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3 months ago

Test_Volvo-FH500-I-Save

  • Text
  • Lowest
  • Steering
  • Torque
  • Diesel
  • Scania
  • Compound
  • Axle
  • Consumption
  • Turbo
  • Volvo

Technical Data:

Technical Data: Volvo FH 500 I-Save 3/22 Engine, model Exhaust gas treatment Injection process Engine weight (dry) Cubic capacity Power output Torque 550 500 450 400 350 300 250 200 150 PS 800 Drehzahl 1000 Specific power output Oil change interval Transmission a very balanced way. Between 60 and 80 km/h, the hilltop speed increases to within up to five per cent of the speed just set, i.e. at 65, minus a good three km/h and a good four km/h at 85. That is fairly moderate and should hardly be noticed by the trucks following (unless they themselves are already travelling with undershoot before the crest of the hill). Handled with care Volvo D13K500 Turbo TC, six-cylinder in-line engine with turbo compound turbine, wastegate turbo, uncooled exhaust gas recirculation SCR system with AdBlue injection, particle filter Common rail, injection pressure up to 2,400 bar, rail under valve cover. 1,199 kg 12.8 litres 374 kW (500 hp) at 1,250 to 1,600/min Volvo FH 500 TC 2,800 Nm at 900-1,300/min 375 kW(510 PS)/1.250-1.600 Leistung Drehmoment Volvo 500 TC I-Save Scania 500 Super 29.2 kW per litre of cubic capacity 100,000 km or once a year Volvo I-Shift AT2812F, fully automated 12-gear transmission, dry weight: 278 kg Spread 14.94 – 1.0, R 17.48 – 3.16 Axle ratio 2,31 Rpm at 65/85 km/h in highest gear Minimum manoeuvring speed at 500/min 1200 1400 1600 1800 2000 Nm 2800 2600 2400 2300 2200 2200 2000 2100 1800 2000 1600 1900 1400 1800 1200 1000 800 790/1,032/min The second exhaust gas turbine makes the difference: The Volvo engine always provides up to 50 hp more than the new Scania six-cylinder in the main driving range – when performance is called for (full load). Otherwise, the turbo compound ranks below even the Scania’s curves in terms of performance, when it only runs at 2,400 Nm at partial load. Reverse: 0.65 m/s or 2.4 km/h Forward: 0.8 m/s or 2.8 km/h Brakes Permanent brakes Engine braking power braking system back/front Safety and assistance systems Axels and chassis Front Rear Steering Tyres Driver's cab Measurements Wheelbase In the more economical Eco mode, the undershoot is as low as minus five km/h at 60 and minus ten km/h at 80, which is far more noticeable. However, the program handles the situation very carefully and only introduces as much hilltop speed as necessary to come out at a top speed of 90 again in the dip and subsequent I-Roll. The Volvo can’t resist taking the dip one or two km/h faster – but that also saves fuel and compensates for strong undershoots. In other words, this is how to remain fast, despite the uncompromising use of momentum. No less elegantly, Volvo’s strategists have integrated the VEB+ engine brake in the new system. The potential of this valve lever engine brake is widely recognised: At 2,300 rpm, the VEB+ alone decelerates with 380 kW of braking power, with the 200 kW of the exhaust cut-out brake coming on top. In other words, plenty of wearfree braking power, rendering a secondary retarder completely unnecessary. The trick is to transmit this braking power to the rear axle in a precisely controlled manner, which is anything but trivial when taken as a whole. In the past, the transmission would simply shift down two gears to end up at just under 2,000 rpm. The delay kicked in hurriedly and harshly, and the accompanying noise has jolted many a driver out of their midday daze. VEB+ engine brake with brake blending via foot brake 380 kW at 2,300/min (VEB+), EBS, front and rear discs, spring accumulator also on front axle, automatic parking brake, additional air tank 2x30 l, aluminium I-See, I-Roll, I-Save (turbo compound); Impulse stretch brake, Emergency Brake Assist with collision warning system; Attention Assistant (DAS); Turning Assistant (radar and camera-based), Lane Keeping Assist; ACC, ESP, hill holder Rigid axle on offset 1-leaf parabolic spring, stabiliser Rigid axle on 4-bellow air suspension, differential lock, weight-optimised aluminium control arms Volvo Dynamic Steering Evo: multi-adjustable steering feel, 4.5 turns from left to right, leather steering wheel 45 cm Conti Efficient Pro, front 385/55 R 22.5, rear 315/70 R 22.5, Alco Durabright aluminium wheels XL Globetrotter cab with low engine tunnel (9cm), 4-point air suspension, 1-bed equipment with high shutter lockers at rear above, comfortable bed below, W x L 66-82 x 200 cm, blind spot camera on right, LED driving lights with adaptive high beam, static cornering lights. I-Cool stationary air conditioner, Alexa voice control Width x height of tractor unit incl. roof spoiler Height of 1st step/driver’s cab floor W x H x D of large outer storage box, Height of storage box loading edge above ground Tank volume for diesel/AdBlue Weights Tare weight of tractor unit weighed Max. axle loads front/rear Test max. laden weight + Drivetrain - Front 3.700 mm 250 x 393 cm 39/155 cm 56 x 41 x 64 cm 152 cm 405/64 Liter 7,314 kg incl. 1 driver, right-hand tank full, no spare wheel 7,100/12,000 kg 38,414 kg AT A GLANCE with variable torque, long and economical transmission. Control quality GPS cruise control, low cabin noise, LED driving lights, aerodynamic fine tuning. axle with 385 tyres rolls somewhat clumsily. Today, the focus is on a finely controlled speed curve, as after all, the downhill stretches need to be used optimally, and the following climb tackled with as much reserve as possible. This is the game – driving at just under 80 over the crest, then gliding, before switching to the overrun phase, adaptive braking by downshifting, then staggered application of the engine brake. If it‘s not enough, shift another gear down.... stop! Just a minute, it can’t be as simple

The engine brake and windscreen wiper levers are far too close together and still take some getting used to. as all that: Shifting down on a downhill stretch? Wouldn‘t the whole vehicle immediately start getting out of control? Yep. In normal circumstances and if the gradient is steep enough. The antidote is “co-braking” with the foot brake, or “brake blending“, as they say in Sweden. In the past, we controlled it by sensitively applying the foot brake, but today the driving program does the job. And that is downright fascinating to experience. For example, on the Beilngrieser Berg, a twokilometre-long, very constant seven-per-cent downhill gradient stretch, here we do not want to exceed 68, which trucks with The FH’s coffee maker is located between the driver’s seat and the 33-litre cool box, but cool drinks are still within easy reach. The steering wheel buttons on the left control all the cruise control functions, including the new downhill cruise control. retarders manage almost effortlessly in top gear – not an issue. However, the situation changes when the engine brake is used. Of course, the FH sees what‘s coming and shifts into tenth at the top to slowly increase impetus towards 68 km/h, then the shift into ninth – and you can feel it – with a very slight application of the foot brake. And then finally down into eighth. Now the FH whizzes down the slope at up to 2,250 rpm, safely braked without further co-braking and without losing control. “It would‘ve managed it in ninth, too,” says Volvo Truck test expert Thomas Tschakert. Retarder not required A quick calculation tells me only 1,700 rpm would have been required instead of 2,200, combined with significantly less noise and perhaps one or two light co-braking phases. So of course I look up the test report of the predecessor