Volvo’s second Truck of the Year win came for the revised F10 in 1984, which again saw Scania held in second place with the intercooled 112, and MAN in third with the 361.
Volvo’s philosophy of the all-purpose heavy-duty truck impressed the judges who liked the idea of a premium vehicle totally on top of most of Europe’s operating requirements. The project to improve the F10 began as early as 1978 – just 12 months after the original vehicle’s launch – with full development funding released in late 1979.
When the new F10 emerged in 1983, it was the product of many hours of driver consultation in addition to the demands of legislation and technological advancement. In fact, the “Version Two” F10 received a re-designed cab, engine and chassis layout to secure the win.
The re-designed cab was a product of driver clinics whereby Volvo’s engineers noted that most driver’s optimum eye level was above that previously believed. Therefore, a lower seat, deeper windscreen and re-positioned radio console were introduced. The cab dimensions were also revised with an extra 15cm of headroom over the sleeper bunk, courtesy of a new sloped roof panel, and an extra 15cm of length for the day-cab, which was now long enough for a fold-down rest bunk.
A new version of the TD 100 9.6-litre engine was introduced – designated TD 101F – which featured charge-cooling to increase the output to 299hp. In addition to intercooling, the new engines received strengthened cylinder heads, gear-driven water pumps, improved cylinder liner sealings and a larger fan. The improved torque characteristics of the TD 101F meant that the 8-speed R62 gearbox was suitable as a standard fitment in most European markets, with the 16-speed SR62 remaining as an option. The non-intercooled 273hp TD 101GA, which had been introduced in September 1981, was also available as an alternative.
The F10’s chassis also received considerable attention for the 1983 model with the rear end being tapered for greater clearance, and taper-leaf parabolic springs with rubber inserts and shackles replacing the previous slipper-ended design on the rear.
Air tanks and the battery box were relocated to the left-side of the chassis and incorporated with a new, larger, exhaust silencer designed to conform with forthcoming EEC noise regulations. New, rectangular fuel tanks of aluminium alloy were adopted, and the standard capacity of 270 litres could be increased to 875 litres with the largest capacity tank being supplemented by a reinforced plastic tank of 250 litres mounted beneath the battery box in lieu of a spare wheel. A vertical exhaust arrangement as also added to the options list.
The 1983 F10 maintained the reputation of the original model and won many friends around the World before being superseded by the final F10 version in 1987.
