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E ST OF R EED 1 t's not particularly difficult to buy

15th August 1996, Page 25
15th August 1996
Page 25
Page 26
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Page 25, 15th August 1996 — E ST OF R EED 1 t's not particularly difficult to buy
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a new heavy truck these days; at least it won't be until 1 October. That's when, the Euro-2 emissions regulations come into force for all newly registered vehicles over 7.5 tonnes and this is likely to affect buyers in two ways.

Firstly, list prices will probably rise by around £2,000. Secondly, average fuel consumption could rise by as much as 10°O. Developing Euro-2 engines has involved massive investment in engine and fuel system design, and gearbox and cab modifications. Apart from the reduced exhaust emissions trucks must also he quieter under the new regime; hence the price rise.

Modifications to fuel injection systems are to blame for the posible increase in fuel consumption, although some manufacturers claim that careful design of the fuel system has negated this problem. The result should be cleaner air Wiich will benefit us all. Whether it's right that more fuel is burnt in the process is a miter for debate.

So much for the theory: it remains to he seen how much of rhe price rise will be borne by customers. As far as higher fuel consumption is concerned, we haven't yet seen a clear trend from our test results but generally the

picture does not appear to be as bad . been predicted.

We've tested Volvo's FLIO both as t and a rigid and although it has a lot to mend it, we have never been itnpresse its fuel consumption, As a tractor it st. the curse of Michael Fish on one occasi( even without hindrance from the wea has never posted a class-leading result.

With that and the experience of a FL10-360 in our Euro-2 group test las (CM 7-13 Sept 1995), we weren't expec fuel-sipping result from Volvo's fleet fal around our Scottish test route.

Volvo has re-worked its 9,6-litre engi Euro-2 in a number of ways. Major mo tions include changes to the inlet and e7 valves, while the crankshaft has been • ened and the pistons given a different co tion chamber shape, although the compr ratio remains unchanged. Euro-1 engin Bosch EDC (electronic diesel control) bt the fuel pump injection timing, as well ; metering, is electronically controlled.

The good news for operators on 38 trunking work is that the top power has been boosted 13% to 355bp (265kW) at a slightly higher 2,050rpm, with torque up 11% to 1,1061bft (1,500Nm) at 1,200rpm. The original 315hp option remains too.

The driveline is unaltered, with a choice of nine-speed range-change or 14-speed rangechange and splitter synchro boxes. Behind that there is the usual choice of final drive ratios.

Until the FL's FHbased replacement makes its appearance (probably in time for the Paris Show in autumn 1997) the cab and chassis remain the same. Buyers with patriotic leanings can take comfort in the knowledge that UK FLs are built at lrvine plant in Scotland.

In our Euro-2 group test last year the FL, recorded a middling 7.74mpg (36.51it/100km) around our specially devised route, at an average speed of 67.2km/h (41.8mph), This was in the hands of one of Volvo's economy driving wizards, eking out every last drop of fuel. There were other differences, notably the standard nine-speed gearbox instead of the 14speeder fitted to our test vehicle this time.

We expected a thirstier run around our tougher three-day Scottish route. In fact with excellent weather during the test we managed to duplicate last year's result with 7.75mpg (36.41it/100km) overall. We also recorded a slightly higher overall average speed of 68,7km/h (42.8mph).

As always, the overall result only tells part of the story A glance at our section results shows the Volvo performed best of all over our tough motorways section where it returned 9.41mpg to beat all our listed rivals. On the other hand it recorded the slowest average speed across the board.

If anything the Volvo's result confirms our view that modest power at 38 tonnes is not a recipe for good fuel consumption. The extra power and torque advantage the FL10-360 enjoys over its predecessor meant fewer dov;nchanges on motorway hills. That's good for fuel consumption as well as making for a more relaxed drive.

The Volvo also topped our listed rivals for payload. Helped by aluminium wheels, it just pipped the lightweight Foden when hitched to our Crane Fruehauf curtainsider.

Synchromesh gearboxes may offer a sure-fire change but they can't match constant-mesh boxes for speed of changing as synchro baulk rings inevitably slow down the shift. The Swedes have demonstrated this well in recent years; there were few slower shifts than in a Scania or Volvo. The sight of Volvo's inverted elephant's foot gear lever usually sets us in the right frame of mind for some leisurely gear shifting. So imagine our surprise on finding that this one offered some pretty snappy shifts, certainly the slickest Volvo shifter we have come across lately It doesn't escape criticism entirely, however. The traditional thwack that accompanies a Volvo shift across the range also delivered a lever jerking vibration through the linkage. Volvo already fits a hydraulic linkage to the FL12; it would be an obvious benefit on the ELIO to help smooth this out.

The extra horses were immediately obvious with a full 38 tonnes on board. They may not turn the FL10 into a roadburner, but will make it much easier to drive for maximumweight operations.

Ride and handling has always been an FL10 strong point, helped no doubt by the low-mounted cab with its lower centre of gravity than many rivals. Our 360 was no exception. The air-suspended seat and axle offered a float-free ride while roll was acceptable. Even so, we found it best to lock out the drivers seat on poor roads. The steering was nicely weighted and the FL10 went where it was pointed.

Z-cam brakes are responsive which was just as well because there was little support from the exhaust brake. Exploiting the blue exhaust brake sector on the rev counter did not improve matters much. While re-working the head for Euro-2 surely Volvo could have improved its exhauster, even if its excellent FI112 engine brake could not be adapted.

We know the FL7/10/12 cab gets a mixed response from drivers. Some complain of the lack of space, intrusive engine hump and wrap-around dash, while others like the low cab for multi-drop work. You can't please them all. We'd certainly sympathise with any driver who spent more than the occasional night out in the sleeper.

As Volvo would point out, it was never designed as a long-distance cab and there is just about enough space for the odd night away. Behind the driver is a locker accessed from outside with reasonable space for gloves and a strap or two. On the opposite side the space behind the passenger seat takes a couple of bags. There are also small door pockets .4 each side and two small overhead lockers on the passenger side with a small lidded tray over the engine tunnel.

The C-level trim on our test vehicle adds E1,000 to the price and includes a higher spec driver's seat with three adjustable air-cushion lumbar supports. The bunk limits rearward seat travel and taller drivers could do with more leg room; a fold-up bunk section behind the driver would solve this problem.

There is a better system for adjusting the steering column than on the FL-it's fitted to the Volvo FH. No other manufacturer can touch it for user friendliness or simplicity: height adjustment is made by using the pedal to the left of the c(ilumn and simply sliding the column up and down to suit. Release the pedal and that's it. Wheel angle is adjusted by a spring loaded catch near the right-hand column stalk. Pull it back and tilt the wheel to suit; let it go and the position will be retained. No fiddling around with knurled wheels or levers. The HI allows both adjustments to be made with the pedal pressed -we advise other manufacturers to adopt the Volvo system straight away.

The wrap-around dash may leave some drivers feeling hemmed in, but it does mean that the driver can check gauges at a glance and all switches are within reach.

We're not so keen on the look-alike paddle switches for minor controls as they're hard to distinguish at a glance. The old F-cab had colour-coded switches according to impor

tance and it's a shame this practice was not adopted for the FL.

Engine noise has not always been an FL strong point because of the low-mounted cab. We reckon Volvo has upgraded its noise insulation steps as this is the quietest Fl..10 cab we can remember and that feeling is borne out by our noise meter readings. The most noticeable noise was from wind around the front of the doors. Electrically adjustable mirrors help supply generally good visibility. The removable rear window blind also helps when reversing into tight spaces.

Our test vehicle came with £600 worth of air conditioning and, given the hot weather during the test, very welcome it was too. However, the output struggled to cope with

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