VN's Makeover
The Volvo VN enters its second generation
Steve Sturgess
Senior Editor
The Volvo VN has earned an enviable reputation as a drivers' truck. A combination of ride, visibility, comfort, convenience and safety has endeared it to drivers in the half-dozen years since its introduction. And at 6 years old, it is still a very new truck. But already, the VN has undergone a thorough makeover that goes much deeper than the fresh, automotive-styled new hood.
It was bound to happen. Volvo has a long history of new product innovation, bringing new models to the world's markets, even when their existing products are doing well and are still popular with customers. But it's safe to say, the demands of the new engines for the EPA 10-'02 deadline have hastened the process for the VN.
In Volvo's trucks, the post '02 engines are either the company's own VE D12 - currently accounting for half of production volume - or Cummins' ISX. And both of these engines use cooled exhaust-gas-recirculation to meet the EPA's emissions mandate.
Cooled EGR involves a trade-off, with reduced fuel economy. With the VN's redesign, Volvo engineers have made subtle changes around the exterior to improve the truck's aerodynamics. This offsets the fuel penalties that come with its V-Pulse or Cummins' VGT technologies - both of them, incidentally, simple and elegant solutions to the use of EGR.
With the redesign of the VN, the new hood achieves maximum cooling air flow through the radiator and throughout the engine compartment to deal with the added heat rejection that comes from using cooled EGR.
And there's more beneath the skin, too. With the second-generation VN, a change to the front axle and suspension stretches the wheelbase for more opportunity to add chassis equipment or slide the fifth wheel forward a notch or two. This closes up the trailer gap for added aerodynamic improvement.
Other improvements aid service accessibility, driver comfort and convenience. And safety.
THE WALKAROUND
The evaluation unit, a VNL 780, is the long and tall replacement for the earlier 770 - the number changed to reflect the second generation rather than any dimensional change. Like other Volvos on the show circuit, this 780 sports a NASCAR theme, trading on Volvo's association this year with two major teams. And fans will instantly recognize the big No. 8 on this black and red beauty even before noticing the Dale Earnhardt Jr. signature on the side.
Under the hood is red as well, with a 530-hp Cummins ISX - the highest horsepower available earlier this year, though the 560 is due for release any time now. Enhancing its driver-friendliness, the 15-liter Cummins is paired with an Eaton Fuller 10-speed AutoShift transmission, driving through Meritor rear ends featuring a 3.58 to one ratio. The truck comes on 22.5-inch wheels - this particular unit shod with Michelin's latest fuel-efficient 3-series XZA and XDA tires. They are an 80 Series radial, turning 513 revs per mile, so the combination of tire size and gearing makes for a flexible package that shows around 1,320 on the tachometer at 60 mph - a good, economical cruise spec.
Dropping a gear - which a driver can do with the gearshift keypad on the seat-mounted shifter - brings up 1,500 rpm at 50 mph in direct 9th.
A feature of all the long-nose new Volvos is the standard air-ride front axle complementing the Volvo air-ride tandem. The front axle and suspension are both by Hendrickson, with a unique-to-Volvo version of the SteerTek/AirTek. This includes a fabricated front axle that saves around 200 pounds over an I-beam axle, while offering greater durability and much-improved king-pin serviceability. On the Volvo, the location of the axle is well contained and the geometry of the spring/axle means the system has significant roll stiffness for both precise steering and good handling.
Adding to the ride quality is air suspension for the high-strength steel cab through widely mounted air bags and a vertical and horizontal arrangement of shock absorbers to control vertical movement and sway.
Despite the use of steel, and the generous dimensions of the cab, the tractor weighed in at 18,800 pounds with around 1,000 pounds of fuel on board.
The cab is basically unchanged from the earlier VN and is an exceptionally strong structure, able to survive Volvo's crash testing, which is far more rigorous even than the European ECE29 test. Adding to the overall safety, the engine and transmission push down under the floor in the case of a frontal collision, greatly enhancing a driver's survivability in a severe accident. A supplementary air restraint (air bag) and a collapsible steering column are standard.
Other cab features include the double sealing around the wide-opening doors with big, easy-to-use grab handles mounted inside to keep them clean. A new feature on the VN is a subtly designed groove in the windshield rubber retainer that deflects water from the side windows and mirrors.
The side fairings are also special, flat for good air flow and designed for quick removal for service.
The hood is obviously different on the second-generation VN, distinguished by the stacked high-output headlights and driving lights in the sweeping fenders. Other changes include air intakes ducted into both sides of the hood and a cut-away Volvo badge for maximum airflow.
DRIVER ENVIRONMENT
The interior redesign makes the VN easier on the owner and the driver. The dash has been revised with more switch positions for application flexibility. There's a passenger-car feel to the lights, heater/ventilator, turn signal and cruise controls. There's also an option that puts several switch functions in the steering wheel hub for greater safety.
The dash features integrated instruments and a driver information display with controls set in a steering column stalk that is completely intuitive in use. Adjacent to this stalk is another for the Cummins ISX six-position engine brake.
This truck also featured Volvo Link, the integrated communications and fleet management solution that utilizes this same display. Volvo Link is a great tool that can make the small fleet look and perform just like the infrastructure-heavy majors.
The VN's steering column is fully adjustable, with a foot-operated clamp. Unique seats by Isri have extended tracks, making it possible to tailor the driving position to an extremely wide variety of drivers. The seats have a comprehensive array of adjusters that include a backrest that reclines and even folds to accommodate different preferences.
Included among the high-series features are seat swivels to make the 77-inch sleeper a huge living area.
A feature that always pleases drivers is the storage in the VN. There are lockers above and to the side overhead and bins in the doors. There's even a trash receptacle set beneath the center console, which has cup holders for all sorts of different-sized containers. Extensive changes to the cabinets in the sleeper give a much better range of adjustment for the seats, too. And with the AutoShift transmission, there's no gearshift to impede access back to the sleeper.
The dinette arrangement in the 780 makes a great place to relax, take meals or do paperwork. Depending on the driver/team preference, the top bunk can be left in place and the seating used without discomfort. Alternatively, the bunks can both be made up because the dinette converts to a decent-sized, comfortable bed.
PERFORMANCE
The huge windshield, sloping nose and shape of the side glass mean great forward visibility. And a change to the mirrors means you can see around the driver's mirror more easily.
During our rain-soaked three-day test the windshield wipers proved very effective, with a handy column-mounter control varying speeds as well as delay.
Other controls were light, easy to use and intuitive, with most grouped where they could be reached with the fingertips without taking hands from the wheel. This was made even simpler with the AutoShift transmission.
The AutoShift is a three-pedal, automated transmission, requiring the clutch to get rolling and when coming to a stop. Otherwise, it frees the driver to deal with the traffic, which pleased us during rush hours on I-40 through Greensboro, N.C., and later during filming for the video test we'll be posting on www.truckinginfo.com.
The transmission downshifted when cruising state highways at around 50 mph. With 530 hp and 1,850 pounds feet, the ISX didn't need a shift because the engine would easily pull our loaded trailer from 1,100 rpms in 10th. So I hit the manual button on the shift pad for two-lane driving.
Otherwise, the transmission behaved very well, keeping the engine in the lighted green segment on the tachometer.
Ride - with the all-air suspension and cab and seat air-ride - was fabulous, as can be imagined. There was no road shock, neither was there any floating sensation.
The change to the front suspension made the steering feel a little different, and I had a tendency to saw at the wheel early on in the test. However, with more familiarization and miles, I found the truck would keep its line well without constant correction. Once settled in, this steering - plus the ride - make the new VN an exceptionally relaxing truck to drive.
Adding to that was the remarkable quiet: The loudest we measured under the hard acceleration test was 69 dB(A). At cruise this dropped to an almost whisper-quiet 67 dB(A) - truly amazing. This quiet is the result of work that has gone into floor, doghouse and door sealing and insulation.
Using the excellent driver display, we were able to check fuel mileage for the cooled-EGR ISX. Overall, it scored 4.87 mpg, but that included a lot of rural two-lane. On the freeway, in good conditions, we managed to push it into the high fives. But it should be remembered that this is a brand-new truck with only a few thousand miles on the odometer. Volvo claims that the improved aerodynamics offset the fuel penalty of the EGR engines, so we would expect to see 7s with more miles, more familiarity and better weather.
OPERATIONAL CONSIDERATIONS
The new VN is easier to service than the previous model, and that is never more apparent than in the side fairings. With the release of two twist locks, the panel swings away on lower hinges. This allows for service of the batteries or blowing down the air tanks on the driver's side, or access to a toolbox on the passenger's. For more access, the restraining lanyard can be released and the whole panel lifted clear.
Another change is to the hood release. This unique security feature has been relocated to the lower steering column shroud, where it can be reached through the open door when standing on the ground.
The air filter can also be replaced when standing on the ground.
Windshield wipers fold for easy cleaning and the motor is quickly and easily accessible. Headlight bulbs are easily replaced without tools.
Splash shields keep the engine compartment cleaner and are in three pieces to make engine access easier. They are also ribbed to cut splash and spray. The in-cab doghouse has been redesigned so it can be removed without moving either the floor mat or the seats as previously.
Fuel tank filler location has been moved to the back of the tank to keep fuel away from steps.
Summing Up
The earlier VN had become a big favorite for its ride quality, quietness and driver-friendliness. Now it's even better.
Test Vehicle Specs
