Perhaps shown earlier but then we’ve the picture double, this rare F88 terminal-tractor
from Langen a wellknown haulier and Volvo-dealer. Picture has copyrights (HV-fotografie)
and was taken at 2011 Geilenkirchen’ kippertreffen.
Paul
Macadam-woman:
Perhaps shown earlier but then we’ve the picture double, this rare F88 terminal-tractor
from Langen a wellknown haulier and Volvo-dealer. Picture has copyrights (HV-fotografie)
and was taken at 2011 Geilenkirchen’ kippertreffen.Paul
Hey, looks nice Macadam Women, but needed a smaller 88 grille too, which
would made it a better looking.
Eric,
Hey,
Is someone who knows why lots of Norwegians only used spoke wheels at the front on their Volvo F88’s ■■?
Eric,
tiptop495:
Hey,
Is someone who knows why lots of Norwegians only used spoke wheels at the front on their Volvo F88’s ■■?Eric,
When I had 240 F88’s the front wheels were very hard to remove especially if left for a while so we always put copper slip grease round the rims where it met the axle and another useful tip was to use the straight bit of a wheel nut bar against the spring and use the power steering to push turning the wheel all the time for an even preasure and in the end they pop off, maybe the trilex wheels were easier, Buzzer.
Why are they all producing copious quantities of white smoke? Is it an 88 trait, or is just because the engines in the video are worn to the point of losing compression when cold?
Buzzer:
tiptop495:
Hey,
Is someone who knows why lots of Norwegians only used spoke wheels at the front on their Volvo F88’s ■■?Eric,
When I had 240 F88’s the front wheels were very hard to remove especially if left for a while so we always put copper slip grease round the rims where it met the axle and another useful tip was to use the straight bit of a wheel nut bar against the spring and use the power steering to push turning the wheel all the time for an even preasure and in the end they pop off, maybe the trilex wheels were easier, Buzzer.
Hey, yes I know the problem with the rims, was the same with the F10/12, but it was only why they use them only at the front. And so you need even two spare tyres too. We drove them with 2 or 3 loosen bolts slowly against the curb.
A bit the same with trailers with only some bolts loose turning loaded if it can on the yard.
Eric,
[zb]
anorak:Why are they all producing copious quantities of white smoke? Is it an 88 trait, or is just because the engines in the video are worn to the point of losing compression when cold?
Hey Anorak,
Volvo was one of the smokiest engines, and de normal 88 and 89 were still the best. But the 290 as the first F10/12 which worked with a still more lower compression ratio were even worse. That was than to give the engines more power but cold was the low ratio the fault of smoking. That’s why the put a special enginebrake on the 290 and F10/12’s, which wasn’t a real engine brake but as pressure valve to keep more pressure in the engine when it was cold.
They mounted an heater in the inlet manifold to. And because the first F10/12’s were much more worse, that enginebrake valve worked even as the engine had the handbrake on, as you drive very slowly and as the engine was ticking over, which was regulated with a pressure valve which work on the pressure of the fuel.
That was the cause why the engine brake was nothing to nothing whit only 3.5 bar.
At that point Daf was a lot cleverer by mounting an intercooler from '73 on, dispite Volvo did trying intercoolers from '64 on, it only came at the big engines from '79/80 on with the F12.
Same with cold start in winter, you need soon the double fuel button at Volvo as against Scania which it is fast never nessesary to use it.
Hopefuly it will be a bit clearer for you now.
Eric,
I drove a silver grille F88 on overland for Douglas Freight, IOM, The exhaust brake made a nice sound, but as I remember had almost nil braking effect!
The wheel studs were different from all other UK standards. I had nearly bald tyres in Jeddah while doing internals, so set to to swap the tyres from a rental trailer before returning it on the ferry back to the UK. I didn’t realise that the ‘lastic’ shops would do the work for me!
I remember having changed a couple of tyres, then suddenly going blank and collapsing head first into the sand. I had heat stroke and alternated between shaking with cold and sweating for about 3 days. Plus, your bones ache! Imagine toothache throughout your body. Not fun! Luckily our agent in Jeddah, Martin Wass, looked after me in his flat.
When I recovered, someone had stolen two wheels and tyres. So much for no theft in Saudi! Somebody also helped themselves to my watch, which was hanging on the indicator stalk.
John.
Hey >A>norak,
To come back on an old question, maybe stupid but…
Where are the called 240 hp from ■■?
Look here they speak only of an SMMT 250hp ■■?, or was it brutto and 240 net SMMT.
Don’t think Volvo had an different TD100 engine for thr UK ■■? OK the 290 was one but thats an other question.
As Scania had it for thr LB 76 and 110’s.
Eric,
Thanks to Tiptop495 for superb contributions.
I guess the lower compression ratio was (partly) to cater for the higher turbo boost pressure that Volvo employed (compared to Scania and DAF?)? notice the number of question marks in my post- I really should research the number first LOL.
Your second post parhaps gives the best answer to the question that has never been answered 
. The list makes more sense than the Volvo sales brochure that I posted long ago- that gives the same bhp (270) for DIN and SAE, which is very unusual, given that other makers’ engines normally show an extra 20+bhp to SAE. IIRC, the BSau141 net figure was 230 or 235bhp. Earlier in the thread, someone (Jeff? My memory is terrible) said that there never had been a 240. The SMMT figure in the list, I guess, would be 250bhp gross, then it all makes sense- 240 is just a name, nothing more.
This must all be set against the fact that the test conditions are variable from day to day, the engines are also variable from one to another, and different engines may have been submitted for the different tests.
pv83:
Stumbled upon this… Is this the version they intended to sell on the yankee market?Cheers, Patrick
There is discussion of these here:
viewtopic.php?t=111963
…and elsewhere:
veteranlastbilar.se/phpBB3/v … =12&t=7221
Hi! Maby i can help here. They were 2 or 3 made. One with sleepercab and one or two daycab. One were tested in Sweden ny SLAB the one in the pic from the swedish form and the other one i the USA. They are talking about a 3rd 3axl but no pic and it was scrapped after only 1,5 years of testing. The one in Sweden hade regular steel rims and the one in the stats had trilex. That in short of what it says.
Danne
Cheers Anorak and Danne 
Hey, an other Swedish.
Eric,
Hey, two things we are missing, first Pat of course.
But second a pic when it was new to who and which country.
Was it at Belgian 4x2 tractor !!!
And why has it as last restored an other numberplate ■■?
Eric,
Some sounds while you look at the photos
