HIGH PROFILE
The truck is now available to buy , as the trucks out in the field were pre-series trucks but still more or less the finished design . Main production in Motherwell has already started , ramping up to full volume in September 2018 . And in tandem with this timeline , the marketing of the truck will also ramp up . For example , southern Africa dealer Babcock are planning to show the R100E at a customer event in October . Indonesia , Africa , Russia and Latin America are the key focus markets , as they represent some 80 % of the market for trucks of this class , and are mainly unregulated from an engine point of view as the standard engine is an EU Stage II model Cummins QST30 . But customers in Europe can still buy the truck with an EU Stage II engine which is installed as part of an engine pre-buy strategy where they can be placed in the market until end-2020 .
On data analytics , Douglas said that the truck has telematics now as an option . And actually , contractors and miners in the developing world mines are using more and more telematics to see cycle times , component health , error codes , productivity , operator performance etc . There is also an onboard weighing system they can choose to use which is also an option on the truck . A lot of the remote mines also have owners that want to see data in head offices etc . The issue is sometimes the network connections in these sites , however . But TCO is just as important to these mines as it is to a mine in Europe or Australia . This all said , the truck is still helped to be price competitive because it does not have as many complex computer systems as competitor machines .
In-depth on design
One major differentiator of the Volvo truck is the experience behind the design and manufacturing and the fact it is built up almost completely at the Motherwell factory rather than just being an assembly location . Some 99 % of the body and 100 % of the chassis ( based of course on purchased castings and raw material ) are produced by Volvo CE ’ s in-house experts in
Motherwell ensuring high quality components are married to the best in fabrication , welding and assembly . The R100E was also able to incorporate the latest in manufacturing design that being part of the Volvo Group offers . Ultrasonic weld and visual checks ensure high quality and compliance . “ We took all of the learnings and experience that we had on the existing TR100 rigid hauler ; and applied that to the new frame design for the R100E . We also bench tested the frame and body and suspension through overloading ; and at a Volvo test facility in China we tested the new truck for vibration and to 60,000 hours . On the TR100 we used to quote a 50,000 hour life for the frame ; now we have upped this . The frame truly is the backbone of the R100E .”
The front end of the truck where the engine is mounted takes a lot of the load and twisting movements – “ that was one of the strongest parts of the TR100 and we knew we had to again have that reliability and strength , so the R100E has a completely new chassis that is benchmarked from our experience and knowledge of the TR100 . However , the design is very different with the new cabin and front end look .” The truck has full hydraulic multi-link suspension offering operator comfort , control and structural protection ; linked to an intuitive Steering Control System . The cab has an uncomplicated design and durable construction and is mounted on viscous type
The R100E has seen testing in South Africa and Sweden as well as operation in a UK quarry
On the move the large glass cab area comes into its own in visibility
isolation mounts to minimise vibrations and noise . It has ROPS and FOPS protection , excellent allround visibility and good ergonomics . The transmission is a top of the range Allison H8610- ORS . Volvo Dynamic Shift Control means fully automatic adaptive transmission gearshift patterns , adapting to varying conditions to deliver productive performance through a smooth , consistent ride and low fuel consumption .
On servicing , first oil changes for the engine on the TR100 used to be 250 hours , on the R100E Volvo is now looking at 500 plus hours and on hydraulic oil over 1,000 hours . “ We have also improved component reliability – typical diesel engines today last anything from 15-20,000 hours before overhaul . We wanted to align the rest of the major components with that – such as power take offs and bearing life .”
Looking at the frame design in more detail , the frame is fabricated from box-section steel rails and connecting high strength steel castings in key stress locations to absorb worksite impacts , giving the hauler a long lifecycle . A closed “ horse collar ” allows for flexibility in the frame to dissipate twists and loads – providing a reserve of structural strength well in excess of what is needed . This design absorbs the stresses imposed by high impact loading and travelling on uneven surfaces . Fuel and hydraulic tanks suspended mounts minimise stress on the frame .
Customers can expect to spend less per haul with the R100E , featuring a 60.4 m 3 capacity V- shaped body for optimum load retention and minimal material carry-back , with a large target area for precision loading . The industry-recognised load profile policy enables the operator to meet a consistent average target payload ( 95 t ), while the speedy body-tipping system using widely spaced two stage tipping cylinders Volvo says ensures fast cycle times for an all-round efficient performance .
The truck is fast out of the pit thanks to high drivetrain multiplication for class leading rimpull performance . The rear wheels are driven through a
AUGUST 2018 | International Mining