Volvo Trucks

Volvo Trucks are built in various locations around the world, including, Belgium, Brazil, and the United States. The company has a strong presence and is committed to producing high-quality trucks that meet the needs of customers in different regions

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DRIVING PROGRESS FOR DECADES

In 1927, the first series-manufactured Volvo car, the Volvo ÖV4, rolled off the production line in Lundby in Göteborg, Sweden. In February 1928, the very first Volvo truck left the same assembly line – in a building near where the Volvo Trucks headquarters are located today. The story of Volvo Trucks isn't just about the process of building, creating, developing, and refining our vehicles.

It is also a story about the development of the truck in general. Not least how this mode of transport went from being something of a luxury – a complement to goods trains, cargo ships, and even horses and carts – to one of the main modes of transport that move the world today.

Volvo Trucks in 1920s

The 1920s was a period of rapid progress for trucks and truck transport. In the early years of the decade, trucks were very old-fashioned, often fitted with chain-drive systems and solid rubber tyres. Drivers were all too often exposed to fluctuations in temperature and the elements. When the first Volvo truck rolled off the production lines in 1928 it was, however, shaft-driven, had pneumatic tyres and the driver sat in a fully enclosed cab.

Even at this early stage in truck development, Volvo trucks were built to a very high standard in terms of their reliability and quality, especially compared to non-Swedish trucks, which had not been designed with the poor Swedish climate and poor Swedish roads in mind.

Now follow the pioneering steps and read more about the early Volvo Trucks of the '20s.

Series 1 and 2

Volvo began operations in late 1926, preparing for the production of cars which started in April 1927. It was soon clear that there was only modest demand in Sweden for a Swedish car.

As early as December 1926, design of a medium-duty truck (named 'Series 1') had started, and, in February 1928, the very first Volvo truck left the factory in Gothenburg, Sweden (at this early stage the production of cars and trucks took place on the same assembly line).

The first truck - an unexpected success
In contrast to the modest demand for Volvo cars, the first Volvo truck was an immediate success. The original plan was to produce 500 four-cylinder 'Series 1' trucks, and later introduce the more powerful six-cylinder truck. The first 500 trucks were, however, sold out in very short time. A second series of 500 trucks - 'Series 2' - was planned and manufactured.

The Volvo 'Series 1' truck was not a powerful truck, having a modest four-cylinder petrol engine delivering only 28 bhp. The official payload was limited to 1,500 kg (half of the GVW) but the basic design of this early truck was very sound, so people frequently used it to carry loads up to double that of the legal figure.

Three-speed gearbox and ergonomics
The speed of the Series 1 Truck was always limited to 40 or 50 km/h (less with payload, especially in hilly surroundings). Driving was, however, facilitated by the three-speed gearbox and the reasonable ergonomics, including a fairly low level of sound for the driver.

In this truck, like in other trucks up to the mid 30s, heating was limited to the engine heat, which entered the cab through the metal sheet that separated the engine from the cab.

Complete design by Volvo
The Series 1 Truck was a modest attempt which succeeded well above expectations thanks to rugged and simple design. In contrast to many other trucks from this era, it was completely designed by Volvo, including the engine and the gearbox. It was delivered without a cab, but a standard cab produced by the independent body manufacturer, 'Åtvidaberg' (who also produced the car bodies) could be ordered and fitted in the Volvo factory before delivery.

Most trucks of this type, however, were delivered without cab to the customer who then ordered a cab to his own specifications from any of the many local cab manufacturers. Surprisingly many Truck Type 1 have been preserved to this very day, proof as good as any of its high quality.

Series 2

The second truck - built on high demand...
After the slow sales of the four-cylinder Volvo cars during the initial years, it was certainly a very pleasant surprise that the first Volvo truck became a success. The first 500 Series 1 trucks (stocks of which were originally expected to last for up to two years) had found customers within 6 months. Another batch of 500 four-cylinder trucks had to be produced due to the demand.

...with hardly no time to rest
The first two years were a time of frenzied activity at Volvo, with several different types of vehicle being designed from scratch. After this, it was possible to calm down a little, which made it feasible to make several modifications to the new Series 2 Truck in relation to the very first Volvo truck of February 1928.

Despite the fact that trucks were now becoming more and more powerful, Volvo was, in the short space of the first six months, given no chance to create a more powerful engine than the existing (original) four-cylinder engine with a mere 28 bhp. The previous two rear axle ratios were, however, reduced to a single one, the 'slower' axle resulting in a slower top speed but improved driveability.

Improved drivability
The first truck had a track dimension identical to the first Volvo car (only 1,300 mm), and this created serious problems when driving on the roads of the day. These roads were very often nothing but a pair of tracks left by horse-drawn carts, which were about 1.5 metres wide, creating problems for the first, narrow Volvo truck, which did not 'fit' into the cart-tracks.

For this reason the Series 2 Truck was given a wider track of 1,460 mm. The wider track was created by moving the rear springs to the outside of the frame rails (on Series 1 the springs had been attached directly under the frame rails) - constituting a sound way of distinguishing the Series 2 Truck from the earlier Series 1.

Suited to series production
In many respects, the second truck was better suited to economical series production. The beautiful wooden steering wheel was, for instance, exchanged for a more standardised 'bakelite' steering wheel.

The Series 2 Truck became quite successful, and found favour with several truck owners, as well as other groups like bus companies, which started using this truck as the basis for a simple but reliable little bus. These small buses had a truck chassis, with a wooden-framed bus body covered by sheet steel.

Volvo Trucks in 1940s

The first half of the 1940s was, of course, dominated by World War II. Volvo's production of vehicles for the private sector fell sharply, but sales of advanced cross country vehicles to the Swedish Army more than made up for the absence of private customers.

The experience of developing cross-country military vehicles would prove to be of great long-term benefit in the design and production of other forms of rough terrain vehicles that would be used in areas such as construction. During the late 1940s, production of old-fashioned pre-war vehicles increased dramatically.

Now put on your helmet and read more about the Volvo trucks of the '40s.

LV15 and LV24

Despite the fact that Volvo was a fairly progressive manufacturer, Volvo was one of the later truck producers to introduce diesel trucks. That was not by mere chance, but due to the fact that Gustaf Larson, one of the co-founders of Volvo, was a fellow engineering student of Jonas Hesselman, the inventor of the Hesselman engine.

The first Volvo diesel engine...
The original plan was to introduce the first diesel engine in 1940, but World War II delayed the introduction of the Volvo diesel truck. The first Volvo diesel engine was called 'VDA' ('Volvo Diesel engine type A') and was of the pre-combustion type like most of the diesel engines of that era. Originally, the VDA was planned to be of the more efficient direction-injection type.

At tests performed before the introduction of the direction-injection type VDA, it was found, however, that it was very difficult to start this version of the VDA in cold weather. So, in order to guarantee perfect reliability and long service life, a new version of the pre-combustion type was introduced in 1946. This was presented in the autumn of 1946 and very soon became the most popular truck in Sweden.

...and the first Volvo diesel trucks
The LV15 series of trucks was fairly similar to the petrol 'Roundnose' trucks which were originally presented in petrol-engine versions in 1939/40, but the larger and heavier diesel engine demanded a longer bonnet, which means that the diesel trucks are easy to distinguish from the 'Roundnose' trucks with petrol and Hesselman engines.

Despite the output of only 95 bhp (100 bhp from 1949), the LV15 series trucks (and the L24 series of similar appearance which succeeded it) could perform heavy transport tasks, including construction transport and long-distance operations, sometimes even in a three-axle model and with a trailer.

Introducing direct-injection
An important step (engine-wise) was taken in 1950, when the pre-combustion chamber VDA engine was superseded (initially as an alternative at a slight extra-cost) by the direct-injection VDC engine, offering much improved fuel consumption. This engine is very much the ancestor of today's efficient Volvo diesel truck, bus and marine engines (actually the VDC engine was used for all these purposes, as well as for other Volvo vehicles like road-scrapers!).

The LV15/L24 series of trucks were superseded by the L38/Viking truck in 1953.

Volvo Trucks in 1950s

Perhaps no other decade has contributed more to the development of the truck than the 1950s, despite the fact that truck design had changed relatively little.

Petrol engines and rudimentary pre-chamber-combustion diesel engines were superseded by efficient direct-injection diesel engines. Volvo acted as a pioneer of the turbocharged engine and the emergence of stronger, more efficient engines contributed to heavier and longer truck combinations.

The introduction of sleeper cabs and power-assisted steering made life easier for the driver and as a whole the importance of truck transportation increased.

Now get into the diesel-injected innovations of the Volvo trucks of the '50s

L34

Volvo was a fairly conservative company for a long time. That was not without reason. Since laboratory resources were limited in the old days, it was safer to continue using tried and reliable solutions, rather than trying to incorporate novelties which had perhaps not always been thoroughly tested.

This was completely in accordance with the honest principles set by the two founders Assar Gabrielsson and Gustaf Larson, who did not want 'the customers to have to act as test drivers'.

A well-tried truck...
A typical example of the conservative design of Volvo trucks in the old days was the L34. This medium-duty truck was a direct successor to the 'Sharpnose' trucks and was very similar (in fact nearly identical) in technical respects to the previous 'Sharpnose' L20 truck. As a result, the L34 was a well-tried truck, a fact which was most certainly popular with the customers (often firms like breweries and local delivery companies).

...but quite modern-looking
The exterior design was very modern, being very similar (but on a larger scale) to the famous PV444 car (and also to the PV83 taxicab). This Volvo design (which was probably influenced to a great extent by American cars of the era) became popular with the customers, and was of course quite modern-looking, with its headlights embedded in the fenders.

The L34 was primarily intended for local delivery work, a task which was very much facilitated by the low frame/chassis height, helping the driver to load and unload (the driver of the era had to make do with his own body strength for loading and unloading, since help devices like cranes and forklift trucks were more or less items of the future).

Favoured by the breweries
Perhaps the most famous L34 trucks were those used for the introduction of Coca-Cola soft drink products into Sweden in 1953. In contrast to other companies of the era, Coca-Cola actively used the trucks for spreading their product message, both by an ad message on top of the special superstructure (influenced by American brewery trucks) as well as on big posters on the rear of the trucks.

The L34 trucks were superseded by the L42 Snabbe in 1956, and it was in fact the last N type distribution truck from Volvo, i.e. with a bonnet. Later distribution trucks would all be of the F type.

L36 and L37

Despite the success of the F truck in both Europe and other parts of the world, especially in the medium-duty segment, Volvo decided to carry on the development of reliable traditional conventional trucks, based on the existing generation of trucks.

A generation of modern trucks
When the L36/L37 family of trucks was introduced in 1954-56, it was a modern truck generation with numerous different components under the skin of the different versions. Side valve petrol engine, overhead valve petrol engine or diesel engine were obvious choices.

With the modest GCWs and the fairly modest quality of Scandinavian roads, around 100 bhp was more than enough for the intended transport applications, especially as these trucks were rarely used with a trailer.

Medium-duty class - heavy-duty performance
The mid and late 1950s was a time of fairly short daily transport distances when it came to medium-duty trucks, so a surprisingly large proportion of petrol-engine versions (L360 and L370) of this truck family was made, in relation to diesel engine trucks (L365 and L375).
Strictly speaking, this family of trucks belonged to the medium-duty class, but often the trucks were used in heavy-duty applications.

There were numerous tipper trucks based on chassis from this family, and L36/L37 trucks were often equipped with a crane, making them independent of loading tools and thus suitable for a large number of applications.

Volvo Trucks in 1960s

In the 1960s, the truck was finally crowned transportation king. This was due in no small part to its flexibility and the fact that a national and international road infrastructure was in place that enabled fast, safe and efficient truck transportation.

The 1960s was, in other words, a good decade for drivers. In Sweden, certified safety cabs were launched on the market.

Cabs were fitted with rubber suspension systems, drivers enjoyed the benefits of sitting on sprung seats, and the new high F/COE-cabs afforded superb visibility.

Now sit back comfortably and learn more about the Volvo trucks of the '60s.

F82 and F83

When the great 'System 8' renewal of the Volvo truck product programme took place in 1965, there were two models, which were kept practically unchanged.

These were the F82 and the F83, named in accordance with the other new trucks, i.e. with an 'F' to designate Forward control, with an '8' to designate that they did belong to the new programme, and with '2' or '3' to designate whether they were the direct successors to the L42 or L43 families of trucks respectively.

No changes needed!
The fact was, of course, that the introduction of a diesel engine into these trucks in 1963/64 had actually converted them into quite efficient transport tools, and the forward control model offered favourable axle loads together with long platforms within relatively short total vehicle length. So there was really no reason for changes to be carried out on these trucks, especially since the numbers made were too small to make the design of a Volvo diesel engine in this class economically feasible.

The petrol-engine remains
There were still customers around who preferred good performance to low fuel consumption, so the petrol-engine option 'B36AV' (the powerful Volvo V8 engine) was retained, designating the petrol-engine versions of these trucks 'F82B' and 'F83B' respectively. This was not really surprising, since the distances covered by these trucks were sometimes as low as 20 to 30 km per day, distances where of course the fuel cost was of lesser importance even considering increasing fuel prices and the high consumption of the V8 B36AV engine.

The diesel engine was originally made by Ford, but in 1967 a more powerful Perkins diesel engine was substituted. This was later carried over to the F82S/F83S trucks in 1971 and to the F4 in 1975.

L4751 and F85

After the success of the light-duty and medium-duty L42/L43 forward-control trucks, Volvo wanted to go ahead and design F trucks in the heavier segment. This created serious discussions within the management and the design department of the company.

Initially, a traditional European design was discussed (the L382/L3851 F version of the Viking truck had been around for some time), but they embarked on more ambitious plans probably on account of experience gained in the USA (where Volvo was the only European manufacturer with a presence there at that time).

Towards cab-over-engine trucks
In contrast to the preferences in the USA nowadays, there was a trend away from conventional (N) truck and in favour of cab-over-engine (F) trucks in the late 1950s and the early 1960s in North America. This was a trend which had been forced through by legislation that restricted the total length of truck combinations.

The F trucks of America were, however, very advanced vehicles. Low weight of chassis was one feature, the tilting cab facilitating the work of the driver or the mechanic when performing service was another. The decision was taken that the new generation of Volvo heavy-duty trucks should include F trucks in all weight segments.

Introducing the modern tilt-cab
The first Volvo truck to receive a modern tilt-cab was also the first European truck of this type ever to be made in significant numbers. The cab was designed by the Volvo truck design department in Gothenburg under supervision of Sigvard Forssell, in close cooperation with the Nyström Cab factory in Umeå in the north of Sweden (which would before long become the main Volvo cab factory).

To stress the fact that the new cab was tilting for easy access to the engine a name was allocated to the new trucks featuring this cab; the 'TIPTOP' (always written with capital letters).

Only top-of-the-range components
The first truck to feature the new tilting cab was introduced in 1962, and was based on the proven mechanical components of the L475 Raske. The resulting name of the new truck became 'Volvo L4751 Raske TIPTOP'.

To optimise the performance and economy/efficiency of the new Raske TIPTOP truck it was decided to equip it with the top-of-the-range components of the L475 Raske. The new Raske TIPTOP was therefore the first truck ever to be equipped as standard with a Turbocharged engine (no naturally-aspirated engine was available to the customers). Power steering was another standard feature not commonly found on distribution trucks of the era.

Reintroductions and new versions
The L4751 became very popular, and was re-introduced in 1965 (as part of the 'System 8' family) as the F85, with a slightly bigger engine but in other respects mainly without major changes. A slightly down-rated version was introduced in 1968 as the 'F84', while the final version of the Raske TIPTOP/F85 was presented in 1976 as the 'F85S', with an even more powerful engine with slightly increased capacity.

This family of trucks was followed by the F6S and is the ancestor of today's extremely efficient FL family of trucks.

Volvo Trucks in 1970s

The 1970s was a decade of refinement in the truck industry. More European manufacturers were beginning to fit their trucks with tilt-cabs (a move pioneered by Volvo in 1962) and turbocharged engines (Volvo had been the first back in 1954). The horsepower rating of engines also grew, resulting in increased average speeds. The decade also saw the emergence of a new breathtaking series of trucks that would set the trend of truck design for years to come: the Volvo F10/F12 (and the Globetrotter version). Now hold your breath and dig deeper into the different Volvo trucks of the '70s.

F7

Perhaps despite the fact that the Volvo truck has for a long time been considered 'The Drivers´ Truck', the main feature of Volvo trucks has always been that of efficiency. This feature has not been more evident in any segment than in heavy-duty trucks with 'medium-size' engine capacity of between 6 and 7.5 litres.

A proud heritage to defend
The 'Viking' and the 'F86' are two of the most famous trucks ever, regardless of make. For this reason, the F7 had a proud heritage to defend and improve when it was introduced late in 1978. Many people certainly had doubts, since there were numerous truck owners and drivers who considered the F86 to be unbeatable. But the F7 succeeded in defending the Volvo leadership in the 'light heavy-duty' class.

Deciding on a larger cab
The F7 had in fact been developed in parallel with the F10/F12, and there had been thoughts of using a slightly narrower F10/F12 cab for the new truck. In the end, however, it was found that the larger cab frame was a bit too sophisticated and slightly too heavy for the new F7 truck, and it was instead decided to develop a wider version of the smaller F6 cab (partly within the framework of the 'Club of Four').

As a result, the F7 cab became fairly simple (with rubber mountings to the chassis instead of spiral suspension) and slightly wider than the F4/F6 cab (but still within the maximum width limit of 230 cm, which applied at this time in countries like Switzerland and Holland). The F7 shared the day cab with the slightly lighter F6S, but featured also a light sleeper cab, and crew cabs with seating for four to six persons were even offered.

A bestseller in Europe
The F7 was a Global truck in the true meaning of the word. It soon became a bestseller in nearly every part of Europe, and was also a bestseller in distant markets like Australia and the United States, even if the preference for bonneted N trucks prevented excessive sales of the F7 in developing countries.

The main feature of the F7 was its total adaptability to nearly every possible transport task. The basic use of the F7 in many countries was as a strong distribution truck. Thanks to the turbocharged engine with Intercooler (which was a novelty on the F7 truck, but which would soon be offered on several more trucks within the Volvo product programme) and the efficient 8 or 16-speed gearboxes long-distance transport was also a popular area of use, where the F7 with its low chassis weight had an extremely high payload capacity.

The Truck of the year
The F7 was awarded the 'Truck of the Year' trophy from a distinguished jury of European truck journalist in 1979 (Volvo would get four more 'Truck of the Year' trophies in 1984, 1986, 1994 and 2000).

F89 and G89

Truck drivers have always appreciated having a great amount of horsepower under the bonnet (or under the cab). It is always good to be able to boast about it to fellow truck drivers, but in fact ample power is a safety feature which facilitates the truck driver's ability to hold the same average speed as car drivers, an important part of overall road safety.

A minimum number of horsepower
While the overall Gross Train Weights of truck combinations had grown after WW II, some trucks still had relatively small and weak engines (it was primarily the Swedish truck manufacturers, and in particular Volvo, that played a major role in the introduction of powerful turbocharged engines).

For this reason, the imposition of a minimum number of horsepower per tonne GTW was discussed in legal circles in a number of European countries.

The Germans pave the way
Germany has always been a leading country when it comes to automobile and truck design, and a major proportion of its transportation is performed by trucks. As a result of this, German legislators decided to introduce a minimum horsepower per tonne train weight in the late 1960s. Since a number of European manufacturers of heavy trucks wanted to sell trucks in Germany, this influenced to a great extent the growth of extra powerful engines, a trend which has been present ever since.

There were two different ways available when designing stronger engines; extremely large (and heavy) naturally aspirated engines with up to ten cylinders and volumes of up to 18 litres, and smaller (12 to 14 litres) efficient and fairly light turbocharged engines. German manufacturers were among those who chose the first alternative, while the second was chosen by the Swedish manufacturers.

Introducing the F89 and G89
Volvo was the only manufacturer to choose an in-line-six engine with turbocharging to comply with the German requirements. The result was the F89 (and G89, with forward-placed front axle) which would achieve a leading position in the exclusive segment of high-output modern trucks of the 1970s. Apart from the new 12-litre engine, the choice of components was made from the 'menu' of proven Volvo components.

Naturally, Volvo wanted to use exclusively Volvo components, so apart from the Volvo TD120A engine (of 330 horsepower, to cope with the 8 horsepower demand for 38 tonnes train weight) the Volvo SR61 all-synchronized 16-speed range-change gearbox and the NR2 rear axle with hub reduction was chosen for the new Volvo 'Supertruck'.

Standard on long-distances
The F89/G89 soon became a standard truck for fast European long-distance transport, as well as for Scandinavian timber transport with (legal) train weights of up to 52 tonnes (but it is rumoured that sometimes even greater loads could be handled) and the G89 was used even for Australian Roadtrains with GTWs of about 100 tonnes.

In the first half of Volvo's truck history, Volvo was often a fairly conservative company when it came to products. This was very much due to the lack of resources for design and testing of that era, coupled with ultra-reliability which was often present in existing designs from the old days (provided they were not stressed to the limit, of course).

In the forefront of European design
When Volvo grew and obtained larger resources, Volvo started to be in the forefront of European design. An example was the F86 and F88 trucks, which when introduced were unique in Europe but were influenced by American design trends.

Certainly, the most dramatic products ever introduced by Volvo were the F10 and F12 trucks of 1977. These revolutionary trucks created a completely new standard for ergonomics and safety. All trucks (of all makes) introduced during the last two decades have to a large extent been influenced by these trucks.

A special team for safety and ergonomics
Prompted perhaps by the influence of drivers and their Scandinavian organisations in the 1960 s and 1970s, Volvo created a special group for increased safety and ergonomics, one of the activities of which were to investigate all truck accidents in Sweden in order to find ways of designing safer trucks and more ergonomic trucks in the future. The most dramatic results were the F10/F12 trucks, but the same thinking has of course improved Volvo trucks ever since.

The basic chassis components and also the driveline components of the new trucks were to a large extent based on the ones introduced in 1973 for the new N trucks, which guaranteed that these components were thoroughly tried and tested. This was not the most revolutionary part of the new heavy-duty F trucks from Volvo.

Focus on preventing accidents...
The cab was mounted to the chassis with spiral suspension, creating a much softer environment for the driver, thereby eliminating much of the back pains and other health risks which had up to then been harmful for driver health in the long run. The ergonomics were also improved by the possibility of adjusting the steering wheel according to the driver's personal taste. In contrast to many other previous trucks, the new F trucks had very large windows which meant improved vision, adding to the 'active safety' (i.e. reducing the risks of an accident occurring).

Since these trucks were used to a large extent for long-distance transport a special luggage compartment was included, which was accessible from an exterior door (locked from the inside to reduce the risk of burglary).

...and reducing injuries
Integrated air conditioning was a novelty in Europe (previous air-conditioning was often an accessory blowing cold air only through a single outlet, creating a strong flow of air towards restricted parts of the driver's body, often harmful for the health instead of protecting it). Passive safety was improved through padding in the cab and the lack of sharp parts in the cab, reducing the risk of injury if an accident should occur. The cab was, of course, tested according to the Swedish cab test regulations, the most demanding in the world.

A light safety cab
Despite the sophisticated cab, careful design contributed to a fairly modest cab weight, but it would have been difficult, at a time before computer-aided-design was generally available, to make a safety cab like this as light as a 'normal' (not safety-oriented) cab.

The original version of the F10/F12 featured a flat roof, which is easily identified. A Globetrotter version would not be offered until 1979.

Volvo Trucks in 2000s

In the new millennium, demands on trucks and truck transport became manifold. Although good transport efficiency and low transport costs remained the prime objectives, safety, ergonomics and environmental properties are all high-priority considerations.

When the Amsterdam Truck Show launched in February 2000, the visitors were pleased to view the European version of the Volvo NH12 for the first time - a high-tech vehicle, fitted for the new millennium.

This truck was propelled by the ultra-modern Volvo D12C electronically controlled, direct-injection diesel engine and could be delivered complete with Volvo Dynafleet 2.0, Volvo's IT tool.Since the start in 1928, Volvo trucks have always been used for a wide variety of different roles. The first little truck 'Series 1' was used for distribution, for general cargo and even for timber transport and as a bus! But as the trucks became more and more efficient, they have also become more specialized. Today, trucks for various tasks may look similar for the general public, but they are always optimized.

Built for construction site transports
In North America, trucks are extremely adapted for their respective tasks. Long-distance trucks are light and often have very roomy cabs. Their GVW ratings are (compared to, for example, Scandinavia and in Australia) very modest. Special and construction-site trucks on the American continent, on the other hand, are extremely tough.

The Volvo VHD (VHD=Volvo Heavy Duty), introduced in 2000, is the North American Volvo truck, which is uniquely adapted to the role of construction site transport and special transport, as well to being suited to other roles according to the customer's wishes.

Optimized for ruggedness
The VHD does not look like any other Volvo truck. Despite that, it makes use of a wide variety of technologies and components which are common with e g, the VN, the FH12 and the NH12.

Since the VHD is not intended for high-speed long-distance transport, the design of the front end of the cab is more optimized for ruggedness than superior aerodynamics.

Special configurations
To fulfill the need for optimized axle loads, the front axle position is available in two different FAS measures (FAS=Front Axle Setback). The VHD can be supplied in various axle configurations, with three, four or five axles. The bonnet normally hides a Volvo D12D 12-litre engine, but as an alternative a Cummins 15-litre engine can be supplied.

Since the VHD is not intended for long-distance transport, it is always supplied with a day cab, which is similar to the day cab of the VN model.During the 1990s, Volvo trucks became even more related 'under the skin'. In the late 1990s the only model remaining in the Volvo truck product programme from earlier decades was the FL6, the main offering from Volvo in the medium-duty range.

A completely new chassis
Since the cab of the FL6 (and the FLC) was still completely up-to-date and comparable or superior to the competing makes' models in this segment, Volvo decided to develop a completely new medium-duty-chassis, preserving the existing FL6 cab structure together with a more aerodynamic front and a more efficient and cleaner version of the 6-litre Volvo engine.

New transport information systems
In 2000, the new FL truck was introduced. The chassis was mainly based on technology from the FM and FH families of trucks, with the new generation of electronically controlled disc brakes and the same Data Bus as on the other Volvo trucks.

The use of the same electronic Data Bus made Volvo Dynafleet, a complete communication system enabling more efficient use of the trucks, available to the users of the FL trucks.

The heart: the D6b engine
The heart of the FL range was the 6-litre Volvo D6B engine, which was, even from the start in 2000, available in a Euro 3 emission version.

The D6B was made available in different versions with outputs from 180 to 250 bhp, and also in a natural-gas version, contributing to superior environmental characteristics for this version of the FL family of trucks.

Adapted to different needs
The FL was made available in a wide range of executions with two or three axles, adapted to the need of a wide range of various transport tasks; from local or regional distribution to light-duty long-distance transport, or for community service applications.

Perhaps no other truck in the history of road transport has had the same success as the FH-series, which was initially introduced in 1993 as the FH12 and the FH16. During a decade, more than 400,000 FH trucks were sold. At this point in time, the FH-series had twice received the coveted 'Truck of the Year' Award.

The FH12 and FH16
When the FH-series was presented in 1993, it was not only a new truck, but also introduced a series of new technologies which contributed to advantages in areas like fuel economy, environmental care and ergonomics together with superior active and passive safety.

Perhaps the most revolutionary of the individual components under the skin of the FH-series was the completely new 12-litre D12A engine (for the FH12). The FH16 was propelled by a revised version of the Volvo 16-litre engine, which had been presented six years earlier for the F16 truck.

Derived from 75 years of experience
The D12A was the first-ever truck engine to be developed for both North America and the rest of the world. It had been planned and engineered based on Volvo's experience as a truck manufacturer since 1928, and against the background of sales of heavy-duty trucks in the USA since 1974.

Never before had any European truck manufacturer produced a diesel engine with high-technology unit fuel injection and overhead camshaft in combination with four valves per cylinder (which contributed to better 'breathing'=higher efficiency/lower fuel consumption/decreased exhaust emissions). To increase the active safety, a unique Volvo-designed engine brake (VCB) was available as an integral part of the new D12A engine.

Cab design with aerodynamics in mind
The FH12 and the FH16 were in themselves revolutionary. The cab design was the most obvious feature. It had been designed for optimized driver comfort, maximum safety and low weight. The design of the cab had been made with aerodynamics in mind, to decrease fuel consumption, to maximize performance and to minimize interior and exterior noise.

The cab was available in three versions; short day cab, long sleeper cab and long sleeper cab with interior standing height ('Globetrotter'). Following customer demands for even greater interior space, the 'Globetrotter XL' cab was introduced in 1995.

The truck of the year
In 1995, the Volvo FH became the first heavy-duty truck in the world to be equipped with a driver airbag, further increasing passive safety level. The chassis of the Volvo FH is available in thousands of various executions, with several wheelbase options, with different number of axles, with one, two or three axles driven.

In 1998/1999, revised versions of the FH trucks were introduced, revisions which were so revolutionary that the FH12 was awarded the Truck of the Year award for the second time in 2000 (the FH range had received this award already in 1994, following the introduction). The most important (and the least obvious) revision was the new D12C engine, which had been re-designed for increased performance, decreased fuel consumption, extended service life and superior environmental characteristics. The FH series would go on to win the award two more times by 2024.

The D12C engine was prepared for forthcoming environmental legislation and was well in advance ready for the demanding Euro 3 demands, introduced in 2001.

The heavy-duty disc brakes
The 1998/1999 FH12 semitrailer tractor introduced Volvo's revolutionary electronically controlled heavy-duty disc brakes. The Volvo founders Assar Gabrielsson and Gustaf Larson in a very famous statement said that: 'Volvo does not make product changes for the sake of changing, but in order to improve the products, in the interest of the customers!'

Never have this statement been more valid than for the product changes of the FH12 in 2001. To improve the aerodynamics of the cab and the efficiency of the headlights, the front end of the cab had been revised, at the same time as the most important news was found under the skin of the revised truck model.

Fitted with two turbochargers
The most powerful new feature of the FH12 was the D12D-500 engine with Turbocompound, which had not only one but two turbochargers, of which the second used the spare energy and transformed it into mechanical energy, thereby increasing performance and using every drop of diesel fuel in the most efficient way.

But Volvo was not content with only perfecting the first part of the 'Drivetrain', the engine. The most radical new feature of the FH12 in 2001 was the new Volvo-designed and Volvo-built 'I-shift' gearbox, which combined the compactness and lightness of an unsynchronized gearbox with the comfort, ergonomics and safety of the automatic gearbox. The I-shift was intended mainly for long-distance transport, while the Powertronic power-shift gearbox is the best option for construction-site trucks.

A choice for the new century
In 2001, production of the first version of the FH16 was cancelled, since Volvo decided that the 21st century demanded a more efficient, even more powerful and more environmental engine in the most powerful class. After two years of absence in the 'Plus 500-horsepower-class' Volvo introduced the new FH16, based on the FH12 but with a completely new 16-litre in-line 6-cylinder direct-injection diesel engine with overhead camshaft, four valves per cylinder and electronic unit fuel injectors.

The new engine was, in fact, based on technologies already used and perfected in the 9- and 12-litre Volvo engines.

Simply the ultimate driving experience
The new FH16 became one of the most powerful trucks in the world, with up to 610 horsepower. It was intended for the most demanding transport operations, where maximum power and high average speed are two crucial factors, and where fuel efficiency, transport economy, maximum driver comfort and safety and environmental care cannot be sacrificed.

Volvo Trucks in 2010s

In the 21st century, Volvo’s trucks have become even more powerful, more efficient, more comfortable, safer and cleaner than ever.

Economy has always been in firm focus for Volvo’s trucks, ever since the first truck was built in February 1928. With the shaky state of the global economy since the end of the 2000s, even higher demands are being imposed today: a truck not only has to be economical, ergonomic and ecologically sustainable, it also has to function optimally and perfectly in a complete, integrated system. A system where not only the truck but all modes of transport working together are tailored for the job. Where the manufacturer (for instance Volvo) takes responsibility for the truck throughout its lifetime. Where the truck is supported by a range of integrated systems. Where the service system in coordination between Volvo each haulage firm guarantees continuous, perfect function. Where operational standstills are prevented through well-planned maintenance, guaranteed by the truck manufacturer.

When the new Volvo FH series was launched in 2012, it was as the predecessor of one of the world’s most successful trucks ever built. For 19 years, Volvo FH had been an icon in the truck industry. Needless to say, expectations were high.

At the spectacular launch, the new Volvo FH turned out to be exactly like its forerunner in one way only – being something entirely new. The new truck came packed with innovative features, many of them industry firsts, pushing the envelope for what a truck could be.

Many of them had one focus: the driver. Because at this time, attracting good drivers had become increasingly important and difficult for transport operators all over the world. But this was before the new FH arrived.

With one extra cubic metre of cab space, car-like handling, great visibility and several comfortable features such as the all-new climate system with I-ParkCool – this was a workplace for drivers to love.

The new FH also came with several groundbreaking ways to make transports more profitable for the operator. Intelligent fuel-saving offers such as the I-See make a direct impact on the bottom line. So did the bold promise of 100% uptime, previously unthought of in the industry.

But above all, the new Volvo FH series came with another promise. A promise of being ready for the future. At the launch, the incredible Euro 6-compliant driveline I-Torque was revealed, and the advanced telematics platform made for exciting future updates.

Once again, Volvo FH had become a game-changer in the transport industry.With the launch of the Volvo FH16 750 in autumn 2011, the FH16 regained its position as the world’s most powerful truck. With 750 horsepower and maximum torque of 3,550 Newton metres it surpassed all other trucks.

For many transport assignments the FH16 is “unnecessarily powerful”, despite the fact that its advanced technology helps ensure operating costs that are low even for lighter “normal” haulage assignments. But for fast long-haul assignments in hilly terrain, for extra-heavy haulage and for customers who want the very best in the truck world, the FH16 became not just a suitable, but the obvious choice.

In most respects (in addition to power) the FH16 is comparable with the “regular” 13-litre FH range: the very highest safety, the best ergonomics, continuous operating reliability, good payload capacity, access to a global service network and very low environmental impact. In addition to the top model – the FH16 750 – the FH16 was also made available in versions with 550 and 650 horsepower.

In an historic perspective, the FH16 is a surprising truck. Previously, a powerful engine always meant higher fuel consumption, far less payload capacity and increased environmental impact. An FH16 does admittedly cost more to buy than a “regular” Volvo FH but its running costs are comparable and the payload reduction is marginal.

On the other hand, the power of the FH16 may mean an increase in average speed, that more transport assignments can therefore be carried out and that the FH16 can always keep up with the pace of traffic. Thus avoiding disruptions in the flow of traffic, even with particularly high gross weights

Most Volvo trucks are used for domestic or international transport assignments. And on the grille of the world’s most successful truck the badge says “VOLVO” and “FH”.

The reason for the success of the FH Series cannot be traced to any particular component or any individual characteristic. Rather, the explanation lies in the overall package: that the versatile FH manages to combine features such as good performance, large cargo-carrying capacity, high average speeds, the best safety on the market, optimal ergonomics and minimal environmental impact with the lowest possible running costs across a wide range of application areas.

Other explanations for the FH Series’ success and popularity can be found in the fact that the “hardware” – the truck itself – has long been supported by expert Volvo “software” – such as a global service network and support systems which reduce the burden on the haulage firm’s administration and simplify driver planning and daily routines.

The FH Series is not just one of the favourite choices among haulage companies, it is also the first choice among drivers thanks to its comfort, ergonomics and safety. Having said that, the FH Series is not ONE truck but thousands of possible versions, each tailored to the individual haulage firm’s priorities, each driver’s wishes and, above all, each transport assignment’s special demands.

Drivers are given a choice between four cabs: short day cab, normal sleeper cab, legendary Globetrotter cab and extra-spacious Globetrotter XL cab. All are equally comfortable, but thanks to their varying degrees of interior volume each is adapted to suit the special requirements of each individual driver, haulage company and transport assignment as regards driving and living comfort and payload space/payload weight.

Under the engine cover there is always the tried and tested 12.8-litre engine with overhead camshaft, four valves per cylinder, electronic unit injection and Volvo’s patented VEB Volvo Engine Brake. Power outputs between 420 and 540 horsepower meet (almost) all performance needs (if 540 horsepower is “not enough” there’s always the FH16 with up to 750 horsepower at your disposal…)

The FM Series is very closely related to the taller FH Series, but was designed to be far and away Volvo’s most versatile heavy truck.

The FM Series offers two engine alternatives: the D13 with its 12.8-litre engine (power outputs between 420 and 500 horsepower) and the high-tech 10.8-litre D11 engine (offering 330 to 450 hp). As with the FH Series, Volvo offers a variety of transmissions: traditional mechanical manual gearboxes, automatic Powershift transmissions or (the main alternative) I-Shift, Volvo’s unique automated non-synchromesh transmission which is suitable for everything from local distribution work to construction operations and regional, national and international long-haul duties.

The FM Series is in essence identical to the FH, but with one vital exception: the cab is placed lower down, making it easier to get in and out and making it ideally suited for specialised tasks such as car transport, where part of the load can be placed above the cab.

The lower-placed cab means that interior space in the FM Series is less than in the FH, owing to the larger engine compartment cover between the driver and passenger seats.

There is a very wide range of cabs for the FM Series, with six different alternatives:

The day cab offers the largest/longest cargo space within a given total length, with a day rest bunk as an option.
The sleeper cab offers comfortable sleeping accommodation for the driver and space for an extra upper bunk.
The low sleeper cab offers cargo space above the cab, with comfortable sleeping accommodation for one person.
The Globetrotter cab offers comfortable overnight accommodation for two people.
The Globetrotter XL cab’s extra space with full standing height inside provides added comfort for two people, along with generous storage space.
The crew-cab has six comfortable seats.

The FM Series is available in many thousands of different configurations, with four different chassis heights, and with two, three or four axles. It is sold all over the world with the exception of North America.

VN & VNM (North America)

North America is a continent with entirely unique traditions, operating conditions and legislation as regards transport in general and truck transport in particular. That is why Volvo, in its capacity as a global company, has a product range that totally differs from the “global” range available in the rest of the world!

Two major reasons for the special Volvo range in the USA are the exceptionally generous length regulations that permit long bonnets, and the long distances that favoured the development of particularly spacious “homes on wheels”.

Volvo’s main model in the USA is the VN, which is available in a variety of versions.The VN is offered with a choice of four cab lengths: a short day cab and sleeper cabs in three lengths, of which the two longest are also available in a choice of two heights, with full standing height in the taller version.

As a general rule the VN model is configured as a three-axle semitrailer tractor with drive to both rear axles. Under the hood of the VN power generally comes from Volvo’s 11-litre, 13-litre or 16-litre engines. Apart from Volvo’s own power units, the VN can also be specified with a 15-litre Cummins engine.

Volvo’s I-Shift auto-shift transmission has become a popular choice among American customers and drivers, although US-manufactured manual non-synchromesh gearboxes are also common.

Alongside the main VN model there is also the VNM, which with its shorter hood offers better manoeuvrability for local and regional operations. The VNM can be specified with a day cab or sleeper cab in a choice of two lengths for assignments that require overnight accommodation for one or two drivers.

The VNM is always fitted with Volvo’s 11-litre or 13-litre engine mated to Volvo’s I-Shift transmission or a US-built non-synchromesh gearbox.The VHD is Volvo’s extremely robust construction model for North America. It is uniquely tailored to meet the demands of American construction firms and US vehicle legislation, which does not “penalise” traditional trucks but permits and rewards “Conventional” models with long hoods.

In relation to other models from Volvo Trucks in North America, the VHD is entirely unique, with a particularly sturdy chassis and exceptionally robust components available in a wide range of choices so that each and every customer can build his very own VHD.

The VHD is built with a tipper platform and also as a semitrailer tractor. In its basic configuration it features three axles with tandem drive, but can be specified in a wide range of versions with up to five axles.
The VHD, which was unveiled in its first version at the turn of the century, is delivered with either a short day cab (the VHD) or in a version with a long cab and fixed bed (VHD430).

Under the hood of the VHD, power always comes from either an 11-litre or a 13-litre Volvo engine. Transmission is either Volvo’s own I-Shift auto-shifting gearbox or a wide range of US-built manual or automatic gearboxes.