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With their automated transmissions, electronic brakes and all the other
Page 51
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refinements taken for granted today, none of the test trucks was lacking in toys. However, Volvo managed to raise the stakes by presenting us with the first opportunity to try its second-generation adaptive cruise control (ACC2) in realworld conditions. The concept of first-generation ACC is familiar, with a grille-mounted Doppler radar unit detecting vehicles ahead of the vehicle and reducing speed as appropriate.
The system is intelligent enough to know if the vehicle in front is moving away, as would be the case with an overtaking car. The gap between the two vehicles can be adjusted via a pictogram on the dash information panel with settings from two to eight seconds. While the f irst generation relied on backing off the power and applying the engine brake, the ACC2 can bring the service brakes into play, to provide full stopping power up to a maximum of 2m/s.
All three trucks came with direct-top transmissions, so much of the Volvo's dynamic behaviour was influenced by the 3.1:1 final drive ratio f itted, compared with the Oaf's 2.93 and the Merc's 2.85.
Identical torque peaks
Not surprisingly, given that all three have identical 2,000Nm torque peaks, the Volvo gains an the performance front but it loses out on economy; at a steady 50km/h it gives away nearly 2%. However, driveability is sign if icantly enhanced, it accelerates from 60-85km/h in too gear nearly 10sec faster than the Merc and six seconds faster than the Dal Not that it matters too much with the automated transmission, but it saved over a third of the gear shifts needed on the hills.
The test marked another Volvo first, the first time we have sampled the new mirrors, and we have say they are resounding success: the gap created by the slimmer mountings gives significantly reduced blind spots.