Bigger brothers in Volvo's 1984 range
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.V0 has introduced a charge;ed, 210kW (281hp) variant of 0-litre engine. It has also deped a 1E8kW (225hp) rated ;ion of the seven-litre engine ch has been added to the F7 3e, and changes have been le to F10/F12 cabs. Suspenis, axles and fuel tanks for 4 Volvo trucks, to be avail in the UK from October, e also undergone modificaand the F6 range has been mded to include rigids and tive units plated at 20, 24 and onnes.
k up to 290hp, with chargeling he charge-cooled 10-litre Volvo engine is designated TD101F. its maximum net installed power rating (to BSAU 141a) is 210kW (281bhp) at 2,050rpm and maximum net torque is 1,201 Nm (886 lbft) at 1,30Orpm.
A 192kW (257bhp) non chargecooled version of the 10-litre engine, designated TD101GA, will continue to be available. The G engine variants were first introduced in September 1981 (CM September 19, 1981) when Volvo's stated objectives were to improve driveability through increased torque, linked with reduced maximum power outputs. The TD1008, which preceded the G models, was a 290hp engine.
Both the TD101 models and Volvo's two 12-litre engine variants, now designated TD121G and TD121F but still rated at respectively 2 27kW (304hp) and 265kW (355hp), have undergone a number of modifications aimed at improving service life and fuel economy.
Cylinder heads have been strengthened, water pumps are now gear driven, cylinder liner sealings has been improved, thermostat design has been changed, and a larger fan is fitted. Volvo claims that these modifications should lead to a 25 per cent improvement in engine life to 500,000km (311,000 miles) before major overhaul.
Roomier cabs F10/F12 cabs have been lengthened by 150mm (61n) and raised by the same amount to give greater headroom. The in creased cab length is achieved without moving the cab's rear suspension or affecting the bumper to back of cab (BBC) dimension. This leaves the trailer swing clearances and rigid body lengths unchanged.
By raising the overhead radio console 51mm (2in), increasing the windscreen depth by 25mm (lin), and lowering the driver's seat by 38mm (1.51n), the driver's field of vision has been improved.
The cab roof profile has been altered slightly too. It now slopes upwards towards the rear giving a claimed reduction in drag coefficient. Volvo points out that this can be further reduced by fitting its new air deflector package which complements the new cab. This consists of roof and side fairings.
The larger cab enables Volvo to offer as an optional extra a fold-down bunk which will allow the driver to stretch out for short rest periods.
A new design of seat which affords better lateral support and increased comfort is introduced across the range with a driver's suspension seat and a fixed passenger seat as standard.
Air suspension seating is available as an option including an air-inflated lumbar support. Standard in the F12 cab is a new automatic temperature control unit which is integrated with the heating and air-conditioning system. This can be pre-set to maintain constant in-cab temperatures.
Volvo has standardised on an electronic tachograph with the aim of simplifying the calibration procedures and eliminating problems arising from adaptor gearboxes and drive cables.
There are new markings on the tachometer to show the optimum economy ranges of engine
speed while a new blue sec designed to show the drivt speed range in which th, haust brake is the most effic The R62 eight-speed gei will be standard on the 198 range while the 12-speed (described in CM, Septemb 1981) becomes standard o F12.
A new single reduction drive, the RAEV90, bec, standard on the F12 fitted TD121F charge-cooled el and SR70 12-speed gearb The existing RAEV85 remai standard with the turboch( G engine. The RAEV90 gi' weight saving of 50kg and 13 tonne design weight. offered with only one (344:1) in the UK, allc cruising at the 60mph maxi speed limit, at an engine f. of 1,700rprn. Gross combir weights of up to 52 tonne acceptable for the new axle Chassis refinements hay( been included with the range, a most noticeable clbeing the 4x2 tractive uni. pension where shackles ha placed the spring's slippei ends. Front and rear sprinc both parabolic type with n inserts at the leaf ends.
A redesigned crossmember n all 4x2 and self-steer tractive nits also serves as a mounting ir the rear-spring shackles. This as led to a weight saving of lmost 60kg. Tapering of the iar chassis ends has improved le tractor swing clearance.
All models with the 6.5-tonne ont axle now have the oil-lubri3ted bearings from the 7.5inne axle.
For 6x2 tractive units with Fting rear axles Volvo's new S de bogie will be offered as :andard. The axles of this bogie re located on asymmetric ipered leaf springs. A 62 to 38 ar cent split of weight distribuDn is achieved in favour of the rive axle so that single tyres in befitted on the trailing axle. Volvo will offer the rear steer x2 tractive unit with any 10 or 2-litre engine variant except the D101GA.
A vertical exhaust is now opDnal for F1Os and F12s and a !designed battery box and relo)ted air tanks leave space to fit -1 extra tank or spare wheel as
signed in order to meet new EEC noise limits of 88dB(A).
A new range of alloy fuel tanks with 270 to 625 litre (59-138ga1) capacities is available together with an optional reinforced plastic tank which fits underneath the battery box to give an extra 2501itres (55gal). Other changes include bonded-rubber bushes on the rear wing mounting bracket, which can be mounted in any of three positions to suit tyre sizes, or chassis heights.
Changes to the F7 range include an uprated charge-cooled version of the TD70 engine designated the TD7OFS which has been introduced to comply with power to weight ratio regulations for 38 tonne operation. The engine, which develops 168kW (225bhp) net at 2,400rpm and 1,060Nm (779 Ibft) of torque at 1,400rpm, will be offered in a 38tonne gcw type-approved version of the F7 tractive unit with SR62 gearbox and 5.43 to 1 axle ratio.
The TD7OFS will also be the standard engine for the 1984 F7 8x4 T-ride range.