Kenworth Trucks Body & Equipment Mounting Guide

KENWORTH TRUCKS
BODY & EQUIPMENT

MOUNTING GUIDE
1
Body & Equipment Mounting Guide
Kenworth Trucks
Last revised: February 2009
Table of Contents
Contents Page No.
SAFETY ................................................................................................................................ 7
GENERAL ............................................................................................................................ 8
FRAME DON’TS................................................................................................................. 10
SAFETY FIRST .................................................................................................................. 12
BASIC CHASSIS DIMENSIONS........................................................................................ 13
CHASSIS FRAME .............................................................................................................. 45
GENERAL COMMENTS .................................................................................................... 47
VEHICLE IDENTIFICATION .............................................................................................. 49
LEGAL REQUIREMENTS.................................................................................................. 50
AUSTRALIAN DESIGN RULES (Third Edition) .............................................................. 51
INSTALLATION OF CHASSIS MOUNTED EQUIPMENT ................................................ 53
General Points .............................................................................................................. 53
Critical Clearances........................................................................................................ 53
Chassis Side Members................................................................................................. 54
Frame Drilling................................................................................................................ 54
Frame Welding.............................................................................................................. 55
Body Mounting Methods ............................................................................................... 56
Weight Distribution........................................................................................................ 56
Lateral stability (dynamic) ............................................................................................. 56
Long Term Storage of Chassis..................................................................................... 57
Body Structures ............................................................................................................ 58
Semi-trailer Coupling .................................................................................................... 58
MOUNTING SYSTEMS ...................................................................................................... 59
Type ‘A’ - Flat Plate ...................................................................................................... 59
Type 'C' - Vertically Flexible.......................................................................................... 61
BODY ANGLES ............................................................................................................ 62
CUSHIONING MATERIAL............................................................................................ 63
MOUNTING BRACKET LAYOUT...................................................................................... 64
FLATBED PLATFORM / DROPSIDE. .......................................................................... 64
TIPPER. ........................................................................................................................ 65
TAUTLINER. ................................................................................................................. 66
SPECIALIST BODY EQUIPMENT..................................................................................... 67
RIGID TIPPER. ............................................................................................................. 67
CRANES. ...................................................................................................................... 68
TANKS. ......................................................................................................................... 69
TILT TRAYS.................................................................................................................. 71
BEAVER TAIL TRAY. ................................................................................................... 72
CONCRETE AGITATOR .............................................................................................. 73
CRANE TRUCKS ......................................................................................................... 74
LAYOUT OF BOLTS .......................................................................................................... 75
FRAME FASTENERS ........................................................................................................ 77
BODY/STRUCTURE WITH SUB-FRAME ......................................................................... 79
SUB-FRAMES .................................................................................................................... 81
FIFTH WHEEL MOUNTING ............................................................................................... 84
DRAWBAR CROSS MEMBER .......................................................................................... 89
TYRE CLEARANCE........................................................................................................... 91
POWER TAKE-OFFS......................................................................................................... 93
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Kenworth Trucks
WHEELBASE ALTERATIONS.......................................................................................... 95
FRAME RAIL CUTOUTS................................................................................................... 97
VEHICLE MODIFICATIONS .............................................................................................. 99
Engine Replacement ....................................................................................................... 99
Transmission Replacement............................................................................................. 99
Steer Axle Replacement................................................................................................ 100
Rear Drive Axle(s) Replacement................................................................................... 101
Wheel/Rim Replacement............................................................................................... 101
Inlet and Exhaust Modifications..................................................................................... 102
Tyre Replacement ......................................................................................................... 102
Suspension Replacement ............................................................................................. 103
Seat Replacement ......................................................................................................... 103
KENWORTH WEIGHT DISTRIBUTION CHECKS.......................................................... 104
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Kenworth Trucks
Table of Figures
Figures Page No.
Figure 1. Frame Section. ..................................................................................................... 8

Figure 2. DO NOT DRILL FLANGES ................................................................................ 10
Figure 3. K104 6 x 4 .......................................................................................................... 15
Figure 4. K104 8 x 4 .......................................................................................................... 16
Figure 5. K108 6x4............................................................................................................. 17
Figure 6. K108 8x4............................................................................................................. 18
Figure 7. C500 6x4 ............................................................................................................ 19
Figure 8. C501 6x4 ............................................................................................................ 20
Figure 9. C508 6x4 ............................................................................................................ 21
Figure 10. C510 6x4 .......................................................................................................... 22
Figure 11. T604 6x4........................................................................................................... 23
Figure 12. T608 6x4........................................................................................................... 24
Figure 13. T650 6x4........................................................................................................... 25
Figure 14. T658 6x4........................................................................................................... 26
Figure 15. T904 6x4........................................................................................................... 27
Figure 16. T908 6x4........................................................................................................... 28
Figure 17. T950 6x4........................................................................................................... 29
Figure 18. T404 6x4........................................................................................................... 30
Figure 19. T404S 6x4 ........................................................................................................ 31
Figure 20. T404SAR 6x4 ................................................................................................... 33
Figure 21. T408 6x4........................................................................................................... 34
Figure 22. T408 8x4........................................................................................................... 35
Figure 23. T408SAR 6x4 ................................................................................................... 36
Figure 24. T401 6x4........................................................................................................... 37
Figure 25. T300 6x4........................................................................................................... 39
Figure 26. T350 6x4........................................................................................................... 40
Figure 27. T358 6x4........................................................................................................... 41
Figure 28. T358 8x4........................................................................................................... 42
Figure 29. T388 6x4........................................................................................................... 43
Figure 30. Typical Chassis Layout .................................................................................... 44
Figure 31. Chassis Frame Rails and Attachments ............................................................ 45
Figure 32. Kenworth Tyre Placard and Vehicle Plates...................................................... 49
Figure 33. Cab to Body Minimum Clearance .................................................................... 53
Figure 34. Hole Drilling Dimensions .................................................................................. 54
Figure 35. Double Oscillating Fifth Wheel ......................................................................... 58
Figure 36. Typical 'A' Flat Plate Attachment, to suit Kenworth standard hole pitch .......... 59
Figure 37. Typical Type 'B' Vertical Link Bolt Attachment, to suit Kenworth standard hole
pitch............................................................................................................................... 60
Figure 38. Typical type 'C' Flexible Attachment, to suit Kenworth standard hole pitch..... 61
Figure 39. Body Angles ..................................................................................................... 62
Figure 40. Improper frame Fixtures ................................................................................... 63
Figure 41. Flatbed Platform ............................................................................................... 64
Figure 42. Mounting Bracket Layout - Tipper .................................................................... 65
Figure 43. Mounting Bracket Layout - Tautliner ................................................................ 66
Figure 44. Rear Tipper....................................................................................................... 67
Figure 45. Truck Mounted crane ....................................................................................... 68
Figure 46. 3-Point Body Mount.......................................................................................... 69
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Kenworth Trucks
Figure 47. 4-Point Body Mount.......................................................................................... 69
Figure 48. Front, 3-Point Mount ........................................................................................ 70
Figure 49. Rigid Rear Mount ............................................................................................. 70
Figure 50. Tilt Tray ............................................................................................................ 71
Figure 51. Beaver Tail Tray............................................................................................... 72
Figure 52. Agitator Front Mount ........................................................................................ 73
Figure 53. Correct frame bolt Installation ........................................................................... 75
Figure 54. Bolt Hole Location Scribe Marks...................................................................... 75
Figure 55. Scribe Mark Damage to Frame........................................................................ 75
Figure 56. Kenworth Standard Chassis Hole Drill Pattern ................................................ 76
Figure 57. Location of Applied Load through Sub-Frame ................................................. 79
Figure 58. Forward Sub-Frame End Taper ....................................................................... 81
Figure 59. Sub-Frame ....................................................................................................... 82
Figure 60. Sub-Frame with Cross-Braces......................................................................... 82
Figure 61. Change of Sub-Frame Section ........................................................................ 83
Figure 62. Typical Fifth Wheel Mounting........................................................................... 85
Figure 63. Double OScillating Fifth Wheel ........................................................................ 85
Figure 64. D-Rating, Single Trailer Prime Mover .............................................................. 86
Figure 65. D-Rating, B-Double Prime Mover .................................................................... 87
Figure 66. Typical Fifth Wheel Angle Mounting ................................................................ 88
Figure 67. D-Rating, Rigid Truck and Single Trailer ......................................................... 89
Figure 68. Wheel Clearance.............................................................................................. 91
Figure 69. PTO Isolating Mounts....................................................................................... 94
Figure 70. Driveline Components...................................................................................... 96
Figure 71. Centre of Gravity Requirement for Vehicle .................................................... 104
Figure 72. Centre of Gravity Location (point load) .......................................................... 105
Figure 73. Centre of Gravity Locations (multiple loads).................................................. 105
Note: The information contained in this guide is subject to change without prior notification.
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Kenworth Trucks
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Kenworth Trucks
OVERVIEW
This section is an expansion of the Body & Equipment Mounting Guide that is issued to all
salespersons as part of the Data Book. The guide has been produced to assist body
builders mount bodywork and equipment to Kenworth truck chassis. The functional
requirements apply to all truck chassis, however some of the unique design features of
Kenworth Trucks will require differences in specific design areas.
The Guide is not a Maintenance Manual, nor an Operation Manual, nor a

Modification Authorisation.
It is important to note that the requirements of the ADR's and Kenworth Trucks’
modification guidelines take precedence over any Code of Practice. Any modifications
must comply with Kenworth Trucks recommendations and that the ADR compliance of the
vehicle as originally manufactured by Kenworth Trucks, or a Secondary Manufacturer, is
not invalidated.
Vehicle Standards Bulletin No.6, (Part A, Section A, 4.4) stipulates that the
"requirements of the ADR’s and original manufacture's modification guidelines
shall take precedence". This manual is intended to detail those aspects of the vehicle
design where Kenworth requirements differ.
Under no circumstances is a vehicle to be rated higher than its original rating without
written approval from Kenworth trucks. To acquire written approval the particular vehicle
must be taken to an approved Kenworth dealership for verification of the modifications.
Under some circumstances the original vehicle rating may be reassessed, in which case
an original ratings letter can be issued stipulating the trucks new rating. In this case a
Kenworth dealer is not required to examine the vehicle.
SAFETY
The safety of vehicle operators and mechanics must always be considered before working
on/with a commercial vehicle.
Any potential risks of specific processes should be considered and all addressed as part
of the normal Occupational Health and Safety regime.
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Kenworth Trucks
GENERAL
The Kenworth truck chassis design follows the usual practise for heavy commercial
vehicle chassis frames to be a 'ladder` formed from channel section steel, with two main
longitudinal rails extending the full length of the vehicle, and bracing crossmembers.
These main rails consist of a vertical web, or side member, with top and bottom flanges
Figure 1.
Figure 1. Frame Section.
The flanges support the downward weight of the body; for this reason drilling through the
flanges is not approved. The web supports the flanges and increases the lateral and
torsional stiffness of the member.
Chassis frames are designed to allow a certain amount of flexibility, and thus body
structures must be designed and built accordingly.
Localised resistance to flexing of the chassis frame can be achieved by adding inserts or
outserts (flitch plates) which have the effect of strengthening and stiffening the frame. This
reinforcement is generally required around points where maximum stresses (shear force)
occur, such as the mounting points for tipper bodies.
Bodywork can be designed either to flex with the chassis or to remain as a semi-rigid
structure whilst allowing the frame to flex independently. Where the body is allowed to flex
with the chassis, it is possible to mount the longitudinal body subframe members directly
to the top of the side rails. Further, the ends of the subframe should be tapered to avoid
stress concentration where a sudden change in stiffness is present. Mounting the body
directly onto the top flanges of the chassis will also produce poor durability, as the flanges
have no vertical strength, other than that of the material section.
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Kenworth Trucks
A much more satisfactory method of body mounting to the chassis frame is by using
brackets attached to the web of the frame, thus placing the downward thrust of the body
weight through them. If the body is raised significantly above the chassis rails then, as well
as fitting packers, fore and aft bracing must be added to prevent the sub-frame from
lozenging under braking or acceleration.
The method of mounting bodies described previously is only suited to situations where a
degree of flexibility in both chassis and body is acceptable.
There are a number of body designs where body rigidity is of prime importance, tanker
bodies being an obvious case. Tank bodies should not leak, and thus must be designed
as an integral structure unaffected by any flexibilities in the chassis. It is common practise,
in budding tanker bodies; to utilise resilient mounting brackets combined with a
transversely mounted trunnion assembly to support the front of the tank. The trunnion
bracket will itself be mounted to the chassis through resilient mountings. There will usually
be two or four side mountings, depending on tank length, in addition to the trunnion
mounting, and these can be attached to the chassis at suitable positions relative to the
tank design. Frequently, however, it will be necessary to design special chassis mounting
brackets, and these should be of adequate proportions to allow a top flange to locate on
the top flange of the chassis and extend vertically down the web of the chassis rail far
enough to permit two parallel rows of attaching fasteners.
Tipping bodies present a slightly different problem, in that a torsionally rigid body structure
must be mounted in such a way as to cater for the stresses imposed during tipping, as
well as the normal distribution of load into the chassis rails whilst the body is lowered. To
minimise any bending moment being transmitted to the chassis rails, the rear pivot mount
brackets should be located as near to, or incorporated in, the rearmost suspension
brackets. Forward support brackets are required around the hoist location, plus support
brackets forwards of the suspension to prevent the body sagging. In addition, lateral
location will be required to ensure that the body locates squarely on the chassis frame
when lowered.
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Kenworth Trucks
FRAME DON’TS
Before attempting any work involving the frame rails, read the following list of items NOT
to do:
1. Do not attach any parts to frame rails by welding.
2. Do not drill holes on web close to flanges. Minimum distance from hole centre is
60mm from outer edge of flange.
3. Do not drill holes in flanges of frame rails.
Figure 2. DO NOT DRILL FLANGES
4. Do not drill closely spaced holes in the web of the frame, hole centres of two adjacent
holes should be spaced at least three times the distance apart of the largest diameter
hole. Closer spacing than this could induce a failure between the holes.
5. Do not use chains or cables wrapped around the frame rails for hoisting or
straightening unless protective material is used next to the frame rails, see LIFTING
below.
6. Do not leave scribe marks on frame rails. Scribe marks removed by drilling are
acceptable.
7. Do not use bolts or screws that have their threaded portion against the side of the hole
in the frame.
8. Do not plug weld unused bolt holes. The heat effects of welding generally reduce rail
strength by more than the drill hole would.
NOTE: If in doubt about any frame repair procedure, contact Kenworth Trucks, Customer
Service instructions. Kenworth Trucks does not approve straightening of
damaged frame rails. Damaged or distorted frame rails must be replaced.
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Kenworth Trucks
Lifting
When using a chain, cable or jacks to raise the frame, use a cushioning material next to
the frame to protect it from being scratched.
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Kenworth Trucks
SAFETY FIRST
Safety must always be considered before working on a commercial vehicle. The potential
risks should be considered and suitable precautions taken.
It is important that personnel working on the vehicle are familiar with operating instructions
and workshop procedures. Vehicle Workshop and Operating Manuals are available
through each Kenworth Dealership, or from Technical Publications Department, Kenworth
Trucks, Bayswater, Victoria.
The following points are general guidelines only and not intended to be all-inclusive.
 Never work under a vehicle supported solely on jacks. Always use chassis stands and
make sure that they are resting on a firm, flat surface.
 Particular care should be taken on vehicles with air suspension, as the chassis is liable
to settle as the bag pressure decreases. This could happen very suddenly, especially
if the parking brake is released when there is no pressure in the air bags.
 Never work under an unsupported body. Always fit a suitable stay, or stays, between
body and chassis in addition to using the normal locking devices.
 On Cab-Over-Engine models, always fully tilt the cab and never work under a partially
tilted cab.
 Always use wheel chocks to prevent the vehicle rolling if the brakes have to be
released.
 The vehicle should always be left out of gear.
 It is advisable always to disconnect the vehicle batteries as this acts as a precaution

against inadvertent starting and reduce the risk of electrical fires. It also prevents
accidental flattening of the batteries or damage to the ECM.
 Fitment of “Vehicle out of operation” tags is highly recommended.
Above all, do not jeopardise your own or others' safety or the operational safety of the
vehicle.
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Kenworth Trucks
BASIC CHASSIS DIMENSIONS
Kenworth Trucks offers a range of truck chassis models, as well as a diverse variety of
options on each model. These specifications change continuously, making the specific
Vehicle Identification Number (V.I.N.) the best “model identifier”.
NOTE: The configurations shown on the following pages are "Base Model' specifications.
Individual trucks will vary in dimensions and/or carrying capacity and/or tare
weights according to the specific features of that vehicle. Ensure that specific
details for each configuration under consideration are correct as the variations can
have significant effects on suitability.
The models listed are either current at the date of publication of this guide and/or recent
production models:
K104 6x4 (Single steer)

K104 8x4 (Twin steer)
K108 6x4 (Single steer)
K108 8x4 (Twin steer)
C500
C501
C508
C510
T604
T608
T650
T658
T904
T908
T950
T401
T404
T404S
T404SAR
T408 (Single steer)
T408 (Twin steer)
T408SAR
T300
T350
T358 (Single steer)
T358 (Twin steer)
T388
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Kenworth Trucks
USA built Kenworth trucks will vary in many details to Australian designed and
manufactured Kenworth Trucks. As a result, the different structural and/or performance
capabilities of imported vehicles designed for different regulatory requirements will
probably require quite extensive ADR certification rework.
The chassis layout drawing (Figure 31. Chassis Frame Rails and Attachments30) is typical of a
chassis ladder layout, in this example a K104 6x4. Chassis components and their
positions can, and will, vary according to the specific components of individual trucks, and
also to the needs of the customer.
Contact Application Engineering at Kenworth Trucks, Bayswater for specific chassis

requirements.
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Kenworth Trucks
Figure 3. K104 6 x 4
Single steer
Wheelbase: Optional (3900 to 5440mm)
Front Overhang (Bumper): 922mm

Front Overhang (Non-aero Bullbar): 1172mm
Rear Overhang: 1400mm Nominal
Rear Axle Spacing; 1321mm (1422mm optional with some suspensions)
Cab Height (Top flange to roof): 1990mm

Frame Height, Unladen: 1050mm* Frame Height, Laden: 1010mm*
* Varies with front and rear suspensions and axles
Cab Width (Excluding Mirrors, Lights and Grab Handles): 2410mm
Cab Size 2.3m 1.7m 2.9m

Front Axle to Back of Cab: 1360mm 710mm 1970mm
Front Axle to back of Air Cleaner: 1850mm 1420mm 2320mm
Frame Width, across faces: 864mm
Nominal Gross Vehicle Mass 23,000kg

Nominal Gross Combination Mass: 45,000kg
Chassis Tare: 7990 kg +/- 2% (Front: 4870kg; Rear: 3120kg)
Note: GVM, GCM, Tare weights and dimensions may vary according to individual
vehicle specifications. Specifications, weights and ratings may vary over
time; refer to specific chassis data before executing any changes.
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Kenworth Trucks
Figure 4. K104 8 x 4
Twin steer

Front Axle Spacing: 1880mm



16
Kenworth Trucks
Figure 5. K108 6x4
Single steer

Rear Axle Spacing; 1321mm
1422mm optional



Chassis Tare: 8490kg +/- 2% (Front: 5120kg; Rear: 3370kg)
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Kenworth Trucks
Figure 6. K108 8x4
Twin steer

measured from centre of steer group to centre of drive group

Front axle spacing: 1884mm
1422mm optional


First Axle to Back of Cab: 1360mm 710mm 1860mm
First Axle to back of Air Cleaner: 1850mm 1420mm 2240mm

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Kenworth Trucks
Figure 7. C500 6x4



Sleeper Width (Excluding Mirrors, Lights and Grab Handles): 2450mm
Front Axle to Back of Cab: 2200mm

Front Axle to back of 915mm sleeper: 3200mm
Front Axle to back of 1270mm sleeper 3550mm

19
Kenworth Trucks
Figure 8. C501 6x4





20
Kenworth Trucks
Figure 9. C508 6x4





21
Kenworth Trucks
Figure 10. C510 6x4





22
Kenworth Trucks
Figure 11. T604 6x4




Front Axle to back of 28” IT sleeper: 2470mm
Front Axle to back of 36” flat back sleeper 2880mm
Front Axle to back of 50” flat back sleeper: 3150mm
Front Axle to back of 915mm sleeper box: 2880mm

23
Kenworth Trucks
Figure 12. T608 6x4




Front Axle to back of 36” flat back sleeper 2855mm

24
Kenworth Trucks
Figure 13. T650 6x4





25
Kenworth Trucks
Figure 14. T658 6x4





26
Kenworth Trucks
Figure 15. T904 6x4





27
Kenworth Trucks
Figure 16. T908 6x4





28
Kenworth Trucks
Figure 17. T950 6x4





29
Kenworth Trucks
Figure 18. T404 6x4




Front Axle to back of 36” rec. back sleeper: 2740mm

30
Kenworth Trucks
Figure 19. T404S 6x4
Aerodynamic
Traditional




31
Kenworth Trucks

Note: GVM, GCM, Tare weights and dimensions may vary according to individual vehicle
specifications. Specifications, weights and ratings may vary over time; refer to specific
chassis data before executing any changes.
32
Kenworth Trucks
Figure 20. T404SAR 6x4

1422mm optional




33
Kenworth Trucks
Figure 21. T408 6x4




Front Axle to back of IT integrated sleeper: 2195mm
Front Axle to back of 36” rec. back integrated sleeper: 2565mm
Front Axle to back of 36” flat back integrated sleeper: 2705mm
Front Axle to back of Aero-50” integrated sleeper: 2965mm

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Kenworth Trucks
Figure 22. T408 8x4
Wheelbase: Optional (4400 to 6000mm),

Front Overhang (Bumper) to first axle: 1210mm

Bumper to front axle group centreline: 270mm


First Axle to Back of Cab: 1705mm

First Axle to back of IT integrated sleeper: 2195mm
First Axle to back of 36” rec. back integrated sleeper: 2565mm
First Axle to back of 36” flat back integrated sleeper: 2705mm
First Axle to back of Aero-50” integrated sleeper: 2965mm

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Kenworth Trucks
Figure 23. T408SAR 6x4

1422mm optional
Cab Height (Top flange to roof): 18245m



Front Axle to back of IT integrated sleeper: 2585mm
Front Axle to back of 36” rec. back integrated sleeper: 2855mm
Front Axle to back of 36” flat back integrated sleeper: 2995mm
Front Axle to back of Aero-50” integrated sleeper: 3255mm

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Kenworth Trucks
Figure 24. T401 6x4
Aerodynamic
Traditional




37
Kenworth Trucks

38
Kenworth Trucks
Figure 25. T300 6x4



39
Kenworth Trucks
Figure 26. T350 6x4



** T350A is a specific derivative intended for concrete agitator use. Some details differ.
40
Kenworth Trucks
Figure 27. T358 6x4



41
Kenworth Trucks
Figure 28. T358 8x4

Front Overhang to first axle (Bumper): 970mm

Bumper to front axle group centreline: 1910mm

First Axle to Back of Cab: 1725mm

Front Axle Centreline to Back of Cab: 785mm

42
Kenworth Trucks
Figure 29. T388 6x4



43
Kenworth Trucks
Figure 30. Typical Chassis Layout
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Kenworth Trucks
CHASSIS FRAME
Figure 31. Chassis Frame Rails and Attachments
Kenworth chassis frames are built using a ladder design in which frame members are
bolted together at 90o angles. The ladder design and bolted free-fit gusset construction
allow Kenworth frames to flex and resist bending under heavy loads and rough terrain.
It is essential that the installation of equipment and/or the modification of the chassis
arrangement does not alter the load capacity or torsional rigidity of the chassis ladder.
Changing material specifications, component section and or profile as well as extending

flange cut-outs can significantly degrade the capacity of a chassis ladder in static and
dynamic performance modes.
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Kenworth Trucks
Description of Chassis Ladder
Crossmembers are usually aluminium, with some steel crossmembers used in high lateral
stress areas.
Chassis gussets are usually aluminium, with the exception of some suspension
crossmember gussets that are steel.
Chassis frame rails are 1027 modified heat-treated steel channel, 834 MPa ultimate
strength, 758 MPa yield strength.
Section Modulus Bending Moment Weight

/rail /rail /pair
(mm3) (Nm) (kg/mm)
Steel Rail:
270mm x 88mm x 7.9mm 242500 184000 0.052
270mm x 89mm x 8mm 242500 184000 0.05
273mm x 89mm x 9.5mm 311300 230000 0.063
295mm x 98mm x 10mm 346500 263000 0.07
Steel Rail with Inserts:

270x88x7.9mm + 251x79x6mm insert 406800 308000 0.089
273x89x10mm + 251x73x6mm insert 475650 354000 0.1
273x89x9.5mm + 251x79x6mm insert 477650 354000 0.100
Rail Inserts:
240mm x 75mm x 6mm 150700 114000 0.04
251mm x 73mm x 6mm 164300 124000 0.04
251mm x 79mm x 6mm 168000 127000 0.037
Note: Minimum Factor of Safety used for frame rail stress calculation is 5 (heat treated
steel rails), unless specifically approved by Kenworth Trucks
Frame width: 864mm (across outside face of frame webs)
Rear track: 1840mm (Dual tyres on 8.25x22.5 demountable rims;

Axles for normal legal highway use)
Width over rear tyres: 2450mm (Dual 11R22.5 tyres on 8.25x22.5 demountable rims;
Axles for normal legal highway use)
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Kenworth Trucks
GENERAL COMMENTS
The installation of chassis mounted equipment may be completed by companies and the
types of equipment mounted varies from the simple to the highly sophisticated.
it is most important that all Dealers ensure that, whatever is to be installed and whoever is
to install it, certain basic requirements are met.
The basic requirements contained here must always be referred to the parties performing
the installation.
Kenworth Trucks will accept no responsibility for any installation, design or workmanship
performed by other parties. The company that builds/mounts the body on to the chassis is
responsible for ensuring that the body conforms to the requirements made upon it, and
does not adversely affect the chassis structurally or in dynamic performance.
Failure to mount the body and/or other equipment according to Kenworth

recommendations may void truck warranty.
The installation of under-run guards, rear mudguards and clearance lights, where legally
required, is the responsibility of the body builder.
It is in the interest of all parties that consideration be given to access and serviceability
when installing the vehicle body. The following points should be noted:
 The cab tilt pump for K104 can be supplied with an excess length of hydraulic pipe to
facilitate repositioning, if requested on the order. If repositioned, the pump should be
solidly mounted and be easy and safe to operate. It is important to reposition the
warning label (Kenworth Part No. K281-2278) at the same time.
 Sufficient clearance should be allowed for access to fuel filler, battery carrier and
battery isolation switch (if fitted).
 Access to the air tank drain valves should not be obstructed. Extended drain valve pull
cables are standard.
NOTE: As Kenworth trucks are custom engineered, much of the chassis layout and
component positioning may be specified to suit individual body builder
requirements.
If this service is required, contact Kenworth Application Engineering at the time the
order is placed and arrange liaison with the Body Builder.
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Kenworth Trucks
Operational Reliability
The installer of chassis mounted equipment must ensure that:
a) Functional performance and freedom of movement of all movable chassis components

(e.g. axles, springs, tail shaft, steering, brake actuators, gearshift selectors, etc.) are
not impeded by the installed equipment;
b) Operational reliability, roadworthiness and legal compliance are not affected by the
installed equipment;
c) Full free movement of tilt cabs is not impeded by the installed equipment;
d) Driving, handling, steering and braking characteristics of the vehicle do not change
after the chassis mounted equipment is installed.
Cooling System
Keep the radiator air inlet clear to ensure maximum airflow.

Do not obstruct any of the grille area in front of the radiators.
If the operating temperatures of the completed vehicle, with chassis mounted equipment,
exceeds Kenworth design limits, additional cooling capacity (e.g. auxiliary coolers) will
have to be fitted. This may occur if equipment blocks air flow or adds additional thermal
load to the standard truck cooling system.
Accessibility of Maintenance Points
Inspection points, oil fill, lubrication points, etc. must be accessible. It should, where
practical, be possible to remove components such as engine, transmission, axles, etc. for
overhaul without removing the chassis mounted equipment.
Information on the maintenance points can be found in the Driver's Handbook and
Maintenance Manual for each Kenworth truck.
Maintenance access hatches should be provided where necessary.
The battery box must be provided with adequate ventilation. An external battery box, for
ease of access, is preferred.
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Kenworth Trucks
VEHICLE IDENTIFICATION
The Vehicle Identification Number (V.I.N.) is stamped on the top face of the right-hand
frame rail underneath the cab. For early trucks, only the chassis number was used.
Care should be taken with the mounting of body and/or equipment not to cover the V.I.N.
The Kenworth chassis identification plate is part of the tyre placard, fitted within the
passenger compartment. Figure 32. Kenworth Tyre Placard and Vehicle Plates32 show a typical
examples.
It is essential to quote the vehicle chassis number in any communications. The

Kenworth chassis number forms the last six digits of the Vehicle Identification Number
(V.I.N.). E.g. VIN 6F50000001A422025 is for chassis 422025.
2004
From 2005
Figure 32. Kenworth Tyre Placard and Vehicle Plates

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Kenworth Trucks
LEGAL REQUIREMENTS
Kenworth trucks are built to conform to the applicable Australian Design Rules at date of
original vehicle manufacture. It is the responsibility of the body builder to ensure that the
completed vehicle continues to conform to legal requirements. Typical areas include body
weight distribution and rear overhang, rear tail light position, side reflectors and provision
for suitable rear under-run guards and spray suppression where required.
Australian State and Territory regulations currently call up the ADRs as a means of
controlling the manufacture of vehicles, but not their use. Additional Federal, State and
Territory laws cover the usage of vehicles, and it is the responsibility of vehicle owners
and operators to ensure that the vehicle complies with all legal requirements of the
intended service. For the purposes of the Motor Vehicle Act (1989) ADR compliance of a
Kenworth cab/chassis is defined as for a “complete vehicle”.
New Zealand regulations accept ADR’s as a suitable standard, for most purposes.
Braking (ADR35), Road Speed Limiting (ADR65), Motor Vehicle Noise (ADR28) are the
key areas where New Zealand may allow differing standards.
Any modifications to, or addition of, equipment which requires Australian Design Rule
approval will require the body builder to obtain and attach a suitable ADR
compliance plate to the completed truck.
In the case of vehicles to operate under Dangerous Goods legislation (Australian

Standard AS2809), it is the responsibility of the body/tank installer to obtain the necessary
approvals.
The position of the body on the chassis will dictate the vehicle axle loadings. Under no
circumstances should the maximum legal axle loads be exceeded.
These limits are clearly marked on the vehicle identification plate located in the passenger
compartment. The legal axle loads are based on the Australian National road regulations
at the date of manufacture. Variations via state/territory permit schemes may allow higher
axle loads than these, but the vehicle is only approved at the higher weights if the
individual axle loads do not then exceed the manufacturer’s ratings and the total GVM
does not exceed the plated GVM.
The following ADR's generally apply to Kenworth trucks (As of 1 January 2009):
1/00; 2/01; 4/04; 5/05; 6/00; 8/01; 13/00; 14/02; 18/03; 35/02; 42/04; 43/04; 45/01; 46/00;
47/00; 48/00; 49/00; 50/00; 51/00; 61/02; 62/02; 64/00; 65/00; 74/00; 76/00; 80/02; 83/00.
Refer following pages for more details.
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Kenworth Trucks
AUSTRALIAN DESIGN RULES (Third Edition)
As at 1 January 2009
ADR No. Description Comments
1/00 Reversing Lamps

2/01 Side Door Latches and Hinges
3/03 Seat Anchorages N/A
4/04 Seat Belts
5/05 Anchorages for Seat Belts
6/00 Direction Indicator Lamps
8/01 Safety Glazing Material
10/01 Steering Column N/A
11/00 Internal Sun Visors N/A
13/00 Installation of Lighting and Light Signalling Devices
14/02 Rear Vision Mirrors
18/03 Instrumentation
19/02 Installation of Lighting and Light Signalling Devices
(Motor Cycles) N/A
21/00 Instrument Panel N/A
22/00 Head Restraints N/A
23/01 Passenger Car Tyres N/A
24/02 Tyre and Rim Selection Repealed
25/02 Anti-Theft Lock N/A
28/01 External Noise of Motor Vehicles Refer ADR83
29/00 Side Door Strength N/A
30/01 Diesel Engine Exhaust Smoke Emissions Repealed
31/01 Hydraulic Brake Systems for Passenger Cars N/A
33/00 Brake Systems for Motor Cycles and Mopeds N/A
34/01 Child Restraint Anchorages N/A
35/02 Commercial Vehicle Brake Systems
36/00 Exhaust Emission Control for Heavy Vehicles Refer ADR80
37/01 Exhaust Emission Control for Light Vehicles Refer ADR79
38/03 Trailer Brake Systems N/A
39/00 External Noise of Motor Cycles Refer ADR83
41/00 Mandatory Operation on Unleaded Petrol repealed
42/04 General Safety Requirements
43/04 Vehicle Configuration and Dimensions
44/02 Special Purpose Vehicle Requirements N/A
45/01 Headlamps
46/00 Reflex Reflectors
47/00 Rear Registration Plate
48/00 Devices for Illumination of Rear Registration Plate
49/00 Front and Position (Side) Lamps, Stop Lamps and
End-Outline Markers Lamps
50/00 Front Fog Lamps
51/00 Filament Globes
52/00 Rear Fog lamps N/A
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Kenworth Trucks
53/00 Position lamps, Stops Lamps (Motor Cycles) N/A
54/00 Passing Beam Headlamps for Mopeds N/A
55/00 Headlamps (Motor Cycles, not Mopeds) N/A
56/00 Moped Noise N/A
57/00 Special Requirements for Motor Cycles N/A
58/00 Requirements for Omnibuses N/A
59/00 Omnibus Roll-over Strength N/A
60/00 Centre High-Mounted Stop Lamp N/A
61/02 Vehicle Marking
62/02 Mechanical Connections between Vehicles
63/00 Trailers designed for use in Road Trains N/A
64/00 Heavy Goods Vehicles Designed for use in Road Train
and B-Doubles
65/00 Maximum Road Speed Limiting for Heavy Goods Vehicles
and Heavy Omnibuses
66/00 Seat Strength, Seat Anchorage Strength and Padding
in Omnibuses N/A
67/00 Installation of Lighting & Light Signalling Devices on
Three Wheel Vehicles N/A
68/00 Occupant Protection in Buses N/A
69/00 Full Frontal Impact Occupant Protection N/A
70/00 Exhaust Emission Control for Diesel Engined Vehicles Refer ADR 79/80
71/00 Temporary-Use Spare Tyres Repealed
72/00 Dynamic Side Impact Occupant Protection N/A
73/00 Offset Frontal Impact Protection N/A
74/00 Side Marker Lamps
75/00 Headlamp Cleaners
76/00 Daytime Running Lamps
77/00 Gas Discharge Headlamps
78/00 Gas Discharge Light Sources
79/02 Emission Control for Light Vehicles N/A
80/02 Emission Control for Heavy Vehicles
81/00 Fuel Consumption Labelling for Light Vehicles N/A
82/00 Engine Immobilizers N/A
83/00 External Noise
N/A - Not Applicable to NC vehicles (Heavy duty trucks)
from - Applies to all new vehicles completed manufacture from 1st of that
month.
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Kenworth Trucks
INSTALLATION OF CHASSIS MOUNTED EQUIPMENT
General Points
It is essential that the chassis be level before the body is fitted. If the vehicle is standing
on an uneven surface, it should be levelled and rigidly supported. Do not work on a
vehicle solely supported on jacks.
Critical Clearances
Rear Wheels and Body
CAUTION: Insufficient clearance between rear tyres and body structure could cause
damage to the body during suspension movement. To prevent this, mount
the body so that the minimum clearance between the top of the tyre and the
bottom of the body is 200mm. This should be measured with the body
empty.
Cab and Body
CAUTION: Maintain adequate clearance between back of cab and the front (leading
edge) of mounted body, Figure 33. Cab to Body Minimum Clearance3. 100mm is
the minimum recommended clearance to cab/sleeper structure or
intake/exhaust systems for fridge vans, pantechs, etc. (Specific body
arrangements may require more clearance) This allows for some relative
movement due to normal frame flex.
Figure 33. Cab to Body Minimum Clearance
NOTE: Be sure to provide maintenance access to battery box and fuel tank filler.
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Kenworth Trucks
Chassis Side Members
The flanges of the chassis may be highly stressed and therefore additional holes and/or
cutouts, regardless of size, shape or position should never be added to these areas, as
this could introduce stress concentration and ultimately fracture. All attachments must be
fastened to the web of the chassis Figure 1. Flame-cut holes are not permitted in heat
treated rails.
Frame Drilling
Adhere to the following instructions when drilling holes:
► NEVER drill holes in the flanges of the side members.
► NEVER drill holes in the tapered end of the rear frame cutoff.
► NEVER weld filler pieces into any unused holes of the chassis frame.
► To prevent the forming of cracks from the drilled holes, these holes must always be
deburred by 45O chamfering (on two sides!) and subsequently treated with
primer/paint.
► The drilling of holes less than 60mm from a bend in the chassis frame is not
approved.
Dimensions for holes drilled in side members:
Figure 34. Hole Drilling Dimensions
B>3xD (D = diameter of the larger hole)
C > 60 mm
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Kenworth Trucks
If the frame rail flanges are modified or damaged, the rail could prematurely fail. It is
recommended to mount the body using body-mounting brackets on the web of the chassis
rail (refer to ‘Mounting Systems’).
Frame Welding
Kenworth heavy-duty trucks are fitted with heat-treated chassis rails and inserts.
Do not weld brackets or equipment on to the chassis rails.
Welding on the cab

► Always disconnect the batteries (starting with the negative lead).
► Disconnect the connectors of electrical and electronic equipment if they are less
than 50cm away from the cab part to be welded or the earth terminal of the welding
equipment.
Welding on the superstructure

► Adhere to the below instructions 'general', supplemented by specific bodybuilders'
instructions.
General
► Disconnect the connectors of electrical and electronic equipment (sensors and
actuators) and the battery terminals if they are less than 1 metre away from the
material to be welded or the earth terminal of the welding equipment.
► The earth terminal should never be attached to vehicle components such as
engine, axles and springs. Arcing on these parts is not permitted either, because of
the risk of damage to bearings, springs, etc.
► The earth terminal must make good contact and be placed as close as possible to
the part to be welded.
► Plastic pipes, rubber parts and parabolic springs should be well protected against
welding spatter and temperatures higher than 70OC.
► The ignition key must not be in the ‘accessory’ or ‘on’ position. The ignition key
should be removed.
► Reconnect in reversed order of disconnecting. Ensure that a good earth connection
is made between chassis, engine and cab.
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Kenworth Trucks
Body Mounting Methods
To obtain satisfactory body/chassis attachment, it is usually necessary for all bodies to sit
on a mounting frame or sub-frame.
Correct body mounting is of paramount importance for longevity of service life of both
chassis and body, and for the handling characteristics of the completed vehicle. Select
the mounting method appropriate to the chassis, body type and vehicle application.
An important reference document is the Australian NATIONAL CODE OF PRACTICE -

HEAVY VEHICLE MODIFICATIONS (Section H & J), compiled by the Queensland
Department of Transport (Web site www.transport.qld.gov.au)
Weight Distribution
When constructing the body/structure, make sure that weight is correctly distributed so
that the permitted axle loads can be utilised. The length of the body/equipment and
consequently the position of the centre of gravity may vary within the axle load limits
permitted.
To avoid the vehicle leaning to one side, the difference in weight between the left and right
wheels on each axle group must not be more than 2.5% (eg for 16.5 tonne rear axle group
ground load, difference no more than 412kgs). The centre of gravity of the total of
body/structure, any materials handling equipment and payload must always be within the
wheelbase (ie forwards of the drive axle centre line), otherwise vehicle handling will be
adversely affected.
Chassis reinforcements and additional components (E.G. compressors, additional

fuel tanks and materials handling equipment) affect the total weight and therefore
the weight distribution of the vehicle. It is therefore essential that the vehicle,
including any extra equipment, should be split weighed before the body installation
is started. Only then is it practical to establish the effect on the location of the
vehicle's centre of gravity and thus the axle loadings.
Lateral stability (dynamic)
High body/structures, whether or not in combination with a high centre of gravity of the
load, are sensitive to side winds and may have an adverse effect on the lateral stability
and thus the driving characteristics of the vehicle.
The same applies to asymmetric loading; specific load distribution; axle load shifts when
the vehicle is partly laden; axle load shifts when the load is unrestrained.
Simply put, the leaning of a truck due to weight imbalance, side winds, etc will affect the
handling and may result in vehicle not tracking where it is steered.
In all cases, ultimate responsibility rests with the supplier of the body/structure or the end-
user of the vehicle.
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Kenworth Trucks
Long Term Storage of Chassis
When a vehicle, for instance due to a lengthy period of body installation, is not being used
for a prolonged time, measures should be taken to guarantee the continued high quality of
the vehicle. These measures depend on the estimated duration of storage.
The measures that should normally be taken may include the following:- Closing windows;
Checking fluid levels and, where necessary, topping-up reservoirs; Adding “Storage Oils”;
Checking the tyre pressures; Removing, storing and charging the batteries; Checking the
coolant content; Patching up damaged spots in paintwork; Checking oil seals.
For precautions to be taken in the event of very long storage periods, Kenworth
Trucks Customer Service should be contacted.
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Kenworth Trucks
Body Structures
Body structures can be grouped into three main categories, namely: torsionally flexible,
semi-rigid and very rigid. Typical examples are given below:
BODY/STRUCTURE TYPE EXAMPLE RIGIDITY of MOUNTING
Torsionally flexible - platform rigid

- tipper eg, Type A, B
Semi-rigid - tautliner semi-rigid
- box body eg, Type C
- skiploader
- concrete agitator
Very rigid - tanker articulated
- container body eg. 3-point mount
- waste compactor
The vehicle chassis is itself a torsionally flexible structure and this must be borne
in mind when mounting the body.
The general principle is that the more rigid the Body/structure, the more flexibility should
be designed into the mounting system. This ensures that the torsional movement of the
chassis does not stress rigid bodies. Conversely, the body should not unduly stiffen the
chassis as this will cause local stress concentrations at mounting points.
Inappropriate body mounting can also have a detrimental effect on vehicle ride and
handling.
Semi-trailer Coupling
Attaching structurally rigid trailers to the fifth wheel passes high torsional loads through the
chassis; this can ultimately lead to failure. This becomes more concerning with large
vertical loads or high roll centres. In these applications careful consideration within the
scope of the application is required. An adequate solution is the fitment of a double
oscillating fifth wheel which rolls about the lateral direction as well as the longitudinal
direction. This effectively disconnects the roll couple and lowers the stress passing
through the chassis.
Figure 35. Double Oscillating Fifth Wheel

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Kenworth Trucks
MOUNTING SYSTEMS
Follow the procedures and methods in this guide to properly attach a body or accessory to
the frame. The vehicle must be in sound mechanical condition, and all modifications must
be carried out to a high level of workmanship. Kenworth Trucks will not assume warranty
for frame damage resulting from improperly mounted truck bodies or accessories.
UNDER NO CIRCUMSTANCES SHOULD U-BOLTS BE USED AROUND THE CHASSIS

RAIL TO CLAMP THE BODY TO THE CHASSIS RAILS. U-Bolts may only be used to
clamp to chassis mounted brackets.
USE OF U-BOLTS AROUND CHASSIS RAILS WILL VOID CHASSIS WARRANTY.
The three categories of body listed can be mounted using full length body angles or a
combination of the following three types of mounting brackets:
Type ‘A’ - Flat Plate
Flat metal fish-plate (or channel section) bolted through vehicle chassis web, preferably
picking up existing holes, and either bolted or welded to body sub-frame.
Figure 36. Typical 'A' Flat Plate Attachment, to suit Kenworth standard hole pitch36 below, shows a
typical plate design.
Suits torsionaly flexible body.
Figure 36. Typical 'A' Flat Plate Attachment, to suit Kenworth standard hole pitch
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Kenworth Trucks
Type ‘B’ – Vertical link Bolt
The mount provides a vertical clamping force using a vertical bolt through an outrigger
type bracket, and lateral location by overlapping the sub-frame/chassis frame. It allows
some longitudinal freedom to cater for chassis twist.
Figure 37. Typical Type 'B' Vertical Link Bolt Attachment, to suit Kenworth standard hole pitch below
shows a typical design. Ensure that 1 to 2 mm clearance gap remains between upper and
lower brackets before tightening bolt.
Suits torsionaly flexible body.
Figure 37. Typical Type 'B' Vertical Link Bolt Attachment, to suit Kenworth standard hole
pitch
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Kenworth Trucks
Type 'C' - Vertically Flexible
Similar to the vertical link but of a more complex design to allow more flexibility whilst
providing positive location of the body. There are a number of suitable designs and the
exact type should be chosen in consultation with the manufacturers of the bodywork and
Kenworth Application Engineering.
Figure 38. Typical type 'C' Flexible Attachment, to suit Kenworth standard hole pitch38 below shows a
typical design utilising a spring to give required vertical flexibility. Ensure that 1 to 2 mm
clearance gap remains between upper and lower brackets before tightening bolt.
Suits semi-rigid body.
Figure 38. Typical type 'C' Flexible Attachment, to suit Kenworth standard hole pitch
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Kenworth Trucks
BODY ANGLES
To spread body loads into the chassis rails, Kenworth can provide full-length body angles
from the rear of cab to end of frame, or part thereof. This has the advantage of providing
a correctly engineered, pre-installed attachment to the chassis, fastened with suitable
bolts.
The design of the angles is dependent on the applied loads, vertical and towed, as well as
the support points available from the main chassis rails and crossmembers.
To ensure that the underside of the fifth wheel plate/body does not notch the top flange of
the rails, the angles are designed to protrude above the rails by 6-8mm.
Body Angles
Chassis Rail
75
100
10
Figure 39. Body Angles
This is the preferred mounting type for Kenworth chassis, and these angles are either
75x100x10mm, 100x125x10mm, 100x125x12mm or 90/100x125x16mm in section.
Where a fifth wheel is implemented for trailer combinations, mounting angles have limited
GCM. These GCM ratings are not independent on the vehicle GCM. i.e. The overall
GCM incorporates multiple vehicle components and will not necessarily be governed by
the fifth wheel maximum GCM or fifth wheel angle GCM.
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Kenworth Trucks
Figure 40 illustrations of improper methods of fastening frame attachments.
Figure 40. Improper frame Fixtures
None of these as shown in Figure 40. Improper frame Fixtures are approved by Kenworth
Trucks for use with high tensile chassis rail. Use will void chassis warranty
coverage.
CUSHIONING MATERIAL
Use cushioning material next to the frame, to protect it from abrasion and frame notching.
The protective material should be bonded to the frame so foreign matter won't become
lodged between the frame and the protective cushioning. Raw rubber (as used in tyre
recapping), polyurethane and elastomers have been used successfully.
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Kenworth Trucks
MOUNTING BRACKET LAYOUT
FLATBED PLATFORM / DROPSIDE.
Type B Type A
Figure 41. Flatbed Platform
PREFERRED LAYOUT
Full-length body angle.
ALTERNATIVE LAYOUT - 1
As Figure 41 above, using flat plate (Type ’A’) mounts at rear (minimum 8 off) and vertical
link bolt (Type ‘B’ or ‘C’) at front (minimum 6 off).
Rearmost mounting bracket may be combined with rear under-run guard (not shown).
It is possible for Figure 41 to use all Type 'A’ flat plate mounts; however this will increase
the torsional stress inputs to the body.
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Kenworth Trucks
TIPPER.
2000mm
1400mm
Type A
Figure 42. Mounting Bracket Layout - Tipper
PREFERRED LAYOUT
Full-length steel sub-frame mounted to full-length body angles. Body sub-frame to include
transverse crossmembers at front and rear (box section).
Tipper ram centre line within 2000mm from front axle centre line.
Rear tipper pivot point as close as possible, within 1400mm, to the rear axle centre line
(for typical highway truck configuration).
Sub-frame (where used) should be mounted by flat plate or channel section mounts Type
‘A’ positioned appropriately.
Design of separate ram and pivot sub-frames may be used to suit specific
bodies/operations. Design responsibility rests with the Body Builder.
NOTE:
Sub-frame should extend from ahead of the front ram to the behind the rear pivot. It is
important to ensure that the ram is centred transversely on the chassis.
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Kenworth Trucks
TAUTLINER.
Type B Type A
Figure 43. Mounting Bracket Layout - Tautliner
PREFERRED LAYOUT
Full-length body mounting angles, available in truck build.
ALTERNATIVE LAYOUT
As Figure 43. Mounting Bracket Layout - Tautliner3 above, using flat plate (Type ‘A’)
mounts at rear (minimum 6 off) and vertical link bolt (Type ‘B’ or ‘C’) at front (minimum 8
off).
Rear most mounting bracket may be combined with rear under-run guard (not shown).
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Kenworth Trucks
SPECIALIST BODY EQUIPMENT
When considering mounting of specific specialist equipment, please contact Kenworth

Application Engineering.
RIGID TIPPER.
A B
Ram location Rear pivot location
Figure 44. Rear Tipper
Frame stress induced due to the tipping effect at the ram (location A) and the rear pivot
(location B)
Figure 44. Rear Tipper. Note that the rear pivot is usually slightly forwards of the rear of
chassis.
Fitment of body sub-frame will affect the stress levels transferred into the chassis.
Body location must suit the laden weight distribution of the truck, but ram and pivot
positions may be constrained due to the design limits of the chassis rails selected. Typical
general highway truck specifications DO NOT allow rear pivot point further rearwards from
bogie centreline than 1600mm (1500mm is typical limit).
Kenworth Trucks uses a Safety Factor of 5 for high-tensile steel in the design of chassis
structures, and does not approve the use of a lower Safety Factor.
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Kenworth Trucks
CRANES.
The crane type, capacity and its specific application may require the vehicle having
heavier rails and/or inserts. The mounting method will depend on the sub-frame design,
length and loads. Type ‘B’ and/or 'C' mounts will probably be required.
Provide stabilising outriggers, preferably hydraulically operated, close to the crane. Do

not lift the vehicle off the ground with the outriggers as frame and/or drivetrain damage
may occur. The outriggers must be attached to the subframe and never directly to the
chassis. The chassis is not designed to support the high loads applied by the outriggers,
failure would be imminent.
The crane while in operation applies torsional loads through the chassis. Furthermore; the
installation of a crane may exceed axle loads. For these reasons, it is necessary to
contact Kenworth Application Engineering to ensure the vehicle is suitable for crane
applications.
If outriggers project beyond the vehicle outline when deployed, paint in high contrast
colour and/or fit reflectors and/or warning lights for hazard warning.
Calculate body length and weight according to the installed position and weight of the
crane, including extensions, grab, etc., to ensure compliance with axle loadings.
Rigid mounting of the crane sub-frame to the chassis is preferred, with flexible mounting of
the crane to the sub-frame.
Figure 45. Truck Mounted crane
Body location must suit the laden weight distribution of the truck, but crane position will be
constrained due to the design limits of the chassis rails selected for both crane stored and
crane operating conditions. Typical general highway truck specifications DO NOT allow
crane mounting further rearwards from bogie centreline than 1400mm. Fitment of a sub-
frame is almost always required.
Use of crane must require the full deployment of stabilisers before load can be
raised.
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Kenworth Trucks
TANKS.
Tanks are 'rigid structures', and thus must be mounted with a high degree of flexibility
designed into the mounting system. This ensures that the torsional movement of the
chassis does not stress the tank structure. The use of 3-point or 4-point (diamond)
mounting, Figure 46. 3-Point Body Mount6 and Figure 47. 4-Point Body Mount below, can be
used to allow the chassis to deflect torsionally without imposing undue loads on either the
chassis or the body.
NOTE: If the chassis itself can flex vertically, the mounts used must not be rigid, or high
stresses will be imposed. Use of a continuous body-mounting sub-frame is
recommended.
Figure 46. 3-Point Body Mount

Figure 47. 4-Point Body Mount
Heavier rails and/or inserts can be used to 'stiffen the chassis' and reduce movement, to
allow a less flexible mounting method to be used. This will be at the expense of chassis
tare weight.
Tank bodies must be provided with a continuous body-mounting sub-frame. Extreme

care must be taken with the design of body sub-frames at the front end. The sudden
change in section from the sub-frame plus chassis to just the chassis can impose
unacceptably high stresses in the chassis just ahead of the body sub-frame. To reduce
this effect, extend the body frame as far forwards past the body as possible, and taper the
frame. Attach the tank to sub-frame and/or chassis frame so as to not affect the torsional
flexibility of the chassis.
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Kenworth Trucks
To obtain desired driving characteristics, locate rigid mounts to the rear and flexible
mounts to the front of the body. Locate front mount as close as possible behind the cab,
and the rear mount just behind the rear suspension. Refer mount examples, Figure 48.
Front, 3-Point Mount and Figure 49. Rigid Rear Mount below.
Figure 48. Front, 3-Point Mount
Figure 49. Rigid Rear Mount
On tank bodies with separate compartments, the body builder must provide loading and
unloading sequence plans. It must be ensured that permissible axle loads are not
exceeded nor that the steer axle become too light to retain effective steerability.
WARNING!! Some tanks have pipes and other fittings projecting below the level of the
mounting plates. Check with Kenworth Application Engineering to ensure
adequate clearances to items such as fuel tanks, crossmembers,
suspension brackets at the time the truck is ordered.
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Kenworth Trucks
TILT TRAYS.
These are used for transport of equipment. The tray is able to move rearwards on the
mounting frame, which can tilt so that the tray extends down to contact the ground.
A B
Ram location Rear pivot location
Figure 50. Tilt Tray
Frame stress is induced due to the tipping effect at the ram (location A) and the rear pivot
(location B) Figure 50. Tilt Tray. Note that the rear pivot is often slightly forwards of the
rear of chassis.
The stress at rear is at maximum when the load is positioned on the tilt bed and the tray is
just tilted clear of the ground surface.
Body location must suit the laden weight distribution of the truck, but ram and pivot
positions may be constrained due to the design limits of the chassis rails selected.
Kenworth Trucks uses a Safety Factor of 5 in the design of chassis structures, and does
not approve the use of a lower Safety Factor.
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Kenworth Trucks
BEAVER TAIL TRAY.
These are also used for transport of equipment, although not as common for heavier
loads. The tray is fixed, with the rear tapered deck connecting to lifting ramps to contact
the ground.
Rear taper and ramps are typically at 15 degree slope.
Figure 51. Beaver Tail Tray
The stress is at maximum when the load is positioned just onto the fixed portion of the rear
ramp, with the lifting ramps no longer supporting any load.
Body location must suit the laden weight distribution of the truck, but rear ramp position
may be constrained due to the design limits of the chassis rails selected.
Major issue for beaver tail tray bodies is ensuring that the cantilevered ramp section is
fully supported.
Kenworth recommend use of side plates bolted to the chassis rails and the under body
sub-frame. The sub-frame can then be braced to the ramp and used for attachment of
support/stabilising legs as required.
Cutting and folding the upper flange of the chassis rails is not recommended as the heat
generated from welding will affect the strength of the chassis rails in that section.
Kenworth Trucks uses a Safety Factor of 5 in the design of chassis structures, and does
not approve the use of a lower Safety Factor.
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Kenworth Trucks
CONCRETE AGITATOR
Concrete agitators are usually mounted to a sub-frame, which in turn mounts to the truck
chassis.
The agitator cradle structure consists of a solid section around the motor/drive unit, usually
at the forward end, and a slightly less rigid support for the bowl rollers at the opposite end.
These two portions are linked by a sub-frame, which usually is torsionally rigid to eliminate
misalignment of the rear rollers to the bowl.
As the truck chassis must retain some ability to flex in normal service, the mounting of the
agitator sub-frame cannot be too rigid.
Mounting of the sub-frame to the chassis should be similar to that of a tank body, with rigid
mounts at the rear and flexible mounts to the front.
Considering that the front motor support area of the sub-frame is rigid over about 1m of
length, a single point (vertically flexible) bracket may allow localised stresses to transmit
into the sub-frame at that point. The attachment bracket needs to provide a longer
clamping zone, but still vertically flexible. Use of a two spring bolt bracket will achieve the
required outcome.
Figure 52. Agitator Front Mount
Under no circumstances are U-bolts to be used to clamp the sub-frame to the chassis
rails. USE OF U-BOLTS AROUND CHASSIS RAILS WILL VOID CHASSIS WARRANTY.
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Kenworth Trucks
CRANE TRUCKS
A chassis which is designed purely for the mounting of a dedicated crane may be
analysed under these guidelines, subject to Kenworth approval
No other payload or fifth wheel coupling may be mounted to the truck chassis, but the
completed truck may pull a full trailer.
These guidelines does not apply to self-loading crane installations, which include provision
for payload space.
The truck chassis will principally be for the carrying of the stowed crane.
Conditions
 Crane mounted with its required sub-frame (No other loading to the truck chassis)
 Sub-frame must mount as a distributed load (not point loaded)
 Sub-frame must extend a minimum of 3 x crane width (i.e. typical sub-frame at
least 3m long)
 Sub-frame securing must be via spring loaded vertical-link side brackets (NO U-
BOLTS)
 Crane outriggers must be fitted with load sensors to ensure they are correctly
deployed before crane operation
 Boom must be fitted with load sensors to ensure they are correctly loaded before
crane operation
Analysis
For approved analysis methods by major endorsed crane designer/installers the following
parameters will be used by Kenworth Trucks to evaluate the truck chassis suitability.
 Crane mounting is in accordance with the above conditions
 Chassis rail selection meets all the usual Kenworth rules for wheelbase, GCM,
ground load, etc.
On that basis, the composite chassis/sub-frame analysis can be evaluated on the basis of
a factor of safety for static crane operation (at maximum approved reach/load
combinations) of no less that 3.5 (Kenworth standard guidelines for heat treated steel rails
is 5.0).
Dynamic loading (transit mode) will be analysed by Kenworth’s normal methods.
Such analysis may be conducted utilising the crane designer/installer’s software, but will
be verified by Kenworth Trucks.
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Kenworth Trucks
LAYOUT OF BOLTS
The bolt holes in the frame are recommended to be no closer to the frame flanges than
the standard bolt pattern, see Figure 56. Kenworth Standard Chassis Hole Drill Pattern 56.
Boltholes must be spaced apart at least 3 times the largest diameter. With free fit bolted
frame construction, the boltholes in the frame must be 1mm larger than the metric bolt
diameter. Any drilled holes should have a smooth finish no worse than 125 CLA.
Figure 53. Correct frame bolt Installation
It is recommended to use a lead pencil for laying out the hole pattern of bolts. If a scribe
must be used it should be ensured that the scribe mark fall within the circumference of the
holes to be drilled.
DO DON’T
Figure 54. Bolt Hole Location Scribe Marks
If this recommendation is not followed cracks may develop where the scribe marks
intersect the holes in the side members.
Figure 55. Scribe Mark Damage to Frame

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Kenworth Trucks
Figure 56. Kenworth Standard Chassis Hole Drill Pattern
Any additional holes must lie within the upper and lower datum lines.
Note: Many chassis brackets use non-standard drill patterns. In general, these are
mounted against the outer face of the web, and are not suitable as mounting body
mounting locations.
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Kenworth Trucks
FRAME FASTENERS
The bolts used must be of the correct length so that the threaded portion of the shank
does not bear against the side of the hole in the frame. Bolts should be a free fit into the
holes and should not have to be forced into place.
It is recommended that where bolts are added they are to the Imperial grades specified,
per current Kenworth practise.
Chassis bolts to be Imperial bolt sizes, either 1/2" and/or 5/8” U.N.F., Grade 8, with
hardened steel washers under bolt head and nut.
On some older chassis, metric fasteners were used, either M12 and/or M16, Grade 10.9,
with hardened washers under bolt head and nut.
Bolts are to be phosphate coated, oil lubricated. Use of countersunk bolts is not permitted
for frame fasteners.
Nuts are to be zinc chromate plated, with nylon thread insert.
Washers are to be hardened steel and zinc plated. Spring washers are not permitted.
Over sized hardened steel washers must be installed under the fastener head when used
with slotted holes, if slot widths are more than 1 mm over the nominal fastener diameter.
IMPORTANT
It is imperative that the torque values listed on the following page are accurately applied
and on no account must the appropriate maximum torque value for the size and grade of
bolt used be exceeded.
Note: It is not permissible to use impact spanners when fitting these bolts.
Bolts and lock nuts removed should be replaced with new bolts and nuts.
Nyloc nuts must not be reused.
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Kenworth Trucks
The following torque values apply for Grade 8 imperial UNF frame fasteners:
Size Torque (Nm) Torque (lbs. ft)

Min Max Min Max
3/8” UNF 40 - 54 30 - 40
7/8” UNF 74 - 88 55 - 65
1/2” UNF 108 - 122 80 - 90
5/8” UNF 224 264 165 - 195
3/4" UNF 392 460 290 - 340
The above torque values apply to lubricated assemblies only.
The following torque values apply for Grade 8 metric frame fasteners:
Size Torque (Nm) Torque (lbs. ft)

Min Max Min Max
M6 9 - 15 7 - 11
M8 23 - 31 17 - 23
M10 33 - 43 24 - 32
M12 75 - 101 55 - 75
M16 163 - 217 120 - 160
M20 352 - 460 260 - 340
The above torque values apply to lubricated assemblies only.
NOTE: Periodical checks of Frame Fastener Torque should be part of your

Preventative Maintenance Schedule.
DO NOT OVER TORQUE !
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Kenworth Trucks
BODY/STRUCTURE WITH SUB-FRAME
For a large number of Body/structure types, it is necessary to fit a sub-frame on the

chassis, not to ensure structural strength and rigidity of the chassis but to obtain sufficient
wheel clearance.
For this purpose, non-rigid attachment is required. The use of a sub-frame gives an even
distribution of load, creates sufficient wheel clearance and enables extra components to
be fitted. As a rule, a material, which is of lower structural quality than that of the chassis
side members, can be used for the sub-frame. If, however, the chassis is subjected to
higher loads or stresses, the dimensions of the sub-frame should be determined taking
account of the anticipated loads, and a rigid attachment is required using attachment
plates.
A sub-frame extending forwards of the front of the body/structure also reduces the risk of
speed-dependent natural frequencies, the so-called bending vibrations, which in some
cases may also adversely affect the driving comfort.
In the case of a rigid attachment of the sub-frame to the chassis, the material with the
lowest mechanical properties is always decisive for the strength and stiffness of the
structure. It is therefore then preferable to make the sub-frame from a material which is at
least of the same quality as that of the chassis frame.
If a material other than steel is used for a rigidly attached sub-frame, the shape and
dimensions must be determined taking account of the specific characteristics of the
material in question.
Any vertical forces exerted on the chassis should be introduced via the webs of the
chassis rails and not via the flanges (Figure 57. Location of Applied Load through Sub-Frame).
The upper (and lower) flanges only serve to add sufficient strength and stiffness to the
section, and can easily be deformed if incorrectly loaded by transverse forces exerted
on the flange ends. The inside of the section (between the flanges) should be adequately
reinforced, so that deformation and/or damage is prevented.
Figure 57. Location of Applied Load through Sub-Frame
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Kenworth Trucks
Torsional stability of the sub-frame
For some flexible (deforming) body/structures, vehicle stability requires torsional stiffening
of the rear overhang. This stiffening can consist of parts of the body (e.g. a tipping
stabiliser), separate torsionally stiff cross members or cruciform braces fitted in the
sub-frame; see Figure 59. Sub-Frame 59 and Figure 60.
Vehicle stability during operation of any body/structure system is the responsibility

of the bodybuilder and the user. The user should at all times make sure that vehicle
stability is guaranteed. It is therefore important that clear instructions for use of the
body/structure should be provided on or supplied with the vehicle.
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Kenworth Trucks
SUB-FRAMES
It is the responsibility of the body builder to ensure that the body sub-frame is suitable for
the requirements made upon it. However, the following points should be noted.
 The sub-frame should extend as far forward as is practicable.
 The forward end should be tapered and radiused as shown in Figure 58. Forward Sub-
Frame End Taper below, to give a smooth load transition and thus avoid stress
concentrations. Taper angle of 30o is preferred, but not to exceed 45o or be less than
15o.
 Where the sub-frame rear-end terminates before the end of frame it should also be
tapered and radiused as shown in Figure 58. Forward Sub-Frame End Taper.
Figure 58. Forward Sub-Frame End Taper
 The sub-frame should be of an open section, typically channel, and be suitable

crossbraced as required. It must be remembered that the rigidity of the sub-frame
must suit the chassis stiffness, the body type and mounting method. Open sections
comply more readily with chassis flexibility, whilst box sections are more rigid.
 Adequate and suitable crossmembers will be required for the sub-frame to brace the
side members. Cross-members should be adequately gusseted and fastened.
Attaching crossmembers adjacent to attaching points to the chassis is encouraged.
 To avoid high stress areas in the frame rail, sub frame must not terminate within
540mm (2 x frame depth) of suspension brackets. Preferably extend sub-frame
beyond the bracket rather than terminate short.
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Kenworth Trucks
In applications where additional stiffness of the sub-frame is required, e.g. tippers, cranes,
box section crossmembers or diagonal bracing may be required, refer Figure 59. Sub-Frame
59 and Figure 60. Sub-Frame with Cross-Braces60.
Figure 59. Sub-Frame
Figure 60. Sub-Frame with Cross-Braces
In order to prevent abrasion and possible electrolytic corrosion between the chassis and
sub-frame, it is recommended that an inert cushioning material be used between the two
structures. This also serves to provide a good contact patch between the sub-frame and
chassis.
The cushioning should be positively located, preferably bonded to the chassis rail, to
prevent foreign matter lodging between the cushioning and the rail and causing abrasion
or frame notching.
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Kenworth Trucks
The subframe is designed to distribute the load evenly through the chassis. Thus, having
a load pass through the subframe should not deform the chassis. It is therefore then
preferable to make the subframe from a material which has greater section moduli than
the chassis frame.
The sectional pattern of a construction must always be uniform. Each addition in the form
of construction reinforcements must continue to guarantee a uniform pattern of the linear
moment of inertia. If, for any reason, the sub-frame height is decreased or increased in
some places, always ensure that there is a gradual transition of rigidity Figure 61. Change
of Sub-Frame Section. This ensures no stress concentration passes through the chassis.
Figure 61. Change of Sub-Frame Section
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Kenworth Trucks
FIFTH WHEEL MOUNTING
Fifth wheels shall be mounted in accordance with the current version of ADR62. The ADR
stipulates Australian Standards AS1771, AS 1773 and AS2175 (or supercessions) for the
detailed specification and applicable standards.
Any party fitting a fifth wheel to any Kenworth truck shall comply with ADR62 in all
respects, including the plating of the fifth wheel.
The key points of fifth wheel installation are as follows: -
1. A prime mover couple with a trailer, in the straight ahead position should have
enough angular movement to rotate 6o forwards and 7o backwards. It should be
noted that adequate clearance is required between vehicle components including
mudguards, brackets and lights to accommodate this tilting.
Swing clearance when cornering should be sufficient enough to avoid fouling of cab
and auxiliaries by a minimum of 200mm. Sufficient swing clearance is often at the
expense of overall configuration length. Furthermore, the fifth wheel location
dramatically effects the weight distribution of the prime mover. Consult Kenworth
Application Engineering for accurate weight splits on the ideal fifth wheel position.
2. Fifth wheels shall be located forwards of the rear axle group centreline, to ensure
laden weight distribution in accordance with legal axle load limits. Typically the
dimension for a 6x4 will be between 2% and 15% of the wheelbase; for 4x2
between 5% and 20% of the wheelbase; for 8x4 between 5% and 25% of the
wheelbase. Fifth wheel locations behind the rear axle group centreline are not
approved by the Australian Standards, but can be approved by the Federal Office
of Road Safety for specific operations (Operator to make application)
3. Fifth wheel height shall be between 1220mm and 1320mm for spring suspensions,
and between 1150mm and 1250mm for air suspensions, per the Australian
Standards. Height is measured from ground level to the top plate of the level fifth
wheel in an unladen condition.
4. Fifth wheel shall be mounted to the chassis through a base plate or sub-frame.
Wherever possible, vertical bolts shall be fitted with the heads uppermost.
Attaching fifth wheels with U-Bolts is not approved.
5. The sub-frame shall provide a minimum of 6mm clearance between the

underside of the fifth wheel base plate and the top flange of the chassis side
member.
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Kenworth Trucks
Figure 62. Typical Fifth Wheel Mounting
Attaching structurally rigid trailers to the fifth wheel passes high torsional loads through the
chassis; this can ultimately lead to failure. This becomes more concerning with large
vertical loads or high roll centres. In these applications careful consideration within the
scope of the application is required. An adequate solution is the fitment of a double
oscillating fifth wheel which rolls about the lateral direction as well as the longitudinal
direction. This effectively disconnects the roll couple and lowers the stress passing
through the chassis.
Figure 63. Double OScillating Fifth Wheel
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Kenworth Trucks
D value (Fifth Wheel)
The D value is defined as the theoretical reference value for the horizontal force between
the prime mover and the trailer combination. It is therefore taken as a basis for the
maximum load under dynamic conditions. The formula below can be used to determine
the minimum D value required for the fifth wheel.
For a prime mover with single trailer:
5.9  GT  GA
D [kN ]
CM
GA = Sum of the maximum prime mover axle loads (tonnes)
GT = Total maximum mass of the trailer (tonnes)
CM = Gross combination mass (tonnes)
For a B-double or road train combination:

4.9  GT  GA  0.08GT 
D [kN ]
CM
GT = Total maximum mass of trailers (tonnes)
CM = Gross combination mass (tonnes)
Example 1…
A single trailer prime mover with a tare mass of 10tonne (Figure 64. D-Rating, Single Trailer
Prime Mover).
Figure 64. D-Rating, Single Trailer Prime Mover
5.9  GT  GA
D
CM
5.9  22.5  32.5

D
42.5
D  101.5kN
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Kenworth Trucks
Example 2…
A B-double with a tare mass of 9tonne (Figure 65. D-Rating, B-Double Prime Mover).
Figure 65. D-Rating, B-Double Prime Mover
4.9  GT  GA  0.08  GT 

D
CM
4.9  53.5  22.5  0.08  53.5

D
62.5
D  112.3kN
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Kenworth Trucks
6. Sub-frame shall be attached to the chassis side members using the following
fasteners, or equivalent
Bolt Minimum Spacing(D)

number of
bolts per side Min. Max.
5/8" UNF Grade 5 6 100 225
¾” UNF Grade 5 4 100 300
M 16 Grade 8.8 6 100 225

M20 Grade 8.8 4 100 300
Figure 66. Typical Fifth Wheel Angle Mounting
7. The fifth wheel assembly shall be attached to the sub-frame using the following
fasteners, or equivalent: -
Bolt Minimum number of

bolts per side
5/8” UNF Grade 5 6
¾" UNF Grade 5 4
MI6 Grade 8.8 6

M20 Grade 8,8 4
Attaching bolts shall be equally spaced wherever practical.
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Kenworth Trucks
DRAWBAR CROSS MEMBER
Kenworth Trucks do not factory install rearmost cross members suitable for towing on
public roads. Kenworth truck installed towing cross members are purely for manoeuvring
unladen dollies around private property. For on-highway applications such as low loader
work a drawbar cross member is required; this is not offered by Kenworth Trucks.
Tow hitches have different forms, but are essentially a box structure bolted to the chassis
rails with at least 8 x 16mm bolts each side. The tow hitch is heavily gusseted back to the
sides of the structure; often top and bottom plates are added to further strengthen the rear
frame.
If mid-axle trailers or trailers with a constrained steered close-coupling system are used
which exert lateral forces on the rear overhang of the prime mover, the rear overhang of
the prime mover should be fitted with internal lateral stiffeners up to the drawbar cross
member, to guarantee sufficient directional stability of the trailer. These lateral stiffeners
may consist of, for example, diagonal members (channel section, minimum height 60 mm)
in the chassis frame or in the sub-frame (if fitted). However, if the prime mover is fitted with
a torsionally rigid body, this extra stiffening is not necessary.
D value (Tow Hitch)

The D value allows a body builder to select the appropriate tow hitch for the given
application. It is defined as the theoretical reference value for the horizontal force
between the prime mover and the drawn vehicle and is therefore taken as a basis for the
maximum load under dynamic conditions. The formula below can be used to determine
the minimum D value required for the drawbar cross member or the maximum trailer
weight.
GA  GT
D  9.81 [kN ]
GA  GT

GT = Total maximum mass of trailers (tonnes)
Example 3…
A rigid truck with single trailer (Figure 67. D-Rating, Rigid Truck and Single Trailer).
Figure 67. D-Rating, Rigid Truck and Single Trailer
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Kenworth Trucks
GA  GT
D  9.81
GA  GT
22.5  20
D  9.81
22.5  20
D  103.9kN
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Kenworth Trucks
TYRE CLEARANCE
To ensure sufficient all-round clearance for the tyres, proceed as follows when bodying
the chassis and fitting mudguards or wheel housings:
1. Measure the maximum vertical axle movement "v" (metal to metal) on the vehicle.
2. Determine the total vertical space (s) by adding extra space (see table) to the vertical
distance 'v', which is required for vertical axle movements and superstructure pitch and roll
when cornering or during off-the-road operation.
3. Determine the lateral movement (b) of the tyres (see table). With steered axles, the
maximum wheel turning angle should also be taken into account.
4. Note that on multi-axle vehicles the required wheel clearance may be different for the
different axles of the vehicle.
5. Finally, it should be taken into account that (extra) space is required for a liftable
second axle or rear steered axle and for a rigid trailing axle. On tractor chassis with
flexible plastic or rubber mudguards, which will only be used for operation on surfaced
roads and under 'normal' conditions, the mudguards can be fitted without extra clearance.
In that case, dimension 's' is equal to dimension 'v'.
Figure 68. Wheel Clearance
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Kenworth Trucks
WHEEL CLEARANCE
Operating Extra Space Total Space Lateral Space ‘b’
conditions ‘s’
Normal road 25 V+25 15
application
Off road 75 V+75 25
application
With snow chains
Normal road 60 V+60 60
application
Off road 110 V+110 70
application
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Kenworth Trucks
POWER TAKE-OFFS
Transmission driven Power Take-Offs (PTOs) can be mounted on 6 bolt or 8 bolt

openings, subject to the specific transmission ordered. These facilities have both
intermittent and continuous operation ratings, which must not be exceeded. These limits
apply to both the transmission PTO drive and the PTO itself.
This and other relevant information is given in the PTO manufacturer’s literature.
The following information must therefore be known before a PTO selection can be made:
 Make and model of transmission
 Type of driven equipment
 Intermittent or continuous operation
 Maximum torque requirement of driven equipment
 Torque peaks if in excess of above, e.g. start torque
 Operating speed of driven equipment - ratio selection
 Engine speed desired during operation - ratio selection
 Direction of rotation of driven equipment
 Flange size
It is essential that, for a vehicle intended to be fitted with a pump, etc, that this fact be
highlighted on the Dealer Truck Purchase Order and the above information given. This
will ensure that Kenworth Application Engineering is aware of the requirement and can
advise accordingly.
Intent to fit PTO requires that the truck order placed on Kenworth Trucks includes a
suitable specific request to locate air tanks and other components, to suit the details
provided.
Hoses and pipes should be securely fastened and protected where necessary from
chaffing, however, enough flexibility should be maintained to allow for transmission
movement.
Consult Kenworth Application Engineering and/or the transmission/PTO manufacturers for

further details.
Installation of PTO drives, pumps, etc require that the driveshaft meets the angularity and
length limits of the system manufacturers. Failure to do so will result in torsional
accelerations and vibrations of the PTO system.
Parallel installation angles of the components is the simplest method to create a vibration
free installation.
Any modifications to the chassis by body installer that affect the structural integrity of the
truck may result in premature failure. Consult Kenworth Application Engineering or
Customer Service if any modification is contemplated.
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Kenworth Trucks
Mounting of PTO Driven Equipment
The installation of pumps, or other PTO driven equipment must take into consideration the
operating modes of that machine, the connection to the PTO (ie shaft length, joint angles
and phasing) and the vibration modes of that whole system.
Mounting of the PTO to the transmission and the equipment to the chassis or body
structure is likely to provide a vibration path from the equipment into the chassis/body.
Modes of vibration can be first or second harmonics from rotating components (sine wave
characteristics); harmonisation with the natural frequency of one or more of the sub-
system components; torsional excitations; gear mesh noise; hydraulic pulsing or “locking”.
Vibration, such as the natural buzz of messing gearings, can follow such a transmission
path to the cab and become an irritation to cab occupants during part or all of the PTO
operating cycle.
It is important that the installer of the PTO and the driven equipment mounted the whole
system with appropriate vibration absorbing mounts to prevent excessive transmission of
vibrations.
Figure 69. PTO Isolating Mounts
To minimize that risk all such equipment should be installed using isolating mounts at all
points of contact to the truck.
Under no circumstances is any PTO driven equipment to be mounted on the rear cab
support cross member.
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Kenworth Trucks
WHEELBASE ALTERATIONS
Alterations to wheelbase and rear overhang should only be carried out after prior approval
from Kenworth Trucks. Please contact Kenworth Application Engineering with written
details including chassis number, vehicle details, proposed modification and type of
operation.
Kenworth trucks are fitted with heat-treated chassis rails. A few light duty K300 and
early T300 trucks were exceptions to this practise. Refer to Kenworth Application
Engineering for specific vehicle details.
When wheelbase alterations are required it is preferable to shorten a long wheelbase

rather than lengthen a short wheelbase, as this avoids chassis joining. The necessary
cutting and re-profiling should be restricted to the immediate joint area and no
unnecessary heat is applied to other locations. Heat sinks/chill blocks should be used to
minimise heat effects at all locations.
Kenworth Trucks does not endorse welding of heat treated chassis rails or inserts.
If a vehicle modifier elects to join rails, contrary to Kenworth recommendation, frame rail
and insert joins should be located as far away from high stress areas as possible. It is
normal Kenworth practise to use longer rails rather than introduce joins into structural
members.
Joints of rail and insert should be offset, relative to each other, to avoid localised stress.
Joints should be behind the rear suspension, not adjacent to crossmembers or the
suspension/body mounting brackets. Any modified rail must be straight and square before
reassembly. Rails must not be straightened by stressing during assembly.
Where a frame extension is performed, a frame insert should be fitted to extend past the
joint are by at least 500mm. This can be achieved by replacing the existing suspension
partial insert with an extended insert covering the area of the original insert to 500mm
beyond the joint. A new, longer, insert is recommended rather than just moving the
existing insert.
Additional chassis crossmembers may be required for an extended chassis.

Crossmembers should be genuine Kenworth crossmember assemblies, located no less
than 450mm, and no greater than 1500mm apart. In some situations, to ensure that
frame stresses are acceptable, the combination of chassis extension and body type may
require fitment of a body sub-frame of adequate section modulus (Size and material
specification).
High tensile heat-treated chassis rails, and inserts, should not have unused holes plug
welded. The reduction in strength of the heat-affected zone will exceed the gains from
filling the holes.
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Kenworth Trucks
Note: An alteration to the wheelbase will usually require at least a partial frame insert, a
change in driveline length, as well as modifications to air and electrical circuitry. Chassis
extensions will require full inserts where frame beaming is likely.
Any change in wheelbase also affects the steering geometry, and may result in excessive
tyre wear unless the Ackerman geometry is altered to match the new configuration.
There is also a probability that axle, and even engine/transmission installation angles will
require alteration to maintain driveline joint angularity requirements.
Figure 70. Driveline Components
The associated cost and weight changes should be considered in advance.
Refer to Application Engineering at Kenworth Trucks, Bayswater.
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Kenworth Trucks
FRAME RAIL CUTOUTS
Kenworth recommends that no frame rail flange cutouts be made by dealers or customers
without the advice and approval of Kenworth Trucks Engineering and/or Customer Service
Department.
When a frame flange cutout is absolutely necessary and approved by Kenworth Trucks,
the following specifications must be met and precautions taken.
Surface Finish of Cut
The cut surfaces must have a maximum average surface roughness of 2.5μm (100
microinch) and maximum peak to valley roughness of 8.9μm (350 microinch). The
roughness of the cut surface may be checked by use of a profilometer, or by comparison
with a 2.5μm (100 microinch) surface roughness standard.
Waviness of Cut
The cut surface may have no notches or protrusions which can be detected by sight feel
as rougher than the surface finish. Waviness of the cut, or deviation from a straight line or
smooth curve, may not exceed 1.5 mm in 100 mm of length.
Rail cutouts can be carried out by oxy-acetylene flame. This method requires the use of
copper quench plates to prevent warping the frame rail. After plasma arc or flame cutting,
the cut must be ground smooth to the proper surface finish.
Frame Rail Straightening
Kenworth Trucks does not approve straightening of damaged frame rails.

Damaged or distorted frame rails must be replaced.
Distorted heated-treated frame rails should not be straightened under any circumstance.
There may be some circumstances where minor straightening behind the rear suspension
may be considered. Obtain advice/approval from Kenworth Trucks Engineering and/or
Customer Service departments before proceeding.
Emergency Welding
Kenworth Trucks DOES NOT approve frame welding.
Emergency temporary repairs require the prior approval from Kenworth Trucks.
Any rail repaired in this manner must be replaced with a new rail as soon as
practical. During the intervening period, the load and/or vehicle operation may
need to be restricted.
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Kenworth Trucks
The high heat of welding nullifies the special heat treatment of the rails, greatly reducing
the tensile strength of the frame rail. If a frame member becomes cracked from
overloading, fatigue, surface damage or a collision, the only permanent repair is to replace
the damaged frame member with a new part. The following information is provided for
temporary emergency repair only.
Prior to welding a cracked frame rail, the area should be bevelled (Vee'd out) to allow for
better weld penetration. To prevent spreading of the crack, a 7 to 9 mm diameter pilot hole
should drilled at the end of the crack. Widen the crack, along its full length, by using two
hack saw blades together.
When welding frames use the shielded arc method. Be sure to obtain full weld penetration
along the entire length of the crack.
CAUTION: To prevent damage to electrical equipment, disconnect battery cables before

arc-welding on a truck, and be sure that the welding ground lead is
connected to the frame. Bearings and other parts will be damaged if current
must pass through them in order to complete the circuit.
Frame Insert
A frame insert must be added after temporary repair welding a frame rail to compensate
for lost strength. The insert should be of the same material as the frame member and at
least equal to the frame rail in thickness. The length of the insert should be at least
600mm each side of the crack, and ideally clamp to the rails through existing
crossmember bolt patterns.
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Kenworth Trucks
VEHICLE MODIFICATIONS
During the lifetime of a heavy-duty truck, modifications can occur to improve productivity,
meet new application requirements or as part of accident repairs. Such modifications
must be carried out in accordance with Kenworth Trucks recommendations and not be
detrimental to structural strength, dynamic stability or ADR compliance.
Engine Replacement
Any replacement engine must be of a type; configuration and specific performance rating
as offered and certified by Kenworth Trucks.
Any chassis modifications or cutouts required for engine installation must conform to those
approved by Kenworth Trucks. Excessive cutouts will reduce the structural integrity of the
chassis and may affect the dynamic characteristics of the vehicle.
Any components used in such modifications must be within Kenworth Trucks ratings.
Any replacement engine air compressor must have sufficient capacity to supply the
vehicle's service and parking brake systems, and continue to meet the requirements of all
applicable ADR's, including ADR64 if applicable. It is recommended that any replacement
compressor at least match the capacity of the original unit.
Air intake and exhaust systems must meet the same standards as Kenworth Trucks
original engine installation.
Drivetrain and cooling system capacities must not be exceeded by any engine changes.
Kenworth Trucks has engineered a wide range of engine specifications, covering almost
all of the practical variants for Cummins, Caterpillar and Detroit Diesel.
Transmission Replacement
Any replacement main transmission, auxiliary or transfer case as applicable, must have
adequate torque capacity for the output of the vehicle's engine and the application. A
truck with a GCM > 50tonnes requires the clutch and transmission torque to be a minimum
of 200lbft greater than the engine torque. For vehicles with GCM ≤ 50tonnes, the
transmission and clutch must be a greater than or equal to the engine torque.
Changes to low gear ratio will affect vehicle startability. This may compromise ADR64
compliance.
Changes to top gear ratio will affect top speed and may affect ADR64 and/or ADR65
compliance, subject to original date or manufacture
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Kenworth Trucks
The fitting of the replacement transmission(s) is not approved if it requires the removal of
chassis cross members or the re-profiling of chassis flanges.
Fitment of a replacement transmission, or fitment of an auxiliary transmission, may affect

the tailshaft length and angles. The operating angles of any driveline layout must conform
to Kenworth Trucks requirements to ensure the driveline and associated components
have a good working life. It may not be appropriate to retain original angles/locations on
some drivetrain components if others have been altered.
Kenworth Trucks has engineered a wide range of transmission specifications, covering

almost all of the practical variants for Eaton-Fuller, Spicer and Allison.
Steer Axle Replacement
Only replacement with correct specification axles (track, mounting centres, steering
geometry) should be considered.
Any replacement axle(s) must have load ratings, and gear ratio if applicable, that are
suitable for the plated axle group mass ratings of the vehicle.
No welding on the steer axle housings shall be performed.
Australian Standard AS/NZS4737:2002 stipulates that changing of steer axle camber by

the application of force and/or heat shall only be performed accordance with the axle
manufacturer's recommended procedure.
WARNING:
No steer axles produced by Dana are approved for bending by application of
force or heat. This includes models which were formerly produced by Eaton.
Arvin Meritor DO NOT approve of the application of heat or pressed force to

straighten / adjust the machined-in front axle settings. This includes models
identified as Rockwell.
The axle(s) must be installed at Kenworth Trucks recommended installation angle for that
specific vehicle configuration. These installation specifications may vary to the original if
the axle type/model are not identical to the original components. The installed caster
and/or camber angles must conform to Kenworth Trucks requirements.
Kenworth Trucks has engineered a wide range of steer axle specifications, covering
almost all of the practical variants for Eaton, Dana-Spicer and Meritor (Rockwell).
Note: Replacement axles may require ADR certification, as applicable to the date of
manufacture of the vehicle, if that change also affects the braking system.
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Kenworth Trucks
Rear Drive Axle(s) Replacement
Only replacement with correct specification axles (track, mounting centres, attachment
method) should be considered.
Any replacement axle(s) must have load ratings and gear ratio that are suitable for the
plated axle group and gross combination train mass ratings of the vehicle.
All welding on the axle housings (for spring seats, axle seats, torque rod brackets, etc)
must be performed in accordance with the axle manufacturer's recommended procedure.
The axle(s) must be installed at Kenworth Trucks recommended installation angle for that
specific vehicle configuration. The operating angles of any driveline layout must conform
to Kenworth Trucks requirements to ensure the driveline and associated components
have a good working life. It may not be appropriate to retain original angles/locations on
some drivetrain components if others have been altered.
If the axle ratio is changed vehicle road speed capability, startability/gradeability,

speedometer accuracy and road speed limiter accuracy will be altered. This may
compromise ADR64 and/or ADR65 compliance, subject to original date or manufacture
Kenworth Trucks has engineered a wide range of drive axle specifications, covering
almost all of the practical variants for Eaton, Dana-Spicer, Meritor (Rockwell) and SISU.
Note: Replacement axles may require ADR certification, as applicable to the date of
manufacture of the vehicle, if that change also affects the braking system.
Wheel/Rim Replacement
Replacement wheels/rims must conform to Kenworth Trucks requirements. Fitment of

wheels/rims other than those indicated on the vehicle Tyre Placard may reduce load
capacity.
Changing of wheel/rim offset may also reduce load capacity due to the increase in
cantilever effect on axles.
Wider rims and/or differing offset may result in the installed wheel/tyre combination
projecting beyond the wheel arch and exceeding the width limits, or intruding inboard and
fouling on suspension components.
Replacement wheels/rims may require ADR certification, as applicable to the date of

manufacture of the vehicle.
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Kenworth Trucks
Inlet and Exhaust Modifications
When modifications are made to the engine air inlet system; consultation with Kenworth
Trucks is necessary, in view of the possible effect on engine performance, fuel
consumption and/or exhaust emissions.
If modifications are made to the exhaust system; consultation with Kenworth Trucks is
required, in view of performance, fuel consumption, emissions and noise.
Other matters to which attention should be paid in connection with the exhaust system are
the following:
- Take care that no flammable materials are fitted near the exhaust system. As
plastic materials must not be exposed to temperatures higher than 70OC, they
should be protected with heat shields. Furthermore, fuel haul requirements include
exhaust shielding by the Australian Standards (AS2809).
- When extending a standard exhaust pipe, leading it from under the chassis upward
behind the rear wall of the cab, leave a clearance of at least 50 mm between
exhaust pipe and gearbox. Also make sure there is sufficient room between the
exhaust system and the brake system components, chassis components and cab
rear wall. Fit a heat shield, if necessary.
- In view of the permissible back-pressure in the exhaust system the exhaust bends
should be mandrel bent exhaust pipe (radius ≥ 1.5 x D). Also, the exhaust pipe
should have at least the same diameter as the existing exhaust pipe.
Tyre Replacement
Replacement tyres must conform to Kenworth Trucks requirements. Compliance with

Tyre and Rim Association of Australia –Standards Manual is an ADR requirement
Fitment of tyres, and/or tyre in combination with wheels/rims, other than those indicated on
the vehicle Tyre Placard may reduce load capacity.
Changing of tyre ply rating or speed rating may also reduce load capacity.
Wider tyre section width and/or differing wheel/rim may result in the installed wheel/tyre
combination projecting beyond the wheel arch and exceeding the width limits, or intruding
inboard and fouling on suspension components.
Replacement tyres may require ADR certification, as applicable to the date of manufacture
of the vehicle.
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Kenworth Trucks
Suspension Replacement
Only replacement with correct specification suspension (ride height, travel, axle spacing,
spring rate, mounting centres, attachment method) should be considered.
Any replacement suspension must have load ratings and gear ratio that are suitable for
the plated axle group and gross combination train mass ratings of the vehicle.
All attachment/welding to the axle housings must be performed in accordance with the
axle manufacturer's recommended procedure.
All attachment to the chassis must conform to Kenworth Trucks requirements.
The suspension/axle assembly must be installed at Kenworth Trucks recommended

installation angle for that specific vehicle configuration. The operating angles of any
driveline layout must conform to Kenworth Trucks requirements to ensure the driveline
and associated components have a good working life. It may not be appropriate to retain
original angles/locations on some drivetrain components if others have been altered.
Tandem or tridem suspensions should be of an approved Load Sharing Suspension type.
Changing of suspension may affect “Road Friendly” certification for Mass Management
schemes.
Replacement suspension may require ADR certification, as applicable to the date of

manufacture of the vehicle.
Seat Replacement
Only replacement with correct specification seat and seat mounting (location, attaching
points, attaching method) should be considered.
Any replacement seat and it’s installation must have ADR certification, as applicable to the
date of manufacture of the vehicle.
Note: Change of seat will probably require changes to seat belt(s) and their mounting.
Any replacement seat belt and it’s installation must have ADR certification, as applicable
to the date of manufacture of the vehicle.
WARNING
Any change of engine, transmission, axles (front and/or rear), suspensions (front
and/or rear), tyres, wheels/rims, steering equipment, chassis rails, wheelbase may
affect the rated load capacity of the vehicle.
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Kenworth Trucks
KENWORTH WEIGHT DISTRIBUTION CHECKS
When constructing a body/superstructure, the weight distribution must be evaluated to

achieve legal axle loads. Furthermore, the vehicle may require the maximum legal load
on steer and drive in order to achieve maximum legal payload.
Chassis reinforcements and additional components, such as compressors, additional fuel

tanks and loading and unloading equipment, affect the weight and therefore the weight
distribution of the vehicle being bodied. It is therefore essential that the vehicle, including
any extra equipment, should be weighed before the bodying is started. Only then will it be
possible to establish the effect any such extra equipment may have on the location of the
vehicle's centre of gravity.
Kenworth Trucks supports the selling dealers by providing tare weight and weight split
calculations for specific chassis.
To facilitate this adapt being provided in an accurate form, the data from the Body
Builder/Installer needs to be accurate and complete.
The following is a simple example, with a blank form following.
In the simplest form, Kenworth needs body length, gap from back of cab structure (we will
work out space required for aircleaners, etc) and the location of the centre of gravity.
Back of
CAB/SLEEPER
Body Centreline
Gap CofG offset dimension
Total
Figure 71. Centre of Gravity Requirement for Vehicle
Note: The Body/Equipment Module data should be presented as a complete unit with its
centre of gravity clearly indicated relative to either the Module centreline or the leading
edge of the module.
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Kenworth Trucks
Figure 72. Centre of Gravity Location (point load)
The shape of the module does not matter, as long as the centre of gravity is clearly
identified.
The minimum requirement is to provide the weight and centre of gravity dimensions for the
fully laden module. It is preferable to provide both laden and unladen data as some body
types can result in dramatic changes in axle loading in each extreme condition.
Where several units are combined to create the module the body installed needs to
provide composite module dimensions and weight data, or very clear details of how the
individual modules will be located and the individual plus combined dimensions (including
gaps) and mass of the individual components.
OR
Figure 73. Centre of Gravity Locations (multiple loads)
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Kenworth Trucks Body & Equipment Mounting Guide

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Kenworth Trucks Body & Equipment Mounting Guide

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KENWORTH TRUCKS

BODY & EQUIPMENT

Figure 1. Frame Section. ..................................................................................................... 8

The Guide is not a Maintenance Manual, nor an Operation Manual, nor a

Figure 1. Frame Section.

1. Do not attach any parts to frame rails by welding.

3. Do not drill holes in flanges of frame rails.

Figure 2. DO NOT DRILL FLANGES

 The vehicle should always be left out of gear.

 It is advisable always to disconnect the vehicle batteries as this acts as a precaution

 Fitment of “Vehicle out of operation” tags is highly recommended.

K104 6x4 (Single steer)

Contact Application Engineering at Kenworth Trucks, Bayswater for specific chassis

Wheelbase: Optional (3900 to 5440mm)

Front Overhang (Bumper): 922mm

Cab Height (Top flange to roof): 1990mm

Cab Width (Excluding Mirrors, Lights and Grab Handles): 2410mm

Cab Size 2.3m 1.7m 2.9m

Frame Width, across faces: 864mm

Nominal Gross Vehicle Mass 23,000kg

Chassis Tare: 7990 kg +/- 2% (Front: 4870kg; Rear: 3120kg)

Wheelbase: Optional (4400 to 6000mm)

Front Overhang (Bumper): 922mm

Cab Height (Top flange to roof): 1990mm

Cab Width (Excluding Mirrors, Lights and Grab Handles): 2410mm

Cab Size 2.3m 1.7m 2.9m

Frame Width, across faces: 864mm

Nominal Gross Vehicle Mass 28,000kg

Chassis Tare: 8940 kg +/- 2% (Front: 6400kg; Rear: 2540kg)

Wheelbase: Optional (3900 to 5440mm)

Front Overhang (Bumper): 955mm

Cab Height (Top flange to roof): 2070mm

Cab Width (Excluding Mirrors, Lights and Grab Handles): 2410mm

Cab Size 2.3m 1.7m 2.8m

Frame Width, across faces: 864mm

Nominal Gross Vehicle Mass 23,000kg

Chassis Tare: 8490kg +/- 2% (Front: 5120kg; Rear: 3370kg)

Wheelbase: Optional (4400 to 6500mm)

Front Overhang (Bumper): 955mm

Cab Height (Top flange to roof): 2070mm

Cab Width (Excluding Mirrors, Lights and Grab Handles): 2410mm

Cab Size 2.3m 1.7m 2.8m

Frame Width, across faces: 864mm

Nominal Gross Vehicle Mass 28,000kg

Chassis Tare: 9530 kg +/- 2% (Front: 6930kg; Rear: 2540kg)

Wheelbase: Optional (4200 to 5900mm)

Front Overhang (Bumper): 1015mm

Cab Height (Top flange to roof): 2050mm

Cab Width (Excluding Mirrors, Lights and Grab Handles): 1850mm

Front Axle to Back of Cab: 2200mm

Frame Width, across faces: 864mm

Nominal Gross Vehicle Mass 23,000kg

Chassis Tare: 8030 kg +/- 2% (Front: 4370kg; Rear: 3660kg)

Wheelbase: Optional (4200 to 5900mm)

Front Overhang (Bumper): 1015mm

Cab Height (Top flange to roof): 2050mm

Cab Width (Excluding Mirrors, Lights and Grab Handles): 1850mm

Front Axle to Back of Cab: 2200mm

Frame Width, across faces: 864mm

Nominal Gross Vehicle Mass 23,000kg

Chassis Tare: 8330 kg +/- 2% (Front: 4560kg; Rear: 3770kg)

Wheelbase: Optional (4200 to 5900mm)