Western Star 47X 8x4 2024 Review

Western Star launched its long-awaited X Series range back in 2022, blending modern technology with classic styling, targeting both loyal and new customers wanting a top-shelf bonneted truck.

It was a difficult time to launch a new range into the Australian market, with COVID-19 supply and logistics setbacks still in full swing. This meant a slow start for the range, as steel and semiconductor shortages held things up at the factory in Portland, Oregon.

However, for 2024 the truck maker has ironed out supply and is on a roll with the X Series, set for its biggest quarterly sales result since 2020 – with around 250 X Series trucks already on the road and around 400 deliveries expected by year’s end.

The range has grown too, with the addition of a highly-versatile 8x4 configuration for the 47X model, with a choice of either Detroit Diesel or Cummins power.

This isn’t our first time in the X Series range of trucks, but it’s our first time in this 8x4 47X model, aimed at operators wanting a flexible workhorse for applications like water carts, tipper and dogs, or even flat-bed setups.

“We have recently added to our X-Series line-up, offering the 47X as an 8x4 configuration in Australia, expanding our focus on new segment growth,” Head of Western Star Trucks at Penske Australia, Kurt Dein told us.

“The 47X gives great capability in applications up to 72.5 tonnes GCM and in high horsepower 8x4 applications where Western Star hasn’t had a solution for a very long time.”

Let’s find out where exactly the 47X 8x4 sits in the X Series range, and whether it stacks up, as Western Star prepares to run at the market with its most comprehensive range yet.

The 47X is the baby of the X Series range, but don’t let its proportions fool you – it’s a seriously versatile model. The 47X features a set-back axle and steep, sloping bonnet with impressive visibility.

In fact, according to Western Star, the field of vision is 28 per cent larger than previous models with one of the largest single-piece windscreens in its class.

A heavy-duty chassis underpins an aluminium cab, with a choice of day cab or sleeper – with 36-inch low trench, 36- or 48-inch mid integrated options. We were in a day cab, but the versatility is there for operators wanting a sleeper.

There’s still plenty of bling on the X Series, with stainless steel bumpers, grilles, wheels, steps and stacks depending on the model. Modern LED headlights and sleek body lines contrast against the quintessential ‘Star’ styling.

If you’re wondering how to differentiate between the 47X and its larger 48X and 49X stablemates, as we were at first, the difference lies in its front bumper. On the 47X, the bumper is curved, while the larger models receive a flat unit.

The set-back front axle allows the 47X to meet length requirements and bridge regulations, with a low tare weight suited to agitator, tipper and logging operations with manoeuvrability that makes it capable of inner-city construction work.

While red engines are not yet offered in its big brothers, the 47X is available with either a Cummins L9 and Allison automatic, or the higher-horsepower Detroit Diesel DD13 Gen 5 engine with either a DT12 or Eaton Fuller manual behind it.

While available in 6x4 and even 10x4 configurations, it’s the new 8x4 setup we got our hands on, with the 525hp Detroit Diesel DD13 engine mated to a DT12 transmission which is the the top engine rating in this model.

The Detroit Diesel engines used across the X Series range are the latest and greatest, according to Business Manager of Detroit at Penske Australia and New Zealand, Bob Gowans.

“This is a performance model for the US and Canada, but it’s the right engine for Australia,” Mr Gowans said.

“Not because we want to go fast, because even our single-trailer operations are 50-tonnes, compared to the 34 to 36-tonnes in the States – that’s a big difference. We need the power-to-weight ratio in Australia.”

The Gen 5 DD13 uses a new swirl piston design for improved combustion and a new turbocharger for better response, offered with 450hp right up to 525hp and torque outputs ranging from 1550 to 1850lb-ft. Interestingly, the engine architecture remains common across outputs.

“We have purposefully spec’d the engines for Australia, we’ve got 450hp up to 525hp, but they’re all mechanically the same engine,” Mr Gowans explained.

“The point of that is, if you need a turbocharger, there is only one, if you need an injector, there’s only one model. We have a massive advantage parts-wise and to have the right parts on the shelf is really important.”

While the DD13 could make more power, the priority at Detroit, Mr Gowans says, is fuel economy and longevity.

“Sure, 13 litres can go higher than that, but we don’t really have a requirement to,” he said.

“One of the things Detroit has been known for is they last a long time and they’re good on fuel – we’re not trying to push the envelope with this. What we have is a really good, reliable, strong motor that will do the vast majority of applications.”

Improved thermal management in the Gen 5 engine means fewer regens and extended DPF service intervals. Customer trials so far have found both the DD13 and DD16 engines to use a fairly modest amount of Adblue, too.

“They’re both really low Ad-Blue usage, which is great because you can complete that trip without needing to refill, and you don’t need the chassis space for a bigger Ad-Blue tank,” Mr Gowans said.

“The feedback from customers has been that the DD16 is generally three to five per cent and DD13 tends to sit around five per cent, as a percentage of fuel used.”

According to Mr Gowans, Western Star also has customers that have put as many as 100,000kms on the X Series so far and he says they have achieved fuel-use savings of between six and eight per cent compared with older model Western Stars.

When asked if he believes the DD13 is the strongest 13-litre engine option in the market, Mr Gowans response was, unsurprisingly: “Without a doubt.”

“It pulls strongly, it’s a flat torque curve that isn’t too peaky, it’s been around for quite a while and the Gen 5 is a world apart from the DD13 we know in Australia,” he said.

“There have been another four generations of 13-litres since the old Gen 1 DD13 we had in the Constellation.”

The DT12 automated-manual transmission hooked up to the DD13 is the standard transmission, rated for up to a 72.5-tonne GCM. According to Detroit, it underwent 35 million miles of testing, proving itself across a range of applications.

The DT12 features an automatic power launch feature, which kicks in under full throttle and has a rock-free mode to free up from wheel stuck situations as well.

“They have power launch, so it can build the torque before it engages the clutch,” Mr Gowans said.

“But it’s not a complex thing, you’re not going through menus to find it – just put your foot to the floor.”

The DT12 transmission is also dual-PTO capable, with both side and rear compatibility depending on what customers require for their setup.

Of course, the Cummins L9 is also offered in the 47X, with power outputs from 330 to 380hp and torque from 1000 to 1250lb-ft, making it suitable for lighter applications where 500+hp simply isn’t necessary. The L9 is mated to an Allison automatic, also with dual-PTO capability.

The X Series cab is built tough, but that doesn’t mean it lacks refinement. The aluminium cab, with steel reinforcements, is lighter, stronger and safer than previous Western Star models with an improved mounting setup aimed at improving comfort.

Inside, styling is in line with other Western Star trucks with analogue gauges and customisable switchgear, even a faux woodgrain inlay. However, ergonomics have been carefully considered, with everything falling nicely to reach across the wrap-around dash. It features wheel-mounted switches for infotainment and cruise, plus knobs for climate control, and the steering column is fully adjustable.

The standard Isri high-back air-suspended seat is fantastic and even the standard Sears passenger seat offers impressive comfort. The passenger seat can, of course, be upgraded to be the same Isri air-suspended option.

An interesting feature is that the rocker switches can all be customised, quickly swapped around or made to control a different function altogether, making the cabin incredibly customisable. A blanking plate to the left of the steering wheel can also be customised with further gauges, switches or a screen.

The transmission is controlled via the right-side stalk, which also controls engine brake functionality, while the left-side is used to control the indicators.

There is a digital dash option, offering a 300mm driver display and 245mm infotainment screen, but the truck we tested had good old-fashioned speedometer and tachometer, with a digital ‘command centre’ screen in between that provides essentials like gear selection, diagnostics and safety information.

It doesn’t feel as car-like as some European truck cabins, but the X Series interior offers a pleasant mix of spaciousness, ergonomics and premium fit and finish.

The safety technology in the X Series, dubbed ‘Detroit Assurance’, is a big step up over its predecessors.

Safety technology includes Active Brake Assist 5, lane departure warning, side-guard assist, tailgate warning, active speed intervention and automatic headlights and wipers.

It features adaptive cruise control, right down to walking pace (0km/h, actually), and it also has a brake-hold function once stopped that keeps the truck stopped if a driver’s foot slips off the pedal.

An airbag-equipped RollTek Gen 2 seat is optional, further enhancing in-cabin safety by deploying a side airbag in the event of a rollover.

Ultimately, the standard safety technology in the X Series is not ‘class leading’, compared to some European trucks it competes with, however it does make the range safer than a Western Star has ever been.

Our drive loop was short, shooting west out of Wacol, onto Aratula and back again. Carting nothing, with a truck that was yet to have a body fitted, the brief drive felt suitable and gave us a feel for just how refined the X Series trucks are.

For a truck that had no weight whatsoever up back, it was surprisingly comfortable on the not-so-great roads just outside of Aratula. It was also a bit of a rocket, being the 525hp state of tune, running around empty.

Visibility is great, with the sloping bonnet and huge windscreen giving us a wide view of what was going on. It’s an easy truck to manoeuvre and would really suit tight inner-city construction sites.

The three-stage Jacobs brake is strong, hardly needed with a bare chassis truck like this one but fun nonetheless. It matches the stout performance from the DD13, which handled hills without so much as a downshift for most of our run.

There were times when, had we been manually shifting, a lower gear would have been grabbed. However, the DT12 held its gear, lugging up and over steep hills. Spending time in B-double and tipper X Series combinations later in the day, it’s apparent the DD13 likes to lug regardless of the weight it’s pulling.

The result is a truck that doesn’t feel like it’s working all that hard, with torque everywhere we needed it. You only have to look at the performance curve to see why this engine feels so broad shouldered, making peak torque by 975rpm and not dropping off until after 1500rpm – flat as a tack.

This integrated engine and gearbox combination works seamlessly, with no hiccups or confused changes across our drive. It just works.

Steering and braking felt good, however it was a fairly straight run up the highway with little of either needed. The adaptive cruise worked well, even creeping along slowly at an off-ramp while we waited for traffic to clear. Having the truck do all the work, even at suburban speeds, is a godsend.

Safety systems are a tricky thing to assess, because unless you or another vehicle around you messes up, they seldom fire into action. The side guard assist, however, is quick to let you know when a car is sitting in your blind spot.

All in all, the 47X is a comfortable, easy-to-drive truck with immense versatility. This 8x4 is unlikely to be as popular as its 6x4 sibling, but if your application requires a twin-steer truck and you want a premium bonneted option, the 47X is a strong contender.

While we didn’t drive a 47X with the Cummins L9, the DD13 is a hard engine to fault and if the fuel claims are true, it ticks just about every box.

Specifications

Western Star 47X 8x4

Engine: 12.8-litre DD13 Gen 5
Power: 525hp @1675rpm
Torque: 1850lb-ft @ 975rpm
Emissions: EPA 2010 Emissions and upcoming ADR80/04
Transmission: Detroit DT12 12-speed AMT
GVM: 28.5 tonnes
GCM: 72.5 tonnes
Front suspension: 29,200 lb. capacity taper-leaf tandem front suspension
Rear Suspension: AirLiner 46,000 lb. capacity rear suspension
Rear axles: Meritor RT-46-160GP R-series rear axle
Axle ratio: 3.58
Fuel Capacity: 378 litres left-hand fuel tank (no right-hand tank on as-tested model)
AdBlue Capacity: 49 litres