PACCAR introduces MX-13 to Kenworth

PACCAR Australia has officially welcomed its 12.9-litre MX-13 engine to Kenworth's T409 and T409SAR models

Kenworth’s T4 series of trucks now has a new standard engine, with PACCAR Australia introducing its MX-13 to the T409 and T409SAR models at a recent media drive event at Victoria’s Australian Automotive Research Centre (AARC), just ahead of its official launch at the 2014 International Truck, Trailer & Equipment Show.

The MX-13-equipped Kenworths will be available from July 2014.

While the engine has been powering trucks from Kenworth’s sibling brand, DAF, since 2007, and was introduced to Kenworth in the U.S. in 2010, the 12.9-litre in-line six-cylinder turbo-diesel is a newcomer to the Kenworth range in this country, and now complements the brand’s 9-litre, 11-litre and 15-litre options from Cummins.

In Kenworth’s T4s, the MX-13 is available in 460hp (340kW) and 510hp (375kW) formats, developing peak torque of 1700ftlb (2300Nm) and 1850ftlb (2500Nm) respectively between 1000rpm and 1410rpm. The 460hp (340kW) engine produces its peak power between 1400rpm and 1900rpm, while the 510hp (375kW) unit produces peak power from 1500rpm to 1900rpm.

EXHAUSTIVE PROGRAM

In transferring the MX-13 from the cab-over DAF to the conventional Kenworths, PACCAR Australia has completed nearly three years of research and development, including 1.6 million kilometres of field testing.

According to PACCAR Australia’s Product Development Manager, Brad May, the exhaustive pre-launch program had several facets.

“Given the engine is normally found in a cab-over DAF, in the Kenworth product this program has been all about validating our mechanical installation,” he says.

“This is also a full 24-volt truck and that’s a big change for Kenworth, entailing many of the related components and the general vehicle interfacing – how the engine ‘talks’ with the rest of the product. That’s been the basis of our field test program over the last 12 or 18 months.”

May says the field testing of the product here in Australia has been rigorous in the extreme.

“We’ve had an eight-truck field-test group that has accumulated our target of 1.6 million kilometres,” he says.

“We’ve done that with on-board data acquisition to give us real-time feedback from all of the trucks and of course we’ve stayed in close contact with the drivers of those vehicles. I guess the most relevant point here is that we’ve had repeat purchases from the customers who have been involved.”

In addition to the official field-test fleet, other pre-production units have accumulated a further 500,000km, adding further insight to the program.

TORQUE ADVANTAGE

May says the strength of the MX-13 lies in its broad spread of torque, which in turn delivers several knock-on benefits.

“Among the many positive attributes of this engine, and the one we think will stand out the most, is its driveability,” he says.

“The engine has a very flat torque curve that operates across both formats from 1000rpm to 1410rpm. That promotes a whole host of great efficiencies as far as the driveability is concerned, but ultimately it promotes good fuel economy by requiring fewer gear changes.”

That torque was certainly evident on the AARC’s steep uphill climb, where T409s fitted with each format of the MX-13 and towing varying loads happily marched along, taking the sharp gradient in their stride. Also noticeable, at least by its absence, was the lack of intrusive engine noise, the unit’s subdued, low growl bearing testament to PACCAR’s efforts in sound suppression.

The MX-13 adopts Selective Catalytic Reduction (SCR) technology and utilises SMART multi-point electronic fuel injection to minimise particulate matter emissions and meet ADR80/03 guidelines, while the engine itself features compact graphite iron (CGI) in the block and head and an aluminium ladder frame construction to keep weight to a minimum.

“It has a very competitive tare weight of just under 1200kg,” says May.

Other durability-enhancing features include an encapsulated wiring harness, integrated engine brake, integrated lubrication module and the use of fractured cap technology in the con-rods and main bearing cap, while PACCAR says a rear-mounted gear train minimises torsional vibration for reduced wear and tear and quieter running.

Available with either Eaton’s Fuller Roadranger or Ultrashift transmissions, May says the MX-13 has a 70-tonne GCM limit in the Kenworth T4s, just as it does in DAF products.

EXISTING EXPERTISE

In terms of servicing, the MX-13 will also benefit from the expertise of PACCAR’s existing network of dealers and fully trained technicians – technicians who have long been familiar with the MX-13 in the DAF family.

“Having a common engine platform with DAF gave Kenworth a good head start in that respect,” says May.

The engine is backed by a three-year, 750,000km warranty.

May says the MX-13 will only enhance the T409's and T409SAR’s flexibility.

“The light tare weight of the T409 and T409SAR and their short BBC (bumper to back of cab) length enable operators to maximise payload in a range of applications,” he says.

“When you add the MX-13 to the equation, it takes the trucks’ advantages to the next level.

For more information on the MX-13 and its addition in Kenworth’s T4 range, see your nearest Kenworth dealer or visit www.kenworth.com.au/paccarmx-13/.

PACCAR introduces MX-13 to Kenworth

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