Buying Used: Kenworth T950

For livestock carriers like Andrew Hickey, based in Georgetown QLD, roughly seven hours northwest of Townsville, the end of the Tropical Wet signals the start of their busiest season.

Travelling at this time of year provides additional hazards; the bitumen is often only ten feet wide, and the shoulders are very soft after the long-wet spell. Long stretches of dirt become slushy mud with deep wheel ruts, and the creeks and rivers, dry for most of the year, can suddenly rise metres without warning.

This was my second journey in Andrew’s T950; the last time was when it was brand new. A few years and around 650,000 kilometres later, the big Kenworth is still raising dust on the roads in Queensland’s Outback.

“They’ve nearly finished the service, so we should be gone by five,” Andrew explained. “My trailers are at the assembly compound on the way out of town. That should put us at Bluewater Springs roadhouse by around 8:30 for dinner,” he added.

Fifteen minutes later, Andrew hit the T950’s starter, and the big Cat purred into life. The two trailers sat hooked together, just as Andrew had said. He backed up to the lead trailer but stopped just short of it so that he could generously smear the turntable with grease before completing the hook-up procedure.

The big Cat ran effortlessly along the Flinders Highway, heading towards Charters Towers. Once at the Towers, he’d poked the T950’s nose north and joined the Gregory Development Road. However, not too far out of town the dual lanes give way to a narrow strip of bitumen.

Bright headlights in the distance signalled an on-coming vehicle. Andrew released the throttle, dropped a couple of gears and brought the Roadtrain to a crawl as the lights drew nearer.

“You can’t tell how many trailers trucks have at night until they’re reasonably close,” Andrew pointed out. “You’ll know if it’s a double-decker by the top lights, but you can’t always tell whether it has two or three trailers.

“If it’s a triple, you have to be able to get off the road. So during daylight, I drop a couple of gears and merely slow down. When it’s dark and I’m loaded, however, I almost come to a complete stop for my own safety.

“You simply can’t see for all the dust, and if you don’t know for sure what’s coming towards you, you’re better off stopping on the side of the road.”

Half an hour later, off in the distance, a faint glow indicated that the roadhouse wasn’t far away, time for a well-earned feed and a coffee. After enjoying a hearty meal, Andrew estimated that we’d reach Georgetown shortly after midnight.

For the next few hours, the T950’s headlights peered into a black emptiness broken intermittently by bolts of lightning glowing on the horizon. Indicating that the storms were close to home, Andrew commented that it wouldn’t take much rain and tomorrow’s job would be cancelled.

Occasionally, a few drops slithered their way down the windscreen as Andrew engagingly explained the finer points of cattle cartage in the Gulf, and we discussed the pros and cons of Kenworth’s T950.

The T950 with its set forward front axle was introduced in 1992 and modelled initially on the SAR. As a result, it has everything that comes to mind when you think of a traditional American-style long bonneted truck.

As well as looking the part, the T950’s design flexibility allowed it to operate in almost any application. Consequently, from logging to livestock, whether pulling a single trailer or a triple road train, you’d often see a T950.

The truck’s high-mounted cab set back from its engine meant no engine intrusion into the cabin, allowing easy all-around access to the engine and exceptional vision over the sloping bonnet. As a result, it has everything that comes to mind when you think of a traditional American-style long bonneted truck.

The lights of Georgetown finally came into view, and the engine revs dropped.

Georgetown was just as I remembered – quiet. The only sign of life was a mangy old cattle dog that paused momentarily to glance at the newcomer in town before bowing its head and continuing on its way.

The T950 quietly idled through the sleeping streets to the depot where Andrew parked it over the pit in the shed. “I grease it every time that I come here,” Andrew said.

“The way I look at it, grease is free. Therefore, if you need to replace something on the side of the road out here, just because you didn’t grease it, that’s what’s expensive!”

That’s where we left it for the night. Tomorrow we’d head to the station to load cattle, but that’s for another story.

The T950 quickly gained a reputation for durability and promptly secured popularity with outback operators. So popular is this model that current owners are often reluctant to part with their hardworking T950 trucks.

Consequently, it’s very rare to see one listed for sale. Even before the recent boom in truck sales, T950s still fetched high resale value. But now the long wait for new trucks is driving used truck prices skyward.

However, when a T950 does get listed in the used truck pages, it commands exceptionally high resale value and is usually purchased quickly by eager enthusiasts.

The current wait for a new heavy-duty specked Kenworth is roughly 12 months, and the price tag is well north of half a million dollars.

However, we must add a quick clarification here. Linehaul models are considerably cheaper and available with a shorter lead time.

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During their long production run, many T950s were specked for heavy-duty applications. Consequently, given the high price tag and the long wait for a new heavy hauling Kenworth, many operators are opting to refurbish their older models, which adds to the scarcity of this model.

For instance, if you were to purchase a used T950 for $150K-$200K and invest $100K-$120K refurbishing the unit, which would include engine, transmission, rear axles and suspension rebuilds.

Then add some cosmetic bling (budget $25K for a new paint job and some modest stylish stainless accessories). You would end up with a proven robust heavy haulage unit for about half the new truck cost. Certainly, worth consideration if you can find one.

However, if you purchase an ex-livestock truck with double rail chassis, like the one featured in this article, give the chassis a thorough inspection and be prepared to budget to have the chassis rails split, sandblasted and repainted.

While on the subject of an ex-livestock prime-mover, it has the original six-rod rear suspension and you intend to run it in a linehaul application, consider swapping the rear-end to a late model Airglide-460 that will give you payload advantages with mass management concessions.

You can usually pick up a good one of these from most truck wreckers. Remember too, it’s advisable to have it installed by a reputable workshop.

But best of all, there is no shortage of parts availability for T950 models. In fact, you can pick up customised accessories from places like the Big Rig Chrome Shop or Truckers Toy Store to dress up your T950.

Is there a downside to purchasing a used T950? That depends on what you intend to do with it once you have it and how much spare cash you have available.

If your intention is purely to restore it to its former glory, and take it to truck shows, then there is no downside. On the other hand, if you’re purchasing it to make a living, then be prepared to budget for some major repairs and a little downtime while conducting any rebuilds.

Bear in mind, too, that the last T950s rolled off the production line back in 2007, so they’ll have worn out an engine, transmission and rear axles at least once. And, that early model T950s are now eligible for Club or Special-Interest registration.

Would I buy one? Absolutely, but don’t tell my wife.

Specifications:
Model: Kenworth T950
Engine: CAT C15
Horsepower: 550hp (410kW) at 1850rpm
Torque: 1850lb/ft (2508Nm) at 1100rpm
Gearbox: Eaton RTLO22915B 18-Speed
Chassis: Full-length double frame with sealant between rails
Air Cleaner: Dual Cyclopacs with raised air rams
Fuel Filter: Fuel Pro & fuel/water separator
Electrical: 160A isolated alternator & power distribution box
Front Axle: Meritor MFS73LA 7.3t capacity
Front Suspension: Multi-leaf
Power Steering: TRW Ross TAS 85
Rear Axles: Dana D52-190 axles with cross-locks in the rear diff.
Rear Axle Ratio: 4.78:1
Rear Suspension: KW6-60A 21 Low profile 21Tonne
Brakes: HD (P-type) drum brakes with auto slacks
Windscreen: Two piece flat
Turntable: Jost JSK37
Interior: Crimson cab trim, HD diamond pleat vinyl
Seats: Charcoal HD Extreme air suspended driver’s seat
Bumper: Alloy Road train bar
Battery Box: Slide tray LH under cab above tank
Extras: Severe Service Kit, Lower radiator pipe shield, remote diff breathers, extended grease lines to clutch, icePack 2000S sleeper air conditioner, chassis checker-plate, dolly pull to rear of chassis, 60-Litre fresh water tank