Volvo FH16 Aero 780 review

Two male Swedish truck executives are urinating off the top of the Öresund Bridge. “I can’t believe how cold the water is,” brags the man from Scania, a 770 S baseball cap perched on his head. “And I can’t believe how shallow the water is,” responds the man from Volvo, wearing an FH16 780 T-shirt! (Ed – I’ll get my coat).

Apologies for regurgitating an old joke, but we reckon it’s rather apt. Scania and Volvo have long since jostled for the top horsepower spot. For the past few years, the 770hp V8 has been the one to beat, but that changed in January when Volvo took the bragging rights from its rival with its new 780hp FH16. The move came as a surprise to many, who had assumed the competition had been killed off by the ‘sustainability’ buzzword. Perhaps more of a shock was the realisation that Volvo had been able to channel enough money away from its zero-tailpipe-emission budget to invest in a new 17-litre diesel engine platform. But then, as Tobias Bergman, director of press tests, explains, combustion engines form one-third of Volvo Truck’s three-path strategy.

“We are deep into electrification and the transition over to green energy. We will need battery electric trucks, and likely fuel cell electric too. But it’s very important that we must not forget the combustion engine. Not all transport assignments can move to electric tomorrow, and for these unique situations we will still need a combustion engine.”

In a refreshing change to recent zero-tailpipeemission press trips, last month Volvo invited us to Thessaloniki, Greece for a first drive in an FH16 Aero 780. 

Volvo is the latest truck manufacturer to take advantage of the 2020 changes to European regulations on masses and dimensions, which permit longer cabs. The clear aim here is to allow truck makers to reduce CO2 consumption by improving aerodynamics, which is exactly what the Volvo FH Aero cab does.

Available on all models of FH and FH16, it features a 240mm protrusion at the front. This extension has allowed the designers to round-off the cab’s corners, which are areas prone to airflow separation. Surfaces have been cleaned, and gaps have been closed, all resulting in a far more slippery shape.

Adding to the enhanced aerodynamics is Volvo’s Camera Monitoring System (CMS) mirror replacement system. The cameras are mounted on 375mm arms, which are less obstructive to airflow than mirrors.

Overall, the Aero cab produces 11% less drag than the current FH (which remains in production), equating to an improvement in fuel economy of up to 5%.

In addition to the aerodynamic enhancements, Volvo has also taken the opportunity to restyle the front end, lowering the grille. Moving the Volvo iron mark down the cab has freed up a panel beneath the windscreen, which is ideal for displaying an operator’s livery.

Like many things in today’s world, the price has increased, but perhaps not by as much as you might expect. The Aero cab adds between £4,000 and £5,000 to the price of an FH/FH16, but Volvo claims operators will soon recoup this investment with fuel economy improvements.

The FH16 Aero might look very different from the outside, but it’s all rather familiar inside the cab, which is no bad thing. It’s a clean layout, featuring thoughtful ergonomic touches, like the driver-centric controls on the steering wheel. Sitting in the cab trying to work out what’s new is a bit like one of those ‘spot the difference’ competitions. If you look hard enough, you’ll discover a couple of additional audio buttons on the steering wheel, and there are now six USB ports instead of four. The audio system has been enhanced (although still doesn’t include Apple CarPlay) and while the central 9in information screen remains the same, it features an improved user interface. Of course, the most obvious difference is the addition of the CMS screens, which are attached to the two A-pillars, but more about those later.

Our test truck has been finished with the new optional black interior, which does away with the familiar splash of coral (orange). It gives the truck a sophisticated, grown-up feel, and works well in our opinion. Whereas the usual FH16 interior screams “look at me”, the black edition quietly whispers in your ear. The leather and soft-touch plastics feel upmarket, and certainly live up to the FH16’s flagship status. While our truck had the Globetrotter XL cab, Volvo will also be offering an XXL version. This boasts a 250mm extension at the rear of the cab, providing more living space, and accommodating a longer and wider lower bunk.

The new 6-cylinder D17 engine is offered in three horsepower ratings: 600hp, 700hp and 780hp. Rumour has it that the top rating was supposed to be 800hp, but for whatever reason Volvo’s engineers didn’t squeeze those additional 20 horses out of it. If the previous generation is anything to go by, the top power trucks will considerably outsell the lower rated ones.

Turn the new key fob and 17 litres spring into life. It’s actually a refreshing change for us to hear a combustion engine these days. As we leave the local Volvo dealership and inch out into Thessaloniki’s rush-hour traffic, we are immediately reminded of how good the FH’s visibility is. Those downward sloping side windows give us a great view of the kamikaze mopeds that surround the cab at every set of traffic lights.

We have long since admired the FH’s mirrors, which are slim, resulting in a minimal blind spot on the approach to roundabouts and junctions. Thanks to CMS, things have improved yet further. The one attached to the driver’s A-pillar is 12in tall, enhancing visibility further still. There’s a 15in screen on the passenger’s side. We are well aware that mirror replacement systems are controversial, but can honestly say that CMS feels perfectly natural to use. In fact, we barely give the system a second thought on our drive. 

As we leave the city and head down the coast, so the traffic thins out. We’ve been told that there are a few decent hills on the route, and we’re running at just 36 tonnes, so intend to enjoy ourselves. We plant our right foot to the floor and start grinning ear-to-ear! As you’d expect with 22hp per tonne, progress is rapid, and we’re soon on the limiter.

Now the sensible thing to do would be to spend the next few hours using the new and improved I-See function, which takes full lateral control of the vehicle. It uses map data to read the road ahead, determining the truck’s perfect speed. It even recognises and reacts to temporary speed limit signs. According to Volvo, this should drastically increase the use of cruise control, coming into its own on unfamiliar roads, and effectively making good drivers better. However, not today thanks. It’s not often that we have this many horses at our disposal, and we intend to enjoy them. Ignoring everything we’ve been told on various fuel-efficient driving courses we’ve attended, we find ourselves slowing down on the approach to inclines, purely so we can accelerate hard on the way up. We discover road tolls to be fun too, bringing out the boy racer in us. On one occasion we even hold back to allow an elderly Scania 143 bulk tipper to exit at the same time as us. It doesn’t take long until he’s a distant speck in the CMS screens. 

The whole driving experience is hugely enjoyable, although our fun is ruined slightly when we notice the driver monitoring display, which clearly doesn’t appreciate our reckless driving style. Watching our personal driving score dropping before our very eyes reminds us of the look of disappointment that the wife gives us when she sees the evening’s fourth can of beer being opened! But with that turned off, fun resumes once more. 

While the new FH16’s feisty performance and hill-flattening ability don’t come as a surprise to us, what we’re not expecting is an improvement in I-Shift. Arguably already a market leader, Volvo has clearly tweaked the software to cope with 3,800Nm of torque, and in this application it’s even more refined than usual.

Despite our newly adopted and arguably irresponsible driving style, it has to be said that the FH16 takes everything in its stride. The Volvo Dynamic Steering is unrivalled, resulting in reassuringly unflustered road-holding. Although Greek road surfaces are undoubtedly better than our own, when we do encounter some potholes it tackles them with unerring grace.

Towards the end of the journey, we decide it’s time to act our age, so engage I-See and let the truck do the work for us. We also have a play with Pilot Assist, which helps to steer the vehicle. It has been developed from Lane Keeping Assist, which used to alert you if the truck strayed out of its lane. Only now it has been adapted to automatically keep you within the white lines. Volvo stresses that it’s a driver support system, and is in no way designed to take control away from the driver, who needs to remain in the seat with hands on the steering wheel at all times. For this reason, sensors in the steering wheel continually monitor for human interaction, and the system reacts accordingly if it detects a lack of input.

Armed with this information, obviously we are curious to find out what will happen if we do exactly what we’ve been told not to! So, on an empty stretch of road, with I-See and Pilot Assist both engaged, we allow our hands to hover a few centimetres above the wheel. After 15 seconds, the truck gives a visual and audible alert, reminding us to take back control. After a further 15 seconds of ignoring its instruction, the warnings get more frantic. And then, after a full 45 seconds have ticked by, fearing the worst, the truck takes matters into its own hands and comes to a fairly rapid, but fully controlled stop. Anticipating that the driver has undergone a medical emergency, the interior lights are illuminated, and the cab doors unlocked, in the hope that a fellow motorist will realise the situation and assist. 

As you’d expect from a safety-orientated brand like Volvo, the FH16 is packed full of potential lifesaving aids. One that impresses us is Side Collision Avoidance, which uses radar sensors at the side of the truck to detect pedestrians, cyclists and other vehicles. Legislation dictates that trucks must have this on at least one side, and Volvo has opted for both sides. What we particularly like is the fact that it remains active for a couple of minutes after the ignition has been turned off, so if you open the door without checking your mirror/screen, it alerts you if a vehicle is coming up the side of the truck.

When Volvo launched its Camera Monitoring System (CMS), it acknowledged that it wasn’t the first to market, but stressed that this was because it wanted to ensure that the system was right. And having spent a day using it, we reckon it succeeded. The only thing that would enhance it further would be a version of DAF’s Corner View system, which replaces the Class V and VI mirrors. It has however modified its previous turn assist camera system, which is now incorporated into the CMS camera arm. It gives the driver a view of the side of the cab when indicating. Like rival mirror replacement systems, CMS is not ADR-compliant, as it can’t be isolated. It is a delete option on Aero cabs, and can be specified on non-Aero cabs for around £2,000.

LET’S TAKE A LOOK AT THE CMS FUNCTIONS l

Reference lines – Volvo’s CMS has a series of reference lines to assist drivers in judging distances, seeing as depth perception isn’t as good as with a conventional mirror. The first marks the rear of the vehicle, which needs to be recalibrated whenever coupled to a different length semitrailer. Two further lines show distances of 25m and 50m away from the rear of the vehicle. The lines can be turned off if required.

Tracking – Like rival systems we have experienced, CMS tracks the rear of the trailer. This function can be turned on or off using a button on the door panel.

Wide angle – Controls on the driver’s door panel allow you to zoom in and out, so enhancing your view. During our drive we set it at its widest angle, which in our mind closely replicates the view of a conventional mirror.

Night mode – Although we didn’t get to use it ourselves, Volvo reckons its unique infrared Night Mode offers classleading vision in low-light conditions. It certainly looks impressive in the pictures it showed us at the launch event. We are told that CMS is also unlikely to flicker in response to car LED headlamps.

Surveillance – Drivers can subtly turn on CMS when parked up at night, by pressing the power button on either screen, or using a switch by the bunk. This allows them to covertly monitor the vehicle’s exterior when the cab curtains are drawn.

No soiling – Volvo says the cameras are located in such a way as to avoid soiling by poor weather conditions. The lenses are heated, and automatically turn on when the temperature drops below 6°C. However, they can be manually engaged, should the facility be needed in humid conditions

Just on the off-chance that some Just Stop Oil protesters spotted the “780hp” on our cover, have been seething while reading this story, and are about to glue themselves to a newsagent’s window in disgust, it’s time for some clarity. Yes, we’ve had some fun with Europe’s most powerful truck, but that clearly isn’t what the FH16 is designed for.

At the start of this story, Bergman said electric trucks aren’t suited to all applications, and that’s exactly where the FH16 comes into its own. A good example of one of those “unique situations” is heavy haulage, which is where the majority of the 100 FH16s sold in the UK every year end up. Meanwhile in Scandinavia, and some other sensible European countries, FH16s are used to pull 60-tonne 25.25m combinations. Sweden has recently pushed the sustainability barriers one step further, introducing a 34.5m 74-tonne combination too. It will be a long time until such vehicles will be powered by zero-tailpipe-emission drivelines. And until then, big combustion engines have a role to play. Your move Scania…