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Joe Howard, Transport Topics  /  March 14, 2018

DUBLIN, Va. — The timing is right for Volvo Trucks North America to “take a further step” into the heavy-haul market, a company executive said during the launch of an updated model in its VNX series.

“This is us,” Magnus Koeck, vice president of marketing and brand management, told reporters during a March 14 presentation at the company’s customer center here alongside Volvo’s truck manufacturing plant. “We know how to develop trucks for rough conditions.”

Volvo also recognizes that the business case is strong for the new truck, he said. “We see that we have a strong labor market, and consumer spending is driving GDP growth,” he said. “We had the rebound of the manufacturing sector in 2017, and we also see some moderate expansion into this year.” He added, “Construction is doing well overall. Housing is doing fine; it will have a slight increase this year.”

He said that the company offers these types of severe-duty models worldwide, including its home country of Sweden, and is ready to expand its presence in the segment in North America. He pointed specifically to Canada and upstate New York as regions where heavy-haul applications are prevalent. With the new VNX, the company is targeting segments that include logging, heavy equipment transport and long combination vehicles, Volvo said.

The new model replaces the earlier VNX, which was first introduced in 2013 at the Mid-America Trucking Show in Louisville, Kentucky.

While heavy-haul is a small part of the truck market, it is one where Volvo recognizes demand, added product marketing manager Chris Stadler.

“It’s not a big market, but it is a specialized market. There are needs,” he said. “There is no typical application out there in heavy haul.” Stadler added that Volvo listened to its customers to design a truck that could meet those specialized needs and handle “the jobs they do day-in and day-out.”

“It is a high-profile segment,” Koeck added.

The VNX will be offered in three cab configurations: the VNX 300 daycab, VNX 400 flat-roof regional sleeper and VNX 740 with a 70-inch sleeper. It will be available in 6×4 tandem, 8×4 tandem, and 8×6 tridem configurations, the company said.

Power will come from either the Volvo D13 or Cummins X15 Performance series engine, with power ratings across the two engines ranging from 505 horsepower and 1,850 pound-feet of torque to 605 hp and 2,050 pound-feet. The Volvo I-Shift automated manual will be paired to the D13 in either 13- or 14-speed variants. When equipped with the I-Shift, the truck features a “crawler” mode that permits low-speed operation when climbing or ascending steep grades.

Cummins-equipped models will be paired to the Eaton UltraShfit automated transmission. Both engines will be offered with Eaton manual transmissions.

The truck is available in approved Gross Combination Weight Ratings from 125,000 to 160,000 pounds. Ratings of up to 225,000 pounds are available with application approval and appropriate components, the company said. The VNX offers optional steer axles, lift axles, tridem drive axles and longer fifth-wheel slides to help meet a variety of weight distribution requirements, Volvo said.

Available rear axles range from 46,000 pounds to 55,000 pounds, and with rear heavy-haul suspension ranges up to 52,000 pounds. Dual steering gears help with maneuverability when the truck is carrying a heavy load. Plus, its high ride height can accommodate more articulation and front ramp angle, Volvo said.

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VTNA rolls out revitalized VNX tractor

Sean Kilcarr, Fleet Owner  /  March 14, 2018

OEM dubs it a “hybrid” serving both on-highway and off-road needs.

DUBLIN, VA. Volvo Trucks North America (VTNA) introduced a rebooted version of its VNX heavy-haul tractor model, available in one daycab and two sleeper configurations with Cummins and its own Volvo-branded powertrains as options.

“The revitalization of our new VNX model shows we’re capable of handling heavy haul to support customers operating forestry and logging, heavy tanker operations, heavy flatbed and lowboy applications, and B-Trains,” said Chris Stadler, VTNA’s product marketing manager for regional haul. “Heavy haul is not a very big market but it is a very specialized market – there is no typical application or operation in heavy haul. There are different dilemmas and limitations to deal with. So our purpose [with the new VNX] is to bring more value to this market; to bring VNL features into the VNX and give customers more value than what they expect.”

The revitalized tractor is available in three cab configurations: the VNX 300 daycab; the VNX 400 flat-roof regional sleeper, with a 42-in. sleeper berth; and the VNX 740 with a 70-in. sleeper. Approved gross combination weight ratings (GCWR) range from 125,000 to 160,000 lbs., with ratings of up to 225,000 lbs. available with application approval and appropriate components.

There are range of optional steer axles, lift axles, tridem drive axles, and longer fifth-wheel slides available help meet a diverse range of weight distribution requirements, the OEM noted, including: 6x4 tandem, 8x4 tandem, and 8x6 tridem configurations; front axle ratings range from 16,000 to 20,000 lbs.; up to 445 tires to match front axle load capacity; rear axles ranging from 46,000 to 55,000 lbs.; and a “premium” rear heavy-haul suspension that ranges up to 52,000 lbs. Dual steering gears also help provide better maneuverability while under a heavy load, VTNA said.

The standard powertrain package for the retooled VNX is a Volvo D13 engine with 500 hp and 1,850 lb.-ft. of torque, paired with the 13- or 14-speed Volvo I-Shift automated manual transmission (AMT) with crawler gears. The tractor can also be spec’d with the Cummins X15 Performance Series engines, with ratings of up to 605 hp and 2,050 lb.-ft. of torque, paired with either an Eaton Ultra Shift Plus AMT or Eaton manual gearbox.

The VNX comes standard with the Volvo Enhanced Stability Technology (VEST) electronic stability control system as well as automotive-quality LED [light emitting diode] headlights, with automatic lighting and rain-sensing wipers available as options.

Stadler said the VNX features a new hood design that is shared with the VNR regional and VNL long-haul models that will help improve both engine performance, due to improved airflow, as well as fuel economy due to its aerodynamic shape. He added that the VNX also shares a range on interiors features moved over from the VNL to help with driver retention – amenities Stadler said have rarely been offered in the heavy-haul segment.

“The new VNX is a heavy-haul work tool for demanding jobs, and it gives professional drivers a comfortable working environment for performing at their best,” he explained. “The workspace was designed for maximum comfort and productivity, while the sleeper was designed to offer drivers a calm, restful space for their hours off the road.”

The dashboard on the VNX has been redone in the VNL style to reduce distraction by displaying the critical information a professional driver needs at a quick glance and by grouping frequently used controls within easy reach. A configurable, five-inch color driver information display with improved graphics works with steering wheel-mounted controls providing key operating information, as well as the ability to choose your preferred diagnostic data. On top of that, a dash-top tray with multiple USB and 12-volt connections provides a “safe, convenient home” for a driver’s many gadgets, which can also be linked to the optional in-dash infotainment system.

The retooled VNX enters production this May.

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Volvo Trucks Unveils VNX Series for Heavy-Haul Trucking Applications

Heavy Duty Trucking (HDT)  /  March 14, 2018

Volvo has debuted its new VNX series, built specifically for the needs of heavy-haul trucking operations such as logging, heavy equipment transport, and long combination vehicles.

The new VNX series is the latest step in Volvo’s revitalization of its North American product range, complementing the new VNR series for regional haul and the new VNL series for long-haul operations, both introduced last year.

Available with up to 605 hp and 2,050 lb.-ft. of torque, the Volvo VNX series is available in three cab configurations. The VNX 300 daycab is designed for local heavy-haul applications. The VNX 400 flat-roof regional sleeper is built for occasional overnights. The new VNX 740 features a 70-inch sleeper and all of Volvo’s latest interior enhancements, designed for heavy hauls over long distances.

Approved gross combination weight ratings span from 125,000 to 160,000 pounds. Ratings of up to 225,000 pounds are available with application approval and appropriate components. Optional steer axles, lift axles, tridem drive axles, and longer fifth-wheel slides help meet a diverse range of weight distribution requirements.

“From end-to-end, every feature of the VNX is built to stand up to any heavy-haul job you throw at it,” said Chris Stadler, Volvo Trucks North America product marketing manager – regional haul. “Improvements are easy to see throughout the VNX, including the bumper, axles, suspensions, braking, powertrain, and more.”

Volvo VNX Offers Tough Specs for Heavy-Haul Applications

Available in 6x4 tandem, 8x4 tandem, and 8x6 tridem configurations, the Volvo VNX offers a wide range of heavy-haul components to ensure it’s properly spec’d for the job. Front axle ratings range from 16,000 to 20,000 pounds with parabolic springs. The VNX is available with up to 445 tires to match front axle load capacity. Available rear axles range from 46,000 to 55,000 pounds, and the premium rear heavy-haul suspension ranges up to 52,000 pounds. Dual steering gears provide excellent maneuverability while under a heavy load. An increased ride height accommodates more articulation and front ramp angle, while the VNX bumper features a heavy-duty tow pin and center tow frame that equalizes forces to the chassis.

The standard powertrain package for the new Volvo VNX is a Volvo D13 engine with 500 hp and 1,850 lb.-ft. of torque, paired with the 13- or 14-speed Volvo I-Shift with Crawler Gears automated manual transmission.

Volvo’s new VNX series is also available with up to 605 hp and 2,050 lb.-ft. of torque, provided by the Cummins X15 Performance Series engine and paired with an Eaton Ultra Shift Plus or manual transmission.

Safety and Connectivity, Too

Like all Volvo models, the new VNX series cab is built with high-strength steel and exceeds both the Volvo Swedish Cab Safety Test and ECE R-29 rollover requirements. The standard driver’s side airbag is now joined by an integrated, seat-mounted rollover airbag on the driver’s side.

Volvo Enhanced Stability Technology, an electronic stability control system, is standard on all Volvo VNX models. By continually monitoring operating parameters, it detects imminent loss of control, jackknife, or rollover events. The system automatically reduces engine torque and selectively applies braking to help the driver keep the truck on course

The Volvo VNX series is equipped with automotive-quality LED headlights that produce abundant bright light to improve visibility. Automatic lighting and rain-sensing wipers are also available to improve safety.

Inside, the dashboard on the VNX has been optimized to reduce distraction by displaying the critical information a professional driver needs at a quick glance and by grouping frequently used controls within easy reach. A configurable, 5-inch color driver information display with improved graphics works with steering wheel-mounted controls providing key operating information, as well as the ability to choose your preferred diagnostic data.

A dash-top tray with multiple USB and 12V connections provides a convenient home for a driver’s many gadgets, which can also be linked to the optional in-dash infotainment system. Always in view, the instrument cluster’s clean, symmetrical layout and diffused, light-green backlighting makes it easy to read, reducing eyestrain and fatigue.

All Volvo VNX models come standard with Volvo’s factory-installed connectivity hardware for access to Remote Diagnostics, which provides proactive diagnostics and monitoring of critical engine, transmission and aftertreatment trouble codes. The same hardware also allows customers to perform software and parameter updates over-the-air with Remote Programming, which helps improve uptime and vehicle efficiency, while reducing downtime costs.

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The Mack name has been synonymous with "heavy haul"  for over 100 years around the world, and particularly in North America.

America was literally built on the back of the Mack truck.

That Volvo Group would, in North America, choose the Volvo brand rather than their Mack marque to go for greater market share in heavy haulage speaks volumes.

From th

Cheaper to make this volvo as Mack brand doesn't have a long hood truck that could fit a cummins x15 . It would costill volvo to much $$ to design a long hood for mack and only sell 100  trucks a year .

37 minutes ago, Maxidyne said:

They're just now building the last of the Titans, that hood should be big enough for the 15 liter Cummins...

Not all Mack dealerships are Cummins certified. We're not and don't want to be. I don't want to open that can of worms to deal with . We have enough trouble with keeping up with issues with Mack. The new Anthem and CH model will be more like Volvo than ever before. They will be using  the LCM ( Light Control Module) just like the Volvos. Makes chasing lighting problems much more fun. 

That was the issue with the CL 733 cummins hard to get them worked on . I would think mack could work a deal with cummins to have the  x 15 wired up compatible with Mack software call it a mack engine . Then again the granite mhd has the L9 cummins also a low volume truck

Good point- We need "interoperability" between vehicles and components! Instead too many big truck makers are building their own unique hardware and software... That works in cars and light trucks where you've got volumes in the millions. In big trucks where the whole North American market is two or three hundred thousands of vehicles a year and submarkets like heavy haulers in the low thousands, not so much. Volvo's use of the Cummins 15 liter instead of their own 16 liter is testimony to this, unfortunately Volvo hasn't figured out that they need to get there software and well as hardware ready to support Cummins engines too.

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Mack and cummins have been a long standing partner. I remember lots of Superliners with them and lastly the some of the last CL's. after that I have not seen one under the hood of a Mack.  But in today's car and truck world mfg do not like to share or use other peoples stuff. With all the special tools and costly download crap it seams it may be better (for the truck MFG and dealerships) to have their own stuff under the hood just for troubleshooting the endless emission crap and such. Its not like it use to be where you just drop in any diesel and any shop wrench could work on them. I know as a owner this is not the idea case. A owner would like to have engine options for a truck that he is looking to buy. His garage may already have tools or know how to work on cummins and would want to buy a Mack with one under the hood. But that wont happen with volvo running things.  This clearly shows that they killed off the low volume sales of their overpriced Titan and now introduce a  volvo with the same options.  Volvo killed off the mack titan, Mack is bleeding in the refuse and cement market. and they are clearly focused now on fleet spec OTR and day cab chassis with their "new" Anthem line. 

Yes Mack (volvo) makes a nice truck but just they seams to lack just about everything that long standing Mack customers want to see in a Mack. What I see today is many New customers buying a Mack but what worrys me is I see many longstanding customers forced into dropping them. Volvo is gambling that they will build a new brand of truck and those new people will continue to follow knowing the old customers wont. Seams risky to me

sad days from my perspective

 

 

Trent

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I still see this as a fail ,probably Canada they will sell ok but not United States.  I doubt many owner operators or heavy haul fleets and loggers  in upstate ny are going to buy this instead of a western star or paccar trucks.

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6 hours ago, logtruckman said:

I wonder if there is a mack version of this in the works ? I heard rumors last year of a extended cowl chu that coud house a 15 liter.

Why would they go through all that trouble when they had the titan?

The problems we face today exist because the people who work for a living are outnumbered by the people who vote for a living.

The government can only "give" someone what they first take from another.

Yeah that's what I was getting at. They had a nice heavy duty truck available with big bore power that customers seemed to like yet Volvo (Mack) couldn't figure out how to spec and price it to make competitive? Now Volvo comes out with their own heavy haul truck.  Hmmm, I don't believe in coincidences. 

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The problems we face today exist because the people who work for a living are outnumbered by the people who vote for a living.

The government can only "give" someone what they first take from another.

Well volvo did have the VNX heavy haul truck before and discontinued it when they ended production of d16 and Mack titan mp 10 last year.your right mack should have just kept making titans with cummins and mp8 ,  

On 3/15/2018 at 11:50 PM, Maxidyne said:

They're just now building the last of the Titans, that hood should be big enough for the 15 liter Cummins...

There was quite a few Titans & Superliners Built here in Australia at the turn of this Century with Cummins Signatures in 'em.

Plus they're still building them with the Volvo D16.. ooops I mean MP10..

Shouldn't be Too hard (I would've thought) to tap into some Aussie Mack Knowhow to build them..

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"Be who you are and say what you feel...
Because those that matter...
don't mind...
And those that mind....
don't matter." -

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