AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE
ISSUE 74 DECEMBER / JANUARY 2017
www.powertorque.com.au ISSUE 74 DEC/JAN 2017 RRP: $8.95 (NZ $9.95)
PROFILE t’s not exactly been the best kept secret in Australian trucking, but when production kicks off finally in February and the wide cab versions start entering fleets there are going to be a lot of extremely satisfied drivers out on the road. Eagle-eyed readers of PowerTorque have spotted the five trucks seeded into major fleets as they’ve been racking up the kilometres under the most extensive product testing Kenworth has completed in our market to date. One such example used on linehaul with driver changes is currently covering 14000 km each week. But there’s much more to the development of the T610 than just producing five prime movers and running them up and down the highway. Brad May, director of sales and marketing for PACCAR Australia, gave PowerTorque an exclusive insight into the T610 development programme that started back in 2012, at the same time that PACCAR in the United States showcased the Kenworth T680 and Peterbilt 579 at the Mid-America Truck Show. “The T610 is the result of a $400 million investment programme that has been built around the decision to increase the width of the cab from the previous 1.83 metres measured between the B-pillars to 2.1 metres,” said Brad. “It may sound a simple idea, but the development programme to substantiate the increase in width also resulted in a new design of floor plan and a totally new method of assembling the cab structure during manufacturing. The work also included a wide range of changes to the interior design and dashboard layout that has produced a more modern visual appearance and improved ergonomics,” he added.
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The initial development work was a combined programme between the two PACCAR brands of Kenworth and Peterbilt in the United States, in conjunction with the R&D team at Bayswater in Victoria. The Kenworth development team concentrated on the bonnet and cab changes, while Peterbilt developed the interior dashboard layout and trim requirements.
WIDE APPEAL Building a larger cab meant changing the construction method from a reliance on Huck bolts to using Henrob selfpiercing rivets for the alloy framed and sheeted cab. The roof for the sleeper versions is manufactured in composite material. The larger width of 2.1m
has provided an increase in interior space in many areas of up to 30 percent, but has been achieved with virtually no additional weight penalty, with the new cab tipping the scales at just a 20 kg difference. The bumper to back-of-cab (BBC) measurement of the T610 has moved from the 112-inch dimension of the T409 it replaces, to 116 inches, and, with noise intrusion significantly reduced, there’s also additional strength in the firewall that is now 60 percent thicker at 4.0 mm compared to the T409 at 2.4 mm. Drivers will appreciate the additional space between the seats when moving around the cab interior and also how the forward vision has been improved. The traditional West Coast style of mirrors has been replaced by aerodynamic power adjustable mirror heads mounted on extended arms from the A-pillar. This new location enables forward vision over the top of the mirror housing, and between the mirror housing and the A-pillar, removing previous blind spots. The injection moulded dashboard is now much more car-like in appearance and features digital display screens showing driver information and engine data such as fuel economy and performance. With a completely new floor design there’s now much more room in the footwell around the pedals, with extra space for the driver’s left footrest. A lot of development work has also taken place in the redesign of the HVAC (heating, ventilation and air-conditioning) system, which is now a full climate-control unit.
Dave Whyte and Chris Mullett find the Kenworth T610 brings in the long-awaited appeal of a wide cab for conventional operators PowerTorque ISSUE 74
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PROFILE In past designs, where a right-hand-drive version has been the result of modifications to an original left-handdrive design, there have always been issues occurring through routing the steering column past components such as turbochargers. Often the solution has been to incorporate a series of universal joints. Because of the close collaboration of the three design teams between America and Australia, it was possible to create a straight path for the steering column, right through from the wheel to the steering box. This results in probably the best steering precision yet achieved for an on-highway truck of this category. The electrical system retains the normal US choice of 12 volts, but is now based on a multiplex system, with the new cab frame constructed in the US and shipped direct to the Bayswater factory in Victoria. The cooling system has also come in for close attention, with the radiator on the T610 now based on aluminium cores, replacing the previous copper and brass construction. The durability of the new designs has been verified by extensive finite element analysis and then further confirmed by physical shakedown testing on continuous activity rigs that reproduced highly destructive road conditions. The shakedown testing programmes were repeated three times more than any previous test programme in order to validate the durability by simulating over 10 million kilometres of real-time experience.
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As well as the single cab version, the T610 is available with the aero bonnet or SAR bonnet in both the day cab and sleeper cab versions with the SAR featuring a set forward front axle. This features the traditional aerodyne style sleeper but without the roof mounted windows that featured in previous versions. The bed size has been maintained at 860 mm, the same spec as used in the previous 36-inch sleeper design to maintain compatibility for 19 m and 26 m B-double application. “We looked at how to improve headroom and spaciousness inside the cab and the input we had into the final designs enabled us to move the high roof slope forwards in the roof line,” said Brad. “Mike Dozier, Kenworth Australia’s chief executive at the time of the T610 development programme, came from a product background with Peterbilt. Being tall himself, he was a strong supporter of ensuring sufficient headroom to promote the feeling of interior spaciousness with excellent walk-around access.
WIDE APPEAL
“This attention to visibility for tall drivers also resulted in the window line of the doors being styled to provide clear vision, without having to stoop to improve line of sight. “The doors themselves have triple seals to prevent noise and dust intrusion, and no longer have to carry the mirror mounts, which, as mentioned previously, are
The T610 is the culmination of many years of extensive product development and cooperation between Paccar in Australia and the United States. Although currently confined to two models in two configurations, there’s little doubt that over the next couple of years we will be seeing the innovation of the T610 influencing other models throughout the Kenworth Australia product range.
now fixed to the A-pillar framing. Conventional hinges now replace the older-style piano hinges, providing a more positive and refined door closure,” added Brad.
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PROFILE
Dave Whyte takes the wheel Despite denials over recent years that development was being undertaken by Kenworth at its Bayswater, Melbourne, headquarters to introduce a wide-cab version of the T-Series, Kenworth’s “top secret” project has finally become a reality. The vast majority of highway trucks built by PACCAR in America are slick, aerodynamic units with all the mod cons. While the current T409 and T609 models offer a more aerodynamic option than say the T909, the American cab offers more interior space, a more modern dash layout, and many other benefits that I’m sure Aussie operators will come to appreciate. PowerTorque was invited to an exclusive opportunity to get behind the wheel and experience the new model before the official model launch. Not only did this allow me to get some time driving the different models, but it also gave me some insight into the opinions of Kenworth salesmen. As it turns out, some of them were a little concerned that the new cab might deter traditional Kenworth customers, but their overall response having seen the finished product was that they couldn’t wait to get them into the dealerships and show their customers just how good the new model is. The first thing you notice on entering the cab is the gap between the seats. This makes for easy access to the bunk, and, while the sleeper cab variant has a slide out fridge fitted under the bunk, the extra space allows plenty of room for a big fridge in the day-cab version. Another bonus that comes with the extra width is extra foot room for the driver. With close to a foot in extra width, the driving controls are further outboard of the engine tunnel, meaning even taller drivers will have room to stretch their legs. The footrest for the driver’s left foot is positioned to mirror the accelerator pedal, with a wide base and plenty of distance from the clutch pedal to accommodate big boots.
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Vision from the driver’s seat is a big leap ahead of the current T409 this model will replace. The pillar-mounted aero mirrors are positioned a little lower, making it easier to see over the top of them and significantly reducing the associated blind spots. The driver’s and passenger’s side mirrors are angled differently to allow better vision down the left-hand side, and the larger mirror glass and spotter mirrors are a huge improvement over the traditional westcoast style mirrors. Being mounted on the pillar also means fewer adjustments, as they don’t cop a jolt every time the door is closed. And don’t worry about the strength of the mirror mounts, as a couple of the dealers (90+ kg men) were doing chin ups on the mirror support arm with no evident flexing of the support arm or movement of the mirror. The glass around the cab is also well thought out, with the huge one-piece windscreen and large side windows giving a full 180-degree view from the driver’s seat. The side windows extend further back from the A-pillar and further up towards the roof, meaning you don’t need to lean forward or stoop down to see out either side. Vision out the front is also excellent, with the bonnet dropping away to reveal all but about two metres of the road in front of the truck. This is the same with either the aero bonnet or the SAR bonnet. One aspect that will please many traditional Kenworth buyers is that the SAR still retains the external air cleaners, but even these don’t block the driver’s vision (until you put high-rise intakes on them, which I’m certain will be common fitment). The driving position is very comfortable, with plenty of elbowroom, and, as mentioned earlier, foot room. The new cab also brings an increase in headroom, even in the day cab, with a higher roof profile opening up the extra space. Other benefits of the more modern cab include an easily adjustable tilt/slide steering column, and a new steering wheel design. While the Kenworth SmartWheel is a good set-up, the new wheel is much more refined and integrated, and frames the instrument cluster very well.
WIDE APPEAL
The instrument cluster itself is probably the biggest talking point of the new cab, with fewer gauges, and, for the first time in an Aussie Kenworth, an integrated vehicle information display in the centre of the cluster. While options such as the Road Relay have been available for some time, this is a fully integrated system that covers vehicle warnings, trip information and information on various aspects of the trucks performance, and does away with the need for the numerous extra gauges commonly found in Kenworth trucks. For those who would still like to have those gauges, there is plenty of room to fit them. While the dash itself is much more modern than that found on earlier Kenworth trucks, it still has that Kenworth feel about it (which is ironic, as it’s a Peterbilt design). The sleeper-cab variant brings with it its own sense of space, with the higher roof and integrated design of the bunk freeing up more space to move around. The bed itself is the same size as the current 36” bunk, but the high roof makes the floor space more usable in terms of standing up to get dressed and so on. The standard Aerodyne windows in the roof are gone, and the fit and finish is much tidier from the front to the back. Due to the positioning of the cab, which is higher and further forward, Kenworth has gone away from the
recessed rear wall, and so the entire length of the cab is utilised inside. For those running fridge vans, don’t fear, as the top section of the rear wall is angled to allow plenty of space for fridge motors without impeding on the width of the bed. The trucks I drove, including the T610 sleeper and two day-cabs, were all very early production models, and ready to head out to their new owners in the coming weeks. The driving experience was a pleasant one, with noise levels being at normal Kenworth levels. With these trucks being built so early in the program, there is still some work being done to possibly reduce noise levels further, but I actually enjoyed the noise as they were. Even the engine brake sounds like it should, and this for me is one of the true characteristics of an American truck – you can hear them coming. The overall feeling of the new cab is that Kenworth has caught up with the times while still retaining that Kenworth feel. This new model is a quantum leap, but the look and feel, including the vinyl trim, should still satisfy the traditional Kenworth buyer. The work that has happened behind the scenes, the stuff you can’t see, to strengthen the cab and components should mean that these trucks stand up to Aussie conditions, and maintain the Kenworth history of durability. Most importantly, the T610 maintains that undefinable feeling of a Kenworth, and, in time, should prove itself a worthy bearer of the KW badge.
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