Overnight Sensation
Volvo’s mighty FH16-700 returns north of the border for our ‘Full Scottish’ road test. After a busy day behind the wheel and a night’s sleep in the bunk, John Henderson reports back on a 24 hour power trip. VOLVO’S flagship FH16-700 first broke cover north of the border last August when I was lucky enough to drive the 6x2 prime mover on a special Transport News appraisal to Easter Ross and back. In addition to my trial, the good people at Volvo also benefitted from that Highland fling, as their objective was to put as many miles as possible on the big tractor, before delivering it for fully measured press tests. Just two months later I was surprisingly re-offered the now run-in FH16-700 for our 200 mile Scottish test route and although my head thought this was perhaps too soon after the first run, my heart said you can’t have too much of a good thing! To add a different angle onto our official test, I decided that a more detailed look at life onboard an FH Globetrotter XL cab would be in order and an overnight ‘sleepover,’ after my 200 mile drive, should prove as good a test as any. The first recollection of my summertime run up the A9 was the big Volvo’s hill climbing ability and that run through the high part of the Cairngorm Mountains was completed exclusively in top gear. It came as no surprise then on our official test circuit, when the 700hp unit smashed both Perthshire timed hill climbs. Cairnie Brae on the eastbound A9, was disposed of in a blistering three minutes 21 seconds and heading for lunch at Kinross we romped over Balmanno Hill on the southbound M90, stopping the clocks at an astonishing four minutes three seconds. It could be some time before a fully laden 44 tonner even matches these figures and the 15 minute delay incurred earlier on that first section, due to a diesel spill at the A80 roadworks, literally paled into insignificance after this brace of results. Running with a ballast laden Gray & Adams fridge trailer at a slither under 44 tonnes, it’s fair to say this FH was barely troubled on our circular run. The D16G engine can also be specified in 540 or 600hp trim and both of these variants would live easily with any type of long distance work. To deliver such a refined power output from its six cylinder in-line engine and to conform to Euro 5 regulations, Volvo’s engineers reworked the piston design, together with a lower compression ratio. A new pre-injection fuelling system sprays a small quantity of diesel into the cylinder to commence the combustion process, before the main fuel measure goes in. This helps decrease the FH700’s NOx levels by 40%, besides cutting the noise measurements by 2dB (A). The engine performance is so refined on level roads that you must remind the grey matter you’re driving the most powerful production truck in Western Europe and it’s really only when faced with uphill gradients or unusual circumstances that all that power really speaks for itself. Coping quite competently with 700hp and 3150nm of torque, the I-Shift AT03312D gearbox worked away in full auto mode all day, without the need for my intervention. Volvo’s automated gear changing system is the unit all others are measured against and its super slick, intelligent ratio shifts are a result of magnificent vehicle programming. This ‘box is also well aware of the capabilities of the 700hp engine up front and lets the motor lug right down on a long, steady ascent before even thinking about dropping a cog. I remain one of I-Roll’s biggest fans as this device, which disconnects the main gearbox drive shaft when neither acceleration nor declaration is required, makes a real difference to fuel usage. Despite the Lanarkshire traffic hold up, the FH16-700 still set a figure of 7.4mpg for the first section and a 7.7mpg number for the run around Fife. Our sting in the tail run down the south side of the Pentland Hills, returning to Abington, recorded 6mpg which is not bad at all considering the remarkable rate at which we traversed the route. Despite this being a vehicle specifically designed for heavy haulage, the fuel numbers were very much a case of ‘what might have been,’ had the traffic conditions and heavy rain showers not dented the already impressive 7.03mpg overall figure somewhat. Traction to the RS1370HV hub reduction rear axle was always good and the key here is considerate use of the right hand pedal to alleviate the potential of any wheel spin. This component’s axle ratio of 3.61:1, besides an ability to cope with a 70 tonne gross vehicle weight, meant is was comfortable at cruising speeds whilst working at a fraction of its intended design weight. The traditional front/steel, rear/air suspension set up delivered impeccable and sharp handling and the tag axle 3,200mm wheelbase tractor, a shade long by most 6x2 unit standards, offered nothing in the way of extra burdens. The power steering system gave precise feedback and was easy to gauge on the sharper turns. Some tag axle tractors tend to kick slightly on cornering, compared say to a twin steer or pusher axle, but this effect was not present with the FH700 Volvo or in fact any of its similarly set up stable mates I’ve driven. There’s little in the way of road bumps or vibration gets through to the air suspended Globetrotter XL cab and the whole driving experience is incredibly smooth. This is a truck that undoubtedly goes well, but how does it stop? Just as impressively, would have to be the answer, as the all round EBS and ABS controlled disc brakes were brilliant in operation. Volvo’s brake pedals are always light in activation and most effective in operation, besides being easy to anticipate the progressive bite of the brakes. Under most driving conditions on the day, Volvo’s Engine Brake (VEB) was the first retardation choice to keep the disc pads fresh and cool. With such a large engine capacity, the VEB has plenty in the way of stopping resources. Operated from a stalk on the right hand side of the steering column, this device is engaged via three progressive control positions and drivers will find it’s mighty effective even on the steepest of descents. Other major and ancillary controls fall easy to hand, particularly the parking brake lever which is located on the dash. The I-Shift selector lever is attached to the left hand frame of the driver’s seat and moves back and forward. I wonder how long that arrangement will last, as it needs little in the way of using during normal road use and perhaps would be better fixed up nearer the parking brake. ‘One of the smartest interiors I’ve seen for a while.’ Not my words but the comments of a VOSA inspector who was part of a vehicle check located at the South Queensferry lorry park. Our arrival there coincided with a quiet spell for the Livingston based staff and instead of an official ministry check, the big Volvo was subject to just an interested look over. All was deemed in order with the 700hp unit, and the arrival of a police motorcyclist escorting an overloaded Transit pick up soon captured their attentions. The black liveried Volvo unit was in fact the centre of attention whenever we stopped during the day, as on returning to the cab there was always a group of HGV drivers giving it the once over. Naturally most were keen to give the interior a viewing and admire the leather seats, standard of trim and the single bunk package, which includes a useful three door wardrobe fixed high above the bed. After a day behind the wheel, I felt fresh and relaxed due to the comfort levels on offer here. Long distance operations in this office would be a pleasure and if British operators still ran to the Middle East and Asia, the Volvo FH16-700 would surely be their first choice. After completing my test at Abington services, it was back into the car to follow Volvo’s Rod Collett and the FH16 down the road to Gretna Green. All the manufacturer’s demonstration drivers regularly use a hotel there which offers parking space for a 44 tonner and surprisingly they rarely sleep in their own vehicles. Once parked up for the night, the Globetrotter cab was handed back over to me and I proceeded to load my overnight gear onboard. The trio of cupboards above the bunk swallowed most of my bags and camera kit easily, whilst the range of storage spaces above the windscreen held a good variety of bits and pieces. The flat tray on top of the angled dash has a non slip base and it’s good for placing your mobile phone, alarm clock and any other effects. Once settled down with the passenger seat rotated through 90 degrees to face the driver’s side, it was a case of feet up on the low engine cover and watch the flat screen TV fixed on the upper roof wall opposite. With some soft drinks and some chocolate stored in the 27 litre, pull out under bunk fridge, I felt relaxed and comfortable after a hard day’s testing. The onslaught of darkness also dropped the outside temperature to around freezing point that evening, so the Volvo’s night heater was used occasionally. Such is this unit’s effectiveness, that a ten minute burst would keep the well insulated interior warm for a good couple of hours. The FH Globetrotter XL cab includes thick purple coloured curtains that run around the side windows and windscreen, fitting well and shutting out a high percentage of light. There are also two deeper drapes which screen off the bunk area from the rest of the cab. With the passenger seat left in the turned position and the driver’s chair moved forward on its rails, there was plenty of room for my elbows and feet once I hit the hay for the night. The wall mounted reading light proved useful and cubby holes at the head, foot and side of the bunk, provided ample storage for my torch, book and recently arrived copy of Transport News. A central switch console ideally placed on the rear cab wall controls door locks, the roof hatch, interior lights and heater controls via an on/off switch and thermostat. This group of controls was well used and their close proximity is a design success. After quickly becoming acclimatised to the distant sound of the fridge motor kicking in and out, I slept soundly onboard the big Volvo. I felt the only thing missing was an LED clock display which would have been useful, perhaps located above the windscreen in the centre of the cab. Otherwise I would rate the Globetrotter XL highly for one or several nights out and I suspect many drivers would be happy with an FH16 version like this, whatever engine it was powered by. Currently there’s little to match the driving and living experience of the Volvo FH16-700. Its driving performance is astonishingly well honed and despite having such a huge amount of horsepower on tap, our full Scottish test proved that diesel consumption was not a huge issue, with returns well within the accepted 44 tonne parameters. In the world of heavy haulage or flagship vehicles, this tractor unit will surely remain the ultimate piece of road going kit for the foreseeable future.