Fresh face of the FL
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RANGE
The FL covers the GVW range from 7.526 tonnes, in 4x2, 6x2 and 6x4 versions, Tractive units and tipper chassis are available, and all models are powered by the same family of six-litre engines— Volvo has dropped the FL6 designation.
The lightest rigid chassis (7.5-121 GVW) are called the L series; the H :heavy) series covers weights from 12-15 tonnes, while the E (extra heavy) models go from 16 to 18 tonnes. Later this year, a 26-tonne 6x4 tipper (the FL26) will be offered, with the rubber-sprung B-ride bogie and drum brakes.
Volvo reckons that the new models will be 100-300kg lighter than their FL6 predecessors and will offer more chassis length for bodywork, thanks to a smaller bumper to front-of-body length dimension. 4x2 models have a wheelbase from 2.80 to 6.50m. Turning circles are improved, while Volvo's front under-run protection system is an option—albeit a heavy one at 40kg.
Southfields, Papworth, Don-Bur and JC Payne will all be offering bodywork under Volvo's -one-stop shop" scheme.
The FL is likely to cost a little more than the old FL6, but it should be cheaper to run: fuel consumption (at least in Euro-2 form) should be better, and service intervals are longer—synthetic oils have increased oil change intervals to 40,000km or six months.
ENGINE
The six-litre D6B is a reworked version of the Euro-2 D6A, and will be available in both Euro-2 and Euro3 variants at nominal ratings of 180, 220 and 250hp.
The D6B retains the twovalve-per-cylinder design, but the fuel injection is now electronically controlled by a Lucas ECU, with a Bosch VP44 pump, uprated injector mounts and fuel
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lines, and seven-hole injectors; injection pressure has increased to more than 1,500 bar at the nozzle. The minimum specific fuel consumption of 1980Wh is available at about 1,600rpm, and the green band stretches from 1,500-2,200rpm.
Each variant has a flatter torque curve than the equivalent D6A model, though only the D6B-180 has more peak torque than before. The D6B-250 is fitted with a wastegate-equipped KKK turbo for improved response, without resorting to the complex (and heavier) turbochargerplus-supercharger setup of the D6A-250.
Volvo claims that the new Euro-2 engines should return 2-3% better fuel consumption than their predecessors, although Euro-3 versions will give about the same economy as the D6A. Given the inevitable extra cost of the Euro-3 variant, there is little incentive to go green until the legislation demands it next year.
Euro-3 models require no aftertreatment, although a continuously regenerating trap is available as a production-line option for emissions-critical applications. For even cleaner running, a natural gas engine is available, which is also equipped with a catalytic converter: the spark-ignition G6B puts out 201hp (150kW) and 650Nm (479Ibft), almost as much torque as the 220hp diesel. However, this is very much a niche product, with predicted sales of only about 100 a year across Europe.
The engines are mated either to an Eaton six-speed box or to ZF's rangechange nine-speed (8+1) manual. A choice of three Allison automatic boxes is also available.
ELECTRONICS
The FL borrows many of the electronic systems from the FH and FM, allowing Volvo to economise on inventory as well as offering the flexibility to add future systems. A "halfway house" electronic tachograph is fitted, but more interesting is the full implementation of Volvo's Dynafleet 2.0 driver information and communication system.
This can indicate the truck's condition, store information on driving habits and interface with satellite location and fleet management systems.
The electronics also monitor the engine, checking on revs, coolant temperature and other parameters. The coolant header tank is now at the rear of the engine where a conventional daily check would be difficult, so a dashboard display confirms the level on start-up.
Other electronic features include a "starter inhibitor"—a type of engine immobiliser—and wear indicators for the brake pads. A pair of "spare" databus connectors allow bodybuilders to incorporate extra switching and monitoring functions.
RUNNING GEAR
The biggest change under the chassis is the adoption of disc brakes all round. Like the latest FM/Fti brakes, these use solid discs in two thicknesses. Volvo claims the stopping distance from 80km/h is 30% shorter than for the previous drums, fade is reduced and pad life is "about 80,000km or longer.., almost twice as long as that of the previous FL6".
Wheels come in three diameters (17.5in, 19.5in and 22.5in) according to operating weight. ABS is standard all round, but Volvo has not fitted an electronic braking system or offered it as an option, as it does with the FM and FH. According to project leader Hugo van Belleghem, EBS was "not asked for or requested on medium trucks—and it's expensive".
The suspension has been changed, too: a two-bag rear air system replaces the four-bag setup, improving ride and saving weight. A 12-tonne FL on rear air springs should weigh about 225kg less than the equivalent old model.
All-round air suspension is also available on 15and 18-tonne rigid models, with a chassis height adjustment of +110/-70mm for easy swapping of demount bodies.
THE CAB & SAFETY
The cab is clearly based on the old FL design, but has been redesigned to be stronger, lighter and more aerodynamic. The day or sleeper cab has an FH-style multi-adjustable steering wheel, and UK models will have an air-suspended seat as standard. Three-point seat belts are standard too, while a driver's-side airbag is an option. The new (lighter) moulded dashboard incorporates knee protection in case of a frontal impact. A Japanesestyle front-mounted blind-spot mirror is a useful new option, too.
BRP/ING IMPRESSIONS
We drove about half a dozen different FL rigids, and they were all immediately comfortable; the low cab entry, air-sprung seat and swing-away steering wheel should make this a multidrop favourite.
All the engine variants seemed to pull strongly— mind you, an FL220 laden to just 6.5 tonnes is bound to go like stink. Surprisingly at higher weights the extra urge of the 250 wasn't obvious until around 1,800rpm. And the engine always feels like it is working hard, so the cab is never quiet—the lightweight dash moulding creaks a lithe, too.
The shift quality of the six-speed Eaton box varied from vehicle to vehicle, but it tended to be rather vague in both left and right-hand-drive form. The eightspeed ZF box was much better, and at 12 tonnes or more it will be a must—there are just too many holes in the wide spread six-speed's ratios.
The disc brakes were notably strong, as was the exhaust brake, from just 1,400rpm or so. The steering was very sharp, too—fitting a new TRW recirculating-ball steering box was a good move.
On first impressions the new FL can keep up with the pack: the question is whether it will stay near the top over the five or so years of its life.