Volvo Fl10 Workshop Manual
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Taking care of the environment In the 1980s, trucks became even more sophisticated. Most cabs were modelled on the Volvo F10/F12/Globetrotter. Engines became better, stronger and, above all, more environmentally-friendly. And with increased use of air suspension systems, roads, goods and drivers enjoyed a much more comfortable life. Furthermore, with the introduction of new legislation and the continuing process of international harmonisation, not only were trucks able to provide optimal transport efficiency as a sole means of transport, but also in combination with other forms of transportation such as railways, shipping and air transport.
Now check out the Volvo trucks of the '80s in more sophisticated detail. CH230 Most trucks built by Volvo have been designed for a wide variety of different transport tasks and for global use. Sometimes national legislation has forced the introduction of very special trucks designed for one single country and built in fairly limited numbers. Swiss legislations Perhaps the most unique special legislation has traditionally been enforced by Switzerland, for a number of reasons. Switzerland's special landscape and road conditions (including severe winters) have necessitated restricting the width of the vehicles to 230 cm, while most European countries have always permitted a maximum width of 250 cm (today 260 cm for refrigerated transport). The hilly landscape and other factors (including the need to restrict the efficiency of trucks in favour of the railway) have also contributed to the fact that Switzerland has restricted the GVW and train weights to levels below those normally valid for other countries.
The special 'CH230' Volvo faced larger problems in this area than most other manufacturers in the late 1970s, since the designers in Gothenburg decided to make the F10/F12 truck with 'full width' (250 cm) for maximum space in the cab for the driver and his passenger, and also offer the longest possible bunk in the sleeper cab (which is of course dependent upon the width of the cab). For this reason, Volvo decided to make a special version 'CH230' for the Swiss market, combining the F89 truck (which was made two years longer than the F89 truck in itself) with the narrow F86 front axle and a narrow N10 rear axle, thus offering a very powerful truck for an intermediate period, until a new specially adapted truck was available. A compact powerful truck The second (and final) version of the CH230 truck was presented early in 1980 at the Geneva truck show. This was in fact a chassis derived from the F10/F12, but with narrower axles and an F7 cab. Thanks to its optimal adaptation to Switzerland (sometimes with a cab painted in the Swiss colours of red and white) the CH230 soon gained a fair market share of the fairly small but respected Swiss truck market. Due to the limited permitted total length and GTW figures, Swiss trucks often have had more than two, often three or even four, axles.
For this reason the CH230 was most often delivered as a four-axle 8x4 chassis for construction work, something which contributed to the elegant shape of these powerful narrow compact trucks The CH230 was a success. In 1986 it was superseded by the 'FS10' truck. F10 and F12 The F10 and F12 trucks introduced in 1977 soon became the biggest success that Volvo had ever experienced (up to the mid 1990s, more than 200,000 trucks of this range had been produced in total) so it was obvious that the lead which had been obtained with the F10/F12 had to be defended with continuous improvements and modernisation. An ultra-modern chassis concept When the F10/F12 had been introduced, a large part of the truck components including the chassis had been carried over from the N trucks of 1973. Now it was decided to complement the unique cab and novel philosophy of the F10/F12 with an ultra-modern chassis concept, which was to be introduced in 1983. It is seldom mentioned how great the differences were between the three generations (introduced 1977, 1983 and 1987, respectively) which formed three distinct models of the F10/F12 (including the F16 of 1987). The improvements and product features of 1983 were nearly as important in scope as the creation of the concept of the truck family as a whole in 1977.
Better transport economy The exterior of the new trucks was distinctively different due to the larger windscreen and the heightened roof which was present on both the day cab and the sleeper cab (the Globetrotter cab was of course offered also from 1983 on, with a bigger windscreen). With the new cab shape the truck got a more modern appearance compared with the first, slightly 'boxy', cab model with its flat roof. But the cab was, despite it being the most obvious change, not the major innovation in the F10/F12 of 1983. This lay instead in the decreased weight of the chassis components, which combined with new, more efficient fuel tanks contributed to better transport economy.
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Further improvements Particular development efforts had been directed towards the suspension, where the new 'parabolic' springs added to driver comfort and goods protection while decreasing the chassis weight. Other improvements were a new generation of both 10 and 12-litre engines, where improved design added to the expected service life and reliability of the engines. The performance of the engines, however, was more or less unchanged, like the gearbox options, while the hub-reduction axles (which had already been introduced the year before) were more efficient than the previous generation of hub-reduction rear axles. Electric temperature control When it came to the safety and the comfort of the driver, these features were more or less unchanged with one exception: the integrated air conditioning was now supplemented by automatic electronic temperature control, which meant that a driver in long-distance transport could drive from northern Sweden to southern Europe without ever changing his heater controls, he just adjusted the heater/air conditioning control knob to a certain number of degrees in the cab, and then he could drive in perfect climate, relaxed and happy. As added comfort while resting he had also, of course, the option of a fuel-driven heater which could be used while standing still so that he could sleep in a perfect climate, and be completely relaxed after a good nights sleep when another day was dawning, an important aspect of traffic safety! FS10 When the F7 was superseded by the FL7/FL10, it meant that the new truck series could not be used everywhere on the Swiss road network.
The truck cab of the new FL7/FL10 had a width of nearly 250 cm, while some Swiss roads, in those days, often only permitted trucks with a maximum width of 230 cm. Combining the major components Volvo is a global company so it was out of the question to leave the Swiss transport companies without the option of an ultra-modern Volvo truck, which was legal throughout the Swiss road network. This was solved in a typically flexible way by combining major components from several different Volvo 'global' truck models. The most obvious choice was the FL6 cab, as this was the only cab, which did fit into the limited-width Swiss regulations. It was modified slightly but in general it fitted even the unique Swiss truck quite well. Putting it all together as the FS10 The chassis, on the other hand, was based on the FL10 truck, but modified with narrow axles to comply with the special national legislation.
The engine was the 10-litre Volvo diesel truck engine so the designation of the new truck became 'FS10' (F truck for Switzerland with 10-litre engine). The choice of the FL10 chassis was of course very opportune, because this truck already offered, in its standard model, the option of two, three and four-axle chassis, alternatives that were necessary for Switzerland where all these axle configurations have natural areas of use. The specification was rounded off with special features for the very demanding Swiss landscape, e.g.
A 'Telma' retarder, a necessary safety precaution for trucks being used in the very hilly conditions in this mountainous country. White Volvo is today one of the leading manufacturers of trucks in North America. To achieve this position has been very tough, and Volvo's present position is the result of numerous measures taken over more than 40 years. The attempt to conquer the US The first attempt by Volvo to conquer the North American market was made in 1958 but after two to three years of technical development, limited sales and the creation of a service network, it was obvious that Volvo trucks were not sufficiently adapted to the local American transport requirements of the era. The second attempt at conquering America was made in the early 1970s. A large number of test trucks were tested in daily transport operations in eastern USA.
After having confirmed the superior economy of Volvo trucks over traditional American trucks, marketing of the F86 truck model started in 1974. In 1976, the F6 was added to the range, in 1978, the first N10 trucks were sold in USA, and, in 1979, the F7 was added to the north American Volvo product range. Strategic cooperations It proved very difficult to build a first-class service network based solely on Volvo products. For this reason, a deal was made between Volvo and Freightliner (who had incidentally had a marketing and sales agreement with White that had been terminated). The end of this cooperation came in 1981, when Volvo's main competitor Mercedes-Benz took over Freightliner. The whole Volvo truck presence in North America was threatened. Different ways of continuing the Volvo American activities were evaluated, and in the end it was decided to purchase the truck assets of White Motor Corporation, which had an ultra-modern product range and new, modern production facilities, but had been severely struck by the ongoing recession in America in the late 1970s.
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Marketing power The purchase of White turned out to be a very good step for Volvo. Suddenly the Volvo trucks could be marketed throughout the USA, in parallel with a tailor-made programme of modern American heavy-duty trucks. When Volvo took over the truck assets of White, the White/Autocar/Western Star product programme consisted of the Road Boss (conventional) truck, the Road Commander 2 (cab-over engine) truck, the low-built Road Xpeditor 2 (cab-over engine) truck, the Autocar DC (heavy duty construction) truck, the Road Constructor 2 (construction) truck and the Western Star (long-distance conventional and cab-over engine) trucks.
The White trucks During the 1980s, improved versions of these trucks were introduced, like the Integral Sleeper (1982) long-distance truck, the Conventional (1983) upgraded Conventional truck, the Autocar DS (1984) successor to the Road Constructor 2, the Integral Tall Sleeper (1985) truck which was the 'Globetrotter' of America, the aerodynamic 'Aero' (1987) truck, the Autocar (1987) construction truck with the option of using an integrated driveline (engine+gearbox+rear axle) designed and produced by Volvo and the short conventional WG (1988) truck. Thanks to the vast resources and respected trade name of Volvo, the White (from 1981) and the WHITEGMC (from 1988) trucks were sold to an increasing number of American customers. Today, of course, all trucks produced by Volvo are sold under the 'Volvo' name (since 1995). FL7 and FL10 When Volvo introduced both the FL6 and the FL7/FL10 family of heavy-duty trucks in the summer of 1985 it was a demonstration of strength.
Both families of trucks were completely new and had leading characteristics compared with other competitor-made trucks in the same segments. Light-weight and very powerful The FL7/FL10 trucks constituted a completely new class of truck, combining the efficiency and light weight of their predecessor, the F7, with the option of a very powerful 10-litre engine with engine output of up to 318 bhp. The driveline components were identical to the driveline components of the F10 truck, which meant that the FL10 trucks (the most powerful of the two new trucks) were very suitable not only for heavy-duty distribution but also for construction-site operation. They were also suitable for regional transport or long-distance transport where the low roof of the FL7/FL10 or a low maximum height for the complete truck was of importance. Steps towards increased driver care Traditionally, long-distance high-built heavy-duty trucks have been the subject of advanced design while distribution trucks and trucks with lower GVW have not been as good ergonomically when it comes to aspects such as driver comfort, sound insulation, cab suspension etc. In this respect the FL7/FL10 meant a radical step towards driver care for this class of vehicles as well.
Very sophisticated cab suspension, even more efficient than on the F10/F12, was the most important factor behind the exceptional comfort provided for the driver and his passenger. Another factor, which contributed in this respect, was the dashboard, which was designed to have all instruments and handles within sight and easy reach of the driver.
The art of multi-purpose The most obvious new feature of the new FL7/FL10 trucks was, of course, the completely new cab, which was extremely spacious for a low-built truck of this type, not least due to the fact that the new cab had a full-width of 250 cm (in contrast to the F7, which had a width of 230 cm). The new family of low-built trucks were true multi-purpose trucks like their predecessor F7 so it was natural for Volvo to offer a full range of cabs, including a short day cab for maximum payload and load area within a given overall length, a spacious sleeper cab with a full length single bunk, and also a crew cab for community service vehicles such as fire trucks. Advanced chassis specifications Efficiency (together with improved ergonomics) was the key word for the new range of vehicles. That was the reason for the very advanced chassis specification, which could be supplied in a large number of models, including two, three and four-axle vehicles.
These could be driven on one, two or three axles, with numerous suspension alternatives including full air suspension on all axles, which contributed not only to extremely good cushioning for the payload and comfort for the driver, but also to very fast exchanges of different load carriers. The FL7 and the FL10 became very popular in a large number of countries. In some countries, e.g. Great Britain, it became by far the most popular of all Volvo trucks. NL10 and NL12 Very few European manufacturers included Conventional/N trucks in their product range in the 1970s and the 1980s. Instead they devoted all of their design resources to the F truck type of vehicles. Swedish manufacturers were unique in offering N trucks for a wide variety of tasks.
Extreme toughness The N trucks were continuously updated with modern features such as roomier cabs (of all types, including day cabs, sleeper cabs and crew cabs), cleaner and even more economical engines, more efficient, easy-handling gearboxes, both manual and automatic, as well as continuously updated and more versatile chassis components. The basic characteristics of the N truck type of vehicle have always been extreme toughness. For this reason the chassis models of the N7, N10 and N12 trucks (introduced in 1973) had always been able to stand up to even the toughest of transport tasks. For extreme cross-country mobility, options such as, all-wheel-drive were available, intended for both civilian and military service. Down in Brazil The N truck has always been a popular choice in 'overseas' Volvo markets, e.g. In areas such as Africa, South America and Australia.
Brazil has become one of the major markets for Volvo trucks, with N trucks playing a major role. For this reason a new Volvo N truck, the 'NL' was introduced in Brazil in 1989.
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This was in fact an improved version of the N10/N12, incorporating features of major interest in countries with characteristics similar to those in Brazil. Streamlined design The NL10 and NL12 (only 10- and 12-litre engine options were available, no longer a 7-litre model) were far more aerodynamic than their predecessors. The overall design of the front of the truck had been influenced by the design of the streamlined 'Aero' truck made by Volvo in North America since 1987. The longer bonnet allowed an even larger interior area for the driver together with good access to the other side of the cab without leaving the truck interior. Better insulation of the cab interior from the engine compartment also contributed to the improved driver environment. A major step forward The introduction of the NL truck took place in Brazil, where it was immediately recognized as a major step forward compared with the now ageing N trucks (N10 and N12) which were no longer available in Brazil.
The N trucks were, however, produced in limited numbers for another year, until the NL truck family took over the role as the sole rugged Conventional truck produced under the 'Volvo' nameplate. (This was until the WHITEGMC name used for the American truck produced by the Volvo GM Heavy Truck Corporation in the United States was replaced by the 'Volvo' designation, which then covered the North American range of Volvo trucks, featuring mainly Conventional/N trucks, as well).