KENWORTH. Truck Fundamentals · 2014. 1. 1. · COURSE 100: MODULE 2 – 3 Truck Fundamentals...

COURSE 100: MODULE 2 – 1

Table of ContentsThe World’s Best Truck . . . . . . . . . . . . . . . . . . 1Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Conventional . . . . . . . . . . . . . . . . . . . . . . . 2Cabover . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Full Truck Versus Tractor . . . . . . . . . . . . . 3Full Trailer Versus Semi-Trailer . . . . . . . . 4

Truck Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Truck Dimensions . . . . . . . . . . . . . . . . . . . . . . 6

Horizontal Dimensions . . . . . . . . . . . . . . 6Vertical Dimensions . . . . . . . . . . . . . . . . . 7Wheelbase . . . . . . . . . . . . . . . . . . . . . . . . . . 8Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Identification . . . . . . . . . . . . . . . . . . . . . . . . . . 9Restrictions and Laws . . . . . . . . . . . . . . . 9Size and Weight Restrictions . . . . . . . . . 9Bridge Laws . . . . . . . . . . . . . . . . . . . . . . . . 10Meeting Bridge Law Regulations . . . . 11

Ordering a Kenworth . . . . . . . . . . . . . . . . . . 12The System . . . . . . . . . . . . . . . . . . . . . . . . 12The Process . . . . . . . . . . . . . . . . . . . . . . . . 13Vehicle Identification Number (VIN) . 14Chassis Serial Number . . . . . . . . . . . . . . 14

Compliance Labels . . . . . . . . . . . . . . . . . . . . 15Special Requirements . . . . . . . . . . . . . . . . . 16

Truck FundamentalsKENWORTH.The World’s Best.®

The World’s Best Truck

The idea of creating a premium product and customizing a truck to fit the application has been with Kenworth from the

beginning. In Module 1, you’ve learned how these ideas have evolved and been applied to Kenworth trucks, from the Gersix to the T680. Before we go into detail on more of the elements of a Kenworth truck, we need to cover two important areas in this module: definitions of concepts and terms that are basic to all trucks, and an explanation of how a Kenworth truck is ordered and identified. This foundation will provide you with a “big picture” of how Kenworth builds The World’s Best trucks. Additional modules will provide detailed information about truck systems and components so you’ll understand a Kenworth vehicle from the ground up.

©2014 Kenworth Truck Co ., A PACCAR COMPANY . Produced by Burgio, Cooney & Associates, Independence, MO . This publication may not be reproduced without the written permission of Kenworth Truck Company .


Truck Fundamentals

engine doesn’t fit completely under the hood itself, so a firewall is formed to allow the engine to extend back into the cab . This is known as a “doghouse” . There are several advantages of placing the engine completely in front of the cab, without a firewall in the cab . It allows for a roomier, more comfortable cab and keeps engine noise and heat of the engine away from the driver . It also allows the cab to be located behind the front axle, which allows the suspension system to provide a smoother ride .

The hood allows easy maintenance access to the engine; engines under doghouses are generally more difficult to work on . The axle placement and frame length can allow for more flexibility in legally distributing the weight of the cargo . Less weight on the front axle can help maneuverability in off-road situations, and may improve on-highway tire wear . The wheelbase dimension is often derived by using formulas, which determine the exact wheelbase dimension that will yield optimum legal axle loads, thus maximizing cargo capacity .

In general, moving cargo with a truck is a compromise based on weight or volume . Besides the physical weight carrying limitations of the truck’s components, there are Federal and State length and weight restrictions . Trucks that haul lightweight, bulky items need a design that maximizes the cubic footage of the cargo space . A truck that is fully loaded, without reaching maximum legal weight, is said to be “cubed out” . Trucks that move heavy, dense items need a configuration that allows them to haul the maximum weight allowed . If they reach the weight limit even though unused cargo space remains, they are said to be “grossed out” . Maximum weight capacity is generally reached by using heavy-duty components . Moving to a longer wheelbase, which distributes the load over a longer wheelbase span, can generally increase maximum legal loads . The addition of more axles can often further increase legal weight limits . Because the legal weight limits don’t distinguish between the truck chassis and cargo, if the cargo, “pound for pound”, is extremely valuable, such as in fuel or cement, every pound that can be eliminated from the truck’s weight can be used to add another revenue-producing pound of cargo . This means that the use of strong, lightweight components is critical . Let’s look now at how the elements of truck design can affect the delivery of weight or volume .

DesignWhen most people say truck, they could mean anything from a pickup to a huge tractor-trailer truck . In our business, the word truck has a very specific meaning . If we want to professionally discuss trucks, we’ll need to sharpen our vocabulary .

Conventional The placement of the engine determines the look of the truck and how the cargo will be placed . Each design choice, of course, has advantages . Most chassis Kenworth currently sells are “conventionals .” Kenworth produces Class 5, Class 6, Class 7 and Class 8 model trucks . Conventional design places the engine ahead of the cab, under a hood . Sometimes the rear of the

Truck FundamentalsConventional: The engine is in front of the cab with a hood for the engine.

COE: COE stands for cab-over-engine. Generally, the cab is tall with a flat front.

LCF: LCF stands for low-cab-forward. The engine is generally behind the cab and the cab is over the front wheels, low to the ground for easy entry.

Glider: A glider can be a conventional or COE. Glider generally refers to a unit sold with just the frame, cab and front suspension. The engine, transmission and rear suspension are a major element in the cost of a vehicle, so, in cases where the vehicle has been extensively damaged, the owner can order a glider replacement and install their old, still serviceable, power train component.

CFE: Cab-Forward. The engine is generally behind the cab.

CBE: Cab-Beside-Engine. The engine sits beside a small cab.

TRUCK TALK

FEATURE ADVANTAGE

Hooded engine out front

Noise and heat kept away from the driver; easy maintenance access

Cab located behind the front axle

Suspension system provides smooth ride; roomier, more comfortable cab

Axle placement and frame length

More flexibility in legally distributing the cargo weight

Less weight on front axle

Off-road maneuverability; may improve on-highway tire wear


Truck Fundamentals

Cabover The cab-over-engine, or COE, as the name implies, places the cab over the engine . Kenworth produces a Class 6 (K270) and Class 7 (K370) COE model . The COEs allow better driver visibility, since there is no hood out in front and the turning radius is shorter for better maneuverability . Comfort and ergonomics are available in a cabover design . The spacious,

82 .5-inch wide cab easily accommodates the driver and two passengers . The tilt cab provides a technician with nearly complete access to the engine and the transmission . COEs are also excellent choices for high volume payloads while offering low chassis weight . In addition, these dependable pickup and delivery vehicles make it easy for the driver to enter and exit the cab .

FEATURE ADVANTAGE

Low chassis weight Great for high volume payloads

Tilt cab Easy service access

Wide cab Accommodates two passengers

Full Truck Versus TractorKenworth’s standard vehicle configuration is a truck . The term “truck” is a general one; in common, everyday language, it refers to a wide variety of vehicles used for transporting cargo . However, within the trucking industry, there are two distinct categories, and “truck” has a specific meaning .

First, a full truck consists of a single, rigid unit that includes the engine, cab and cargo area . Before a full truck can carry cargo, it needs to be outfitted with a body . Full truck bodies cover a broad range of specific applications . There are bodies that carry cargo, such as flat beds, boxes and tanks, and vocational bodies, such as dumps, mixers, cranes and more . While Kenworth does not build bodies, spec’ing the truck to

fit the body is extremely important . Kenworth engineers work closely with bodybuilders to make the adaptation process go as smoothly as possible . Full trucks are often called “ten wheelers”, because there are two wheels on the front axle and eight on the rear tandem axles .

The second major distinction is the tractor . A tractor consists of a unit equipped with a fifth wheel to pull a semi-trailer . It generally does not carry cargo itself, but hooks to a trailer and pulls it . A tractor-trailer combination can generally carry more legal weight than a full truck . They also are called “semis”, in reference to a common type of trailer, or “eighteen wheelers” because added to the tractor’s ten wheels are eight more on the semi-trailer .

Full Truck

Tractor


Truck Fundamentals

Full Trailer Versus Semi-TrailerA completely full truck at maximum weight theoretically moves cargo at the lowest cost per mile . Different trailer configurations and/or combinations of trailers can be used to “cube out” and “gross out” at the same time .

A full trailer has both front and rear axles . A tow bar on the full trailer is hooked to a hitch on a truck or at the rear of a semi-trailer .

A semi-trailer has only rear axle(s) . At the front, there is a kingpin that fits into a locking device called a fifth wheel, which is mounted on top of the frame rails behind the cab, generally over the rear tandem axles . The fifth wheel and the tractor’s rear axles then support part of the trailer’s cargo load . As the tractor turns, the kingpin pivots on the fifth wheel plate, smoothly allowing the trailer to follow the tractor through the turn . When not hitched to a tractor, the front ends rest on a retractable landing gear .

A combination is when a tractor pulls one or more trailers . Combining trailers helps the truck haul maximum volume while distributing weight between more axles . A double is a tractor pulling a semi-trailer with a full trailer behind it . A tractor can also pull two semi-trailers, using a dolly, which is simply a fifth wheel mounted on an independent axle that hooks to the back of the first semi-trailer with a drawbar . The second semi-trailer’s kingpin attaches to the dolly’s fifth wheel . This configuration is sometimes called a B-train . For Longer Combination Vehicles (LCV), they would include a single 53-foot semi-trailer as well as a 28-foot semi and a 28-foot full combination . Some combinations are only allowed in certain states . A Rocky Mountain Double is a combination of a 48-foot semi and a 28-foot full . A triple is a tractor pulling a semi-trailer and two full trailers, each 28 feet long . A Turnpike Double is a 45-foot semi and a 45-foot full trailer combination .

Tow Bar

Kingpin Landing Gear

Steer Axle Rear Axle

Rear Axle

Full Trailer

Semi-trailer

Rocky Mountain Double

Turnpike Double


Truck Fundamentals

Truck WeightThe Federal Highway Administration classifies vehicles by weight carrying capacity . Within a class of trucks, the vehicles are built with components that allow the truck to safely haul a range of weight as defined in the table below . Module 3: Models describes the Kenworth models in each class .

CLASS DESIGNATION GROSS VEHICLE WEIGHT RATING (GVWR)

Class 5 Medium Duty Up to 19,500 pounds

Class 6 Medium Duty 19,501-26,000 pounds

Class 7 Medium Duty 26,001-33,000 pounds

Class 8 Heavy Duty 33,001+ (no upper weight limit)

Weight Ratings Defined

The following weight terms impact the practical design of the truck and the selection of components. These terms also relate to local, state and federal vehicle and highway regulations.

Gross Vehicle Weight (GVW): The total weight of the fully equipped, fully loaded vehicle, including the weight of the truck and payload, engine fluids, fuel and occupants.

Gross Vehicle Weight Rating (GVWR): The maximum GVW the vehicle is designed to handle, per the manufacturer. Exceeding a vehicle’s GVWR can result in component failure and safety issues.

Gross Combination Weight (GCW): The combined weight of the tractor, including occupants and fuel, the trailer(s), and the payload. This is what the scales measure at highway weigh stations. It is an actual weight measure, not a rating.

Gross Combination Weight Rating (GCWR): The maximum Gross Combination Weight a vehicle is designed to handle in tractor-trailer or truck-plus-trailer service.

Gross Axle Weight Rating (GAWR): The rated capacity of an axle system consisting of axle(s), suspension, tires, and wheels. This rating is governed by the lowest individual rating of these components. Unlike GVWR, which sets a weight limit for the total chassis weight, GAWR defines allowable weight loads for each axle or group of axles.

Tare weight: The dry weight or curb weight. It measures the weight of the fully equipped, road-ready vehicle without any payload. The difference in pounds between a vehicle’s tare weight and GVWR is its maximum allowable payload weight.

TRUCK TALK

Class 7Class 6 Class 8

“Weakest Link” PrincipleThis principle states that the weakest (lowest) weight-rated component determines the overall weight rating of the assembly. Axles, suspension, tires, brakes, hubs, wheels, and steering systems each have weight ratings. Any one of these components could be the weakest link that determines the overall weight rating for an axle.

For example, if a vehicle’s tires, wheels, and axle all have a weight rating of 12,000 pounds, and the springs are rated at only 10,000 pounds, then the springs are the weakest link, and the GAWR is 10,000 pounds rather than 12,000 pounds.

T270

K270

T440

K370

T680

W900


Truck Fundamentals

Truck DimensionsThere are several key dimensions that help to describe a truck or tractor and its suitability for the application: the horizontal and vertical dimensions, as well as width . These dimensions must be taken into account when specifying components, and are critical to the truck ordering process .

Horizontal Dimensions

BBC Bumper to Back of Cab This dimension, measured from the bumper to the back of the cab, determines the potential payload of a truck or tractor . A shorter BBC generally allows for a longer body or trailer . Since this dimension impacts the total vehicle length, it can also affect maneuverability .

BS Bumper Setting The measurement from the front of the bumper to the centerline of the front axle is critical in determining the vehicle’s maneuverability . There are three general axle settings: set forward, “normal” and set back .

C/EOF Cab to End of Frame This is also called the load platform . On a truck, this dimension will determine how much room there is for the body . On a tractor it can influence the fifth wheel placement .

CA Cab to Axle The distance from the back of the cab to the centerline of the rear axle or tandem rear axle assembly . On a tractor, this will influence where the fifth wheel can be placed and how much room there is for a semi-trailer to clear the cab when the truck turns .

CO Rear Frame Cutoff This is sometimes also referred to as After Frame (AF) . It’s measured from the centerline of the powered axles(s) group to the end of the frame . On a truck it can impact the total length of the frame required for application-specific issues such as body mounting . For example, dump body hinge pivots and tailgate dump clearance may require a specific amount of frame CO . On a tractor, frame CO generally needs to be short enough for semi-trailer landing gear clearance, but long enough to mount suspension brackets and rear frame crossmembers .

FA/BOC Front Axle to Back of Cab This dimension is measured from the centerline of the front axle to the back of the cab . It is one factor in determining the weight distribution to the front axle and ultimately may influence the determination of the wheelbase dimension .

WB Wheelbase For straight trucks, tractors, and full trailers, this dimension is measured from the centerline of the front axle to the centerline of the rear axles(s) group . For semi-trailers, it is the distance between the kingpin and the centerline of the axle or rear-axle tandem assembly . Wheelbase is one factor in determining the weight distribution to the front axle and may influence the determination of the desired wheelbase dimension .

BS

FA/BOC CA

BBC

CO

C/EOF

WB


Truck Fundamentals

Generally, highway chassis are limited to an overall width of 102 inches . Mirror brackets, fender skirts, steps, and axle widths can affect this overall dimension . Most Kenworths have framerails that have a 34-inch width from outside to outside . Some off highway applications have framerails that are 40 inches wide to accommodate larger, heavier duty components . These over-width trucks cannot run over the road without special permits .

Vertical DimensionsVertical dimensions are important to know because they help determine fifth wheel mounting height; matching tractor and trailer height ensures a level trailer angle . Frame height can also be important for matching the truck or tractor to a specific loading dock or overhead loading hopper’s height .

A Cab and Exhaust Height

Cab height is important for certain applications such as loading under grain elevators, or when mounting specialty bodies such are car haulers use . Exhaust height is important to know because the exhaust must meet body mounting clearance requirements such as dump body cab guards and aerial crane clearance requirements .

B Frame Web Dimension

Frame web height is one of the vertical dimensions that must be known to determine overall fifth wheel height and/or tow hook mounting height .Steel framerails will have three dimensions listed, while aluminum rails will have four . The steel rail will list web height first, followed by flange width, then material thickness; for instance, 10-3/4” x 3-7/8” x 3/8” . Aluminum rails are extruded, so they have two thickness dimensions: one for the web, and the other for the flange, such as an aluminum rail described as 10-5/8” x 3-5/8” x 15/31” Web x 23/32” Flange thickness .

C Tire Radius Tire Radius dimensions are given by tire manufacturers for both loaded and unloaded conditions . The loaded radius dimension is used in the formula to determine truck speed capabilities . The unloaded tire radius dimension is used in formulas to determine the overall frame height .

D Fifth Wheel Mounting Height

Fifth wheels are mounted to the top of the framerails . Each fifth wheel will be described by several dimensions, including its height above the frame rails . Generally, fifth wheel models rise from 5 .52 inches up to 9 .75 inches above the rails . Some Kompensator fifth wheels rise 12 .89 inches above the frame . These high mount fifth wheels pivot fore and aft like most fifth wheels, but also pivot from side to side . This configuration relieves stress on trailers when they are pulled over uneven ground that can cause the trailer to twist and torque on turns .

E Suspension Mounting Height

Suspension height is measured from the bottom of the frame to the center of the axle . This dimension is used to help determine overall vertical dimensions . Some suspensions can have “low mount” configurations, which are designed to increase overall chassis stability .

A

B

E

C

D


Truck Fundamentals

WheelbaseThe wheelbase measurement is critical to how the payload will be distributed on the vehicle’s axles . This is an important factor in meeting state and federal weight requirements known as Bridge Laws . In practical terms, the weight also must be distributed so it doesn’t exceed any axle’s GAWR .

The wheelbase is measured from the centerline of the front axle to the centerline of the powered rear axle group, known as the bogie .

When there are two or more powered axles in this group, the centerline for the group is called the “bogie point” centerline .

Nonpowered rear axles, such as pusher or tag axles, are not considered in wheelbase calculations except in the case of a single powered axle in a tandem suspension with the nonpowered axle .

When the vehicle is configured for twin steering axles, the front axle centerline is between the two steer axles . Three powered rear axles are called a tridem, and the centerline is on the middle axle .

AxlesThe axle configuration tells you the total number of axle ends and then how many of them are powered (total ends x powered ends) . For example, a typical truck with two axles, front and rear, has four axle ends . The rear axle, with two ends, is powered and moves the truck . The axle configuration is written as 4x2 .

A typical tractor has three axles with the rear two powered . The total axle ends are six . The total drive axle ends are four . The axle configuration is written as 6x4 .

A tractor with a tridem rear end has eight total axle ends and six drive axle ends . The axle configuration is written as 8x6 .

6x4 Axle Configuration

Nonpowered

Bogie Point


Nonpowered


Nonpowered


Nonpowered

Powered


Common Axle Configuration


Truck Fundamentals

IdentificationRestrictions and LawsTrucks that operate on highways are subject to a variety of federal and state laws . Some states and regions impose their own restrictions that are more stringent than federal laws . All trucks operating on federal interstate highways must adhere to federal size and weight restrictions .

Federal and state laws restrict the maximum height and weight trucks can carry . Some state laws limit vehicle height to 13’ 6”; others to 14’ . Federal law limits vehicle width to 102” . Without special permits from federal, state, or municipal agencies, typical trailer length is restricted to 53 feet, or 28 feet when double trailers are used . Weight is generally restricted to 80,000 pounds .

Size and Weight RestrictionsOff road, there are virtually no size or weight restrictions . On roads and highways, often-complex sets of standards apply to increase safety and limit wear on roads and bridges . To encourage commerce, the U .S . government set a series of minimum size and weight restrictions that individual states cannot further restrict . This applies to what is known as the National Network . This includes federal highways, highways designated as part of the network and reasonable access to these roads . Individual states can, however, increase the allowable sizes and weights of loads within their state . Canada and Mexico have their own restrictions . “Reasonable access” varies by state from very restrictive states like California (1 mile) to states like Indiana that have unlimited access .

Federal law limits vehicle width to 102” . Some states, such as New Jersey, are more restrictive off the National Network, limiting width to 96” . Hawaii, on the other hand, increases the limit to 108” . While there is no Federal height limit, the minimum height set by most states for overpasses is 13’ 6” . About a third of the states allow up to 14’ .

The allowable weights and lengths of vehicles are more complex . The baseline starts with the Federal regulations . Without a permit, the Federal weight restriction for GCW is 80,000 pounds on the National Network . The states then can raise the limits . For example, many western states, such as Wyoming (117,000 lbs .), allow heavier loads . Off the National Network, some states, such as Mississippi, actually lower the limit (57,650 lbs .) . States that raise the limit still enforce the bridge law to preserve their roadways .

Length regulations are even more varied . Federal laws restrict not the total vehicle length, but trailer length . Without a special permit, typical semi-trailers are limited to 53’ . Doubles are limited to 28’ . More than half the states modify length regulations in some way, from allowing longer semis and trailers to differing ways to measure the combination length . A few states require permits for 53’ semis or restrict them to specific routes . Off the National Network, regulations are even more diverse .

The point is that while the states and federal government are actively working to make commerce flow smoothly, a truck buyer may have some tough choices to make when specing a truck . Specing to a particular state’s requirements may increase the vehicle’s productivity, but may restrict its resale value .


Truck Fundamentals

Bridge LawsWhen the federal government raised the GCW allowed on the National Network to 80,000 pounds, it had to create some restrictions to protect road surfaces and bridge structures . The bridge laws set limits for the total weight allowed, by axles and sets of axles . The reason for these regulations is quite practical . If two 80,000-pound trucks cross the same surface, a shorter truck will place more pressure on the surface sections than a longer truck .

The situation is not unlike standing on an icy pond . Standing on one foot concentrates all your weight on a small area of

ice, increasing the chances that you’ll fall through . Standing on two feet halves the load on each patch of ice under each foot, or you could lie down, which would spread your weight even further . Spreading the weight out over a greater area reduces the stress on the ice and decreases your chance of falling through .

Spreading the weight of a truck and its load by using more axles and/or placing axles further apart distributes the load, which puts less stress on the highway surface and bridge structures, allowing them to last longer without damage .

Less Pressure More Pressure

Load ConcentratedLoad Spread

These two trucks are carrying the same weight. The truck on the left uses more axles and more length to spread the load over a wider area. This puts less stress on the road than the truck on the right.


Truck Fundamentals

Meeting Bridge Law RegulationsThe bridge laws set five tests a vehicle must meet to satisfy the regulation .

NOTE: While the regulations are designed to protect highway bridge structures, the regulation itself refers to three bridges in the vehicle configuration, such as the “inner bridge” created by the frame between the front axle and the rear axle of the tractor . Also, weights are rounded to the nearest 500 pounds and lengths to the nearest foot .

To meet the bridge law regulations, the vehicle:1 . Must not have a GCW of more than 80,000 pounds2 . Must not have weight on a single axle that exceeds 20,000

pounds or 34,000 pounds on a tandem axle

3 . Outer bridge test: Cannot have weight on the outer bridge exceeding a maximum calculated by the Bridge Formula . The outer bridge is from the outermost axle group, or the first axle to the last axle on the entire truck and/or trailer . This test checks for enough length or space to carry the maximum amount intended by the customer .

4 . Power bridge test: Cannot have weight on the power unit bridge exceeding a maximum calculated by the Bridge Formula . The power bridge, or more easily thought of as the tractor bridge, is from the steer axle to the last axle on the power unit (tractor) of a tractor-trailer combination .

5 . Inner bridge test: Cannot have weight on the inner bridge exceeding a maximum calculated by the Bridge Formula . The inner, or trailer, bridge, is from the first axle (tractor tandem) under the front of the trailer to the last axle under the rear of the trailer .

A vehicle can meet the GCW, but still fail one or more of the other four tests . If the entire vehicle, or any of the areas, exceeds the maximum, cargo must be re-distributed (or unloaded) to correct the situation . This is why the dimensions, axles and fifth wheel setting are critical in specing a truck .

The Bridge Law formula can be used to calculate the maximum allowed weight between the inner, outer and power unit axles .

Where: W = Maximum weight allowed N = Number of axles L = Length between axles

A document called Bridge Table B makes it easy to find the allowed weight without calculating it . This document is available on the Office of Freight Management Operations-Federal Highway Administration website at http://ops .fhwa .dot .gov/, under publications .

There are three key guidelines to maximize payload while staying in compliance with the Federal Bridge Law .1 . Increase distance or spacing between the axles to gain

legal weight capacity, for example, set forward steer axle vs . set back steer axle .

2 . Increase the number of axles on a vehicle to gain legal weight capacity, such as adding an auxiliary axle or axles .

3 . Adding an axle and increasing the space or distance will increase legal weight capacity, as in a liftable trailing axle that is often used on Mixer trucks .

Power Bridge

Outer Bridge

Inner Bridge

W=500 + (12xN) + 36{ }[ ]LxNN-1

http://ops.fhwa.dot.gov/


Truck Fundamentals

Ordering a KenworthA new Kenworth is a premium, custom truck . The chassis record for a completed truck is a lengthy and comprehensive document that describes every component on the truck . There is no room for expensive errors that will waste resources and create an unhappy customer . The process is well-defined and includes a stringent review that checks each order carefully . This process is central to how we operate our business and affects every aspect of it from sales to parts and service . Everyone in the Kenworth organization needs to know the basics of how it works .

The SystemThe heart of the system is called the coded sales order system (CSOS) . A seven-digit code defines every aspect of the truck including the base model, its application and every component on it . Most of these codes are found in the Kenworth Databook . A Databook lists all the truck’s potential components in a specific order starting with base models and then continuing from engine equipment to cab equipment, etc . Codes in the Databook are called published option codes . Published options are not only more commonly ordered by customers, but have been thoroughly engineered to work as specified . Since Kenworth is a premier builder of custom trucks, there are also a number of unpublished options that include not only special components, but also entire models .

Orders that require unpublished options receive special pre-approvals as well as a detailed review by application engineers before they are accepted for production .

Every new Kenworth starts as a standard model with every component specified . As a new truck is ordered, it is ordered by exception . This means additional components are added and/or standard components are deleted entirely or removed and replaced by components more suited to the customer’s application . As components change from the standard, the vehicle’s total weight and price also change .

Example of the Databook Seven-digit code is shown in the left column

Coded Sales Order SystemIn practice, ordering is done with an interactive computer program called PROSPECTOR® that makes the order process easier and also provides analysis of the choices, as well as printouts for the dealership and customer. PROSPECTOR, shown on the next page, also allows the salesperson to start with an “easy spec” that Kenworth has defined for a particular application, such as an on-highway tractor, or start with the specifications of a customer’s truck sold earlier.

The coded order system allows Kenworth to define the “world’s best truck” for each customer. It also allows the factory to not only confirm a specific delivery date, but also anticipate the parts

required and get delivery commitments from major component suppliers.

As the order moves through the system, Kenworth engineers, the selling dealership, and material procurement personnel can access an updated status report so that everyone knows the progress, changes, and status of any chassis in the system.

Once the chassis is built, the final chassis record or final bill is created for invoicing, and delivery. The final chassis record also defines the truck so that warranty, service and parts requirements can be efficiently and accurately administered over the life of the chassis.

Option Description Price Weight

T680: STANDARD SPECIFICATIONS

BASE MODEL PRICE0000610 T680 Series Conventional Primarily for On-highway tractor applications, it features superior

aerodynamics, excellent forward lighting and advanced ergonomics. Elastomer bushed front spring pins & heavy-duty shock absorber brackets. 16mm fasteners from rear cab support to end-of-frame, except tractor taper crossmember. Three vinyl inside sunvisors for LH, RH, and center. Under-dash center console with (2) cup holders, (2) 12V outlets & a storage compartment. Glove box door with locking latch.

$151,318 15,297#

ENGINESPACCAR0700655 PACCAR MX-13 455 2013+ 455@1700 1650@1000 with engine brake. $0 0#

ENGINE EQUIPMENTAir Compressor1006002 Air compressor: WABCO 28 CFM PACCAR MX. $0 0#

Air Intake System1051200 Air Cleaner: composite firewall mounted PACCAR or Cummins engines $0 0#

Cooling System1123555 Cooling module: 1330 square inches. On-off fan hub, nylon fan blade, translucent top tank, air-to-air

heat exchanger/aftercooler, silicone hoses w/constant torque clamps, long life coolant.$0 0#

Cooling System Equipment1105211 Fan Hub: Horton On/Off for MX-13 $0 0#

Exhaust Systems1247185 RH under fairing SCR w/ RH horizontal tailpipe below rail. $0 0#

Filters1328150 PACCAR Fuel filter/water separator: return fuel heat w/integral thermostat. PACCAR MX-13 2013+ $0 0#

Starting & Recharging1816260 Alternator: PACCAR 160 amp, brush type $0 0#

1821210 Batteries: 3 PACCAR GP31 threaded post (700) 2100 CCA dual purpose. $0 0#

1836100 Starter: PACCAR 12 volt electrical system. W/ centralized power distribution incorporating plug-in style relays. Circuit protection for serviceability, 12-volt light system w/circuit protection circuits number & color coded.

$0 0#

TRANSMISSIONSEaton2058368 Transmission: Fuller FRO16210C 10-speed w/internal oil cooler; no pump. Standard with synthetic

lubricant. Includes severe-duty pilot bearing on all class 8 models.$0 0#

Clutch2250600 Clutch: Eaton 4 paddle ceramic 1650 lb-ft Eaton 15-1/2 in. Easy Pedal Advantage Manual Adjust

Clutch cover. Torque limiting clutch brake. Severe duty pilot bearing. Synthetic lubrication for Eaton Fuller & axles. Extended grease fitting.

$0 0#

2294080 Air-assisted Hydraulic Clutch $0 0#

Driveline2405205 Driveline:1 heavy-duty no centerbearing. $0 0#

G - 1* Restriction 1/1/2014


Truck Fundamentals

The ProcessThe goal of the truck order process is to make sure the truck arrives as intended by the customer . Because Kenworth does not build any truck without a customer’s purchase order, the dealer is essentially buying a truck from Kenworth and then re-selling it to the customer . Ultimately, the final responsibility for the order rests with the dealership . The entire order system is geared towards eliminating possibilities of a mistake by checking and rechecking for completeness and validity . Completeness means all the components specified by the customer are ordered . This includes customer choices that require additional specific components . For example, if the customer wants four batteries, then a suitably sized battery box will be required as well . Validity means that the components chosen will not only work together, but also meet the requirements of the intended application . For example, ordering a lightweight transmission with a high-horsepower engine for a dump truck application is invalid . The application will cause the transmission to fail prematurely .

The review process starts at the dealership . First, the PROSPECTOR software itself has built in checks for completeness and validity . Second, the dealership thoroughly reviews the order both internally and with the customer . When the order is ready, it is submitted to Kenworth as a Dealer Truck Purchase Order (DTPO) . Since this is a commitment to purchase a truck, most dealerships restrict this step to key employees .

Then a new review process is started . After initial financial reviews, the dealership receives a chassis status report that confirms the order and delivery date . Next, a chassis pre-billing (CPB) document is sent back to the dealership listing all the components on the truck for their review of the completeness of the order . At the same time Kenworth application engineers review the order for both completeness and validity . If necessary, the CPB goes back and forth, adding,

1. Salesperson from the Dealership enters truck information in PROSPECTOR.

2. PROSPECTOR re-checks it.

3. Dealership reviews the order.

4. Order is submitted to Kenworth as a DTPO.

5. A new process starts: a. Financial reviews b. Chassis pre-billing to dealership c. Application engineers review d. Dealer reviews for accuracy

6. Plant builds the truck.

7. Truck delivered to dealership.

8. Dealership is invoiced and receives final chassis bill.

Kenworth

Sales Process for a Kenworth Truck

deleting or replacing items until Kenworth, the customer and the dealership are satisfied . The plant then builds the truck to order and it is delivered to the dealership . The dealership is invoiced and receives a chassis final bill (CFB) that lists all the components and codes for that particular chassis .


Truck Fundamentals

Vehicle Identification Number (VIN)Each truck and tractor Kenworth manufactures, with specific exceptions, receives a vehicle identification number (VIN), as required by Federal Regulation 49CFR565 .

A VIN consists of 16 informational characters, plus one mathematically computed check digit . Of these 17 characters, the first three identify the maker, the second group of five characterizes the vehicle’s attributes, the single check digit comes next, then the model year designator, followed by a seven-character serial number .

Chassis Serial NumberKenworth assigns a unique chassis number to each chassis it builds . The chassis serial number is assigned as soon as the order is received and may include a single letter designating the plant at which the vehicle is built, followed by a 6-digit number unique to that chassis .

Both the model and the chassis serial number must be specified when ordering parts or discussing a specific truck . Because each Kenworth truck is custom built, there is no “standard” list of component parts and systems . With the chassis serial number, Kenworth personnel can look up the chassis record and the list of components that were installed and select the right part or give the correct answer for a specific inquiry on a vehicle .

This chassis serial number can be found rear of the front axle at the top frame flange on the right hand side.

Plant Location Suffix Codes for Kenworth Trucks

R Renton, Washington

S Seattle

J Chillicothe, Ohio

M Ste. Therese, Quebec

F Mexicali, Mexico

Manufacturer, make, vehicle type (Kenworth codes complete vehicles 1XK or 2XK and incomplete vehicles 1NK, 2NK, 3WK, 3BK, SFN, or SBV)

Model, chassis and axle configuration, engine type, GVWR, complete/incomplete vehicle

Check 9th digit

Model year designator

Manufacturing plant and chassis serial number

1XK DR96X 0 N J566173Sample Vehicle Identification Number


Truck Fundamentals

Compliance LabelsCompliance labels include the major component and weight label and the complete/incomplete vehicle label .

Major Components & Weight LabelsMajor component and weight labels are affixed to every Kenworth vehicle, except gliders . The label lists the major components installed at the time the vehicle is manufactured and the chassis weight . The tare weight listed on the label is based on the vehicle’s scale weight as it comes off the assembly line . Vehicle Emission Control Information labels are also affixed to the cab door jamb .

PACCAR engines display a compliance label on the valve cover, certifying that the engine complies with EPA emissions reduction regulations .

Complete & Incomplete Vehicle LabelsTractors that roll out of the factory ready to pull trailers are considered complete vehicles . (A “complete” vehicle requires two labels .) Trucks requiring an additional body before they are ready to work are considered incomplete vehicles . (An “incomplete” vehicle requires three labels .)

The body builder must attach the fourth compliance label indicating that he or she has completed vehicle certification and that it meets federal laws . Both complete and incomplete vehicle labels indicate weight ratings for particular combinations of rims, tires, and tire pressures .

These compliance labels are affixed between the flanges on the driver’s side door or cab door jamb .

Serial NumbersThe chassis serial number, which also appears on the compliance label as the last section of the VIN, is also stamped on the truck in two places: the top flange of the right-hand framerail and the cab just behind the driver’s door .

The chassis serial number can be found rear of the front axle at the top frame flange on the right hand side .

Green House Gas (GHG) door label

T680 door sticker


Truck Fundamentals

Special RequirementsWhen a customer’s order is coded using PROSPECTOR, several codes are entered along with the basic customer information . These codes act as a double check for the order’s validity by comparing the truck’s intended service, commodity hauled, body type/trailer type and any special requirements required by certain states and provinces .

The service class must also be determined to make sure the components specified are matched to the job . There are four service classes:

Service Class DefinitionsClass A The truck will essentially run on well-maintained

state and federal highways, usually at posted speeds for extended lengths of time . Grades are 6 percent or less . A typical line haul would be Class A service .

Class B The truck will be used on paved roads, but may encounter some grades over 6 percent . Rather than running at highway speeds, the truck will have many start-stop cycles . An urban pickup and delivery route would be Class B service .

Class C The truck will run primarily on well-maintained gravel roads or be subjected to poorly maintained paved roads . Grades will be 15 percent or less . A logging operation moving timber from a holding yard to a mill over back roads would probably qualify as Class C service .

Class D Off-road conditions or operations with grades steeper than 15 percent .

Severe ServiceSevere Service options are required when a chassis will be operating under harsh conditions . The necessary components included in a severe service package are determined by the severity of the operating conditions . Export trucks often encounter the toughest conditions, so they are beefed up with an “export severe duty package” designed so that the chassis will survive better on rough roads, with overloading, and poor maintenance facilities .

Trucks operating in the US or Canada may operate on unimproved roads, and in harsh weather conditions – generally they are equipped with a “domestic severe duty package .” Individual severe duty options are also available for the customer who might not want a complete package, but does want one or two components with extra durability . Dump truck or logger applications, in particular, may require some or all of the severe duty options .

Here are some common components in severe service packages . You may refer to the Kenworth Databook’s “Special Equipment” section for a complete list of available components .• Many components that are usually mounted low to the

ground are re-mounted higher on the frame to offer more ground clearance .

• Lightweight aluminum components, for highway customers, are often replaced with steel for severe duty . This increases durability and reparability . Off-road customers are generally more concerned with durability than light weight, and prefer the durability offered by heavy steel . Also, welding repairs are easier on steel than aluminum . This can be a big advantage when the truck operates in a remote location with no nearby repair facility .

• Since rough roads twist the frame, additional crossmembers and component hold-downs are often added to severe duty trucks .

• Support pads may be added to help keep doors or hoods aligned while traveling over rutted roads .

• A transmission support spring may be added to help relieve stress from the engine flywheel housing in severe applications .

• The engine cooling capacity is often enlarged, and drivetrain components are strengthened to allow the chassis to pull loads in muddy or slippery conditions . For example, half-round yokes may be replaced with full round yokes, which are more durable in severe conditions .

• Fuel tanks can actually roll inside of the fuel tank support bracket when a truck is traveling over rough, bouncy, twisting roads . Extra wide fuel tank straps, with a mechanical locking tang, can be added to hold the tank in position .


Truck Fundamentals

Specing for Low Maintenance and Extended LifeMany times a customer will look at an economic tradeoff between a lower initial price and lower maintenance costs down the road . There are a number of items that can be added to the chassis that may reduce maintenance and/or extend service life . Typical low maintenance/extended life items include:• Constant torque clamps for engine air intake system help

seal out dust that can shorten engine component life if drawn into the engine . These clamps do not rely purely on friction to stay clamped .

• Air dryers help keep the air system dry . This is important because air system lubricants, needed for the compressor and valves, can form corrosive acids when mixed with water . A dry system will extend the life of air valves, and will help prevent valves from freezing up in the winter with ice crystals .

• Extended clutch grease fittings enable easier, quicker service, which may translate into longer clutch life .

• Silicone coolant hoses last longer than standard black rubber hoses, leading to longer life with less chance of coolant leaks .

• A double lip seal on axle/brake outer end equipment prevents dust from entering the seal and degrading the lubricant . For example, Dana Spicer LMS (Long Mile Service) brake/outer end equipment has a double lipped seal which significantly extends seal life .

• Synthetic lubrication offers excellent operating characteristics, and can increase wear resistance for longer component life .

Light WeightIn some applications, where a high value commodity is being transported and the equipment will gross out before it cubes out, the truck owner often wants to replace certain standard steel components with lighter weight aluminum ones .

Lightweight aluminum components often considered as replacements for steel include: • Frame inserts and crossmembers• Bumpers• Hubs• Axles and axle housings• Fuel tanks of the smallest size suitable for the application

Customers can also choose lighter weight engines, transmissions and suspensions for greater weight reduction; some even delete the passenger seat to save weight .

The aluminum fuel tank

The constant torque clamp


Truck Fundamentals

Online InformationThe Internet can be a rich source of additional information about our industry . Here are some sites you may find helpful in researching information about trucks and trucking . The web addresses are subject to change and Kenworth has no control over the content on these sites . Some magazines and professional sites may require a subscription .

Government U .S . Department of Transportation-Federal Motor Carrier Safety Administration http://www .fmcsa .dot .govU .S . Department of Transportation-Federal Highway Administration http://www .fhwa .dot .gov/resourcesThe Environmental Protection Agency http://www .epa .gov

Information The World Wide Web Virtual Library: Trucking http://www .logisticsworld .com/truckingAmerican Trucking Associations Website http://www .truckline .comInformation about diesel emissions, engines, fuels, and more http://www .dieselnet .comNational Trucking Equipment Association – for the Work Truck Industry http://www .ntea .com

News Heavy Duty Trucking online magazine http://www .truckinginfo .comAmerican Trucker online magazine http://www .trucker .comTransport Topics online news about trucking and freight transportation http://www .ttnews .comRoadKing online magazine for the professional trucker http://www .roadking .com

Equipment Cummins http://www .cummins .comDetroit Diesel http://www .detroitdiesel .comEaton http://www .eaton .com/Eaton/

ProductsServices/Truck/index .htmAllison http://www .allisontransmission .comMeritor http://www .meritor .comDana Spicer http://www .dana .comHorton http://www .hortonww .com Consolidated Metco Inc . http://www .conmet .com/productsBridgestone/Firestone http://www .trucktires .comMichelin http://truckus .webmichelin .comJacobs Vehicle Systems http://www .jakebrake .comQualcomm communication and information systems http://www .qualcomm .comBostrom http://www .bostromseating .comSeats Incorporated http://www .seatsinc .com

Competitors Freightliner http://www .freightlinertrucks .comMack http://www .macktrucks .comInternational http://www .navistar .comVolvo http://www .volvotrucks .comWestern Star http://www .westernstar .com


Truck Fundamentals

Be sure to take the quiz so you get credit for completing this module.

Go back to Course 100, then click on the link to the Module Review Quiz.

Your quiz will be scored automatically and, when you receive a passing score,

your training record will be updated to indicate you have successfully completed

this module.

Kenworth Course 100

©2014 Kenworth Truck Co ., A PACCAR COMPANY . Produced by Burgio, Cooney & Associates, Independence, MO . This publication may not be reproduced without the written permission of Kenworth Truck Company .

KENWORTH. Truck Fundamentals · 2014. 1. 1. · COURSE 100: MODULE 2 – 3 Truck Fundamentals...

Documents

Transcript of KENWORTH. Truck Fundamentals · 2014. 1. 1. · COURSE 100: MODULE 2 – 3 Truck Fundamentals...