had been replaced with a dense mesh grille. The most significant improvements were made to the lifting device. The new models were designated N73, N72, N71, and N70. The model numbering was thus reversed relative to the tractor size, meaning the smallest model was the N73, which had 20 horsepower. The power of the air-cooled MWM engine was increased to 20 horsepower by raising the engine speed. The 6+1 gearbox was made under a ZF license. Standard equipment included a differential lock, weight transfer system, and PTO (power take-off).

The larger models were quite similar to each other. The most significant difference was that the N71 had a Perkins engine, while the others had air-cooled MWM engines. In all models, the engine speed was increased from 1700 rpm to 2000 rpm. The gearbox had 6+1 speeds, with the two highest gears synchronized. As an option, four crawler gears were available. A dual clutch was also offered as an option. There was a parallel model to the N70 called P70, in which, among other things, these additional features and larger tires were standard.

In the production program, there was also a gasoline-powered parallel model to the N71, the N31, which had a 2.1-liter engine used in Renault vans. Additionally, narrow orchard models E70-E72 and vineyard versions V70-V73 were available.

The N70 series models were the last Renault tractors imported into Finland, except for the Super 7 produced in 1963–64, which was sold in Finland under the designation N71-Suomi.

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Renault N73-N70

Above the Arès series, the Renault Atlès was introduced in the spring of 2000. Its appearance stood out from smaller models thanks to the lights located at the top of the front, but the technical differences compared to the larger Arès models were minimal. The most important feature was that the Atlès' engine was a 7.2-liter unit manufactured by Deutz. There were three power classes, with the smallest 195-horsepower version seeing limited production. The two larger models featured an intercooler as well as a wastegate. The transmission was a Funk full powershift. The hydraulics were a load-sensing system equipped with a 110 l/min pump. Lifting capacity was 12 tons. Alongside the electrical lift device, there was an onboard computer equipped with radar. The cab, in typical Renault fashion, was equipped with suspension.

In 2002, the 906 series Atlès was introduced. The smallest model was dropped from the lineup. There were minor updates to the control devices, and the noise level had decreased to 74 decibels.

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Renault Atlès 915 RZ – 936 RZ

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In the 2002 Ares range, the 700 series machines were moved to the 800 series. The Powershift transmission was available only for the mid-range model of the series, at an additional price of about 4000 euros. The standard transmission was still a 32+32 equipped with a four-stage Quadrishift II powershift, which now sought the most suitable powershift stage when changing the main gear. The more extensive Quadractiv powershift automation was available as an option. The hydraulic system was now always closed, with a 110 l/min pump. Electropilot, i.e., electrically controlled adjustable valve blocks, was also standard. A new optional extra was front axle suspension.

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Renault Arès 816 RZ – 836 RZ

In the spring of 1998, the Arès 725 and 735 were introduced. The smaller model gradually replaced the 720, while the more powerful one expanded the lineup upwards. Both models featured an intercooler-equipped Deere 6.8-liter engine. The air filter was cleaned using the flow generated by the exhaust gases. The front axle lock was automatic. The rear axle was stronger than before. The hydraulics were open as standard, but the pump output was increased to 110 liters per minute.

At the end of 1998, the Arès 815 and 825 were introduced. The difference between these models and the 700 series was the Funk full powershift. The direction changer was electro-hydraulic. Load-sensing hydraulics were standard.

The Arès 710 only received a successor in 2000, when the new 715 was introduced. The engine was still from an older series compared to the equally powerful 815, and the hydraulics output was only 60 l/min.

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Renault Arès 715 RZ – 825 RZ

After the Arès 600 series came the larger 700 series at the end of 1996. There were only two models in the 700 series: the 710 with 145 horsepower and the 720 with 165 horsepower. The engine was Deere Power Systems’ 6.8-liter unit. The gearbox was Gima’s Quadrishift, known as Dynashift when Gima was owned by MF. The reverser was mechanical. Lift capacity was initially 8,580 kg and later increased to as much as 10,740 kg. An electro-hydraulic top link and air conditioning were standard. The 700-series cab was always suspended, and the front axle was made by Carraro.

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Renault Arès 710 RZ – 720 RZ

More from this manufacturer

In 1963, Renault bought Porsche Diesel. The first impact of this acquisition on Renault's tractors was the naming of the model series Super and Master. The first models of the Super series, the Super 5 (35 hp) and Super 7 (42 hp), initially resembled the N70 series models in appearance. A more angular hood and a vertical slatted grille were introduced in the summer of 1964, when the Super 3 (25 hp) and Super 6 (40 hp) were launched. In addition to these, the lineup also included the 30-horsepower Super 4.

The Super 7 had a Perkins 2.5-liter pre-chamber diesel engine. The Super 4 and Super 5 were equipped with Renault’s own 2.3-liter water-cooled direct injection diesel engine. The Super 3 and Super 6 continued with the MWM engine. The rest of the technology corresponded to that of the N70 series models.

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Renault Super 3 – Super 7

In the spring of 1963, the 55-horsepower 385 was introduced as the successor to the earlier 60-horsepower Renault 108, which had been manufactured by the Italian company Motomeccanica. A year later, the model designation was changed to Master, borrowed from Porsche. There were two engine options available. The more popular Master 2 used Renault’s 3.0-liter water-cooled direct injection diesel engine. The alternative was an air-cooled engine from MWM. In the 385, it was a 2.7-liter, and in the Master 1, it was increased to 3.0 liters. At the very beginning, it was a 55-horsepower pre-chamber diesel, but it was quickly replaced by a 60-horsepower direct injection diesel.

The gearbox was a partially synchronized 10+2-speed with crawler gears as standard. Besides the engine, there were many other options in the technology as well. The clutch was either an 11″ single-plate or an 11″ dual-clutch. Steering was either manual or power-assisted. The brakes were dry hydraulic disc brakes. In 1966, four-wheel-drive models became available, equipped with a Selene front axle.

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Renault 385, Master 1 – Master 2

The most significant innovation in the revamped Super series introduced in 1965 was the Tracto Control system based on drawbar sensing. The hydraulic oil change interval was 1,200 hours.

The smallest model, the Super 2D, was powered by an industrial version of the Indenor Diesel engine also used in Peugeot passenger cars. The same tractor equipped with an MWM diesel was designated Super 3D. In Germany, the Renault Standard was sold, which was essentially a Super 3D without the Tracto Control system. The 30- and 35-horsepower Super 4D and Super 5D models were equipped with Renault direct injection diesels. Among the most powerful models in the series, the Super 6D was fitted with an MWM direct injection diesel, and the 7D with a Perkins direct injection diesel. The transmission remained the old 6+1, and with creep gears equipped, it was 10+2. Later, reverse creep speed became standard, resulting in 6+2 gears. The power take-off was removed from the standard equipment. In 1966, a four-wheel-drive model was offered for the three largest models. The Super 7E was a version manufactured in Spain and remained in production until 1975. The year 1965 was Renault's best year ever for tractor sales.

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Renault Super 2D – Super 7D

At the end of 1967 Renault’s tractors received a more angular look. They continued to use engines from MWM and Renault. Models 53 (28 hp) and 56 (42 hp) were fitted with MWM’s 2- and 3-cylinder air-cooled engines, while the 55 (35 hp) and 57 (43 hp) carried Renault’s water-cooled motors. In addition, there was a petrol‐engined 58 destined for the Canadian market. 

The gearbox was, as with earlier models, a partly synchronized 6 + 2 unit, with an optional crawler-gear version giving 10 + 2 speeds. As an extra you could also order a variant in which the ratio between the two highest gears was lengthened so that the road speed reached 28 km/h. Lift capacity was a respectable 2 000 kg. 

From the 56 a four-wheel-drive sister model, the 456, was offered—initially with a Selen front­axle and later with a Zetor-centre-driven axle. By far the best-selling model was the 56 with the MWM engine. In the summer of 1970 the grille was changed to black and output was increased by raising the engine’s top rpm. Alongside these tractors, Renault also marketed a viniculture/vegetable‐farming range under model numbers 50, 60, 70, and 80. 

A Perkins‐engined version of the model 56 was sold in the USA as the Allis-Chalmers 160. During the lifetime of this series, Renault’s tractor sales ran at roughly half the average level of the 1960s. In subsequent model ranges the company again achieved better sales figures.

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Renault 53-57, 456

At the end of 1967, Renault introduced their new angular models. The successors to the Masters were the slightly smaller 86 and 88, of which the first was once again equipped with an air-cooled MWM engine and the latter with a Renault engine. The engine capacities were smaller than before, and the MWM engine was 3-cylinder. Now the model equipped with the MWM engine became more popular, whereas previously the Renault engine had been the better seller.

The gearbox was a new fully synchronized 8+2. Later, a 12+3 gearbox was also available. The hydraulics featured Tracto Control draft link sensing, and the lifting capacity was increased. The tractors' weights were clearly lower than those of the previous Masters.

In 1969, the lineup was complemented by the 89, equipped with a 60-horsepower water-cooled MWM engine. The headlights became angular, and the grille changed from gray to black in the summer of 1970. The four-wheel-drive models 486 and 489, equipped with a Zetor axle, were introduced at the beginning of 1971. The four-wheel-drive models featured hydrostatic steering. Model 86 was also manufactured in Spain until 1975.

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Renault 86-89, 486-489

In the summer of 1969, the Renault lineup expanded into a larger size category than before. The models introduced at that time, the 94 and 96, with their angular design, set the direction for Renault’s 1970s lineup. Also new was a factory-installed, flat-floor safety cab mounted on rubber cushions, which was standard in the larger model. The 94 was equipped with an air-cooled 3.4-liter MWM engine producing 72 hp. The 96 had a water-cooled 4.2-liter MWM engine with 82 hp. Later that same autumn, a smaller model was added to the lineup. The 92 (62 hp) was also equipped with the 3-cylinder MWM engine used in the 89 model. 

In the spring of 1970, the first 6-cylinder Renault tractor was introduced: the 98 (90 hp). The engine was an air-cooled MWM.

The fully synchronized transmission had 8 forward and 2 reverse gears. The 96 and 98 models had a 12" clutch, while the others had an 11" clutch. Power take-off speeds were 540 and 1000 rpm. Lift capacity was 2500 kg. In the autumn of 1970, four-wheel-drive models 496 and 498 were introduced. The front axle was manufactured by ZF. Steering was hydrostatic in the four-wheel-drive models as well as in the 98.

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Renault 92-98, 496-498

At the end of 1972, alongside the smaller models, the Renault 551 and 651 were introduced, following the straight-line design that had already been introduced a couple of years earlier in the larger models. The air-cooled MWM engine was a 3-cylinder in the 55-horsepower 551 and a 4-cylinder in the 65-horsepower 651. The gearbox was a new fully synchronized 12+3. The road speed remained low. The hydraulics were the same as in the smaller models, with a pump output of 26 liters per minute and a lifting capacity of 2,000 kg (in the latest models in 1980, 2,500 kg). Draft sensing worked through the draft arms, called Tracto Control. The steering was hydrostatic. The four-wheel-drive model had a Carraro axle. The tractors were initially available with either a sun canopy or a Timmermann cab. In 1976, a more refined cab was introduced, which included, among other features, opening side windows.

At the end of 1973, the new lineup was expanded upwards with models 751 and 851. The more powerful one of these had a turbocharged four-cylinder MWM engine. Unlike the smaller models, these engines were water-cooled. The construction was more robust in many respects compared to the smaller models. For example, the lifting capacity was 2,750 kg. The 12+12 gear range shuttle gearbox already had many low gears, and a true creeping gear was also available. The 1980 models featured a slightly higher road speed and a differential lock on the front axle of the four-wheel-drive models.

In 1977, the 781 was introduced alongside the 751, featuring, among other things, a higher lifting capacity and, judging by its significantly greater weight, a sturdier construction. In 1979, the 681 with similar features was introduced.

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Renault 551-851

At the end of 1972, Renault tractors with less than 70 horsepower were updated. The first two digits of the model designation indicated the engine power in DIN horsepower. The engines were MWM air-cooled. The smallest model had a 2-cylinder engine, and the next ones had 3-cylinder engines. The transmission was Renault’s long-used 10+2 gear setup, with creep gears as standard. The lifting capacity remained as before at 2000 kg. Following Renault’s practice, even the smaller tractors were equipped with draft control as standard. Drum brakes were replaced by dry disc brakes. The smallest of the models, the 461, in many respects resembled the larger series. It came standard with a fully enclosed cab, which was available as an option for the smallest models. The dimensions and weights in the table are given with the cab equipped.

In 1977, models bearing the letter M were introduced, where power was added to the smaller engines. Hydraulic output and pressure were also increased. In 1980, the tractors’ color was changed to a lighter yellowish shade with black cabs. At the same time, the lifting capacity increased to 2500 kilograms.

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Renault 301-461, 351M-461M

At the beginning of 1974, the first new series 6-cylinder models 951 and 1151 were introduced. The displacements of the MWM engines were 5.6 and 6.2 liters. In terms of basic technology, the models were similar to the smaller 751 and 851. The transmission was a fully synchronized directional change gearbox with 12+12 gears, with creep gears equipped totaling 16+16. The lifting capacity was 3100 kg.

In 1974, the prototype 1401 was introduced first, followed later by the production model 1451, which elevated Renault into a new power class. However, the success was not great: 230 units were produced over 6 years. The transmission was the ZF 16+6 gear type also used by IH and Fendt. The front axle was also made by ZF. The hydraulics were simpler in operation compared to other models and did not include the Tracto Control system.

In 1976, the 1151 was replaced by the slightly more powerful 1181, which had a lifting capacity of 4150 kg. The following year, the 951 was replaced by the models 891 and 981. At least in German-speaking countries, the 921, which was 3 hp more powerful, was sold instead of the 891. The six-cylinder machines could be equipped with a reverse driving setup, which included, among other things, a separate steering wheel at the rear.

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Renault 891-1451

In 1980, Renault's mid-range models received the letter S appended to their model designations. At the same time, the color scheme changed to yellow and black. However, the 751S was already introduced in the old colors the previous year. In the S models, the engines’ torque was increased. Road speeds were raised to around thirty kilometers per hour, and except for the smallest model, the number of gears was 12+12. Most models had more lifting power and higher hydraulic output than before. For the models 551S and 651S, Renault developed its own driven front axle. The front axles of the larger four-wheel drives were the same Carraro units with automatic locking differentials as in the MF 600 series. Typical Renault technology still included draft control and dry disc brakes.

The S series was thus a minor update of the lineup introduced in 1974. Sales-wise, the aging lineup clearly lagged behind the late 1970s figures in the 1980s. Before the introduction of new smaller model series, in 1985 the 521S was still brought to market, which had a 2.8-liter engine, 52 hp power, and 2990 kg lifting capacity. To meet the needs of fruit and wine cultivation, Renault offered Carraro tractors as a continuation of its own models based on designs from the 1960s.

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Renault 461S-851S

At the end of 1980, the 6-cylinder Renaults also received the S badge and a new yellow-black color scheme. The road speed was increased and the lift capacity was enhanced. The brakes on the 6-cylinder models were hydraulically operated. The largest model, the 1451, was discontinued to await the following year's TX series, which also led to the discontinuation of the other 6-cylinder models in 1982.

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Renault 891S-1181S

After a long silence, Renault introduced a completely new tractor series at the beginning of 1981. The TX series featured a modular design with attention paid to easy maintenance. The design of the TX was entirely new, and its cab was Renault’s first quiet cab equipped with side-mounted gear levers. The lifting capacities were high (4100–5100 kg), and the hydraulics were based on the familiar old Tracto Control drawbar sensing system. The steering pump was separate. The brakes were still dry disc brakes, and the transmission was the same 12+12 as in the previous tractors of the corresponding size category. A seat that turned 20 degrees was standard equipment, and an air conditioning unit was optional. The steering wheel was adjustable.

For some reason, the model designations of the TXs were about 10 numbers higher than the actual power. All engines were water-cooled MWMs. Of the models introduced initially, the 103-12 (rear-wheel drive) and 103-14 (four-wheel drive) were equipped with a 93 hp four-cylinder turbo engine. The 113-12/14 (103 hp) and 133-14 (123 hp) were naturally aspirated six-cylinder engines, and the 145-14 was a turbocharged six-cylinder (135 hp). In spring 1982, the 95-12/14 were introduced, which corresponded to the 103-12/14 models except for the removal of the turbocharger.

In 1983, the 103-12 TS and 103-14 TS were introduced, where the equipment level was reduced quite substantially compared to the TX models, especially in the cab. The following year, the 113-12/14 TS and 133-14 TS came out. Especially for Germany, a small six-cylinder 106-14 SP was introduced in autumn 1983. It corresponded to the 113-14 TX model but had the engine power reduced to 96 horsepower and the cab was at the TS level.

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Renault 95-12 TX – 145-14 TX

Below the TX series, a smaller 75-horsepower model, the 75-12 TS and 75-14 TS, was introduced in the summer of 1982. In this case, the model number corresponded to the engine power. The tractor's frame was shortened compared to the 4-cylinder TX models, but nearly all of the TX features were retained except for the cabin equipment level. The lifting capacity was also slightly lower. For the year 1984, a new RS model was added to the 75-horsepower class, and the 75-12/14 TS was replaced by the 80-12/14 TX with 78 horsepower. Also new was a mechanical quick-shift option, which increased the number of gears to 24+24.

At the end of 1986, 70-horsepower 77-12/14 TS and 78-horsepower 85-12/14 TS and TX models were introduced. The updates compared to previous models were minor. The biggest change in appearance was the cabin's upper panels changing from white to black. In the short-frame TS and TX models, the tall cabin, inherited from the larger models, looked somewhat oversized.

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Renault 75-12 TS – 85-14 TX

The 75-12 RS and the four-wheel-drive 75-14 RS, introduced in 1983, were technically almost identical to the 75-12 TS and 75-14 TS models. The difference was a simpler and 16 cm lower cab. At the same time, lower-powered 68 models were also introduced, and a year later the 3-cylinder 61 models. The cab had shift levers on the side and suspended pedals, but the interior was quite austere. The transmission was 12+12 with a mechanical direction reverser.

In 1984, more powerful RS models were also introduced. Unlike the smaller models, the model designation was higher than the horsepower rating, meaning the 95 models had 84 hp and the 103 models 93 hp. The technical specifications were the same as the corresponding TX models. In 1986, these larger models also switched to a 16+16 transmission.

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Renault 61-12 RS – 103-14 RS

The last of the old Renaults, the S-models at the small end of the range, were replaced in the autumn of 1985 by the LS series, which combined old technology with TX technology. The cab was completely new. The engines were the same water-cooled MWMs used in Fendt tractors. The gearbox was the 12+12 unit also used in the larger models, to which a mechanical reduction gear could be added as an option. The output of the external hydraulics was lower than in the other model series. The front axles were equipped with an automatic differential lock.

In the autumn of 1987, the smallest model in the LS series was introduced: the 58-12/14 LS with 54 horsepower, which apart from engine power corresponded to the 65-12/14 LS model.

The parallel models in the LS series fitted with Perkins engines were known as the SP series. Its models were the 70-12/14 SP (4.236, 65 hp) and the 80-12/14 SP (4.248, 75 hp).

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Renault 58-12 LS – 85-14 LS

At the end of 1986, the first updates to the TX and TS models were introduced. The 12+12 transmission was replaced with a new 16-speed gearbox, which featured a mechanical high/low range and a mechanical direction reverser. There were fewer small gears than before, but significantly more options in the mid-range. A 40 km/h top speed was available as an optional extra.

Lifting capacities had increased substantially, and with the exception of the smallest model, the 7-ton mark was exceeded. Torque ratings for the MWM engines were slightly improved, but climbing percentages still remained around 15%. Exceptions were two new small six-cylinder engines with climbing percentages of 28% and 25%, respectively: the 100-horsepower 110-14 and the 110-horsepower 120-14. These models replaced the 113-14.

The TS and TX models mainly differed in their cabs and equipment levels. The TS cab had only one door and a fixed rear window. Air conditioning was not available for the TS. TX models featured differential lock automation with memory function. New optional equipment for the TX models included an electric lift device and a driving computer equipped with wheel slip control.

The TZ trim, which became quite rare as a top model, was available on the three largest models. Its biggest innovation was cab suspension based on coil springs and hydraulic shock absorbers. In addition, the TZ came standard with a 40 km/h top speed, electric lift device, and driving computer.

In 1988, oil-bath disc brakes were introduced. Between 1988-89, 70th anniversary special edition models called Série Spéciale were produced in white, featuring standard equipment such as 4 hydraulic valves and a radio. Besides the TS, TX, and TZ, there was also the TE model, which was a cabless version targeted at certain export markets.

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Renault 95-12 – 145-14 TS16/TX16/TZ16

In 1986, Renault introduced a new series of tractors for viticulture and fruit growing developed together with Carraro. The engine was an air-cooled Deutz with a power output of 45-76 hp. In 1987, conventional agricultural tractors were also made from the two smallest models in the series, which were named the LB series. Technically, these models had little in common with Renault’s larger tractors. The hydraulics were quite powerful relative to their power class, and the transmission was equipped with a mechanical shuttle shift. The LB models were available either with a roll bar or a cab. A new cab was introduced in 1995.

In 1991, the 67-horsepower 70-12/14 LB was introduced, and in 1995 the 76-horsepower 80-14 LB. Production volumes of these larger models remained low.

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Renault 50-12 LB – 80-14 LB

In the autumn of 1989, Renault’s lineup expanded upward with the introduction of the 175-74 TZ. The new model featured a 165-horsepower MWM six-cylinder engine and a Steyr rear end with a 24+8 transmission. For the first time in a Renault, it employed a three-stage hydraulic quick shift. The engine’s torque was increased by 25 percent—more than in most other Renault models.

It had a lifting capacity of 9,200 kg, but the hydraulic output did not reach the same levels as in the smaller models. The cab was largely identical to those of the smaller tractors. Cab suspension, an electric lift, and air conditioning were all standard equipment.

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Renault 175-74 TZ

At the beginning of 1989, the M&P series with a power range of 54-83 hp was launched on the market. In the model designation jungle, the models starting with M (5 models) are equipped with MWM engines, and those starting with P (2 models) have Perkins engines. Models ending with A are equipped with a rollover protection structure, those ending with E do not have this, S endings indicate a standard cab, and X endings indicate a comfort cab. In the numbers, the initial part indicates the power class, which is again slightly optimistic compared to the actual power. The 32 models are rear-wheel drive, and the 34 models are four-wheel drive.

The design of the M&P series was new, as was the cab. Regardless of the model version, the tractor featured suspended pedals and a mechanical directional shuttle under the steering wheel. The range shift lever was on the left, and the main gear lever was on the right. The noise level of the comfort cab was 82 dB. The transmission was the same 12+12 used in previous models, with an optional mechanical power shift. A 40 km/h speed option was available as an extra. The clutch disc diameter varied depending on the model: 11″, 12″, or 13″. Maneuverability had now reached a modern level thanks to the new front axles with a 50-degree steering angle. The PTO speeds of 540/1000 rpm could be selected from the cab. The brakes had been upgraded to an oil-immersed system as seen in larger models. The lifting capacity was the same as in the previous RS series: 2810 kg, with one auxiliary cylinder 3750 kg, and with two cylinders 4480 kg.

Above the MX and PX models were the Tracfor models, which featured a higher equipment level, including a power shift.

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Renault 58-32 – 90-34 MA/ME/MS/MX/PA/PE/PS/PX/Tracfor

The most significant differences between the redesigned small TX models and the corresponding MX models were a more upscale cab and a price more than 15 % higher. In Germany at least, the TX was the second most expensive tractor in its power class after Fendt, even though it did not offer the very latest refinements. The TX cab was a full 27 cm taller than the MX cab. The noise level was 80 dB. The overdrive and the 40 km/h top speed were optional extras. In 1991 the overdrive became hydraulic. The buttons for this overdrive—called Tractoshift—were located on the main gear lever. At the top end of the TX range there was also a more fully equipped Tracfor version, which in fact became the range’s best‐selling model.

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Renault 75-32 TX – 90-34 TX

In the autumn of 1989, the revamped 54-series TS/TX/TZ models were introduced. The design of the four-cylinder 103 model resembled the smaller model series, as shown in the first picture. Larger models still featured a black “joint line” on the hood. A new top model for the series was the 155-54, with 145 horsepower. All six-cylinder engines were updated 6.2-liter MWM units. The new front axles had a steering angle of 50 degrees. Electric lift was now standard on the TX and TZ versions. The TZ models still featured cab suspension. Meanwhile, the Tractoradar onboard computer became an optional extra even on the TZ versions.

Initially, the only transmission option was the 16+16 mechanical shuttle gearbox from the previous model series. At the beginning of 1991, a three-stage electro-hydraulic Tractoshift transmission, developed in collaboration with Steyr, became available. This brought the number of gears to 24+8. The reverse speed corresponded to the middle position of the shuttle. Both 30 km/h and 40 km/h versions were still offered. The faster version included a driveshaft brake.

Compared to the previous range’s massive external dimensions, the length was significantly reduced, but the height remained over 3 meters. The fuel tanks were larger than before, and in the cab-suspended model, there was no need to compromise on capacity. The cab noise level was 80 dB, and 78 dB in the suspended version.

The better-equipped version was the Tracfor, similar to the smaller models. In 1991, an even more complete model called the Nectra was introduced, available for the 120-54 and 155-54 models. The Nectra was gold-colored. Standard equipment included air conditioning, leather seat, cab suspension, and ACET – a digital display unit analyzing engine load, driving speed, and fuel consumption.

Another new model for 1991 was the 106-54 TL, which was mainly a budget six-cylinder tractor designed for the German market. It partly utilized the technology of the smaller model line, and its appearance resembled the four-cylinder models. However, a better-equipped Tracfor version of the 106-54 was also available. In 1995, the 106-54 TS was introduced.

In 1994, the Tractonic hydraulic shuttle was introduced as an optional extra. At the same time, new model versions arrived: the TXE was a TX equipped with Tractonic. The Z was a TS-level tractor with cab suspension. The ZC was a suspended TX, and the ZCE was the same equipped with Tractonic. In addition to these ready-made packages, accessories were also available as options.

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Renault 103-52 – 155-54 TS/TX/TZ/Tracfor/Nectra

In the autumn of 1991 the 175-74 TZ was replaced by the 180-94 TZ. Apart from the engine and the basic cab structure, these two models had very little in common. Instead of Steyr technology, the components were now sourced from Same. The transmission—equipped with a nine-speed powershift—came from the Same Titan. In total, the gearbox, called Multishift, offered 27 + 27 speeds, and its direction reverser, operated by a special lever, was hydraulic. Hydraulic output reached a full 144 l/min, but lifting capacity was modest compared with its predecessor. The rated lift capacity throughout the lift range is 6 180 kg, yet in the lowest position it is surprisingly much higher—10 800 kg. The cab was comprehensively equipped: a radar-based trip computer, air conditioning, air-suspended seat and cab suspension were all standard.  

In 1993 a lower-powered version, the 160-94 TZ, was introduced, with 150 hp.

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Renault 160-94 TZ – 180-94 TZ

The first of the new-generation Renault models was the Céres, introduced at the end of 1992. Of the five models, four were equipped with MWM engines, and the mid-range 65-horsepower Céres 75 used a Perkins engine. The transmission was completely new and offered many options. The basic rear-wheel-drive models had 9 forward and 9 reverse gears. The four-wheel-drive versions had a top speed of 40 km/h and 10 forward plus 10 reverse gears. The Céres 65-75 models could be fitted with a mechanical quick-shift unit. On the better-equipped X versions, as well as on the Céres 85 and 95, there was an electro-hydraulic quick-shift. As an extra option, a creeper gearbox could also be fitted, giving up to 30 forward and 30 reverse gears.

On the four-wheel-drive models, the front wheels could turn through an angle of 55 degrees. The PTO offered speeds of 540 and 1,000 rpm, with 540E available as an extra option. The hydraulics were still based on Renault’s Tracto-Control system, which uses draft-sensing lift arms. There were many choices of hydraulic valves, and in some countries a trailer brake valve was standard. The cab was quite basic on the entry-level models. In old Renault fashion, the gear levers were bent around the centerline to reach either side of the driver’s seat. On the X models, the levers were on the right. The X versions also had a digital instrument cluster and hydraulic front linkage. The cab noise level was rated at 80 dB on the base models and only 73 dB on the X models.

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Renault Céres 65 – 95 X

Renault had a ready solution in case the production of MWM engines ended: it signed a cooperation agreement with Deere. Deere Power Systems engines were installed in the Cérés models, and at the same time, Renault began supplying Cérés to Deere (JD 3100-3400). There was now only one three-cylinder model, so there were a total of four power classes in the lineup. The diameter of the clutch plate was increased from 12 inches to 13 inches in the two largest models, and in the 75 model from 12 inches to 13 inches as well. Hydraulic output had increased to 52 liters. The new cab option was the Spacial, which had a higher roof section and featured a transparent roof hatch at the front edge of the roof for front loader operation.

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At the beginning of 1996, Céres got an older brother when the Arès 600 series tractors were introduced. The MWM engines were replaced by Deere Power Systems' 5.9- and 6.8-liter six-cylinder engines. Initially, there were three models, with power ranging from 100 to 120 hp. In the fall of 1997, the 130-horsepower Arès 640 was introduced. In the same spring, the lineup expanded with four-cylinder 500 series models (85/95 hp). The transmission options were Gima's 16+16 and 32+32 gearboxes, which were also used in tractors from MF, the other owner of Gima. The 32-speed gearbox featured a Quadrishift quick-shift, which MF called Dynashift. The direction reverser was mechanical at first, but later a hydraulic version was also offered. The clutch was oil-immersed, with four plates in the smaller models and five plates from 110 hp upwards.

The hydraulic system came standard with an open circuit delivering 60 liters per minute. As an option, there was a load-sensing system available. There was plenty of lift capacity, exceeding 8 tons in all models except the smallest. The electronic lift control was standard and included damping for oscillations. Traction control was available as an extra. The cab was said to be the roomiest on the market—at least it was wider than usual. Standard equipment included the Drivetronic auto-drive system, which featured, among other things, automatic differential lock engagement. RZ models had the usual cab suspension, but a new feature was a three-stage suspension adjustment. The Carraro front axles were equipped with a 55-degree steering angle.

At the beginning of 2001, the 3.9- and 5.9-liter engines were replaced by 4.5- and 6.8-liter units. The power of all models increased slightly: the power ratings were 90, 100, 110, 120, 130, and 140 hp. The hydraulic direction reverser was an optional extra. Hydraulic output was 90 liters per minute in the open system and 110 liters per minute in the closed system.

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Renault Arès 540 RX – 640 RZ

The third edition of the Céréks was introduced in 1998. The model numbers changed according to the new, larger models, making the Céreks part of the 300 series. The updated cab featured full glass doors and a more refined interior. The roof section was orange in color. A tiltable windshield was available as an optional accessory. The seat now had armrests, and an air-sprung seat was a new optional feature. The clutch was lighter to operate than before. Starting from 1999, the larger models were equipped with an electric direction changer and an electric lift as options.

Other than the cab, the changes were minor. The two largest models had increased lifting capacity compared to before.

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Renault Céres 310-340

In 1996, alongside the Céreks the multi-purpose tractor Cergos was introduced. The Cergos cab was 29 cm higher and had a longer wheelbase. The range was aimed at the larger models. The two smallest Cergos matched the Céreks in power, but the largest 95-horsepower model sat above the Céreks. A hydraulic Twinshift quick-shift was standard, with 20+20 gears. The front axle was made by Carraro, and the turning circle was larger than that of the Céreks.

In 1998, the cab received similar updates to those made on the Cérek: most noticeably full-glass doors. A hydraulic reverser was added in 1999.

In 2001, Deere-built engine outputs rose by 2 horsepower and the model numbers were changed. The increase in torque figures was even more significant. The middle model’s engine also grew to 4.5 liters. The turning-circle diameter shrank to 8.6 meters. Hydraulic output rose to 76 liters.

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Renault Cergos 330-355

In the spring of 1998, Renault introduced the new tractor series Dionis and Fructus for viticulture and fruit growing, developed together with Carraro. At the same time, a third new model series, Palès, was also introduced, intended for general use as the successor to the LB series. The new models were powered by air-cooled Deutz engines. The direction changer was a long lever located behind the steering wheel. As an optional accessory for the Palès, a hydraulic direction changer and an electric hitch were available. In 1999, a 40 km/h speed option was also introduced. At that time, the gear transmission had 24+24 speeds with the help of a mechanical quick-shift. The Palès was available either with a rollover bar or a cab. In England, the Palès was previously known by the name Herdsman. The Palès, Dionis, and Fructus remained in production in Renault colors for a year after the larger models were changed to Claas.

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Renault Palès 210-240

The successor to the long-lived TX series, Temis, was introduced at the beginning of the year 2000. The smallest model in the series, the 102-horsepower 550, used Deere Power Systems' four-cylinder turbo engine. The larger 600-series models were equipped with Iveco six-cylinder engines. The basic transmission was a Gima 16+16, equipped with a 2-speed hydraulic shuttle and a mechanical reverser. As an option, there was the 24+8 "Tractonic," which featured a 3-speed shuttle and a hydraulic shuttle. The lifting capacity was 7,300–8,800 kg, and the electric lift was an optional accessory. Hydraulic output ranged from 76 to 110 liters.

Like the preceding model series, the cab was high, and the Z-models featured cab coil suspension. A new optional accessory was the Infotrac onboard computer. As with other Renault models in the early 2000s, the tractor’s length was specified including front weights. The Temis remained a fairly short-lived model line, as the slightly more advanced Ares 500/600-series models were also available in the same power range.

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Renault Temis 550 X – 650 Z

The last or fourth generation of the Céreksen was in production from 2001 to 2003. The 3-cylinder model was discontinued from the lineup, and correspondingly, a 97-horsepower 355 model was added at the top end. Deere engines had more torque than before, and the power ratings also increased by a couple of horsepower. The 3.9-liter engines were replaced with 4.5-liter ones.

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Renault Céres 325-355

In 2002, the Arès 500 and 600 series tractors received a “6” as the last digit in their model designation. The enhanced engines had already been introduced the previous year. Now new was the 110-horsepower four-cylinder turbo Arès 566. On the transmission front, previous optional features became standard equipment, meaning the Quadrishift quick shift and Revershift hydraulic reverser were factory-fitted. The power take-off offered four speeds. The cab’s controls were redesigned. Noise level was 72–74 dB. An air-suspended seat was standard. The electrical system was based on a CAN bus.

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Renault Arès 546 RX – 696 RZ

Abati Titanium

Acam

Ackermeister

Acremaster

Aebi

Aecherli

Aérocentre

Agco

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Agcostar

Agra Farmer

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Airone

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