Launching into this brave new world, Volvo’s new FH 500 I-Save fairly bristles with technology designed to enhance performance, fuel economy and convenience for the driver and as PowerTorque’s Paul Matthei says, “I came I drove I-Save.”
At the heart of the I-Save package is Volvo’s D13K500, TURBO-TC (Turbo-TurboCompound), an engine designed specifically for high mass, long-haul operations.
It is a 500hp 12.8 litre in-line six equipped with twin overhead camshafts, four valves per cylinder and common rail fuel injection. Optimum combustion efficiency is achieved by a wave-shaped piston crown which redirects the flame front to the centre of the combustion chamber.
The engine timing gear set is located at the rear and drives the servo pump, oil pump, fuel feed pump and air compressor. Claimed benefits are lower weight, less vibration, more compact packaging and quieter operation. It’s also said to improve engine cooling because the flow of incoming cooling air is not obstructed by a timing cover at the front.
It also permits the optional fitting of a rear-mounted power take-off (PTO) designed for either prop-shaft operated or direct-mounted hydraulic pumps with torque requirements of up to 1,000Nm in continuous operation.
Further to quieter operation, the D13K TURBO-TC engine meets the relevant noise emission requirements thanks to crankshaft and camshaft hydraulic vibration dampers and pre-injection of fuel to further dampen noise at idle.
The engine meets Euro 6 exhaust emissions standards through the use of a sophisticated after-treatment system contained within the muffler. This comprises a Diesel Oxidation Catalyst (DOC), a Diesel Particulate Filter (DPF), a Selective Catalytic Reduction (SCR) unit and an Ammonia Slip Catalyst (ASC). It is also equipped with cooled Exhaust Gas Recirculation (EGR) to further reduce emissions.
The additional components in the after-treatment system serve two main purposes: To improve gas flow and to make sure that the exhaust gases reach the after-treatment system at optimum temperature, thus ensuring the emission level is not exceeded.
The cooled EGR recirculates a small portion of the exhaust gas back to the charge air in order to limit the production of nitrogen oxides (NOX) while the DOC produces the nitrogen dioxide (NO2) necessary for the DPF to efficiently combust the particulates. In cold conditions, it also provides the heat needed for regeneration.
The standard 64 litre AdBlue tank is neatly tucked away behind the cab on the driver’s side, with its own little door integrated with the cab extender fairing for easy filling. Optionally available is a 150 litre underbelly tank mounted between the chassis rails.
The engine can be equipped with VEB+ (Volvo Engine Brake) and EPG (Exhaust Pressure Governor) with the combined systems said to provide extremely high retardation, further improving safety and reducing wear on the wheel brakes.
A highlight of the engine is the turbo-compound (TC) unit, a second fixed geometry turbo downstream from the primary turbo which converts the otherwise wasted energy of exhaust gases into torque that is then fed directly to the flywheel via a fluid coupling, thus providing additional torque to the drive wheels in the lower rev ranges.
This is an important factor to highlight because the TC enables the engine to produce an unprecedented (for a 13-litre engine) peak torque figure of 2,800Nm (2,065 ft lb) consistently delivered between 900 and 1,300rpm.
At this stage it’s worth pointing out that this is 100Nm (73.75 ft lb) more than Volvo’s closest European competitor in the 13-litre class and a hefty 200Nm (147.5 ft lb) higher than two of its other Euro rivals in the same class.
Another interesting point is that the I-Save 13 litre engine delivers nearly the same torque output as Volvo’s big bore D16G600 engine (2800Nm versus 2880Nm), although the bigger engine produces its torque over a somewhat wider band between 1,000 and 1,500rpm.
Indeed, with their respective 13 litre engines, the four major Euro truck manufacturers are challenging the widely held view that 15 and 16 litre engines are mandatory for interstate haulage with full weight B-doubles.
Other features of the I-Save package include a medium chassis height that’s around 150mm lower than standard, energy tyres and I-SEE cruise control which allows a degree of ‘float’ around the set speed rather than a hard and fast on and off regime.
