Bolk’s compact and robust Volvo FMX 6×4 tractor seems to be sculpted from a single block of granite. Low and short -only 7.12 m (23’4”) long- yet it’s rated at a gross combined weight of 120 tonnes (264,555 lbs). For the time being, this is the most heavy-duty (heaviest-dutiest?) FMX available on the market.
The FMX is the rough-and-tough version of the FM-series, Volvo’s midsize truck and tractor model, finding itself right between the lighter FE and the FH head honcho. In this case, ‘midsize’ only refers to the cab.
The FMX-540 tractor (with 405 kW/550 DIN-hp, actually) has the optional FM Globetrotter cab with a raised roof. Still, overall it’s clearly substantially lower and smaller than the cabs of the European high-end top models I’ve posted over the past decade.
The interior of the current FM(X). Unlike today’s towering top model cabovers with a flat (or almost flat) floor, the lower juniors come with a ‘doghouse’ between the seats, visible in the picture above. Also in plain sight is the knob for Volvo’s I-Shift, their automated manual transmission.
That whole unit standing behind the cab is a custom-built, aftermarket product. It’s standard equipment on dedicated heavy haulage tractors, though this set-up is a really neat and tight, fully enclosed package.
A fine piece of work, with the owner’s logo and name cutout as finishing touch. Luckily, only four letters.
Now that’s what I call a diesel fuel tank! Also custom-built, most likely made by the same manufacturer that took care of all other non-Volvo extras. And note the auxiliary LED lighting all over the tractor.
By the way, the firm and solid underbite is a factory feature.
Here’s an image from Bolk’s FB-site, showing the Volvo with a Nooteboom semi-low loader. All horses are put before the cart, so carry on!
That is SOME TRUCK! Thanks for the information! Tom
Is there any commonality between US market Volvo trucks and rest-of-the-world products? I know there has been some technology and powertrain sharing within the PACCAR family (Kenworth/Peterbilt and DAF); is this also the case with Volvo? I would assume that modern US Volvo conventionals have moved beyond their White/GM/Mack roots.
Yes, as in engines (Volvo D13) and almost certainly driveline components, and probably as many others as possible. Why wouldn’t they?
The big difference is in their format; in the US, it’s all conventionals; in Europe, it’s COEs. But sharing as much as possible is pretty much essential for economies of scale.
Mack Granites are ure Volvo enginetrans combos that art works well or as well as a Volvo desite the awkward retarder placement, and they removed all the ride comfort. UDNissan trucks are now Volvo powered.
Volvo, Renault, Mack: same (Volvo) engines.
Thanks, I should have done a little research myself but I knew someone would have an answer 😀. What is interesting to me is that PACCAR has kept the European DAF brand name distinct from the US conventionals (and utility LCF’s) but Volvo chooses to use a global brand name even though the trucks are very different. I realize that the Mack name also continues but here in the West they are a minority compared to the American Volvos. It’s as if Stellantis dropped the Chrysler name and badged 300’s and Pacifica’s as Peugeots or Fiats.
The DAF brand (cabovers only, 68,000 units built last year) doesn’t mean anything in North-America, while Kenworth and Peterbilt in Europe only ring a bell among truck enthusiasts.
DAFs in Europe only share the engines with the US family members (with the 10.8 liter MX-11 and the 12.9 liter MX-13 as their in-house diesels). Transmissions always ZF and the axles are in-house since the late fifties.
Edit: the tilt cabs for the lightest DAFs/Kenworths/Peterbilts are also the same, built by…Renault.
The DAF tankers I drove were all but one manuals but they came via Australia and had roadranger 18s fitted.
Volvo kept the name in the US because it was a well established brand. Volvo had been selling Volvo branded trucks in the US since the late 70s and had fully rebranded the US truck line from White GMC to Volvo in 1995, several years before acquiring Renault and Mack in 2000.
Low cab forward. Something that used to be a bit more common in the US but now is pretty much only the domain of garbage trucks and a few other specialties. These cabs are still used by dump trucks concrete pumpers and some other uses in heavily urban areas (basically I have only seen them in NYC).
As far as heavy hauling with them here in the US, that caused me to just go down a weird rabbit hole that heavily involved Volvo. There is a company here in New England (brownell boat moving systems). That has used low cab forward tractors forever for heavy hauling. They mostly move boats but also do other large odd shaped objects. When I worked in boatyards they had all LCF trucks either with Volvo or White badging.
Looking more into it, these trucks seem to all be based on a 1970’s White Autocar design cab over called the road expeditor. At some point in the 80’s it was also branded a GMC, Volvo, and Autocar xpeditor. And then in the 90’s branded as a Volvo WX. And to make it even weirder Volvo sold the design and autocar brand to a small company making garbage trucks back in 2000, and they still build the design today.
Volvo’s lowest cab forward is the FE-LEC (Low Entry Cab), see below.
Seeing as I patronize a site that pays homage to classic cars, odds are, I’d prefer more classic, cleaner design in cabovers. So much overdone styling done in plastic and fibreglass here, essentially covering a brick, I’m reminded of the Pontiac Aztec.
I miss seeing metal and chrome. And less pretense.
….from a driver’s point of view, on the other hand…
All the overdone styling is aero and it works.
Very neat truck, especially from a North American perspective. Here in the US, cabover sightings have become rare enough that I try to take pictures now when I see them. Unfortunately, they’re usually passing the other way on a highway.
Out of curiosity, is the Dutch singer Johnny Bolk related to this trucking company?
Haha, I had to look him up. He’s ‘the son of’, apparently. But I’ve got a feeling you already knew that 🙂
I had a strong suspicion that was the case…
Two peas in a pod.
Bölly, the legendary lastbilschaufför.
Nice truck. Lower FM cabs are favoured by Fonterra as the trucks fit in their loading bays the exense of multiple factory alterations means that cab height is what they buy mostly Volvfos but Mercedes and Scania are in their fleet too, Some drivers like the stiffer cab suspension in the FMs as the bigger FHs tend to wallow around when cornering only the cab though not the actual truck its ok when you get used to it, Late model full air Isuzus do the same thing
Ford’s last cabover, the CL series, IIRC, those had air ride cabs and they definitely wallowed around “a bit”. The first time I drove one I was startled a bit. I pulled it out of the bay, rolled out in the back lot, right hand on the shift lever ready to grab another gear as I rounded the corner and all of a sudden the shift lever seemed to drop away, taking my hand with it. I’m sure it only moved maybe 2-3 inches but it sure felt weird.
The cabover seems to be alive and well in Europe – it has gone nearly extinct in the US.
It is amazing how car-like the cab interiors have become. This dash reminds me (in concept, at least) to those in big US cars from GM and Ford from around 1969-72, with all of the business being housed in a wrap-around area, and huge swaths of unused space in front of the seldom-seen passenger.
More than just alive and well. Due to very restrictive EU length restriction of only 61′ overall, essentially all semi trucks are COEs in Europe, in order to haul the standard size trailers/containers. The only conventional trucks are an extremely minute amount made by specialists for specific purposes. The Netherlands has less restrictive length limits, so within that country there are some of these conventionals, but don’t try crossing the border in one! 🙂
Length limits? That’s EU legislation. Conventionals only tow short semi-trailers, like dump and tanker semi-trailers. That applies to NL and all other Euro-countries, where you will find a minute amount of them just as well.
The extra long ecocombis are allowed to drive into Germany, BTW.
But when everything is said and done, the crucial factor is weight rather than length: max. 40,000 kg/88,185 lbs gross weight for international transport (compared with 80,000 lbs for US interstate hauling). That’s peanuts for any modern big rig, regardless overall length. To put things into perspective, see the 110,000 lbs straight trucks with 5 axles, I’ve shown many of them.
It’s safe to say that heavy-duty cabovers are alive and well all over the world, except in North America.