Madsen Volvo Truck Specs

Phil and Diane Madsen's Truck Specs

Non-technical: What We Like and Don't Like About Our Truck

Application: FedEx Custom Critical White Glove Services ® CR-unit.

Summary: 2006 Volvo VNL 64300 (day cab), 435 hp Volvo VE D12 engine, ZF Meritor 12-speed automatic transmission, tandem drive axles, 3.42 rear axle ratio, GVWR 54,600 lbs, 132" ARI Legacy Custom sleeper (includes double-aero roof, shower, toilet, 50" Corian® kitchen counter with sink, two-burner electric stove top, convection microwave, full-size bed, dinette, RV-size refrigerator/freezer, wardrobe, Fan-Tastic Vent™ ceiling fan, abundant storage space), Onan 7500 watt genset with voltage sensor and auto-start feature, shore power, 16-foot Kidron reefer body (8 rows of E-track each side and 6 rows front, 4 floor rings, 3 rapid-start fluorescent lights, pallet guards, Whiting overhead door), Carrier Supra 850 reefer (under-mount), Leyman LHLP-4500 lift gate, Truck height: 13' 3". Truck length: 40' 0" (includes lift gate deck extension and dock bumpers). Lots of extras and custom items.

Cost: $251,188.38, including federal excise tax, license (base plate) and extended warranties; does not include finance charges and truck contents (personal gear, freight handling equipment, hand tools, truck supplies, etc.)

Click comments and discussion links for more info.

Cab and Chassis, General

Manufacturer: Volvo Trucks North America, Inc. (Web Site) (Comment 001)
Model year: 2006
Model: VNL 64300 (Comment 002)
Axle configuration: Single steer axle, tandem drive axle (Comment 003)
Front axle placement: Setback (Comment 004)
Cab type: Day cab modified to accommodate custom sleeper (Comment 005)
Cab construction: Volvo HSS (high strength steel) (Comment 006)
Cab color: White
Chassis color: Black
Hood type: Long hood length, aerodynamic (Comment 007)
Exterior sun visor: Fiberglass with LED marker lamps
Exhaust: Underslung, horizontal muffler (Comment 008)
Fuel tanks: Dual 100-gallon tanks, unpainted aluminum, locking caps (Comment 009)
Fuel tank straps: Stainless steel (Comment 010)
Frame rail package: 11.81" x 3.54" x .38" straight steel rails
Frame liners: 5MM full frame liners, factory installed (Comment 011)
Lubricants: Synthetic lubricants used in front axle, rear axle, transmission
Brakes: ABS brakes with six-channel traction control
Slack adjusters: Automatic slack adjusters, front and rear
Air horn: Dual-trumpet air horn mounted under cab
Air tanks: Aluminum
Air tank drains: Automatic drain, manual pull cord on each tank and splitter valve
Air dryer: Meritor Wabco System Saver 1200P dryer with heater
Gladhand mounted under body (Comment 012)
Front HAZMAT placard holders custom built to fit in tow hook brackets (Comment 013)

Front Axle and Suspension

Hendrickson Steertek front axle, 14,600 lbs. capacity (Comment 014)
Hendrickson Airtek air suspension matched to front axle capacity
H-rated tires matched to front axle capacity (Comment 015)
Wheel cut: 50 degrees (Comment 16)

Rear Axle and Suspension

Rear axle package: Arvin Meritor MT-40-143, 40,000 lbs. capacity
Rear suspension package: Volvo air suspension
Rear axle ratio: 3.42 (Comment 017)
Differential lock type: Interaxle (Comment 018)

Wheels and Tires

Alcoa Dura-Bright® polished aluminum wheels, front and rear (Comment 019)
Front tires: Michelin 275/80 R22.5 XZA3, Load Rating H (Comment 020)
Rear tires: Michelin 295/80 R22.5G, lug tread design

Cab Features

National Comfort-model seats, swivel, plush cloth, armrests
Wide space between passenger and driver seats
Wide driver and passenger door pouches, molded into door panel
Ergonomic 18" steering wheel
Tilt, telescopic steering column is infinitely adjustable throughout its range.
Steering wheel tilts up and over the top of the dashboard, out of the way.
Thick floor covering provides thermal insulation.
Insulation keeps engine heat out of cab.
2,092 square inch one-piece windshield, no center post
Six defroster nozzles provide full air flow over entire windshield.
Side window defroster vents built into doors
Eight-jet windshield washer system
Filter in windshield washer fluid line keeps washer jets clear.
Sloped side windows for visibility
Qualcomm unit is stored out of the way but easily accessible in under-dash (doghouse) storage area.
Power windows
Remote control door locks
5-pound ABC dry type rechargeable fire extinguisher, floor mounted inside driver's door
Passenger-side fire extinguisher similar to driver's side
Passenger side-window sun visor installed by dealer (not available from factory in day cab)
Triangle reflector kit mounted behind driver's seat
Suspended accelerator and brake pedals make floor cleaning easy.
Removable trash bin
AM/FM/CD/Satellite radio; includes one-year free satellite radio subscription
Six radio speakers, positioned in dashboard, doors, and rear cab wall above seats
Multiband antenna (AM/FM/CB/Cellular), one mounted on each mirror, leads for CB, connector for cell phone
Window curtain (windshield and side windows) installed by dealer (not available from factory on day cab).
Window curtain is black cloth lined on the inside to absorb light, and light-gray vinyl on the outside to reflect sunlight and heat.
Tinted side windows
Hood tilt spring and gas assist cylinders, easy-grip handhold
Cab fresh-air filter

Instrumentation and Controls

High instrumentation gauge package, full display
In-dash outdoor-temperature indicator
Graduated air restriction indicator on air filter
Self-canceling turn signal switch
Numerous blanks in dash and overhead console provide switch location flexibility and space for clean mounting of custom controls or devices (reefer control unit, DataCOLD unit, reefer body interior light switch, side and rear view camera switches and camera monitor).
Interior hood latch control

Mirrors

Rear view mirror assembly on driver and passenger sides include heated, electrically adjustable (up, down, in, out), and manually adjustable convex mirrors.
Tripod mirrors on left and right front fenders
Auxiliary down-view mirror above passenger door

Engine

Manufacturer: Volvo
Model year: 2006
Model: VE D12-435
Configuration: 4 cycle, inline 6
Displacement: 12.13 liters (740 cubic inches)
Compression ratio: 17.3:1
Bore & stroke: 5.16" x 5.90" (131 mm x 150 mm)
Dry weight: 2,477 lbs.
Peak power: 435 hp @ 1800 rpm
Peak torque: 1550 lb. ft. @ 1200 rpm
Start engagement torque: 627 lb. ft. @ 800 rpm
Exhaust pressure governor brake rating: 225 hp @ 2300 rpm
Engine compression brake rating: 350 hp at 2300 rpm
Total oil change capacity: 39 qt. (37 L.)
Oil filters: 2 full flow, 1 by-pass
Primary fuel filter: Davco Fuel Pro 382 fluid heat
Secondary fuel filter: Spin-on secondary fuel filter
Engine block heater: Phillips 120 volt, 1000 watt block heater and 150 watt oil pan heater, powered by the generator or shore power, switch located in sleeper
Cold-weather engine starting aid: Engine-mounted electric preheater
Alternator: Delco Remy 12 volt, 165 amp
Battery package: 4 maintenance free 12 volt, 1,000 cold cranking amp batteries; 4,000 total cold cranking amps
Base warranty: 24 months / 250,000 miles / 6,250 hours
Major components warranty: 60 months / 500,000 miles / 12,500 hours
Emission components warranty: 60 months / 250,000 miles / 6,250 hours
Manufacturer's brochure (Note: The D-12 engine has been discontinued. D-13 would be our choice if made today.)

Transmission

Manufacturer: ZF Meritor
Model: Freedomline Automated Transmission (fully-automatic, no clutch pedal)
Speeds: 12
Clutch: ZF Meritor 17" single plate dampened organic clutch
Manufacturer's brochure

Sleeper, General

Manufacturer: American Reliance Industries (ARI) (web site)
Model: Legacy Custom
Roof style: Double Aero
Exterior Length: 132"
Sleeper structure twice tested for leaks using air pressure and water
Suspension: Link Cabmate® and Bunkmate® systems (5 air bags)
Interior open floor space: 24 square feet (approx. 4' x 6')
Inverter: OutBack VFX2812M sine-wave inverter/charger, 2800 VA continuous output power
Shore power
Carrier Air V heat pump
Fully-insulated floor, 3.5" thick
Waterproof smooth underbelly
40 gallon insulated water tank
Seward F-600 water heater
Shurflo water pump
Fan-Tastic Vent™ fan with roof cover and wall-mounted thermostat
Three windows with screens
One window serves as emergency exit
Insulated window inserts
Day/night window blinds
Padded, double-thick vinyl curtain between cab and sleeper
Padlock loops on cab/sleeper curtain
2 audio speakers mounted in ceiling
Felt-lined drawers and cupboards
23 raised-panel, cherry-stained doors and drawer fronts
Wood fronts on refrigerator an freezer doors custom made to match cabinets and drawers
Safe-T-Alert carbon monoxide alarm
5-B:C fire extinguisher stored under kitchen sink.

Sleeper, Kitchen

50" Corian® countertop and sink
Corian® sink cover with finger hole
Sink size: 15.5" long x 15.5" wide x 9.5" deep
Goose neck faucet on sink
Hot and cold water handles on faucet
Pull-out cutting board
Surface-mount, two-burner electric stove
Sharp Carousel® Double Grill convection microwave oven
RV-size Norcold refrigerator and freezer (DE0061TR)

Sleeper, Dinette

Table size: 28" x 32"
Ample space between dinette seats and table
Dinette table self-stores when bed folds down.

Sleeper, Bed

Bed size: 54" wide x 75" long x 9" high
Standard, full-size linens fit this bed.
Select Comfort Sleep Number ® mattress with pillow top
Custom-made cover hides top portion of mattress when bed folds up, cloth used in cover matches dinette upholstery.

Sleeper, Bathroom

40" shower, seamless walls
Thetford cassette-style toilet, serviced outside the sleeper
Mirror inside shower door
Three towel racks
Heat/air conditioning vent in shower
Bathroom wall opening near ceiling, vents air to sleeper ceiling fan.

Sleeper, Interior Lighting and Electric

Natural daylight through translucent ceiling fan cover and three windows
Ceiling-mounted Gustafson chandelier brightly lights entire sleeper and inside of overhead cabinets when cabinet doors are open.
16 ceiling-mounted puck lights on 3 separate dimmer circuits
Goose-neck reading light over each dinette seat
Strip lighting under kitchen counter
Light in wardrobe
Light in bathroom
Lights in cargo bins under bunk
Six AC electrical outlets

Sleeper, Storage

Wardrobe with cedar floor, 20.5" wide x 23" deep x 53" high
Drawer under wardrobe
3 drawers under kitchen counter
Double-door cabinet under kitchen sink
Extra-large drawer with heavy-duty rails under refrigerator, 25" wide x 19" deep x 16" high deep
2 double-door overhead cabinets on back wall
Double-door overhead cabinet on each side wall
2 overhead open shelves
Overhead storage slot for insulated window inserts
Cabinet at head of bed
Cabinet on rear wall, driver's side
Space under driver's side dinette seat, accessible from inside sleeper or outside door.

Generator

Manufacturer: Onan
Model: Commercial Quiet Diesel, HDKAT
Output: 7500 watt
Voltage sensor and auto-start device: Onan EC-30
Manufacturer's brochure
Generator housed in a polished stainless-steel shroud

Reefer

Manufacturer: Carrier Transicold
Model: Supra 850 (designed for 18 to 28-foot reefer bodies)
Configuration: Split installation, unit mounted under sleeper
DataCold data logger mounted flush in dash
Cab Command unit (reefer control box) mounted flush on overhead console
Four temperature probes
In-line battery power shut-off switch
In-line fuel shut-off switch

Reefer Body

Manufacturer: Kidron
Wiring: Exterior
Floor: 1 3/8" laminated hardwood
Floor treated with Key Polymer Crack Filler and Original Floor Restore Manufacturer's web site
Insulation: 4" floor insulation above cross rails, 4" in walls and ceiling
Undercoated body
Four heavy-duty recessed floor rings
One-piece glassboard ceiling and walls.
Stainless steel rear frame, polished
Door opening: 94 1/4" high, 88" wide
Interior dimensions: 16' 2" long, 94.5" wide, 99.5" high"
Exterior dimensions: 16' 11.5" long, 8' 6" wide, 9' 9" high, includes 2" roof crown.
Kinedyne E-Track, surface mounted, 8 rows each side, 6 rows front; side rows mounted at floor level, 12", 24", 36", 48", 60", 72" and 84"; front rows mounted at floor level, 12", 24", 36", 48" and 60".
All E-Track rows are reinforced full length with 12 gauge galvanized steel backing plates behind the glass board.
Additional full-length, 12 gauge galvanized steel backing plates are mounted behind the glassboard, along the top edges of the side walls.
Solar Guard roof coating
3 rapid-start, flush-mounted fluorescent lights; one on ceiling, one on each wall at rear of body, light switch in cab
White rivets on body
Stainless steel grab handles at rear of body positioned high and low, on outboard edges of body frame.
Channel built into front wall of reefer body for reefer plumbing is extra wide to accommodate AC power cord and compressed-air line.
Gladhand mounted inside reefer body
Side and rear HAZMAT placard holders painted to match body color
Rear HAZMAT placard holders cut to fit into a single overhead door panel

Rear Door

Manufacturer: Whiting
Type: Overhead (roll-up)
Model: TempGuard
1 1/2" Insulation
Manufacturer's brochure

Landing Gear

Manufacturer: Holland
Model: 51000, LG400
Manufacturer's brochure

Lift Gate

Manufacturer: Leyman
Model: LHLP-4500 Hide-A-Way™
Capacity:4,500 lbs
Deck size: 86" wide x 63" deep
14" deck extension
Hand-held remote control
Extra-long, non-coiled cord on remote control
Liftgate ladder custom made to match drivers' height.
Liftgate dock bumpers custom positioned in deck extension to stay within 40-foot truck-length legal limit.
Manufacturer's brochure

Exterior Lighting

PES low beam bulbs
Halogen high beam bulbs
Two fog lamps, white
Two driving lamps, white
Amber turn signal lights on sides of cab
36 LED marker lights on sleeper (Pannelite Millennium M1); 18 on each side, 9 in top row, 9 in bottom row, symmetrically arranged.
56 LED marker lights on reefer body (Pannelite Millennium M1); 28 on each side, 14 in top row, 14 in bottom row, symmetrically arranged.
Backup lights recessed into reefer body frame
Flash, turn, tail lights recessed into reefer body frame, LED
Amber turn signal lights mounted under reefer body
Upper rear marker lights also serve as flash, turn and tail lights, LED

Exterior Storage

Small steel tool box for tire chain storage mounted on right side, ahead of the liftgate
Large polished stainless-steel tool box mounted on left side, under sleeper, behind generator.

Surveillance System

TS2 8000 Series Mobile Digital Video Recorder (MDVR)
Simultaneously records images from eight video and one audio input with in-dash monitor turned on or off.
Records up to five days before recording over previous content.
Monitor mounted in dash board can be switched to any camera
G-sensors automatically generate an alarm if a severe blow to the truck is detected, as does a driver-pushed event button. Pre and post alarm footage is automatically archived and not recorded over.
Cameras cover left front, right front, left side rear view, right side rear view, rear view (back of truck), two views of reefer body interior and magnified front center view to capture license plate numbers.
In-cab microphone is manually turned on or off by driver.
Recordings can be downloaded to a computer and burned onto CD or DVD.
Motion JPEG file format is courtroom admissible.
MDVR can be accessed through a wireless network connection or mobile telephone network.
Note: While the system remains operational, the supplier, TS2, is no longer in business.

Aerodynamics

Molded front bumper with drag reduction plate
Aerodynamic headlights and auxiliary lights built into bumper
Exterior sun visor sweeps air over the top of the cab.
Recessed door handles
Partial chassis fairings
Aerodynamic exterior side view mirrors
Double-aero sleeper roof
Cab side extenders modified to mate with custom sleeper

Safety

100% steel cab made of high strength steel.
Steering column collapses to absorb energy, reducing the risk of injury in an accident.
Tilt/telescope steering column is released with a foot pedal, enables driver to keep both hands on the wheel while making adjustments.
Engine is designed to drop out of the truck in a major crash, carrying energy away from the cab.
Central locking unit automatically unlocks doors after an accident.
Central locking system allows driver door to be unlocked with remote control while keeping passenger door locked.
Headlight and tail light interrupt switches located on steering wheel, enabling their use while keeping both hands on the wheel.
Separate circuits and switches for headlight and tail light interrupts.
Control stalks on steering column enable operation of cruise control, wipers and washer while keeping hands near wheel and without taking eyes off road to locate switches.
Controls for electric mirrors, mirror heat, power windows and power door locks are located in an easy-to-reach and easy-to-find place on the driver's door panel.
Air horn and city horn controls on steering wheel
Driver's SRS (supplemental restraint system) air bag in steering wheel
37-inch-wide door opening allows easy access into and out of the cab, and easy use of two interior grab handles.
Grab handles are mounted low and inside cab, keeping them dirt-free and making them easy to reach with both feet on the ground.
Wide anti-slip steps are offset so each step is visible from cab.
Seven mirrors (2 tripod, 2 rear view, 2 convex, 1 lookdown)
Rear view mirrors electronically controlled by driver, can be adjusted in, out, up and down to view the ground, truck sides and truck roof line when backing.
Hood release inside cab deters unauthorized access to engine compartment.
Large, centrally positioned driver information display is easy to read. Driver can see all gauges without moving to peer around steering wheel.
Custom-made sleeper restraint system keeps co-driver in bed if truck crashes or makes sudden stop.
Stainless steel pallet guards in reefer body prevent fork-lift damage to rear door rails.
Two reefer body interior lights positioned at the rear and top of walls brightly light the work area behind and outside the truck.
Custom steps on lift gate deck extension, the deck extension itself, and custom grab handles on back of reefer body enable safe reefer body entry and exit.

Noise and Vibration Reduction Devices

Torsional vibration damper on crankshaft reduces crankshaft vibration and gear noise.
Laminated front gear train cover reduces noise.
Composite material valve cover and sealing reduces noise.
Full rubber suspension for the oil pan seal and isolation grommet prevents mechanical noise transfer.
Large gears in the front of the engine result in fewer gears and quieter operation.
Thick, sound-dampening floor covering in cab
Cab doors have separate inner and outer seals to keep water, air and noise out.
Front air-ride suspension
Air-ride seats
Air-ride cab
Rear cab suspension air bags mounted outside frame rails for greater cab stability when cornering
Lateral shock absorbers reduce cab sway
Air-ride rear axles
Tandem drive axles
Hardened rubber dampeners in suspension system help absorb impact of a severe shock to cab.
Insulated sleeper floor and walls, and carpeted sleeper floor provide a ride quieter than in cab.
Five-air-bag sleeper suspension system provides a ride smoother than in the cab.
Select Comfort Sleep Number ® mattress with pillow top enables co-driver to adjust mattress to a softer setting to absorb road bumps when truck is in motion.

Serviceability

Headlight bulbs can be replaced without tools
Hood can be opened with one hand while standing with both feet on the ground
Hood splash shields minimize road spray inside engine compartment
Air filter easy to reach and change from the ground
Windshield washer reservoir easy to refill while standing on ground
Windshield washer fluid warning light in dash indicates low fluid
Cab fresh air filter can be changed without tools
Rear of engine compartment can be accessed from cab by removing one-piece doghouse. No need to remove floor mat or seats.
Fairings can be partially opened or totally removed from truck without tools.
Reefer body door side seals can be replaced without tools.
Reefer body door hinges designed for easy roller replacement

Truck Dimensions

Wheelbase: 276"
Frame height: 39 6" front, 40.5" rear
Dock height: 52" with air bags inflated, 48.5" with air bags deflated
Truck height: 13' 3"
Bumper-to-bumper truck length: 40' 0" (includes lift gate extension and dock bumpers)

Truck Weights

Manufacturer's GVWR: 54,600 lbs.
Manufacturer's rear axles GVWR: 40,000 lbs.
Manufacturer's front axle GVWR: 14,600 lbs.
Rear Axles GVWR under FWHA Bridge Formula: 34,000 lbs.
Truck GVWR under FWHA Bridge Formula: 48,600
Truck GVWR under FWHA Bridge Formula and where steer axle curb weight is limited to 12,000 lbs: 46,000 lbs.
Front axle curb weight: 11,620 lbs.
Rear axles curb weight: 20,900 lbs.
Truck curb weight: 32,520
Practical payload: 12,000 lbs.

Note: While higher payloads can be calculated from manufacturer's GVWR (22,080 lbs. payload) and Bridge Formula GVWR (16,080 lbs. payload), we state a payload of 12,000 lbs. to our carrier. Freight pieces vary in number, size, shape and weight with each load. Distributing the weight evenly throughout the truck body is not always possible. An understated payload value provides a cushion and ensures all loads we carry will legally scale.

Phil's Comments Regarding the Above Specs

Note: This section is a work in progress. Over 100 comments are in the works. In-depth discussions of certain topics will follow. The specs, comments and discussions are offered not as recommendations or advice. They are nothing more than a primer for people who are thinking through a custom truck of their own.

Context

Every driver brings a set of opinions, priorities and preferences to the table when spec'ing a truck. We spec'ed our truck with equal consideration given to: (1) safety, (2) longevity, (3) comfort and (4) service. Those four priorities established the context within which we spec'ed our truck and governed the trade-offs we made. (discussion)

001: Volvo Selected (back) (top)

We developed a favorable bias toward Volvo trucks early in our trucking-industry research. There was nothing deliberate or rational about it. We just came to like Volvo trucks. Volvo's emphasis on safety and comfort drew us in. Volvo's reputation for good engineering, high product quality and a smooth, quiet ride bolstered our opinion. Volvo's aerodynamic exterior and automotive-style interior appealed to us more than the conventional-truck look.

All the Volvo drivers we talked to on the road had high praise for their trucks. That clinched it. We did not even test drive a Volvo before ordering one. We came to believe Volvo was the truck for us and that was enough. It turned out to be the right decision. Volvo has lived up to its reputation in every respect. (back) (top)

002: Cab and Chassis Considerations (back) (top)

The cab and chassis form the platform on which the rest of the truck is built. When you are spec'ing a custom-built expediter truck, questions to consider include:

Application (the truck's purpose)?

Tractor/trailer or straight truck? (While cargo vans are also used in expediting, cargo van specs are beyond the scope of this document.)

Truck make (brand)?
New or used?
Class 7 or 8?
Day cab or cab with integrated sleeper?
Engine type?
Transmission type?
Rear axle configuration?
Rear axle gear ratio?
Price?
Length of time the truck will be used?
Resale or trade-in value?
(discussion)

(Note: Discussion links are not yet active. This is a work in progress.)

There are dozens of additional considerations regarding the cab and chassis; including wheelbase length, bumper-to-back-of-cab (BBC) dimension, frame height, use of frame liners, tires and wheels, and much more. Click the "discussion" links for more information.

We chose a new truck over used because we plan to drive it for ten years. We wanted to know and have control over the truck's maintenance and repairs from the first day. We also wanted to spec our truck from the ground up, which is something you cannot do if you buy a new or used truck off the lot.

The down side of that approach includes a long wait as the truck is built (about a year if all goes well, longer if not), a seemingly endless amount of time and effort poured into your truck research and decision-making process, more time poured into the self education required to do good research, still more time poured into vendor visits before your component orders are placed and while the truck is being built, time off the road (lost income) and deadhead expense to visit your vendors and inspect truck as it is being built, telephone expense for lengthy incoming and outgoing vendor calls, worrying about your vendors getting it right, worrying about decisions you made that cannot be changed after they are built into the truck, and worrying if something you overlooked or did not know will rise to haunt you after the truck is built. (discussion)

Much can be said in favor of buying a truck off the lot. We chose the more complex and expensive path because there was no other way to get the truck and features we wanted. More than we wanted the benefits of buying a truck off the lot, we wanted the truck that was right for us.

We chose a straight truck over a tractor to gain the mobility straight trucks provide. You can park a straight truck in places you cannot park a big rig (18-wheeler), such as public parks, camp grounds, restaurant and local library parking lots, and relatives' driveways. We chose a straight truck over a cargo van because you can build more sleeper space into a straight truck and the revenue potential is higher. (discussion)

Choosing a day cab over a highway truck that comes with a factory sleeper enabled us to put a custom sleeper on the truck. Choosing a Class 8 truck over Class 7 enabled us to amortize the cost of the truck over a longer period.

Our carrier has a five-year lifespan limit on Class 7 trucks and ten years on Class 8. While we expect to have the truck paid for in three years or less, planning to drive it for ten made it easier to commit to the truck's above-average price. We expect to buy one new truck in the time some expediters will buy three.

In the 2006 model year, Volvo offered two models that were suitable for straight-truck expediting use, the VNL and VNM. Significant differences between the two include the BBC dimension (bumper-to-back-of-cab), engine options and styling.

Personal preference governed our choice. While the VNM's shorter BBC dimension would have provided a few more inches to work with when spec'ing the rest of the truck, we preferred the VNL's aerodynamic look. (back) (top)

003: Axle Configuration (back) (top)

All expediter trucks have a single front axle (steer axle) of some sort. Rear axle configurations include tandem drive axles, single drive axles, and single drive axles with a lift axle. If a lift axle is used, it may be either a tag axle or pusher axle. (discussion)

Our rear axle choice was governed by one consideration, personal comfort. Tandem drive axles on straight trucks ride smoother than single drive axles or single drive axles with lift axles deployed. The difference is profound. We knew this from driver reports and the personal experience we gained driving fleet owner trucks with various axle configurations. Within minutes of driving a tandem-drive-axle truck for the first time, we knew tandems (also known as "twin screws") were for us. (discussion)

Spec'ing a truck is an exercise in trade-offs. Many drivers use single drive axles or single drive axles with lift axles to avoid the federal excise tax (FET) that applies to trucks with tandem drive axles. That is no small consideration. FET adds 12% to the price of the entire truck (some components may be excepted). (discussion)

While the additional FET was not fun to pay, we felt the improved ride tandem drive axles provide is well worth the money. With comfort being one of our priorities, we paid the price to gain the benefit. (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

004: Front Axle Placement (back) (top)

On some trucks, the front axle is placed far to the front of the chassis. On others, it is set back a certain distance from the front. When we decided on the Volvo VNL day cab, the front axle placement decision was automatically made. There was no option. The day cab was built with a setback front axle and that was that.

Most expediter straight trucks have setback front axles. A setback front axle provides a shorter wheelbase, which increases your maneuverability. It also shifts the truck's weight forward, such that the weight on the front axle increases and rear axle weight decreases. That may or may not be good, depending on the overall weight of the truck and weight distribution. (discussion)

There is a spec called "curb-to-curb." That is the street width, curb-to-curb, a truck requires to complete a U-turn. Another way to look at it is, if you held the steering wheel all the way to the right or left and drove the truck in a complete circle, what would the diameter of the circle be?. The tighter the circle, or the lower the curb-to-curb distance, the more maneuverable the truck will be.

Front axle placement is one of several specs that affect a truck's maneuverability. See wheel cut and wheelbase below. Truck height, width, and ground clearance also affect maneuverability. (discussion)

While it is the first truck we have ever owned, our Volvo is the seventh expediting truck we have driven. Before becoming owner-operators, we drove fleet-owner trucks for nearly three years; six Freightliner Century Class trucks, variously configured, and one Western Star.

By far, our Volvo is the most maneuverable of them all. When we first started driving it, we would begin a three-point turn to turn the truck around, and then be surprised to find a U-turn often did the job. In shopping center and restaurant parking lots, ally loading docks, and in places like New York City and downtown Philadelphia, we are able to maneuver in and out of tight places far easier than we did in other trucks.

Maneuverability is an important consideration. Expediters enter unfamiliar parking lots and loading dock areas every day. The more maneuverable your truck, the easier it is to work your way in and out. The ability to make a U-turn on a particular street may be the difference between turning the truck around when you want to (like when you realize you just drove past your delivery address) or driving several miles down the road to find a place where a safe three-point turn can be made or a large open area can be found in which a U-turn can be made. (discussion) (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

005: Day Cab Selected (back) (top)

When we ordered our truck, the 2006 Volvo VNL chassis could be ordered as a day cab, mid-height-roof sleeper or condo sleeper on various models (780, 670, 630 and 430). With any one of them, vendors can be found to cut out the back wall and build a custom sleeper from that point. Some truck owners have gutted their factory sleepers and customized the inside of the shell, either doing the work themselves or having a vendor do it. Others have slightly modified their factory sleepers by adding a few custom touches. The most common of those is to remove the top bunk and replace it with cabinets. In those cases, some owners do the work themselves, others hire vendors.

We ordered a day cab so a custom sleeper could be designed and built from front to back. With all the sleeper features we wanted (stove, hot water, toilet, shower, tall closet, sink, counter space, full-size bed, and more), it seemed best to specify the sleeper length and then work with ARI (our sleeper vendor) to spec out that space. That was the right decision. ARI designs and builds custom sleepers every working day. Their ability to instantly quote the price change an added or modified feature would make, and their vast knowledge of sleeper components and floor plans made our sleeper design process easy.

That approach has certain warranty advantages. With Volvo building the cab and chassis and ARI building the sleeper, there is little doubt where one vendor's work ends and the other's begins. Conscious of this issue, ARI is careful to build their sleepers as a self-contained unit to the extent possible. In other words, ARI's lines and wires are ARI's and Volvo's are Volvo's.

The primary disadvantage of the day cab approach is a sleeper entry that is shorter than those found in mid-roof or condo-sleeper trucks, and some after-market custom sleeper expediter trucks, and the inability of some drivers to stand up in a low-ceiling day cab. (discussion)

As we considered the trade-offs, we noted that Diane is short enough to stand up in the Volvo day cab. At 5' 6" tall, I can stand up in the cab too, if I bow my head just a little bit. We also noted that when you have a 132" sleeper behind the cab, there is no reason to stand up in the cab, except to rise from one of the seats and duck into the sleeper.

There is no question that a taller cab roof makes it easier to get in and out of the sleeper. The ducking to move between the two is something we chose to live with because of another consideration; safety. See: Comment 006. (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

006: High Strength Steel (back) (top)

Glen and Janice Rice are good friends of ours who, while not at fault, were involved in a tragic, high-speed, car/truck accident and fire that disabled them and ended their driving careers. They credit their Volvo VNL day cab with saving their lives. Their experience sold us on Volvo's HSS (high strength steel) day cab. Their before and after truck pictures say it all. (back) (top)

Volvo truck before and after crash

(Note: Discussion links are not yet active. This is a work in progress.)

007: Aerodynamic Hood (back) (top)

Trucks come in two basic styles, conventional and aerodynamic. Examples of conventional-style trucks are the Kenworth W900 and Peterbilt 379. We chose the aerodynamic style because it offers a better look (in our opinion), better visibility (a safety consideration) and better fuel economy; about 1 mpg better than conventional trucks, according to experts quoted in various trucking industry publications. (discussion)

The visibility issue was especially important to us. After driving a Western Star with a conventional hood, we were eager to get back into a truck where the hood sloped down in front. Driving in New York City and other urban areas is challenging enough. It is even more so when you cannot see the ground several feet in front of the truck, and any pedestrians or other objects that may be there. Making tight turns on streets with cars parked on both sides is easier and safer when you can see the cars close to your front bumper. (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

008: Underslung Exhaust (back) (top)

Trucks come with one or two exhaust stacks that rise up into the air, or with an exhaust pipe and muffler routed under the truck. We gave little thought to putting stacks on our truck. The aerodynamic look and benefits of an underslung exhaust system had greater appeal. While stacks can be placed behind the sleeper on some expediting trucks to improve aerodynamics, doing so was not an option given our truck and sleeper design.

Since underslung exhaust systems vent exhaust fumes under your truck, it is wise to extend the pipe beyond the sleeper. Also, with an underslung exhaust system, exhaust heat may affect an underslung reefer or generator if you have them. In our case, the reefer is mounted under the sleeper and the muffler is close. It has not been a problem since the muffler surface temperature goes no higher than 210F even on 100F days. In future model years, under-truck exhaust heat could be a problem. In response to environmental regulations, truck manufacturers are adding exhaust-system components that increase exhaust temperatures. Specific changes vary by manufacturer. Exhaust placement and temperatures should be considered when you choose your truck make, model and engine.

If you spec an underslung exhaust system or choose a truck where that is your only option, special consideration should be given to your cab and sleeper floor insulation. Volvo has excellent firewall and floor insulation. ARI's sleeper floor insulation is three-inches thick and it does the job. Trucks and sleepers that have poor insulation may mean a fair amount of personal discomfort when outside temperatures are extreme; more so on hot days with trucks that have underslung exhaust systems. (back) (top)

009: Fuel Tanks (back) (top)

Having driven trucks with various fuel tank capacities, we chose two 100 gallon tanks for our truck. Smaller tanks would require more fuel stops than we cared to make, especially on long runs. Larger tanks would have taken up space under the cab that was needed for other components (tool box, generator, reefer and reefer plumbing).

Items considered when choosing our fuel tank capacity included the weight of diesel fuel, tank position on the truck, axle weight distribution, time management on long runs, how fuel tax is charged and collected by various states, curb weight, payload, shower credits at truck stops and fuel reserves for comfort and survivability in emergency or extreme weather situations. (discussion)

While locking fuel caps cost more than non-locking caps, they seemed like a sensible precaution. (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

010: Stainless Steel Fuel Tank Straps (back) (top)

Volvo offered stainless steel fuel tank straps as an option. We included them on our truck because straps that do not rust would be one less thing to worry about as the truck ages and road salt takes its toll. It was not about looks. Fairings hide the straps from view. (back) (top)

Summary Thus Far

With just ten of over 100 comments offered so far, and some of those prompting in-depth discussions of related topics, it is clear that spec'ing a custom truck is not a casual endeavor. It is instead a process in which you must think through the entire truck all at once and rethink it each time you change or decide on a spec.

As you build the truck in your mind and put your specs in writing, you continually weigh one trade-off against another while keeping a wary eye open for unintended consequences. Before you can do that, your research must be good enough to know what the trade-offs are in the first place. Vendor communications are critical in this process. So is a brutally-honest awareness of the personal opinions and heart-felt desires that drive your decision-making process.

Do you hate fender-mounted mirrors because you once bumped your head hard on them and someone who saw you do it laughed at you? Do you dislike them because they look like bug antennas? Is it worth the safety trade-off to omit them from your expensive, new truck? How much wind resistance do fender mirrors add? Are they worth the fuel-economy loss? Is the wind resistance of fender mirrors a significant enough factor to even think about in the first place?

How thorough are your vendors? If your chassis vendor did not offer you air-ride suspension, is it because he or she did not think you want it? Is it because it is not an option? Is it because it comes standard on the truck? Or is it because your vendor is trying to keep the price down because he or she is concerned about competing vendors that you may also be talking to. If an air-ride suspension is added, will your vendor provide a revised spec sheet showing the new frame height? If you ask your vendor for a frame-height spec and he or she provides it, the vendor will likely pull a number up off a computer and consider the issue resolved. But to state his or her installed body height spec, your body builder will need to know the frame height at certain points of the frame, as will your sleeper builder.

Because multiple vendors will be involved in a custom-truck build and components are handed off from one to another, you need to be thorough. If your frame height changes, so will your dock height, truck height, and possibly your rear door height. When you talk about frame height with your chassis vendor, do you have all the information you need to simultaneously think about your carrier's dock height and door opening requirements, bridge height limits, and the ground clearance your frame height will provide when frame-mounted components (landing gear, tool boxes, generator, etc.) are added? If your dealer provides a single frame height spec, do you know if it is measured at the front, center or rear of the truck? If your body builder provides a body-height spec, is that with the body mounted on the truck and how high the bottom of the body will sit above the frame?

As stated above, much can be said in favor of buying a truck off the lot. (discussion) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

011: Frame Rails and Liners (back) (top)

On a new truck, frame rails can be ordered in different sizes and strengths. We ordered the strongest frame rails available. Frame liners can also be added, which we did. Truck frames almost never break but they do flex. We created the most rigid frame we could for two reasons; (1) to minimize frame flexing (also known as gallop) and thereby improve the ride, and (2) to minimize frame sag when the truck is standing still.

Depending on the design, a straight truck has two or three major components that mount independently on the frame. They are the cab, sleeper and body. Where the cab and sleeper form a single unit, it is called an integrated sleeper. If these components are mounted too close together and frame gallop is excessive, the components may touch and damage each other. If the frame sags under the weight of the components when the truck is parked, it creates a displeasing sway-back look.

All truck frames sag to one degree or another. The longer the wheelbase, the more prone to sag a truck frame will be. So too with the combined weight of the truck components; more weight means more sag.

Opinions vary among truck vendors about the need for frame liners. Some will not sell a new truck without frame liners. Others see omitting frame liners as an attractive cost-cutting measure that does not degrade the truck.

In our case, we had a negative experience with a truck that did not have frame liners. With this truck, we were not going to mess around. We ordered the strongest frame rails and liners we could. That added weight and expense to the truck. It also provided a sturdy foundation on which the rest of the truck could be built and improved the ride of the truck. (discussion) (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

012: Gladhand Mounted Under Body (back) (top)

The lubricants, brakes, slack adjusters, air horn, air tanks, air tank drains and air dryer listed above are all factory-standard features. The gladhand mounted under the truck body is a custom addition.

On a tractor-trailer or semi truck, a gladhand is a coupling used to connect the tractor and trailer air hoses together. The air compressor on the tractor supplies compressed air for the truck's air brake system. Heavy-duty straight trucks have air brakes too, but since they have no trailer, gladhands are not needed. We had a trailer shop install a gladhand on our straight truck. We can connect an air hose to the gladhand and use the truck's compressed air to inflate the tires.

This makes tire maintenance much easier than using truck stop air hoses. Half the time, those hoses are missing or broken. If you find one that works, you will often find yourself inflating your tires under the wrathful stare of the truck driver who is behind you in line and eager to refuel. The gladhand provides the freedom to inflate tires anywhere and anytime it is convenient.

We considered the automatic tire inflation devices that are available for trucks. Unsure how accurate and reliable the automatic devices are, and wanting to be more up close and personal with our tires, we passed on those. Instead, we use a tire gauge, tread-depth gauge and keep a close eye on tire tread wear. (discussion) (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

013: Front Placard Holders (back) (top)

On many expediter trucks, the front HAZMAT placard holders are poorly attached or positioned. In addition to looking bad, they are sometimes positioned in a way that blocks air flow through the through the grill. Borrowing an idea from Glen and Janice Rice and their truck, the Little Deuce Coupe, we had a trailer shop fabricate two placard holders.

When used, they attach like tow hooks (Volvo calls them towing eyes). When not used, the holders are removed and stored. This idea would probably work on any truck that has removable tow hooks. The down side is the hood cannot be opened without first removing the placard holders. The up side is they look good and do not block air flow. (back) (top)

014: Front Axle (back) (top)

The Hendrickson front axle package came with the truck. There was no other axle brand option. We selected the optional 14,600 lbs. axle weight over the more-common 12,000 lbs. axle weight for two reasons. The first was to put a stronger front axle on the truck. We presumed the heavier front axle components will hold wheel alignment and last longer than lighter components, thereby reducing maintenance costs and down time. The second reason was legal compliance.

While we had a pretty good idea that the front axle weight on the completed truck would come in under 12,000 lbs. but we were not 100% certain. Increasing the front axle capacity seemed like a prudent move. As things turned out, the completed-truck front axle weight did indeed come in under 12,000 lbs. If we had it to do over again, we would still specify a 14,600 lbs. front axle for the reasons cited above. (back) (top)

015: H-rated Steer Tires (back) (top)

While Load Range G steer tires are common on Class 8 trucks, Load Range H steer tires are required on ours if we want a legal front axle capacity of 14,600 lbs. The front axle and steer tires must both be configured for the 14,600 weight. As stated above, our actual front-axle weight is under 12,000 lbs. That gives us the option of placing less-expensive Load Range G tires on the steer axle when the steer tires are replaced. Nevertheless, we will continue to run Load Range H tires on the steer axle.

That is a safety and confidence decision. G tires are more robust than H tires. When we hit a deep pot hole that jolts the entire truck at highway speeds or need to curb a tire when maneuvering the truck onto a sidewalk for a New York City delivery, we can worry a little less about the steer tires. The likelihood of a highway-speed steer tire blowout is also reduced.

If the H tires last longer than G tires, the cost per mile for either tire may be about the same. Time will tell. Either way, our tire decisions are driven first by safety concerns. Even if H tires prove to be more expensive, we will still run them on our truck, for safety sake. (back) (top)

016: Wheel Cut (back) (top)

Wheel cut is expressed in degrees. If you sat in the driver's seat and turned the front wheels 45º to the left or right, and if the truck was built such that the wheels could turn no further, your wheel cut would be 45º. As the wheel cut increases, the truck turning radius decreases. In other words, a larger wheel cut gives you the ability to make sharper corners and U-turns.

While exceptions can be found, Class 7 and 8 truck wheel cuts commonly range from 50º to 55º. The wheel-cut spec comes with the truck, so to speak. You pick your truck and get the wheel-cut spec that comes with it. We picked a Volvo VNL day cab and got a 50º wheel cut.

A truck's turning radius is only partly affected by wheel cut. Wheelbase length is the other contributing factor. See also: Front Axle Placement (back) (top)

017: Rear Axle Ratio (back) (top)

The rear axle ratio is one of the most important specs on a truck. Among other things, It affects fuel economy, engine rpm, hill climbing ability and the speed with which you can pull away from a stop light. Unfortunately, choosing a rear axle ratio is not simply a matter of spec'ing a "good" number. When spec'ing a new truck, the rear axle ratio is not considered alone. Along with the rear axle ratio, things like tire diameter, transmission characteristics and engine characteristics all affect your truck's performance at stop lights, on hills and at the fuel pumps.

Not knowing a great deal about rear axle ratios on heavy-duty trucks, we turned to our dealer and a trusted friend for help. Our dealer had a Volvo-supplied computer program that made it very easy to spec the the truck's drive train and then, on paper, try different rear-axle ratios to see how it affected the truck's computer-projected performance. Our trusted friend knew a great deal about rear axle ratios. We had our dealer plug a couple different rear axle ratios into our truck spec sheet. Our friend reviewed the results and made a recommendation. The technique worked. We are pleased with the results.

There probably is no such thing as the perfect rear axle ratio. If you spec for fuel economy, you will wish you had more pickup at stop lights. If you spec your truck to outperform other trucks on steep hills, you may end up wishing you were buying fuel for those trucks instead of your own. Like most everything else in the truck, spec'ing the rear axle ratio means making trade-offs. To make the rear axle ratio trade-offs that give you the truck you want, you need good advice, a basic understanding of how a truck drive train works, or both. (discussion) (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

018: Differential Lock (back) (top)

An interaxle differential lock was an available option that we chose when we spec'ed the truck. Without going into detail, it is a feature that allows us to flip a switch on the dash board that changes how the drive wheels act in low traction situations. The operator's manual contains multiple warnings about damage that can occur if the lock is improperly used. Do not use on dry pavement, do not use at speeds above 25 m.p.h., do not engage the lock when the wheels are moving, do not use in wheel-spin situations, etc. The damage that an improperly used differential lock can cause is major and very expensive to repair.

So why do we want it? When driving fleet-owner trucks, an ice-covered hill, an off-road delivery and downhill loading docks convinced us that we did. In all of those situations having the improved traction a differential lock can provide would have made it easier to get where we wanted to go. It could one day be the difference between driving the truck out under its own power or paying to have a stuck truck towed.

If you look at any truck's rear axle(s), you will see a big bulge in the middle. The bulge is the differential housing. Inside the housing are gears that help transfer power (torque) from the engine to the rear wheels. The engine, transmission, drive shaft, differential, rear axle, wheels, tires and related components are all part of the truck's drive train. They work together to make the truck move when you put it in gear and step on the pedal. (discussion) (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)

019: Alcoa Dura-Bright® Wheels (back) (top)

Alcoa Dura-Bright® forged aluminum wheels clean up with soap and water, and never need polishing. So says the advertising from Alcoa. They are also lighter than steel wheels. While the weight savings is a fuel-economy plus, we put Alcoa Dura-Bright® forged aluminum wheels on the truck for appearance sake. It takes time and money to polish aluminum wheels if you hire the work out. If you do it yourself, it is a dirty, tedious job. The Alcoa Dura-Bright® wheels cost more than traditional aluminum wheels, but we chose them to get out from under wheel polishing time, tedium and expense. On the road, we have found Alcoa's claims to be true. The wheels really do clean up with soap and water, and that is all it takes to make them shine. (back) (top)

020: Front Tires (back) (top)

G-rated tires are commonly found on straight trucks. We chose the heavier-duty H-rated tires, not because we needed them for the weight, but for the added safety and peace of mind a more-robust tire provides. (discussion) (back) (top)

(Note: Discussion links are not yet active. This is a work in progress.)