OLVO FL10 GEARTRONI
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Price as tested: 08,345 (ex-VAT). Includes £1,075 for Volvo adjustable airflow kit, £160 for bumper spoiler, E180 for radiocassette, £130 for spotlights and £300 for Volvo info system. Engine: 9.6 litres, 235kW (315hp). GCW: 38.0 tonnes. Payload: 24.27 tonnes.
Speed: 70.9km/h (44.1mph).
Fuel consumption: 39.61it/100km (7.15mpg).
There's nothing new under the sun. The first automatic gearbox patent was filed in about 1906, and designers have been arguing about the best system ever since. Epicyclic gears with torque converter? Constantly variable transmission? Torque converter automatics have become the norm, largely for their flexibility and durability. But their drawbacks include increased fuel consumption and lack of engine braking.
Electronic controls have added another option: automate the gearshift on a manual gearbox and you get full engine braking without the torque converter's fuel consumption penalty Systems such as Mercedes' EPS pioneered this technology in the late 1980s and two years ago Volvo followed with its Geartronic system (CM 4-10 July 1991).
The company seemed in no hurry to launch Geartronic in right-hand-drive vehicles. With 20-20 hindsight, we know that was because it was working on a replacement for the 15-yearold F-cab. Geartronic will be available in righthand-drive versions of Volvo's new big cab which will make its debut this summer.
But what about Volvo's best selling UK tractive unit, the FL series? The 10-litre engine can only manage 235kW (315hp) ii Euro-1 guise but that's a popular rating for vehicles on distribution and steady trunking work. Extra power is hard to justify with a diminishing load, particularly if the vehicle is not operating at 38 tonnes gross to start with.
All in all sticking the self-changing box in the FL10 looked like a smart move. Pitted against its competition, in our recent group test of automatic transmissions we reckoned it had a head start (CM 13-19 May). Following that impressive showing, we wanted to know how it would cope with our three-day Scottish test route. Would we be left gearless in Gretna or in crawler over Carter Bar?
• PRODUCT PROFILE
The key to Geartronic is electronics. EDC (electronic diesel control) regulates the fuel pump and can communicate with the electronic control system, which controls the clutch and gearbox. This is what makes the system so flexible.
With a torque converter automatic. the gearbox slurs the changes using a combination of gear shaft brakes and torque converter slip, so there's no need to back off the throttle. Bemuse Geartronic uses a stock manual gearbox (Volvo's 12-speed SR 1700) and conventional clutch, it has to do what any driver would do when changing gear: back off the accelerator, dip the clutch, select the next gear and then feed the power in again.
The electronics see to this while the driver keeps both hands on the wheel and his right foot on the gas. There's no need for a clutch pedal so Volvo doesn't fit one.
The FL10 retains a conventional gear lever, but the familiar elephant's foot has been replaced by a stick from the 940 car parts bin. It moves through a six-position gate: crawler, reverse, 1, 2, 3 and A, There's also a button on top of the lever to operate the splitter in 1,2 and 3. Starting from rest, the driver can either change gear manually in low range up to 3H, or simply slip the lever into A and let the box look after itself. In automatic mode Geartronic will always select 1L to pull away from rest. The selected gear and mode is shown on an LCD display at the top of the dashboard. The driver can also influence the gearbox in other ways. Four switches behind the gear lever control Marshalling, Clutch-lock, Performance, and Hold.
The Marshalling mode is designed for use when picking up or dropping a trailer to ensure smooth clutch operation; Clutch-lock can be used to warm the gearbox oil or for a F1-0. But the most commonly used modes will be Performance and Hold.
The Hold button simply locks the gearbox in the selected gear. Its main use is in hillclimbing to stop the gearbox from changing up or down unnecessarily; if an incline is levelling out but you can see it gets steeper again, the Hold button lets you stop the gearbox from changing up. Rut if you're approaching the top of a rise and you know the truck will make it in that gear, Hold can be used to stop the box from changing down again.
The gearbox has two operating modes, Economy and Performance. Economy is the default setting but Performance can be selected at the press of a button. This holds upward gear changes until around 2,100rpm and changes up in half gears. Performance mode can also be selected using kickdown simply by flooring the accelerator pedal. The system automatically switches back to Economy when the throttle is backed off.
There's another use for Performance mode too. Press the exhaust brake button and the gearbox will automatically select the gear to give optimum engine braking. in the blue sector on the rev counter between 1,500 and 2,500rprn. Switch to Performance mode and the gearbox will change down if revs drop below 1,900rpm, to maintain optimum engine braking. The exhaust brake button has been moved, to the top of a footrest where the clutch pedal used to be. Finally, the EDC system provides a foot-off cruise control, operat
ed by a toggle switch on the dashboard. A memory stores the last set speed which can be recalled by flicking the switch to Resume.
Geartronic is a lot simpler to use than its description might suggest, and in all other respects this is just another FLIO tractive unit. In EDC guise, the 9.6-litre engine produces 235kW (3151m) at 2,100rpm with 1,350Nm (9961bft) of torque at 1,200rpm. Our test vehicle had a 3.8m wheelbase (3,4m is optional) and a sleeper cab.
• PRODUCTIVITY
Volvo has made much of the potential fuel savings that Geartronic can bring so we were disappointed with our overall result: 36.9 111/100km (7.15mpg) does not set any records, but matches the only other Euro-1 engined tractive unit we've tested at this power rating—the Mercedes 1831 returned 40.41it/100km (7.01mpg) overall.
This indicates two things. First, that Euro-1 has hit fuel consumption by 5-10%; and second, 310hp 38-tonners tend to use more juice than their more powerful stablemets.
Vehicles in this power band are popular supermarket trolleys on distribution routes with diminishing loads.
Many run below 38 tonnes and would show significantly better fuel results. However Geartronic did produce better results than our last FL10 tractor (CM 27 Oct-2 Nov 1988), which returned 40.51it/100km (6.97mpg) in dreadful weather conditions.
Another factor in the Geartronic result may be the way the gearbox is set up. On day one, we left the gearbox to its own devices, using the cruise control on the M6 up to Scotland. We would normally expect to take a split on some of the long hills, including Shap, but Geartronic would take an early change and drop a whole gear.
For the remainder of the test we intervened, using the Hold button to keep it in a higher gear. We concluded that in cruise control the system will err on the side of caution. Rather than letting the engine lug and risk losing a lot of speed, the gearbox will take early changes to keep the vehicle moving at the expense of fuel economy.
The most surprising figure in these results is the 33.91it./100km (8.32mpg) we recorded on the tough motorways section: few trucks return better fuel consumption on this section than over the easy A-roads.
The Volvo's performance was well up to scratch against our selected rivals, which could be a reflection of the effective exhaust brake. It's not as power
ful as a Jake, but we were able to control downhill speed better than in many rivals, and this was reflected by its high average speed over the severe gradients on the A68. The Volvo is heavier than its compact cab dimensions might suggest. Even the Mere 1831 was lighter than the Geartronic F1.10, but the Volvo's 2427-tonne payload is on a par with its rivals.
Servicing gives the FL10 a clear advantage over all our listed rivals, particularly on contract maintenance. In addition, Geartronic should reduce wear on driveline components; it's impossible to over-rev the engine except when using the Hold button. Gear changes are synchronised too and are as smooth as the most skilled driver could make them. Even a hill re-start will not result in cab bounce. These costs are not easy to quantify but it should help to improve residual prices and keep the vehicle in service longer.
• ON THE ROAD
This is where Geartronic gives the Volvo a commanding lead. No tractive unit is simpler to drive; the driver can exercise as much or as little control over the gearbox as he wants, For the minimum effort, shove the stick into A and leave the gearbox to its own devices, using cruise control wherever possible. The Hold and Performance buttons allow the driver to exercise a great deal more control over the gear change pattern.
Our route takes us through the centre of Edinburgh and is one of the more stressful sections to drive. There are all the usual hazards of city traffic, combined with tight turns and hills Geartronic allowed us to concentrate on the road and forget about the gears. This was the easiest drive we have had through the Scottish capital.
The hilly A68 also showed off Geartronic's capabilities, This is another demanding section of the route where the driver's efforts are fully engaged in keeping the vehicle moving up shor, steep inclines, then controlling downhill speeds on equally steep downhill runs. The exhaust brake also came into its own here, giving greater downhill control than with many rivals.
The hilly section also uncovered the limitations of the fully automated mode. When the going gets steep or a hill re-start is called for, it is better to opt for the manual mode. This eliminates the possibility of the gearbox taking an early change up and bringing the truck to a halt again.
A lightning splitter speed also helps: a touch on the splitter switch brings an instant gear change which we found to be particularly useful when building up speed on a steep gradient.
Good road behaviour is something we've come to expect from the FL10 chassis and the Geartronic is no exception to this commendable rule.
Rear air suspension is standard on the FL10 Geartronic, which no doubt contributes to its good ride and handling. The FL's low cab height inevitably means the engine is closer to the cab occupants than is the case in many of its rivals. As our noise readings show, the penalty is higher noise levels than in many bigger tractor cabs.
• CAB COMFORT
Access to the low Volvo cab is simple compared with taller rivals, a factor which must contribute to its success as a distribution vehicle. The driver's seat is heated and air suspended with an adjustable lumbar support, while the steering wheel is adjustable for height and angle. The simple adjustment mechanism for the steering wheel is a model for other manufacturers to follow; the layout of instruments and controls is also one of the best.
Space is the cab's drawback, but then it wasn't designed for crossing continents in the first place. Even so, the lack of stowage space and room restrict its suitability for the odd night away. All-round visibility is good, aided by the rear window, which comes complete with a cover for privacy during overnight stops. The dommant grey is hardly exciting but the trim is tidy, tough and easy to clean.
• SUMMARY
Geartronic is go..x.i-very good. It's easily the best available truck automated gearbox to date. It won't provide magical fuel savings but it should bring the worst driver's results in line with those of the best. [twill almost eliminate driver abuse and reduces wear on driver and driveline alike. Look beyond fuel economy to whole-lift costs and the £2,700 premium starts to make sense. If you also believe a happier, less stressed driver is a better driver, Geartronic deserves your attention. The effec tive exhaust brake could help to reduce jou ney times too, by giving the driver more coi tml downhill.
Real alternatives are few. Eaton's SAM' comes closest and can be had on the likes the new ERF EC, Foden 4000 Series, lye( EuroTech and MAN F'90. But none of thee vehicles are combined with a low-heigl tractive unit.
Our fuel results show that 310hp tractor particularly with Euro-1 engines, don't mat a lot of sense at 38 tonnes. But if you al involved in distribution work, operating lower gross weights, Geartronic ought to near the top of your shortlist. Then again, you like Geartronic but need more power might just be worth keeping your cheqt book in your pocket until August...
by John Kendall