Issue link: http://read.dmtmag.com/i/71813
TES T DRIVE In the new instrument cluster, designed for maximum legibility, switches' prox- imity to the driver is according to function. Controls for the fifth-wheel slider, air dump valve and so on are farthest away because they are used infrequently. Kenworth T680 test vehicle specs Frame: Kenworth steel, 10-5 ⁄8 by 5 ⁄16 inches Engine: Cummins ISX 15, 485 hp, 1,650 lb.-ft. torque Engine brake: Jacobs/Intebrake Transmission: Eaton Fuller FO16E313A-MHP Ultrashift Plus, 13-speed overdrive Wheelbase: 229 inches BBC: 125 inches Front axle: Dana Spicer E-13221 3.5-inch drop, 13,200 pounds Suspension: Kenworth AG130 air Front brakes: Bendix RSD air discs Rear axle: Dana Spicer DSP 41, 40,000 pounds Suspension: Kenworth AG400L, 40,000-pound air-ride Ratio: 3.42 to 1 Rear brakes: Bendix RSD air discs Wheels: Kenworth 7-spoke hub pilot, outside polished Fuel tanks: Dual 120-gallon, unpolished Fifth wheel: Holland FWAAL-17 Seats: Kenworth GT704 HiBack leather passenger on swivel CAB AND SLEEPER Everything has been done inside to make use of the additional cab width. The driving position faces a new instrument cluster where gauges that previously had migrated across the dash are now grouped within the arc of the steering wheel. "Based on our expandable cab data, we started with the 'driver's space,' creating the ideal position for the pedal package, the optimal seating position and steering wheel location," says Wally Peltola, Kenworth design director. "The air- assisted hydraulic clutch we designed requires only half the pressure of a traditional clutch, plus less travel, so it's very easy to engage. It allows a woman in the 5th percentile of size, as well as a male in the 95th percentile, to maintain easy clutch control. That is a major leap forward in accommodating drivers." 52 OVERDRIVE JULY 2012 The Driver Performance Center is a high-resolution, 5-inch display that shows current truck information, diagnostic data and pop-up alerts. It will also display recommendations to help improve vehicle performance. The proprietary seats are manufactured along with other interior modules by Magna. The seats' air suspension system automatically adjusts to driver weights. An adjustable shock provides a full range of seat comfort for driver preferences. An optional passenger 180-degree swivel seat allows the occupant to face into the sleeper. Combined with the rotating table, this creates an industry-leading work and living environment. In the totally redesigned sleeper, a unique passenger-side table can swivel back to the bunk. Its rugged work top has been designed to sustain a 450-pound load. Making Instead of using flat aluminum panels, bulkhead- style doors and composite panels for the more complex shapes, the T680 has highly tooled doors and door openings and complex curves in the sheet metal and base cab structure. the most of this table feature is a foot-operated swivel option for the passenger seat that brings the seat around to face the table. There it can be used as a pull-up chair for work, eating or other activities. For relaxing, the seat can be kicked back like a recliner. The cabinet stack that supports the table has a microwave space over the table, and a flat-screen mount on a swivel that means the TV can be seen from the turned passenger seat or swung back for ideal viewing from the bunk. On the other side of the truck is the refrigerator space that houses an optional slide-out, top-loading fridge and features a step for easy access to the optional upper bunk. ON THE ROAD My test drive in Kentucky went from Louisville to Elizabethtown and back. On the way out, I drove a daycab T680 with Paccar MX power; on the return, an impressive integrated cab/sleeper with Cummins ISX 15 with 485 hp. The most memorable thing about the cab is its extremely rigid-feeling construction. There is no booming amplification of road or mechanical noise as sometimes occurs with the