August 2008

WHITE PAPER
ON FUEL ECONOMY
KENWORTH TRUCK COMPANY
 White Paper Overview

Fuel economy has always been an important consideration for truck owners. Fuel is one
of the leading operating costs in the trucking industry. Today, fuel economy is even more
important with record high diesel prices and pending January 2010 EPA engine emissions
standards.

Kenworth Truck Company has a history of using technology to improve fuel economy. This
Kenworth White Paper on Fuel Economy will examine Kenworth’s range of activities and
offer information designed to assist truckers and fleets in achieving the best fuel economy
in their application. Each year, Kenworth invests significant resources and conducts exten-
sive on-the-road and in-the-lab testing in pursuit of advances in fuel economy. Kenworth
engineers and dealers also work closely with customers on a continuing basis to strive for
enhanced fuel economy in their applications.

There are six major areas covered in this Kenworth white paper:
• Aerodynamics
• Component Spec’ing
• Advanced Technology
• Route Management
Target Miles Per Gallon & Approximate Yearly Savings ($ / %)
• Driver Behavior
Current
• Proper Maintenance MPG 5.5 mpg 6 6.5 7 7.5 8.0

In addition, Kenworth’s website (www.
kenworth.com) provides continuing
information on this topic.
Fuel Economy:
A Matter of Dollars and Sense
5 $8,185 $15,003 $20,767 $25,717 $30,001 $33,750
(9.1%) (16.7%) (23.1%) (27.2%) (33.0%) (37.5%)
5.5 —— $6,818 $12,582 $17,532 $21,816 $25,565
(8.4%) (15.4%) (21.4%) (26.7%) (31.2%)
6 —— —— $5,764 $10,714 $14,998 $18,747
(7.7%) (14.3%) (20.0%) (25.0%)

6.5 —— —— —— $4,950 $9,234 $12,983

Calculate your own potential fuel
savings by finding your current
mpg on the left. The column to
the right shows your approximate
dollar savings per year as you im-
prove your fuel economy. Numbers
(7.2%) (13.3%) (18.8%)
7 —— —— —— —— $4,284 $8,033
(6.7%) (12.5%)
7.5 —— —— —— —— —— $3,749
(6.3%)

are based on driving 100,000 SUMMARY

miles per year and purchasing fuel 5.0 miles per gallon/100,000 miles = 20,000 gallons x $4.50/gallon = $90,000
at an average of $4.50 per gallon. 5.5 miles per gallon/100,000 miles = 18,181 gallons x $4.50/gallon = $81,815
6.0 miles per gallon/100,000 miles = 16,666 gallons x $4.50/gallon = $74,997
6.5 miles per gallon/100,000 miles = 15,385 gallons x $4.50/gallon = $69,233
7.0 miles per gallon/100,000 miles = 14,285 gallons x $4.50/gallon = $64,283
7.5 miles per gallon/100,000 miles = 13,333 gallons x $4.50/gallon = $59,999
8.0 miles per gallon/100,000 miles = 12,500 gallons x $4.50/gallon = $56,250

Mid 1970’s – Airshield introduced to improved aerodynamics between the tractor

and trailer (patented Vari-Shield).
 WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY

Aerodynamics

Approximately half the energy used by a truck traveling 55 mph is to simply move the
air around that truck. At 65 mph, about two-thirds of the energy is used to cut through the air.

Kenworth can in fact, be called the industry’s

leader in the use of aerodynamics in truck design.
Kenworth brought aerodynamics to the forefront with
the 1985 introduction of the industry’s first truly
aerodynamic Class 8 truck – the Kenworth T600A.

Kenworth engineers possessed the vision

and leadership to take the concept of using
aerodynamics in truck design to produce fuel
savings and made it reality. The result has been
billions of dollars in fuel savings for the trucking
industry since the mid-1980s.

How do Kenworth engineers pursue even greater fuel efficiency? They use a four-part attack
consisting of:
• Computational Fluid Dynamics (CFD)
• Wind tunnel testing
• PACCAR Technical Center testing
• Real-world highway testing

Computational Fluid Dynamics (CFD)

Kenworth uses sophisticated computer technology to offer aerodynamics and fuel economy
improvements. The technology – called computational fluid dynamics (CFD) – allows
Kenworth engineers to conduct “virtual” aerodynamic testing.

With CFD, Kenworth engineers simulate a combination of real world and wind tunnel
conditions on the computer screen. This tool enables Kenworth to evaluate different hood
shapes, cab-sleeper configurations and roof fairing designs, truck-trailer interactions,
trailer modifications, and flow around all other new truck components. CFD enables
Kenworth engineers to achieve a better approximation of real world truck results than a
simple wind tunnel can provide. CFD incorporates variables such as rolling tires, a moving
ground plane, differing wind yaw angles, and the effects of under hood and under chassis
airflow with full size trailers.

Late 1970’s and Early 1980’s – Rounded corners on COE’s,

introduction of cab extenders, roof fairings and trailer bubble nose.
 The integration of CFD in aerodynamics helps
Kenworth evaluate and optimize basic truck shape.

In addition to the study of external aerodynamics,

CFD software is used to study the under-hood
heat transfer of the fan and radiator. This enables
Kenworth to further fine tune the truck design
under the hood. The results of this study allows
for a design with better airflow management and
reduced air noise. The internal flow of the Heater/
Ventilation/Air Conditioning (HVAC) system is
studied in the same fashion, producing the same
benefits.

Wind Tunnel Testing

Kenworth has conducted wind tunnel testing

since the mid-1970s. This database serves as an
information asset in meeting today’s challenges.

Kenworth uses wind tunnel testing of 20% scale

truck models in pursuit of fuel economy advances.
Tests are conducted at the University of Washington
Aerodynamics Laboratory wind tunnel in Seattle.
The overall objective is to identify opportunities to
improve aerodynamic performance of the trucks,
validate Kenworth’s computational fluid dynamics
(CFD) simulation results, and evaluate aerodynamic
properties, such as drag coefficients.

Wind tunnel test programs typically run over

a one-week period with individual tests going
five minutes or less to collect aerodynamic
drag force data. Tests that utilize a smoke
wand enable engineers to visualize the
airflow characteristics over the vehicle.
Wind tunnel testing helps Kenworth study
the aerodynamics of various body shapes.
Engineers also examine the impact of all
the attachments and accessories – such as
mirrors, sun visors and cab extenders – on
aerodynamic performance.

Early 1980’s – Kenworth begins real world testing to study aerodynamics and
confirm and verify results.
 WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY

PACCAR Technical Center

A third part of Kenworth’s testing program for fuel economy takes place at the PACCAR
Technical Center in Mount Vernon, Washington. The PACCAR Technical Center features
the latest state-of-the-art equipment for testing and product evaluation. Fuel economy
tests are regularly undertaken on the facility’s 1.6-mile, high-speed, banked oval track.

Testing methodology follows scientific practices developed by the Society of Automotive

Engineers (SAE). Since fuel consumption performance varies according to the ambient
conditions, the average temperature, wind speed and barometric pressure are recorded
during the test runs. Road tests are
often preceded by a one-hour warm-
up of the vehicles.

Tests often involve a series of at

least three 50-mile runs on the
oval with fuel calculations taken
after each is completed to ensure
high accuracy. One complete test
cycle covers at least 150 miles. The
data and results collected at the
PACCAR Technical Center are used
by Kenworth engineers to help confirm Kenworth’s over-the-road fuel economy test results
and to assess the performance of new designs.

Testing at the PACCAR Technical Center’s track also includes real world testing of
aerodynamic drag of a tractor with a 53 foot trailer. The aerodynamic drag force is
measured from a set of axle-end dynamometers when moving the vehicle at a steady
speed on the banked
high-speed test
track. This is known
as PACCAR’s Drag
Meter test practice,
and normalizes the
following variables:
vehicle speed,
frontal area, air
density, wind speed,
and tire rolling
resistance.
Aside from the
normalized variables,
this method of
testing captures
real world results;
including a moving
vehicle, rolling tires, and yaw wind resistance. These results are checked against the CFD
results to be assured of accurate predictions and measurements.

1985 – Introduction of the industry’s first truly aerodynamic Class 8 tractor

– the Kenworth T600A with aerodynamic hood, bumper and partial chassis
side fairings. The truck was a sloped-nose conventional with a set-back front
axle – a combination which gave drivers the comfort of a conventional and the
maneuverability of a cabover.
Real-World Testing

Kenworth engineers take to the road for test runs

designed to increase fuel economy knowledge.
This “real-world” testing is used to help confirm
and verify results gathered from the wind tunnel,
computational fluid dynamics and PACCAR
Technical Center.

Kenworth has conducted such test runs to study

aerodynamics since the 1980s.

The main fuel economy run consists of a

500-mile course from Renton, Washington to
The Dalles, Oregon and back again. These runs
provide Kenworth with data covering thousands
of miles among the test trucks. In addition,
Kenworth uses this real-world testing to evaluate
prototype aerodynamic enhancements to various
components, such as cab and cab roof extenders.

This test method is based on the same TMC Type-IV procedure (RP 1109) as the test track
method. It is chosen to closely simulate the 500-mile day of a typical line-haul vehicle
operation including I-5 congestion and realistic stops for breaks. The total engine-run time is 10
hours and the total trip time is nearly 12 hours
including breaks. Many of the lessons learned
from Kenworth testing are included in this
white paper.

Kenworth also uses a high engine load route

for testing non-aerodynamic components.
This route is a round trip from Renton, WA
to a turnaround point at the peak of I-90’s
Snoqualmie Pass. To accumulate sufficient
“grade” components, the cycle includes a total
of four loops beginning at the bottom of the
Cascade foothills to the top of the summit before returning to Renton. The total route distance
is 212 miles, and the total engine-run time is approximately 5 hours.

Refueling accuracy is an important factor in performing on highway testing. Kenworth has a

dedicated refueling center to service these two routes. Six Sigma tools are used to insure the
accuracy and repeatability of each refuel is sufficient to maintain integrity of each test.

Whether it’s in the wind tunnel, on the computer, on the test track, or on the road across
America – Kenworth’s commitment is to continually explore ways to achieve fuel economy
advances that will benefit its customers.

Late 1980’s – Introduction of Aerodynamic mirrors, full

chassis fairings and curved windshield.
 WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY

Component Spec’ing

A truck uses energy to overcome aerodynamic, mechanical and rolling resistance. Enhancing
fuel economy can be achieved by reducing aerodynamic drag, minimizing mechanical and
rolling resistance or enhancing engine/powertrain efficiency. A vehicle’s basic specifications
and options can have a significant impact on fuel use. These enhancements are not additive,
but many work in conjunction with each other where an enhancement at the front of the truck
will make a difference to a component at the rear of the truck. In such cases a 2% reduction
in aerodynamic drag will result in a 1% increase in fuel economy.

Kenworth’s Application Engineering Team Impact of Selected Components

works in conjunction with Kenworth dealers,
truck salespeople, and customers to spec
vehicles to meet customers’ fuel economy
(Potential Percent Fuel Economy Improvement in MPG*)
Full Roof Fairing (for use with van trailer) 5-10%
Cab Extenders 1-4%

requirements. For example, Kenworth Chassis Fairings 1-2%

engineers work to help customers hit the Air Cleaners (underhood) 1-2%
“sweet spot” regarding the most efficient
Aerodynamic Mirrors 1-2%
engine operation and fuel consumption curve
*Gains are not cumulative
for their specific application. Here are some
tips to consider.

To enhance aerodynamics:
• Select a more aerodynamic model – T660 or T2000 – which can increase fuel economy by
up to 20% for over-the-road applications vs. traditional models.
• Select a sleeper package appropriate for the trailers you expect to pull. For example, a
flat-top sleeper – as opposed to an Aerodyne® sleeper – will achieve better aerodynamic
performance with a tank or flatbed trailer.
• Aerodynamic treatments to the tractor will further enhance fuel economy performance.
This includes a roof fairing for use with van type trailers, chassis fairings, cab extenders
and Kenworth aerodynamic mirrors. A roof fairing and cab extenders typically may reduce
aerodynamic drag by 10% to 20%. A chassis fairing may reduce drag by 2% to 4%.
• Aerodynamic treatments to the trailer will also enhance fuel economy performance. This
includes trailer gap reducing technologies, side skirts, and tail devices. Also note that the
most efficient bogie setting of a standard 53-foot trailer is 12 feet from the rear without
trailer fairings.
• Remove accessory components from the air stream where possible. For example, the
use of underhood-mounted air cleaners – not cowl-mounted air cleaners – can improve
aerodynamics by 2% to 4%.
• Wheelbase and fifth-wheel setting are important considerations. For aerodynamics, get the
trailer as close to the back of the cab/sleeper as possible. The narrower the gap, the better
the aerodynamics, and the resulting increase in fuel economy. For example, decreasing
the trailer gap by 10 inches represents a 0.5% to 1% increase in fuel economy.

1989 – Kenworth introduces the second generation T600B with improved

fuel economy over the original T600A.
To reduce mechanical resistance:

• Select components that are sized for the job – larger gear sets generally have lower
efficiencies.

• Larger capacity tires have more resistance. Spec the tires with the least rolling resistance for
your application. This will give you the most fuel efficient tire. Evaluate the potential weight
or fuel economy benefit of wide based single tires for your operation.

• Reduce the weight of “rotating” components such as tires, wheels, and brake drums. Use low-
profile tires and aluminum wheels.

• Select the right engine and gearing for the intended operation: Engine power settings have
unique torque, horsepower, and fuel-consumption curves. Selecting an engine with excessive
power can lead to inefficiencies. Size your engine for your job. Spend time with your engine
manufacturer to customize your engine parameters to your operation.

• Selecting a powertrain that meets your application is very important to optimizing fuel
economy. The transmission and rear axle ratio gear sets should be selected to insure the
correct cruise RPM to match the engine’s sweet spot. Gearing starts with selecting the
appropriate cruise RPM, but transmission selection can affect the startability and gradability
of your truck in your application – the wrong RPM may decrease fuel economy by 10% to
15%. For these reasons the selection should take into account the terrain over which the
vehicle will operate. A 13 or 18-speed transmission is often the most likely selection for
graded routes. The smaller gear splits allow the driver to keep the engine in the sweet spot
while climbing grades. Be sure to check with the engine supplier to obtain the characteristics
of the sweet spot, which can vary widely.

• Consider spec’ing an automated transmission in order to enhance fuel economy through

computer-controlled shift logic. Important consideration should be given to automated
transmissions designed to match their shift strategy to engine fuel maps.

• If you have a route that you typically run, contact your Kenworth dealer for assistance in
spec’ing the vehicle for that route. Kenworth dealers work closely with engine suppliers to
take into account a variety of speeds and grades. This allows the truck to be fine-tuned for
optimum fuel economy.

To enhance driver control:

• Give the driver some feedback into how their

decisions affect the performance of the truck.
Kenworth offers the Kenworth Driver Information
Center as standard, but consider enhancing it with
a Cummins Road Relay display to give the driver
average and instantaneous feedback, as well as many
other insights to their trip, performance, and driver reward status. A boost gauge should be
added as a minimum requirement.

1991– Real world testing “Tour America” in which three Kenworth T600A’s
equipped with different engines completed a 7,500 mile aerodynamic study
providing our customers with “real-life” fuel economy numbers.
 WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY

Select tires with low rolling resistance:

• Tire rolling resistance accounts for about one-third of a truck’s fuel consumption. In
other words, a 3% reduction in rolling resistance produces about a 1% gain in fuel economy.

• Tread depth over the life of a tire has a significant effect on tire fuel economy. As a tread
wears, the fuel efficiency of the tire usually increases. The increase is fairly rapid at first, and
then slows as the tire wears out. This change in tire wear affects your rolling resistance in
different ways between brands and compounds, thus changing your fuel economy differently
over time.

• Tire fuel efficiency, especially with fuel-saving tires, is cut nearly in half when speed is in-
creased from 55 mph to 75 mph.

• All axle positions are not equal; tires on different axles make different contributions to fuel
economy. Changing trailer tires to fuel-efficient types produces a larger effect than changing
tractor tires to fuel-efficient types.

• All tires are not alike. Some are better than others when it comes to fuel economy. Increased
tire pressure generally means less rolling resistance and better mileage. But conversely, it can
mean more tire wear. Over inflation is neither effective nor recommended as a fuel economy
improvement method.

• The EPA SmartWay® program is an easy and accurate method in picking the best tires for fuel
economy. All tires have been tested and the SmartWay program has selected the tire models
with the lowest rolling resistance based upon data provided by the tire manufacturers. This
narrows the decision down to just a few choices for each position on the tractor or trailer.

• The complete list of SmartWay approved tires can be found at: www.epa.gov/SmartwayLogis-
tics/documents/420f07033.htm#spectractor.

1994 – “Test the Best” real world testing conducted with three Kenworth T600A’s
and a Kenworth T800 over a 2,400 mile route. Building on fuel economy knowledge
gained in previous years, Kenworth refined its testing to utilize a self contained fueling
trailer to ensure a consistent fuel supply.
 Route and Idle Management

Route management is another important factor in fuel economy. In trucking, there are different ways
to go from Point A to Point B. The goal is to get from Point A to Point B in the most efficient and
economical manner while also meeting delivery deadlines.

This can be easier said than done because even veteran truck drivers may sometimes have trouble
finding a delivery location. Some companies and drivers make many deliveries to new locations –
especially on backhauls. Searching for a customer’s location can add stress to driving. Out-of-route
miles and lost time can result if a driver misses a turn, impacting on-time delivery.

Of course, out-of-route miles also result in burning more fuel. It’s estimated that out-of-route miles
may account for 3% to 10% of a driver’s total mileage each year. Let’s assume 100,000 miles
driven a year at 6 miles per gallon and an average cost of $4.50 per gallon. Out-of-route miles of 3%
– or 3,000 miles – requires 500 extra gallons of diesel fuel. Multiply that by $4.50 per gallon and
it equals $2,250 in additional fuel costs. Out-of-route miles of 10% – or 10,000 miles – equates to
1,666 extra gallons of diesel fuel. Multiply again by $4.50 per gallon and it equals nearly $7,497 in
additional fuel costs. And these figures are just for one truck.

Kenworth believes it’s essential to help drivers and fleets find ways to reduce their
out-of-route miles and boost overall fuel economy and route efficiency, thus increasing truck asset
productivity. Kenworth offers the factory installed Kenworth GPS in-dash navigation system to aid in
these savings.

Idle management also plays a significant role in overall fuel economy. Unnecessary idling can
result in substantial cost to the owner. Idling should be minimized by spec’ing the truck with
the Kenworth Clean Power System. This factory installed system provides heating, cooling and
hotel load power for up to 10 hours. The system uses stored energy for cooling and hotel load
power rather than running a diesel engine. The Clean Power System fuel savings vs. typical fuel
consumption from idling the truck or running a diesel APU can really add up. The chart below
shows the estimated fuel cost of each solution for a typical line haul operation with 1,800 hours/year
of idle time. Replacing idle or APU time with The Kenworth Clean Power System will reduce your
overall fuel consumption significantly.

Annual Fuel Cost Example assumes the following:

• Fuel consumption for idling truck engine = .75 gal/hr
$7,000.00 • Fuel consumption for operating Diesel APU = .3 gal/hr
$6,000.00 • Fuel consumption for operating the Kenworth Clean
$5,000.00 Power System = .1 gal/hour for 6 months of the year
$4,000.00
and .05 gal/hour for 3 months of the year.
$3,000.00
$2,000.00
• Idle time of 1,800 hours/year for idling truck engine.
$1,000.00 1,800 hours/year of idle time avoided by operating
$0.00 diesel APU or Clean Power System.
Idle truck engine Diesel APU Clean Pow er • Fuel cost/gal = $4.50

1995 – Kenworth received the U.S. Department of Transportation’s National Award for
the Advancement of Motor Vehicle Research and Development. The award was presented to
Kenworth for its T600A tractor, originally introduced in 1985, primarily for its contribution
in the areas of fuel efficiency and safety.
 WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY

Driver Behavior

While Kenworth engineers and the Kenworth dealer network can work closely with
customers to spec a vehicle for fuel economy, driving techniques and habits have a major
impact on achieving what the specs set out to do.

Kenworth offers these tips for getting the most out of your equipment:

• A fuel economy display such as the Kenworth Driver Information Center is essential
as the driver must be able to monitor and correct fuel economy performance by the
minute.

• Excessive speed is the largest single factor in reduced fuel mileage. Reduce speed to a
reasonable level of say 60 mph and eliminate all non-essential stops. A general rule of
thumb is that every mph increase above 50 mph reduces fuel mileage by 0.1 mpg.

• Use restraint when accelerating from stop. Short-shifting at 1,100 to 1,200 rpm in all
the low-range gears keeps fuel consumption low and still moves the truck. The step
to high range requires a bit more RPM and then use 1,500 rpm as maximum shift
point. Lug the engine to 1,150 rpm before downshifting. The upper end of the power
curve – 1,500 to 1,800 or 2,100 rpm – has the most severe fuel burn rate – so try to
avoid this. Engine boost is another good indicator of engine load. Keep your boost
level steady and consistent between acceleration events by watching your boost gauge.
Different engine models operate differently, so be sure to read your owner and driver
manuals to achieve the best performance from your engine.

• Use cruise control as much as possible. A good driver may be able to outperform
the cruise control, but cannot do it consistently day in and day out. Set the cruise
control as soon as you are up to speed. Look far ahead and choose a lane that avoids
merging traffic and other slowdowns that may make you turn off your cruise control and
lose momentum. Extra fuel is burned every time you need to regain speed. Constant
speeds save fuel.

• Minimize idling. Five minutes of warm-up is generally adequate and cool-down is

accomplished when pulling in for parking. To verify the negative effect of excessive
idling, watch the fuel economy display.

• Spec the truck with the Kenworth Clean Power® system.

Utilize these fuel-economy tips and you’ll be well on your way to receiving better fuel
economy for your truck or fleet.

1996 – Kenworth introduces the all new T2000 at the International

Trucking Show. The T2000 represents nearly 20 years of work in
aerodynamics by Kenworth engineers and it sets new standards in comfort,
performance, and reliability.
 Proper Maintenance

Proper maintenance is also important in the fuel economy equation. Here are some things to
remember:

• Spend the time to set up your new truck. Set your engine parameters to aid the driver in hold-
ing a steady speed on the highway. Set your dash displays to show the most efficient operat-
ing range of your truck.

• Make sure to maintain proper tire inflation pressure. Check tire wear.

• Replace air and fuel filters at the proper intervals. Watch your boost gauge at full load and
consistent elevations. A reduction of boost could indicate a leak in your charge air system.
Add an inspection of your charge air hoses and clamps to your daily pre-trip inspection. A
leak in this system will affect your fuel economy. Minimize the air leaks on your truck. A
higher air compressor duty cycle puts more load on the engine and affects fuel economy.

• Keep all axles – drive and steer – properly aligned to minimize rolling resistance. Consider
doing a full tractor trailer alignment if you are running a dedicated trailer. Try to align them at
your average loaded weight.

• Monitor your fuel quality at the pump. Make sure that you are not getting dirty fuel that causes
the fuel injectors to clog or disrupt the spray pattern.

• Repair any body damage. Cracked, bent, or broken aerodynamic devices should be repaired or
replaced as soon as possible. These devices are designed to work as a system and redirected
airflow from a bent piece could render the next piece downstream useless. You paid extra
for them so you might as well reap the benefits from keeping them intact. Sometimes just
noticing a new bug splatter pattern on your tractor can indicate that an aerodynamic piece has
been moved or tweaked.

• Use a good synthetic or semi-synthetic oil in the engine and drive axles. Also use a good
synthetic transmission fluid. Kenworth uses synthetic oil in the axles and transmissions of new
trucks coming off the production line. Don’t use a higher viscosity oil than actually needed
for the operating conditions.

• If you have a 2007 engine, pay special attention

to the portion of your exhaust from the turbo to
the diesel particulate filter (DPF). Any cracks
or misaligned clamps that can cause fuel and/
or heat loss in this section will cause longer or
more frequent regenerations that use more fuel.

2001– Kenworth began a series of 17 fuel economy runs with several

T2000s – with different engine models – on a nearly 500-mile course from
Renton, to The Dalles, Oregon and back again.
 WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY

Advanced Technology

The use of advanced technology further enhances the fuel economy of tomorrow’s truck. Kenworth
engineers regularly explore a variety of technologies that can help to significantly reduce fuel
consumption.

Is 13-plus miles per gallon feasible for a truck in the future?

Perhaps. It will take technology advancements and initiatives
to pursue and achieve such a goal. Kenworth research and
development engineers are working in a number of key areas to
study advanced technologies that impact fuel economy. Items
that should be considered when ordering a new truck include:

• A digital fuel economy gauge: Kenworth’s Driver Information

Center/Multi-function Highline Display provides a display of
the trip average miles per gallon and instantaneous feedback
so drivers can modify their driving to optimize fuel usage.
The information center also includes an RPM sweet spot
display. This shows drivers the most efficient RPM zone. This is especially useful for new
drivers or drivers new to a particular drivetrain.

• GPS Navigation: The Kenworth GPS navigation system is essential in helping drivers reduce
their out of route miles and boosting their overall fuel economy.

• Idle Reduction: The Kenworth Clean Power® system

is an anti idling system that allows the driver to run
normal sleeper loads without the need to idle the
truck. This system may enhance fuel economy by
8% for customers with high idle times.

• Medium Duty Hybrid: The parallel hybrid system

provides vehicle launch assist, blended torque,
and electric PTO operation. Kenworth’s goal is to
enhance fuel economy by up to 30%, and up to
50% in utility applications by eliminating engine
idle time to run the hydraulic PTO.

• SmartWay® Partnership: Kenworth’s aerodynamic models – the new T660 and T2000 – are
acknowledged as SmartWay eligible trucks by the U.S. Environmental Protection Agency
(EPA). The SmartWay Transport Partnership (www.epa.gov/SmartWay) is a collaborative
voluntary program between the EPA and the freight industry. SmartWay eligible tractors
offer a full aerodynamic package including integrated roof fairings, fuel tank side fairings,
tractor-mounted gap reducers, aerodynamic bumpers and aerodynamic mirrors, idle reduction
technology readiness, and low rolling resistance tires.

2001– Kenworth T2000 is tested at the

Bridgestone Proving Grounds in Fort Stockton, TX.
 Future Technology

Kenworth R&D is continuously evaluating new technologies to improve vehicle fuel efficiency.
Examples of these include:

Advanced tire pressure monitoring systems: These monitoring systems will keep drivers
updated on the status of pressure of all tires and ensure low rolling resistance. The systems
will also provide early warning of tire-pressure changes that can lead to premature wear or
sudden tire damage. Tire rolling resistance accounts for about one-third of a truck’s fuel
consumption. In other words, a 3% reduction in rolling resistance produces about a 1% gain
in fuel economy.

Heavy Duty Hybrid vehicles: Hybrid configurations are being evaluated for multiple
applications of heavy duty vehicles. This system builds upon medium duty hybrid
technologies and shows promise of similar savings to heavy duty applications.

Alternative power for auxiliary equipment: Kenworth is actively working with technology
leading companies for research in hydrogen power, heat recovery systems, liquefied natural gas
(LNG) fuel systems, and advanced battery storage technology.

Kenworth engineers continue to push the envelope of design and technology to continually
improve fuel economy and aerodynamics.

2006 – Kenworth introduces the new T660, the

latest evolution of Kenworth quality, modern styling,
enhanced aerodynamics and fuel economy.
WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY
 To learn more about fuel economy, be sure to visit Kenworth’s website
(www.kenworth.com) for continuing information on this important topic.

ISO 9001.2000 © Kenworth Truck Company, A PACCAR Company.

For more information, please call or visit your local Kenworth dealer or visit us at www.kenworth.com

WP-FE08