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VEHICLE HISTORY
Page 144
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VOLVO FL616 Two-Axle Rig ids The Volvo FL6 truck range now comprises eight basic rigid four-wheeler models covering gross weights from 7.5 to 17tonnes. Three engines cover the range: the 152hp TDG1G; 180hp TD61GS; and the TD61F at 207hp. They are all 5.48-litre six-cylinder turbocharged diesels (charge-cooled on the TD61F). The range was completed in April this year with the introduction of the FL608, FL609, FL610 and FL611 [(plated for UK use at 7.5, 8.6, 9.8 and 11-tonnes respectively), equipped with the TD61G engine, while the FL612, FL613 and FL614 (at 12, 12.8 and 14 tonnes) has the TD61G. Finally the FL617 has the TD61F for 17tonnes operation.
The FL617 replaced the FL616, the subject of this road test, with UK adoption of the 17-tonnes gross weight limit back in April '88. Compared with the standard model, CM's test vehicle had the optional four-bellows air suspension at the rear axle and the Volvo R52 light speed range change gearbox. Current specification of the FL617 includes the option of the R1000 box which was developed from the R52 and has eight main ratios very close numerically to those in the earlier unit but with an extra low (16.68:1) crawler ratio. Standard gearbox is a ZF S6-65 sixspeed synchro. On the road test, the FL616 put up a workmanlike performance. It did not break any records or, for that matter come close to doing so but by the same token, it did nothing to disgrace itself either. At the time, the FL616's fuel consumption over the Welsh operational trial route seemed to be good, but improvements in vehicles generally make its overall figure of 24.11it/100kin (11.72mpg) somewhat below average by current standards.
A comment in the May 1987 test report stated that a 6.5 tonne front axle provided a degree of loading latitude within the 16 Imperial ton limit. This is less true now of the 617 and if the optional 11R22.5 tyres are fitted, the gvw limit is only 16.8 tonnes 6.3 tonnes front and 10.5 tonnes rearwith no latitude at all. And for 17 tonnes, the standard 295/80R22.5 tyres allow 6.7 tonnes on the front axle and just 0.2 tonnes to play with.
Air suspension at the drive axle as fitted to the FL616 tested continues as an option on the 617. The installation was praised for its improvement of overall driver comfort; it was probably made more worthwhile in this respect as the Volvo had a non-suspension seating.
With low step heights and wide doors, cab access from the road was easy and safe but some of the benefits gained from the low-set cab were lost by the extra engine cover intrusion which restricted cross-cab movement quite severely. Cab insulation was effective in keeping in-cab noise level to a reasonable level maximum was 75.5dB(A) at 60mph.
With fitment of optional air suspension on the test FL616, the ride was agreeably soft but this did not result in any tendency to roll due to use of anti-roil bars at front and rear axles. Steering was light and manoeuvrability acceptable and no problems were experienced on brake tests apart from a tendency to premature lock-up at the rear. Both overall and peak brake retardations were extremely good.
As an alternative to the standard non-sleeper cab, a day cab with optional rest bunk and sleeper cab with construction and equipment as the day cab but with single bunk are available.
There are also slight differences in wheelbase options in that the 5.8m of the 616 is dropped and 5.6m and 6.0m added.
Brake sizes are also a little different on the FL617 as compared to the 616, being 380mm diameter x 180mm width at both axles instead of 381mm x 178mm all round. But the FL617 is not equipped with disc brakes at front and rear unlike the new FL608 to FL611 chassis.
Recommended retail price for the Volvo FL616 as tested in May 1987 was £23,500. The current price of the F1.617 on the same basis would be /29,750, an increase of 26% in a two year period which has seen the Retail Price Index rise by 11%.