A Multi-Tasking Maestro
Volvo’s FL240 distribution rigid delivers more than just cargo! Our multi-drop man for its full Scottish test is John Henderson. IT’S ALL too easy to take the distribution world for granted, such is the speed and relative reliability of all the major carriers, with their timed deliveries and high tech systems. Next time you’re out on a long run and the traffic conditions permit, try counting the amount of rigid delivery vehicles seen hard at work and you’ll soon realise just how important this mainstream marketplace is. The FL240 Volvo was the first 18 ton 4x2 rigid to run around our Scottish course for some time, so I commenced the test with a relatively open mind, ready for some useful education on this road transport essential player. The FL series cab is pleasing to the eye and the first thing I noticed was the amount of glazing on its passenger side. The nearside door has split sliding glass, which alongside the low level and rear cab panel transparent areas, all combine to give excellent vision on that side, a real bonus point for urban work. The Reeves Coachbuilders body featured a full width, two tonne capacity tail lift and sturdy looking side curtains. Rod Collett, my Volvo minder for the day advised me these units were slash proof and although probably heavier by a small amount, they look a good investment for those who carry the more valuable items. Full length chassis side skirts, which capably hide the plastic offside 200 litre diesel tank and the Swedish maker’s ‘street life’ logos all made for a modern looking multi dropper. Safely suspending all of the above were front steel units comprising of twin parabolic leaf springs, fitted with stabiliser bar and shock absorbers. Back at the heavy end, road friendly electronic controlled air bags feature height adjustment and a pair of substantial ‘shockers.’ Axle capacities on our test steed were 7,100 and 11,500kgs respectively, front to rear. A variety of available wheelbases are on offer to customers, with the longer rails boasting 8mm thick, heat treated steelwork. As we have come to expect from this manufacturer, the aforementioned components are of top engineering quality and this mechanical ensemble should give years of untroubled service. Prior to setting off I noticed some rarely spotted interior fixtures in the shape of a gear lever and clutch pedal. Manual transmissions on test trucks these days are rare birds indeed, so a quick familiarisation with the six speed unit was enough to get me started on the initial run north. The first impression of this fully loaded motor was the taught handling around junction 13’s roundabouts as we joined the M74. The good, smooth steering further reinforced my earlier chassis observations and put me in a positive mindset for the day ahead. This northbound motorway section between our start and Baillieston is becoming a bit of a hit or miss affair with traffic volumes, but thankfully the FL240’s day was one of the latter types and a good clear run was savoured. Once up to speed and with the cruise control set, the wee Swede just rolled along nicely and with the well spaced gear ratios, no changes at all were needed for the next hour or so, until my approach to the Dunblane roundabout at the north end of the M9. In fact on deceleration, I had to remind myself that there was indeed a clutch pedal to press. Old habits do die hard! In my mind it does not seem that long ago when anybody with a Gardner 240 in their tractor unit was doing well and nowadays this power benchmark is the accepted norm for a four wheeled rigid. The two Perthshire hill climbs were tackled without fuss and the FL returned the same ascent times as I would expect from a premium 44 tonner. A quick check of the first sector results at the initial Kinross stop revealed a predictable 2 hour 3 minute journey time, complemented by a pleasing fuel average of 13.41mpg. The 1.6 metre deep, L1H1 cab fitted to our test example was suspended on front rubber and rear coil spring units and these dampers proved effective, ironing out the vast percentage of potholes and bumps en route. Volvo’s narrower FL office measures just 2,400mm across from the outer mudwing edges, and offers great visibility from its mirrors which are logically mounted on slightly longer arms, thereby reducing the blind spot observation areas. Easy interior entry and exit is provided courtesy of just two well spaced steps. The bench passenger seat is a £760 option and in my opinion was mounted a shade too far forward considering the amount of room that’s available behind the unit. Initially this size of cab left me wondering about its uses, as although there’s not enough space for a bunk, there is indeed plenty of room for the three potential occupant’s kit, as in brewery deliveries or scope for on-board IT equipment in these technology critical days. The driver’s seat and control layout follow the usual Volvo pattern thereby earning them a tick in the top box. After some time behind the wheel I began to knock my knees off the door trim and gear change housing respectively, sensing that the foot well area was perhaps on the slim side. Maybe that’s a consequence of the factory conversion to right hand drive or me having itchy feet! Moving on to the second stage of the day and I had a chance to put the power train under the microscope with Fife’s interesting mix of road types. The D7E six cylinder turbocharged unit produces 240hp at 2,300revs and enjoys a useful 920nm of torque between 1,200-1,700rpm. Our motor was specified to Euro 4 regulations with SCR and Euro 5 output is available again with AdBlue on the larger 280hp example. The FL was the fourth Volvo to run our route during 2007 and I’m starting to run out of positive adjectives to describe the Swedish firm’s engine performance; ‘Continually excellent across all the ranges, in any situation’, would probably be the best description. The ZTO1006 gearbox is smooth in operation via a medium weight hydraulic clutch pedal. Its top ratio of 0.79:1, despite being an overdrive still holds on well during short climbs and throughout the entire test, with its wide variety of gradients I never dropped below fourth. An Allison auto ‘box is an optional extra, but only on the FL240 model. Final drive to the black stuff was via a single reduction hypoid axle, with differential lock, ratio’d at 5.14:1. All of these rotational components including the all important single dry plate clutch are well set up and particularly quiet in running mode. After the usual photographic stop at the south end of the Forth Road Bridge, the commencement of the final leg saw the FL’s cab filled with cheers and relief, as just two and a half hours earlier, the new M9 link had been cleared of restricted lanes and temporary speed limits and was now running as a proper motorway. It’s interesting to note, that despite all the approach signage there’s still a lot of unfamiliar LGV drivers taking the old road south and getting an unexpected tour of Kirkliston! After a few hours on the relatively straight roads this last sector gave me the chance to reacquaint myself with the earlier experienced, taut handling and give the steering and brakes systems more of a run for their money. Being a smaller type truck than I usually drive, the A702 seemed to be a much more relaxed affair and this 4x2 rigid made even the tightest bends seem easy on the steering and driver’s nerves. Stopping power comes from two sources, firstly the exhaust brake which interrupts mechanical progress with 130KW (177hp) at 2,800rpm. Controlled from the right hand steering stalk, this feature is more than adequate and provides good extra bite, alongside the full air, all disc main service anchors. The four 410mm units feature silencers, backed up with electronic control and standard EBS with brake assist. These components offer superb pedal feel and effectiveness and instant full driver trust in their abilities. The 18 tonne Volvo FL240 offers buyers a well proven chassis cab which will be suitable for a huge number of potential body and work applications. Returning to the mention of multi drop parcel distribution, this truck can best be described as a quality robust package! This Swede’s superb engineering, build quality, cab comfort and safety standards, all make for a truck that will keep the driver and his mate(s) happy whilst earning a reliable dollar. Good residual values also make it a strong possibility that after however many years service, it will probably be traded in against yet another Volvo!