Ever since the new EU length regulations allowing longer truck cabs came into force in 2020, speculation has been rife about which manufacturers would take advantage of them – and how? DAF crossed the line first with the XG+ in 2021, followed by Mercedes, which unveiled its ProCabin when it launched the eActros 600 in October 2023 – now standard on its latest iteration of the flagship Actros L, though it offers no extra living space.
Volvo Aero does offer a wider bunk with its XXL cab, launched in 2019 for both the European and Australian markets, but only legal at standard maximum lengths in the latter until now. But that really isn’t the main story here at all. Making aerodynamic improvements is something Volvo sees as being particularly worthwhile for a future where it plans to offer battery-electric, fuel cell electric and internal combustion power.
While particularly vital to increase range in BEVs, reducing air resistance has benefits for all three, as well as allowing Volvo to finally release its mirror replacement, probably the lowest hanging fruit in this area. But the Camera Monitoring System (CMS) is somewhat overshadowed by what Volvo freely admits is the slightly incongruous launch of “the biggest diesel combustion engine in history”, a 17-litre upgrade for the FH16. The message is that, for some applications, electrification is a long way off, so it’s important we don’t forget to keep moving forward with ICEs in the meantime.
A BIG FRONT
Reminding us that up to a third of total fuel consumption for ICE vehicles – and up to 50% for electric – is related to air resistance, Volvo claims the FH Aero achieves a total reduction in fuel usage of up to 5% on aerodynamics alone. Although this figure is dependent on the adoption of CMS, the rest of the cab has been radically overhauled as well in this regard.
The front extension, mandated by the EU for those wishing to take advantage of the 2020 length increase, reaches forward 240mm compared to standard FH, which will, incidentally, continue to be available. The entire top two panels of the cab have been given a smoother profile, including the Globetrotter sign which gains extra outline marker lights. The grille has been dropped down into the extended front, where there’s an updated ‘iron mark’ and badge, along with a single, wide front step. As well as being more sculpted, the new panel above that also allows for more prominent customer branding.
The standard FH, FM and FMX will also benefit from some of the panel changes, mainly those above the windscreen, as well as gaining the option of CMS. They retain the more traditional grille and Volvo branding, but the FH will also come with extra sealing around that area to reduce gaps and redirect airflow.
There are interior updates as well, including the option of a black colour scheme for all panels below the level of the top of the windscreen, which should hide wear and tear more effectively. There is a new side display next to the dashboard, digitising some of the controls and switches – and that screen doubles up to show the view from the passenger corner cameras when activated. We actually found that a bit distracting on the road, but we suspect it’s something drivers will soon become used to.
The most obvious change, however, and one we definitely didn’t find distracting, is the two screens for the CMS system mounted on the A-pillars: either 12 inches on the drivers’ side or 15 inches on the other. Needless to say, this change also massively improves the direct view from the side windows.
The advantages of not having mirrors are fairly well known now – and include a reduction in glare from low sun behind the vehicle, as well as fewer issues caused by spray and road dirt finding their way onto the side windows themselves. Like others, Volvo’s CMS offers the choice of reference lines indicating the rear of the vehicle, although these need to be set up by the driver and manually changed when necessary, eg after a trailer swap. Controls are either at the bottom of the offside screen, or on the top of the door panel next to the driver.
Picking out what’s unique to this Volvo system, alongside automatic panning as seen elsewhere, there are two features. The first allows the driver to zoom out using a button on the door panel, effectively changing the image to that seen by a bigger mirror. The other, perhaps more obviously useful, innovation is Volvo’s Night Mode, which activates an infrared camera when switched on. This really does make a huge difference to the picture shown in the dark.
From behind the wheel, CMS is definitely one of the better camera systems we’ve tried, based entirely on the fact we didn’t really notice we were using it. Particularly important, we feel, is the angle at which the cameras look down the sides of the vehicle. Most drivers will tell you that reversing on cameras takes a little getting used to, simply because the view is different to that in a mirror. In this case, however, we had no problem at all going backwards for the first time, despite being in a left-hand drive vehicle.
TOP OF THE RANGE
Moving on, let’s talk about the upgrade to the truck that will still be called FH16, according to Volvo. As mentioned above, this is aimed at those parts of the industry that will continue to need big diesel engines for the foreseeable future – those running 24m Nordic combinations and longer, for example, as well as heavy haulage.
The new D17 is, we’re told, a completely revised engine. Internally speaking, it boasts Volvo’s patented ‘wave’ piston design, as first seen with the release of the D13TC turbocompounding engine in 2019. This gives it improved combustion, making for lower emissions, greater fuel efficiency and more power. Although Volvo isn’t releasing any actual figures on fuel just yet, it talks about an improvement on the D16 750 – as much as a couple of percentage points, even – so we await that detail with interest. D17 also has a new single turbo for improved response, and the overall package is 70kg lighter.
As well as the headline 780hp version, the new FH16 is available as a 700 or 600 as well, with even the lower power rating generating 3,000Nm of torque. The 780 kicks out 3,800Nm, which has necessitated a major update for I-Shift. As a point of interest, this is apparently why Volvo stopped at 780hp – any higher and they would need a new gearbox completely.
Continuing on the theme of torque, the range is, as we would expect these days, good and wide, starting at 950rpm. The top level engine peaks between 1,000 and 1,200rpm, while the lower ratings have a flatter, longer peak going right through to 1,400rpm. Volvo’s VEB+ engine brake is upgraded by virtue of being fitted to the bigger engine, too, now offering 525kW of antidote to its own power.
On the road, the combination of the two makes for a very easily controlled drive, especially combined with the new ADAS Volvo has brought to market with the Aero range. ‘Effortless’ is the best description, which means we also have enough brain power left to wonder whether it isn’t a bit too effortless, but that’s probably a subject for a less purely objective magazine than Transport Engineer.
IN PLAIN SIGHT
Swiftly returning to the tech, Volvo’s I-See GPS-based cruise control isn’t new at all – it was first to market, in fact, way back in 2012. In those days it was ‘self-learning’, in that it memorised the topography as it travelled, but massively improved mapping put paid to that some time ago.
This is where the water becomes a little muddy. To give you some background, in September 2018 Mercedes launched Actros 5 and, with it, Active Drive Assist. Although much was made of the importance of the driver remaining in control with their hands on the wheel at all times – and there were sensors in place and protocols which executed to stop the vehicle if that wasn’t the case – Active Drive Assist was most definitely marketed as being Level 2 Automation on SAE’s industry-approved scale.
For anyone unfamiliar with the SAE’s levels of driving automation, they range from zero to five, Level zero being completely manual and Level 5 full automation under all conditions. The first three levels are classed as driver support, while the second three are automated driving. Level 2 includes features that support the driver both latitudinally and longitudinally – the example SAE gives is lane centring and adaptive cruise control at the same time. By definition, at Level 2, the driver must constantly supervise these features, even if you are not controlling the pedals or physically turning the wheel.
The latest iteration of Volvo’s I-See is intended to increase the amount of time cruise control can be used beyond that which is spent on open highways. As well as updated mapping, the vehicle’s camera can now register and ‘read’ speed signage next to the road, recognising temporary limits as well as permanent ones and alerting the drier accordingly. In adaptive cruise, the vehicle’s speed will also be altered according to the limit.
On top of that, I-See can also now adjust speed for curves in the road, and even roundabouts. This means that adaptive cruise can now be far more widely deployed, including on unfamiliar roads where a driver may previously have been happier driving on the pedals to ensure safe handling. And, as we all know, more cruise means greater fuel efficiency.
DRIVER ASSISTANCE DEVELOPMENTS
The other big ADAS addition is Pilot Assist, which Volvo tells us is an “evolution of lane-keeping assist”. It works by keeping the vehicle central in the lane, and is actually a huge improvement on simple lane-keeping, as it completely eliminates the ’ping pong’ effect the latter can have as it pushes the driver to steer from side to side. Pilot Assist works by steering the truck using the hydraulics and electric motors already present in the vehicle for Volvo’s tried, tested and generally very well-received Dynamic Steering.
Like the German system, Pilot Assist warns and instructs the driver to steer the vehicle if they let go of the wheel, first after 15 seconds, then again more strongly after a further 15 seconds. If neither of these warnings are heeded, after a total of 45 seconds the hazard lights will turn on and the vehicle will come to a controlled halt. The Volvo version then unlocks the cab doors and turns on the interior lights, so a driver can easily be assisted in the event of a medical emergency.
Volvo is absolutely emphatic that this is not Level 2 automation, telling us its aim is “to make all our good drivers even better”. We must be honest here, we can see little difference between updated I-See and Pilot Assist combined and Mercedes’ Active Drive Assist, which is marketed as Level 2. Rereading the SAE definitions, we can see how both systems could be interpreted in either way, so suspect this is simply a case of different philosophies. Safety has been a huge selling point for Volvo across both truck and car ranges for many decades, so it makes sense that it would approach the possibilities new technology opens to it in a more cautious manner, emphasising the element of control still required, rather than that which is no longer needed.
The remaining new ADAS available with Aero includes: Collision Avoidance Support on both sides of the vehicle, which goes above and beyond the EU’s latest General Safety Regulations (GSR); Front Short Range Assist to detect pedestrians and bikes directly beneath the windscreen up to 10kph and, once again unique to Volvo, Door Opening Warning keeping the sensors live for two minutes after engine off, again to avoid causing injury to people and bikes. Given these choices, opting for the more restrained view would certainly be more in keeping with the Volvo brand.
