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15th October 2009
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Page 34, 15th October 2009 — ALL right everyone, simmer down! Hands up all those who
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Which of the following most accurately describes the problem?

want an FH16.700? OK, OK, don't all shout at once! Now, hands up who needs a 700hp FH16? Let's sec. that's... er... one... Cr... one. Are you holding your hand up, sir? No?"

Let's face it, you can probably count the number of UK operators that can actually justify The world's most powerful series-production truck' on the fingers of both hands — and that's being generous.They'll be pulling loads well in excess of 150 tonnes with it too. as the FH16.700 was clearly born to do heavy haulage, with a capital Naturally, there'll be a few owner-drivers who won't rest until they've got one. We wish them a happy life to gether. And considering the cost of diesel at the moment, it could be a very short one.

Tithe Fli16.700 is such a niche motor, why have we road tested it? The simple answer is because Volvo offered us one. And with Euro-5 test tractors currently as rare as hens' teeth, we weren't about to turn it down. Besides, being naturally curious, we wondered what an 6.700 would do around CM's two-day test route at 44-tonnes. Rather well, as it turned out, only we're getting ahead of ourselves.

When Volvo unveiled the 700hp D166 engine way back in January, it took the European truck industry into uncharted waters and probably hacked off its neighbours down the road, too, not to mention the odd marketing man in Munich.

Apart from its three new power ratings of 700hp. 600hp and 540hp, this 16-litre big-banger also gained a significant number of modifications to meet the Euro-5 regulations.

These included reworked pistons and a lower compression ratio, plus a new 'pre-injection' fuelling system that squirts a small amount of diesel into the cylinder to start

the combustion process before the main fuel charge goes in.As a result, Volvo has reduced the 1)16's noise levels by 2cIB(A), while NOx levels have been cut by 40%. Other changes include a new SCR exhaust after-treatment system requiring a bigger silencer on the 700 and 600hp versions — cutting fuel tank capacity on those models by around 100 litres.

Mindful of possible driveline abuse (no... really?) the FH16.700 comes with an I-Shift auto as standard, which is good for gross weights up to 120 tonnes. Above that, a manual is needed.

The overdrive topl-Shift box is specifically intended to match the 700's hub-reduction axle(s). Last, but not least, with the arrival of the 700hp engine, all FH16s gained a new 'flagship' interior trim.

Productivity

We can confidently say that the F1116.700 is the most economic 700hp 44-tonner we've ever tested. But, its the on/v 700hp 44-ton ner we've tested. However, around our two-day test route, its 7.81mpg was noticeably better than one or two other Euro-4 and Euro-5 tractors we have tested... and they had 300 fewer horses.

One way of looking at the Volvo FFI16.700's overall productivity is to stack it up against the Euro-3 FH16.600 that we drove back in 2004 at 40 tonnes.

The 700 not only beat it on fuel (the 600 returned 776mpg), it all but matched its journey times too, with a blistering average speed of 74.5.km/h, carrying four more tonnes.

Not bad for a tractor with less than 16.000km on the clock. What's more, it also bettered the 620hp Scania V8 Griffin we tested back in 2007 on journey time and fuel (758mpg) as well as the Euro-5 FH16.580 tested that same year, which delivered 775mpg.

Sharp-eyed readers may have noticed the

absence of CM's normal test trailer behind our FH16.700. Not for the first time. Volvo's penchant for tag-axle demonstrators meant we couldn't couple it up to our regular curtainsider, hence the reason for Volvo's more aerodynamic box trailer.

But before anyone shouts "unfair advantageour Volvo came with 385 wide singles on the front axle (in line with its future heavy haulage mission), which is a surefire way to increase fuel consumption by up to 2% thanks to their increased rolling resistance.

And in monsoon conditions on the M6, those big boots on the steer and tag axles were pumping out gallons of fuel-sapping surface water. Despite all that, though, the FI-116.700 still managed more than 8mpg on the first-day run-up to Gretna.

Meanwhile. for a real measure of the FH16.700's power, consider this: during our regular MIRA track tests, we measure the time to accelerate from rest up to 80km/h. The average 44-tonne fleet tractor usually needs more than half of the mile-long test straight to do it, hut with the FH16.700. we were able to accelerate up to 80krn/h and back again three times all within a mile.

Not that we'd recommend driving it like that, but if you've got to get over the Alps in a rush, it should do the job fine. Finally, if you want to carry more than 27.2-tonnes with a Volvo tractor, buy an FM11... but at 150 tonnes, the FH16.700's 9.7-tonne tare is probably irrelevant.

On the road

Like we're going to say the FH16.700 is gutless? Trust us, if you ever have to pull out in front of anyone, this is the truck to do it with because you won't be in their way for long.

As much as we hate to utter superlatives, 'phenomenal springs to mind when trying to describe the Swede's hill-climbing ability.

We'd normally have some kind of deathwish to change up while climbing the 1-in-7 at Castlesicle on the A68.

We did it in the FH16.700, in manual mode, where most autos would play safe, holding onto a lower gear, hut with lots more revs. Frankly, we wouldn't have dared to do it in anything but the FI116.700.

To give an idea of what that extra power means, when we recently tested the FM11.430 (CM 28 May), it took 2 min 41sec to crest Castleside. The F1116.700 stopped the clock at 1min 51sec. That's 3,150Nm for you.

Around our two-day route, we also noticed how many trucks kept pace with us until we a) pulled away from the lights b) exited a roundabout or c) sniffed a hill. On the first day's run up the M6, we never got out of top gear, even when ascending Shap at 1,000rpm on the limiter, where 1-Shift felt no desire to drop a cog.

If the FH16.700 is impressive going uphill, it's just as good going down, thanks to the superb retarding power of the Volvo Engine Brake (VEB) — although with 16 litres of engine to work with, that's hardly surprising.

Use the VEB as you should, and you'll hardly need to touch the service brakes.

Working hard, the D16G six-pot produces a quiet grumble of its own, until the fan cuts in with such a 'whoosh', we thought a low-flying jet had just passed overhead.

At around 30mph, the FH16.700's hub-reduction drive-axle also produces a steady whine reminiscent of the old Albion axle on a Leyland Roadtrain; slowing down. it sounded like a Tube train coming into a station, But even the occasionally singing axle couldn't disturb the otherwise monastic-like atmosphere within the Volvo FIllo's cab.

True to form, the tallest Globetrotter XL cab has a soft ride, with little road shock getting through to the floor, steering wheel or driver's derriere, Its air-suspension copes well enough with most conditions; there's little roll even when you're hurrying through a roundabout. That said, however, similar to most high-datum cabs, a panic brake stop produces a somewhat impressive 'rebound: We've said it a few times before, but tag-axle tractors are still something of an acquired taste for us, and given the choice, we'd spec a 6x2 as a twin-steer or pusher.

When it comes to general ride and handling, tag axle tractors do tend to 'wag the dog' a bit. Make a sharp correction and you feel a kick as the rear axle bites the road surface That said, we can't find fault with the FH16's steering. It's precise, got good feedback and has a decent lock — something we appreciated when we pulled into the truckpark at Burton services to had a VOSA enforcement caravan parked up stopping us from making a wide swing into the parking bays.

Volvo's I-Shift auto remains the yardstick for all other two-pedal transmissions. It's quick thinking, quick shifting and, due to a supersensitive throttle, its clutch-control is superb, especially when you're waiting to pull out of a junction.

Cab comfort Flagship motor... flagship cab, although we agree with the Scania VS driver who parked next to us for a look-see and said: "I'd want a bit more wood!" So do we, even if it's from the fake wood tree.

Certainly, the special multi-adjustable leather seats (very comfortable), subtle dark grey and green cabin trim (soothing on the eye) and detailed `FH16' door panels ensure a VIP atmosphere. We would have preferred the Swedes to have pulled out a few more stops. You can be a little bit too 'understated'...

What we can't fault, though, is the bulletproof build quality and latest FH interior layout, complete with its rotating passenger seat and sun-lounger-style bottom bunk, which is great for relaxing on. However, the mattress needs to he 'reversed', so its tilting backrest is on the kerbside. It could also be a bit firmer. And we would swap around the massive slide-out fridge, and underbunk drawer and lockable safe, so the fridge sits closest to the driver's seat. This is a right-hooker after all.

Meanwhile, roller-shutters on the front headlining and rear wall lockers ensure more useable storage space, although the steep rake of the FFI's windscreen means there's less room in those front overhead cupboards than in a Scania Topline or DAF Super Space Cab.

When Volvo decided to rework the FH's interior last year. it added even more storage space in the dashboard. which now also sports a number of 24V and 12V power sockets, plus USB and auxiliary connector points for your phone or rvIN player.

There's also provision to install a flatscreen TV above the driver's door, too.

Add to all that, multiple lighting functions, sensible night-time controls, which can be found at the centre of the rear wall, and the option to delete the top bunk for more lockers and you'd have to be pretty picky not to like the Globetrotter XL cab. Except that, as good as the FH16 cabin is. we think it could still be better, not least in terms of control layout.

The curving trademark dash puts everything within easy reach, from heater controls to handbrake.

Indeed, ergonomically, it's all pretty good — hut the I-Shift controls, currently mounted on the driver's seat, could be easily relocated to the dash or a column stalk, providing even easier cross-cab access.

We'd also take the cruise control function off the lefthand indicator stalk and put it on the steering wheel via command buttons.

Finally, there is a hell of a lot going on in the FH16's cab, so we would definitely recommend a proper driver bandolier to ensure the fullest understanding of the secondary controls, such as the VEB and the information screen in the centre of the main binnacle. •

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Locations: Munich

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