Nine MPG-Plus!

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Today’s Trucking / November 4, 2015

When Volvo announced its new Adaptive Loading technology at the Mid-America Trucking Show in March, much was made of its seamless, no-driver-input-required ability to switch between 6x2 and 4x2 operating modes.

That was then.

Five months later, after having about 200 trucks equipped with Adaptive Loading in use across North America, fleets that employ the technology are reporting a wide variety of other welcome results, including improved fuel mileage; much faster drop-and-hook times; much longer tire wear; greater payload because the system itself weighs about 300 lb less than a standard 6x4 setup; increased traction on wet pavement; easier take offs on snow and ice; and even improved driver retention.

In late August, Volvo demonstrated Adaptive Loading system to journalists from across North America and on hand to vouch for the technology were several small and mid-sized customers whose trucks had been equipped with the -technology and whose only gripe with the system seemed to be that it’s not being made available quickly enough.

At its simplest, Adaptive Loading involves forward and drive axles and air-pressure sensors that measure the vehicle’s weight and adjust the axles and axle weights accordingly.

When the trailer is empty or running very light, the system lifts the forward axle for better fuel economy (and less tire wear). Loaded, the forward axle drops and the system puts more pressure on the drive axle, for better traction.

Adaptive Loading was initially aimed at fleets that return with much lighter loads than they go out with, such as bulk carriers.

Also, when a driver finds that more traction is required, such as on snowy or wet pavement, the Adaptive Loading lets the rear axle do the heavy lifting. And while most of this is performed automatically, the driver can select “Enhanced Traction” via a dash-mounted switch.

Another benefit: Safety when driving on a wet highway. With the front axle lifted, weight gets shifted to the steer axle, enhancing control.

One of the fleet owners at the August demonstration said he found that this safety factor alone would convince him to equip his trucks with Adaptive Loading. Shane Law runs Blackfoot, Idaho-based Alpine Logistics. He described what it was like running an empty trailer in the rain with the forward axle raised and the weight on the steers: “It was just like dry roads.”

Explains one of the Adaptive Loading architects and manager of product strategy for drivetrain systems at Volvo Trucks Peter Blonde: “When the truck is empty, you might have 2,500 to 3,000 pounds at each of the four wheel positions in a standard tandem axle. When we lift the front axle of the tandem the weight shifts to the steer axle and the rear drive axle, increasing the weight on the drive tires to 5,000 or 6,000 pounds per wheel position.”

Volvo Truck’s Product Marketing Manager for regional haul Chris Stadler said fleets are reporting fuel-efficiency gains of between three and five percent; and because the lift axle tires are used far less, customers can expect both steer and lift axle tires to last far longer.

Another of the customers on hand was Idaho Milk Transport of Burley, Idaho and one of the owners of the company, Gene Brice, said their trucks outfitted with the system are achieving more than nine miles per gallon. He said he will be replacing most of 150-truck fleet with trucks equipped with Adaptive Loading. (He runs mostly 6x4s).

“We used to be happy with high sevens, but now we’re into the nine-plus mile-per-gallon range with 80,000 pounds one way and back empty. I no longer think 10 miles per gallon is out of the question.”

“Most of our routes are loaded one way only,” Brice says. “We’re at a fleet average of 37-percent empty miles. When we can lift an axle and save that drag and wear and tear, we’re saving money.”

As for fuel economy, Brice says one particular truck just ran a month with a fuel-pumped, miles-run average of 9.64 mpg.

Currently, Adaptive Loading is only available with Volvo’s I-Shift transmission; a 405-hp D11 or 425-hp D13 engine and although Stadler says the package will cost “a little more,” he could not be more specific.

Volvo expects the system to be in full production in January, 2016.

There remains one problem with the system and that is — it’s restricted in some jurisdictions, including British Columbia, Ontario and Quebec. Volvo says they are working with officials in those jurisdictions to have the regulations adjusted.

Video - Volvo Adaptive Loading: https://www.youtube.com/watch?v=gzFoUEqhH0A