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It’s true ROADWAY has tested a lot of tippers this year. Here’s another one, but read on. There is more to Volvo’s FM9 380 8x4 with I-Shift than meets the eye
If you need to pour your hard earned into a couple of new eight-leggers
for tonnage work, you have a lot to consider and you will be seriously
spoilt for choice.
You have to decide about matching power trains and drivelines to the operation. Payload potential is critical and of course the truck must return good fuel figures especially if you are using it on long distance work. Then there are the domestic arrangements to consider; what level of cab spec do you want? With prices varying by up to £10,000 between marques, do you go up market and worry about the repayments or do you ignore the driver's moans and go economy class? And finally, what about reliability, maintenance and the residuals?
We have come to expect quality cabs and high levels of comfort from Volvo's products and in terms of price and build quality its heavy trucks qualify for the upgrade to business class. Historically residuals stay high and now its latest 8x4 - FM9 and FH12 - offerings can be specified with its I-Shift automated transmission; even more appealing to driver and operator alike. Our quest here is to find out whether an investment of £78,862) - including all the optional extras - for this FM9 will pay dividends in all-round terms.
The V2412IS 12-speed automated transmission has a ratio spread of 14.94 to one to one and the drive from it is further reduced by a 3.40 to one single reduction rear bogie. Standard in this truck is a 9-speed manual and there is also a 14-speed manual available as an option.
A further enhancement of the I-Shift box is Eco-roll. With cruise control selected, if the truck is maintaining the set speed under the effects of gravity, Eco-roll will disengage the drive to the rear bogie allowing the engine revs to drop to tick-over. If power is required, the drive instantly re-engages and revs zip back up. The same happens if the brakes are applied or the set retardation speed is exceeded. The system is designed to save fuel and reduce wear and tear.
Volvo fits steel parabolic suspension to the front straight beam axles rated at 8 tonnes each. Primary stopping power is courtesy of electronically controlled discs all round, EBS, a hill hold device and 'Brake Blending' - more of that later - are standard features. Pressure is taken off the anchors by an exhaust brake rated at 190hp (140kW) at 1900rpm and a Volvo Engine Brake (VEB) rated at 360hp (264kW) at 2400rpm.
Our FM sported a low-roof single bunk sleeper cab in Comfort trim with Dynafleet communication and navigation and a reversing camera. Other options included matt alloy wheels and metallic paint. Topped off with a PPG fully insulated Tarmac/Lafarge approved body with split tail-board and a hydraulic Transcover sheeter, with 315-litre fuel tank and driver the truck weighed in empty at 11,700kg, allowing 20,300kg for payload.
Our fears proved unfounded. Moving away the gearbox made lightning quick block shifts that soon had the truck onto the M3 and up to our 56mph test speed.
The first major test of the FM was soon upon us as we began to climb the long hill up to junction seven. Expecting the speed to decay we anticipated a down-shift, but under guidance from our Volvo co-driver, we allowed I-Shift to get on with it. The shifting software has been programmed to make maximum use of available torque and the truck lugged down to 1200rpm just before the summit without resorting to a cog swap. On our first timed hill climb the Volvo flew up the testing 1.74-mile gradient in 1min 55sec and held top at 1100rpm, equating to 42mph.
Over our first motorway leg we averaged 53.6mph, which is only 0.01mph slower than the benchmark set by a Daf CF 380 8x4 in March.
On our mixed A-road I-shift came into its own and took the pressure off us in driving terms. With the gear shifting managed for us progress was smooth and resulted in a quick time over this section. There is no doubt in our minds that Volvo has got the engine, gearbox, differential match spot on with this truck and we rapidly gained complete confidence in the ability of the technology.
On our second motorway leg another fast time was recorded thanks to the ability of the combined software and hardware and over the 700ft A3 climb to Hindhead we knocked a full minute off the time set by the Scania P340 tested in August. Our overall average speed for the 170-mile route was a shade under the 50mph set by the Daf CF, but the Volvo's figure of 49.60mph is respectable in anyone's language.
At the pumps
This is the fourth heavy fitted with an automated gearbox we have tested around this route. All the manufacturers will tell you that an automated transmission will level the playing field between good and bad drivers in fuel economy terms.
The Scania P340 8x4 tested in August had a nine-speed manual box and although it was noticeably slower around our route it did return a route average of 9.21mpg.
The truck tested here, with its 12-speed I-shift box, returned 8.83mpg as an overall average, the lowest sectional figure being 6.98mpg recorded on the testing A339 rural route between Basingstoke and the A34 at Tothill. But 7mpg is not bad in the heavy going and was compensated for by a high of 9.42mpg on the motorway.
So on balance, driving as ever for economy, we achieved better fuel results from a slightly lower powered manual 32-tonner but paid the penalty in terms of journey time; so critical for most tipper operators. But if your drivers are heavy with the right boot, racing to get in that extra load, we believe the evidence is now overwhelmingly in favour of the auto. Recent reports that Summerfield has asked Volvo to lock out the manual override on its I-Shift-equipped trucks speak volumes. In fuel economy terms, this truck's performance at the pumps is among the best we have encountered from an automatic, which must make it a serious contender for consideration.
Just a word about Eco-roll. We had no way here of proving the benefits of this system, but in theory it saves fuel. It takes time to feel comfortable with it because we are all taught never to free wheel in a heavy goods vehicle. Well Eco-roll does not actually take the truck out of gear, it electronically disconnects the drive, allowing the engine revolutions to return to idle. During our test it activated numerous times on long gentle descents - where braking or retardation is required it will not function - so if it contributed to our average fuel consumption figure all well and good. But our jury is out, awaiting more evidence.
A feature of Volvo's braking system on this truck is Brake Blending. Designed to reduce wear on the service brakes, brake blending is co-ordinated by the EBS system. When the service brakes are applied, the EBS unit receives information from the wheel's speed sensors and braking effect sensors and the system mixes and matches between service brakes, exhaust brake and engine brake - VEB - to optimise braking and minimise wear on the all important discs and pads. With the cruise control engaged the driver can either set his own overrun speed for motorway driving - 60mph to keep it legal - or allow the vehicle to keep at the set cruise speed.
In either mode the truck's control systems can call upon up to 550hp of auxiliary retardation to keep everything under control.
On the steep descent from Hindhead around the Devil's Punch Bowl we set 38mph on the cruise control and the effects of automatic down shifts, the VEB and exhaust brake kept the needle where we wanted it without having to resort to the left hand pedal.
On the handling front we have nothing but praise for the Volvo. The ride is a bit choppy on rough roads but this is a short wheel-base truck. In the bends the FM is sure-footed and reacts superbly to changes in direction and the chassis matches a strong suspension set-up with positive handling.
As ever Volvo puts its cabs together well and the standard of build quality is high. The bunk is comfortable and wide enough for the odd night out without too much discomfort and there is ample storage space.
Behind the wheel visibility is good and the driver's seat and the steering wheel were soon adjusted to our ideal driving position while keeping everything we needed to see in view.
The Dynafleet tool and reversing camera screen are one and the same and it pops out from the dash automatically when required. Cross-cab access is not brilliant but the loss of the chunky Volvo manual gearshift lever does make things easier.
With a sleeper cab and all the approved safety features now required to work for the big aggregates companies it is slightly on the heavy side. The Scania P340 tested in August could accommodate an additional half tonne, but was a basic vehicle aimed at local fleet work. Our FM9 is more your long distance tipper aimed at owner-drivers or fleets operating on niche contracts. With all the bells and whistles fitted, it will hold its value and can do the job covering around 8.8 miles for every gallon consumed.
In our productivity calculation the Volvo scored an overall figure of 8890. Compared with the similarly specified, Daf CF85 with an AS-Tronic auto box (8720) - tested April 2005 - the FM9 comes out well around this route.
As far as parts prices are concerned, there are no real shocks, except the headlights. At nearly £400 each, invest in some protection before the truck turns a wheel. Brake pads are £144 per axle set but with all that auxiliary retardation a set should last many miles. R&M costs are on par with Volvo's arch rival Scania's quoted rates and a standard service inspection, including oil drain, is quoted as taking a maximum of 4.4 hours, a major service six. On an 80,000km per year contract eight services are included.
At £78,862 without body this spec of vehicle is not cheap, but you get what you pays for in this life and with this truck your money will buy you something you can earn from, something to keep the driver happy and something that will be worth a decent sum when the time comes to change it.
If you want happy drivers and decent contracts you need a truck like this. It is not cheap, but it is more productive than some and in this age of soaring fuel costs and driver shortages, based on its performance here we think it that in all round terms, it is a very hard act to follow.
You have to decide about matching power trains and drivelines to the operation. Payload potential is critical and of course the truck must return good fuel figures especially if you are using it on long distance work. Then there are the domestic arrangements to consider; what level of cab spec do you want? With prices varying by up to £10,000 between marques, do you go up market and worry about the repayments or do you ignore the driver's moans and go economy class? And finally, what about reliability, maintenance and the residuals?
We have come to expect quality cabs and high levels of comfort from Volvo's products and in terms of price and build quality its heavy trucks qualify for the upgrade to business class. Historically residuals stay high and now its latest 8x4 - FM9 and FH12 - offerings can be specified with its I-Shift automated transmission; even more appealing to driver and operator alike. Our quest here is to find out whether an investment of £78,862) - including all the optional extras - for this FM9 will pay dividends in all-round terms.
Specification
The top-of-the-range FM9 relies on a 380hp version of Volvo's 9.4-litre engine to send it up the road. Four valves per cylinder and unit injection help this Euro 3 lump to develop 1700Nm (1253lb-ft) of torque between 1200 and 1500rpm and the drive is transmitted to its heavy-duty steel two-spring B-Ride rear bogie via its 12-speed, I-Shift, automated gearbox.The V2412IS 12-speed automated transmission has a ratio spread of 14.94 to one to one and the drive from it is further reduced by a 3.40 to one single reduction rear bogie. Standard in this truck is a 9-speed manual and there is also a 14-speed manual available as an option.
A further enhancement of the I-Shift box is Eco-roll. With cruise control selected, if the truck is maintaining the set speed under the effects of gravity, Eco-roll will disengage the drive to the rear bogie allowing the engine revs to drop to tick-over. If power is required, the drive instantly re-engages and revs zip back up. The same happens if the brakes are applied or the set retardation speed is exceeded. The system is designed to save fuel and reduce wear and tear.
Volvo fits steel parabolic suspension to the front straight beam axles rated at 8 tonnes each. Primary stopping power is courtesy of electronically controlled discs all round, EBS, a hill hold device and 'Brake Blending' - more of that later - are standard features. Pressure is taken off the anchors by an exhaust brake rated at 190hp (140kW) at 1900rpm and a Volvo Engine Brake (VEB) rated at 360hp (264kW) at 2400rpm.
Our FM sported a low-roof single bunk sleeper cab in Comfort trim with Dynafleet communication and navigation and a reversing camera. Other options included matt alloy wheels and metallic paint. Topped off with a PPG fully insulated Tarmac/Lafarge approved body with split tail-board and a hydraulic Transcover sheeter, with 315-litre fuel tank and driver the truck weighed in empty at 11,700kg, allowing 20,300kg for payload.
| #TEST SPECIFICATION | Volvo FM9 8X4 B-Ride# |
| #MANUFACTURER | #Volvo Trucks, Warwick |
| #MODEL |
#FM 84R B9 HR |
| #ENGINE TYPE |
#Volvo D9A |
| #CAPACITY/CYLINDERS | #9.4-litres 6-in-line |
| #COMPRESSION RATIO |
#18.5-to-one |
| #BORE X STROKE |
#120 x 138mm |
| #FUEL SYSTEM |
#Vertical unit injection |
| #MAX POWER AT RPM | #380hp (279kW) at 1900rpm |
| #PEAK TORQUE AT RPM |
#1700Nm (1253lb-ft) between 1200 and 1500rpm |
| #CLUTCH TYPE |
#CS43B-0 430mm single plate |
| #GEARBOX TYPE |
#V2412IS I-Shift 12-speed |
| #RATIO SPREAD |
#14.94 to 1.00 to 1.00 |
| #DRIVE AXLES |
#Tandem bogie single reduction |
| #RATIO |
#3.40:1 |
| #AXLE CAPACITY (Design) | # |
| #Axles 1, 2 |
#8000kg each |
| #Rear bogie |
#21,000kg |
| #SUSPENSION | # |
| #Axles 1, 2 |
#Parabolic leaf springs with stabilisers and shock absorbers |
| #Rear bogie |
#B-Ride two spring parabolic. Stabilisers, shock absorbers |
| #SUSPENSION | # |
| #Axles 1, 2 |
#Parabolic leaf springs with stabilisers and shock absorbers |
| #Rear bogie | #B-Ride two spring parabolic. Stabilisers, shock absorbers |
| #BRAKES | # |
| Front |
Disc (electronically controlled) |
| Rear |
Disc (electronically controlled) |
| AUXILIARY BRAKING |
|
| Exhaust brake |
Max power: 190hp (140kW) at 2100rpm |
| Volvo Engine Brake |
Max power: 360hp (264kW) at 2400rpm |
| TYRES |
295/80R22.5 all round |
| ELECTRICAL SYSTEM |
Data bus 24V |
| WHEELBASE |
5100mm |
| WIDTH |
2495mm |
| CAB HEIGHT |
4086mm with vertical exhaust |
| CHASSIS RAILS |
300x90x8mm |
| CHASSIS LIST PRICE |
£63,415 |
| EXTRAS |
Engine (D9A 380) £3819.00, gearbox (V2412IS) £1466.00, Dynafleet £2269.00 plus £20 per month, Audio 2 package £607.00, blind spot mirror £55.00, sleeper cab £478.00, Comfort cab trim £1862.00, back-up camera £819.00, metallic paint £1412.00, matt alloy wheels £2660.00 |
| CHASSIS PRICE AS TESTED |
£78,862 |
Performance
With 12hp per tonne on tap we had no major concerns whether the FM9's 380hp motor could cope with its 32-tonne burden. That said, on previous tests of trucks with automated transmissions we have felt that a high torque output helps the truck to hold onto the gears for longer and assist in fuel savings. The 1700Nm available from the 9.4-litre D9A is about par for the course, but we prepared ourselves to switch to manual on the hills in case the shifting software decided to swap cogs on the dot of 1200rpm.Our fears proved unfounded. Moving away the gearbox made lightning quick block shifts that soon had the truck onto the M3 and up to our 56mph test speed.
The first major test of the FM was soon upon us as we began to climb the long hill up to junction seven. Expecting the speed to decay we anticipated a down-shift, but under guidance from our Volvo co-driver, we allowed I-Shift to get on with it. The shifting software has been programmed to make maximum use of available torque and the truck lugged down to 1200rpm just before the summit without resorting to a cog swap. On our first timed hill climb the Volvo flew up the testing 1.74-mile gradient in 1min 55sec and held top at 1100rpm, equating to 42mph.
Over our first motorway leg we averaged 53.6mph, which is only 0.01mph slower than the benchmark set by a Daf CF 380 8x4 in March.
On our mixed A-road I-shift came into its own and took the pressure off us in driving terms. With the gear shifting managed for us progress was smooth and resulted in a quick time over this section. There is no doubt in our minds that Volvo has got the engine, gearbox, differential match spot on with this truck and we rapidly gained complete confidence in the ability of the technology.
On our second motorway leg another fast time was recorded thanks to the ability of the combined software and hardware and over the 700ft A3 climb to Hindhead we knocked a full minute off the time set by the Scania P340 tested in August. Our overall average speed for the 170-mile route was a shade under the 50mph set by the Daf CF, but the Volvo's figure of 49.60mph is respectable in anyone's language.
At the pumps
This is the fourth heavy fitted with an automated gearbox we have tested around this route. All the manufacturers will tell you that an automated transmission will level the playing field between good and bad drivers in fuel economy terms.
The Scania P340 8x4 tested in August had a nine-speed manual box and although it was noticeably slower around our route it did return a route average of 9.21mpg.
The truck tested here, with its 12-speed I-shift box, returned 8.83mpg as an overall average, the lowest sectional figure being 6.98mpg recorded on the testing A339 rural route between Basingstoke and the A34 at Tothill. But 7mpg is not bad in the heavy going and was compensated for by a high of 9.42mpg on the motorway.
So on balance, driving as ever for economy, we achieved better fuel results from a slightly lower powered manual 32-tonner but paid the penalty in terms of journey time; so critical for most tipper operators. But if your drivers are heavy with the right boot, racing to get in that extra load, we believe the evidence is now overwhelmingly in favour of the auto. Recent reports that Summerfield has asked Volvo to lock out the manual override on its I-Shift-equipped trucks speak volumes. In fuel economy terms, this truck's performance at the pumps is among the best we have encountered from an automatic, which must make it a serious contender for consideration.
Just a word about Eco-roll. We had no way here of proving the benefits of this system, but in theory it saves fuel. It takes time to feel comfortable with it because we are all taught never to free wheel in a heavy goods vehicle. Well Eco-roll does not actually take the truck out of gear, it electronically disconnects the drive, allowing the engine revolutions to return to idle. During our test it activated numerous times on long gentle descents - where braking or retardation is required it will not function - so if it contributed to our average fuel consumption figure all well and good. But our jury is out, awaiting more evidence.
| #ROUTE RESULTS |
# | # | # | # |
| #VOLVO FM9 8X4 B RIDE |
Motorway Fleet Services to M3 J6 via M3 J9 |
#Mixed A-road M3 J6 to M3 J9 via A339/A34 |
Motorway M3 J9 to A3(M) J1 # |
#Trunk A-roads A3(M)J1 to Fleet Services |
| #Distance |
#43.78 miles |
#39.18 miles |
#37.57 miles |
#46.82 miles |
| #Average speed Volvo FM9 |
#53.60mph |
#43.53mph |
#53.67mph |
#47.61mph |
| #Scania P340 |
#52.52mph |
#40.53mph |
#53.67mph |
#46.05mph |
| #Daf CF85 380 |
#53.61mph |
#44.35mph |
#52.40mph |
#49.28mph |
| #Fuel use Volvo FM9 |
#9.42mpg |
#8.40mpg |
#9.23mpg |
#8.29mpg |
| #Scania P340 |
#9.95mpg |
#8.44mpg |
#9.58mpg |
#8.85mpg |
| #Daf CF85 380 |
#8.83mpg |
#7.97mpg |
#8.28mpg |
#8.73mpg |
Total distance: 167.35 miles
Av fuel use: Volvo FM9 8.83mpg. Scania P340 9.21mpg. Daf CF85 380 8.45mpg
Av speed: 49.60mph. Scania P340 48.19mph. Daf CF85 380 49.91mph
| #MEASURED TESTS |
# | # | # | # |
| #Volvo FM9 8X4 B RIDE |
#Hill Climb M3 J9 to Winchester Services |
#A-road Heavy Going A339 Bramshott |
#Hill Climb A3 Bordon - Compton |
#Trunk road A3(M)J1 to A3 |
| #Distance |
#1.74 miles | #18.44 miles | #2.98 miles | #29.06 miles |
| #Time |
#1min 55sec |
#27min |
#3min 46sec |
#37min |
| #MPG |
#Not measured |
#6.98mpg |
#Not measured |
#7.70mpg |
Ride and handling
The FM9 is one of the last Volvo chassis to be offered on drum brakes. Our test truck was specified for road work and so was fitted with lighter electronic disc brakes. Feel at the pedal was good and the brakes themselves deliver powerful and consistent retardation.A feature of Volvo's braking system on this truck is Brake Blending. Designed to reduce wear on the service brakes, brake blending is co-ordinated by the EBS system. When the service brakes are applied, the EBS unit receives information from the wheel's speed sensors and braking effect sensors and the system mixes and matches between service brakes, exhaust brake and engine brake - VEB - to optimise braking and minimise wear on the all important discs and pads. With the cruise control engaged the driver can either set his own overrun speed for motorway driving - 60mph to keep it legal - or allow the vehicle to keep at the set cruise speed.
In either mode the truck's control systems can call upon up to 550hp of auxiliary retardation to keep everything under control.
On the steep descent from Hindhead around the Devil's Punch Bowl we set 38mph on the cruise control and the effects of automatic down shifts, the VEB and exhaust brake kept the needle where we wanted it without having to resort to the left hand pedal.
On the handling front we have nothing but praise for the Volvo. The ride is a bit choppy on rough roads but this is a short wheel-base truck. In the bends the FM is sure-footed and reacts superbly to changes in direction and the chassis matches a strong suspension set-up with positive handling.
Insider grading
The FM shares many of its larger FH sibling's cab features. Getting up into the cab is simple thanks to the well-designed steps and sturdy grab handles. The steering wheel is compact, but thanks to well weighted powered steering it is effortless to turn. In cab noise is low despite the FM's vertical exhaust stack and this is a real must for drivers who will only leave the cab three or four times a day.As ever Volvo puts its cabs together well and the standard of build quality is high. The bunk is comfortable and wide enough for the odd night out without too much discomfort and there is ample storage space.
Behind the wheel visibility is good and the driver's seat and the steering wheel were soon adjusted to our ideal driving position while keeping everything we needed to see in view.
The Dynafleet tool and reversing camera screen are one and the same and it pops out from the dash automatically when required. Cross-cab access is not brilliant but the loss of the chunky Volvo manual gearshift lever does make things easier.
Productivity and operating costs
If you are going to spend nearly £80,000 on a tipper you want to know that it is going to earn you money. On tonnage work 20 tonnes is a minimum standard for payload. The truck tested here will comfortably accommodate 20,300kg in the load space but while not breaking any records, its payload must be put into perspective with the way this truck is specified.With a sleeper cab and all the approved safety features now required to work for the big aggregates companies it is slightly on the heavy side. The Scania P340 tested in August could accommodate an additional half tonne, but was a basic vehicle aimed at local fleet work. Our FM9 is more your long distance tipper aimed at owner-drivers or fleets operating on niche contracts. With all the bells and whistles fitted, it will hold its value and can do the job covering around 8.8 miles for every gallon consumed.
In our productivity calculation the Volvo scored an overall figure of 8890. Compared with the similarly specified, Daf CF85 with an AS-Tronic auto box (8720) - tested April 2005 - the FM9 comes out well around this route.
As far as parts prices are concerned, there are no real shocks, except the headlights. At nearly £400 each, invest in some protection before the truck turns a wheel. Brake pads are £144 per axle set but with all that auxiliary retardation a set should last many miles. R&M costs are on par with Volvo's arch rival Scania's quoted rates and a standard service inspection, including oil drain, is quoted as taking a maximum of 4.4 hours, a major service six. On an 80,000km per year contract eight services are included.
At £78,862 without body this spec of vehicle is not cheap, but you get what you pays for in this life and with this truck your money will buy you something you can earn from, something to keep the driver happy and something that will be worth a decent sum when the time comes to change it.
| PRODUCTIVITY# | #VOLVO FM9 8X4 B RIDE |
| #Kerb weight (full tank) |
#11,700kg |
| #Payload |
#20,300kg |
| #Overall productivity MPGxMPH |
#437.9 |
| #Overall payload productivity (tonnes) |
#8890 |
| #Gross weight as tested |
#32,000kg |
| #MAINTENANCE | #VOLVO FM9 8X4 B RIDE |
| #R&M contract based on 80,000km per year over five years | # |
| #Per km |
#5.90p |
| Per month |
£398.04 |
| Per year |
£4776.48 |
| Dealer service points |
89 |
| #PARTS PRICES |
#VOLVO FM9 8X4 B RIDE |
| #Oil filter |
#£17.74 (longlife x 2) £24.37 (by-pass) |
| #Air filter |
#£63.22 |
| #Brake pads (front axle set) |
#£144.77 |
| #Brake pads (rear axle set) |
#£144.77 |
| #Wiper blades (2 - cab set) |
#£25.60 |
| #Headlamp assembly |
#£369.44 |
| #Door mirror, fittings |
#£154.18 (main) £59.62 (wide view) |
| #Gearbox exchange |
#£11,108.86 |
| #Engine exchange |
#£12,440.59 |
ROADWAY says Volvo FM9 8x4
We make no bones about our verdict, we were seriously impressed by this truck. We enjoyed every second spent behind the wheel because the engine, gearbox, brakes and suspension do exactly what Volvo says they will, and more. At no time during our test did we revert to manual because we did not have to. And by letting the computer sort out everything the truck still returned a respectable fuel figure.If you want happy drivers and decent contracts you need a truck like this. It is not cheap, but it is more productive than some and in this age of soaring fuel costs and driver shortages, based on its performance here we think it that in all round terms, it is a very hard act to follow.
