volvo - used trucks for sale & road transport news ... today’s news visit: road test 34...

For today’s news visit: www.roadtransport.com32 COMMERCIAL MOTOR 8/9/11

VolvoCM discovers a truck worth it’s money –

when the weather is nice, that isWords: Colin Barnett/Images: Nigel Spreadbury

VOLVO FM11450GLOBETROTTER

ROad TEST

Volvo’s mid-range fleet tractor on test

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For further information: www.roadtransport.com

8/9/11 COMMERCIAL MOTOR 33

FM11450 6x2 Globetrotter

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34 COMMERCIAL MOTOR 8/9/11

volvo FM11 450 6x2 Globetrotter

It can’t have escaped your notice that the frequency of our top-weight artic tests has been rather erratic lately. It’s not that we’ve suddenly got lazy – we still have four fully licenced road testers on the full-time staff, chomping at the bit in readiness. It’s not that we don’t like the North, either. One of the team actually chooses to live within an hour’s drive of the overnight halt at Gretna, a few yards across the Scottish border, and yours truly is quite partial to the cuisine up there.

No, quite simply, it’s down to two factors. First, of course, the recession had seen the bulk of the manufacturers’ test fleets disappear up their own particulate filters. Why bother deploying valuable assets to publicise what no one’s buying, went the apparent logic.

Now though, despite the future starting to look rosier, another elephant has sneaked into the room. The one event dominating the view from the manufacturers’ boardrooms is the approach of Euro-6. The technical challenges

accompanying the new emissions rules, particularly the greatly increased cooling requirements, will mean that the new or re-calibrated engines will need new or heavily redesigned cabs. While this is going to lead to an exciting two years ahead of us, today there is virtual stagnation as development of Euro-5 trucks has peaked.

We’ve previously noted that the trucks that are presented for test are those that are relevant to the (comparatively)

high-volume fleet market. No more high-power, low-demand flagships, instead today’s test subject is typical of the offering to fleet buyers. In fact, apart from a few bits of showcase tech, this Volvo FM11 450 is exactly the spec chosen by a number of leading supermarket and distribution operators, including Sainsbury’s, Asda and NFT. In this era where we can see 700hp tractors pulling containers around East Anglia, the traditional benchmark of 10hp to the tonne might sound like a relic of a bygone era, but the reality is that for many operators, that’s enough to put your shopping on the shelves.

Our test subject is an FM11 450, with the Globetrotter

Manufacturer: Volvo Truck, Wedgenock Lane, Warwick CV34 5YA

Website: www.volvotrucks.co.uk

engine: Volvo DC11C450, with electronic unit injectors.Euro-5 emissions by SCR/AdBlue

Cylinders: Six cylinders inline

bore x stroke: 131mmx158mm

Capacity: 10.8 litres

Compression ratio: 17.1:1

Maximum power: 445hp (332kW) at 1,600rpm-1,900rpm

Maximum torque: 2,150Nm (1,586lbft) at 950rpm-1,400rpm

transmission: Volvo V2512AT I-Shift 12-speed automatedmanual

Gear ratios: 14.94, 11.73, 7.09, 5.54, 4.35, 3.44, 2.70, 2.08,1.63, 1.27, 1.00:1

Final drive ratio: 2.79:1

Clutch: 30mm diameter single dry plate with automatedoperation

brakes: Dual-circuit air system with ABS, EBS, Drag Torque Control, Hill Hold and ESP

Parking brake: Spring brakes acting on first and drive axle

secondary brakes: VEB+ enginebrake, 290kW at 2,400rpm

brake dimensions: Front and rear, 430mm diameter

Chassis: Steel ladder frame

Chassis dimensions: 266mmx90mmx6.5mm

suspension: Front, steel parabolic springs; rear, air suspension

steering: Power-assisted recirculating ball

Wheels and tyres: 22.5in alloy wheels with MichelinEnergy 295/80R22.5 tyres

Fuel tank/adblue tank: 480 litres/60 litres

electrical system: 24V CAN-bus system

battery/alternator: 2 x 12V, 225Ah / 120A

test trailer: CM’s Hill Hire SDC curtainsider, 7,000kg

sPeCIFICatIoN

test comparison data

vehicle: volvo FM11 430 lxltested: 28/5/2009vehicle: Mercedes-benz actros tested: 8/7/2010vehicle: scania r440 toplinetested: 28/10/2010

In brief

vehicle: Volvo FM11 450 6x2 Globetrotter Price as tested: £107,337engine: 10.8-litre, 445hp (332kW)GvW: 44,000kgPayload: 28,608kg

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For further information: www.roadtransport.com road test


dasH detaIL The cab may be fleet spec, but it’s no poverty special. The high-roof sleeper cab is over the top in this applica-tion, but will aid residual value.

Manufacturer: Volvo Truck, Wedgenock Lane, Warwick CV34 5YA

Website: www.volvotrucks.co.uk

engine: Volvo DC11C450, with electronic unit injectors.Euro-5 emissions by SCR/AdBlue

Cylinders: Six cylinders inline

Bore x stroke: 131mmx158mm

Capacity: 10.8 litres

Compression ratio: 17.1:1

Maximum power: 445hp (332kW) at 1,600rpm-1,900rpm

Maximum torque: 2,150Nm (1,586lbft) at 950rpm-1,400rpm

transmission: Volvo V2512AT I-Shift 12-speed automatedmanual

Gear ratios: 14.94, 11.73, 7.09, 5.54, 4.35, 3.44, 2.70, 2.08,1.63, 1.27, 1.00:1

Final drive ratio: 2.79:1

Clutch: 30mm diameter single dry plate with automatedoperation

Brakes: Dual-circuit air system with ABS, EBS, Drag Torque Control, Hill Hold and ESP

Parking brake: Spring brakes acting on first and drive axle

secondary brakes: VEB+ enginebrake, 290kW at 2,400rpm

Brake dimensions: Front and rear, 430mm diameter

Chassis: Steel ladder frame

Chassis dimensions: 266mmx90mmx6.5mm

suspension: Front, steel parabolic springs; rear, air suspension

steering: Power-assisted recirculating ball

Wheels and tyres: 22.5in alloy wheels with MichelinEnergy 295/80R22.5 tyres

Fuel tank/adBlue tank: 480 litres/60 litres

electrical system: 24V CAN-bus system

Battery/alternator: 2 x 12V, 225Ah / 120A

test trailer: CM’s Hill Hire SDC curtainsider, 7,000kg

CMO_080911_032-039.indd 35 02/09/2011 10:14:33


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36 COMMERCIAL MOTOR 8/9/11

cab on a 6x2 mid-lift chassis. The engine is the top rating of the weight-saving 11-litre D11C family, which starts at 330hp. If you need more go in your FM, you can specify the larger D13C spanning the 380hp-500hp range. That the 450hp rating is probably stretching the 11-litre unit to its comfortable limit is reflected in the fact that it’s only available with a Euro-5 emissions ticket. If you need a cleaner EEV engine above 410hp, you have to take the 13-litre route.

If you insist, you can still buy a manual FM, but why would you? The de facto standard offering of 12-speed I-Shift is so good that you’d need a pretty good reason to untick the box. This example was fitted with the fuel economy software package, which includes Smart Cruise Control, I-Roll, launch control and enhanced shift strategy.

on the roadAs befits its role as a supermarket special, the test truck

was fitted with a 2.79:1 axle ratio, ideal for trundling along motorways in southern England, but not so good at attacking the mountains of the North. With no excess of power, it certainly wasn’t going to sit on the rev limiter all day, but overall it proved perfectly able to keep up with the traffic. In the old days, a mixture of “adequate” power and over-optimistic axle ratios would have meant forever changing gear

in anything other than easy going. But now it doesn’t really matter. Just leave the cruise control to try to maintain your desired speed, let I-Shift pick the gears to suit, and just concentrate on steering. On the hilly bits at full weight, you still have the issue of lightly laden trucks passing you uphill, and getting in the way down the other side, but that’s life. The only time we felt we needed more power was when we were stuck behind a farm tractor for a while. When the opportunity came to overtake it on an uphill stretch, it took a fair time for the 11 litres to come to the boil.

Fact file: Plated weights

GCW 44,000kgFront axle 7,100kgRear bogie 18,600kgUnladen test trailer 7,000kg

Fact file: test weights*

Kerb weight 8,392kgNet payload 28,608kg* With 75kg driver

Fact file: security

Engine immobiliser ✔

Alarm optCentral locking ✔

Deadlocking ✔

Secure bonnet ✖

Locking fuel cap ✔

When it comes to slowing down, the VEB exhaust brake performs better than the average, controlled by the right-hand stalk. Our only quibble with it remains that we’d like a positive stop in the A-position for automatic linkage to the foot brake, rather than the off position.

That a modern Volvo’s service brakes will work perfectly when required should be a given these days, and this example didn’t disappoint.

In what seems to be developing into a regular Volvo characteristic, the front suspension is very firm, possibly too firm for some tastes, but it gives good handling. At 44 tonnes, the FM was never caught short of grip, even on roundabouts dampened by summer showers. If the ESP stability control ever had to intervene, it did it so subtly as to be imperceptible.

Among the optional driving aids fitted were a welcome import from the car world: automatic rain-sensing wipers, and what is proving to be popular with supermarket fleets, lane control system. This monitors the potential blindspot and gives you a very noticeable warning if you indicate your intention to move into a space that’s already occupied.

Unlike its earlier designs, Volvo’s current mirror mounts are no worse than any others for blindspot creation in the forward direction.

volvo FM11 450 6x2 Globetrotter

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service data

Servicing downtime: recommended standard servicing 120,000km/year UK trunking. Contract maintenance: One of a five-year contract, minimum of eight inspections, 120,000km/year UK trunking. Parts prices: Retail total of brake linings (full set); headlamp unit; door mirror, wiper blades; oil/air filters; clutch. Residual values: Trade value assuming 120,000km/year CAP Average Condition. Figures supplied by CAP Monitor.

servicing intervals: Months/km 12/100,000

servicing downtime: Annual hours 7 hours

Contract maintenance: Per year £6,033.24

Parts prices: Basket of spares £2,387.41

residual value: Three years £29,450

Five years £19,600

dealers: UK/Europe 98/1,000

Warranty: Basic cover, months/km 24/unlimited

List price: Basic price £107,337

oPeratIoNaL Costs

“on the hilly bits at full weight, you have the issue of lightly laden trucks

passing you, and getting in the way down the other side, but that’s life”

ProductivityWith its fleet optimised spec and a garish livery proclaiming “Every drop counts”, we had high expectations for the FM450. On our journey north on the first day, we encountered relatively calm weather, apart from a few scattered heavy showers, and were rewarded with a highly impressive 9.09mpg, just a whisker shy of the figure obtained by the 40-tonne FH11 410 tested a year ago. Sadly for Volvo, the wind changed overnight and we returned south to Nuneaton into a brisk headwind most of the way. It has to be said that the FM’s cruising final drive ratio wasn’t the asset on the second day that it was on the first, and the day’s figure was a disappointing 7.27mpg, giving an overall figure of 8mpg.

In terms of comparing it with recently tested 44-tonne competitors, the overall figure falls squarely between the 7.89mpg of the Scania R440 and the Mercedes-Benz Actros 2546 at 8.14mpg. AdBlue consumption was a relatively frugal 4.8%. The overall bottom line fuel costs per 100km come out at £39.56 for the FM, against £39.08 for the Mercedes and £39.39 for the SCR Scania (based for comparison purposes on diesel at £1.10 per litre), while the 40-tonne Volvo was £37.73.

Any fears that the modest power-to-weight ratio would result in a wheezing slug incapable of maintaining decent journey times were soon dispelled before we’d even left the test track, with a standing 0-80km/h time of 51.1sec being bang on par for a fleet 44-tonner.

Out on the road was a similar story with the standing start climb, joining the A69, at Brampton dispatched in a sparkling 74 seconds.

What used to be a stern measure of both truck and driver, the climb at Castleside near Consett, with its frequently changing gradients, is now more of a test of automated transmissions. These don’t get much better than Volvo’s I-shift and it didn’t disappoint this time. On the climb, we never felt the need to intervene with the gear-changing, although we did take the precaution of raising the mid-lift axle clear of the wet asphalt.

Cab comfortThe FM may have been built with a notable lack of extras, but that doesn’t make the standard level cab, trimmed in various shades of blue and grey, a bad place to live and work. For example, the standard seat is covered in cloth and vinyl instead of leather from the finest pampered Kobe cattle, but it’s fully adjustable, including split backrest angles and heating. The wrap-around dash

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For today’s news visit: www.roadtransport.com38 COMMERCIAL MOTOR 8/9/11

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includes more occupied switch positions than blanks, and the instrument panel probably provides more information than most drivers will ever discover. The instruments are clear and comprehensive, and the central trip computer is controlled by a right-hand column stalk. If anyone’s hard done by, it’s the passenger carried, as they only get a fixed perch with limited adjustability and no suspension.

Fitting a Globetrotter high-roof sleeper cab to a distribution truck is obviously overkill for its first life, but isn’t necessarily done to give supermarket drivers a nice, spacious working environment, with the bunk unlikely to carry more than a lunchbox and a newspaper. The benefit comes by creating appeal to the potential second owner, enough of whom will need the accommodation, giving a day-cabbed example a major residual value penalty.

Naturally, the FM Globetrotter cab comes with a low floor and a correspondingly high engine hump. Most of the time, this gives a cosy driving environment and only becomes an issue when moving into the bunk area. But the folding gear shift is a big help. Doing the same from the passenger seat is eased by a significant stepped area.

Once you’re on top of the engine hump, you have access to the high single bunk, fitted at an ideal height for relaxing or watching TV in off-duty moments, unless you’re taller than 6ft, in which case tilting your head to avoid the lockers will soon give you a stiff neck.

Under the central section of the bunk is a large sliding

dimensions

acceleration:

(seconds)

Braking:

(stopping distance, m)

in-cab noise:

dB(A)

in-cab noise:

dB(A)

0-80km/h

51.1

32km/h

7.4

48km/h

67.2

96km/h

69.1

32-64km/h

27.3

48km/h

15.8

64km/h

63.0

tickover

51.4

48-80km/h

27.6

64km/h

26.3

80km/h

64.7

Behind the wheel

dimensions

“it has to be said that the Fm’s cruising final drive ratio wasn’t the asset on the second

day that it was on the first”

perFormance

Fuel consumption:

Overall

Day one overall

Day two overall

Tough A-roads

Easy A-roads/motorways

Tough motorways

average speed:

Laden

Tough A-roads


Tough motorways

running costs: (diesel at £1.10/litre; Adblue at 43p/litre)

AdBlue rate, % of diesel

Fuel costs, £/100km

AdBlue cost, £/100km

Total cost £/100km

hill performance: (minutes/seconds)

Miltonrigg Hill

Castleside

M18

M1

payload: as tested, kg 28,608

8.00mpg (35.3litre/100km)






72.5km/h

56.8km/h

75.1km/h

74.4km/h

4.8% of diesel

£38.84/100km

£00.72/100km

£39.56/100km

01.14

02.31

04.12

05.30

drawer, while the outer under-bunk space is filled by the two externally accessed lockers. The bunk area contains a selection of lights, a smoke alarm and a switch panel for night heater controls, lights and central locking, although you still need long stretchy arms to turn off the radio. Above the bunk on the rear wall is one large and two medium roller-fronted lockers, one of which housed the fridge on the test truck. There are two similar lockers and a pop-up storage box above the windscreen. There are so many handy little storage locations around the dash, including the pop-out cupholders and a hard flat surface on the top, that there’s no excuse for an untidy workplace.

The standard audio offering is a basic radio/CD player, but we had the benefit of Volvo’s Audio Advance unit, with Bluetooth, steering wheel controls and a dual AUX/USB input port. Auxiliary power sources for gadget charging include a single 12V and a pair of 24V sockets, with another in the bunk area. ■

engineVolvo Group’s 11-litre engine is at its limit at 450hp, but gives worthwhile weight savings.

volvo Fm11 450 6x2 gloBetrotter

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road test

Colin Barnettthe fact that tractors identically specced to this example are such a common sight around the rdCs and supermarkets throughout the nation tells its own story. this

is the Ford Focus or the HP printer of the road transport world, and you’ll never be sacked for populating your fleet with it. You’ll never face a driver walk-out, either.

despite not having the highest glamour rating in the business, there’s certainly no shame attached to its image. and with more relevant considerations, the attention to detail that Volvo incorporates into the driving experience continues unabated.

We, and we suspect Volvo, expected a bit better on the fuel front, and with better weather, our expectations would certainly have been met.

the test highlighted, once again, the importance of matching driveline specification, especially axle ratios, to the job in hand. Failure could be expensive.

Gone are the days when having to drive a fleet-spec truck was a penance, maybe residual values are a greater incentive than driver satisfaction, but whatever the reason, everyone’s a winner.

overall width 2,495mmoverall length 6,415mmexternal cab height 3,305mmstep heights 450(1st), 390(2nd), 335 (3rd)mmCab floor height 1,185mmCab length 2,230mmInternal height (max) 2,110mm

Internal height above bunk 1,670mmBunk thickness 160mmWheelbase 3,900mmFront overhang 1,360mmrear overhang 1,155mmFifth wheel height 1,265mm

Complete CM road tests – all free to access

tests oN tHe WeB...dImeNsIoNs

acceleration:

(seconds)

Braking:

(stopping distance, m)

In-cab noise:

dB(A)

In-cab noise:

dB(A)

0-80km/h

51.1

32km/h

7.4

48km/h

67.2

96km/h

69.1

32-64km/h

27.3

48km/h

15.8

64km/h

63.0

tickover

51.4

48-80km/h

27.6

64km/h

26.3

80km/h

64.7

BeHINd tHe WHeel

dImeNsIoNs You can now find CM’s road tests on the web. We have uploaded hundreds of CM’s in-depth truck and van road tests to www.roadtransport.com. – just click on the link at the left, which says ‘Road tests’. There you can search for tests by vehicle type, make and model, or you can go to the manufacturers’ pages listed there. The tests are complete – with every fact and figure from the print version – and they’re free to access. You’ll also find a list of the road tests on the web at www.roadtransport.com/alltests

NeXt testFord’s transit takes on the Nissan Cabster in a 3.5-tonne tipper test.

Fuel consumption:

Overall

Day one overall

Day two overall

Tough A-roads


Tough motorways

average speed:

Laden

Tough A-roads


Tough motorways

running costs: (diesel at £1.10/litre; Adblue at 43p/litre)

AdBlue rate, % of diesel

Fuel costs, £/100km

AdBlue cost, £/100km

Total cost £/100km

Hill performance: (minutes/seconds)

Miltonrigg Hill

Castleside

M18

M1

Payload: as tested, kg 28,608

CMO_080911_032-039.indd 39 02/09/2011 10:38:37

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