Volvo Titan Tiptop/N88/NB88

[fh13]

Goodbye dear L 4951
The history about Volvo from 1964 -1978 From Volvos book “Trucks yesterday and today” written by Christian Olsson

Concerns Volvo 4561 TIPTOP that existed a few years and then change shape and finally emerged as F88/FB88 and Titan Turbo that went from being a long-runner to become N88/NB88.

Volvo launched in 1964 its largest forward-control truck. L 495x Titan TIPTOP. The engine was the TD96/230 used between 1964—65. The trucks received indications:
L 4951 Titan Tiptop 2-axis / 16 tons, Sold was 953 units
L 4956 Titan Tiptop 3-axis / 22 tons, Sold was 476 units

1965 was a memorable year for Volvo and a new drive to improve the trucks started and the project was named “System 8”. The spark for product renewal in System 8 was the urgent need to replace the Titan model which is predominantly descended from 1951, but which in some parts was based on the previous LV290 series, (called longnose and was superseded by Titan) manufactured between 1937
and in 1951. The main model in the 88 Series was the forward-built F88 while the normal built N88 more or less come to be a complement.

Eight had their origin in the main components are in the focus of product renewal, which were eight in number: engine, gearbox, rear axle, frame, steering, brakes, suspension and cab.

Engine:
TD 100/260 replaced the TD96

Separate head gasket of own production, strong head gaskets made of steel, gear driven auxiliaries, stronger engine blocks and molded reinforcements distributed strain evenly into different engine parts to avoid point loads . Alongside the usual TD100 engine with 260 hp, development was even of a stronger F88 (F88/290) with 290 hp, exclusive to the UK market. Due the engine was tilted to the chassis on the 1970 featured F89, the F89 could not be delivered in right-hand drive, so a stronger F88 was sold to the UK. This F88-290 parted appearance from the “regular” F88 through a wider grille that covered the entire front width, a grill that was much deeper than even the grill on the F89. This F88-290 suffered from its increased power, which did not give the same reliability and durability as the almost legendary TD100 engine and this version was replaced in reality by F12 with 12-liter engine (TD120), which unlike the F89 also sold in right-hand drive execution.

Gearbox:
Brand new R60 gearbox with 4 modes and splitter section was utilized, a total of 8 gears. Since its inception in 1969 a splitter section was utilized to increase the gears to 16. The box called SR61. Later in 1970 was the gearbox MR61 launched with torque amplifier that appeared on every available gear.

Rear axle:
Rear axle exchangers were sized up by strong double reduction gears already on the L 495 Titan since 1962. All rear axle gears were designed and manufactured by Volvo.

Frame:
Stronger frame rails, large life height and new crossmember attachment was new.

Steering gear:
The power steering that has been previously developed further to get better road feel.

Brakes:
Independent third brake circuit is introduced.

Suspension:
Progressive suspension imposed

Cab
Larger internal height and straight back wall on the N88-model
The TIPTOP cab from L4951 was almost unchanged. Originally wipers were placed in the windscreen top and did so until 1969 when the changes came about due to the following: The previous vacuum-powered windshield wipers had the peculiarity to stop working just when those who most needed, in bad weather and during quick overtaking.

About the new engines had Volvo’s engine designers discussed various alternatives to the straight six, including the V-engines with different numbers of cylinders and cylinder dimensions and stroke volumes. Those thoughts were soon abandoned, as all experience showed that all functional properties favored the straight six. It was found that the same cylinder capacity of 9.6 dm3 as the 96-engine was optimal for a new Volvo heavy truck. To meet the higher power requirements was the 12-litre engine for F89 developed, which was unveiled in 1970. To ensure reliability and durability were content engine engineers to restrict performance increase compared to the strongest TD96 version.

[attachment=0]Volvo F88 1968 double trailers.jpg[/attachment

Welcome dear F88!

Regards FH13

[harry]

F88 was my first international truck,good old girls.

[lilladan]

The F88 became the standard international truck , and in the UK was standard with a sleeper cab , the only other then being the DAF 2600 until Mercedes -Benz from 1972 when the UK got the short version of the Kubik Kabin

[tiptop495]

hey, Don’t forget the MB 1418 and (■■20,■■23) which had a standard sleeper too. I think that a standard sleepercab was very welcomed in the UK ■■?
The 88 was it and after the coming of the 89 the bread and butter lorry here, in the days that 250hp was the norm.

Bye Eric,

[lilladan]

tiptop495:
hey, Don’t forget the MB 1418 and (■■20,■■23) which had a standard sleeper too. I think that a standard sleepercab was very welcomed in the UK ■■?
The 88 was it and after the coming of the 89 the bread and butter lorry here, in the days that 250hp was the norm.

Bye Eric,

Hej Eric , the UK did not get the MB big cubic kabin until 1971 (only small short cab 1418 before that) , and even the 1967 F86 was regarded as a sleeper by many !

[michel]

Netherlands.

[robert1952]

harry:
F88 was my first international truck,good old girls.

Here’s the F88 I drove. Robert

[zb_anorak]

Titan Tiptop brochure here:
viewtopic.php?f=35&t=51362&p=1215468&hilit=volvo+l4951#p1215468

Somewhere on this forum, I think there is some information about prototype L4951 Tiptops, with different-shaped cabs. I might have even posted it myself, but I’m blowed if I can find it. That’s how useful I am.

[zb_anorak]

Found it!
viewtopic.php?f=35&t=75369&start=330
Here’s a CM artice about it:
commercialmotor.com/big-lorr … lt-for-the
Now, have a look at the Swedish prototype in Tiptop495’s 2011 post. Here is is again, next to an LV75:

I wonder if Volvo were having a sly look at the LV, while they were developing the Tiptop?

[erf-continental]

And here are the results of the Belgium and Dutch in the Swedish-contest for Volvo:

Belgium twelve points, La Belgique douze points, The Netherlands twelve points, Pays-Bas douze points!

[robert1952]

A draw then! Robert

[tiptop495]

Hey, here a 495 bought as second hand from Germany as a tipper lorry.
Converted as a tractor and self longered sleeper cab and turbo 195hp engine, looks like the Original Nyström, not
much sold here. We used the Jonckheere cab and as sleeper the Bé Gé.
Her with a W.E. Reeve 33ft later George Hammond Sittingbourne.
With the 40ft’s a bit too long and be carefull that you don’t hit the back of the cab

Eric,

[tiptop495]

Hey, here some test versions for the US market in Sweden, but never could get ground in the States.
If it came on the Dutsh market the LB76 got a realy knock of it, but soon showed it’s weak driveline.
The two stupid things Volvo ever did, put the already two years old weak 240hp (255) 495 engine in the Tiptop.
But it was a power race with Scania and the need of a forward control (avancée cabine).
Second put the already known weak F88 290 in the first F10’s lukily Volvo gave a good assistance
and not as Scania said its the drivers fault or the owners own maintenace

Eric,

[zb_anorak]

More information on those pre-Tiptop Tiptops here:
veteranlastbilar.se/phpBB3/v … =12&t=7221
tow.se/oldcartowvolvo/s510064.htm

[irish_lorries]

tiptop495:
Hey, here some test versions for the US market in Sweden, but never could get ground in the States.
If it came on the Dutsh market the LB76 got a realy knock of it, but soon showed it’s weak driveline.
The two stupid things Volvo ever did, put the already two years old weak 240hp (255) 495 engine in the Tiptop.
But it was a power race with Scania and the need of a forward control (avancée cabine).
Second put the already known weak F88 290 in the first F10’s lukily Volvo gave a good assistance
and not as Scania said its the drivers fault or the owners own maintenace

Eric,

Did volvo not try some n88s or nb88s in the American market

[zb_anorak]

irish lorries:

tiptop495:
Hey, here some test versions for the US market in Sweden, but never could get ground in the States.
If it came on the Dutsh market the LB76 got a realy knock of it, but soon showed it’s weak driveline.
The two stupid things Volvo ever did, put the already two years old weak 240hp (255) 495 engine in the Tiptop.
But it was a power race with Scania and the need of a forward control (avancée cabine).
Second put the already known weak F88 290 in the first F10’s lukily Volvo gave a good assistance
and not as Scania said its the drivers fault or the owners own maintenace

Eric,

Did volvo not try some n88s or nb88s in the American market

Yes. This article is very interesting, particularly the Comments section:
commercialmotor.com/big-lorr … glorryblog

[irish_lorries]

[zb]
anorak:

irish lorries:

tiptop495:
Hey, here some test versions for the US market in Sweden, but never could get ground in the States.
If it came on the Dutsh market the LB76 got a realy knock of it, but soon showed it’s weak driveline.
The two stupid things Volvo ever did, put the already two years old weak 240hp (255) 495 engine in the Tiptop.
But it was a power race with Scania and the need of a forward control (avancée cabine).
Second put the already known weak F88 290 in the first F10’s lukily Volvo gave a good assistance
and not as Scania said its the drivers fault or the owners own maintenace

Eric,

Did volvo not try some n88s or nb88s in the American market

Yes. This article is very interesting, particularly the Comments section:
commercialmotor.com/big-lorr … glorryblog

Very interesting so the Americans couldn’t drive them right

[tiptop495]

[zb]
anorak:

irish lorries:

tiptop495:
Hey, here some test versions for the US market in Sweden, but never could get ground in the States.
If it came on the Dutsh market the LB76 got a realy knock of it, but soon showed it’s weak driveline.
The two stupid things Volvo ever did, put the already two years old weak 240hp (255) 495 engine in the Tiptop.
But it was a power race with Scania and the need of a forward control (avancée cabine).
Second put the already known weak F88 290 in the first F10’s lukily Volvo gave a good assistance
and not as Scania said its the drivers fault or the owners own maintenace

Eric,

Did volvo not try some n88s or nb88s in the American market

Yes. This article is very interesting, particularly the Comments section:
commercialmotor.com/big-lorr … glorryblog

Hey Anorak, well done the info,strange Scania and Volvo were bestsellers in Latin American, and couldn’t
get a foot on land in the north. Had it to do with the much used petrol engine don’t think ■■?
And maybe the rough North in those days, long distances and free choise of drivelines at every marque ■■?
Of course nowadays youngsters won’t drive Fullers as in Europ any more.
A concurrence of circumstances I think, Europian marque owners who push their own products, young
drivers who want to have it easier as in the old days ■■?
And a lot drivers who aren’t interested in driving, but only do it for a living ■■?

Eric,

[zb_anorak]

The Volvo salesman in the Comments section below the CM article says that many US drivers were insufficiently skilled to drive a constant-mesh 'box, so they liked the Volvo’s synchromesh. This mirrors Scania’s US experience, which was that synchromesh was considered a “plus” point by the market (I posted a link to that article somewhere, I think!). It just goes to show that the Great Atlantic Divide in vehicle preferences is not as clear-cut as it is often described.

[zb_anorak]

public.fotki.com/modeltrucks25th … lvo-l4951/