Buying used: Kenworth T404 SAR

Haack's Transport of Tully owns this Kenworth T404 SAR, and it does a regular run to Brisbane each week. They purchased it in 2005 and now has close to 1,500,000 kilometres on the clock. Operations Manager Brad Haack cited the T404 SAR as one of the most versatile models in their fleet.

Our day began with a customary lifting of the bonnet and checking the engine's vital fluids, and on this T404 SAR, it proved one of the most accessible trucks to perform this task. The bonnet is well balanced, light to lift and with only two bonnet clips to unlatch, and with the absence of a bullbar, it is a straightforward operation.

Then it was time to head around to the Loscam pallet depot to fill the trailer with a whole load of pallets, 374 of them to be exact. It was a modest payload of around 15.5 tonnes and had the rear air suspension gauges hovering around the three-mark. These lightweight pine pallets certainly make a big difference to a truck's payload compared to the traditional hardwood pallets. That same load would have weighed 21.4 tonnes if they were hardwood pallets.

The T404 SAR adopts the chassis platform and componentry from the earlier T404S model. The bumper-to-back-of-cab measurement of 2835mm is similar to the T404S. However, the set-forward axle on the T404 SAR sets the two models apart. A bumper-to-front-axle distance of 875mm is the distinguishing feature that enables the T404 SAR to meet its primary objective of optimising GCM loadings within a wide range of applications.

With its short bumper-to-back-of-cab (2835mm) measurement, the T404 SAR has the positive attributes of a cab-over model, such as manoeuvrability, vision, minimal overall length. But they are combined with all the other benefits of a conventional truck, including ease of access in and out of the cab, serviceability, low tare weight, walk-through cab and optimum weight distribution.

The T404 SAR model also came in various specs, from a day cab to the optional 28-inch or 36-inch sleepers.

The model features a sloping bonnet with engine-mounted air cleaners or optional cowl mounted air cleaners to increase air intake in the dustiest conditions. It also includes forward fuel tank fairings (with the option of full-length fairings) as well as several driver safety and comfort appointments, such as a two-piece curved windscreen and Daylite doors for improved vision.

In addition, according to an old sales brochure, it featured an ergonomically designed, wrap-around dashboard with an overhead console to allow the driver more access to all switches and radios which gives the driver control without having to stretch or reach unduly.

During the production run of the T404 SAR, it could be specified with engine options from three US manufactures, Caterpillar, Cummins or Detroit.

In North Queensland, during the T404's production run, Caterpillar engines commanded the lion's share of the market. And for a good reason too. Their reliability was unsurpassed and tenacious power was favoured by drivers.

Thankfully, under the hood of our test T404 SAR sat the big 15-litre yellow C15 Caterpillar rated at 550hp. The transmission was an Eaton 18-speed with Dana Spicer DS462-P rear axles on a Kenworth 8-bag rear suspension.

One of the first things you notice about the SAR is the vision out over the sloping bonnet. The rear vision is another aspect worth a mention, especially with the large wide-angle mirrors.

Another feature worth mentioning and often taken for granted in a Kenworth is the driver's workplace. For example, the wipers and indicators are located all on one wand.

In addition, the engine retarder switch is located on a wand and the cruise control on another wand. This means that the driver does not have to take his hands off the steering wheel to access the most commonly used functions, which was an excellent feature for the day.

Remember that back when the T404 SAR was in production, steering-wheel mounted controls had not yet hit the market.

The main switch cluster is located in the overhead console and within easy reach, which is a feature I particularly like. The dash is the traditional Kenworth wood-grain with gold bezel gauges to add a touch of prestige.

Ride and handling is one area the T404 SAR excels in, and this is primarily attributed to the short front springs and large diameter supply lines to the rear air suspension, which allows the truck corner with confidence.

Brad agreed that from a driver's point of view, the T404 SAR was very well appointed and cited visibility, ride, comfort and road manners as some of the truck's more outstanding features.

"That SAR is a real driver's truck," Brad added. "I really enjoy driving it when I get the chance to get behind the wheel every now and then."

"It is one of the most versatile trucks in our fleet," Brad explained. "It can do a wide variety of tasks from the larger 48-foot single trailers through to B-Double and double road train applications."

At the time of writing, it was working in Haack's intensive linehaul tasks hauling single trailers between Townsville and Brisbane.

"We are more than pleased with its performance," Brad added. "It certainly has proven to be a very reliable truck when you consider how old it is and how many kilometres it has covered in its lifetime."

The return load proved a little more substantial, a whole load of bananas, which put the overall gross weight up to 41 tonnes, something for the Cat engine to get its teeth into on the southbound journey.

While waiting to finish loading, there is time to investigate the C15's heritage. Caterpillar commenced production of the C15 in 1999 and didn't stop building them until 2007. Remember that we are only referring to the single-turbo C15s, not the later model ACERTs introduced in 2008. Nevertheless, C15 engines quickly gained a reputation for reliability, especially the early ones and they weighed less than the 3406E that it replaced.

Interestingly, there is a lot of parts interchangeability between the earlier 3406E, C15 and ACERT models. The introduction of the C15 addressed the oil leakage issue associated with older models. In addition, the C15 design included relief slots in the cylinder head base to stop the head gasket from getting crushed.

Surprisingly, the performance of this well maintained 550 horsepower C15 Caterpillar engine is nothing short of outstanding in this single trailer application.

Even with the high ambient temperature and stifling humidity, the pyrometer ran at a steady 300 degrees and the engine coolant at 90 degrees. Meanwhile, the tacho indicated 1650rpm when cruising at 100km/h, which we're told delivers optimal fuel economy for this model. Mind you, C15 engines certainly have many accolades, but sadly achieving fuel economy levels of today's modern engines is something they won't do.

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In terms of producing power, the C15 has plenty; even when fully loaded, cresting the steep climb over the Cardwell Range only necessitated one full down change, an impressive performance in anyone's book. In addition, the descent down the other side of the range allowed the C15 to demonstrate the braking performance of the C15, which is as equally as impressive as its hill climbing ability.

In terms of suitability to the application, the T404 SAR is more than well suited. Interestingly, there were no noticeable annoying rattles or squeaks even though this truck has more than a million kilometres on the clock. From a driver's point of view, I can only agree with Brad Haack that the SAR is a real driver's truck.

By mid-afternoon, the outskirts of Townsville filled the windscreen and signalled the end of a memorable test drive that can only be described as the real deal.

The popularity of the T404 SAR model is clearly evident, they don't very often pop up for sale, and when they do, they're snapped up quickly.

Consequently, you'd expect to pay a little more for one than a similarly specced traditional T404. Given that the T404 production ceased at the end of 2007, you might even ask yourself if paying a premium for the SAR variant of the T404 model is really worth it. The current asking price for T404 SAR starts at $100K for a basic day cab and extends to $150 for a fully optioned version with a sleeper.

Bear in mind that most of T404 SARs will have certainly covered well over a million kilometres. So do your due diligence, research the vehicle's service and engine history, then factor into your investment any repairs to bring the vehicle up to reliable working standards.

The good news is getting parts T404 SARs is very easy, including all the cab bits and pieces that most Kenworth dealers will have on the shelf. Thankfully, not much has changed in the running gear design, as the driveline and brake components are still fitted in current models today.

If you're lucky enough to get a T404 SAR with a C15 Cat engine, rest assured that Caterpillar still supports this engine. And given the long production run and popularity of the engine, several after-market companies also supply components such as high-flow manifolds and piston skirts with a graphite coating that reduces friction in the cylinder. Also, tri-metal blend rod and main bearings to increase durability, just to mention a few improvements you can add if you need to rebuild your C15 engine.

On the other hand, if you're looking for a project truck that will turn heads and crack once completed, then you'd certainly not be disappointed if you chose a T404 SAR like this one.

Specifications:
Truck: Kenworth T404 SAR
Engine: Caterpillar C15
Power: 550hp (410kW) at 1500rpm
Torque: 1850lb/ft (2508Nm) at 1000rpm
Gearbox: Eaton RTLO20918B, 18-speed
Clutch: Eaton 2250lb/ft Easy Pedal Advantage
Front axle: Meritor MFS 7.3t
Front susp: Multi leaf 7.5t
Rear axles: DS462-P
Rear axle ratio: 4.30:1
Rear susp: Kenworth Air-glide 200
Main driveline: Meritor RPL25
Inter-axle driveline: Meritor RPL20
Electrics: Power distribution box under sleeper
Brakes: Bendix ABS with traction control
Fuel: Alloy tanks, 4 x 450lt
Wheels: 10-Stud Alloy
Bumper: King-Bar’s Alloy bumper
Extras: 36-inch AERO-2 sleeper, Twin CR Turbo 2000 air dryer with heater, Jost JSK37 fifth wheel, Chassis checkerplate, Dolly pull to rear of chassis, Ice pack 2000