Kenworth K220 2022 Review

Flying ‘under the radar’ isn’t an option in the new Kenworth K220 – especially when you’re in one of few prototypes in existence and rumbling along the open road on a multi-state dealer and customer roadshow. Then again, the tri-axle tautliner out back, boldly emblazoned with ‘Next Level K220’ in towering letters, wasn't exactly subtle.

And when the K220 in question rolled up at Calder Park services on Melbourne’s outskirts on a grey and blustery winter’s day, the truckie parked alongside in his K104 was quick to check out the new offering.

He was curious about the new-gen cab-over, but there was one thing that had got his goat: the disappearance of the cab’s Vista windows, a distinctive aspect to K-series trucks for so long. “I just don’t know why they couldn’t have incorporated them into the new one,” he opined, before expanding on the sentiment at length.

Putting the gist of his thoughts aside – we’ll get back to the Vistas, or lack thereof, in a bit – the chat underlined one thing: the depth of the passion Kenworth drivers have for their trucks, and the careful balancing act Kenworth must undertake every time it seeks to change them.

We now had the opportunity to sample those changes over a run from Melbourne to Mildura, before our shotgun passenger – Kenworth’s Regional Sales Manager, Anthony Spence-Fletcher – took the wheel and continued on to Burra, SA, and then Perth, where customers and dealers were waiting to inspect the new K220 in the metal.

Trucksales attended the official launch of the Kenworth K220 at Brisbane’s Archerfield Airport in June, before getting a quick drive the next day, but this was our first chance to spend a bit more time behind the wheel, in the lead up to the truck hitting full production next April.

Generational change is rare in trucking, the K220 receiving the baton from the long-serving K200, which arrived back in 2010. Having said that, the K200 will still be available for some time, so it’s not like Kenworth is making a light-switch shift to the new product.

And in any case, the Kenworth K220 isn’t a massive step-change. Nor could it be, without fear of leaving Kenworth’s rusted-on cab-over devotees wondering what the hell just happened. “It’s more about the sum of lots and lots of smaller changes to produce a better truck,” explains Anthony, as our photographer shrinks in our mirrors near Kyneton, and we pushed further up the Calder Highway.

“This is evolution, not revolution.”

Be that as it may, there’s still plenty to talk about in the new Kenworth K220, so let’s quickly revisit the key updates…

Related reading:
Kenworth K220 unveiled
Kenworth K220 isn’t ‘change for change’s sake’
Eaton Endurant XD Pro explained
Kenworth K220: Launch Review

Kenworth has put the driver at the centre of the changes to the new Kenworth K220, the new truck the result of extensive customer feedback. Given the animated chat back at Calder Park, gaining such feedback poses no problem for PACCAR…

So while, yes, the new grille design also masks an improved cooling fan, the new styling masks improved aerodynamic efficiency (a four per cent gain, says Kenworth), and the new LED headlights are said to provide improved illumination, it’s the experience inside the cab where you’ll see the bulk of the differences.

Climbing in involves the usual up-and-forward path to the wide-opening door, before settling into the comfortable ISRI driver’s seat. At this point K-series regulars may notice the bigger footwell, a product of moving the pedals further forward, but I doubt most at first will – because their gaze will be firmly fixed on the new Kenworth K220 dash.

Gone is the analogue speedo and tacho, replaced by a brand spankers 15-inch digital display based on the same gear found in the new DAF product and the Kenworth T680 in the 'States. It can be tailored to show just the essentials or a full bank of info by using the roller on the new Kenworth SmartWheel, and what each stage brings up can be customised too.

Complementing the new display is a new AVN (Audio Visual Navigation) unit. Our pre-production truck was fitted with a 6.0-inch display but the finished production trucks will score an 8.0-inch display, which like the digi dash is standard. The AVN features Apple CarPlay and Android Auto connectivity, integrated truck-specific sat-nav, and a digital DAB+ radio in addition to normal AM/FM. Oh, and it’s got a pumping stereo system – clear and loud.

And yes, K-series traditionalists will immediately realise the gold bezels have gone, replaced by silver bezels on the remaining smart gauges. But we understand this has no adverse effect on the truck's performance!

There’s now an inductive charging pad for wireless smartphone charging and an all-new climate control system, said to boost airflow by 61 per cent over the old (somewhat lacklustre, it must be said) unit.

And the truck now features a new 12-volt CAN-bus electronics architecture, which makes it easier to add new features, update software, and diagnose faults.

Elsewhere the cab features a heap more storage – up to triple the overhead storage, depending on the cab, apparently – with new pockets above the side windows complementing the large overhead storage bins across the front of the cab.

The new aerodynamics have allowed Kenworth’s engineers to push the front of the cab ceiling further forward, enhancing storage space and providing more standing room. Our test truck features the 2.3m aero sleeper cab, the second largest and one of four on offer, and at 6ft 2in (188cm) I could stand on the transmission tunnel without stooping.

As old mate back in Melbourne had pointed out, the Vista windows are history. Their departure makes the cab a little darker but it helps improve both noise and thermal insulation. Everyone will have their opinion, but I’ll take more comfort over a slightly darker cab interior any day.

There’s a new driver console over the bunk for stowing your phone, charging, cab lighting and a reading light, and while the traditional diamond studded trim remains, the cab soft-trim palette has been updated in line with the Kenworth T610. Six schemes are on offer, with our truck finished in Natural Sand.

Power carries over with the trusty Cummins X15 six-cylinder turbo-diesel. A variety of power ratings are available for the 15-litre unit, as well as Euro 5 and Euro 6 emissions ratings, with our test truck packing the 550hp/1850ft-lb engine in a Euro 5 format.

And while you can continue to pair that engine with Eaton’s RoadRanger 18-speed manual, our test truck is fitted with Eaton’s new Endurant XD Pro – an 18-speed automated manual. Eaton says this next-gen tranny pairs sophisticated new software with robust internals, to produce a smart 18-speeder that takes much of the effort out of the driving task.

Kenworth reckons that around 70 to 75 per cent of its K200s are ordered with RoadRangers but says it’s expecting the ratio to shift with the arrival of the Endurant XD Pro, which essentially takes over from Eaton’s UltraShift Plus.

Dark clouds were threatening as we rolled out of Calder Park, and sure enough the rain began not too far up the road, at the very least demonstrating the excellent sweep of the K220’s wipers. Vision is excellent in the K220, despite the split windscreen, with the A-pillars skinny and the grab handles fitted to them not obscuring your view. The side mirrors are large, the standard lenses featuring electric adjustment and heating, while the spotters have manual adjustment.

It was easy to settle in behind the wheel and find a comfy position. It’s certainly roomy, I like the proper dead pedal and the leather-wrapped steering wheel is adjustable for tilt and reach. The ISRI seat is unchanged but it’s a top unit – plenty of adjustment, and good lumbar support for stuffed lower backs (like mine!).

But the digi dash and the accompanying AVN add a new layer of sophistication to this cab, and when paired with the new SmartWheel – which now has more buttons and extra functionality – there’s even less reason to take your eyes off the road (and when you do, your gaze only need drop a tiny bit).

After a quick nature stop in Bridgewater the sky lightened and the road dried out, and as we pushed into the Mallee – after a bite in Ouyen – the long country straights gave me plenty of opportunity to fiddle with the K220’s many features.

I’ll willingly admit that all 18 cogs generally start swearing soon as they see me approach a non-synchro truck – you’re stuck behind a computer far more than a steering wheel in this journo caper – so I really appreciated the ease of the new AMT. It’s just such a simple unit to use, and the gear shifts are noticeably swifter and cleaner.

The new transmission also has an ‘Urge to Move’ feature, where the new organic single-plate clutch can afford creeping along at down to 600rpm and 3km/h. As Anthony explains, it helps regulate low crawler speeds far more effectively than the more aggressive nature of the UltraShift’s dual-ceramic-plate setup, meaning no more accidentally smashing into trailer pins when hooking up (or at least less of an excuse if you do!).

Hitting the ‘manual’ button on the end of the AMT’s stalk gives you manual control when you need it – handy through those larger roundabouts, for example – while tapping it down engages the three-stage Jake brake. The service brakes are a traditional air/drum arrangement and they require a fair bit of pressure to wipe off speed. The powerful Jake brake, on the other hand, means you rarely need to use them.

With 550hp rumbling away and a running weight of around 36 tonne courtesy of a load of sand in the Barker tri-axle, the Cummins diesel is doing it easy, and sitting just a smidge north of 1500rpm at 100km/h.

And while the Airglide 460 suspension does a decent job of soaking up the bumps, my ride in the cab aided by the ISRI air suspension seat, more impressive is the K220’s steering, which is largely immune to unwanted feedback and offers good precision.

Kenworth hasn’t gone into great detail over the changes to the truck’s steering, other than to say it’s made a number of small tweaks to the geometry and to some components. In any case, the K220 goes where you point it, feels secure on the highway, and generally inspires confidence.

Safety? Our Kenworth K220 had the Bendix Wingman Fusion system, meaning we had multi-lane autonomous braking, lane departure warning (which you can deactivate, but it defaults to back to active after 11 minutes), and adaptive cruise control. All good stuff to have on your side in addition to staples like ABS, EBS, traction control and so on.

Vibration is minimal in the new K220, just a little felt through the wheel, although I did notice the vibes rise a touch each time the AMT’s SmartCoast feature kicks in – it’s basically an angel gear, eco-roll function, as found in many big rigs these days, that helps push that fuel bill that bit lower.

Speaking of which, the dash was indicating an average of between 2.4 to 2.8km/litre – which is as much down to my heavy right foot as anything. Anthony tells me he’s expecting to average 3.0km/lt on the overall run to Perth.

But it’s nice and quiet in the cab – for sure it was easy to hold a conversation – and although we didn’t encounter any temperature extremes to put the new climate control to the test, I was as comfy as could be as the miles to Mildura ticked down.

So, what didn’t’ I like? Well, there’s nothing that immediately stands out, although I did note the absence of some features that are increasingly commonplace these days. Things like auto lights and wipers, keyless entry and keyless pushbutton starting have all been around for years now, but aren’t in the K220.

Then again, it all comes back to ushering in meaningful change without alienating your loyal customers – and I don’t think too many K220 drivers will be complaining bitterly at the truckstop about persisting with a traditional keyed ignition, or having to manually operate their wipers.

This new Kenworth K220 fulfills its brief well. It’s an Aussie designed and developed, Aussie-built cab-over made specifically for tough Aussie conditions, with a list of component suppliers Aussie drivers and operators trust and factory and dealer backup on which they know they can depend.

Add in the K220’s many improvements, the majority of which will make life on the road that bit easier and more comfortable for drivers, and the next generation of Kenworth cab-over sees the dynasty continue in very safe hands.

Model: Kenworth K220 (pre-production)
Format: 6x4
Cab: 2.3m aero sleeper
Engine: Cummins X15 six-cylinder turbo-diesel
Output: 550hp/1850lb-ft
Transmission: Eaton Endurant XD Pro EXDP-18F118D, 18-speed automated manual
Emissions: Euro 5
Emissions system: SCR
GCM: 26,000kg
GCM: 97,000kg (up to 250,000kg on application)
Front axle: Dana E-1462I, 6600kg
Rear axles: Dana D46-170, 20,900kg
Axle ratio: 4.3:1
Front suspension: Taper leaf spring
Rear suspension: Kenworth Airglide 460
Service brakes: Air/drum
Auxilliary brake: Jacobs, three stage
Wheels: Alcoa alloy, 10-stud
Fuel tanks: Polished aluminium x 2, rectangular, 750lt
Safety (as tested): Antilock brakes, stability control, traction control, Bendix Wingman Fusion with stop and go adaptive cruise control, multi-lane autonomous emergency braking, lane departure warning