LAUnCh PADS

With calls for urgent changes to the way we live, pressure is being felt by all businesses to adopt more sustainable modes of delivering the products and services needed. While this may be easier for providers of urban services such as local authorities, how viable is it for the commercial transport operator? Fleet transport took to the road with Volvo Trucks and the newly developed, fully electric battery powered FL model to see what is possible, and how practical the truck would be to Irish operators.

On board Volvo Trucks’ Electric & Silent FL BEV

It would appear that overnight manufacturers have created battery versions of their trucks for operators to invest in. However, this is far from the case, and in truth manufacturers like Volvo Trucks have been investing in alternative powertrains for decades. What we are seeing now is the result of that investment, in Volvo’s case, the FM, FE and FL Battery Electric Vehicles (BEV).

The FL BEV is obviously based on the standard Volvo Trucks FL model, which is not a bad place to start. Those familiar with FL will be aware that the model is designed to deliver to the city and urban environment. The unit comes with the ease of egress and access necessary for the driver who may have to alight from the truck numerous times a day. Once inside it’s clear the cab is designed to ensure the truck is simple to operate, thereby easing the driver’s job when working in what can be a high risk environment. To this end visibility is excellent with a dropped window line all

round and well placed mirrors. Visibility is further enhanced by the vision panel in the nearside door.

With drive mode engaged and the parking brake released the 16-tonne GVW truck, with its 200kW electric motor and up to 300kWh battery pack, moves off smoothly and with impressive acceleration. On gathering speed there is a positive feel from the FL’s low slung stance which helps to integrate the truck into its operational streetscape as opposed to a higher mounted truck that can feel somewhat detached from the potential hazards, therefore

increasing the risk with pedestrians and vulnerable road users. A point also worthy of consideration is that the FL BEV is, as with all electric vehicles, almost silent which can itself pose additional areas of concern in city streets.

However, the quiet and smooth operation does make driving the FL more agreeable and allows the driver to concentrate on the delivery and collection work. This quiet operation will become increasingly important as regulatory authorities and environmental agencies further move to reduce noise pollution as well as vehicle emissions. Volvo’s FL Electric has a solid feel on the road and the 4x2’s chassis with a wheelbase of 4,400 mm makes the truck highly manoeuvrable. In addition, ride comfort, suspension and braking is as one would expect from an OEM like Volvo. However, using the powerful retarder is where most of the slowing and stopping will be done. On the FL, when the retarder is activated the slowing is dramatic and highly effective as it increases the recuperation of energy to charge the battery. Indeed such is its powerful effect, there is an argument for drivers unfamiliar with driving EVs to be given some instruction to get the best out of the FL’s systems.

For heavier work there is the larger Volvo FE model which, on a 6x2 configuration, should have wider appeal to refuse collectors and the construction sector in addition to many other utility and service providers.

Of course, the big question is does it work? It is true that the technology in goods vehicle applications is relatively new, and is another step on the move to full electric transport. That said, the Volvo Group has been manufacturing hybrid and full electric buses for quite some time now, albeit with passenger transport establishing a charging infrastructure for buses is easier and the driven routes can be tailored to suit.

Of course, the even bigger question is ‘how much does it cost?’ Depending on the point of view this could be a major hurdle for many operators, although others view this as an opportunity not to be missed. Nevertheless, on asking Volvo if it agrees with the premise that cost of ownership parity could be reached

between a BEV and an equivalent diesel by 2025, the reply was that this is highly probable. This means that depending on the price of fuel and Government subventions, the cost of operating a fully electric FL over its lifetime is equal to a same diesel powered truck. There may also be openings for companies to promote their environmentally friendly service with customers for whom this could be a highly important consideration, either for them, or for their customers.

Text: Paul White - paul@fleet.ie

SPEC CHECK

MAKE / MODEL

Chassis / Cab / GVW / WB

E. Motor Power - Torque (Peak/Contin’s) Battery Options / Operating Range Charging Time - Fast / Standard Transmission

Braking & Retardation Suspension / Rear Axle / Ratio Wheels / Tyres - Alcoa Durabrite VOLVO TRUCKS FL ELECTRIC

4x2 Rigid/Day-Cab/16-tonnes/4,400 mm 200 kW/165 kW - 530 Nm / 270 Nm

2 to 6 Li-ion Batteries (100 to 300 kWh) / 300 Kms

2 Hours /11 Hours (Average 4 Batteries) EPT402 2 – Speed (I-Shift) Discs All-Round / MBR-REG Regenerative Braking Front Rear - Air / RSS1132A / 4.50:1

Steer - Michelin X Multi Z - 285/70 R19.5 Drive - Michelin X Multi D - 285/70 R19.5

MAN Trucks Construction & Waste Roadshow Walking with the Lion - First Impressions Last

Rounding the corner on 126 Tamnamore Road at R K Trucks Centre Ltd, in Dungannon, a sparkling line-up of shiny metal was bright enough to require sunglasses. Through squinting eyes I walked into the company of the latest range of construction and waste disposal trucks from MAN. Even without looking at their badges, these are, without question the finest examples from the Lion brand made in Munich. These 2022 models, with their outer cab profile, the curved windscreen, black grille, headlight clusters and bumper layout are all new and carry the lineage of their forefathers into the new generation.

I have always liked the sturdy muscular appearance of MAN trucks and these new models showed promise on first impressions.

LAP OF HONOUR

My ‘Truck of the Day’ was the MAN TGS 35.510 8x4 rigid-tipper, powered by a D26, 12.4 litre, straight six, with 510hp and 2,600 Nm of torque. On walking around this construction work-horse, it was good to see the fitment of light protectors and tow eyes on the steel front bumper. I also liked a feature of the lowest step, which is prone to damage when off-road driving, which is now movable and made from flexible plastic.

The well positioned work lamps fitted at the rear roof line of the cab are a must. Another nice feature was the off-set step to the rear of the cab and the grab rail on the roof allowing the driver to inspect the load in safety. Build quality, fit and finish, are up to the standard expected from MAN.

INSIDE STORY

When opening the door the steps are located in the middle of the door area, allowing the driver to access the cab in an upright position. Another nice touch is the entry illumination, which importantly lights up the ground and steps. For those times when remote access is required, MAN’s EasyControl on the door panel allows the driver, while standing by the cab, to operate the hazard warning light, the work lights, the engine on/off, the

sunroof and the PTO.

Sitting into the cab, adjusting the seat and steering is a doddle - some manufacturers could take note of this simplicity. The easily adjustable and redesigned mirrors are slanted and brought forward, assisting in eliminating blind spots and together with the door handles, are kept clean by clever, aerodynamic door and side panel design.

Switches, dials and controls fall easily to eye, hand and foot, while the multi-functional steering wheel provides easy access to communication and entertainment as required. The NN (short/medium distance) cab on this test vehicle came with space behind the seats for work clothes and a neat fridge unit. Materials used inside the cab were well matched, of good quality, with fit and finish difficult to fault. Footwell space was excellent, providing access to the pedals without fouling. A non-slip mat on the dash is again another nice touch, showing that someone in MAN’s design studio understands a driver’s needs.

ON THE ROAD

Upon gripping the suitably-size steering, a good view of the console is immediate and courtesy of the deep windshield, (taken from the tractor-unit), a really great view of the terrain ahead is assured.

Driven through the ZF TipTronic 12-speed automated transmission, with single plate clutch, the drive was smooth and well-matched. Convenience features like hill hold work well, and for anyone working in construction or off-road environs, the Rock-Free mode is excellent. Via the press of a button on the dash it automatically puts the truck into forward and reverse, enabling the truck’s escape from soft ground. Another good feature is the diff-lock and inter-axle-lock, which is a must for anyone operating on soft terrain.

There is also the standard feature of a steering brake that acts like a tractor brake. When used under 30km/h, it allows for a tighter turning circle, with no tyre scrub on loose ground.

HOMEWARD BOUND

Walking away from this truck, it is hard not to be impressed with the advances in safety, convenience, chassis and engine technologies. The driveline quality of this new MAN against those of old has to be experienced to be believed. Working in the muck has never been so posh! *For those with a need to know - the lion which forms part of the logo on MAN Trucks is there as acknowledgement to German industrialist Heinrich Büssing, (1843–1929), whose lifetime achievements played a huge role in the development of the commercial vehicle industry.

With thanks to Donal Rice at RK Truck Centre for accommodating the visit of Fleet Transport.

Other vehicles available to drive on the MAN Trucks Roadshow included:

n TGS 32.430 8x4 - Tipper Grab n TGS D15 32.400 - 8x4 Tipper n TGM 18.250 - Skip Loader n TGE 3.180 4x4 - Dropside n TGS 35.510 8x4 Tipper

SPEC CHECK

Make/Model: MAN TGS 35.510 8x4 BB CH Engine: D26 12.4-litre Power: 510 PS Torque: 2,600 Nm Transmission: 12-speed TipMatic Tyres: 385/65 & 295/80 Tanks: Diesel 300-litre, AdBlue 35-litre Body: Thompson Loadmaster with Edbro CX15 tipping gear

T-WAY

T-WAY spells Tough for IVECO’s new Construction trucks

It’s no wonder that IVECO excels in cross-country off-road events. Success at the Dakar and Moroccan Rallies was created behind the scenes at its design, development and engineering departments based on the Italian brand’s heritage in heavy duty construction vehicles. Competing on these marathon events has enabled IVECO to gain significant knowledge to further evolve and develop new models.

IVECO’s offering for off-road construction applications has been upgraded further with the introduction of the new T-WAY, pitted above the second generation X-WAY and sitting alongside the current Eurocargo and Daily 4x4 ranges.

At the vast Varano de’ Melegari Off-Road Park, an impressive line-up of these models were made available to drive to extreme levels under the ‘Treat it Bad’ theme. In fact, facility owner Andrea De Adamich, the famous Italian Formula 1 driver from the 60s and 70s, was so taken by the performance of the new T-WAY & X-WAY that he said he wishes to add an IVECO off-road truck to his large car collection!

Affectively both the new T-WAY and X-WAY replace the Trakker at the two main ends of the multi-axle segment. X-WAY is more unladen weight and payload conscious, while the T-WAY looks after the heavier, off-road aspects, catering particularly for the construction industry.

Available to order in righthand-drive form, the T-WAY boasts plenty of pedigree dating back to Magirus Deutz models and the Eurotrakker that followed. What T-WAY exhudes is extreme versatility and robustness. It has all the power and the traction needed through Iveco’s FPT Cursor 13 Euro 6D diesel engines. These diesels are mated to 16-speed Hi-Tronic (ZF) automated gearboxes, which feature a rocking mode to help recover traction and have a Hill-holder function. Torsion rigidity is guaranteed through its 10mm thick chassis frame. There is also a creep mode for extra-low idling speed. Predictive Cruise Control through its Hi-Cruise system for on-road

operations can be specified. Rigid and tractor-units can be configured in 2,3 and 4-axle variants. 5-axle is optional as are single and hub reduction rear axle.

“IVECO is the main commercial vehicle player with the widest off-road product portfolio from light to extra heavy duty”

The X-WAY, now in its second generation, is in essence a crossover truck, operating primarily on the road with some on-site work. A selection of Cursor 9 and Cursor 11 engines are available. High payload is its key element as is low total cost of ownership. For example, the X-WAY SuperLoader 8x4 Mixer chassis with its 9-litre 400hp diesel, weighs less than 9-tonnes unladen. Both units driven in Italy proved powerful,

X-WAY Daily 4x4

sturdy and sure-footed when put to the test under extremely challenging conditions off-road. The T-WAY and X-WAY will be manufactured in Madrid, alongside the S-WAY at the former Pegaso factory.

At the lighter end - or entry level - of IVECO’s Off-Road family is the Daily 4x4, now with 7.0 tonnes GVW and having 180hp and 430Nm from the 3.0-litre diesel. Thanks to its all-wheel-drive technology, approach and departure angles of up to 380 can be conquered. Daily 4x4 is available in panel van and chassis cab form and the transmission can be ordered with 6-speed manual or 8-speed Hi-Matic automatic. With body lengths up to 5.0m on its ladder-frame chassis and a payload of up to 4.3 tonnes, Daily 4x4 has a lot to offer. Not least that it drives extremely well, both on road and off.

Eurocargo 4x4 is the ultimate mid-weight all-wheel drive rigid 2-axle truck. It comes as a day or sleeper cab and covers the 11, 12 and 15 tonnes GVW weight categories. Horsepower from 350 to 280hp is derived from the Tector 7 Euro6D with three transmission choices. Wheelbase options are from 3.2404.150mm. Eurocargo 4x4 is made for tipper, municipal and fire-fighting duties.

Eurocargo 4x4

Text: Jarlath Sweeney – editor@fleet.ie

spEC CHECk I

Make/Model: IVECo t-waY aD410t51

Configuration/GVW: Day cab/60 tonnes Wheelbase: 4,250mm Engine: 12.9-litre Cursor 13 Euro6D 6-cylinder Max Power: 510hp @1,525-1,900rpm Max Torque: 2,300Nm @1,000-1,525rpm Transmission: 16-speed Hi-Tronic (ZF) Suspension: Rear mechanical Rear Axle: Hub reduction Brakes: Discs/Hydraulic retarder

spEC CHECk II

Make/Model: IVECo X-waY aD360x48Z Hr off

Configuration/GVW: Day cab/60 tonnes Wheelbase: 4,250mm Engine: 11.1-litre Cursor 11 Euro6D 6-cylinder Max Power: 480hp @1,425-1,900rpm Max Torque: 2,300Nm @920-1,465rpm Transmission: 12-speed Hi-Tronic (ZF) Suspension: Rear mechanical Rear Axle: Hub reduction Brakes: Discs/Hydraulic retarder

spEC CHECk III

Make/Model: IVECo Eurocargo Ml 150E28w 4x4

Configuration/GVW: Day Cab 4x2/15 tonnes Wheelbase: 3,690mm Engine: 6.7-litre FPT Tector 7 Euro6D Max Power: 280hp@2,500rpm Max Torque: 1,000Nm@1,250-2,000rpm Transmission: ZF 6-speed automated with PTO Suspension: Multi-leaf front and rear

spEC CHECk IV

Make/Model: IVECo Daily 70s18Ha8 wX 4x4

Configuration/GVW: Single Cab 4x2/7.0 tonnes Wheelbase: 3,780mm Engine: FPT 3.0-litre Euro6D HD 4-cylinder Max Power: 180hp@3,500rpm Max Torque: 430Nm@1,500rpm Transmission: ZF 8-speed Hi-Matic auto Suspension: Front; independent. Rear; 3 leaf parabolic