You’ve Got To Roll With It!
The title from the classic 1990s Oasis pop song also applies to driving Volvo’s FM440 tractor fitted with Ecoroll. This truck was definitely in tune with our Scottish route, setting the best ever fuel consumption figure for any articulated combination tested to date. Our very own rolling stone, John Henderson hits the right note with this Euro 5, 40 tonner. AT THE time of writing, fuel prices and the cost of a barrel of crude oil had just slipped downwards by a small but welcome amount, however the first half of 2008 will long be remembered for its spiralling diesel costs and the importance of valuing every last drop of the stuff. Necessity is the mother of invention as they say and certainly the trailer and vehicle manufacturers have been quick off the mark recently with new developments and advice on how to get the all important mpg figure climbing that bit higher. Whilst aerodynamics have been on the radar for some time, there’s a further focus now being put on blending new and existing electronic/mechanical features to further enhance the overall driving experience. This is an area where, in my opinion, Volvo Trucks excel at present. The renowned I-Shift gear change, cruise control and engine brake combination is further enhanced with the manufacturer’s Ecoroll feature which cleverly disconnects the gearbox main drive, when neither acceleration nor deceleration is required. The operational harmonisation of this component quartet seems unequalled to me at present and is undoubtedly the way forward for all truck makers. Certainly on our Volvo FM440 offered for trial, the freewheel feature proved its undoubted worth by returning some remarkable diesel consumption returns, in addition to providing a stressless operational environment. Remembering that the number five is considered lucky in some parts of the world and after the challenging conditions encountered on the last test circuit at the wheel of Scania’s R440, I was hoping for a much better day this time around with the fifth Volvo I had tested so far, which of course also had a Euro 5 engine and five axles! There is definitely something in the superstition though, as we managed to clear Abington services just before a large convoy of car transporter drivers arrived, who immediately descended on the diesel pumps and the journey north to Glasgow on the M74 was eased by a near deserted motorway. The feel good factor was further enhanced with ambient air temperatures which fed in dry weather on slight to moderate winds. Settling down to drive the FM440 is a quick and easy process, as the slightly smaller cab width makes for easier positioning and in addition offers great visibility to the front and sides. Volvo’s redesigned rear view mirrors have reduced the old blind spots by a good deal and whilst they still afford clear views aft, much less neck and body movement is required by the driver on approaches to junctions and roundabouts. By today’s standards the steering wheel has a relatively small diameter, but that is no bad thing as its precise movement and ratio aspect delivered perfect feedback in every situation I encountered. Presented as a basic fleet tractor, all the main controls and switches on board are easily accommodated with the curved dashboard and my only observation was that I found the throttle pedal a shade too close to the driver’s inside door edge. This is perhaps a consequence of the right hand drive conversion or me having large plates of meat! On the wider, faster routes correct use of the cruise control frees the feet up somewhat and with the four position engine brake clicked into the first (A) display, the selected travelling speed will be brought back into check once you reach 7km/h above your chosen setting, unless on a steep downhill slope. The headline grabbing Ecoroll will also cut in and out, almost unnoticeably bringing the revs down to tickover on the flatter ground. It takes a trained eye and ear to notice the engagement and disconnection of this useful ‘coaster’ as it’s so finely tuned and rapid in deployment. A mix of steel and air suspension on the 4x2 unit kept our fully loaded 40 tonne rig well cushioned from Scotland’s changeable road surfaces. The Gray & Adams Fuel Saver trailer and the FM’s drive axle were equipped with the usual bagged pneumatic units, whilst the steering end enjoyed parabolic leafs with a stabiliser bar and shock absorbers. The handling offered by these units is impeccable and never once under any circumstance did the truck feel out of balance or dangerous, with constant predictability being the best adjectives to describe the well set up motor. All round disc brakes provided the stopping power and these are well assisted by a Volvo Engine Brake (VEB). The 430mm vented units benefit from electronic actuation, which along with the optional hill hold and brake assistant programmes made up a formidable and reliable retardation ensemble. These anchors are very much up to the job and more, but to be honest under normal driving conditions, using the VEB, they are never stressed in the slightest. It’s always a good measure of brake pedal travel and bite, when you get in, drive and after a days work realise that you never had to think once about adjusting the pressure you used it with! The effectiveness of the VEB soon becomes apparent after experimenting with the trio of positions offered and I called on the mechanical slowing unit often to provide me with ample deceleration space, which in turn meant that the right gap at roundabouts and junctions can be spotted and gone for, saving unnecessary stop-starts and precious diesel reserves. With the light traffic volumes continuing into Perthshire, the pair of timed hill climbs was the first opportunity to put the six cylinder D13A engine under a bit of pressure. The turbocharged and intercooled plant develops its 440 maximum horsepower between 1,400-1,800rpm whilst 2,200nm of torque is applied in the 1,050-1,400rpm green band. This level of output is more than up to the task at 40 tonne operation and the Volvo made lively progress on the brace of braes, setting respectable times indeed, dropping to tenth gear on both ascents. As I’ve come to expect with every product from this Swedish stable, the engine’s performance is beautifully balanced, smooth and quiet. A timely inspection of the engine bay and in fact the whole chassis and fitted components is a pleasure to the mechanically appreciative eye, as it’s quite literally a work of engineering art. The FM range is offered with nine, 11 and 13 litre power plants and output figures ranging from 300 to 480hp, which suits a huge range of applications across a good number of obtainable chassis types. THRIFTY Fuel returns from our 440 model were most pleasing to say the least with the three sector averages recorded as 9.45, 9.85 and 7.20mpg respectively. The last figure suffered as a result of heavy traffic on the Edinburgh City bypass due to a mass of loyal subjects heading for the Queen’s garden party at Holyrood Palace and true to form a slow moving tractor near Biggar which cost us another few minutes. For a Euro 5 engine, the AdBlue consumption was manually calculated to 7.75 litres, which represents around 7.5% of total diesel usage, a figure well within our expectations on the tough Transport News route. With a regular driver and perhaps more kilometres on the clock, you could realistically expect these already attractive numbers to be better still. Volvo’s I-Shift gear change system also helps substantially with fuel economy, as its quick, snappy moves between ratios are perfectly timed and executed. I am not sure if the letter ‘I’ stands for intelligent or incredible, but does it really matter? This component definitely matches both of these words. On normal road use in a number of different Volvo models, I’ve never yet had to knock the gear lever into manual mode such is the range of the set up’s completeness. Available in three different programs: Basic, Long Haul and Distribution and Construction, I’d be interested to know just who would not benefit from I-Shift in UK operations today. Apart from the obvious constant speed motorway and dual carriageway sectors, there are another two good chances on our route to slow down progress of the displayed figures on the fuel flow meter. From the M90 east until the Collessie roundabout, the undulating road means that with a reasonable tail wind, the 40mph limit can be kept to with minimal pressure on the throttle pedal, as the momentum of a 40 or 44 ton combination keeps the wheels rolling along nicely. There are similar geographical conditions between West Linton and Abington and on these parts, the Ecoroll really gave an extra edge, cutting in time and again, reducing drive line stresses and the ever crucial diesel usage too. If my memory serves me correctly Mercedes-Benz also use this function at present and it’s surely just a matter of time before every road truck has it listed as standard equipment or an option. Talking about keeping the wheels turning, our steed had fitted Volvo’s RSS1344C back axle, whose ratio of 3.08:1 obviously helped with aforementioned benefits. This single reduction hypoid type has a design capacity of 44 tonnes. Final contact with the tarmac was through Michelin XZA2 Energy tyres sized at 295/80R22.5 which gripped magnificently. COMFORT ZONE My enthusiasm for climbing back into the cab to commence the test’s third and final sector at the Forth Bridge lorry park, is directly related to how comfortable the journey has been so far. Another top mark was earned here, as the Globetrotter cab is really a fine place to do a day’s work. Blue coloured upholstery, mixed with the usual grey trims, offer a calm and subtle interior environment and there are plenty of lockers, cubby holes and moving around space on offer to make a few nights away from home a relative pleasure. I particularly liked the three cupboard unit which is set up on the roof at the rear of the office, as it does not encroach on headroom when getting out of the bunk and is capable of swallowing a lot of gear. Look out for Volvo’s new Globetrotter LXL option which takes the roofline higher still on the FM range and is part of a number of new attractions across the maker’s range. I’d be interested to inspect these new models as soon as possible, because after a day behind the wheel of the FM440, I’d say there was little that could be improved upon at present. In fleet specification as tested, this 40 tonne tractor should keep everybody happy and its running costs and reliability levels will be appreciated by the boss, whilst his or her driver is safely and comfortably ensconced in the Globetrotter cab. Whatever specification is chosen in the featured range, the Volvo customer is guaranteed to be on a roll with it!