Five Alive!
Volvo’s latest premium fleet tractor, the FH480 Euro 5, took our Scottish test route very much in its stride. John Henderson reports that at 80 years young, this Swedish manufacturer’s products are still in the best of health! TEN MONTHS down the road, the popularity of our Scottish test route continues apace and we’re getting some close results to compare from the selection of trucks that have covered the course. Due to our country’s diverse topography, in just a shade less than 200 miles, we can traverse a wide range of motorways, dual carriageways and A class roads which, peppered with the occasional hill climb or two, provide an excellent challenge for any new vehicle. This time last year the EGR versus SCR debate was raging in full flow, with a barrage of claims and counter claims about what was best for the future. But now since the dust seems to have settled, it’s rather intriguing to report that to date, we’ve never yet had a Euro 4 EGR truck offered for our circular run north of the border. Why? – I don’t know. Sales of these vehicles remain buoyant and I’m not convinced these manufacturers are so busy that they can’t spare a truck for a couple of days. Perhaps it’s got something to do with the slightly unexpected shift straight up to Euro 5 by a large number of operators. On my initial walk round inspection, I was left in absolutely no doubt about the specification of the Volvo FH to be tested, as the stylish, striking cab graphics and apt registration plate proudly announced its Euro 5 selective catalytic reduction credentials. This, combined with Volvo’s 80th anniversary full size logos on a new, fully loaded Gray & Adams trailer, all made for a head turning 21st century combination, presented to the usual perfect standard by Volvo’s ace demo aide Rod Collett. The Globetrotter cab first appeared way back in 1979 on the F10/12 range and it’s been a firm favourite with drivers ever since. Our FH480 came with the largest option XL variant and whilst it may not be the newest design on the market, it’s surely still one of the best inside and out. Volvo’s Comfort trim is the middle choice of three levels of interior finish offered, with blue upholstered seats and bunks complemented by a colour coordinated stripe through the wrap round dashboard. The other Fleet and Prestige versions on offer are respectable too and I suspect any driver being offered this premium tractor today would be happy to accept it with open arms regardless of the standard of trim! With all the required adjustments available, the air suspended driver’s seat is easy to sort and find the optimum position. All the driving controls are well placed, with the I-Shift and handbrake levers suitably close to hand. The FH480 is the third Volvo I’ve tested this year and you have to give this manufacturer top marks for the quality and fit of the interior, with my only gripe being the small MPH display within the main kilometre standard speedometer, which is tricky to read accurately. For the driver who carries plenty of kit, the FH XL cab is just the job with a range of storage cupboards and cubby holes that would give any IKEA store a run for its money, particularly with the under bunk fridge and above windscreen and top bunk full width units looking useful and voluminous. Once out on the road, Volvo’s I-Shift, ECOROLL, VEB and cruise control is an amazing orchestral quartet which, although making a driver’s life much easier, it makes the tester work just that bit harder, as you have to concentrate harder to really grasp all that is happening so efficiently and automatically underneath you. Firstly to I-Shift: Our 480 had the fuel economy and long haul programme which worked away perfectly in sync with the engine. I ran the whole test in full auto mode and never once did it put a foot wrong, with the rev needle being safely ensconced in the green band for 99.9% of the time. Automated gear shifts can never ‘see’ the road ahead, but the speed of reaction and communication between the various sensors of this system is mighty impressive, including the ECOROLL function which slickly disconnects the main shaft in the gearbox when on the flat. The ultra smooth engagement of this feature means that you’ll only know its working by watching the dashboard digital gear display switching between your current gear and neutral as the journey progresses. Actuated by a stalk on the steering column’s right side, the Volvo Engine Brake offers four set positions. Bring it down one click and when cruise control is selected it’ll keep you within seven kilometres per hour of your selected speed, in all but the hilliest sectors. The other trio of clicks bring in superb graduated retardation which seems well integrated with any footbrake applications, giving the optimum stopping power at all times. So with all of the above singing from the same song sheet, it’s no surprise to report that our first 100 mile section was completed without any fuss or incident, the two hour journey and its pair of measured hill climbs passed quickly with comparative ease. For 44 tonne operation, 480hp is very much the standard bench mark these days and the FH’s first fuel return of 8.42mpg and average speed of 50.1mph fell smack into the middle of my expected measurement band after such a good run. The 6 cylinder, 12.8 litre D13A engine is available in four power options ranging from 400-520hp, with our variant filling the second place league spot above the 440 unit. I’ve extolled the virtues of this Swedish manufacturers engines before in its big brother, the FH16 and again this unit reconfirmed my enthusiasm for what is probably one of the quietest, best balanced units on the market, due mostly to the rear mounted timing gears, coupled with meticulous build quality. On the aforementioned duo of hill climbs the turbocharged D13A dug in well and lugged right down to the left of the green band, hanging on as long as possible before considering a shift to the cog below. The 12-speed V2512AT gearbox had ratios between 14.94 and 1.00:1 and seemed well matched for general road usage coupled to the single reduction rear axle with a fitted 2.79:1 ratio drive. At the time of writing this report the new motorway link between the M9 and The Forth Bridge is almost complete and although it will mean recalculating the measurement parameters for our third test sector, I for one will not mourn the passing of the A8000, as once again an accident on the road works ‘S bend’ brought a good run around Fife to a disappointing end with queues backing up onto the bridge itself. After a frustrating 23 minute delay we pulled into the South Queensferry truck park and made ourselves comfortable until the melee had died down. Prior to it crossing the water, the FH had once again made easy work of the kingdom loop and the fuel figures would have been above the 8mpg mark again if it wasn’t for the jam. Super single tyres featured on the tag and front axles and the 385 sized Michelin XFA 2 examples were fitted with the spray suppression side rim that thankfully was not needed during the warm, dry day of the trial. There’s been some healthy debate about the fuel effect and handling characteristics of this type of rubber recently and I honestly can’t report any excessive rough road feedback or vibration from the Swede, just rock steady handling which never gave me any unexpected moments. Before moving on I must mention the steering wheel-mounted horn buttons which give two choices of applications for a variety of situations. For a friendly peep, the small buttons near the outside rim are just the ticket and for the big ‘I’m coming through - big American truck parp’ just hit the Volvo logo in the middle of the circle. I used them both in the chaos of the aforementioned hold up and fellow road users soon got the message on my intentions and presence! Once running in the clear air again, the climbs began in earnest as we left the Edinburgh City Bypass to traverse the 500 or so feet in just nine miles, to the A702’s highest point at Amazondean Farm prior to the village of Carlops. This is probably my favourite part of the run as it’s a great test of man and machine to keep the truck on the boil whilst negotiating some narrow and twisting sections at as close to the 40mph limit as is safely possible. Again the FH480 did not disappoint and kept working away with the gearshifts impeccably timed and the ultra quick changes keeping the momentum at best. Familiarity often breeds contempt, but not with this auto change system, as once comfortable with its get up and go, up shifts can be achieved subtly by marginally decreasing your squeeze on the accelerator, at of course the right time, making you feel more of a part of this technological tour de force! Brakes, suspension and steering were put under the microscope here too and albeit with a relatively low centre of gravity ballasted load, the motor behaved impeccably, with little roll noted and reassuring brake reactivity when required. The steering action ticked the top boxes too, with the slightly smaller diameter wheel, compared to some of its peer group, offering precise positioning and feel. As a premium fleet tractor this Volvo FH480 fits the bill nicely. On paper the big XL cab does tip the scales at 9,000kg with a driver and a full tank of fuel, but that should still allow around 28 tonnes of payload, keeping the boss satisfied with its earning potential. Everyone’s a winner as the FH’s drivers will be happy too, having a modern, safe and comfortable place to do their job, perhaps with most of the week spent away from home. With a built in engine diagnostics, Volvo’s Euro 5 tractor will qualify for a Reduced Pollution Certificate and additionally this spec of truck will surely be the best bet for the big smoke’s forthcoming low-emission zones. Yes, the 80th birthday Volvo FH range is alive and kicking and looks very much like the healthy option for the future!