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Power game
Page 14
Page 15
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Volvo's 700hp FH16 takes European heavy truck operators into uncharted territory. So who wants "the world's most powerful series-manufacturer truck..."?
Words: Brian Weatherley VOLVO HAS BECOME the first CV manufacturer to clear the mythical 700hp barrier with a road-going heavy truck thanks to its new FH16-700.
According to the Swedish vehiclemaker, its lorry is now: "The world's most powerful series-manufacturer truck."
Whether or not the average truck operator really needs 700hp is another question altogether, but last week's announcement certainly surprised UK truck journalists, who were gathered at Volvo's UK Warwick HQ for what looked like another innocuous year in focus' press event. Indeed, the FH16-700, which goes into production in June, ready for the Euro-5 deadline of 1 October, clearly stole the show.
Admittedly the power and torque increases over what is currently the most powerful FH16-660 are actually quite small (just 40hp and 50Nm respectively), but with FH16-700 Volvo has gained a massive marketing tool for 2009, and an undeniably 'powerful' !sic' statement of its engineering capabilities.
Peak torque from the 16-litre in-line six is now an astonishing 3,150Nm (or 2,4371bft in 'old' Imperial money), although for those looking for more modest outputs, there are also 600 and 540hp versions available.
Ali about the engine The latest Euro-5-certilicated D16G features a number of modifications. including the adoption of new pistons and a lower compression ratio.
Through the use of a pre-injection fuel system (which essentially squirts a small shot of diesel into the cylinder to start off the combustion sequence before the main fuel charge is injected), noise levels during idling have been lowered by 2dB(A). A new thermostat also ensures that engine oil is kept at the ideal temperature and viscosity, minimising parasitic losses. Additionally, the D16G is available with open or closed crankcase ventilation.
Other changes include a revised (lighter) electronicallycontrolled butterfly exhaust brake, which provides 230kW of retardation. Also, the wellproven Volvo Engine Brake (VEB) is kept as an option, offering 425kW braking power.
As with the previous 16-litre diesel, Volvo has stuck with SCR its new Euro-5 D16G 'big banger', which now produces 40% less NOx.
The two most powerful (700hp and (i00hp) ratings gain a new exhaust aftertreatment system with a bigger silencer box (needed for Euro-5), which takes up 250nun more space on the offside of the chassis and reduces fuel capacity by about 100 litres.
However, those looking for maximum fuel space can take advantage of available chassis space for a fuel tank on the nearside. Since the system handles a greater flow of exhaust gases, counterpressure is reduced and power losses are also minimised. Mindful of the risk of accidental clutch and driveline abuse, Volvo has fitted the FH16700 with its 12-speed I-Shift auto box as standard for gross weights up to 120 tonnes.
(Above that, a manual box is needed.) The overdrive I-shift auto matches the 700's hub-reduction drive axle(s).
Best of both worlds
Lower-rated 600 and 540hp FH16 models can also be speeced with the I-shift auto (with over-drive or direct top ratios) or the manual VT2814 14-speed synchro box, plus single reduction axles in place of hubreduction units.
Not surprisingly, operators will view any increase in power as a potential to lose out in fuel economy. However, Volvo insists its aim is to have both the best performance and the best fuel economy in the segment. Volvo claims: "With the new D16G engine, we have succeeded in keeping fuel consumption the same as before," The 700hp D16G's torque delivery between 1,550-1,800rprn certainly looks impressive, while the green band on all versions covets a 1.000-1,500rpm range.
Last year's interior and exterior FH cab revisions (CM 19 June 2008) are carried over, and includes the FH16's own unique 'flagship' cab trim. •