Kenworth T358 Buying Used

In today's used truck market, Kenworth T358 models are sought-after trucks for applications where difficult access is the norm. The Kenworth T358 twin steer's manoeuvrability excels in dense traffic and tight spaces. So, whether it is distributing along narrow streets and into cramped loading docks or building sites, they're more than up to the task.

Typically, when a new model gets launched into the marketplace, niggling teething problems are an inherent process of the product's introduction. However, that wasn't the case when Kenworth launched the T358 in 2008, because rather than categorise the T358 as a new model, the introduction was seen as a continuation of the T3 platform evolution. That platform commenced with the release of the T300 in 1997, which then progressed into the T350 in 2003.

The T358 range was available in 6x4, 8x4 and 10x4 axle configurations.

The marketing blurb said the T358's primary purpose is to provide all of the characteristics Kenworth is renowned for in a lightweight and versatile package. In addition, a good turning circle and exceptional driver vision offered optimum payload and maximum concrete-carrying capabilities.

And it certainly did that. In the highly competitive concrete game, its light tare weight easily won sales against its heavier competitors.

Yet since the inception of the T3 series, operators quickly became aware of the benefits of running a short bonneted truck in urban and intrastate operations where previously they may have thought a cab-over was the only feasible option.

Trucking companies operating interstate line-haul style long-distance haulage operations expect maximum productivity, high utilisation, and consequently reliability and durability. Many of these companies now demand the same vehicle attributes for their local operations, running into and out of Distribution Centres 24/7.

The tight turning circle and short bumper-to-back-of-cab measurement make the T358 a versatile performer with excellent manoeuvrability and visibility. Interestingly, the T358 is only around 530mm longer than a typical competitor's cabover, which makes the T3 series an ideal choice for these high-capacity metropolitan applications.

Yet from a practical point of view, this will usually represent no compromise on payload, turning circle or trailer length whilst still delivering the benefits of a bonnet configuration for ride quality, engine serviceability and safety.

Kenworth's attention to detail in the T358A concrete agitator version extends to every engineering facet. Small things stand out, like the way the electrical cables and hoses are located with stand-off brackets away from the chassis, so there's less chance that they can be damaged or for potential rust and rubbish to get behind them. Also, it's the more important things as well, like the sheer size of their radiators. As a result, the T358 provides up to 15 per cent better cooling capacity than similar-aged competitor models in the market.

The Kenworth AirGlide suspension has eight airbags compared with only four bags used by many other manufacturers. Which, according to Kenworth, gives the T358 Agitator better load-sharing ability, control and a quicker response time to level out or equalise the weight.

The Kenworth-designed suspension system uses two-level sensors and large, one-inch air line connections into the airbags that provide rapid response to equalise the weight. Typically, competitors' vehicles only use one level sensor, which takes an average measure of both sides and smaller air line ports, which deliver slower response times.

We're told that the levelling out of weight is critical to the safe operation of an agitator. That’s because the barrel is constantly turning, with a lot of weight constantly transferring from left to right during transit. The weight of wet mixing cement can shift dramatically, causing some trucks to lean. Whereas with Kenworth's AirGlide airbag suspension, the suspension levels out quickly, maintaining stability without affecting the vehicle's driveability.

The system will also enable operators in some states to take advantage of mass management allowances for road-friendly suspension and carry an extra half a tonne under a permit.

The ease of access and safety around the town of the bonneted T358 puts it in a class of its own. The T358 has ergonomically designed wide steps with no wheel arch constraints to make cab access simple and safe. This is particularly vital in the urban distribution environment, where drivers must get into and out of the cab many times on their daily route.

The T358 boasted several engine options, including Cummins ISC ERG and Cat C9 ACERT, and power options up to 350hp. And as stated earlier, it comes with greater driveline configurations, 6x4, 8x4 and 10x4, offering more flexibility in more applications. In addition, standard Daylite doors promote excellent vision, as does the one-piece curved windscreen, and the sharply sloping bonnet.

Importantly, though, the T358 was the recipient of many product improvements since the inception of the T3 range, including:
• A urethane-pad bonnet hinge bush, improved bush life, November 2005
• a one-piece firewall insulation panel introduced in January 2006.
• trucks with the sleeper option received curtain rail clip update.
• Allison Automatic transmissions filled with synthetic transmission fluid ex-factory, from April 2006.
• A new Air intake seal for greater heat resistance and improved durability was installed in May 2006.
• T350A twin steer front suspension upgrade, in January 2007, delivered a more level chassis ride height under load.

The T358 10x4 shown here was equipped with the Cummins ISC ERG rated at 315 horsepower and an Alison MD3500P automatic transmission, and Chelsea PTO. The rear axle is DSH40 with a 6.17:1 final drive ratio mounted on the Kenworth AirGlide 600. In addition, this 10-wheeler is fitted with a larger 250-litre fuel tank.

The wheelbase is only 5.2 meters, and it tares off at 8360 kilograms.

Davcron Engineering, Sydney, supplied the 13 cubic-metre barrel, made from 5mm high tensile steel and includes an 8mm high tensile steel dished end with an inner wear plate.

Other barrel features include a 200-litre pressurised water system, sump and water meters and a double-acting remote chute jack.

Operators can control the barrel from either the rear of the truck or inside the cabin via the centre console-mounted controls or the remote-control unit outside the truck.

Related reading:
Kenworth K108: Used Review
Buying Used: Western Star 4900
Buying Used: Volvo NH580

A few noteworthy features with the Kenworth T358, which are worth pointing out after our test run, are the manoeuvrability of this ten-wheeler around town and the building sites, which is surprisingly more accessible than we first anticipated.

The power of Cummins ISC is transferred willingly through the Alison Auto to the drive wheels, and the traction is firm and sure-footed, even with the addition of the lazy axle at the rear. The barrel operation is also simple enough, with controls in the cabin and the rear of the barrel.

As a used truck, most T358s will have accumulated a considerable number of kilometres and, in most cases, wound their speedo around at least once. Furthermore, regardless of whether they are Cat or Cummins powered, most would have had a major engine rebuild too.

Even though the T358 is now an older model, one in reasonable condition would serve as a practical local workhorse. The flexibility of the Kenworth cabin design means that adding a sleeper is an economical option if the agitator barrel is no longer required.

Removing the third rear axle is also less costly than you'd think if your application only requires a tandem drive.

Importantly, spare parts availability is not an issue with this model as most components, including cabin and dash items, are still used in production trucks today.

Kenworth 358A 10x4 Specs:
Engine: Cummins ISC EGR
Horsepower: 350hp at 2100rpm
Torque: 1254lb/ft (1700Nm) at 1300rpm
Air-cleaner: Donaldson mounted under hood
Engine fan: Fan Clutch
Retarder: Cummins dash mounted engine brake
Gearbox: Alison MD3500P
Front axle: DANA E-1332I Twin steer
Front suspension: 12.0T taper leaf springs – load share
Driveline: Spicer 1710
Rear axles: DANA DSH40P with DCDL
Rear axle Ratio: 6.17:1
Rear suspension: Kenworth Airglide 600
Brakes: S-Cam
Bumper: Polished alloy (FUP compliant)
Fuel tank: 150-litre
Interior: Charcoal cab trim HD studded vinyl
Seats: Charcoal KAB554B Air-Susp
Batteries: 3x12 volt mounted between LHS steer axles
Barrel: Davcron 13-metre

Used T358 Kenworths for sale at the time of writing:
2009 Kenworth T300 Series T358 ($78,000)
2010 Kenworth T300 Series T358 ($125,000)
2010