On The Road
HDT has already covered the technical aspects of the V-Pulse engine and we reported on the driving differences back in July. This time we were more concerned with the handling of the Airtek front suspension and the comfort in the updated cab.
The ride and handling of the VN is acknowledged to be top-notch, with the big, air-suspended cab providing a spacious, compliant and smooth driving experience. The interior is enhanced with the latest Isri seats that feature wider, softer cushions more suited to American preferences. These highly sophisticated and very comfortable seats are standard.
I found the air-suspended Airtek suspension and Steertek fabricated front axle further enhanced the ride. With less unsprung weight and well-matched spring/damper settings, the combination offers a 21% reduction in road shock finding its way to the chassis. Combined together, the new VN's suspension setup brings ride quality to a whole new level for a conventional heavy truck.
One of the more subtle changes to the chassis is an uprated power steering pump that adds feel to the steering, though I did find the air suspended front end different in its steering characteristics from the conventional steel, leaf-spring setup.
The new dash features a fresh layout with more space for auxiliary switches and a four-position lighting switch to the left of the instruments. Rotary switches control the HVAC for better temperature control and air direction.
With the seating and controls sorted, it's nice to see Volvo has eliminated the old model's intrusive mirrors. New split mirrors are located on a three-arm mounting that affords a much better view at road junctions.
And in the sleeper there are modified cabinets that allow for additional seat adjustment with all kinds of added convenience and comfort.
After only 80 miles, we confirmed that the Volvo V-Pulse engine gives up nothing in its low-emission form. Although we were not fully loaded (probably around 60,000 pounds) the 435 pulled far better than its 1,550 pounds-feet would have suggested. There's none of the super-snappy throttle response you get with the variable geometry turbo on the ISX, as an example, but the engine hangs in there on the few grades we experienced on our 80-mile loop.
Volvo will be adding around $4,000 to cover the cost of EGR updates to the engine and the chassis enhancements. But that is a relatively small price to pay for the technology. With the redesign for lower weight, better fuel economy and easier serviceability, as well as less complexity in its EGR solution, the new VN models promise significant lifetime savings.
