READY FOR BUSINESS
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Hard on the heels of Iveco Ford and the all-disc brake Cargo, Volvo has launched a UK range of FL4 7.5-tonne distribution vehicles, also with discs. It's pricey, but we like it.
• Over a year ago we tested a preproduction 7.5-tonne distribution Volvo in Sweden (CM 22 March 1986). At that time the manufacturer felt that its UK dealer and service network was not big enough to cope with selling and servicing such a local distribution vehicle.
The lurid green pre-production model was shown in the UK at last September's Motor Show, and now Volvo obviously feels it has expanded its dealer and service network sufficiently, having launched the FM range on 1 June.
Volvo hopes to divert attention away from the high price of £18,750 plus VAT by stressing the running cost per kilometre. The company bullishly claims that the objective of the 4x2 rigid range is to "provide maximum productivity and profit for the end user."
Changes to the dealer network have been more in the nature of using what is there more effectively than an outright increase in numbers. There are still 23 main distributors, but there is a continuing increase in the number of Volvo parts and service points, and dealers are starting to remain open 24-hours a day so that vehicles can be serviced overnight to be back in use the following day.
In spite of these improvements the company is well aware of its limitations and is concentrating its sales effort in areas within 30km of main dealers. Volvo is also currently encouraging customers to use contract hire aquisition through its own contract hire company, Ailsa truck finance.
DRIVEUNE
Three wheelbases are available in the FM range: 3.4m, 4m and 4.6m. All are powered by the direct injection six-cylinder, turbocharged diesel engine.
Designated the TD41G, the 3.59 litre blown diesel is derived from the TD40 indirect injection engine fitted to the MA's continental predecessor, the F4. Using a conventional bowl-in-piston combustion chamber and a Bosch rotary injection pump, the engine produces 90kW (120hp) ISO at a surprisingly high 3,600rpm. Peak torque of 280Nm (2061bft) ISO also comes high in the rev scale at 2,400rpm.
This drives through a single dry plate clutch to a ZF S5-24 all-synchromesh fivespeed gearbox. Suspension comprises conventional semi-elliptic leaf springs at both ends with hydraulic dampers on the front axle. The standard axle ratios is 5.13:1, with 4.56:1 available as an option.
• BRAKING
The new non-HGV Iveco Ford Cargos have won the prize for being the first lorries in the UK with disc brakes all round — but only just, because the FL4 has the same disc brakes and the same hand brake operation as the Cargo, and was launched just a month later.
The air-over-hydraulic system has sepa rate circuits for the front and rear axles, with load sensing on the drive axle. The total braking area is 876cne, equally divided between the 322mm diameter discs on each wheel.
The handbrake operates through a mechanical linkage which pushes one of the rear disc pads on to the disc, the outboard pad being operated through the reaction beam.
• BODY AND CHASSIS
The cab is pinched directly from the Volvo FL6 model and is rubber suspended with a torsion bar tilt to 550. Full anti-rust treatment has been carried out, backed with a three-year anti-corrosion warranty, with free inspections, and retreatrnent if necessary.
It is a large cab with plenty of room for drivers' notes, vacuum flasks and the like. Volvo has also kept the engine cover from the bigger FL6 unit and this dominates the centre of the cab, making cross-cab forays difficult.
The heating and ventilation system has apparently received a lot of attention on the new vehicle. Certainly the controls are straightforward and on the very hot day we drove the van the system was just able to keep the cab cool, although it was better with a window open.
The plastic fascia has a high-quality feel about it, with clear instrumentation dominated by a large rev counter and the tachograph. The large number of blanking plugs does not meet with our approval, but the vehicles driven were preproduction examples and this may be changed later.
Overall the cab makes a change from run-of-the-mill non-HGV lorries. While it could be a bit intimidating to the first-time driver, the comfort, and ease of entry and exit through the 90° opening doors could gain converts.
Production vehicles will be fitted with seat belts to add to the safety already provided by the strong FL6 cab. The chassis is constructed of high-tensile pressed-steel channel sections, cold rivetted together. This lighter steel construction means that Volvo is able to overcome the extra weight of the large cab, although it is difficult to weld.
The chassis frame is common to haulage and tipper models. Volvo manufactures extension pieces for wheelbase alterations up to a maximum 4.6m for haulage work and 3.4m for tipper applications.
The chance to drive the three preproduction vehicles was restricted to a short burst up some dual carriageway near Volvo's vehicle-off-road spares centre near Warwick. The weather was sunny and dry: hardly the most testing conditions for a multi-drop distribution vehicle.
The gear lever gate is an 'H' pattern with reverse opposite first on a dogleg to the left. It is sprung in the second/third plane and the lever throws are slightly diagonal, rather than straight up and down.
Changing gear is potentially noisy at first; the lever combines long throws, notchiness, and a confusing gate to spectacular effect if fast changes are attemp ted. A slow, deliberate approach, timing road and engine speed is needed, and makes things a lot better.
The power characteristics of the engine give the gear change a special significance. A green band on the rev counter stretches all the way round to 3,000rpm, and it is as well to let the revs climb that high in the lower gears to make reasonable progress when laden.
At the end of the dual carriageway a roundabout was negotiated, and accelerating back for the return journey the Volvo man encouraged us to hold gears longer before changing up. Once we became used to revving the engine, driving the FL4 was much easier.
The noise level is low enough for normal conversation at 96km/h (60mph), but high enough to drown out the sound of the indicator relay, and as the dashboard light is almost invisible in strong sunlight one can make stately progress along a dual carriageway unaware that the hazard warning lights are flashing.
On the Swedish test drive last year the FL4 was fitted with an exhaust brake. None of the UK examples will have exhaust brakes, nor will they be offered as an extra, but the four disc brakes are perfectly capable of stopping the vehicle very quickly with little snatch, and very good straight line stability.
Conducting the FL4 around Britain's narrow town streets should not be a problem with a well-placed kerb mirror above the passenger window, a claimed 12.2m kerb-to-kerb turning circle and over-light power assisted steering.
• SUMMARY
Although the FL4 has many peculiarities to its make up, our short first acquaintance has been quite favourable. The preproduction examples have not been fitted with the most photogenic bodies, but the vehicle does look very businesslike in the metal.
With its wide cab and gypsy caravantype air intake, the FM looks more like a heavyweight than many of its non-HGV rivals. The shape will be familiar to those operators running fleets of FL6s or even FL7/10s who might be persuaded to buy because of the performance of their other Volvos.
The company might have difficulty in persuading the single-vehicle operator to buy though, especially when the more specialised 7.5-tonne competition from Leyland Daf and Iveco Ford is a great deal cheaper, and perhaps more familiar.
'Softly softly catchee monkey' would seem to be the watchword at Volvo, with a sales target of only 400 vehides this year (which would have given it a 2.8% share of last year's market).
It hopes to gain by stealth what its competitors are holding with bravado.