Kenworth T409 Car Carrier: Review

Name: Kenworth T409 Car Carrier: Review
Brand: Kenworth

We spend a couple of weeks in Kenworth’s car carrier to give this purpose-built rig a thorough test

There are many roles within the transport industry that call for a specialised specification, with the myriad of rules regarding length, weight and overall height which restricts the choice of models that are suitable for many tasks.

Car carrying is one of those roles that is common, but still requires specialist equipment to get the job done safely and efficiently. In order to achieve maximum productivity, many operators run with an overhead cab frame to allow an extra car to be transported every trip. Along with the overhead frame, deck space is at a premium, and so the longer the trailer the better for maximising the load

This creates a situation where operators are looking for a low-roof, short-wheelbase prime mover that is not only suitable for the task, but comfortable for the driver. Like many in the industry, a lot of these operators are living in their truck for long periods, so comfort and convenience is important.

Performance must also be taken into the equation, and while the freight may not be super heavy, the associated wind drag means that ample power is important in terms of both trip times and fuel economy.

Plenty of changes

So how does an operator get all of these elements squeezed into a compact space, without sacrificing on any of them?

Kenworth reckons it has the answer, in the form of the T409 SAR Car Carrier spec, which incorporates many design changes from the standard T409 to accommodate the specific needs of the car carrier market.

The most obvious changes to the standard T409 spec are low chassis height and shortened wheelbase, both of which are essential in maximising freight capacity. The low frame height, and so reduced roof height, allows for a wider range of cars to be carried on the overhead frame while still coming in under the maximum 4.6m overall height limit imposed on car carriers. It also means the turntable is lower, again allowing for an operator to maximise the use of available height on the front decks of the trailer.

Helping to achieve the low height, is the fitment of Hendrickson HAS461 airbag suspension on the rear and low profile drive tyres. A Meritor FG943 five-inch drop axle is fitted up front, and mounted to 7.2t rated taper leaf spring suspension. While this steer axle also helps to keep the height down, it is also designed to put up with the stresses that are associated with having a car on the overhead frame. While the static weight is no problem, the constant bounce and forward motion of the car overhead can put a lot of pressure on the steer axle and suspension.

The short wheelbase – specified to maximise trailer length – would suggest a rough a choppy ride, but the opposite is true. The T409 rides very well with the weight overhead helping to iron out the bumps. Adding to the ride quality is the rearward position of the turntable.

As opposed to most “regular” prime movers, where the turntable is fitted just forward of the centre of the drive axles, in this case the turntable is mounted directly above the rear drive axle. This not only provides good turning clearance between the trailer and the back of the cab, but also reduces the amount of weight thrown forward onto the steer axle.

To provide for the mounting of the overhead frame, the cab suspension cross member has been relocated. While this truck features a 36-inch bunk, the cross member has been moved forward to the same position as those with a 28-inch bunk, to make room for the cross member and mounting plates where the overhead frame mounts to the chassis.

The forward supports for the cab frame are mounted to the chassis just forward of the A-pillar, with sturdy brackets and car-carrier-specific mudguard panels providing a neat and clean appearance. This positioning also minimises the blind spots caused by the upright posts.

The cab itself is a flat roof, 36-inch integrated sleeper cab, with all the trimmings you would expect to find in a Kenworth cab. The familiar wood grain dash with numerous gauges is there, and while it’s not the full button trim you might find in the bigger models, the padded vinyl trim throughout the cab continues the old-school Kenworth feel.

The low roof provides plenty of headroom for the driver, but reduces the ability to stand up in the cab. This is about the only sacrifice made in the name of productivity, although access to the bed is easy and the bed itself very comfortable.

Engine and driveline

In terms of driveline, the T409 SAR CC is also very well equipped, with the 13-litre Paccar MX engine and Eaton Ultrashift Plus providing ample, and remarkably smooth, performance. The Paccar MX not only delivers on power, with 510hp (375kW) and 1850lb/ft (2500Nm) on tap, but also on tare weight. With steer axle weights being a big factor with a car on the overhead, the lighter weight of the MX13 over some larger engines reduces the risk of being too heavy up front.

The Eaton Ultrashift Plus is a perfect match for the MX13, and this is no mistake. The work put in by the team from Paccar and Eaton here in Australia has resulted in one of the smartest and smoothest shifting drivelines we’ve seen so far.

A far cry from the first generation Eaton Autoshift, the Ultrashift Plus is a very slick bit of kit, and the communication between the engine and transmission means the right gear is selected every time, without hesitation. For those times when the driver wants to take control, the shift into manual mode is simple, with gearshifts made with the simple push of a button. Having driven similar drivelines in America, we can confidently say that the Aussies have done a better job of making this combination work.

With the engine sitting out the front, and the exhaust outlet being positioned behind the cab and down low between the chassis rails, the noise levels in the cab are very low.

Vision from the driver’s seat is pretty good, with the standard east-coast mirrors sitting outside of the cab frame supports to offer a good view down either side. Out the front, the short sloping bonnet means only a small blind spot directly in front of the truck, and the support posts for the overhead cab frame are pretty well hidden behind the A-pillars, as mentioned, minimising their impact on the view.

If you have never driven a truck with a car loaded overhead, you might think it would be visible from the driver’s seat, but in this case it isn’t.

The bottom line

The overall impression gained from the T409 Car Carrier was that it is a well sorted package that offers operators a good compromise between comfort, styling, performance and productivity.

There are still many operators who like the old school Kenworth look and feel, and this truck delivers them both but with all the smarts and comfort you would expect from a modern truck.

We ran the figures on this unit over two weeks, including four Melbourne-Sydney return trips, and returned fuel figures of around 2km/l proving that, despite the wind drag, the Paccar MX 13 and Eaton Ultrashift Plus is an efficient and capable driveline.

As with any Kenworth, there are a number of options available on this model, including engine, transmission and tyre choices to suit an individual operator’s liking. The fact that Kenworth even have a base specification for such a specialised and limited market demonstrates their commitment to the market.

In terms of pricing (keeping in mind the number of options available that may alter the price), the T409 SAR CC will likely set you back just shy of the $300k mark, including hydraulics, stationary air con and turntable. This doesn’t include the price of the overhead frame, and this will depend on the manufacturer you choose to build and fit it.

Specifications: Kenworth T409 SAR Car Carrier

Engine: PACCAR MX 13 510hp (375kW) 1850lb/ft (2500Nm)

Transmission: Eaton Ultrashift Plus 18sp AMT

Front axle: Meritor FG943

Front Suspension: 7.2t taper leaf suspension

Rear axles: Meritor RT46-160GP 3.91:1 ratio

Rear Suspension: Hendrickson HAS 461 (8-inch ride height)

Brakes: Drum brakes on all axles

Safety Equipment: EBSS with ABS, traction control and drag torque control

Fuel Capacity: Various options up to 1060 litres

Ad-blue capacity: 75 litres

Cab: Flat roof with 36-inch integrated sleeper (790mm wide mattress)