FIRST DRIVE VOLVO FM 13-460 6X2 It's had more than
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just a Subtle changes make a big difference Volvo's new FM doesn't look a lot different from its predecessor from the outside, but from the driver's seat, ifs a different story Vords: Will Shiers / Images: Tom Cunningham When Volvo first revealed the new FM, we were a little disappointed. With it arriving hot on the heels of the excellent new FH, we had expected great things — and assumed that it would sport a new cab at the very least. So when it finally broke cover, we were shocked to see that it had received no more than a mild facelift. However, first impressions can be deceptive, and having spent the day behind the wheel of one, we discovered
there's far more to the new FM than just a new grille.
Our test truck is an FM 13-460 6x2 tractor, laden to 44 tonnes. It is powered by the 453hp version of the 12.8-litre D13K Euro-6 engine, matched to the hugely respected 12-speed I-Shift automated transmission.
Having climbed the familiar three steps into the Globetrotter LXL cab (the largest of five cabs on offer) we get our first clue that the FM has indeed undergone some major changes. The interior has been completely revised and now features a cut-down version of the new FH's smart sweeping dashboard. The overall quality has been stepped up a notch, and the dials and switchgear not only look great, but are better positioned too. A good example of this are the new cruise control switches, which now sit on the steering wheel instead of on the end of a stalk on a crowded steering column.
Above the driver's left knee, set into the curved dashboard, is a new information screen. It incorporates the display for the sat-nay, audio, telephone, and reversing cameras (where fitted). The ignition key has moved to the left of the steering wheel.
I-Shift controls can now be located on the dashboard if requested, but our test truck has a conventional floormounted stick. Positioning it on the dash has the advantage of freeing up some floor space, but we can see why some drivers would prefer the familiarity of having the shift lever beside their left leg. Something borrowed
The FM's new seats have been borrowed from the FH, and are considerably slimmer than their predecessors — allowing for a slightly wider bunk behind them.
Turn the key and you are immediately struck by how quiet the engine is at tick-over. It's a trait that continues at speed, with minimal road, wind and engine noise. Even when working hard, all you hear is a muffled growl, and a hint of turbo whistle.
We like the dash-mounted electronic parking brake, and find it simple to use. You can either release it manually by flicking the switch, or simply accelerate and let it disengage automatically. It makes life particularly easy when setting off on a steep incline. Whereas hill-hold (which will surely be made redundant on FM and FH in time) only prevents the vehicle from rolling backwards for a few seconds, the parking brake holds the truck until the biting point is reached. We were impressed with the D13K in the FH, and it's the same story here. It gives a good torquey performance,
and pulls effortlessly (as you'd expect with more than 10hp per tonne), and we think drivers will struggle to notice any difference between it and its Euro-5 equivalent. That said, we expect the majority of UK FM's to be specified with the lighter 10.8-litre D11K.
Over the years we've heaped plenty of praise on the I-Shift, and nothing changes in this application. Gear changes are swift and precise, and it's still one of the best two-pedal transmissions on the market. It will be interesting to see how it compares with Volvo's new dual-clutch I-Torque transmission when it goes into production next spring. All change
The controls for the Volvo Engine Brake are subtly changed, and the A mode (which triggers I-Roll and is recommended by Volvo as the default setting) is now in the top position. In the past, it was in the second position, meaning drivers had to push the stalk to the top and come down one place. It's just a simple change, but helps to make the new FM that little bit more driver-friendly.
Our truck is fitted with Dynamic Steering, a recent addition to the options list. It combines a conventional hydraulic powersteering with an electronically regulated electric motor, and results in incredibly light steering during low-speed manoeuvring, and amazingly precise steering on the open road. It really comes into its own on rough surfaces, where the system diminishes the effect of bumps and potholes, resulting in little need for correctional steering. At £2,400, it's not cheap; but it's worth considering. Ride and handling are noticeably better too, thanks mainly to revised suspension front and rear. Having spent the best part of a day behind the wheel of the new FM, we only have one gripe, and that's with the visibility. The mirrors obscure the view on the approach to roundabouts. Volvo has developed a fantastic new pair of streamline mirrors for the new FH, which eradicate this problem, so why hasn't it fitted them to the FM? • Quick s • ec check Model: FM13-460 6x2 tractor GVW: 44-tonne Engine: D13K460, Euro-6 Power: 453hp Peak torque: 2,300Nm at 900rpm-1,400rpm Gearbox: AT2612E 12-speed I-Shift Brakes: Volvo disc brakes, EBS high with hill hold Wheelbase: 3,900mm Front axles: 7.5-tonne, parabolic springs Drive axle: RAL19 single reduction Rear bogie: 19-tonne air suspension Ratio: 2.64:1 Cab: Globetrotter LXL with Drive + pack Optional features: Dynafleet, one-bed package, underbunk drawer, Alcoa Durabrites, bi-xenon lights, Jost-cast fifth wheel, Michelin Multiway 3D tyres
We drive: Volvo's new FM, with Euro-6 D13K, I-Shift transmission and Globetrotter LXL cab.
We like: the new FH-inspired interior, improved ride and handling, excellent steering and electronic parking brake.
We're not sure: why didn't Volvo fit the FH's fantastic new slim-line rearview mirrors?
We think: the new FM may look a lot like the old FM, but it's far more than just a facelift.