The new Fuso heavy duty range makes good use of the company’s Daimler Trucks connections
By Gary Worrall | April 26, 2012
The new Fuso heavy duty range makes good use of the company’s Daimler Trucks connections, fitting the previous generation PowerShift transmission from the Actros range to the latest model.
The 12-speed automated manual transmission, badged the Inomat-II for Fuso usage, brings smooth shifting and precise gear changes to the heavy duty range, covering all engine outputs from 265kW to the range-topping 335kW version.
The 11.9-litre inline six cylinder engine produces plenty of usable power, with a torque curve that stretches from 1000rpm all the way to 1400rpm, peaking at 2200Nm at 1100rpm.
Similarly, the engine peaks at 1900rpm, but is at more than 90 percent of full power from 1400rpm onwards.
Although a three pedal manual version is available, the Inomat-II is likely to be the gearbox of choice thanks to its smooth shifting and the virtual elimination of driveline vibration and noise from the cabin.
This noise reduction is so great that the loudest noise in the cabin was the wind buffeting the thick Euro-style mirrors and the slipstream singing through the multiple radio aerials at cruising speed.
Despite this, the combination is not perfect. It suffers from the power interruptions common to AMTs as the engine drops rpm for the shifts. However, the precision of the shift means power drops are kept to a minimum.
ATN tested the new FV model on a run from Melbourne to Adelaide, taking in the less-used section between Horsham and Keith, which also gave the suspension a solid workout on the single lane sections either side of the Victoria-South Australia border.
Although generally compliant, the long leaf suspension is set up stiff to cope with a peak GCM of 60 tonnes, which means corrugations and dips will allow the driver to test the full movement of the suspension seat.
As part of the PowerShift package, the FV gains a four-stage Powertard exhaust break, which includes an automatic downshift function at higher levels of retardation to ensure maximum engine brake effect by keeping the revs up.
Although predictable, the steering did have more free play around the straight ahead position than was expected, leading to some unintentional oversteer at 60km/h.
It also appeared to have a speed sensor so that although still present, the free play reduced significantly at 100km/h rather than becoming worse.
