VOLVO 111112 380
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IPRICE AS TESTED: £19,000 (ex-VAT). ENGINE: 12.1 litres, 374hp (279kW). GCW: 40 tonnes. PAYLOAD: 26.12 tonnes. AVERAGE SPEED: 64.2km/h. FUEL CONSUMPTION (laden): 6.75mpg (41.811t/100km).
PRODUCT PROFILE
Thanks to its colour, there are no prizes for guessing that N 927 NPV began its life with Securicor Omega, where it spent very little time standing still. Since 1996, it has covered almost 440,000lcm, although it doesn't show it. Around the time that it was hitting the ' road, operators were realising that even if they had no need of a sleeper cab, subsequent owners might well do. The FH12 is equipped with the basic sleeper cab with a single bunk and standard-height roof. Mechanically. it has the lowest rated 38ohp version of the r2..r-litre electronically controlled Di2C engine range mated to a basic Ri9oo eight-speed-pluscrawler transmission.
This F Li2 is still largely as it left the operator's fleet. Cosmetic attention has been restricted to giving the wheels a blowover and replacing a pair of scruffy driving lamps with genuine Volvo items. The windscreen has also been replaced at some point.
Inside, the Volvo has seen less attention, with just a quick rub with the silicone polish beloved of car and truck cleaners everywhere. If this were the Antiques Roadshow we would be enthusing over the genuine patina of age visible throughout the cab, but we'll just say that the trim is in excellent condition and should scrub up nicely. The only damage is where a phone has been fitted to the dash top instead of to the sacrificial panel provided, the swivel on one of the dash air vents is broken and a CB mike bracket is screwed to the roof lining.
Priced at £19,000, N 927 NPV is currently part of Volvo's central stock, accessible by any of its dealers. Volvo's entire stock of used vehicles can be located on the Internet at www.volvo.comitruck/usedi where a useful search facility will highlight just those trucks of interest. In the case of multiple examples of identical trucks, such as this Omega batch, just a representative model may be displayed.
Vehicles in the Volvo Selected Used Truck Scheme come in two groups, the first comprising distribution trucks up to 15 tonnes and all trucks used on waste and construction work, with all other trucks in the second group. To get a six-month driveline warranty, vehicles must be less than four years old with less than 300,000km on the clock in the first group or 600,000km in the second group. Vehicles up to six years old and with 450,000lcm in the first group, or 800,000krn in the second, qualify for three months' cover. Qualifying vehicles also get the benefit of Volvo's Uptime Assurance and Action Service Europe-wide roadside assistance.
PRODUCTIVITY
As we explain elsewhere (see page 26), our new mid-Wales route for used trucks contains a higher proportion of tough A-roads than our Scottish route. Consequently, fuel consumption figures are going to be worse. Our only comparison to date is the FFilo
320 which returned impg overall at 32 tonnes (CM 13-19 April). On our Scottish route, the best result so far at 40 tonnes has been the Foden Alpha Mu 380 with 8.34mpg overall.
Against this background, the FI-112 managed an overall figure of 6.75mpg, which seems respectable, if not remarkable, but only future tests will give a true perspective to the results. As we mention below, however, a splitter box would undoubtedly have helped economy on the toughest sections by keeping the engine revs closer to the optimum sweet spot for more of the time. Journey times were not too badly affected, with the average of 64.2km/h for the whole trip being just over 21crn/h slower than the aro, running eight tonnes lighter.
Apart from regular routine servicing the Volvo has scarcely seen the inside of a workshop, with none of the major driveline components having needed any attention. The main events during its life are listed below; the list speaks for itself: • 156,000km: Repairs to power steering pump.
• 262,000km: Drag link end replaced.
• 285,o ookm: Front brakes relined.
ON THE ROAD
The bodywork was barely distinguishable from nearly new, with the only indication of its age being the extra force needed to close the slightly maladjusted driver's door. No bodywork corrosion was evident, although we wouldn't want to replace the turbocharger without the aid of an air chisel to chop off the rusty nuts.
The gear change is still satisfyingly precise, although the neutral plane is slightly tricky to identify without a few moments of familiarity. The gearbox represented the only major demonstration of big fleet penny-pinching. Its eight main ratios are fine for pounding the flatter motorways, but if you encounter more than the occasional hill you'll soon be cursing the lack of a splitter.
Maybe the extra torque of the bigger engines could carry the day, but the 380 would have worked more efficiently in the Welsh hills with a bigger choice of ratios.
Fortunately, in every other respect the 380 proved itself well up to the task of hauling 40 tonnes. Obviously, if your work involves the frequent stops and starts of urban work, then the seconds lost in accelerating when compared with a higher-powered machine will add up to minutes over a working day, but 38ohp is easily capable of holding the motorway limit all day long.
Volvo has conservatively kept to the proven technology of drum brakes and only today are some versions being built with discs. ABS, however, has long been a standard feature and our test truck's brakes are well up to today's standards. The steering is less impressive, but not through any sloppiness or vagueness of age that you might expect. On the contrary, it feels some over-assisted and nervous, requiring i than the usual amount of concentratio narrow, winding minor A-roads, althc motorway cruising at the limit was n more secure.
CAB COMFORT
Apart from a slight squeak from the c board's innards, the cab is still as qui new. Road and wind noise is minimal, not even the external screen visor inter ing the calm. The engine is audible, never intrusive, even when being mac earn its keep on the hill climbs of mid-V, D The driver is well looked after in an airsuspended seat with a comprehensive range of manual adjustment, looking at an equally comprehensive set of instruments. For a fleet truck equipment levels are generous, with electric windows and an excellent R D EON radio/cassette unit, although air conditioning and central locking are not included. Being a Volvo, it naturally comes with a driver's airbag, although this was still something of a novelty on trucks in 1996.
Cab storage space is a strong point, with the main locations being the four lockers in the screen header and a cavernous sliding drawer under the bunk. The bunk has apparently been used more for storing heavy bags and the like than for sleeping on As a result, the mattress looks rather squashed and may need some attention before the next owner does any serious overnighting. The bunk area is well-equipped, with controls for lights and radio, as well as the timer/thermostat for the night heater.
SUMMARY
There's no question that even with half a million kilometres under its belt, a properly maintained tractor from a reputable fleet is perfectly capable of earning a good living for its second owner, especially with a meaningful warranty to allow him to sleep at night (once the mattress is sorted).
In most of the important areas, Omega's FHia is barely distinguishable from a nearly new truck. While it will inevitably get older, it demonstrates that you don't have to spend the price of a house to get on the road reliably and profitably. Mind you, if you intend to venture into the hillier regions of the country, make sure you get one with a splitter box.
U by Colin Barnett