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Volvo's six gets 'nine' out of ten
Page 16
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• by Colin Barnett Volvo's nine-litre engine has clearly created a lot of interest in mid-range diesels. In an FM9 eight-legger, it offers extra payload compared to the 12-litre ongined FM12. In the FM9 sixwheeler, it provides more cubic capacity than the six or eightlitre lumps in your typical 6x4— and with 320hp on tap you get a b/ more power too. As Volvo's HQ is just a few hundred yards off 0/14s tipper route, we used one section of our regular run. Despite being delayed by a bro ken-down truck we finally crossed the M40, before following the A429 and A422 down to Banbury, doubling back up the B4100 to Gaydon, and finishing off with the short motorway run back to base.
Access to the FM9's cab is almost too easy, as the hinged first step is too low to be really necessary. Atthough a full sleeper cab can be specified, our truck had the standard extended day cab, the extra 150mm offering an ideal compromise for those who need plenty of space without staying the night.
The interior offered all the comfort you would expect from Volvo's latest cab, and probably more than you would expect in a tipper. The automatic climate control was especially wel
come on a bright sunny spring day.
Our FM9 came with the V2009 nine-speed gearbox {four over four, plus crawler) and the B-ride rear bogie, with a single inverted steel leaf spring per side. It was running on an unusual mix of Continental 315/80 R22.5 tyres, hISO Construction tread on the front and HDR heaw-duty regional on the drive axles. The body is a PPG alloy asphalt item.
Good progress
When we eventually got out of low range, the Volvo started to make good progress. Almost too good, as the gearing is a little high for main road work, with the 40mph limit right at the bottom of the 1,150 to 1,750rpm green band, so any obstacle needs a downshift. It was more in its element on the motorway.
One reason we chose to use part of our tipper route was to make the challenging climb up Sun Rising Htil, but the 09 diesel made easy work of it. You need to be in the right gear before the hairpin bend that precedes the steepest part of the hill, and although we used third gear, fourth would probably have done the job.
On the steepest part, there was a pronounced lightening of the steering. Handling everywhere else was fine, although the dry conditions didn't challenge the grip levels too far.
The FM9 came with two levels of secondary braking, the standard exhaust brake and the optional Volvo Engine Brake. We then tried its hill descent abilities down Warmington Hill, where the impressive VEB easily held 40mph in sixth gear. The exhaust brake, by comparison, seemed pretty feeble. Our only criticism of the secondary braking is that it isn't inter-linked to the cruise control.