Renault Premium 370 Specs & Technical Data

About the Renault Premium 370

The Renault Premium 370 is powered by the Volvo-sourced DXi 11 diesel engine displacing 10800 cm3, producing 370 bhp at 1900 min-1, making it well-suited for long-haul haulage and regional distribution operations requiring consistent power output. The inline-6 cylinder configuration contributes to smooth power delivery, since six-cylinder inline arrangements are known for reduced vibration at sustained highway speeds.

The engine generates a peak torque of 1800 Nm at 1400 min-1, therefore maximum pulling force is available at relatively low revs, reducing driver workload on inclines and during loaded acceleration. This torque characteristic is particularly relevant for heavy freight operations where gradient performance and load responsiveness are priorities.

The Renault Premium 370 meets the EURO III environmental standard, which defines its permissible nitrogen oxide and particulate emission limits. Operators should verify regional low-emission zone access requirements, since EURO III compliance may restrict entry to stricter urban zones that mandate EURO IV or higher standards.

Premium 370 vs Siblings

The Renault Premium family spans a range of power outputs, allowing operators to select the configuration that matches their load and route requirements. The table below contrasts the 370 with four sibling variants.

• Choose the Premium 370 when the application involves sustained high-load haulage, since the 370 bhp output and 1800 Nm torque exceed the 311–320 bhp ceiling of all sibling variants, therefore providing a meaningful power margin on motorway corridors and mountainous routes.
• Choose a Premium 320 or 270 sibling when the duty cycle consists of lighter regional loads where the lower power output is sufficient, because the reduced engine rating may correspond to lower acquisition and running costs whereas the 370's additional power would remain largely unused.

When the Premium 370 Is Not the Right Choice

• The Premium 370 is not suitable for operators in cities with EURO IV, EURO V, or EURO VI low-emission zone requirements, because it meets only the EURO III standard and would therefore be restricted or barred from those zones.
• Lighter urban distribution operations may not benefit from the 370 bhp output, since the engine's power and 10800 cm3 displacement are optimised for heavy sustained loads rather than frequent stop-start urban cycles.
• Fleets prioritising current exhaust aftertreatment technologies such as SCR or EGR to higher standards should consider newer platforms, because the DXi 11 in EURO III specification does not incorporate the emissions hardware found on later-generation engines.
• Operators requiring a documented manufacturer-supported parts and service network for newer emission tiers should evaluate alternatives, since ageing EURO III powertrain components may have reduced parts availability compared with vehicles on current production cycles.

Frequently Asked Questions