Road Tests: Volvo FH12-460

Until recently auto-boxes have promised a lot, and delivered very little. Only now are we beginning to see two-pedal transmissions approaching the same kind of fuel economy as the bed driver. Thanks to the mighty microchip, big truck diesels and automated transmissions are finally ‘talking’ to each other like never before, and at a speed that was previously unheard of. So when Volvo offered us a new FH12-460 Globetrotter with an I-Shift box for test, we decided it was time to put aside any previous ‘auto emotional baggage’ and see what it could do. The experience was little short of astonishing.

Surely Volvo’s FH12 can’t be 10 years old? In fact, the original FH was launched back in 1993, complete with its all-new D12 ‘A’ straight-six engine boasting an overhead cam and unit injectors. Just over a year ago the new FH broke cover complete with the latest D12 ‘D’ engine ready for Euro-3, plus a sleeker front end. Inside was a revised interior with face-lifted dash and central driver information display, while underneath was the option of a brand new automated gearbox called I-Shift. When CM first laid eyes on the latest FH we declared: “It looks remarkably similar to the old model.” That was rather unjust, as there have been quite a few external changes. While the current cab clearly shares the same curving aerodynamic profile as its predecessor, it now sports a grille similar to the other members of the Volvo truck stable. Now head-light clusters give the FH a more modern, streamlined look and the adoption of affront under-run system also means the front end sits a little lower to the ground. Other revisions include updated mirrors and more radiused corners which help to cut drag, prompting the Swedes to promise a 1-2% improvement in fuel consumption. To meet Euro-3, the D12D 24-valve six-pot has gained higher injection pressures along with lighter, concentric E1 injectors courtesy of Delphi (previously Lucas). Although a 460hp rating has been around since 1998, the latest version has a ‘drive away’ torque of around 60% of peak, which is more than adequate at 2,200Nm. Sitting behind the D12D in our pusher tractor was the aforementioned I-Shift (the ‘I’ stands for intelligent) or, to give its proper name, a V2412IS. Like ZF’s AS-Tronic, it’s a fully-automated, purpose-built, two-pedal transmission that has dispensed with synchronisers on the main gears, relying instead on electronic communication between the engine and gearbox to deliver crunch-free changes. With no synchro cones and an aluminium case and bell housing, it’s also around 70kg lighter than the equivalent manual box. I-Shift has 12 forward ratios (including a direct top cog) with a 14.94:1 first gear that should pull you out of most holes. A knob attached to the left-hand side of the driver’s seat allows you to select either reverse, neutral, auto or manual. With the latter, up and downshifts are made by a button on the side of the knob. There’s also a simple power/economy switch behind the selector lever, although throughout our test we stayed in economy mode, preferring the use the throttle kick-down when we needed extra go. When you do use the kick-down (or select power mode) the engine hangs on for an extra 250rpm before making the change. At the moment, I-Shift is only available up to 44-tonnes, so if you want an auto box at heavier weights then it’s either Geartronic or Powertronic. One interesting feature of the I-Shift is called Eco-Roll, which effectively disengages the box by putting the splitter into neutral. Eco-Roll is activated when you’re using cruise control and the I-Shift box is in auto, in any gear between seven and 12. When the truck’s driveline ECU detects that you don’t need any power, or engine braking, it engages Eco-Roll (which is indicated on the gearshift display as an E+). However, before anyone gets carried away with the idea that you can run down a steel hill in neutral at 44 tonnes, Eco-Roll is deactivated the second you touch the footbrake, use the Volvo Engine Brake or put your foot back on the throttle. As you dial in the VEB to come in at a set speed, you also get a downhill cruise control that works in conjunction with Eco-Roll. The remaining spec of our test tractor was all very straightforward – the 3.9m wheelbase 6x2 pusher came with EBS discs all round and ECAS air control on the drive axle. Last but not least, CM’s FH12 boasted a top-of-the-range Globetrotter GXL cab with prestige trim and ‘Office’ option, whereby the centre section of the bottom bunk can be pulled out and turned into a table that hangs off the back wall, while the bunk cushions become back rests for seats at either side of the table.

Let’s start with journey times. Back in 1999, when we roadtested the old FH12-460 with Euro-2 lump and 12-speed manual – at the then maximum 41-tonne limit – it completed our three day Scottish course at an average speed of 74.2km/h. Three years on, our I-Shift 460 did the job a shade quicker with an average speed of 74.6km/h hauling an extra three tonnes into the bargain. That’s certainly one in the eye for all those who think auto artics are ponderous beast. When it came to keeping with the pack, very few passed us on the M6 run up Gretna. Next we come to payload. A big truck invariably carries a bit of excess baggage when it comes to kerbweight, however the FH12-460 Globetrotter’s 8,115kg tare is only 105kg more than the Daf CF85 430 FTG Space Cab we tested last year – and remember, the Dutchman has a narrower cabin. Most importantly, the Volvo is lighter than both the Scania R124-470 (8,668kg) and Mercedes 2543LS (8,400kg) we tested back in 2001. So if you’re one of the chosen few running at 44 tonnes, then a payload of 28,885kg is there for the taking. We’ve deliberately left fuel consumption to last. Four years ago, our Euro-2 manually-stirred FH12-460 delivered 7.33mpg at the old 41-tonne limit. Second time around, the Euro-3 I-Shift FH12-460 finished with 7.05mpg. A retrograde step? Not in our book. It’s just what happens to fuel economy when you haul three extra tonnes around, especially over our ‘killer’ A68 section. The simple fact is the extra payload at 44 tonnes doesn’t come for free. Now we’re running at the highest weight, the days of finishing our test route with an average of more than 8.0mpg look like fading fast. However, it must be said that the FH has till some way to go before it can match the CF85’s 7.69mpg – a figure that looks like a tough benchmark to beat. One area of running costs that does require comment is parts prices – especially the £703 for a headlamp. If you run the latest FH, you’d better order your drivers to give way to wildlife.