Volvo North America has released its third new model in less than a year – the relaunched heavy-haul VNX.

The model is built specifically for heavy-haul work, rated up to 125,000 pounds/56.7 tonnes or, with specific application approvals, to as much as 225,000 lbs/102t.

To cope with those gcms it offers either the Volvo D13 engine rated at 500 horsepower/372kw and 1850 lb ft/2508Nm, in front of the I-Shift automated manual….

Or the Cummins X15 Performance alternative powerplant, rated at 565hp/421kw and 1850 lb ft/2508Nm or 605hp/451kw and 2050 lb ft/2779Nm, mated with the Eaton Ultrashift Plus AMT.

For manual transmission diehards, there are even 13-speed or 18-speed Eaton Fuller manual options. Drive axles are Meritor with Hendrickson suspension.

The VNX comprises three models – a daycab VNX 300, a flat-top 42-inch sleeper VNX 400 and the flagship VNX 740, which has the same mid-rise, 70-inch sleeper introduced on the VNL long-haul model late last year.

The complete overhaul of the North American Volvo product line first saw the launch of the new VNR regional haul tractor, followed by the release of the all-new, long-nose VNL highway tractor.

The VNX's rollout also draws attention to the VHD construction truck chassis, which was given an interior facelift and new dash late last year.

So, Volvo goes into a promising couple of years, with Class 8 truck sales expected to hover around 300,000, with three and a half new models.

The VNX, which shares much the same engineering as the cabover FH heavy-haulage spec Volvos in other markets, are quite distinctive, with extra flare to the guards to cover steer axles and wide tyres that go up to 20,000 lbs/9071kg.

Together with the standard 46,000 lb/20,865kg tandems, a raised ride height gives the VNX four inches' extra ground clearance for negotiating construction sites when hauling big offroad machines. A reprofiled front bumper gives the truck a 25-degree approach angle.

In case there is loss of traction, there's a particularly rugged front crossmember behind the slab-like alloy bumper with a central tow hook rated to 60,000 lbs/27,215kg.

Traction is aided by inter-axle and cross-axle diff locks and by 13-speed or 14-speed I-Shifts, which feature an additional gearset ahead of the main box – giving a crawler or extra-deep crawler ratios to the 12-speed main transmission. This delivers excellent startability and gradeability, and low-speed manoeuvring without having to resort to numerically high rear-end ratios and the limited top and cruise speed such ratios bring to on-highway use.

The interiors are the same as the latest highway models, with a comprehensive dash which has all controls located on the steering wheel or within easy. Likewise, the VNX cabs are impressively quiet, have generous side glass and the slope of the unique bonnet creates very good forward visibility– important for a truck that will be working on jobsites. The mirrors are also excellent, complemented by hockey-stick mirrors to the front of the hood.