Volvo VNR Electric: Commercial Transportation’s Future Is Now

As the "truck guys" in MotorTrend's deep lineup of automotive scribes, every on- and off-road rig in existence is a vehicle of interest to at least one of the content creators in the Truck and Off-Road group. Yes, we like 'em all, regardless of make, size, engine, use, etc.

Although Class 8 tractors aren't part of our regular beat, Shell Rotella SuperRigs is a show that we cover each year, and with electric-vehicle technology becoming more and more prevalent in the diesel-powered big-truck space, we're staying abreast of information about new or major developments in that world, and we also accept any and all opportunities to see and experience Class 8 electromobility first hand. For example, Volvo Trucks North America, being first-to-market with its production rigs, has made strides in EV-truck development with its popular VNR Electric Series - Senior Content Producer, KJ Jones was able to drive it last month at its Customer Center in Dublin, Virginia. Freightliner is another company who, back in May 2021, put KJ behind the wheel of its eCascadia.

Swedish truckmaker Volvo joins the growing number of Class 8 truck manufacturers that are delving deeper into the world of electromobility and producing rigs that don't emit carbon dioxide. The truck is based on Volvo's VNR 300 (Volvo North America Regional) tractor and straight truck; typically used for short- and middle-distance day trips, these aren't affected by the battery-range and charging-infrastructure nuances that concern many fleet owners and drivers. Performance Team, a Southern California-based subsidiary of international shipping magnate Maersk, is currently using the next-generation trucks for its local operations. In March 2022, Performance Team ordered 126 Volvo VNR Electrics, a record-setting purchase for EV big rigs sold in the U.S.

In the automobile sector, for cars, SUVs, pickup trucks, as well as every other vehicle platform that is in the process of "going electric," the unanimous concern of enthusiasts and users is the potential (typically forecasted without factual support) obliteration of internal-combustion engines. We co-sign Volvo Trucks North America President Peter Voorhoeve's feeling that the lofty goals of reducing climate impact can only be achieved through the cooperative existence of internal-combustion, battery-electric, and fuel-cell-electric powerplants.

In his opening remarks at the one-day Volvo Electromobility Summit KJ attended, Peter explained that the manufacturer's ambition is to have its Class 8 vehicles' CO2 emissions reduced by 50 percent by 2030, and totally eliminated by the end of that decade.

Electric Volvo VNR 300s are available as regular-cab tractors or cab-and-chassis straight trucks, and differentiated from the company's VNL Series by their shorter wheelbase and hood length, and lighter weight. The five electric models are unique per their configuration, with GCW/GVW, the number of wheel positions (four or six total, as counted on both sides), the total number of power positions at the rear wheels (two or four total, as counted on both sides), and the number of batteries onboard (four 375kWh [all models] or six 565kWh [6x2 and 6x4 tractors only]) being the defining criteria.

This is the electric-motor package and I-Shift transmission that power and propel Volvo's VNR Electric trucks. The 340kW motors produce 455 horsepower, with up to 4,051 lb-ft torque. When compared with the Volvo D13TC engine and 12-speed I-Shift automatic transmission found in a VNL 860, the company's diesel-powered long-haul flagship, this setup is the epitome of a big thing in a small package.

Charging stations currently are available as leased or purchased equipment. This Heliox Mobile 50 kW DC charger is fully portable. And, based on average kWh charging speeds and e-truck battery size, the low-cost unit will bring batteries to 80-percent charge in 7 hours (estimated). Conversely, bigger, more expensive, permanently installed battery chargers—for example a 250 kWh setup—can fill a truck's six cells to 80 percent in a ballpark timeframe of less than 90 minutes (four batteries charged in an hour). The VNR Electric can be outfitted with CCS1 or CCS2 connectors. Estimating all-important mileage (range) for either unit is a bit of a crapshoot; variables such as payload, temperature, battery condition, etc., impact the distance an e-rig can cover. Ultimately, a unit's time to charge and its power output are two of the most important variables in choosing battery chargers for electric trucks.

Speaking of batteries (the most expensive components in the truck), Volvo engineers say VNR Electric's optional six-lithium-ion-battery system offers greater flexibility in hauling, as opposed to the standard four-pack of cells. The full deck enables 6x2 and 6x4 models to travel up to 275 miles on a single charge, with 565 kWh storage capacity. Batteries are stored in covered boxes positioned along the chassis, in the same locations where fuel tanks typically sit.

Volvo's electric motors and I-Shift two-speed automatic transmission system are installed between the framerails, just behind the truck's cab. This integrated electric drivetrain provides smooth, quiet performance (immediate maximum torque) when the throttle pedal is pressed.

In this world of former engine bays becoming areas for storing golf clubs, underhood space in Volvo's VNR Electric still holds and protects actual truck-system hardware. Components such as motor- and transmission-control modules, HVAC bits, and the drivetrain's liquid cooling system are all positioned in the truck's nose.

Learning about Volvo's VNR Electric (including all of the warranty, finance, service, charging infrastructure, and other support programs associated with it) in a classroom-type setting is one thing. Having an opportunity to slide behind the steering wheel and jockey a VNR 300 6x4 tractor and loaded (78,000 pounds) 53-foot trailer around the Customer Center's proving grounds definitely is a whole 'nother experience. In the video accompanying this report, KJ gives his driving impressions of the big-rig, which actually has a top speed of 68 mph, and it includes Volvo's Customer Center Manager Rob Simpson's details and insights on its regenerative braking, as well as other systems and features. The braking technology actually is very impressive, as between 5 and 15 percent of braking energy is regenerated back into the VNR Electric's Energy Storage System, depending on the cycle.