Import
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Volvo’s legendary F86 model set the stage for the manufacturer’s global expansion in the 1960s, as well as playing a key role in establishing the Swedish marque in the UK
A canny Scots haulier named Jim McKelvie imported the irst Volvo F86 tractor unit in 1967. This Swedish model had irst seen the light of day two years previously, when it was launched in Sweden as part of Volvo’s ‘System 8’ range of CVs. Back then, the only recognisable component of the F86 was its bubble-shaped Raske Tiptop cab, irst used on the L4571 during 1962. This distinctive driver’s ofice was a revolution because it was the irst in Europe that could be tilted upwards and forwards for servicing or repairs.
Volvo’s System 8 concept was not just a catchy slogan, but indicated the number of components that had undergone major renewal – the engine, gearbox, rear axle, steering, brakes, frame, suspension and cab – while the letter F stood for forward control. Six-wheeled rigids were designated FB86s, with the letter B standing for bogie.
The truck immediately proved adaptable to a wide range of operations and its initial 1965 sales proved beyond doubt that Volvo had a winner on its hands.
In Great Britain at that time, commercial vehicle buyers had an astounding choice of chassis to choose from and virtually all were designed and built on home ground. While most of these products were generally it for purpose, back-up was sometimes another matter. Enter McKelvie, an astute business professional and a man with a vision. Based at Barrhead, his highly regarded transport operation, McKelvie and Co, ran around 350 motors in a smart chocolate brown and cream livery, which operated across the length and breadth of the UK.
Import vision
McKelvie quite rightly thought British truck builders had become too complacent, so with a view to importing something better, he set off in 1966 to visit every commercial vehicle maker in Europe.
Having whittled down his choice to Scania or Volvo, a chance meeting with Jim Keyden, managing director of the Pressed Steel factory at Linwood, made up his mind. In addition to its responsibilities to the massive Chrysler plant across the road, Pressed Steel also produced the body shell for the Volvo P1800 sports car, and Keyden told McKelvie Volvo demanded very high standards from all its suppliers.
These two businessmen joined forces in 1967 to form Fereneze Construction, later named Ailsa Trucks, a irm that would import and distribute Volvo trucks across Britain. Parts supply and aftersales service were included in the deal. Initially concentrating on the F86 model in 4x2 tractor unit guise, a remarkable 165 examples were sold in the irst year alone. By 1982, soaring sales of the F86 and its F88 big brother meant Ailsa Trucks became too big to be a private British company and was duly made a subsidiary of AB Volvo Group.
Although considered small by today’s standards, the F86 cab was in its day a spacious workplace. The steelframed cab was undoubtedly one of the safest around in the 1960s and had extensive glazing, which included a laminated windscreen, permitted unequalled all-round visibility. Cross-cab access was reasonable too, with a stepped engine cover giving easy transverse movement for feet. The power plant shield contained a hinged steel lid that allowed oil and water level checks to be carried out from the comfort of either seat.
Further attention to detail saw the fuse box ixed below a removable dashboard storage tray and a clutch luid reservoir mounted nearby. Good-sized instrumentation was supplemented by a standard-it heater and demister, while Bostrom fully-sprung seats could be included.
Sleeping space
Oficially, there was never a sleeper version of the F86, but plenty of drivers had extra removable wooden boards made up to mitre with the engine cover, thereby creating a useful bunk.
The F86’s light turbocharged engine offered tremendous payloads and productivity at 32 tonnes. The F86 came with a synchromesh gearbox, something of a rarity 40-odd years ago, and the eight forward speeds were controlled by one lever with a range-change button through four gear positions.
The gearbox casing offered itment of two spare power take-offs if required and an oil ilter unit was easily accessed from the outside. Back at the business end, a Volvo single-reduction inal-drive included a large 16.5-inch crown wheel and compressed air differential lock proved useful on icy or muddy road surfaces. The alternative double-reduction axle was via a 13-inch crown wheel and secondary cylindrical gears with helical teeth providing a large contact surface area. The resultant two-stage process ensured loads were distributed over more components, thereby increasing its operational lifetime.
Volvo has long been associated with pioneering vehicle safety systems and its irst award from the Danish Road Safety Board – for its efforts in developing seatbelts – was presented in 1962. This dedication to driver and pedestrian safety extended to the F86’s spring braking system and Volvo was unsurprisingly pushing the stopping boundaries ive decades ago with its superb full-air system, which controlled a meaty 4,700cm2 of friction area. Extra auxiliary stopping power came from a foot-operated, butterly-type exhaust brake.
After a small number of revisions, the Volvo F86 continued in production until 1978 until it was superseded by the F7 range. Over its 15-year lifespan, this diminutive truck created an important piece of history for both Volvo and British road transport in general. n