Trucking on a budget: Freightliner CST120

The Freightliner Century Class CST120 was, in its time, a flagship model available with a raft of chassis, engine and driveline options.

It also boasted a long list of component selections that certainly enabled owners to customise their trucks to suit their applications.

In terms of technology, the launch of the Century Class, along with its stablemate, the Argosy, ushered in a new platform with an advanced vehicle and external communications system.

For example, the inbuilt Driver Message Centre displayed a comprehensive array of information, from flashing warnings, diagnostic information, fuel economy, trip time, idle hours, total trip distance and vehicle speed.

Furthermore, the Century Class electronic system boasts high data connectivity for satellite and mobile phone messaging and vehicle diagnostics such as Freightliner ServiceLink and ServicePro Technician.

Truth be told, today we expect this as standard kit on all premium vehicles. But not so long back, Freightliner’s Century Class pioneered the way with onboard driver information systems.

Yet it wasn’t the intelligent electronic system of the Century Class alone that would win the heart of owner-operators and fleet accountants.

In fact, the extremely light tare weight afforded significant payload gains compared to competitive units, which clinched the deal.

Moreover, the Century Class was a trim athletic workhorse, and Freightliner noticeably promoted the fact.

This included how their unique use of innovative cast aluminium brackets, aluminium panels with ‘henrob’ fasteners and huck bolt chassis construction provided a high-strength, low-maintenance frame and cabin.

The Century Class cabin is 90 per cent aluminium and meets the stringent European ECE-R29 crashworthiness test standards. However, one of the critical factors to the cab’s lightweight, high-strength design is the single-piece door frame.

It’s a complex stamping with a smooth, rounded shape that reduces stress concentration in cab corners. The one-piece design also eliminates corner joints where traditional cabs often fail.

Furthermore, its high rigidity provides increased body stiffness for better ride quality and reduced mirror shake.

In terms of safety, the Century Class, like the Argosy, was a truck ahead of its time. Not only did the cabin meet the ECE-R29 safety standards, but it provided easier ingress and egress.

And it was the first Class 8 truck fitted with a driver’s side airbag and optimised braking system with EBS and ATC options.

All of these features made the Century Class a popular choice with fuel haulage operators, primarily because of the Freightliner’s ability to get extra fuel on board to increase the payload.

Like all US-sourced trucks, operators could choose from three engine brands – Caterpillar, Cummins or Detroit – until the end of 2010.

The Century Class also introduced the world to the paddle-shift transmission for vehicles equipped with an automated transmission.

Of course, a wide selection of manual transmission options was also available, as was a choice of Dana or Meritor final drive axle options.

Rear suspension options included Freightliner’s Air-liner, the preferred choice for linehaul operators, through to the Tufftrac-46 and, finally, heavy-duty Neway AD-246 for road train and heavy haulage applications.

What’s more, the Century Class, especially CST120, ushered in a new level of luxury and a more spacious working environment for long-distance operators than ever before.

Sleeper bunks up to 70-inches were available, and as nice as that would be, Australian length laws meant the 58-inch sleeper became the preferred spec. Internally, the raised roof enabled a driver to stand up inside the cabin and bunk.

Typically, most heavy-duty and road train CST120 models were fitted with big-bore Caterpillars or Cummins engines. However, from a seat-in-the-bum point of view, due to the smooth ride in the CST120 it is interesting to note that even though plenty of power gets to the ground, it can be somewhat deceptive when you’re behind the wheel because it is so quiet with the engine running at low revs.

Detroit engines, on the other hand, were favoured by highway operators. However, the Century Class models often became plagued with niggling electrical issues in the field. Consequently, during their production run, the company issued several product recalls.

These niggles aside, the CST120 shares standard driveline components with many Kenworth and Western Star models, which means that driveline parts availability is plentiful and worth shopping around for the best deal.

In addition, some aftermarket parts are available for cabin components. Truck dismantlers are also an excellent source for used Century Class parts.

A used Century Class CST120 in good condition will suit many seasonal jobs or fill the role of a spare truck without breaking the budget.

As we consistently reiterate, please do your due diligence when looking at used trucks.

Then, once you have narrowed down your search, insist on a pre-purchase vehicle inspection.

These inspections are one of the wisest investments you’ll make. It will indicate the vehicle’s condition and what outlays it will require to ensure it is roadworthy and reliable.

For a vehicle with well over a million kilometres on the clock, I’d suggest budgeting a full C-service that includes changing all fluids. Incidentally, I’d even have oil samples taken from the engine, transmission and differentials, which will reveal the internal condition of each component.

As stated earlier, the running gear is essentially the same as many other US-derived trucks. Consequently, the R&M costs are typically the same across the board, regardless of the model or brand.

However, carefully inspect the hydraulic clutch system if you’re looking at a manual version of the Century Class because the hydraulic hose and clutch pedal mechanism often fail around the one-million-kilometre mark.

If it’s not in good condition or you’re uncertain of the service history, then budget to replace it.

For example, a Wabco hydraulic clutch pedal (AS A02-13074-006) costs approximately $1309 and will require roughly six hours to install. While this might sound a tad pricey, this preventive maintenance exercise can certainly prevent an expensive tow truck invoice further down the road.

But don’t think that’ll you get off scot-free with the auto Ultrashift variant either.

When you purchase an automated truck with over a million kilometres and don’t know if or when the X-Y shifter was serviced or replaced, it’s far cheaper to have it replaced than be faced with the high cost of a breakdown callout fee along the highway.

For example, an Eaton Shifter kit (part #A8226) retails for $1320, then add a couple of hundred dollars for the installation labour.

On the plus side, speciality parts outlets like the Trucker’s Toy Store have a large selection of chrome gauge covers and switch covers to ‘bling’ up the driver’s cockpit.

Finally, check the recall register to ensure that the vehicle you intend to purchase has rectified all its recalls.

Freightliner CST120 specifications:
Engine: Cummins Signature
Horsepower: 620hp (462kW) at1600 RPM
Torque: 2050lb-ft (2779Nm) at 1100 RPM
Gearbox: Eaton Ultrashift 18-speed
Front Axle: Meritor FG-941 6.5T
Front Suspension: Taper leaf 7.5T
Steering: TWR TA85
Rear Axles: Meritor RT-52-185G
Rear Axle Ratio: 4.56
Rear Suspension: Neway AD252
Main Driveline: Meritor RPL25SD
Interaxle Driveline: Meritor RPL20
Brakes: WABCO Antilock Braking System with traction control
Fuel Tank: Alloy 4 x 454L
Seats: Premium driver’s seat with armrests