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Volvo's F-12 smoothie

28th January 1988
Page 13
Page 13, 28th January 1988 — Volvo's F-12 smoothie
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Which of the following most accurately describes the problem?

• Last autumn Volvo updated its F10, FL10 and F12 heavy truck drive lines, adding a new F16 flagship to the range (CM 22-28 October). As 1987 ended Volvo recorded its best sales and production performance since 1979 (see Business News, page 18).

Orders for more than 2,000 units by the turn of the year reflect customer confidence in the models, claims Volvo.

To find out if that confidence is justified we went to Southern Spain where Volvo grouped seven F10 and F12 models for evaluation.

Half of the best route was over the gently undulating coast road to Malaga, Once past the town a 30km stretch to the north climbed to around 800m from sea-level, providing a stiff test for the drivebnes, and, on the return run, for the brakes too.

There are few external changes, apart from a new front grille, bumper, steps and lower door panels, but the new models are fitted with uprated TD102F (10-litre), TD122F and TD122FS (12-litre) engines, which are badged 320, 360 and 400 respectively. All are air-to-air charge-cooled.

The 10and 12-litre engines, with their new radiators, fans and cooling systems, are claimed to have improved thermal efficiency, up from 42% to 94%, which Volvo believes will result in a 5.0% increase in fuel economy. We were unable to confirm this, but did run the rule over their performances, and the F10 and F12 engines, all pulling 40.5 tonnes, hardly felt stressed.

The TD102F in the FlOs can produce over 1,200Nm of torque at around 1,000rpm and with a 3.56:1 differential, it felt fairly well geared, holding the 80km/h Spanish limit in top gear at 1,450rpm.

For the UK this gearing gives a 107km/h top speed and a 40% rolling gradeability in the 16.68:1 crawler gear. Volvo seems to have avoided overgearing with the new transmissions and has spaced out the ratios reasonably well to improve driveability.

On the mountain climbs the 4x2 F 12s fitted with the 3,44:1 axle managed the worst of the steepening gradients with comparative ease, holding 50km/h at 1,350rprn in 6th gear at close to their peak torque at 1,560Nm.

Over some of the easier gradients the 283kW 12-litre engine of a Globetrotter-cabbed F12 6x2 with SR1700 splitter box and a 3.44:1 axle hardly changes its note, and on steep hills there was plenty of torque in the 1,250-1,4001-pm range so few gear changes were necessary to maintain progress.

While some of the gearboxes felt a little notchy in the lower ratios, this 14-speeder was among the smoothest once we became used to its single 3+3 gear change pattern.

Roads in Malaga are currently being upgraded and make British roads look like hospital car parks, but the new models, particularly those fitted with air suspension, rode the uneven surfaces with ease.

The brakes performed well on downhill runs, although on some of the long descents it was necessary to change down two full gears to get the best out of the improved exhaust brake. The engines' effective range is reflected in the rev counters with a blue segment, running from 1,500 up to 2,400rpm where the red line begins, and it is here that the exhaust brake is at its most effective.

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Locations: Malaga

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