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JANUARY 2017 ISSUE 363 $8.50
Worth The Wait New T610 is Kenworth’s biggest Australian investment in 30 years
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Heir to the throne In what amounts to the most detailed and expensive new model development program ever undertaken in Kenworth’s Australian history, the arrival of the wide-cab T610 marks a dynamic shift in conventional cab design by the heavy-duty market leader W O R D S
I
S T E V E
B R O O K S
n February 2017, a dramatically
Australian history to even remotely
different Kenworth conventional
match the investment made in the
will start rolling down the
T610 with a cab that is 2.1m wide
Bayswater production line. It’s
and provides major gains in
called the T610 and, in the 40 years
operational appeal.
and more since Paccar fi rst started
Word has it that by the time trucks
building Kenworths at Bayswater, there
start rolling out of the renowned
has been nothing like it.
Bayswater facility, around $20 million
Sure, the fi rst T600s in the mid-
will have been spent on a long-term
80s revolutionised the world of
project that effectively grew from the
conventional truck design and changed
conceptual possibilities provided by
the face, literally and physically, of
current Kenworth and Peterbilt models
Kenworth for decades to come. But
in the US. The end result is an entirely
in the 30 years since then, the actual
new conventional truck engineered
structure of Kenworth conventionals
and built to the specifi c requirements
with their 1.83m-wide cab has changed
of Australia and surrounding regions.
very little. Until now! In fact, when it comes to the time
Of course, most of us have heard Kenworth’s homegrown spiel many
and money spent on local development
times but, in the case of the T610, it
of a single model for the Australian
arguably carries more clout now than
market, senior Kenworth insiders
ever before.
say there is nothing in Kenworth’s
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Some perspective on the extent of
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Kenworth
TRUCK REVIEWS
Past and present. Kenworth’s exciting new T610.
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TRUCK REVIEWS
Kenworth
Above: The T610 SAR makes a strong visual statement Opposite: Schematic detail of the entirely new dash layout Opposite below: Mirrors, lights and side air intakes came from Kenworth and Peterbilt stocks in the US. Intakes on each side feed air into pre-cleaners under the hood. For now, SAR versions have external air cleaners
the investment in the T610 and its critical
items like the fi rewall and floor structures, as
role in Kenworth’s future is perhaps best
well as a completely new and strengthened
gleaned from the assertion that the entire
dash, are uniquely Australian – fully
range of current 09 models (T409, T609,
engineered at Bayswater to achieve the
T909 etc.) plus the radically revamped
structural durability and design goals
K200 cab-over all came to life for less than
deemed essential for this market.
half of what will be spent on bringing the T610 into existence. “This is the biggest single investment ever made in new Kenworth product in
“This is the biggest single investment ever made in new Kenworth product in this country”
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hand drive,” he confi rms. “Our parent company obviously had to
this country and outside Australia there is
approve the investment, and we certainly
nothing like this truck anywhere in Paccar,”
utilised Paccar’s facilities in the US in
says a passionate and intensely proud Brad
the durability validation process, but the
May, Paccar Australia sales and marketing
engineering design is totally ours. This is
director. “We are responsible for our own
a truck engineered in Australia, for
market and, now more than ever, that makes
Australia. Absolutely.”
us largely independent when it comes to right-hand drive engineering.
BIGGER, BOLDER, BETTER
“This is our truck,” he says with total
While external styling is hugely different,
conviction. “We basically took what we
it remains resolutely Kenworth and comes
could from Paccar’s global platform –
with a number of ancillary features adapted
but no one should be in any doubt, none
from the inventories of both Kenworth and
whatsoever, that the engineering and
Peterbilt. Air intakes on the sides of the
design of the finished product are all ours,
hood, lights and mirrors, for example.
all done in Bayswater.”
Yet the T610 is unquestionably an exercise
As May is quick to highlight, major cost
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“They’re the things that really cost a lot of money to engineer and produce in right-
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in substance over style and, when it’s all
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boiled down, it’s the cab that counts. A cab that is wider, taller, and in sleeper form, vastly more spacious and liveable than the long-serving cab of Kenworth’s current conventional range. In fact, unlike current T4 models, sleeper versions of the 610 provide full standing room from the seat to the sleeper. It’s easy to suggest that, in the eyes of owners and drivers alike, this fact alone will be a massive asset for Kenworth. Critically, it’s also a cab providing a signifi cantly shorter bumper to back-of-cab dimension than anything else in Kenworth’s conventional line-up – other than the baby of the bunch, the T3 series. We’ll get to the dimensional details shortly. For its initial assault, Kenworth’s new T610 will immediately supersede the hugely successful T409 and its SAR derivative, but only those powered by the 15-litre Cummins ISXe5 engine. Or, as the engine will soon be known, the Cummins X15, which comes with existing hardware, a Euro 5 emissions system, and a more advanced suite of electronic features.
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TRUCK REVIEWS
Kenworth Even while the impacts of the global fi nancial crisis (GFC) were still raw, Paccar Inc proceeded with a US$400 million development program that, among other things, would ultimately lead to the US release of Kenworth’s T680 and Peterbilt’s 579 models. Later, these would be joined by the T880 from Kenworth and Pete’s 567. Despite their intense sibling rivalry and fi ercely held histories of going their separate ways in everything including truck design, GFC constraints dictated the new Kenworth and Peterbilt models would be developed with a couple of core similarities. The standout factor for both was the sharing of a 2.1m-wide cab in place of the 1.83m-wide structure which, in Kenworth’s case, had been serving the brand on both sides of the Pacifi c since the 1986 launch of the original T600 Anteater. Interestingly, Paccar chose not to go with the 2.3m cab width of the much touted but surprisingly short-lived T2000, a model which had been also evaluated in Australia. Paccar’s experience deemed 2.1 metres as the optimal width. Anyway, with word sift ing through corporate corridors that a 2.1m-wide cab was under development for upcoming Kenworth and Peterbilt models, Australia’s product planning team heard the whispers and didn’t waste time touching base with their US
Left Top: Access to the 15-litre Cummins is signicantly better, but perhaps the biggest gain under the hood is a straight shaft to the steering box. Kenworth has also gone to an aluminium radiator for the big red engine Left below: Rare. Shot from inside Kenworth’s secretive R&D facility shows the oor, rewall and dash support beam are all designed and engineered at Kenworth’s Bayswater headquarters Opposite: Proud and passionate. Paccar Australia sales and marketing director Brad May
counterparts to investigate the possibilities The 610’s fi rst foray into the market will see it offered in set-back and set-forward (SAR) front-axle confi gurations, initially as a
Consequently, with opportunity spurring evolution and full support from the US,
Of course, further sleeper options will be
Bayswater engineers were soon enough
progressively added.
digging into the developmental details of
Meantime, ‘409s punched by Paccar’s own 13-litre MX engine will continue with
a wider conventional cab for our part of the world.
the current 1.83m cab and existing sleeper
As Brad May remarks, it was a long and
options. However, it’s more than a fair bet
highly detailed exercise, and, while a wider
that within a year or so the wider cab will be
cab was seen as a ‘no-brainer’ for the next
applied to MX-powered 409s as well. In fact,
generation of Kenworth product, the idea of
it’s understood development work on an MX-
simply taking a US truck such as the T680
powered version is already well under way.
and converting it to right-hand drive was
Logic suggests it will be known as the T410.
never an option. Apart from the inherent need to develop
range, the 610 represents an entirely new
a truck capable of enduring our operational
product platform, and it’d be naïve to think
and regulatory requirements, some design
the 2.1m cab won’t be applied across the full
aspects of the T680 simply weren’t suitable
range of conventional models in due course.
for Australia, particularly in areas such as
Now on the specifi c details and elements
the appearance of the dash. Or, as a succinct
that make the T610 so decidedly different
Brad May put it: “Our demographic is simply
from anything in the past or present
different to the US.”
portfolios of Kenworth, it’s perhaps best to go back eight years or so.
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Australian market.
day cab or with an 860mm (36-inch) sleeper.
As for other conventionals in the Kenworth
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of a wider right-hand drive cab for the
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On the home front, the T4 range was seen as an obvious and ideal first candidate
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for the new cab. Evolving from the T600
cab of the T610 dramatically diminishes
with an original design goal as a short-haul
all these issues and, in the case of steering
distribution model with extremely limited
geometry, completely negates concerns
options, the T4 family has grown to
about complexity thanks to a straight shaft
become the most versatile range in the
from the cab to the chassis-mounted steering
Kenworth armoury.
box. While on the subject of steering, I can
Nowadays, its acceptance as a heavy-duty
certainly confi rm that steering quality is
hauler for a vast range of applications is
comfortably fi rm, impressively precise and
higher than ever, and certainly light years
undeniably improved. First impressions are
beyond its original goals.
entirely positive.
Consequently, it’s perhaps fi tting that the
As for the inside, there’s a substantial
15-litre T409 should be fi rst to morph into
(30 per cent) increase in space around the
a new era as the T610 and, in the process,
driver’s footwell, the gap between the seats
overcome the inherent issues associated with
has been significantly opened, and, with a
the installation of a big bore engine into the
rise in the height of the bunk, there’s now
relatively narrow confi nes of the existing
room for an optional slide-out fridge. In
1.83m cab. Chief among those issues are a
fact, it’s quite amazing what Kenworth has
narrow driver’s footwell, awkward access
achieved with an extra 270mm between
to the bunk due to limited space, lack of
the B-pillars.
standing room between the seats, complex
However, it’s not just the bunk that has
steering geometry, and poor service access
been raised. Floor height of the cab has
to the rear of engine – particularly the big
been lift ed by around 75mm. While it adds
red Cummins.
another step for the climb in and out, the
As a few hours behind the wheel of a preproduction unit quickly verifi ed, the 2.1m
advantages far outweigh any negatives – perceived or otherwise.
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“It’s perhaps tting that the 15-litre T409 should be rst to morph into a new era as the T610”
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TRUCK REVIEWS
Kenworth
Perhaps the greatest benefi t of lift ing the
considerably improves service access to the
to be moved forward to create a bumper
rear of the engine.
to back-of-cab (BBC) dimension of just 112
visibility, though some drivers may rue the
newcomer particularly strong appeal for any
fact that the top of the KW ‘bug’ is no longer
number of length-critical applications.
visible and therefore unavailable as a line of
BBC of 116 inches, while its T609 big brother is 126 inches.
Right: Floor height is one step taller than the T409, but the bene ts are great, particularly in allowing the cab to be pushed forward for a short bumper to back-of-cab dimension of just 112 inches
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Furthermore, the taller cab also improves
inches on the day cab model, giving the
By comparison, the current T409 has a
Left: On the inside. The 2.1m-wide cab provides a huge improvement in internal space, along with full standing room in sleeper versions
to enhance cooling efficiency, and
cab, however, is that it has allowed the cab
sight to the edge of the road. While I’m reliably informed the bug remains visible over the snout of the SAR
As for the future of the T609, particularly
version, there are sure to be some operators
given its similarities to the T610 in terms of
who will question the cost-effectiveness of a
being an aerodynamic 600hp truck with a
single-piece windscreen over the two-piece
set-back front axle, an adamant Brad May
screen available on current T4s. For now,
says there are no plans to withdraw the 609
though, Kenworth will be sticking with the
from Kenworth’s conventional crop.
single screen.
“There’s nothing to be gained by dropping
However, it’s highly unlikely anyone will question the mirrors. Adapted from US
the T609,” he says.
models, they’re mounted on low-slung dual
STAYIN’ COOL
arms and, unlike some competitors’ mirror
Importantly, the higher stance of the
arrangements these days, offer little visual
cab allows greater airflow underneath
interference on the approach to roundabouts
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and the like. They’re also incredibly strong,
Given the amount of testing done on the
as one exuberant Kenworth executive
T610, Kenworth is entirely confident there
demonstrated by swinging his full weight
won’t be any dramas with the new installation.
from the mounting arm.
KEEPING FRESH
Furthermore, Kenworth is adamant that despite the bigger cab, there has been no increase in tare weight, in large part due to
Back on cooling efficiency, the T610 uses an
the use of aluminium wherever possible – not
aluminium radiator. With a frontal area of
least in the radiator and the majority of the
1670 square inches (4241sq-cm) – the T409
cab shell. It’s worth mentioning, however, that
uses a 1600-square-inch (4064sq-cm)
the roof of sleeper cab models is made of a
radiator – working with the greater heat
strong yet lightweight composite material.
dissipation of aluminium over more traditional copper and brass combinations, an adamant May says the new model has no
“Keeping tare weight down was one of our prime goals,” May says. So, too, were quality and strength, with
difficulty cooling 600hp at high loads and
extensive engineering and test procedures
high ambient temperatures.
put in place from the outset. One of those
“None at all,” he insists. “The cooling
procedures was to ‘wire’ a T650 operating
performance of this truck is incredibly good.
in road train roles with Queensland-
Cooling the engine isn’t a problem.”
based livestock specialist Ross Fraser to
As for durability of the aluminium cooler,
electronically record a ‘drive fi le’ of real-
May says there have been no issues with the
world and oft en severe road conditions for
aluminium radiator used in MX-powered 409s.
testing and engineering validation.
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“The cooling performance of this truck is incredibly good. Cooling the engine isn’t a problem”
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TRUCK REVIEWS
Kenworth
Right: The lines are fresh, clean, and stylish. But, as Kenworth is quick to emphasise, the T610 is denitely a case of substance over style
SPECS 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 @
fullyloaded.com.au
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This data platform was the critical factor
a driver’s side airbag was not included in the
in creating what May says is “the strongest
options list for the new cab – a move that
cab we’ve ever built”, with test cabs enduring
would’ve made Kenworth the only heavy-duty
three times the normal cycle of shaker tests.
conventional truck on the market to offer a
The tests were, in fact, programmed to
driver’s airbag – he said expense and lack of
dispense up to 30 per cent greater intensity
market demand were the concerning factors.
than the road conditions recorded by the Fraser fi le. “The tests were designed to kill the
EASY ON EYES There were, however, no such concerns
truck, either on the shaker or at Paccar’s
when it came to internal cab design, and it
technical centre, to fi nd the breaking point
appears Kenworth design engineers were
in a simulation of 10 million kilometres
intent on making the most of starting with a
on Australian roads,” an enthusiastic May
clean sheet of paper. For example, between
explains. “No Kenworth cab has undergone
the fi rewall and an injection-moulded dash
greater durability assessment than the
fascia said to be double the thickness of US
T610, and the whole structure stood up to
designs, a totally new heating, ventilation
everything put to it. We could not be more
and air-conditioning system was created for
satisfi ed with the results.”
Australian conditions.
Meanwhile, back in Bayswater, the cab
Additionally, the structural integrity of
was subjected to ECE R-29 crash standards,
the dash and its underlying components
and again came through with flying colours
are founded on what Kenworth describes as
according to May. However, when asked why
a purposely designed cross-car steel beam
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obviously the speedo and rev counter under the LCD screen, while on each side are well-positioned gauges for fuel and AdBlue, front- and rear-brake air pressure, coolant temperature, and engine oil pressure. In total, up to 18 gauges can be specified in the T610. Yet arguably the greatest concessions to practicality, and certainly bucking the trend in modern automotive design, are exposed fasteners holding the dash in place. “The trend in automotive styling these days is to hide screws and fasteners,” May explains. “But if something needs attention behind the dash, access is made a lot easier and there’s much less chance of damage by simply undoing a few easily reached screws to get behind the dash fascia.” Makes sense! Still on the inside, it’s worth mentioning that cup holder trays on the lower edge of the dash centre differ between automated and manual transmissions. With a manual stick, the cup holder is neat and unobtrusive, but automated versions have the ‘cobra’ shift controller mounted on a much larger assembly which extends notably into cab space. Put simply, the cobra shifter is intrusive and outdated in an entirely new cab layout where the design emphasis revolves around space, function and form.
CLOSE TO CHEST Meantime, while Kenworth has been typically tight-lipped about its new creation, the past six months have revealed the first indications of a new generation of Kenworth conventionals. stretching across the width of the dash. “A huge amount of time, effort and
It was mid-June this year, for example, that the first T610 field evaluation unit went to
obviously money went into the dash and
work with high-profile fleet McColl’s. Over
all the components attached to it. It was a
following months, another four units – day
complex exercise but we knew it had to be
cab and sleeper versions – hit the highways.
absolutely right,” May remarks.
By the time production trucks start rolling out
Visually the dash is decidedly different but, in typical Kenworth fashion, strong on function and form. The initial design sees
of Bayswater, at least 11 pre-production T610s will be involved in ongoing field trials. Trial results have been extraordinarily
a woodgrain fascia surrounding traditional
positive says May, adding that the years
gauges, with an optional multi-function
of careful planning, local engineering and
touchscreen in the pipeline. Lower down,
design experience, and brutal test procedures
and within relatively easy reach, is a line of
have driven high levels of confidence that
switches to a wide range of functions such as
Kenworth’s latest will also be its greatest.
engine brake, diff lock and the like. Meanwhile, switches for cruise control,
“The T610 is homegrown and we are already incredibly proud of what we’ve
audio, and menu functions for an LCD
achieved with this truck,” he says earnestly.
info display directly in front of the driver
“Yes, we’re extremely confident, but I think we
are mounted on the arms of a comfortably
have good reason to be.
padded steering wheel. Practicality, however, was clearly high on the agenda. Most prominent gauges are
“Aft er all, the T610 is the latest evolution of what we’ve been doing in this country for 40 years. Building trucks for Australia.”
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“The strongest cab we’ve ever built … no Kenworth cab has undergone greater durability assessment than the T610, and the whole structure stood up to everything put to it” 61
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