1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152 
I n 1998, five years after the launch of
Page 28
Page 29
Page 30
If you've noticed an error in this article please click here to report it so we can fix it.
the FFliz, Volvo replaced its ageing FL with the FM. Pundits are still arguing about whether the FM arrived two years too late, but as it was fully revamped last year arguments over lost market share will remain academic.
When we first tested the FM 12 (CM 5-11 Nov 1998) we predicted that it would become a big fleet seller, and it didn't let us down. The FM is as well established in the supermarket fleets as the standard sleeper is with smaller dedicated hauliers.
We take no credit for spotting its obvious virtues: drawing on the 'gene pool' of the ubiquitous FH and with the option of the Globetrotter cab (CM 3-9 May 20o1) sitting over a solid, productive, yet frugal engine, the FM I2 had all the right credentials to become a formidable contender.
During our Used Truck Test of a 6x2 FM12 Globetrotter in May 2001 we highlighted the shortage of used FMs. As three and four-year buyback and contract-hire deals come to an end there should be more to choose from now. However, operators seem to be snapping them up as fast as they appear so residuals remain strong.
Product low-down
The FM shares 75% of its components with the FH. You can have a day cab or a Globetrotter, but for bread-and-butter fleet traction the sleeper cab seems to be the weapon of choice.
The 12a-litre Euro-2 six-pot engine with Electronic Diesel Control can be rated to suit a range of environments. If you choose to run four or five-axle rigs, the 34ohp option seems to be the most popular choice. For more arduous duties there's the 380hp option; but if you're working at 44 tonnes the 420hp rating is the logical choice.
This Used Truck Test avoids the extremes: T349 LCS is a 4X2 FMi2 380—peak power is actually 374hp at 1,700-1,800rprn with 1,85oNm of torque on tap from 1,1001,300rpm. It drives via a Volvo R.1900 synchromesh nine-speed gearbox with range change.
Volvo Track and Bus (South) supplied T349 LCS to logistics specialist Securicor Omega on a three-year contract-hire deal in March 1999. As befits its role, this example is plated at 38 tonnes and sports no optional extras apart from the Volvo Engine Brake. The tacho had to be replaced after 42o,000km, but, that apart. its service history is commendably boring.
When the contract expired T349 LCS and another identical tractive unit were returned to Volvo Truck and Bus (South) where it was soon snapped up by B&M Stewart International Transport of County Down, Northern Ireland for £20,500 (ex-VAT). That's slightly below the Cap Red Book price of121,2oo, plus koo for the exhaust brake.
Bottom line
As the Indian summer fizzled out to be replaced by the gloom of another British winter (whatever happened to autumn this year?), getting decent weather for both days of this Used Truck Test was about as likely as England returning from Australia with the Ashes.
And, as sure as Glenn McGrath will not be dishing out Christmas presents to England's batsmen, a clear, dry first day was succeeded by a constant downpour on day two. And yes, in best CM tradition, the sun came out again as we completed the route.
Considering the irregular weather, an overall fuel consumption figure of 7.85mpg is pretty impressive. The overall speed of 40.8mph was brought down a little by the stop/start traffic at the start on the A5 whi the toll road is starting to take shape.
Over the tough A-road section through
hills on the Welsh/English border througlRoss-on-Wye, T349 LCS returned 7.21m
That's a good figure over terrain that see mostly vertical—it proved a solid backbone the overall figure.
On the motorway section the speed limi was set dead on 9okm/h so we passed m HGVs quite comfortably, though that eN speed presumably did nothing for our f consumption. In any case, a worlunanl 9.53mpg average over the 92 miles back Hinckley gave T349 LCS a respectable ove fuel figure.
CM s test victim is plated at 38 tonn which gave us a 23,955kg payload us Volvo's seven-tonne triode Don-Bur 1 trailer.
On the road
If you want a wagon that gets on with the with minimum fuss then a fleet-spec FM, the truck for you. No, this is not free advei ing; it's simply our response to two days the open road with T349 LCS. With plent torque and horsepower to match the ind try's perceived need for iohp/tonne, doubts about the nine-speed range-chai box's ability were thoroughly extinguishec the time we pulled into the hotel car parl Llandrindod Wells.
When hauling uphill there is some tern: tion to push the needle around the rev cow
naintain power, so a split would have come tandy. If the majority of your regular jours are over hilly terrain then your fuel bills uld benefit by having the 14-speed version. nine speeds are all you need on trunlcing tes and they're agency-driver friendly, .ch has to be an advantage for a fleet-spec tor.
he first challenge on the A-road section of route is the climb out of Newtown up for Hill. Splits are the usual way to stay in peak torque band but we were able to ib up and over comfortably enough with ie lugging down and changes just above *rpm. This is the only section on the route .re a splitter would have improved things.
For urban roads and A-roads top gear handles 40mph well enough; dropping a single cog is enough for 3omph traffic. Out on the motorway top gear gives a wide enough spread to maintain 56mph on cruise control as well as lugging down to 40mph on hill climbs.
Justifying the optional Volvo Engine Brake to your accountant might be tricky because wear and tear is not easy to quantify. But there's no doubt that it will reduce brake maintenance costs—and it won't do any harm to residuals. Drivers will certainly approve: as we travelled into roundabouts, tight bends or steep descents, dropping a gear and engaging the exhaust brake meant the service brakes were only needed to come to a complete stop (or to avoid the retired vicar in the 4x4 in Leominster town centre who was too busy giving way to the left at the roundabout.. clear evidence of evolution in action).
Despite knocking up 42.o, oo okm in three years T349 LCS's road performance was very sound. The ride is smooth with no knocks,
rattles or squeaks, Overall handling is very light, which was very much appreciated during tight manoeuvres.
Cab quality
Fleet drivers don't generally expect too much in the way of optional extras or luxurious cabs, but the single-bunk FM I2 sleeper combines adequate space with decent ergonomics to satisfy just about any cynic.
Judging by this example Securicor Omega drivers keep their cabs spick and span—we found no signs of cab abuse and precious little sign of wear and tear. Even the engine cover showed no marks from oily, muddy boots; presumably drivers changed into their carpet slippers before climbing over it on their way to bed.
The FM's hump does provide a significant barrier to cross-cab access, but that's not really a major issue in a trunker, and the steering wheel has enough adjustment for all shapes and sizes to make themselves comfortable.
There's plenty of headroom as the four lockers over the windscreen are mounted well out of the way.
We did spot a leak from the ceiling after a heavy overnight downpour but, although the actual source was not found, there were no watermarks on the cab wall to suggest it was a regular occurrence. We suspect the leak was something to do with a faulty aerial seal, which would be easily fixed.
The tacho chart holder is an innovative pop-up design that means the driver doesn't have to fiddle over the steering wheel to insert
a disc. There's a small space on the dash to the left of the steering wheel which would accommodate a hands-free phone being charged from the cigarette lighter; alternatively it would be just right for a box of tacho charts and pens.
CM verdict
This isn't the first time that a Used Truck Test subject has been sold before we got to press with our impressions. But if T349 LCS was still on the market and you were on the look-out for a used 4x2 fleet tractor with a sleeper cal) we would have no hesitation in recommending it. The driveline is sound; it's very tidy inside and out; and it was sold at a very reasonable price.
Buying a second-hand truck is always a bit of a lottery because you never really know what you're getting until you're off down the road clutching your three-month warranty. But buying vehicles previously run by major players like Securicor Omega makes sense because you can bet that they have been regularly maintained and have been kept neat and tidy.
So, assuming you're looking at a clean, well maintained example, would a used FMr2 be a useful addition to your trunking fleet? Yes!
• by Kevin Swallow