Feel The Force!
The last time we caught up with Volvo’s FH16-660, it was in Sweden, tipping the scales at ‘just’ 60 tonnes. Finally, the big Swede has arrived in right-hand drive form on UK shores, but this time with a more challenging 90 tonnes on its tail. Geoff Ashcroft reports. VOLVO’S latest FH16 has it seems, captured the hearts of those who want a bit of muscle. An all-new D16E engine comes in two power ratings – 580 and 660hp, with the latter ranked as the most powerful road truck diesel engine currently available. For UK operators, its muscle is clearly pitched at those with heavy haulage in mind. For the regular 44 tonne outfit, an FH16 is something of an exercise in overkill, but you can rest assured it will probably climb the steepest hills as quickly as it will come down them. The last time we encountered Volvo’s beast, it was around the rolling slopes of Sweden, east of Gothenburg, but with ‘just’ 60 tonnes, it was felt that there was little possibility of taking the glaze off the inside of the cylinders. And with Volvo Trucks keen to show off the prowess of the big FH, the manufacturer kindly arranged for some weight to be provided, which was deemed to be a suitable match for 660 horses. With help from trailer firm King a GTL70 low loader, complete with full power steered axles and carrying an Extec cone crusher, the latter used for pulverising rocks, concrete and other such materials, gave the FH16 something to get to grips with. Up front was a 6x4 T-ride configuration packing 660hp, with an all-up combination weight of 90 tonnes. A lesser powered 580 was also available in fixed, single tyre tag configuration and mated to a triaxle fridge trailer, grossing out at a shade under 44 tonnes for those who hadn’t had their shredded wheat. Which is how Transport News comes to be in the depths of Surrey, at Chobham, driving the 90 tonne outfit within the confines and safety of a test track. In either guise, such grunt comes from the heart – and in this case, the heartbeat is generated from Volvo’s D16E engine. The in-line six-cylinder uses a single piece cylinder head equipped with overhead camshaft, four valves per cylinder and electronically controlled unit injectors. In its basic configuration with after-treatment of exhaust gases by SCR, the D16E meets Euro 4 requirements quite comfortably, says Volvo. Those who opt for the less muscular 580 version will be presented with a torque peak of 2,800Nm from 1,000-1,450rpm, with full power available from 1,500-1,800rpm. Stretching the wallet for the 660 gives an identical set of operating rev bands, but the power and torque characteristics are amplified. Torque measures a whopping 3,100Nm, with the 660 kicking out as much as 450hp from as little as 1,000rpm. Through electronic fettling, getting such a massive power output from the D16E engine has not proved much of a challenge – but harnessing it, with a view to avoiding abuse and preserving driveline reliability, has led to the development of an all-new I-shift transmission system. Readers will recall that I-Shift is Volvo’s automated 12-speed manual gearbox, which was first introduced to long haul and distribution trucks four years ago. It is a manual transmission with a single, dry-plate clutch, but without pedal. It relies on electronics to manage gearshifts, which has eliminated the need for synchromesh units on the gears. With so much power and torque now available, its management and control is far better left to electronics than the driver, argues Volvo, particularly with gross weights of up to 200 tonnes on Special Types haulage. So if you want 660 ponies on your right foot, you’ll have to accept that gearshifts will be made for you. And the only time it’s likely to shift incorrectly, is if there’s a hill climb coming, but manual override plus power and economy settings allow the more astute operator to manage the transmission, to keep the 16-litre engine in its sweet spot. So just how effective a mix is this slick self-shifter combined with 660hp, with a load that’s really worth pulling? After engaging drive and releasing the park brake, a feather-like touch of the throttle sees the big FH ease away from rest, and a gentle squeeze of the pedal sees the transmission block change into third. Turning to leave the parking area and head out onto the test track, I glance in my mirrors to see that the 15.64m low loader tracks swiftly behind, thanks to its three power steered rear axles. It feels incredibly easy to drive. Within 100m of pulling out onto the track, there’s a sweeping left-hand bend and a long climb, so I gun the FH16, looking for all it’s got. You can feel the weight, and there’s a sense of immense forces as all 16 litres deal their hand. A surge of torque grips the road through its eight driven wheels and the rev counter sweeps to 1,400rpm before the truck grabs another gear – but it skips fourth and blocks up to fifth as we enter the bend, climbing all the way. There’s no let up, and the box jumps into seventh, then tenth and my heart momentarily sinks as revs settle at 1,000rpm and I think the electronics have bitten off more than they can chew. We’re still climbing, and still accelerating. Before the crown of the hill, we’re in 11th and nudging 40mph, then as the road levels off, 12th gear finally arrives and there’s a hushed calm in the cab. I glance down at the dashboard and realise we’ve achieved this in economy mode. Selecting power mode, I’m told, simply lets the engine free-up some more rpm, but it really isn’t needed. It makes more noise and drinks more fuel, but dispenses with the real pulling power – 3,100Nm of torque. In my time sat behind the wheel, I never had the impression that this truck would ever struggle. And even bringing this lot to a halt proved the worth of the VEB+ system, which offers retardation power equivalent to 580hp at 2,200rpm. Where regular VEB uses a combined rocker arm for exhaust and engine braking functions, VEB+ goes one further and employs an extra rocker arm that is activated during braking. This makes it possible, says Volvo, to increase cylinder pressure on the exhaust valves, which in turn creates higher braking forces. The effect of VEB+ is based on the interaction between an exhaust pressure governor and Volvo compression brake – the latter is built into the engine’s valve train. Together, the two components manage exhaust gas flow and engine compression forces to generate the auxiliary braking performance. From 40mph, the use of VEB+ with downshifts brought the entire outfit to a walking pace in the space of just 350m. And this was made all the more remarkable knowing that the service brakes were only touched once, which was to finally stop the truck from walking pace. Reversing the outfit is equally as straightforward. The transmission allows a slow, positive creep to be maintained without putting undue stress on the driveline, allowing precise placement of such a heavy combination. Like a high performance sports car, the FH16 represents an additive cocktail of power – both accelerating and braking – that can lull you into a false sense of security. At 40mph - the maximum permissible road speed for such a weight – the Volvo is toying with its load as it wafts across the tarmac in top at barely 1,100rpm. A dab of the throttle reveals there’s still so much left to play with, and resisting using it will be a driver’s greatest challenge. It’s truly awesome.