Volvo gets down and dirty
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Volvo Trucks is targeting the muckaway market with its new FMX construction truck by tailoring its automated transmission to bigger engines for enhanced off-road performance.
Words: Kevin Swallow Volvo Trucks has rebranded its heavyweight construction range with the new-look -FMX, providing a power mode On the transmission and dropping the 9-litre engine.
The FMX is thus specificallv aimed at the muckaway sector as. according to the Swedes. the UK and Ireland -demand a tough truck that does not weigh much. as payload is the priority-.
That means that, while the FM remains the standard for
aggregate and asphalt markets, operators wanting the X-factor look can select the FMX.
For muckaway in the domestic markets, operators can
choose between an FMX 6x4 and 8x4 B-ride heavy-duty
product. For bulk waste on-road 6x4 tractors, where emphasis is on the straight front axles, the FM will be
offered with the FMX as the alternative.
To deliver enhanced performance.
the Swedes have introduced a Power+ mode for the I-Shift transmission —
designed to allow higher revs when climbing hills, which in turn reduces the
number of gear changes when the truck is under duress.
There is also a hold-gear option, which is activated by holding the minus
button on the gearstick when in auto,
and a rock-free device on the A More than half of Volvo accelerator to help the vehicle gain traction if it gets stuck construction vehIcles sold soft ground.
in Europe now have I-Shift The list price for 1-Shift is £1,872 and .086 for
distribution and construction software. The enhanced off-road software is available at £442, hut the new Power+ automatic 'box is £10,756, while a further12.365 will also give the truck an integral retarder.
Enhanced capabilities More than 50% of Volvo construction vehicles sold across Europe now have I-Shift,so the Power+ mode should help persuade UK operators that it is strong enough to cope with quarry operations.
Volvo Engine Brake (VEB) and VEB+ are priced at £1,250 and f:1,650 respectively, with weight-saving disc brakes with EBS at £1,175.The nine-speed gearbox is available on the 11-litre engine up to 410hp, and only the 380hp power rating on the 13-litre engine. Speaking of engines, replacing the 9-litre for muckaway duties arc the 11-litre (330hp, 37011p.410hp and 450hp) and l3-iitre (380hp, 420hp. 460hp and 500hp) engines.
flayder Wokil. FMX project manager, says customer demand for more torque spelled the end of the 9-litre engine in heavy duty operations.
Overall. Volvo says the FMX will be 3% more expensive than the outgoing FM equivalent. A standard Ii-litre FMX 370hp 8x4 B-ride chassis-cab rigid would he £86,136. and a 13-litre 380hp \ crsion £88.136.
Handling descents and inclines
The I 1-litre 410hp engine stands out and is perhaps the best at 32 tonnes in terms of performance and balance.
It is strong, responsive and handles 25% inclines well within itself.
On our test drive, all descents were managed by VEB with the truck in auto. By embarking on a descent in the bottom gear, VFB holds the truck in rein with revs up past the 7,000rom mark, with the foot brake only required to bring the vehicle to a standstill.
The 11-litre is most likely to he the engine of choice for UK operators. with only a few looking to employ the 13-litre and its range topping 500hp variant to enhance residual value for the truck. Most of the 13-litre models are suitable for drawbar applications, a staple diet in Sweden for hauling 60 tonnes, and in particular the 8x4 Tridem. which has a positivesteer rear-axle making for an impressive turning circle.
For UK operators. a robust 75-tonne capacity tow-hitch at the front means the new style FMX will he approximately 80kg heavier than the outgoing like-for-like FM-muckaway.
The front bumper is now in sections to allow damaged parts to be easily replaced, there is a new three-light cluster, and pre-installed wiring for any extra lights the driver or transport manager might want to attach to the vehicle.The fuel tank now has a 570-litre capacity, and there is a new protection plate under the engine.
On the day cah, the air-intake has been moved to the top of the cab, and a ladder is available for the driver to climb up from the cab door to view the load in the tipper body. •