Road Tests: Volvo FM9.340

Considering how important distribution vehicles are to our daily life, in such mundane ways as delivering our food, the truck manufacturers’ test fleets are sadly bereft of representatives. In fact, this week’s test vehicle is only the second current distribution six-wheeler to feature in our files. The story of the current FM began with its major revamp in the autumn of 2002, since when Volvo’s fleet range has established itself as a highly competent product. The FM is especially important in the UK, significantly outselling the premium FH range. There are many detail cab and chassis improvements, but the most significant change is the introduction of a new nine-litre engine, creating the FM9 model that replaced the old FM7 and FM10. Four ratings of the new D9A are available, at 260, 300, 340 and 380hp. Among Volvo’s claims at launch were an 80kg weight saving and fuel economy boosted by up to 6%. One of the biggest improvements in the new FM range is the expanded options list, now effectively shared with the FH and giving a vastly increased potential for personalisation. Buy our test truck and you’ll travel many days before seeing its double. It’s an FM9 340 6x2 with the I-Shift fully-automated transmission, a hydraulically steered rear tag axle and a Globetrotter sleeper cab. Add a point job of Nordic Light Pearl – that’s posh grey to you and me – an exterior spec that includes a roof spoiler and marker lights, a vertical trio of oval spotlights each side of the grille and full side skirts, and it becomes subtly distinctive. No less than 10 wheelbase options are available on the FH9 6x2, beginning at 3,500mm. Our test truck rides on the longest 6,000mm frame with an overall axle spread of 7,730mm. Its body is a Lawrence David curtainsider, which is all of 8,610mm long. Mounted behind a spacious sleeper cab it gives an overall length of 11,120mm – that’s just a whisker longer than a normal 28ft single-axle artic trailer. Features include air-tensioned Armour Sheet Plus load bearing curtains and an RSG cantilever tail-lift.

Four ratings of the new D9A are available, at 260, 300, 340 and 380hp. Among Volvo’s claims at launch were an 80kg weight saving and fuel economy boosted by up to 6%. One of the biggest improvements in the new FM range is the expanded options list, now effectively shared with the FH and giving a vastly increased potential for personalisation. Buy our test truck and you’ll travel many days before seeing its double. It’s an FM9 340 6x2 with the I-Shift fully-automated transmission, a hydraulically steered rear tag axle and a Globetrotter sleeper cab. Add a point job of Nordic Light Pearl – that’s posh grey to you and me – an exterior spec that includes a roof spoiler and marker lights, a vertical trio of oval spotlights each side of the grille and full side skirts, and it becomes subtly distinctive. No less than 10 wheelbase options are available on the FH9 6x2, beginning at 3,500mm. Our test truck rides on the longest 6,000mm frame with an overall axle spread of 7,730mm. Its body is a Lawrence David curtainsider, which is all of 8,610mm long. Mounted behind a spacious sleeper cab it gives an overall length of 11,120mm – that’s just a whisker longer than a normal 28ft single-axle artic trailer. Features include air-tensioned Armour Sheet Plus load bearing curtains and an RSG cantilever tail-lift.

With only one previous 26-tonner, Scania’s P94 260, in our test archive, it’s hard to make too many direct comparisons on productivity. However, many operators will be more interested in how it measures up against the alternatives, and here we can help. Firstly, payload. The class leaders in the smaller categories, both with day cabs, are the Mitsubishi Canter 7.5-tonner, with a body/payload allowance of 4,820kg and the Renault Midlum, with 12,930kg on an 18-tonne chassis. The Volvo has an extra eight tonnes of GVW, but its body/payload allowance is 18,325kg, which is only just over five tonnes greater – although the big cab accounts for a chunk of this. So in straight payload terms, the decision looks in favour of the big four-wheeler. But there’s more to it as you consider the issue of avoiding axle overloading with part loads, and the 6x2 has much greater flexibility. Turn to fuel, and the current record holder in both 7.5 and 18-tonne categories is Daf. The little LF45.150 managed 19.5mpg overall around our Welsh route, with the LF55 220 returning 14.0mpg. Here, the Volvo’s 9.7mpg looks rather more competitive. The 260hp Scania 6x2 recorded 8.9mpg, suggesting that the Volvo’s extra 80hp was beneficial around our mixed route.