Truck manufacturers are implementing a variety of solutions on their journeys towards lower emissions and Volvo is demonstrating there is still a lot of potential in internal combustion engines.
Volvo Trucks is resolute in its commitment to deliver net zero emissions by 2050 and has indicated that it will only be supplying net zero emission vehicles from 2040 to enable the global Volvo fleet to be replaced during the following decade.
The popular solution to achieve low or zero emission levels is electrification, including battery electric and fuel cell electric, with internal combustion engines (ICE) still playing a role using different fuel sources such as LNG, biogas, biodiesel, Hydro-treated Vegetable Oil (HVO) and hydrogen as a fuel.
As Volvo plans for what will ultimately be a non-ICE future, it has also embarked on parallel development of a new diesel engine for the Volvo FH and the result is the Euro VI D17 which can be optioned in a number of power specs starting at 600hp/3,000Nm through to a 780hp/3800Nm version, currently the most powerful production engine available anywhere.
The 17-litre engine has a bore size 5mm larger than the 16-litre engine it replaces with the other main difference being the fitment of a single variable geometry turbocharger which, as well as improving engine response and power, contributes to an over-all reduction of engine weight by 70kgs.
Despite the larger displacement 17-litre engine, the FH16 nomenclature for the truck remains, as Volvo consider this to be model branding rather than a description of what’s under the cab between the chassis rails.
The 17-litre engine carries over many of the components found in the 16-litre such as the crankshaft and connecting rods and features low friction cylinder liners encasing wave top pistons. The revised fuel system enables the truck to operate on biofuels including HVO.
Prime Mover had a brief drive of a 17-litre FH earlier in 2024 during winter conditions in Sweden when we took the wheel of what was close to an Australian A-double configuration grossing 64 tonnes.
A more extensive drive under Australian conditions and at Australian weights seems to be a good idea, especially if performed in roadtrain country in Western Australia.
Our test combination is known in WA as a “C-train”, which is an AB-triple configuration common in grain and ore hauling applications with-load sharing twin-steer front axles on the prime mover.
This particular Volvo is rated at 150 tonnes GVM but as the prime mover is a demonstrator and doesn’t have a current HML permit we’re restricted to a gross combination weight of 107.5 tonnes.
After the initial load at the grain handling facility at Geraldton port our first pass across the scales showed us to be a tad heavy, so looping around and dumping a few bushels gives us a final gross of 106.98 tonnes, so it’s time to head out along Route 123 towards Mt Magnet via remote settlements such as Mullewa.
Our co-pilot for this trip is the incomparable Heather Jones of Pilbara Heavy Haulage Girls fame who also happens to own the trailer set we are using. Volvo FH models rated up to 150 tonnes GVM, like this one, have conventional drive axles while super heavy haulage spec trucks above 150 tonnes GVM have reduction hub rear ends.
Spring is a great time to be out in the west with masses of vibrantly coloured wildflowers bordering the roadside combined with the green and gold colours of the wheat and canola fields, providing a uniquely patriotic Australian landscape. The rainfall has arrived in the right amount and at precisely the right time to deliver the promise of an excellent harvest season which will require many trucks like this one to deliver the grain.
The Volvo Globetrotter cab has a big bed fitted with a 213cm mattress and access to the cab is made safer due to the redesigned non-slip steps which have no ridge to catch the soles of work boots.
The contemporary dash features a multi-function screen angled towards driver, a proximity fob key and start/stop button plus some USB2 charging ports. The electronic parking brake is released when a gear is selected in the I-Shift transmission and the driver pushes the accelerator pedal.
In addition, there is a Brake Hold button which, obviously, holds the service brakes on but without dumping air. This is a terrific feature which reduces driver fatigue and saves time and to prevent it being incorrectly used as the parking brake, if left on for more than a few minutes it will activate the maxis automatically.
There is the extensive array of Volvo safety features such as the driver and passenger airbags, and the Electronic Braking System provides the overarching control for the Anti-lock Brakes (ABS) and the electronic stability control (ESC).
Other active safety features include Adaptive Cruise Control (ACC) and Hill Descent Control which allows the driver to set a maximum downhill speed and the truck will hold it using a combination of engine and exhaust braking and the service brakes.
The Volvo I-Shift transmission has been revised to handle the power and torque of the 17-litre engines with features such as polished gears which reduce internal friction losses to save fuel and also to deliver quicker shifts.
The oil change interval for the gearbox has been taken from 450,000 kilometres out to 800,000 kilometres. The redesigned transmission controller fits neatly into the driver’s hand and operates the gear selection across three transmission modes as well as giving the option of manually shifting gears.
We keep in mostly in the ‘Power’ mode as with 780hp that’s pretty much the whole point of this exercise. Although speed limited to 90km/h we are content to mostly roll along at a little less than that but keeping an eye on the mirrors, so we don’t slow any of the many other roadtrains sharing the road with us.
At the end of the trip the 107-tonne combination registered a fuel consumption rate of 1.3km/litre, which can rightfully be expected to improve with a more experienced driver and the freeing-up of the engine. In order to receive the full power and torque experience provided by the 780hp/3,800Nm, we drive a lot of the trip ‘on the pedal’ rather than engaging the cruise control.
This behaviour will also have adversely affected the consumption figures but we’re making no apologies. There are few big hills out here, unlike the 12 per cent gradient we easily took the 17-litre up in Sweden.
The astounding level of torque available from the 17-litre results in top (twelfth) gear being used during the majority of the trip towards Mt Magnet with just the very occasional downshift to eleventh when tackling a ‘jump up’. On one occasion we manually click back to tenth and then switch back to auto and the Volvo actually upshifts itself to eleventh as we drive up the rise.
The maximum 3,800Nm of torque is available between 1000 and 1,200rpm and at 1,400rpm there’s still 3600Nm available and at 1,700rpm the maximum 780hp is developed with 3400Nm of torque at that point. The best fuel economy results can be achieved by keeping the engine between 900 and 1300rpm.
The FH has lane keeping assistance which helps make steering this 100+ tonne triple combination straightforward and the stability afforded by the twin-steer front axles makes it easy keeping the rig aligned with the ‘fog line’ on the left side of the bitumen.
The FH is equipped with a driver monitor feature which uses a camera mounted on the A-pillar to ensure the driver keeps their eyes on the road and is effective even if dark glasses are being worn.
Spend too much time looking at the dash or even at the kerbside mirror and it will remonstrate you with a loud warning.
The Volvo FH has been in production for 30 years and more than 1.4 million examples of the iconic model have been sold around the world. It has now been reinvigorated with its new 17-litre engine which, due to its ability to efficiently operate on non-fossil fuels, has extended the future of internal combustion.
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