Volvo is dragging the US trucking industry into the 21st century, with the launch of North America’s most fuel efficient, safest and best-connected truck. In fact, the new Class 8 VNL is so advanced that the manufacturer reckons it has the potential to save operators at least $20,000 (£16,000) per truck per annum when compared with the competition or the legacy model it replaces.
So how has it done this? Well, for starters it has thrown $400m (£316m) at the project. This includes a new production facility at its New River Valley plant in Dublin, Virginia, which we visited last month to find out more about the new truck. It has also learned lots from its super-slippery SuperTruck 2 concept truck (CM 29 February 2024). But arguably the most significant features of this new long-haul tractor are all borrowed from its European truck range.
by Will Shiers, ITOY Jury Member Grat Britain
SMOOTH RUNNING
Aerodynamics clearly play a crucial role in the VNL's design, evident in the new streamlined, wedge-shaped cab. The bonnet is narrower, and the bonded, curved windshield, resembling that of a high-speed train, is raked at 52 degrees compared to its predecessor's nearly vertical angle. Voids have been filled, turbulent areas smoothed, and chassis fairings now reduce the gap between truck and trailer. Volvo’s Camera Monitoring System (CMS), which was launched in Europe at the beginning of the year, is now available as an option on the VNL. However, due to US regulations, trucks with cameras and screens still require mirrors, albeit smaller than before, which prevents the full aerodynamic benefits of these systems from being realised.
The new VNL features a notably larger grille than before, which, along with the new hood scoops, enhances cooling, reducing the workload on the fan and thereby improving fuel efficiency. "A penny saved is a dollar earned," says a spokesperson, highlighting the numerous small aerodynamic improvements around the cab, which collectively contribute to a 7% improvement in fuel economy.
It is worth noting that any aerodynamic improvements count for more in the US than they do in Europe, simply because of the high speeds that trucks are permitted to drive. In some states 85mph is allowed.
While maximum speeds are considerably greater than in Europe, it’s a different story with weights, with federal law forbidding anything over 80,000lbs (36.3 tonnes). Perhaps this explains why Volvo is in no rush to offer its new 17-litre engine Stateside. Instead, the new VNL is equipped with the FH’s D13 engine, available in both regular and Turbo Compound guises, with power ratings ranging from 405hp to 500hp. Recent efficiency improvements to this 13-litre engine, along with a faster-shifting I-Shift transmission, contribute an additional 3% in fuel efficiency gains. Combined with the aerodynamic cab design, this 10% improvement equates to claimed fuel savings of $5,466 (£4,319), based on 120,000 miles per year, over the outgoing model. “The new VNL is the most fuel-efficient production truck bar none”, declares Magnus Koeck, vice president, marketing and brand management, Volvo Trucks North America.
YOU’RE IN SAFE HANDS
The European FH’s influence on the new VNL is most evident in its active and passive safety features. While Europe’s General Safety Regulations mandate numerous safety aids, the US is still playing catch-up. However, in its quest for zero accidents, Volvo has introduced many of these European safety aids, both mandated and non-mandated, to the VNL. The extensive list includes Active Driver Assist Plus with Pilot Assist, Pedestrian Detection, adaptive cruise control with stop-and-go, Road Sign Detection, Intelligent Lighting, and electronic parking and trailer brakes. Additionally, Volvo has introduced E-Call, an innovative safety feature that connects the driver to emergency services where a phone service is available, providing precise location details automatically in the event of a rollover crash or airbag deployment.
Volvo has bundled many of these safety aids into several different packages and encourages customers to opt for them. It has calculated that for every 1 million miles travelled, the average American truck will have 1.9 accidents, with the average crash costing $148,000 (£117,000) or $10.8m (£8.5m) if there’s a fatality. Investing in optional safety features that mitigate these accidents makes a lot of financial sense. “Can you afford not to?” asks Koeck.
We had the opportunity to experience some of these safety aids firsthand, albeit through a virtual reality headset, and we saw a successfully crash-tested new VNL cab up close.
DRIVER RETENTION
On average, it costs $9,748 (£7,700) to recruit a new driver, but US hauliers won’t need to worry about that if they operate a fleet of VNLs, according to Volvo. “Bosses say we want butts on seats, but drivers say they want comfortable seats for their butts,” says a spokesperson, emphasising the VNL’s comfort.
However, we reckon it might depend on what size cab and trim spec the operator chooses.
There are six models available, from the VNL 300 Day Cab, to the luxurious VNL 860 with its palatial 72in Full-Height Sleeper. Each model offers four interior and exterior trim packages, starting with the Core. This fleet-spec option has a utilitarian look, with dull black bumpers and grille. Inside, it features scuff-free plastic, an entry-level driver’s seat, a rubber steering wheel, and wipe-down walls. The finishing touches are bright orange seatbelts, which immediately notify everyone else on the road that you’re behind the wheel of a poverty-spec VNL.
The Edge edition adds chrome accents on the grille and air intakes, giving it a more premium feel, along with additional cabin amenities. Fluorescent green seatbelts come as standard. Edge Black, as the name suggests, has a sleek black interior and exterior. (and seatbelts). The flagship offering is the bells and whistles Ultimate. A big chrome grille alerts passing motorists to this truck’s superiority, and drivers will wear their vivid blue seatbelts with pride.
CONNECTED
VNL owners can save $4,435 (£3,500) per truck through increased uptime, thanks in large part to technology already available in Europe. Key to these savings is Volvo Connect, the manufacturer’s comprehensive fleet management portal. This platform centralises all of Volvo Trucks’ digital services, including vehicle data insights, diagnostics, remote programming, fuel economy reports, safety reports, and location services, under one proprietary system.
A complimentary 24-month Volvo Connect subscription is standard with all new VNLs. Additionally, the new My Truck app allows drivers to stay connected to their truck at all times through their smartphone or tablet.
The VNL is also the first North American truck with 24V electrical architecture. This feature helps minimise battery and electrical failures and improves serviceability by making it easier to pinpoint and repair electrical issues.
CONCLUSION
Volvo Trucks North America asserts that the new VNL rivals the European FH Aero, and having experienced it firsthand, there's a strong case to be made that the VNL might indeed surpass the FH. Thanks to its hood it is notably safer and more aerodynamic, and from a driver's living space perspective, it stands a head and shoulders above anything in Volvo’s European lineup. It’s clear why Volvo believes the VNL is the best truck on the US market and is confident that its share of the Class 8 market is about to increase from its current 11%.
According to Koeck, if all 300,000 Class 8 trucks sold in the US every year matched the new VNL's fuel efficiency, it would result in carbon reductions equivalent to those of 30,000 battery-electric Class 8 trucks. That’s a startling figure. Now imagine how much greater this impact could be if US trucking firms moved away from the inefficient and unnecessarily thirsty 6x4 configuration and reduced their top speeds by 20mph.
BOX – BEHIND THE WHEEL
We have a brief drive at Volvo Truck North America’s demo centre test track in a couple of new VNLs.
First up is a 660, which features a medium length (62in), full-height sleeper cab. It is finished in entry-level fleet spec, which means a cloth seat, rubber steering wheel and a dearth of soft plastics. That said, it certainly isn’t an unpleasant place to be, and the living area dimensions would put a smile on any European tramper’s face.
It does have some extras though, like CMS. We really like Volvo’s mirror replacement system, although note that in this truck the screen is very close to the driver, on account of the curved windscreen and location of the A-pillar.
One feature this truck does have that’s yet to be introduced in Europe is a key fob, and a push-button start. We fire the 405hp D13 into life, put our foot on the brake pedal, select ‘D’ on the steering column-mounted stalk, and watch as red lights on the electronic parking brake and trailer brake extinguish.
As we drive around the track, the first thing we notice is how superior the visibility is, compared with every other bonneted truck we have ever driven. You can’t even see the hood, so there’s no chance of losing sight of cars on the nearside. There’s a lot of glass too, thanks to that deep, curved windscreen. We are impressed that they managed to get windscreen wipers to work effectively on its curvature. It must have been a headache for the designers.
We are running at 76,000lbs (34.5 tonnes), and the engine works hard on some of the hills. The D13 is considerably louder than it is in the FH, which is odd considering that we’re sitting further away from it.
The truck is equipped with VOAS air suspension, which does a reasonable job of ironing out the bumps.
Every so often the truck bleeps at us, alerting us to road signs. If it detects a speed limit sign and realises that we’re travelling under or over that speed by plus or minus 10mph, it gives a triple bleep to alert us to our error. When we come to a stop, the demo driver in the passenger seat tells us to take off our orange seatbelt while leaving the truck in gear. As we do so, it automatically selects ‘Park’ and applies the electronic handbrake and trailer brake.
Our second vehicle is the flagship 860 Ultimate, which is undoubtedly one of the best trucks we have ever been in. In fact, we spend the first 10 minutes simply enjoying the living space provided by the 72in full-height sleeper cab, folding the giant bunk against the rear wall, and setting up the table and chairs. We have stayed in hotel rooms with less space than this.
Th view from the driver’s seat is pleasant too, with wood grain accents, and a large central touch screen. Like in all VNLs, the dashboard display is digital, and clearly borrowed from the FH.
This one has the 500hp engine, which makes light work of the small inclines on the test track. It’s noticeably quieter than the previous truck too, but nobody can explain why. Presumably this cab has better insulation.
Something else that’s immediately apparent is the superior ride quality. It is fitted with the new GRAS (Global Rear Air Suspension), which features eight air bags, and is far superior and less aggressive on rough surfaces than VOAS. It feels so well planted, with none of the floating/wallowing feeling that we have become accustomed to with our cab-overs.
This truck is fitted with CMS too, and after a couple of laps we’re fully used to it. Although the small mirrors that accompany it are far less obtrusive than the massive West Coast mirrors that most US trucks have, they’re still surplus to requirements, and the sooner Volvo convinces the Department of Transportation that they’re no longer needed the better.