Volvo has finally put the old FL range out to
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grass, but the latest FM line-up of rigids and tractive units looks ready to become a worthy successor. Commercial Motor is the first UK magazine to test an FM artic at 38 tonnes—and having taken a 380hp version around our tough Scottish route, we reckon it's going to be a winner.
/ t's almost five years since Volvo's slip streaming Fl I tractor first appeared, dur ing which titne the Swedish truck-maker has regularly plugged its "global" approach to truck building, while greatly increasing the parts commonality within its worldwide heavy truck range into the bargain.
With that philosophy in place, the writing's clearly been on the wall for the old FL. Now, with the FM entering the fray, Volvo's rivals are going to have to sit up and take notice again. A quick glance at the FM confirms that it shares the same "gene pool" as its FH big brother, especially around the raked upper edges of its cab, although it actually sits 300mm lower and has reworked floor pressings as well.
With a new cab, new engines and much of the existing FH drivehne to draw from, the FM has an impressive pedigree that's hard to ignore. Regular readers may recall a Euro-1 FH12 420 stuffing the 38-tonne opposition around CM' Scottish test route way back in August '94—and it took more than three years before ER F's EC] 1 Fuel Dueler gained sweet revenge. Strangely enough,Volvo never managed to find us another FE to test after that, especially not a 380hp version.
Still, all that's changed with the arrival of the FM, and although our FM12 380 4x2 couldn't quite top the record-breaking fuel figure laid down by its predecessor, it was only a whisker behind. With that in mind we can confidently claim that the FM is very much a chip off the old block.
MI PRODUCT PROFILE The strong resemblance between the new FM and the present FII range is no coincidence. It's all a part of Volvo's modular truck strategy, aimed at streamlining product ranges and increasing parts commonality on a worldwide basis.
More than 75% of FM components can be found in the FH's parts catalogue, which has obvious advantages for operators planning to run a mixed FM/FH fleet.
The FM's specification tick list includes the II* usual array of day, sleeper or Globetrotter cabs, along with a choice of either 7.3, 9.6 or 12.1-litre straight-six engines.
Such is the variation that you could logically take a FM7 17-tonner with a Globetrotter cab, although your friends would probably tap their heads and smile as you went by.
Apart from a few refinements our test tractor, with its standard sleeper cab, looks your typical 4x2 fleet workhorse. It's powered by the latest version of Volvo's charge-cooled 12.1-litre D12C overhead camshaft engine with electronic unit injection, backed up by a single plate clutch (a twin plate is optional) and Volvo's familiar SR1900 14.speed synchromesh gearbox. This is really a 12-speed range-change box with splitter, plus two enormously deep crawler cogs for clawing its way up cliff faces.
Although Volvo offers a selection of power ratings spanning 340hp to 420hp (250kV4' to 313kW). the final choice will really depend on your operation.
Ours was set to deliver 380hp (279kW) at 1,700 to 1,800 rpm, which should suit most haulage fleets, especially with its abundance of torque: 1,850Nm (1,363 lbft) at between 1,100 and 1,300 rpm, which is equal to that in the 420hp (309kW) version.
The electronic engine management includes a top-speed limiter set at the usual 90km/h, plus cruise control, which proved so user-friendly that our tester ended up wanting one in his Mondeo.
Volvo stuck with the standard 3.08:1 final drive and the usual front parabolic/four-bag rear air suspension combination for our 3.8m wheelbase FM12 380.
One added refinement was Volvo's own extremely effective engine brake, which provides up to 240kW (320hp) of retardation at 2,100rpm. A blue segment on the rev counter shows you the most effective rev range. We had £1,250 worth of C-trim in the cab, which above all else turns your cloth-covered seat into a heated bum-warmer and gives you a night heater with remote sleeper control panel.
II PRODUCTIVITY Weathenvise, the FM had to contend with a real curate's-egg mixture around our route, including a rain-drenched northbound M6, still conditions around Scotland and pretty strong westerlies on the run down from Darlington to Nuneaton.
Our Conti 295/80Rs handled the sodden roads OK, but with that long-lost fuel record clearly in mind Volvo had thrown caution to the wind and signed off £3,045 worth of its own streamlining equipment.
Many operators might look at the FM cab's already shapely raked profile and question the need to spend any extra cash on more aerodynamic equipment—but against strong winds our gut feeling is that this kit will offer a fast payback.
Our final result of 8.33mpg (33.91it/100km) at nem-ly 71km/h is only a smidgin down on the original Euro-1 FH12 420's stunning 8.39 mpg. But for the weather and a load of congestion down the A l(M) and M18, the FM's figures would have been even more noteworthy. As it was, we achieved more than lOmpg between Nuneaton and the Scottish border, which is on a par with the very best Volvos aren't renowned for being lightweights, but by fitting a modest 355-litre fuel tank and forking out £2,040 for a set of alloy wheels, our FM just nudged above the 7.0tonne mark. But with that tank you'll probably end up refuelling more often!
That said, at 38 tonnes you can pull a triaxle curtainsider like our 7.0-tonne Crane Fruehauf test trailer and still get a payload of close on 24 tonnes. And from next January that could become 26 or even 27 tonnes, depending on how far the Chancellor twists the knife on VED.
• ON THE ROAD Volvo's FM fleet package is a nicely balanced mix of new, modified and well proven components, and with more than 30,000kms on the clock ours was certainly beginning to bed in and feel comfortable. Although the lower gears resisted on a cold start, a light but firm clutch made stick shifting easy enough.
Warmed through, and with a full barrow, the 380hp FM is a real delight to drive.
With that level of power we wouldn't call its acceleration up to 80km/h or through the gears exactly sparkling—but it still pulls away positively on the flat in 2L or 2H. Once up and running you can skip shift to suit the gradient, but whether full gear changes are taken at about 1,800rpm, or split at the 1,6001,650 mark, it simply surges on.
The little FM is clearly at its most economical pegged at the 901unih motorway limit, where the needle holds at 1,400rpm in the middle of the green sector.
But perhaps its best feature is the huge amount of torque that's available: 1,850Nm from around 1,100rpm to 1,300rpm, enabling it to really dig in on tough gradients. With cruise control set at the maximum and the Volvo engine brake switched to slow any descent, the FM is a real treat to pilot.
The steering feels very precise, especially when manouevering, and the unit rides well even on weather-damaged B roads in Northumberland. There also seems to be less roll than with the old FLs.
We were particularly impressed with the FM's behaviour in full-blooded emergency stops at 20,30 and 40mph. In the past CM has strongly criticised Volvo artics for their jackknifing tendencies; but without doubt this FM, for all its traditional drum braking, stopped superbly and consistently.
As the cabin floor is considerably lower than its predecessor, it's not surprising to find noise levels that are a wee bit higher than the competition. However, it's still car-like inside, even when grunting up Carter Bar or Black 1111. 41 Hal in Consett. Add to that responsive temperature controls, electric windows, mirror and driver's seat adjustment, and the level of contentment soars whatever the terrain.
We also appreciated the wiper frequency adjustment and the pleasure of Volvo air conditioning, which casts £600 extra but could be an important feel-good factor in the midsummer heat.
Operators might also consider paying other bills rather than part with 11,525 for the otherwise really excellent engine brake. But, used consistently between 1,800 and 2,100rpm, it's very effective and will push brake relines back to the unforeseeable future.
• CAB COMFORT The family likeness between the FI-1 and FM cabs is unmistakeable, although externally the newer one's doors are somewhat smaller. The panel under the windscreen is narrower, too, which won't please those wanting to see their names emblazoned large on it.
More important, the FM cab floor is about 160mm lower, which, with the seat shot back and the wheel pushed forward, makes crosscab movement a distinct possibility for those not blessed with excess bulk. And if the bunk is likely to be used a lot, don't bother with the document box on the engine cover— it's just a hindrance.
The bunk itself is a good size and comfortable, although it might be better to have roof storage rather than have to heave the bunk sections up to find something.
The cab has also been shoved slightly forward, giving it a shorter front overhang, but it places the steps a little too close to the door angle for comfort. There's enough width to the steps, but as you climb in the door tends to shoulder you off at an angle.
That apart, the steps are lit (a C-trim perk), evenly spaced and well served by grab 'handles. Once behind the wheel with its safety airbag , you can appreciate the FM cab's excellent forward visibility as well as its ergonomics. The angled dash brings the switches and knobs within easy reach, and all is prioritised towards the steering wheel.
Instrumentation is very clear, and nicely backlit for night-time driving. If the glare is excessive, it can be dimmed using a small rheostat switch.
The FM has the same neat pop-up tachodisc holder above the speedo as the FH, while alongside the rev counter is the latest driver information system. This makes the best use of the electronics by providing the driver with a whole raft of vehicle function checks, includ ing useful "how you're doing" info like mpg, mph, fuel used and distance remaining in the tank in your present driving conditions.
The optional driver's seat, with its head restraints and electric adjustment, is ultracomfy, while you can alter the steering wheel's rake and height simply by pressing down a pedal above the accelerator. Both give enough movement to accommodate most shapes of driver, although knee room might a bit of a problem for tall stringy ones.
The standard passenger seat folds out of the way to leave extra boot space and, with the blank gear-change recess on the left of the engine hump, getting in and out of the bunk is easier than before.
• SUMMARY
Volvo predicts that its FM12 380 is going to be its big fleet seller in the UK, and Mcertainly won't argue with that. It's an excellent combination of all that's best appreciated by drivers and gaffers alike: from the very torquey 380hp 1)12C engine to the slick and forgiving 14speed synchro gearbox.
From the driver's viewpoint the cab revisions have improved the inner environment and, importantly, it drives easily, handles well and can stop smoothly on a Euro.
On international or ultra-long-haul traffic, the FM's standard sleeper will probably be restrictive, but for another £2,250 you can have a Globetrotter instead. Co-incidentally, taking the full monty cabin means you won't have to shell out £1,350 on the airflow options in most cases.
But it's on UK long-distance deliveries and n-unking work that the sleeper-cabbed FM12 380 will attract the most interest, whether from supermarket fleets or smaller general
haulage firms. It's a fast mover, good on fuel consumption and, at 7.04 tonnes, isn't heavy as artics go.
Priced at £59,225, the FM is going to mount a strong attempt for supremacy in the fleet market. Maybe FM stands for "fleet motor"? 11 by Bryan Jarvis Price as tested: £69,025 (ex-VAT). Bask chassis-cab (FM12-380 4x2 with 12 speed gearbox: £59,225. See page 31 for list of options fitted).
Engine 12.1 litres, 380hp (279kW).
GCW: 44 tonnes. Payload: 23.95 tonnes.
Average speed: 70.9km/h (44.0mph).
Average fuel consumption: 8.33mpg (33.91it/100k m).
SPECIFICATION
IMM Volvo f 'Ml2 380 sleeper cab 442 tractive unit. Design GCW: 44 tonnes. Design GVW 19.7 tonnes. Importer: Volvo Trucks (GB), Wedgenock Lane, Warwick CV34 5YA.
Clutch: Asbestos-free single dry plate, diaphragm type Diameter: 432mm Twin 380mm plates optional.
Rear: four-bellow air suspension. Anti-roll bars and shock absorbers to both axles.
Cab: Four-point coil suspension with dampers and anti-roll bars.
Wheelbase: 3.8m.
Axle design weights: Front, 6.7 tonnes; Rear, 13 tonnes. Wheels and tyres: Aluminium 22.5in rims with 295/80R 22 Sin Continental 11545.
Fuel tank: 355 litres. ENGINE Volvo 012C 380 charge-cooled diesel. Four valves per cylinder, electronically controlled fuel rate and unit injection timing. Liquid cooling.
Cylinders: Six in-line.
Bore/stroke: 131x155mm.
Capacity: 12.1 litres.
Compression ratio: 18.5:1.
Maximum rated power: 380hp 1279kW) at 1 700-1,800rpm. Maximum rated torque: 1,850Nm11,2531b ft) at 1,100
' ,300-cri Dual-circuit air-actuated Trailer brakes operate on both circuits. Drive-axle load-sensing valve. Category 1 ABS. Asbestos-free linings. Air dryer and air brake silencers.
Air reservoirs: 100 litres.
Parking: Spring brake actuators on drive axle. Exhaust: Volvo Engine Brake, cam-actuated and mounted in cylinder head, air-operated automatically from dash-mounted switch.
Maxmi ITI UM retardation: 285kW (388hp) at 2,300rprn. Brake dimensions: Drum diameter 410mm, lining widths 175mm fronts, 200mm rear.
BRAKING SYSTEMS Battery: 2 x 12V,170Ah. Generator: 60A alternator.
TRANSMISSION and splitter box. 1 gears
Optional ratios: 2 I Volvo SR1900 14-speed range change
.2 synchronised forward speeds, two crawler
MIlVarithle ratio with integral power assistance.
OEM Pressed steel channel section, cold-riveted construction. Constant width frame from 1 9m behind the front edge.
Suspension: Front: parabolic leaf springs, shackle-mounted.
13.7m, 4.0m-high curtainsider on airsuspended Sri-axle bog e.
TEST TRAII FR
TERMS OF WARRANTY: 24 months' unlimited distance' with
additional ro jc'er inird, fourth and fifth year.
DEALERS AND SERVICE POINTS: Volvo has 92 dealers and service points in the UK
OPERATIONAL TRIAL RESULTS
Scottish test route: I ,180km.
Day 1 (348km): Average speed, 84.5km/h; fuel consumption, 10.1mpg (27.91it/ 100km).
Day 2 (402km): Average speed, 66.6km/h; fuel consumption, 8.1mpg (33.41it/100km).
Day 3 (430km): Average speed, 66.3km/h; fuel consumption, 7.5mpg (37.711it/100km).
Overall: Average speed, 71.0 km/h; fuel consumption, 8.3mpg (33.914/100km).
1N-CAB NOISE km/h c18(A) Tickover 60.5 48 68 64 70 80 71 ACCELERATION
km/h 0-80 . 32-64 48-80 SIK gears
52.2
22.2 5L/5H 30.9 5H/6L/6H
BRAKE PERFORMANCE From 32 48 64 Park brake held on 20% (1-in-5) gradient. Peak 0.67 0.73 0.69 Average 0.56 0.65 0.62 Distance 9.17m 16.37m 28m WEIGHTS
Kerbweight of tractive unit with full tank and
75kg driver (as tested) 7,045kg Unladen semi-trailer 7,000kg Net payload 23,955kg Total 38,000kg
HILL PERFORMANCE Hill min sec
Forteviot 3 28 Carter Bar 4 10 Black Hill 4 53
M18 3 55
MI 5 20 (Baulked slightly) Stop and restart possible on 20% (1-in-5) gradient.
DRIVERS' VERDICTS
As usual after a test run, we took our test truck along to BP's truckstop at Crick to get the views of some professional drivers...
We found owner-driver Bob Groves waiting while a fitter corrected a fault at the front end of his 11.15 Iveco Ford Cargo drawbar car transporter. He told us he had driven both Volvo FLs and FHs in the past. "Access is good," he said, climbing in. "The first rung is high enough to miss the kerbs, but not a difficult step up. It's very much like the FH inside, with plenty of room. The engine is very torquey. It doesn't complain working down at the bottom end of the rev range—it's still pulling hard at 1,000 rpm," he added, as we topped the crest of a hill. "Considering it is fully freighted, the engine is very quiet and very smooth. The ride's not bad, either. It's quite stable—no chance of becoming seasick in here. The seat is very comfortable—the squab gives support right to the back of my knees, and there is lumbar adjustment as well. All-round vision is better than on the Sitting lower down definitely improves forward vision, and it's better for driving into the sun as well." As for the brakes: "The brake pedal gives a nice bit of feel." On a steep hill section Graves changed down one and a half gears and used the engine broke to check his speed, with revs running up to the top of the blue quadrant. "It held it back. I'm impressed," he said. His final comment was: "The general layout of the instruments and controls is fine. The bunk is a good size, nice and wide, and the mattress is firm. I would like to see some form of stowage at the rear of the cab above the bunk. Once I have made up my bed I don't want to be messing about lifting up the mattress to get at things."
Bob Bennett comes from Rainham in Kent, and drives one of DSS's Volvo FL1Os equipped with the Geartronic transmission. "The cab is a bit higher than mine," he told us, adjusting the position of the squab and then the steering wheel as he looked around. "The steering wheel is a nice size. It's like steering a ship if it's too big. Is the rear side window standard?" he asked, as he fastened his seat belt. It's an option, we told him. From 1st high he deftly moved on up into 3rd. "Oh yes! It's definitely higher than the FL, but it's a nice driving position," he added as we got underway. "The rhp FL; nice SPOi position. brakes are a bit sharp," he noted, touching the brake pedal for the first time. "The engine pulls a lot harder than my 320. It's very torquey: this seems effortless. It picks up speed so quickly you would think it was more than 380hp. The gear change seems a bit stiff within the gate. If I use the exhaust brake with the gears I don't need to touch the service brake. It must save on brake wear. Is the cab on air?" he asked. No, we replied. "It's a very good ride, and the seat gives plenty of support. The instruments are very clear. The only thing I don't like is giving it back," laughed Bennett, as we came to a stop. "The engine tunnel is lower than on the FL, but what's this little thing here by the door?" A smoke alarm, we said. "It's got everything," he commented as he dismounted and looked back along the chassis. "The fuel tank looks on the small side. I would have to fill it up every day."
Mike Ponsonby was on his way home from Spain in the Scania 142 equipped with a the Dutch Estepe cab conversion which he drives for AS Taylor International Transport of Leicester. "Is this the fleet spec?" he asked. "It looks a big improvement on the FL." But once inside the cab he was not so sure. "The roof is quite low," he said disapprovingly. "But the cab is bigger than it looks from the outside. My Scania has got twin Eminox stacks behind the cab, so this seems very quiet by comparison. I can't believe it's carrying 24 tonnes. It pulls a lot better than mine. On the climb I can feel it dig in as the revs drop. I like the engine brake, too. I could really do with something like this for the long hills in Spain. It should be standard on all long-haul trucks, along with the air conditioning. The gear change is nice and easy, and the lever has a much nicer feel to it than on the FL. The ride is much smoother than on mine. Front visibility is brilliant, but those mirrors are a bit bulky and could block vision at roundabouts. The driving position is absolutely great, especially with the window behind the passenger seat. But I don't like the document box on the Mike Ponsonby: Engine engine tunnel. Even without it cross-cab access is not easy." broke should be standard. Bob Graves: "A very torquey engine: it still pulls hard al 1,000rpra."
Bob Bennett: Higher than