I have to mention that my friend has exactly same engine and his truck averages over 6 mpg and in his truck response to throttle pedal is like in some sports cars comparing to mine truck. Dealer says it suppose to be around 45 at idle and over 60 a high rpm, when I call VOLVO of US hot-line they give me 15 psi and 45.
#Volvo ved 12 software#
VCADS software shows 32 psi on idle and 64 at higher throttle like 1650 rpm. The only thing that is totally unclear is fuel pressure. Turbo boost under higher rpm shows a little over 30. Went to the dealer to check codes - no codes at all.
On flat road it takes really long time to change it from 9th to 10th gear. Truck averages 4mpg and totally has no power on higher gears( 7-10) Low gears are quite ok but still not the way it supposed to be. Just bought 05 Volvo 630 with VED D12 465HP engine, 10 speed auto-shift, 630k miles. What started out in the early 90’s will last for decades to come.Hi everyone I have a problem. Today 100,000 engines are produced at the Skövde site every year, whereof approximately 90% are D13 engines. Now, the journey continues, without Göran. It was a paradigm shift in the motor industry”, he concludes. I am very pleased that the truck and the engine turned out to be that great success. Meeting him and talking about those years when the whole FH project started, is like opening a gold mine. Göran Nyholm retired from his job as a Volvo engineer nine years ago. Also, one should keep in mind that there are different standards in different countries. ”Yes, the engine now has so many more features to meet the standards. Also, the D12 engine has gone through changes over the decades, often as new emission regulations came out. The engine was introduced in other product areas within Volvo, such as Volvo Penta. ”We employed lots of new people at the site, and since we had new, more complicated features, we hired more persons with IT knowledge.”įrom the beginning, D12 was developed especially for the FH trucks. With the electrical steering in addition, the features contributed to the instant success for the FH truck. The new, longer cylinder head gave higher quality in terms of optimal gas change and combustion. ”It turned out it could be done, and the collaboration with the Americans at Cummins was key in this process”, Göran says. Here, both electronical steering and the new kind of cylinder head were produced. Instead, the team packed their bags and travelled to the Cummins site in the U.S, a Volvo partner. We tried and tried but couldn’t get it just right.”īut giving up was not an option. You have to imagine, the nooks and spaces in the actual cylinder were tight. ”Especially the cylinder head, that now was to be longer, was very difficult to mold in the right way. In the beginning of the project for the D12, when the new features were planned in the late 80’s, the lack of European experience created some challenges, Göran Nyholm reveals. The assets had not been seen in Europe before, but the U.S. For starters, we had managed to anticipate emission standards that were not even around at that time, and we had greatly improved the quality of the cylinder head and added electronical steering and the Volvo Engine Brake, developed by us”, he says. Some of them said to me that we were ten years ahead of everyone in Europe. ”The journalists were amazed by the D12 engine. Something stood out more than anything else to the journalists, says Göran Nyholm, who played a major role in the development of the engine, together with the R & D department in Göteborg and the Skövde production site. It was September 1993, and motor journalists from all over the world had gathered to be part of the revelation of the next generation of trucks. He remembers the press launch of the FH truck clearly. Volvo Connect – the interface for your digital services. Whatever your industry or your transport needs, we have a solution that can handle the task.
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