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For a lot of truck lovers, the affection originates at a young age. I think of the line Joe Diffie so finely sang about driving 100,000 miles on his knees, pushing a toy truck around everywhere as a kid. And if I had to guess, Volvo had people like Mr. Diffie—and me, and possibly you—in mind when it made the new VNX heavy-hauler semi. It’s basically a mega Tonka trunk.
Now, I understand that Tonka trucks are themselves miniature versions of full-size semis. But I can’t think of too many real-deal semis that are done up in yellow-and-black from the factory like this one is. It also rides mighty high on what look like super-single tires instead of rear duals. That makes it even cooler.
Hitch up a lowboy trailer, load an equally gargantuan front-end loader or excavator on top of it, and you have the perfect combo.
The VNX line joins the long-haul VNL and regional-haul VNR atop the same platform. Volvo
Peek under the Volvo VNX’s long hood and you’ll find a 13-liter diesel engine. This new iteration of Volvo’s D13 cranks out 540 horsepower and 1,950 lb-ft of torque, and importantly, it meets EPA 2027 emissions standards. The big rig manufacturer claims NOx emissions are 83% lower on this engine, while particulate matter has been cut by 50%. (For anyone keeping track, Tonka trucks have offered zero tailpipe emissions since 1946.)
The Volvo offers some tech that even the finest Tonkas can’t touch. My metal-bodied dump truck from childhood didn’t have a 360-degree camera for job site safety, although I’m sure my parents wished it did. Their toes were always so sensitive. The VNX even comes standard with forward pedestrian detection and optional blind spot detection. Volvo really has thought of everything.
Volvo will sell the VNX in several different configurations, whether it be the heavy-hauler that we’ve talked about at length, a dump truck, or a concrete truck. It was designed specifically for the United States, Canada, and Mexico, according to Volvo Trucks North America President Peter Voorhoeve. So even though it isn’t a Peterbilt, a Freightliner, or a Kenworth, it ought to do just fine for American truckers.
While I’m not likely to drive one—CDLs are expensive these days—I’d be happy just to see one in person.
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From running point on new car launch coverage to editing long-form features and reviews, Caleb does some of everything at The Drive. And he really, really loves trucks.
