Power to the tippermen
Page 16
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by Toby Clark • CM has driven the 8x4 version of Volvo's new FL12, which is intended for the power-hungry tipper market.
The FL12, launched earlier this year as a tractive unit, looks much like the FL10—the cab is the same height—but there are substantial mechanical differences. The FH tractor's D12A engine, rated at 374hp (279kW) or 414hp (309kW), takes up more room than the D10 diesel used in the FL10, so a hydraulic gear linkage is fitted. The 32-tonne GVW chassis is available with either B-ride 19-tonne rear suspension or the 20-tonne T-ride bogie on a 5.1m or 5.6m wheelbase.
The market for the FL12 will not be great: at £63,100 for the T-ride chassis it costs around £4,500 more than the FL10-360 and weighs 200kg more. But it may be the right choice for heavy-duty applications where power and retardation are critical.
CM drove the longerwheelbase T-ride variant, fitted with the 380hp engine and the Volvo Engine Brake (VEB). The bogie incorporates hub-reduction axles for a final drive ratio of 3.76:1.
Volvo's Powertronic fully automatic six-speed transmission is optional with 1ride, but this vehicle had the R1700 nine-speed manual gearbox. The SR1700 14-speed box is available; B-ride models can be fitted with the Geartronic system. As with the tractive unit, engine noise is surprisingly subdued and the hydraulic shift provides a smooth, positive change. VEB will be obligatory for many users as it has ample power for laden quarry work, although it lacks the progressive control of a retarder. The exhaust brake/VEB switch is lost on the dashboard and would be better on a stalk.
Fitted with a day cab and a 16m3 Charlton-McGovern muckaway body, the lowprofile FL12 weighed in at just under 13 tonnes unladen. The six-speed Powertronic transmission, derived from Volvo's construction equipment, would add around 112kg to the weight and £9,000 to the cost, but includes a hydraulic retarder.