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Picture the scene. Driver: "Eh boss, is that right my

28th May 2009, Page 34
28th May 2009
Page 34
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Page 34, 28th May 2009 — Picture the scene. Driver: "Eh boss, is that right my
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Which of the following most accurately describes the problem?

new motor is one of those little Volvo FMs... what's happened to my FH?"

Gaffer: "Gone, old son. From now on, we're not buying any more big cabs for you trunkers."

Driver: "But I'll never get all my kit in it!"

Gaffer: "Yes, you will. It's the new Globetrotter LXL with extra storage space and it's also got the I-Shift auto, so you won't have to work so hard either."

Driver: "Aye. well.., just don't expect me to like it!"

In the middle of a recession, when more than 15,000 HGV drivers are reportedly on the dole, everyone's had to make adjustments. Indeed, the days of buying top-of-the-range tractors to keep drivers happy have long gone. Yet those staying out three to four nights a week have rightly come to expect decent accommodation. As the old song says: "How you going to keep them down on the farm... now that they've seen Paris?"

Less than a year ago,Volvo launched what it sees as the perfect compromise — the FM Globetrotter LXL — the 'L' standing for 'low-height' Globetrotter XL cab, if that's not a contradiction in terms. For an extra 30kg you get 140nun more headroom, so an average-sized driver can pretty much stand upright on the engine hump. That additional height also means more storage space in the headlining, making an FM Globetrotter LXL the perfect response to DAF's CF Space Cab and Scania's P Highline.

But when it broke cover last June, the LXL cab was just one part of a broader range revamp from Volvo, which also saw the launch of its all-new DI I SCR Euro-5 engine. Effectively a stroked and reworked version of Volvo's D9 nine-litre six-pot, the same basic II-litre lump is already used by Renault in the Premium as the DXil I — although in the FM, it has Volvo's own fuelling system and software.

Initially offered at 390 and (as in our test tractor) 430hp, the DIIC Euro-5 line-up now stretches from 330hp to 450hp, with torque outputs from 1,600Nm to 2,150Nm. Perhaps more importantly. though, it is 140kg lighter than Volvo's larger-capacity D13 diesel, making it the perfect offering for supermarkets, bulk and tanker hauliers and domestic fleets looking for maximum payloads rather than outright power. So when Volvo asked us what we wanted to test in 2009, we said:"A Dll-powered FM LXL at 44 tonnes" And that's what we got, complete with the optional enhanced sleeper package, 1-Shift auto and Volvo Engine Brake.

Productivity

Not for the first time, our CM road test comes with a weather warning. With strong cross and headwinds gusting at up to 26mph across both days of the test, we weren't expecting a record run. Yet the FM1 1 's 789mpg impressed us, beating the similarly powered (and Euro-5-rated) Scania R440 Highline (757mpg) and lveco Stralis AS450 (776mpg) at 44 tonnes with the same CM test trailer.

Moreover, the F1V1.11 wasn't that far behind the 8.02mpg recorded by Renault's Euro-5 Premium 450 6x2. although the DAF CF85.460 Space Cab is still the current 44-tonne Euro-5 front-runner with 8.40mpg. Drill down into the daily running data and the Volvo's figures look even more impressive, especially its overall 8.61mpg on a rain-swept first-day run up the M6 to Gretna (with some ad-hoc roadworks thrown in on the A5 to annoy us further).

When it comes to carrying capacity, the 6x2 FM LXL Globetrotter's 8,160kg tare weight puts a decent 28,840kg on the back of our (nominal) seven-tonne SDC eurtainsider — well in the ball park against its main rivals Swap the FM 6x2's 'pusher' mid-lift axle for the optional 'small' 17_5in midlift wheels and you'll gain even more on your bottom line.

And in these difficult times, if you're wondering whether it still makes sense to run at maximum weights with a 6x2 tractor, then the results from the equivalent Euro5 FM13.440 4x2 Globetrotter tractor (tested by CM last September) make for interesting, and reassuring, reading. At 40 tonnes, the FM13 delivered a payload of 26,071kg, with an overall average fuel consumption of 8.60mpg — albeit at a slightly slower average speed of 69.5km/h. However, the 6x2 FM11.330's 28-tonne-plus payload, !89mpg and overall 70.6kmih journey time place it well ihead in any payload x fuel x average speed productivity :alculation, even allowing for its lighter engine. Proof, if it vere needed, that if you can fill a 44-tonner (and keep it illed), it's a better bet for vehicle efficiency.

3n the road

kfter a diet of 13-litre fleet tractors, we were keen to ;ft how we'd take to a 'little' engine like the D11. Could 130hp provide the same driveability at 44 tonnes as a Mgger banger? To paraphrase Bob the Builder: yes, it can, !specially when coupled with I-Shift. In fact, it reminded is of another 11-litre engine that used to be rather popular Nith fleet operators... the Cummins ISM. While we hesitate .o call the 011 'The Swedish Cummins', it certainly shares attributes with the ISM, like its dogged determination when xorking hard. Let the D11's revs fall back to 1200rpm on a motorway bank and at 50mph the Volvo six-pot digs in and lust keeps thumping away holding its own.

With 1-Shift, it has the perfect partner to keep within its 1,000-1,500rpm green economy band. We've said it before, but I-Shift really does take some beating. It's fast, intuitive (or as much as an auto can be when it can't see the road ahead), smooth-shifting, happy to block change, and quickthinking. Pulling away from rest, you can prompt fuel-saving upshifts just by feathering the throttle pedal, ensuring you don't drift out of the green band. During the first day of our test we managed to stay in the D Ws 'economy zone' 94% of the time, according to the Dynafleet read-out, When the going gets tough, the 1-Shift's decision-making is particularly impressive. On the nastier sections of Kiln Pit Hill on the A68 (where more than one CM tester has come to a grinding halt), it twice played safe by dropping down two gears, decided one was actually enough, then promptly shot back up the box by one cog without any loss of momentum. We wouldn't dare try that with a manual.

On the toughest Castleside climb, we twice clicked back the selector lever to manual mode simply to hold a gear and prevent an unnecessary downshift when we could see the road flattening out. Other than that, we had little reason to argue with I-Shift's gear choice — although with a 2.85:1 diff, you do need to 'nudge' it into top gear at 40mph to maximise fuel economy; in full auto mode, it prefers to let the speed and revs build up to around 45mph before it selects the final cog. It's an auto trait by no means unique to I-Shift, but the D1 1 didn't complain because it will bumble along happily in top at around 1,100rpm when the terrain permits it.

If you're doing a lot of work off the motorway, a higher back-axle ratio is worth considering, although for longdistance running the 2.85:1 back end keeps the revs at the perfect 1,200rpm sweet spot with the limiter set at 851cm/h.

The 6x2 FM has good road manners Thanks to the lowermounted Globetrotter LXL cab there's none of the sway found with the taller FH cabin — which means you can hustle it through bends and roundabouts just that little bit quicker. Its well balanced combination of front coil springs and rear airbags keep the worst potholes at bay and in particular the steering column is well isolated from road shocks. In fact, the FM's steering is one of its real strengths, being light but with just the right amount of feedback and with a good lock too.

Cab comfort

Two months ago, we featured the same Globetrotter LXL in our overnight group test of fleet sleepers (CM 9 April) and concluded: "It's a luxurious cab with all the creature comforts a driver could want." After two days on the road we've haven't changed our mind, With just two steps to get into the saddle (as opposed to the FH's three), it's easier to enter. Inside, the FM's trademark curving dash and cockpit provide for a snug but not cramped working space. Build quality is like a piece of Swedish granite with darker trim colours for the floor, bunk and dash where there will be the most dirt. The multi-adjustable steering wheel is one of the best in the business — and with decent rearward seat travel, most long-legged drivers won't complain. Without a clutch pedal there's also more room to stretch out your left leg.

When it's time to go to bed, push the steering column well forward, dump the air in the seat, stand up and step up onto the engine hump and you're there.

It seems the penny is finally dropping with truck-makers regarding the ideal spec for a UK fleet sleeper presented for a CM road test: just one bunk and extra lockers where a second bed should go. The good news is that the LXL can match that spec — although if the Swedes mounted the bottom bed a tad higher, they'd have even more storage space to play with underneath it. And they might even provide access from inside the cab to one of the FM's two outside lockers. But that's nit-picking. since the storage space in the LXL is more than enough for a domestic sleeper with those deep lockers above the screen and a row of lockers on the back wall, which complements the sleeper package (worth the extra £1,572) while offering extra room.

Without a second bed, a driver can sit up on the bottom bunk without bashing his head. Throw in a lockable safe, various nets and cubby holes and a fridge (£623 as an option) in one of the top lockers and we defy anyone to prefer a bog-standard FI I sleeper over an FM LXL. We do have one gripe — there's no holder for a big 1.5-litre bottle. And while the high, split-back Volvo leather seat is superb, he careful not to switch on the cold-weather 'bottom warmer' accidentally. It heats up alarmingly fast... •

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Locations: Paris

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