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The new engines
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t-3. The New Fil12 will be available with the current 1)12C 12-litre engine at nominal ratings of 340, 380 and 420hp, but two new 012D units have been added: a redesigned variant rated at 460hp, and a 500hp version which uses a turbo-compound system to boost power and torque. Its power and torque outputs are undeniably high, but Volvo reckons that its on-road testing has proved the unit's reliability: one operator was covering 9,000km a week in three shifts on a new FI112.
Euro-3 emissions regulations demand higher injection pressures, so the 0120 uses new one-piece El injec tors from Delphi (formerly Lucas). Each injector is 1kg lighter than the previous type and is mounted vertically in the middle of the cylinder. Higher power outputs demand better cooling, and coolant flow around each combustion chamber wall has been improved. In places the cylinders are said to run 40°C cooler than before.
The torque characteristics of both new engines are impressive: each has a "drive-away" torque of around 60% of peak torque, and the highly responsive turbo-compound 500 reaches 90% of peak torque in less than two seconds. As Johan Iderot of the engine develop ment team puts it, the 460 his "a very nice-looking torque curve", while "the turbo-compound engine loves high loads".
The 500 puts out as much torque as the 16-litre Euro-2 D16 520 unit's peak (2,400Pim at 1,000rpm) but spreads it over a much wider rev range, all the way up to 1,300rpm. And the green "economy" band stretches from 1,1001,70Orpm, by which time it is putting out maximum power. The only drawback is that the extra turbine in the turbocompound unit limits the effectiveness of the engine brake, cutting maximum retardation power by 80hp. But service intervals on the 0120 engines have been extended by some 20% using VDS-3 mineral oil. A Euro-3 model running at 36 tonnes GVW could go 100,000km between changes.
There's a new water separator in the fuel fitter. A full reservoir triggers an alarm light on the dash; a control in the cab allows the driver to dump the contaminated water.
Volvo's turbo-compound design uses a hydrodynamic (fluid) coupling between the turbine and the crankshaft, like the system in the recent 470hp Scania. However, it was developed independently.