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Good just got better

25th October 2012
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Page 12, 25th October 2012 — Good just got better
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The mark of a successful truck maker is that it responds to criticism – even if it is of a good product. With the new FH, Volvo has clearly been listening

AFTER ALL THE ballyhoo of the new FH launch, CM readers will probably have two questions: “Is it really better than the old FH?” and, if so, “by how much?” After a day driving a selection of the new FH tractors, mainly with existing Euro-5 engines, the answers are “significantly” and “demonstrably”.

Interior space

One of the biggest criticisms of the old FH was its steeply raked (by 21 degrees) windscreen. While it ensured a streamlined profile, the sharply angled screen clearly ate into interior space and was a bone of contention with drivers. Volvo’s initial response was to scoop out the middle section of the front overhead lockers, allowing more room for shoulders when standing and turning. It was always a stopgap solution.

Thanks to a more modest windscreen-rake of seven degrees to eight degrees, Volvo has added an extra 1m3 inside the new cabin, with more storage space equivalent to 300 litres.

Despite its more upright screen, Volvo says the new FH has retained its predecessor’s aerodynamic performance, thanks to the fact that more air is channelled around the sides of the cab than over it. That reduced rake means it’s also easier to climb into – although we’d have liked to have seen a bit more layering of the entry steps.

Headroom

The scooped-out centre section of the front overhead lockers is retained, so there’s even more elbow room when standing on the engine cover. There’s also up to 140mm more headroom.

Above the central front locker is the large (500mm x 700mm) tinted sky window, which doubles as an escape hatch in the event of a rollover – something of a necessity as the bonded laminated windscreen would require some hefty kicking out. It comes with an electrically operated sun blind to prevent over-heating in strong sunlight and, together with the lighter trim materials used above the dash, gives a feeling of more space and light inside.

The old FH had a good driving position and the new model is even better, thanks to the latest 20degree neck-tilt function on the steering wheel. This, in addition to the previous steering wheel/column rake and height adjustments, allows the wheel to be set into an even more car-like vertical position.

It operates by the same foot pedal; pushing it all the way down adjusts rake and height, half-way down unlocks the neck-tilt function. And it’s quick and easy to set.

With the extra 240mm fore and aft movement on the driver’s seat, and 40mm more room between the steering wheel and a driver’s body, all shapes and sizes will have no difficulty fitting in the new FH.

We liked the optional electric seat controls (as opposed to the standard up-and-down paddles) on the driver’s suspension seat. We wish they were fitted on all seats, rather than just the deluxe.

Blind spots

Thanks to a radical reworking of the wing-mirror pack, Gothenburg has finally solved the problem of the lateral blind spots created by the previous FH’s massive mirror surrounds. The new FH’s slimmer housings are visibly better, opening up the view between the outside of the A-post and the insideedge of the mirrors (the gap is 25% greater) so drivers can see what’s coming around a roundabout. And while the A-post is still quite thick, it’s angled in such a way that you only see the thinnest part of it from behind the wheel.

And should you get too much sun in your face through the large windscreen, the full-width electric sunblind works a treat.

Instrument display

Time was when the largest dial on the instrument display was the revcounter, as drivers were encouraged to focus on its green band. With the advent of autos like Volvo’s I-Shift, it’s now a lot smaller. On the new FH it sits in the bottom quadrant of the larger speedo, which also displays symbols for cruise control and I-Shift. Do we miss the larger rev counter? No.

In 2009 we suggested Volvo took the cruise-control functions off its over-crowded steering column stalk and put them on the steering wheel via command buttons. It has, and they work perfectly, allowing drivers to dial in top speed, the gap for ACC (if fitted) and upand down-hill set speeds for the latest I-Roll/I-See software on Volvo’s auto box.

The resume function on cruise control also comes in a lot softer, saving fuel. The steering-column stalk now controls just the exhaust brake and the VEB stalk has been pre-set in the brake-blending and I-Roll position, following drivers’ requests. Good call. With judicious use of VEB, we hardly needed the service brakes.

One notable novelty is the electrically operated park-brake with its small push/pull square button on the dash. While some old hands may prefer a lever, we had no problems with it. It comes with an added bonus – auto-release: the brakes stay on until you press the throttle, when the park-brake is released. We prefer it set to hill-hold which, once set via the foot brake, releases the services brakes five to six seconds after the park brake has been released – so you could theoretically roll back.

Volvo has come up trumps with its changes to the chassis and cab suspension, and it shows in its superior ride and handling. The former is comfortably taut, but never harsh, while cab roll is well controlled, even when cornering hard.

Steering

But the best feature is the steering. It’s light, precise and amazingly accurate – a straight-arrow performer completely devoid of any see-saw motion. Given that the new FH drives so well with its regular front suspension and steering, we’re not too bothered by the long delay in introducing Volvo’s independent front suspension on right-hand-drive models.

With Euro-5 engines offered in the new FHs, drivers will see no change in performance or driveability. The 13-litre Euro-6 460hp model we drove may have been greener than its Euro-5 equivalent, but we struggled to notice a difference in its otherwise torquey performance. ■


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