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Kenworth T610
TRUCK REVIEWS
KENWORTH KICKS OFF With all the glitz of the official launch now done and dusted, Kenworth took its new T610 and T610 SAR models to Brisbane’s Mt Cotton test circuit for a hands-on run in the trucks unashamedly described as ‘Our Best Yet’. A new era has begun W O R D S
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TRUCK REVIEWS
Kenworth T610
“Recent indications of ramped up production at Bayswater are a precursor to a big, bold and bountiful year for the marketleading brand”
K
enworth being Kenworth, senior
entirely new conventional models from
insiders at the Mt Cotton drive event
Kenworth since the introduction 30 years
were hesitant to give too much away
ago of the trendsetting T600 Anteater, so
when asked if early orders for the
their arrival was always going to be a big deal.
new T610 and its SAR sibling were
Besides, as much as some competitors may
meeting or exceeding expectations. But people being people, you didn’t have to
wait too long or listen too hard to see satisfied
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cough and people take notice. Like it or loath it, that’s just the way it is,
smiles and hear whispers of exceptional
and from the moment the first rumour of an
numbers now that the covers are off the truck
entirely new Kenworth conventional surfaced,
boldly proclaimed by Kenworth as its latest
people started to watch, wait and wonder. And
and greatest ever!
I was certainly one of them.
From all accounts – unofficial, of course –
Several test units were eventually spotted,
there were close to 400 fi rm orders in place
and it wasn’t long before images started to
by the time production kicked off in early
appear on phones, along with concocted
February at Kenworth’s Bayswater (Vic)
and hugely naive notions that the new truck
factory and, significantly, early momentum
was simply a right-hand drive version of an
was showing no signs of levelling out, let
imported US model, namely the T680 or
alone fading.
T880. Typically, Kenworth kept its cool and
Even so, history proves that Kenworth is not
said nothing other than the usual line that
an outfit to storm the beaches without knowing
it never talks about new products before
the depth of the water, which means that
they’re released.
recent indications of ramped up production
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hate to acknowledge it, Kenworth only has to
Yet patience, persistence and an
at Bayswater are a precursor to a big, bold and
understanding of Kenworth’s entrenched
bountiful year for the market-leading brand.
commitment to local engineering and
Then again, should anyone be surprised?
manufacturing managed to achieve something
After all, the big-budget 610s are the first
very special. Thus, a few weeks before the
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upmarket unveiling of the new trucks in front of hundreds of invited guests at the Bayswater plant, I was fortunate to be the first truck journo not only granted a few hours behind the wheel, but given the first detailed insight
1.83m-wide cab, dating back to the original
of the 610s development by some of the
T600 in the mid-80s, with an entirely new
people most responsible for its creation.
2.1m-wide structure which sets a dynamic new
Best of all, it was blatantly apparent from
design path for Kenworth in this country. In
the outset that the 610 was something truly
fact, it seems the only thing in or on the cab
impressive, created specifically for our part
that isn’t new is Kenworth’s iconic ‘bug’.
of the world.
HUGE INVESTMENT
Individuals will, of course, make their own judgements, but greater internal space, an entirely new dash layout, superb vision
To recap the broad details, the T610 and its
over the sloping snout and through excellent
SAR counterpart are the result of a long-term
side mirrors, full standing room in sleeper
and expensive development program
versions, and exceptional steering quality
drawing from the platforms of Kenworth
are just some of the things that, in my mind,
and Peterbilt in the US, then fashioned
combine to not only make the T610 cab bigger
by Bayswater’s extensive engineering and
and vastly better than its predecessor, but
manufacturing capabilities to produce
notably ahead of any other conventional on
models tailored to the exact requirements of
the market.
Australia and surrounding regions. Around
Again, individual opinions may vary but as
$20 million was invested in bringing the
far as this commentator’s concerned, the gains
new trucks to life, making the ‘610 program
in space, function and form are extraordinary.
Kenworth’s biggest single investment in new
Sure, it’s a big call so early in the evolution
product in its 40-year Australian history.
of new models but there’s more to it than just
Development centred on replacing the
a new cab design. It is, for example, a cab that
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Top: On the inside. It’s totally new and unlike anything Kenworth has ever produced before. Overall, function and form rate high in the new layout; Above: The bunk house. Combined with the cab’s short bumper to back-of-cab dimension, the 860mm (34-inch) stand-up sleeper provides space and practicality Opposite: T610 SAR with the low-line sleeper. It’s still a spacious interior
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TRUCK REVIEWS
Kenworth T610 greater insight into why the new models have gained such early traction with operators, the 610s are direct replacements for the hugely popular T409 and T409 SAR. Or, more specifically, 409s powered by the 15-litre Cummins formerly known as the ISXe5. In sync with the launch of the new Kenworth, the Cummins SCR engine has been rebranded X15 and comes with the same hardware and performance ratings as the e5. Yet along with a new badge, the X15 also comes with a suite of new soft ware programs – collectively labelled ADEPT, or Advanced Dynamic Efficient Powertrain Technology – designed to enhance performance and efficiency when the engine’s coupled to Eaton’s Ultrashift-Plus automated transmission. Maybe that’s why six of the seven 610s lined up for demo duties at Mt Cotton had the 18-speed Ultrashift-Plus automated box.
CAB DETAIL Manual shifters may still represent up to 80 per cent of Kenworth’s production but there’s no question times are changing. Fast! In fact, with the arrival of X15 and a software package designed around Eaton’s automated transmission, the likelihood is that Kenworth and Cummins will be gently urging uptake of the automated option to build the competitive case for greater fuel efficiency. also sits higher and further forward, giving the
automated version a few weeks before the
back-of-cab (BBC) dimension of 2845mm
official launch, it seemed only fair to grab
(112 inches), with its SAR brother just 15mm
the lone manual model for the first drive of
(a fraction more than half an inch) longer.
the day. Besides, few others initially seemed
These dimensions are a massive asset
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interested in stirring a stick which was,
from an operational viewpoint, making
perhaps, another sign of the times as driver
both forms of the 610 highly attractive for
standards drop deeper into the dungeon.
a multitude of length-critical combinations
The seven trucks lined up at Mt Cotton
and, vitally, still available with outputs up to
were four T610s with the set-back front axle
600hp (441kW) and 2050lb-ft of torque.
and three in set-forward SAR form. Likewise,
What’s more, and no doubt adding even
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Still, old habits die hard. Having driven an
610 day cab a remarkably compact bumper to
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860mm (34-inch) sleeper which provides full
comments: “There’s a substantial increase
standing room, and the remainder in day cab
in space around the driver’s footwell, the
layout. Some were loaded, some were not.
gap between the seats has significantly
The manual truck was a T610 SAR sleeper
opened and, with a rise in the height of the
model coupled to an unladen B-double set
bunk, there’s now room for an optional
belonging to line-haul specialist SRV. And
slide-out fridge.
just as they did during the pre-launch sneak
“In fact, it’s quite amazing what Kenworth
peek a few months back, fi rst impressions
has achieved with an extra 270mm between
were impressive.
the B-pillars. The taller cab also improves
For starters, floor height of the T610 is
visibility, though some drivers may rue the
75mm higher than its 409 predecessor,
fact that the top of the KW ‘bug’ is no longer
creating an extra step for cab entry. Still, it’s
visible and therefore unavailable as a line of
certainly not a difficult climb in or out, and the
sight to the edge of the road.”
higher stance allows hot air under the cab to more easily escape out the back.
DRIVER AIDS While we’re on hot air, Kenworth has
However, that comment referred to the T610, and it can now be confi rmed that the top of the ‘bug’ is visible from the driver’s seat of the SAR version. Similarly, vision through the single-piece
repeatedly emphasised the engineering effort
windscreen over a drooping snout is
that went into designing a heating, ventilation
exceptionally good, while the mirrors are
and air-conditioning package suited to
possibly the best in the business.
Australia’s vast extremes. Fortunately, a Mt
They’re mounted low enough to provide
Cotton day that saw temperatures climb
almost no impediment to a clear line of
into the high 30s at least verified Kenworth’s
sight at roundabouts, and, as we pointed out
claims, bringing cabs that had been standing
earlier: “They’re also incredibly strong as one
in the heat for long periods down to a
exuberant Kenworth executive demonstrated
comfortable temperature within minutes.
by swinging his full weight from the
What’s more, the positive impressions made during the first drive of a sleeper cab model
mounting arm.” Referring again to the original story:
several months earlier were no less applicable
“Visually the dash is decidedly different but,
after driving most of the trucks at Mt Cotton.
in typical Kenworth fashion, is strong on
Consequently, it’s probably worth reiterating at least some of those original
function and form.” The photos with this report describe the
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“It seems the only thing in or on the cab that isn’t new is Kenworth’s iconic ‘bug’”
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Above: They look different because they are different. T610 SAR (left) has a set-forward front axle whereas its ‘standard’ sibling has a set-back front beam. However, they share a much better cab and excellent road manners Opposite: Our best truck yet, says Kenworth. And they’re not kidding
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TRUCK REVIEWS
Kenworth T610
“It’s quite amazing what Kenworth has achieved with an extra 270mm between the B-pillars”
dash best, but suffice to say practicality was a critical design criterion: “The initial design
practicality, and certainly bucking the trend
gauges, with an optional multi-function
in modern automotive design, are exposed
touchscreen in the pipeline.
fasteners holding the dash in place.”
“Lower down, and within relatively easy
SPECS
As Kenworth director of sales and
reach, is a line of switches for a wide range
marketing Brad May explained: “The trend
of functions such as engine brake, diff lock
in automotive styling these days is to hide
and the like.
screws and fasteners, but if something needs
“Meanwhile, switches for cruise control,
attention behind the dash, access is made a lot
audio and menu functions for an LCD info
easier and there’s much less chance of damage
display directly in front of the driver are
by simply undoing a few easily reached screws
mounted on the arms of a comfortably
to get behind the dash.” Smart!
padded steering wheel.”
Again, as we previously pointed out, cup holder trays on the lower edge of the dash
only one or two gauges in the central panels
centre differ between automated and manual
on the driver’s left, the dash fascia can look
models: “With a manual transmission, the cup
decidedly bland. Even unfinished. Sure, in the
holder is neat and unobtrusive, but automated
absence of more gauges (up to 18 gauges can
versions have the ‘Cobra’ shift controller
be specified in the T610), the blank area is ideal
mounted on a much larger assembly which
for mounting a phone, telematics system or
extends notably into cab space.
the like, but in those ‘bare bones’ applications,
Opposite: Stick shift. A sign of the times – the only manual model offered for drives at Mt Cotton was this SAR version hooked to an unladen B-double set
“Yet arguably the greatest concessions to
sees a woodgrain fascia surrounding traditional
It could, however, be suggested that with
Below: Day cab T610. The short 112-inch bumper to back-of-cab dimension creates strong potential for short-haul work
coolant temperature, and engine oil pressure.
“Put simply, the mounting of the ‘Cobra’
where the result is just a slab of blank grey,
shifter is intrusive and outdated in an entirely
maybe Kenworth could add a ‘bug’ just to add
new cab layout where the design emphasis
a touch of class. To my mind, the cab deserves
revolves around space, function and form.”
something better than a blank slab. On the other side of the equation, the dash layout directly in front of the driver is modern, clean, and complete. As already stated:
And that, I suppose, brings us back to the Eaton 18-speed manual shifter in the T610 SAR B-double at Mt Cotton.
“Practicality was clearly high on the agenda.
ON TRACK
Most prominent gauges are the speedo and rev
In a truck with minimal mileage under its
counter under a central LCD screen, while on
belt, the shift movement was a tad tight but,
each side are well-positioned gauges for fuel
other than that, it was as slick and quick as
and AdBlue, front- and rear-brake air pressure,
you’d expect in a conventional truck where
Model: T610 Engine: Cummins X15 Euro V (standard) with Advanced Dynamic Efficient Powertrain technology Performance: 485hp (362kW), 1650 lb-ft (2237Nm) Transmission: Eaton RTLO16918B (manual), Ultrashift (automatic, optional) Suspension: Airglide 400 Brakes and safety: Drums (discs optional), electronic brake safety systems antilock braking system, automatic traction control, drag torque control FULL SPECS @
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the stick basically comes straight up from the
and fuel efficiency, may well be seen by some
top of the box.
operators as significant attributes of the new
The throws between gears may be a little longer than expected, but there’s certainly
models. Time will tell! But among the many impressions forged
no reaching for gears and the lever falls
by more than a dozen trips around the
easily to hand. Vitally, it also provides little
Mt Cotton circuit, none stood out more than
impediment in swinging out of the seat to
the exceptional steering and overall handling
stand up or climb into the bunk.
quality of the new Kenworths in all their
As for the automated models, well, there’s not much to say that hasn’t already been
forms and configurations. Sure, steering geometry of the T610 and the
said. Times are changing, automated shifters
SAR version with its set-forward front axle are
are increasingly on the uptake for a wide
completely different. The 610 with its set-back
range of roles, and the ease and intuition of
front axle, for example, allows a straight shaft
Eaton’s Ultrashift-Plus 18-speeder in both
from the firewall to the steering box mounted
fully loaded and empty combinations on the
far forward on the outside of the chassis rail.
twisting Mt Cotton circuit simply typified why times are changing. Sure, there were occasions on a couple of
On the other hand, the set-forward front axle of the SAR has caused the steering box to be sited much further back – slightly behind
pinches when a shift to manual mode was
the firewall on the outside of the chassis rail
made just to see how deep the Cummins X15
– and, consequently, a steering shaft that runs
would dig, but there’s no doubt an
down and back from where it exits the firewall.
automated box is hard to beat if you’re battling in the ‘burbs. Speaking of the ‘burbs, it’s not stretching
Yet despite these significant differences, the trucks driven at Mt Cotton displayed steering and road handling qualities which
the imagination too far to suggest day cab
were fi rm, precise, direct and, to put it
versions of the T610 will provide Kenworth
plainly, outstanding.
with greater appeal for heavy-duty local and
Of course the tight, twisting Mt Cotton
regional roles such as short-haul B-doubles
circuit doesn’t offer opportunities to drive
and PBS truck and dog combinations. A
trucks at 100km/h highway speeds. But rest
conventional design with such a compact
assured, we’ll get around to ticking that box
bumper to back-of-cab dimension, plus an
soon enough.
engine and automated transmission coupling purposefully tailored to enhance performance
Stay tuned, because down the track we have
Our exclusive rst report on development of the new Kenworth T610 a few months back must have been very good indeed. So good that at least one other so-called media commentator lifted many of the words used in that report to produce video ‘commentary’ on the new trucks doing laps at Mt Cotton. Imitation may be a form of attery in some minds, but plagiarism of someone else’s work is just unethical, unprofessional, and demonstrates a distinct lack of character and ability. Then again, on the positive side, I suppose it just highlights the fact that the best stories always start here. – Steve Brooks
something special in store. Very special!
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