Kenworth T403 Buying Used Review

The T403 was released back in 2013 at Alice Springs and since then it has enjoyed more than favourable market acceptance.

At the time, the T403 filled a gap in the Kenworth model range between the vocational T359 and the heavier spec T409 and T409-SAR. It utilises a set-back front axle with an optimal bumper to back of cab dimension.

Developed as a purpose-built aerodynamic solution for intrastate and interstate distribution it was ideal for single trailer, some vocational 19m B-Double and rigid applications. While none of this is ground breaking news exactly, what was new about the 2013 model release of the T403 was the introduction of the PACCAR MX-13 slotted under its sloping snout.

The 12.9-litre PACCAR MX-13 engine is designed to meet the demands of linehaul and vocational heavy-duty truck applications while providing industry-leading performance, reliability and fuel efficiency. Incidentally, it is the same engine that is fitted in the DAF CF and XF models which have given customers great parts commonality across their fleets.

The MX-13 engine produced for the Australian and New Zealand market is manufactured as standard with a Compacted Graphite Iron (CGI) cylinder head and block, titanium turbocharger rotors, steel pistons, dual fuel filters, an integrated engine brake and an advanced cooling package rated to a minimum 45 degrees Celsius ambient temperature capability. All of which, a PACCAR spokesperson says, will enable the PACCAR MX-13 engine to cope with the extreme conditions of the Australian environment.

The 2013 MX-13 powered T403 had a few subtle changes for the driver, compared to the early model. Most noticeable is the absence of the steering column-mounted engine retarder and cruise control wands. The cruise control switches are now mounted within easy reach on the dash.

On early PACCAR powered T403 models the engine retarder of the MX engine was either ‘on’ or ‘off’ unlike the Cummins powered versions which had a three-stage switch. The PACCAR retarder switch was mounted on the floor near the steering column on early 2013 models, similar to DAF models.

Needless to say, die-hard Kenworth drivers were not fans of this floor mounted engine retarder switch. Consequently, towards the end of 2013, the engine retarder switch was relocated into the right side of the wheel.

On the safety front, this T403 was fitted with Kenworth Electronic Brake Safety Systems (EBSS) that is based on the internationally renowned Bendix ABS-6 Advanced system. This system has been extensively tested by Kenworth and customised to suit Australia’s unique road conditions and applications.

The new hood on the T403 is one of the lightest in the range to tilt thanks to the aids of the two struts. For the driver, daily service checks are all located on the left-hand side and can be performed from the ground. The engine-oil filler is located near the dipstick, and the power steering level and radiator sight glass can easily be viewed from the same position. The windscreen washer bottle is also located on the left-hand side and can easily be filled while the daily checks are performed.

Like all the aero Kenworth models, the T403 has swing-out headlight covers, the locking screw can be open with a coin to allow for cleaning and headlight replacement.

The wide side steps are noteworthy and well-spaced, making cab entry a stroll compared to others on the market.

The trailer for this test run is an Azmeb Bowl Door Tipper, which was on loan from Maxitrans.

Much like the Kenworth T403, these trailers are very versatile. They boast an extremely light tare weight, from 6.4 tonnes and can carry materials from fine concentrates to one-metre blast rock.

The backbone of the trailer is the deep-dished cradle type-high tensile steel (800MPa) chassis producing a very light tipper chassis with a low centre of gravity. The cradled bowl-shaped body is made of Hardox 450 grade abrasion resistant high tensile steel that is free of body runners, stiffeners and cross members giving the body a very light tare weight.

Tipping is via two only, 6-inch (150mm) double-acting hydraulic cylinders with door opening via linkages which gives the fastest tip cycle of any tipper. The door is over centre locked when in the closed/travelling position. Doors are manufactured from Hardox 450 Grade or 5083 H116 Aluminium dependent upon client’s tare weight and application requirements.

Speaking at a recent Brisbane Truck Show, Azmeb General Manager, Simon Martin, highlighted the main benefits of the brand’s Door Side Tipper. “Over 25 years of experience in tipper manufacture has gone into the unique design for the Azmeb door side tipper,” Simon explained. “But for many, this is the first time they’ve seen an Azmeb tipper up close. We are looking forward to the opportunity to demonstrate first-hand the many advantages of our design.”

This trailer features the renowned heavy duty VE-50 mechanical suspension, Maxus drum axles, a manual roll-over tarp, Fullchamp forged alloy wheels, Triangle tyres and boasts a 23 cubic metre load capacity.

On the western outskirts of Brisbane, at the quarry, I gingerly tip-toed the T403 and Azmeb bowl tipper around the muddy track that leads to the crusher dust stockpile. “So much for my nice detailed truck,” I thought to myself. A few minutes later I had 20.15 tonne of crusher dust in the trailer and was heading out of the quarry and back on to the bitumen.

The T403 displayed great road manners that Kenworths are renowned for, and the MX-13 rated at 460 horsepower, with its broad flat torque band from 1100rpm proved that’s was no slouch either, making light work of the run through Brisbane.

Matched to an Eaton 18-speed this nimble engine is a breeze to operate. I was told to achieve the best economy and performance to keep the revs between 1200 – 1600rpm and that’s what I did and I wasn’t disappointed.

You’d expect to pay up to $130K for late model T403 with between 600,000 to 800,000 kms in top condition with a full service history.

Nevertheless, you might be lucky enough to pick up a bargain for as little as $66K including the GST, but be prepared to spend a bit on it bringing it back to top condition.

A couple of things keep in mind if you’re considering a used T403 is to check the condition of the driver’s seat, especially the suspension mechanism, when a truck has around a million kilometres on it, chances are the driver’s seat will need replacing. A new ISRI 6860/870 driver’s seat retails for approximately $4000.

Also, check the condition of the steering wheel because they’re another item that often needs replacing and the genuine wheel retails around $500.

Specifications:
Model: Kenworth T403
Engine: PACCAR MX13 460
Horsepower: 460hp (343kW) at 1600rpm
Torque: 1700 lb/ft (2304Nm) at 1000 – 1400rpm
Transmission: RTLO18918B Roadranger
Engine Brake HP: 460hp (343kW) at 1900rpm
Engine Brake Torque: 1300lb/ft (1762Nm) at 1900 – 1500rpm
Front Axle: Dana E1462I
Front Suspension: Parabolic
Rear Axle: Dana DS/RDH40P
Rear Axle Ratio: 3.90:1
Rear Suspension: Kenworth A/G400
Wheels: Alcoa Alloy 10-stud
Safety Package: ACB, TRM, ESP, and Fusion
Rating: 70,000kg GCM
Bumper: Polished Alloy
Exhaust: Twin vertical
Fifth Wheel: Jost JSK37