Test

I WAS AT THE LAUNCH OF THE NEW Kenworth T410 in early 2019, at a test track outside Melbourne, when the question was asked: Will there be an SAR version of the T410?

The answer from Brad May, Kenworth Australia marketing manager, was “maybe.” But, he insisted, “there are no current plans.”

Well, I guess it didn’t take long for plans to be put in place! Because here we are, just two years later, testing the first T410 SAR to go on the road in New Zealand – a 6x4 tractor unit, run by Southland-based Eden Haulage.

We meet the new Kenworth in Ettrick, Central Otago, where it’s being loaded with apples to be carted to Rangiora.

I take over the wheel from regular driver Aaron at the Cromwell end of the Clutha

Valley – ready for what should be a good test, taking the Kenworth over the Lindis Pass.

The T410 SAR is an impressive looking truck, even with it being one of the smallest in Kenworth’s heavy-duty range, the square bonnet giving it a traditional KW look.

Access into the cab is good, helped by the fact the cab floor is 75mm lower than its bigger brother T610. There’s also a wideopening door, two steps on the fuel tank that are inclined (so you’re not climbing a vertical face) and grabhandles on each side of the door.

Once inside the 2.1 metre-wide cab the spaciousness is noticeable in comparison with older Kenworths. Understandably, since the majority of the development on these newbreed KWs went into the cab.

The interior finish is a nice mix of traditional Kenworth woodgrain and a newerlook vinyl dash, traditional oldschool gauges and a touchscreen for hands-free phone, navigation and audio controls. It’s very user friendly.

I like that in these new cabs

Kenworth has purposely left the dash screws exposed so that it’s easy to get behind the dash if necessary.

The steering wheel has all, any driver will need on it with stereo controls on the left and cruise control on the right, and Kenworth has moved the engine

brake to the right-hand steering column stalk… which is great.

The dash display has all the necessities (ie tacho, speedo, oil and fuel gauges), plus the PACCAR digital information screen.

As I pull out onto the main road, the foot pedals feel well spaced, with plenty of room for your left foot when it’s not busy. The mirrors, mounted on the A-pillars, work well. Together with the bigger side windows they make for great rear vision.

I had thought that the squarer bonnet of the SAR would hamper forward vision, but it doesn’t – it has a nice slope to it.

As we head along the lake north of Cromwell in top gear the forward vision and road positioning is great, using the Kenworth bonnet badge to keep far enough left and the bug deflector to monitor our distance from the centre line. It does help that the roads are nice and smooth – giving us a pleasant ride and very little cab noise.

For the haul up the Lindis, I take the tight bend at the bottom (Dip Creek) at 34km/h in 6th Low, with 1300rpm on the tacho. On the steepest pinch I downshift into 5th Low, where the PACCAR MX engine settles at 1100rpm and 21km/h – hanging on well.

I do miss a clean shift on the way up – my fault, not the truck’s…although I do find the throttle quite touchy. I figure I just need more time to get used to it.

The Lindis Pass is now my new favourite drive route – helped by the performance of the 510hp MX 13-litre engine, a forgiving 18-speed Roadranger and an easy soft-pedal clutch.

Coming down the northern side of the Pass, the engine brake works well, holding us back with only minor touches of the service brake needed.

With the Lindis behind us it’s an easy, flat run, where I set the truck in cruise control at 90km/h and drift along nicely.

The truck’s ride and cab noise levels are super, and the steering is positive. So all too quickly we arrive at Omarama and my drive is done.

I’d love to do this drive over and over: It’s not so often that we get to test trucks these days with an 18-speed manual, so it’s a nice novelty for me.

This Eden Haulage T410 SAR is a credit to owner Phil Collinson: He has done a great job making this truck a standout on the roads.

Even better, it’s not hard to come to the conclusion that he has made the right choice with this truck: Even though it has only modest horsepower, it seems well-suited to coping with anything it will encounter in its Eden Haulage working life. T&D

Engine:

Capacity: 12.9 litres

Maximum power: 375kW (510hp) @ 1600rpm

Maximum torque: 2508Nm (1850 lb ft) @ 1000rpm

Engine revs: 1450rpm @ 90km/h in 8th High

Fuel capacity: 780 litres

Transmission: 18-speed Eaton

Fuller Roadranger RTLO-18918B manual

Ratios:

PACCAR MX-13

Low L – 14.40 1st low – 8.51 2nd low – 6.05 3rd low – 4.38 4th low – 3.20 5th low – 2.28 6th low – 1.62 7th low – 1.17 8th low – 0.86

Low H – 12.29 1st high – 7.26 2nd high – 5.16 3rd high – 3.74 4th high – 2.73 5th high – 1.94 6th high – 1.38 7th high – 1.00 8th high – 0.73

Front axles: MFS66-122, rated at 6600kg

Rear axles: Meritor RT46-160GP, together rated at 20,900kg

Auxiliary brakes: Three-stage exhaust and engine brake

Front suspension: Kenworth taper steel, shock absorbers, stabiliser bars

Rear suspension: Kenworth

Airglide 460 air suspension, shock absorbers, stabiliser bars

GVW: 26,500kg

GCM: 65,000kg