Volvo F1112/16 driving impressions
Page 16
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by John Kendall • The new Volvo PH range makes its world debut at the Scottish IRTE Show in Glasgow this week (see pages 8-11). First to arrive in the UK will be 4x2, 6x2 and 6x4 tractive units with 4x2 and 6x2 rigids, followed by the low-height .(810mm) 4x2 tractor and 850mm rigid. Geartronic will be available from 1 January: the complete range will be on line by the end of March 1994. Most will be sourced in Belgium; there are no plans to add them to the Irvine line-up.The big UK sellers are likely to be the FH12 340 and 380 models; we've been to Sweden to drive both models, as well as the new FH16.
The 340 was loaded to 40 tonnes and equipped with drive-axle air suspension and steel cab springing. The result was a comfortable ride, comparable with a 6x4 we drove earlier. The sleeper cab was trimmed with the intermediate C trim, which is likely to prove a popular option. Pleasing greys, cloth and carpet add a few creature comforts and looks hard wearing. Fit and finish is to a high standard with no rattles and squeaks. The split-seat backrest and multi-adjustable steering column make it possible to find the best driving position to suit all shapes and sizes. All necessary controls are within easy reach; the radio has descended from above to the dash panel is now angled towards the driver. No more fumbling around the airwaves.
Interior noise levels were commendably low and even with 40 tonnes behind it the lowest powered D12A pulled cleanly. This model was only fitted with the exhaust brake but it was still quite effective at slowing the vehicle.
Switching to a basic specification 380 6x4 with steel-sprung chassis and cab showed that the vinyl trim is not as basic as the spec sheet suggests. Noise levels were still low and the six-wheeler's ride tends to smooth out the stiffer steel suspension The 380's torque was impressive: its 1,700Nm (1,2531bft) puts it into the 400hp-plus class.
The Globetrotter isn't as spacious as the Iveco Ford EuroStar high-roof cab but offers near standing headroom for six-footers on the engine cover. There was some wind noise from around the new door mirrors, emphasised by the generally low noise levels.
With an air-suspended seat, cab and drive axle the ride was a bit floaty for our liking, but better than some similarly suspended rivals. The FH16 was a predictably effortless drive in both 470 and 520 guises, but the 16litre engine is not as refined as some of its rivals.
We also drove an FH12 420 Geartronic 6x2 drawbar loaded to 60 tonnes. The PH has adopted the FL Geartronic control pod behind the gearlever and showed the twostage engine brake off to great advantage— The retardation was effective even with 60 tonnes to slow down.
Overall the FH created a favourable impression. Dislikes? Access could be better. The lower steps narrow around the wheelarch and we found ourselves trying to climb down the wheelarch more than once.