It would seem that there is no stopping Volvo's quest to own the most powerful production truck crown.

Originally launched in 1993, with power levels of up to 520hp, the FH16 was re-launched in 2003 with a new cab and power ratings increased to 550 and 610hp. Volvo's I-shift automated transmission was not up to the job of handling this amount of power and torque so a 12-speed manual box was the only option. Now fitted as standard in the latest FH16, is a new version of Volvo's automated gear change system. Previously limited to a 'mere' 44 tonnes in the FH12, I-Shift is now capable of handling gross combination weights in excess of 150 tonnes and consequently Volvo has upped the anti with the FH's 16-litre lump opening it up to produce 660hp and 3100Nm of torque.

The D16E engine has undergone a number of design improvements in order to reach a power output of 660hp, thanks to a £20 million development budget. The in-line six-cylinder 16.1-litre engine has a new one-piece cylinder head, overhead camshafts, 4 valves per cylinder and electronically controlled unit injectors. The engine is equipped with a new turbocharger and an Intercooler. Now claimed to be quieter in operation, the need for heat-retaining soundproof panels has been greatly reduced. In addition, Volvo claims improvements in fuel consumption – partly as a result of its decision to use SCR technology to achieve Euro 4 emissions standards.

Volvo says that the main advantage of I-Shift is it is both shorter and lighter than a conventional manual splitter box and leaves the driver free to concentrate on driving. It adds that the ability to manually over-ride the system means the driver can easily adapt the I-Shift to get maximum fuel economy as well as maximum comfort. But in the FH16 we see the main advantage is to take the responsibility of handling the driveline wrecking power and torque away from the driver.

With all this energy being generated it would seem there is no stopping the new 660hp 16-litre D16E-powered FH16. Well, actually, there are several ways. Today's FH16 has the option of being fitted with a newly developed engine brake, VEB+ (Volvo Engine Brake). Volvo says its new VEB+ is the latest and most effective technology in the area of auxiliary brakes, providing an increase in braking power of 15 per cent. The old one on the D16 produced nearly 500hp of retardation. Now there is almost 600hp keeping everything in check. The FH16's electronically controlled disc brakes have been also been upgraded and it is now possible to optimise them to suit specific transport requirements. For example, the 'Hill Start Aid' function makes it easier to start on an uphill gradient with a heavy load. The service brakes remain engaged when starting, but are released automatically when the engine produces sufficient torque to get the vehicle moving.

'With the new Volvo FH16, we are extending our lead in the prestige segment. We are combining top performance with intelligent resource utilisation, economy, comfort and safety,' says Roar Isaksen, European director of Volvo Trucks. 'It is ideal for its native landscape of Sweden and Volvo's FH16 comes into its own when dealing with high gross combination weights in hilly terrain. High power output means it is possible to maintain speed, while thanks to high engine braking ability it is can travel safely downhill without burdening the foundation brakes. In addition, all the rear axles feature a differential lock to help maintain traction when the road surface is slippery', he says. From an aesthetic perspective, the FH16 has a distinct 'no messing' appearance. The 'safety cab' of the FH16 is far more sophisticated than its predecessor and is available in three options; Sleeper, Globetrotter and Globetrotter XL. The cab benefits a new front and lower grille and improved air deflectors designed to reduce drag and fuel consumption. Made from hightensile steel, the cab forms a safety cage and Volvo's FUPS (front underrun protection system) increases safety for other road users. The truck is only available at Euro 4 or 5 and AdBlue tanks are plastic or stainless steel and come in a variety of capacities. The D-shaped fuel tanks provide maximum fuel capacity and are made from aluminium to save weight.

As far as in-cab comfort is concerned, the FH16 has been designed to exacting standards. The light grey interior trim perfectly compliments the upholstery, mats and curtains. And for long-haul work there is a new, thicker mattress with pocketsprings for enhanced sleeping comfort. The instrument panel is gently curved with every instrument and control positioned for accessibility. And, as the final cherry on this great big cake, each cab has fitted, as standard, a filter coffee machine!

Conclusion Built to tackle tomorrow's requirements, longer vehicle combinations with higher gross combination weights; the FH16 is popular in Scandinavia for the 25.25-metre European Modular System. Two 60-tonne units have the same capacity as three 44-tonne combinations. In a perfect world, and if utilised to the maximum, this system of operation could mean a reduction the total number of vehicles on the road therefore reducing fuel consumption and environmental effects. Sadly in the UK the government will not allow a trial on the grounds of negative public perception.

In the UK the new FH16 at 660hp with I-Shift is only really justifiable if you are involved in heavy haulage. When Volvo launched the FH16 610 they only expected this type of custom in the UK and small volumes, but the manufacturer did sell over 150 units in its first year, many of which went to small fleets for 40 or 44-tonne general duties. Will we see 660hp heading up some Volvo powered 40 tonners in the near future? Of course we will.