Volvo FH16 Artic 2009 Truck Review

Driving the 2009 Volvo FH16 Artic, with more power and torque than ever, is a surprisingly sedate affair and a true piece of engineering excellence.

The Volvo FH range has been around since the early nineties and since its launch has been a firm favourite with drivers. Its raked screen set it apart from the crowd and with varying level of trims available and cab enhanced interior dimensions, Volvo had another winner on its hands. But time moves on, and like all other manufacturers Volvo had many issues to take into consideration in order not to lose its way or lose its hard earned market share. Things like Euro emissions, efficiency, increased operating weights, and an important issue in the UK - driver retention. Another facelift last year was designed to keep the FH ahead of the game so Matthew Eisenegger drove it to judge for himself.

There seems to be a secret desire amongst truck manufacturers to have ‘the most powerful truck on the road’ and over the years they’ve all taken turns as they have tweaked power outputs.

Volvo is no different, and the new 700 hp Volvo FH16 is testament to that, so when Volvo asked if I wanted to drive it, I was out of the office faster than the Editor could change his typewriter ribbon.

In Cab

The recent restyling has added a little extra chrome ‘bling’ to the exterior while the interior has benefited from a new look with new leather covered seats and a restyled bunk with recliner type arrangement and it’s all topped off with a tasty leather trimmed steering wheel.

Storage is good, and rather than the typical slam-door storage bins, some of the storage has roller shutter doors which work very well.

On the Road

Powered by Volvo’s big thumper, the D16 unit is a 16 litre engine with power rated at 700 hp generating a mind blowing 3150 Nm of torque between 1000 and 1450 rpm and linked to the foolproof I-Shift, this is a command-train which never fails to please.

As the FH16 was configured as a 6x2 tag and loaded to 44 tonnes, on leaving Volvo’s UK HQ in Warwick we headed for the Cotswold Hills.

Initially our route took us South of Warwick over the M40 and out on to the A429 towards Ettington before making a left onto the A422 towards the infamous Sunrising Hill. For those who don’t know the area, you need to get a good run at it. The road swings to the right climbing all the time, then just as the vehicle is starting to recover it makes a very sharp turn again to the left. So sharp, it requires the use of the opposite side of the road! Many trucks have come to grief here in the past.

All up at 44 tonnes we carried good speed into the hill and holding my foot flat down as the gradient steepened the D16 delivered every one of those 3150 ‘torques’. Meantime ‘yours truly’ was so busy keeping his eyes on the road he didn’t officially note what gear was needed. That decision was left to the ‘I’ shift although the general consensus was that we used 5th gear.

It would be easy to imagine that with all that power and torque, the FH16 700 might be a bit of an animal. Not a bit of it.
The drive is almost a sedate affair, with the I-shift just seamlessly selecting the right cog for the right job. It’s a true piece of engineering excellence, but a word of warning - you do not want to let the FH16 700 get in front of you.

In normal road conditions, when accelerating away from the lights or even entering the motorway, it gets to the limiter very rapidly! You also need to pay particular attention on long motorway descents, and not let the FH16 700 overspeed - because it will if you let it!

From an operational perspective, the fact that a motorway cruising speed of 90 km/h can be achieved very quickly and effortlessly maintained, journey times can be significantly reduced. In some cases, this could be the difference between the driver getting home that night or not. Factor in his or her expenses, or overnight rate, and the cost for parking, and who knows? The FH16 700 could just about become a viable proposition!

Conclusion

The industry ‘rule of thumb’ works on a 10hp per tonne ratio so 580 hp at 44 tonnes is a bit of self-indulgent overkill. But why not? If you’re an owner/driver who wants something a bit special, then go ahead, treat yourself.

And here’s another reason. If the truck is on top of the job, everything is working under a lot less stress and that could improve longevity. Even the driver might feel less stressed, never mind the drivetrain.

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