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Shifting the F parameters...
Page 12
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If only truck manufacturers could improve other aspects of the driver's lot in the way they can improve drivelines. But Volvo has made the story more enticing for drivers with its latest I-Shift auto box. Kevin Swallow enjoys the change.
MI Driving a truck is definitely getting easier. If truck manufacturers could just find a way of getting idle car traffic off the roads, raise drivers' wages and cut the price of diesel, the transformation would be complete.
Volvo's "next chapter in the history of the FH" is almost entirely driveline enhancement. Bar the new headlights and bolder Volvo badges, passers-by could be forgiven for asking what all the Fuss is about. It's the new FH Globetrotter XL 500 6x2 tractor unit.
griveline The charge-cooled D121.7 12.1-litre diesel engine with overhead camshaft comes with two power outlets: 453hp at 1,5001,80Orpm with 2,200Nm peak torque Detween 1,100rpm and 1,300rprn, and 193hp with 2,200Nm maximum torque. While boasting noteworthy power, the complementary torque characteristics are impressive too. The turbo-compound 300 engine is capable of reaching 90% of 3eak torque in less than two seconds.
gearbox
the new fully automated 12-speed I-Shift ransmission is Volvo's trump card. Gone re the synchronisers on the main gears n favour of electronic communications aetween engine and gearbox. Volvo has also renamed the gears "ranges".
The driver's involvement is pretty 3traighfforward. Press the button at the rront of the gear lever and move it to A auto), M (manual) can be engaged in case drivers get bored. There is also a side thumb-button on the gear lever; one press means one gear. The 12 ratios are provided by three main gears, a splitter and a range change, with no crawler.
It also comes in at a full 70kg lighter than a corresponding manual gearbox, the saving coming from the aluminium used for the housing and from removing the synchromesh cones.
An added feature of I-Shift aids fuel economy and is called "Eco-Roll". When running in cruise control, if the gearbox senses added forward momentum from a descent which takes the truck above its set speed, the box will knock itself into neutral, as no acceleration is needed. For all practical purposes it is coasting, and
the gearbox won't do anything until the driver touches the engine brake control, gear-stick or accelerator. Volvo has built in a percentage maximum overrun and a rate of acceleration safeguard to stop the vehicle from running out of control.
Impressions
We took our test vehicle on a three-hour route starting at Cherwell Valley services at Junction 10 on the M40. We headed towards Northampton before joining the AS up to the M69 and returning to Cherwell Valley.
Access to the truck is good and there's plenty of interior space. The seats can accommodate most shapes and sizes of drivers and there are more than enough storage points. Forward vision is excellent, as are the side mirrors, but the size of the driver's mirror creates a major blind spot at 36-45° to the right when coming into roundabouts.
Once on the road, even with a OVW of 44 tonnes, the 500hp under foot made the trip short and sweet.
The changes in auto are smooth and responsive, and road noise is very low. To hear the engine we had to put our foot down from take-off, which boosted the revs before changing—not very economical. It's important to remember that when the truck comes to a standstill the driver needs to slot the gearlever back into nei tral, otherwise the clutch will slip and th owner will be left with a large and prom; tura repair bill.
At 40mph, in A, the gearbox altei nates between 11th and top betwee 1,000rpm and 1,300rpm depending c road gradient.
In manual, the driver can keep it just over 1,000rpm. From a standir start the driver also gets the feeling ( more control over changes while puttir the accelerator pedal to the floor.