FIGURE 4-30. Hardwired Remote Pto Control – Esa Settings For T680/T880 . . . . . . . . 4-33
FIGURE 4-31. Remote Pto Control Over Bcan With Pto On/Off Switch Hardwired To Cecu . 4-34
FIGURE 4-32. Remote Pto Control Over Bcan With Hardwired Pto Engagement Feedback
FIGURE 4-34. Remote Pto Control Over Bcan With Pto On/Off Switch Signal Over Bcan . . 4-38
FIGURE 4-35. Remote Pto Control Over Bcan With Pto On/Off Switch Signal Over Bcan –
FIGURE 5-2. Supply Module Allowed Clocking Angle Limit Scribes A 90° Inverted Cone. . . 5-6
FIGURE 5-3. Isometric View Of Right Hand Under Dpf/Scr With Single Side Of Cab Tailpipe 5-8
FIGURE 5-4. Isometric View Of Right Hand Under Dpf/Scr With Single Side Of Cab Tailpipe 5-8
FIGURE 5-5. Right View Of Right Hand Under Dpf/Scr With Single Side Of Cab Tailpipe . . 5-9
FIGURE 5-6. Back View Of Right Hand Under Dpf/Scr With Single Side Of Cab Tailpipe. . . 5-9
FIGURE 5-7. Isometric View Of Right Hand Under Dpf/Scr With Dual Side Of Cab Tailpipe . 5-10
FIGURE 5-8. Isometric View Of Right Hand Under Dpf/Scr With Dual Side Of Cab Tailpipe 5-10
iv
Page 7
Figures
FIGURE 5-9. Right View Of Right Hand Under Dpf/Scr With Dual Side Of Cab Tailpipe . . . 5-11
FIGURE 5-10. Back View Of Right Hand Under Dpf/Scr With Dual Side Of Cab Tailpipe . . .5-11
FIGURE 5-11. Isometric View Of Right Hand Under Dpf/Scr With Single
FIGURE 5-13. Right View Of Right Hand Under Dpf/Scr With Single Back Of Cab Tailpipe . 5-13
FIGURE 5-14. Back View Of Right Hand Under Dpf/Scr With Single Back Of Cab Tailpipe . .5-13
FIGURE 5-15. Isometric View Of Right Hand Under Dpf/Scr With Ground-Dump Tailpipe . . 5-14
FIGURE 5-16. Isometric View Of Right Hand Under Dpf/Scr With Ground-Dump Tailpipe . . 5-14
FIGURE 5-17. Right View Of Right Hand Under Dpf/Scr With Ground-Dump Tailpipe . . . . 5-15
FIGURE 5-18. Back View Of Right Hand Under Dpf/Scr With Ground-Dump Tailpipe . . . . 5-15
FIGURE 5-19. Isometric View Of Independent Back Of Cab Dpf/Scr With
FIGURE 5-21. Right View Of Independent Back Of Cab Dpf/Scr With Back Of Cab Tailpipe 5-17
FIGURE 5-22. Back View Of Independent Back Of Cab Dpf/Scr With Back Of Cab Tailpipe 5-17
FIGURE 5-23. Isometric View Of Horizontal Dpf/Scr With Ground-Dump Tailpipe . . . . . . 5-18
FIGURE 5-24. Isometric View Of Horizontal Dpf/Scr With Ground-Dump Tailpipe . . . . . . 5-18
FIGURE 5-25. Right View Of Horizontal Dpf/Scr With Ground-Dump Tailpipe. . . . . . . . .5-19
FIGURE 5-26. Back View Of Horizontal Dpf/Scr With Ground-Dump Tailpipe . . . . . . . . .5-19
This manual was created to provide body builders with appropriate information and guidelines
useful in the body planning and installation process. This information will be helpful when installing
bodies or other associated equipment.
This manual contains appropriate dimensional information, guidelines for mounting bodies, guidelines for modifying frames, electrical wiring information, and other information useful in the body
installation process. This manual is specic to chassis with 2017 EPA emissions engines.
The Body Builder Manual can be very useful when specifying a vehicle, particularly when the body
builder is involved in the vehicle denition and ordering process. Early in the process, professional
body builders can often contribute valuable information that reduces the ultimate cost of the body
installation.
In the interest of continuing product development, Kenworth reserves the right to change specications or products at any time without prior notice. It is the responsibility of the user to ensure
that he is working with the latest released information. Check Kenworth.com for the latest released
version.
If you require additional information or reference materials, please contact your local Kenworth
dealer.
1-1
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Page 13
Section 2
Safety & Compliance
SAFETY SIGNALS
We’ve put a number of alerting messages in this book. Please read and follow them. They are there for your protection
and information. These alerting messages can help you avoid injury to yourself or others and help prevent costly damage to the vehicle.
Key symbols and “signal words” are used to indicate what kind of message is going to follow. Pay special attention to
comments prefaced by “WARNING”, “CAUTION”, and “NOTE.” Please don’t ignore any of these alerts.
Warnings, cautions, and notes
WARNING
Example:
WARNING! Be sure to use a circuit breaker designed to meet liftgate amperage requirements. An incor-
rectly specied circuit breaker could result in a electrical overload or re situation. Follow the liftgate
installation instructions and use a circuit breaker with the recommended capacity.
CAUTION
Example:
CAUTION: Never use a torch to make a hole in the rail. Use the appropriate drill bit.
NOTE
When you see this word and symbol, the message that follows is especially vital. It signals a
potentially hazardous situation which, if not avoided, could result in death or serious injury.
This message will tell you what the hazard is, what can happen if you don’t heed the warning,
and how to avoid it.
Signals a potentially hazardous situation which, if not avoided, could result in minor or moderate injury or damage to the vehicle.
Provides general information: for example, the note could warn you on how to avoid damaging
your vehicle or how to drive the vehicle more efciently.
Example:
Note: Be sure to provide maintenance access to the battery box and fuel tank ll neck.
Please take the time to read these messages when you see them, and remember:
WARNING
Indicates a potentially hazardous situation which, if not avoided, could result in death or serious injury.
CAUTION
Signals a potentially hazardous situation which, if not avoided, could result in minor or moderate
injury or damage to the vehicle.
NOTE
Useful information that is related to the topic being discussed.
2-1
2/17
Page 14
Section 2
Safety & Compliance
FEDERAL MOTOR VEHICLE SAFETY
STANDARDS COMPLIANCE
As an Original Equipment Manufacturer (OEM), Kenworth Truck Co. ensures that our products comply with all applicable
U.S. or Canadian Federal Motor Vehicle Safety Standards. However, the fact that this vehicle has no fth wheel and that a
Body Builder (Intermediate or Final Stage Manufacturer) will be doing additional modications means that the vehicle was
incomplete when it left the build plant. See next section and Appendix A for additional information.
Incomplete Vehicle Certication
An Incomplete Vehicle Document is shipped with the vehicle, certifying that the vehicle is not complete. See Figure 2–1.
In addition, afxed to the driver’s side door frame or edge is an Incomplete Vehicle Certication label. See Figure 2–2. For
further information on Vehicle Certication and Identication, see APPENDIX A “VEHICLE IDENTIFICATION.”
NOTE
These documents list the U.S. or Canadian Federal Motor Vehicle Safety Standard regulations that the
vehicle complied with when it left the build plant. You should be aware that if you add, modify or alter any
of the components or systems covered by these regulations, it is your responsibility as the Intermediate or
Final Stage Manufacturer to ensure that the complete vehicle is in compliance with the particular regula-
tions upon completion of the modications.
U.S. EPA Noise Label (U.S. registered vehicles only)
Final Stage Manufacturer
Label to be Installed by
Final Stage Manufacturer
Chassis Serial
Number
Vehicle Emission Control
Information Label
FIGURE 2-1. Incomplete Ve-
hicle Certication Document
Tire, Rim and
Weight Rating
Data label
Safety Mark (Canadian
Registry Only)
Incomplete Vehicle
Certication Label
Major Components and
Weights Label
FIGURE 2-2. Locations of Certica-
tion Labels - Driver’s Door and Frame
As the Intermediate or Final Stage Manufacturer, you should retain the Incomplete Vehicle Document for your records. In
addition, you should record and retain the manufacturer and serial number of the tires on the vehicle. Upon completion
of the vehicle (installation of the body and any other modications), you should afx your certication label to the vehicle
as required by Federal law. This tag identies you as the “Intermediate or Final Stage Manufacturer” and certies that the
vehicle complies with Federal Motor Vehicle Safety Standards. (See Figure 2–2.) Be advised that regulations affecting the
intermediate and nal stage manufacturer may change without notice. Ensure you are referencing the most updated copy
of the regulation during the certication and documentation processes.
In part, if the nal stage manufacturer can complete and certify the vehicle within the instruction in the incomplete vehicle
document (IVD) the certication label would need a statement that reads, “This vehicle has been completed in accordance
with the prior manufacturers‚ IVD where applicable. This vehicle conforms to all applicable Federal Motor Vehicle Safety
Standards [and Bumper and Theft Prevention Standards if applicable] in effect in (month, year).”
However, if the vehicle can not be completed and certied with in the guidance provided in the IVD, the nal stage manufacturer must ensure the vehicle conforms to all applicable Federal Motor Vehicle Safety Standards (FMVSS). The nal
stage manufactures certication label would need a statement that reads, “This vehicle conforms to all applicable Federal
Motor Vehicle Safety Standards [and Bumper and Theft Prevention Standards if applicable] in effect in (month, year).”
2/17
2-2
Page 15
Section 2
Safety & Compliance
These statements are just part of the changes to the new certication regulation. Please refer to the Feb 15, 2005 nal
rule for all of the details related to this regulation. You can contact NTEA Technical Services Department at 1-800-441NTEA for a copy of the nal rule (DocID 101760).
For Canadian nal stage manufacturers see:
http://www.gazette.gc.ca/index-eng.html; and
http://www.tc.gc.ca/eng/acts-regulations/menu.htm for the regulations.
Or contact:
Transport Canada
Tower C, Place de Ville, 330 Sparks Street
Ottawa, Ontario K1A 0N5
(613) 990-2309
TTY: 1-888-675-6863
Noise and Emissions Requirements
NOTE
This truck may be equipped with specic emissions control components/systems* in order to
meet applicable Federal and California noise and exhaust emissions requirements. Tampering
with these emissions control components/systems* is against the rules that are established by the
U.S Code of Federal Regulations, Environment Canada Regulations and California Air Resources
Board (CARB). These emissions control components/systems* may only be replaced with original
equipment parts.
Additionally, most vehicles in North America will be equipped with a Greenhouse Gas (GHG)
“Vehicle Emission Control Information” door label indicating its certied conguration. The vehicle
components listed on this label are considered emission control devices.
Modifying (i.e. altering, substituting, relocating) any of the emissions control components/sys-
tems dened above will affect the noise and emissions performance/certication. Modications
that alter the overall shape and aerodynamic performance of a tractor will also affect the emis-
sion certication. If modications are required, they must rst be approved by the manufacturer.
Unapproved modications could negatively affect emissions performance/certication. There is no
guarantee that proposed modications will be approved.
Tires may be substituted provided the new tires possess a Coefcient of rolling resistance (Crr)
equal to or lower than Crr of the original tires. Consult with your tire supplier(s) for appropriate
replacement tires.
Contact the engine manufacturer for any requirements and restrictions prior to any modications.
• For Cummins Contact 1-800-DIESELS or your local Cummins distributor. Reference AEB 21.102.
It is possible to relocate the DEF tank, however the relocation requirements need to be followed. Any variance from the
relocation requirements may cause the emissions control components/systems to operate improperly potentially resulting
in engine de-rate. See page 4-3 for relocation requirements.
NOTE
All 2017 engine emissions certied vehicles will be equipped with an On-Board Diagnostics
(OBD) system. The OBD system is designed to detect malfunctions of any engine or vehicle component that may increase exhaust emissions or interfere with the proper performance of the OBD
system itself.
2-3
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Page 16
Section 2
Safety & Compliance
All diesel engines will be equipped with an On-Board Diagnostics (OBD) system. The OBD
system consists of computer program on one or more of the vehicle’s Electronic Control Units
(ECUs). This program uses information from the control system and from additional sensors to
detect malfunctions. When a malfunction is detected, information is stored in the ECU(s) for diagnostic purposes. A Malfunction Indicator Light (MIL) is illuminated in the dash to alert the driver of
the need for service of an emission-related component or system.
To ensure compliance to emissions regulations, the nal conguration of certain features of the completed vehicle
must meet specic requirements. This section describes requirements relevant for only the most common or critical modications done by body builders. For a complete description of acceptable modications, see the application
guidance available from the manufacturer of the engine installed in the chassis.
Fuel System
The following are highlights of some of the more common or critical aspects of this system.
The overall system restriction may not exceed the restriction limitations set forth by the engine manufacturer for both
supply and return.
• Ensure that fuel lines are not pinched or can potentially be damaged when installed between body and frame
• Fuel lines must be routed and secured without dips or sags
• There must be easy access to lter(s) and ll cap
• The tank vent may not obstructed
• Added accessories (heaters, generators) cannot introduce air into system
• Fuel tank must be located so that the full level is not above cylinder head
• “Ultra Low Sulfur Fuel Only” labels must be present on the dash and fuel ll
• Modication of the pressure side secondary lter and plumbing is not allowed without engine manufacturer
approval
• Body installation of fuel tank or routing of lines must not cause signicant increase in fuel temperature
• Fuel hoses shall meet or exceed OEM supplied hose material construction specications
• Formed nylon fuel lines with quick-connects are installed underneath the cab and hood along the frame rail.
Behind the cab from the fuel tee to tanks are wirebraid-reinforced rubber lines. Supply and return ttings are
poka-yoked to prevent incorrect assembly.
2/17
Nylon
Wirebraid-reinforced rubber
2-4
Page 17
Section 2
Safety & Compliance
PARTS
Replacement nylon fuel line assemblies are available based on individual chassis and fuel system hardware.
For other chassis changes, individual parts are listed below.
DESCRIPTIONUSEPART NO.
Supply Tee – All ports openDual LH and RH fuel tanksK38-1057
Supply Tee – RH port closedOnly LH fuel tank(s)K38-1058
Supply Tee – LH port closedOnly RH fuel tank(s)K38-1059
Return Tee – All ports openDual LH and RH fuel tanksK38-1060
Return Tee – RH port closedOnly LH fuel tank(s)K38-1061
Return Tee – LH port closedOnly RH fuel tank(s)K38-1062
Supply Fitting – StraightNylon line assemblies K38-1069-001
Supply Fitting – 90˚Nylon line assembliesK38-1069-002
Return Fitting – Straight Nylon line assembliesK38-1069-003
Return Fitting – 90˚Nylon line assembliesK38-1069-004
Supply APU FittingAdditional fuel-powered unit, install
in-line at tee
Return APU FittingAdditional fuel-powered unit, install
in-line at tee
V50-14860082111xxx
V50-14860063111xxx
V50-1178-1xxxx
V50-1178-2xxxx
K38-1055
K38-1056
Compressed Air System
The following are highlights of some of the more common or critical aspects of this system.
• Air system modication must meet applicable FMVSS regulations
• Compressed Air tank may not be modied (exception – addition or removal of ttings or relocation of the tank)
• Added devices or bodywork may not interfere with or rub air lines
• Air supply to the engine doser may not be restricted or disconnected
• Air lines should be routed, protected from heat, and properly secured to prevent damage from other
components
• Care should be taken so that air lines do not rub against other components
• Care should be taken to protect the air system from heat sources.
2-5
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Section 2
Safety & Compliance
Exhaust and Exhaust After-treatment System
The following are highlights of some of the more common or critical aspects of this system.
• The following after-treatment and exhaust system components may not be modied:
• DPF assembly
• SCR Catalyst assembly
• Exhaust pipes between the engine and after-treatment devices (DPF, SCR Catalyst) and between
after-treatment devices
• NOx Sensors
• PM Sensor
• The following modications may only be done within the guidelines of the “DEF System Relocation Guide.”
• Modications to Diesel Exhaust Fluid (DEF) throttle, suction, or pressure lines
• Modication or relocation of the DEF tank
• Modication of coolant lines to and from the DEF tank
• All DEF and coolant lines should be routed, protected, and properly secured to prevent damage during vehicle
operation or other components
• If relocation of the DCU or ACM is necessary, use existing frame brackets and mount inside of frame anges
where necessary. Do not extend the harnesses
• The DPF, the SCR catalyst, or their mounting may not be modied
• The NOx sensor may not be relocated or altered in any way; this includes re-clocking the aftertreatement
canister or reorienting the sensor(s)
• Exhaust pipes used for tailpipes/stacks must be properly sized, and must prevent water from entering
• Ensure adequate clearance between the exhaust and body panels, hoses, and wire harnesses
• The body in the vicinity of the DPF must be able to withstand temperatures up to 400°C (750°F)
• Do not add thermal insulation to the external surface of the DPF
• The SCR water drain hole may not be blocked
• Allow adequate clearance (25mm (1 inch)) for servicing the DPF sensors, wiring, and clamped joints
• Drainage may not come in contact with the DPF, SCR catalyst, sensors or wiring
• Allow sufcient clearance for removing sensors from DPF. Thermistors require four inches. Other sensors
require one inch
• Wiring should be routed, protected from heat, and properly secured to prevent damage from
other components
• The exhaust system from an auxiliary power unit (APU) must not be connected to any part of the vehicle
after-treatment system or vehicle tail pipe.
Cooling System
The following are highlights of some of the more common or critical aspects of this system.
• Modications to the design or locations of ll or vent lines, heater or defroster core, and surge tank are not
recommended
• Additional accessories plumbed into the engine cooling system are not permitted, at the risk of voiding vehicle
warranty
• Coolant level sensor tampering will void warranty
2/17
2-6
Page 19
Section 2
Safety & Compliance
• When installing auxiliary equipment in front of the vehicle, or additional heat exchangers, ensure that
adequate air ow is available to the vehicle cooling system. Refer to engine manufacturer application guidelines for further detail
• When installing FEPTO drivelines, the lower radiator anti-recirculation seal must be retained with FEPTO
driveline clearance modication only
• Changes made to cooling fan circuit and controls are not allowed, with the exception of AC minimum fan on
time parameter
• See owner’s manual for appropriate winter front usage
Electrical System
The following are highlights of some of the more common or critical aspects of this system.
• Electrical harnesses providing battery power and electronic control signals to engine and emissions control/
vehicle OBD components including datalinks may not be spliced. These emissions control/vehicle OBD
components include the following:
• throttle pedal
• vehicle speed sensor
• after-treatment wiring
• 9-pin OBD Connector
• CAN Communication / OBD Diagnostic wiring
• If the alternator or battery is substituted, it must meet the requirements of the engine manufacture’s guidelines. This includes alternator ground voltage drop and alternator ground cable effectiveness. See the engine
manufacture’s guidelines for recommended test procedure. Additionally the maximum voltage differential and
the peak-peak voltage differential between the engine ECM block ground stud and battery negative terminal
may not exceed 500 mV under any combination of loads or operating conditions.
• Only an OBD compliant battery disconnect switch may be installed on vehicles equipped EPA 2013 and
beyond compliant diesel engines. An OBD compliant switch and harness, even in the off position, supply a
small amount of power to the engine controller and enable certain emissions critical functions (e.g. DEF line
purge). Any modications to the electrical system which interrupt this power supply will cause OBD fault codes
and illumination of the MIL. In addition, such a modication will render the engine non-compliant with certain
emission regulations. As a general rule of thumb, you can remove and replace a battery disconnect switch on
a truck equipped with a battery disconnect switch at the factory. However, if a battery disconnect switch was
not installed in the factory a signicant harness modication is required before a battery disconnect switch can
be added.
• Installation of aftermarket transfer-cases must address the vehicle speed sensor position. The standard position of the speed sensor is at the transmission tail shaft. When a transfer-case is added it is best to relocate
the sensor to the axle side output shaft of the transfer-case. This is typically accomplished by adding a tone
wheel into the driveline yoke assembly.
• Wiring extensions for the after-treatment wiring are available for relocating the DEF tank from your dealer via
Paccar Parts. For relocation of DEF tank, refer to the after-treatment section of this manual.
• The emission system requires an accurate Outside Air Temperature (OAT) reading in order to properly run
its control algorithms. The OAT sensor is located in the driver’s side mirror assembly on Kenworth trucks and
is shown in the gures below. If the body builder needs to modify the mirror assembly in any way, it is important the OAT sensor stay positioned on the mirror assembly. Running the vehicle without the OAT sensor
connected will cause the MIL lamp to illuminate. If needed, a replacement sensor can be ordered from your
• Coolant Sensor considerations are given in the Cooling section above
• The OBD/Diagnostic connector port is located below the dash to the left of the steering wheel. This connector
and its location may not be changed.
• All vehicles equipped with EPA 2013 compliant diesel and bi-fueled engines must be equipped with a Malfunc-
tion Indicator Lamp (MIL) lamp. This lamp is required to be an engine outline symbol as dened by ISO (International Standards Organization). The gure below shows the instrument cluster and MIL lamp position. Note
this lamp location is xed with respect to the controls and its location may not be changed if you are updating
the warning lamp cards.
2/17
FIGURE 2-4: Instrument Cluster for T680/T880 used with EPA 2013 Emission compliant
engines. The Check Engine lamp and/or the MIL will appear in the Driver Performance
Center (#8). See T680/T880 Operator’s Manual for more information.
• In addition to the sensors and lamps above, the emission system also depends on signals from the exhaust
DPF (Diesel Particulate Filter), SCR (Selective Catalytic Reduction), and NOx sensor. Wiring between these
devices, the Dosing Control Unit (DCU) and engine ECM should not be tampered with or altered in any way.
2-8
Page 21
Section 2
Safety & Compliance
Air Intake System
The following are highlights of some of the more common or critical aspects of this system.
• The air intake screen may not be blocked, either fully or partially
• Modication to the air intake system may not restrict airow. For example, pipe diameter may not be reduced
• All sensors must be retained in existing locations
• To retain system seal, proper clamp torque must be used. Refer to service manual for proper clamp torque
Charge Air Cooler System
The following are highlights of some of the more common or critical aspects of this system.
• The Charge Air Cooler may not be modied
• The installation of engine overspeed shutdown devices must not introduce restriction in the intake system
• All plumbing associated with the charge air cooler may not be modied
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Page 23
Section 3
Dimensions
DIMENSIONS
This section has been designed to provide enough information to successfully layout chassis in the body planning
process. Optional equipment may not be depicted. Please contact your local Kenworth dealer if more dimensional
information is desired.
ABBREVIATIONS
Throughout this section, and in other sections as well, abbreviations are used to describe certain characteristics on your
vehicle. The chart below lists the abbreviated terms used.
TABLE 3-1. Abbreviations Used
CABACK OF CAB TO CENTERLINE OF REAR AXLE OR CENTERLINE OF TANDEMS ON TANDEM SUSPENSION
EOFFRAME RAIL OVERHANG BEHIND REAR AXLE – MEASURED FROM THE CENTERLINE OF TANDEMS
FSFRONT SUSPENSION HEIGHT
RSREAR SUSPENSION HEIGHT
WBWHEELBASE
SOCSIDE OF CAB
BOCBACK OF CAB
TURNING RADIUS
Approximate turning radius specications are listed in the following tables as a general guide. It is important to note that
optional components may alter the results.
TABLE 3-2. Turning Radius
ModelSteering GearFront Axle Front WheelFront Tire
T680/T880
Single Gear
HD94 or
THP60
Dana Spicer
E-1202I 12K or
E13221 13.2K
Accuride 50487
or Alcoa 88367
22.5 X 8.25
295/75R22.5
Rear
Suspension
Tandem
52” Axle
Spacing
Wheel Base
(in.)
18126.7
19326.9
20128.0
21329.7
22030.6
23232.3
24033.4
25235.0
26036.1
27237.7
28038.8
29140.4
30342.0
32344.7
33145.8
Turning
Radius (ft)
3-1
TABLE 3-2 CONTINUES ON NEXT PAGE…
2/17
Page 24
Section 3
Dimensions
TABLE 3-2 CONTINUED
ModelSteering GearFront Axle Front WheelFront Tire
Meritor
MFS12 or
MFS13
Dana Spicer
E-12021 12K or
E-13221 13.2K
Meritor
MFS14
Dana Spicer
E-14621
Meritor
MFS20
Standard Track
Dana Spicer
D2000 20K
Standard Track
Accuride 50487
or Alcoa 88367
22.5 X 8.25
Alcoa 89365
22.5 X 9
Alcoa 89365
22.5 X 9
11R22.5
315/80R22.5
315/80R22.5
T680/T880
T880
T880
Single Gear
HD94 or
THP60
Single Gear
SD110 or
TAS85
Dual Gears
HD94 or
THP60
Rear
Suspension
Tandem
52” Axle
Spacing
Tandem
52” Axle
Spacing
Tandem
52” Axle
Spacing
Wheel Base
(in.)
18126.9
19327.4
20128.5
21330.2
22031.2
23232.9
24034.0
25235.7
26036.8
27238.4
28039.6
29141.1
30342.8
32345.6
33146.7
18126.9
19326.9
20127.9
21329.6
22030.5
23232.2
24033.2
25234.0
26035.1
27236.7
28037.8
29139.2
30340.8
32343.4
33144.5
18128.1
19328.6
20129.7
21331.5
22032.5
23234.2
24035.3
25235.2
26036.3
27238.0
28039.1
29140.6
30342.2
32345.0
33146.0
Turning
Radius (ft)
2/17
TABLE 3-2 CONTINUES ON NEXT PAGE…
3-2
Page 25
TABLE 3-2 CONTINUED
Section 3
Dimensions
ModelSteering GearFront Axle Front WheelFront Tire
Meritor
MFS20
Standard Track
Dana Spicer
D2000 20K
Standard Track
Meritor
MFS20
Standard Track
Dana Spicer
D2000 20K
Standard Track
Alcoa 82362
22.5 X 12.25
Alcoa 82362
22.5 X 12.25
385/65R22.5
425/65R22.5
T880
T880
Dual Gears
HD94 or
THP60
Dual Gears
HD94 or
THP60
Rear
Suspension
Tandem
52” Axle
Spacing
Tandem
52” Axle
Spacing
Wheel Base
(in.)
18128.1
19328.6
20129.8
21331.5
22032.5
23234.2
24035.4
25235.3
26036.4
27238.0
28039.1
29140.6
30342.2
32345.0
33146.1
18128.1
19328.6
20129.8
21331.5
22032.5
23234.2
24035.4
25236.7
26037.8
27239.5
28040.7
29142.2
30343.9
32346.8
33147.9
Turning
Radius (ft)
3-3
2/17
Page 26
Section 3
Dimensions
Prospector Turn Circle Analysis:
Please see Figure 3-2 as an example of Kenworth’s turn circle calculation made in Prospector for your specic chassis.
Your local Kenworth dealer can provide this information to you.
FIGURE 3-1. Prospecter Turn Circle Analysis
Please consult your local Kenworth Dealer for this information, as it is chassis specic.
2/17
3-4
Page 27
Section 3
Dimensions
OVERALL DIMENSIONS
This section includes drawings and charts of the following Class 8 models: T680 and T880, including 40”, 52”, and
76” sleepers
On the pages that follow, detail drawings show particular views of each vehicle, all dimensions are in inches (in). They
illustrate important measurements critical to designing bodies of all types. See the “Contents” at the beginning of the
manual to locate the drawing that you need.
Note: To determine overall height please locate the chart Table 3-3 on page 3-12 and add that value to the height. All
heights are given from the bottom of the frame rail.
Kenworth also offers .dxf les and frame layouts of ordered chassis four weeks prior to build. Please speak with your
salesman to request this feature when specifying your chassis.
3-5
2/17
Page 28
Section 3
Dimensions
T680 STANDARD HOOD DAYCAB
The following drawings are of a standard T680 Standard Hood Daycab, shown with standard chassis components.
2/17
3-6
Page 29
Section 3
Dimensions
T680 MX (SHORT) HOOD DAYCAB
The following drawings are of a standard T680 MX (Short) Hood Daycab, shown with standard chassis components.
3-7
2/17
Page 30
Section 3
Dimensions
T880 STANDARD HOOD DAYCAB
The following drawings are of a standard T880 Standard Hood Daycab, shown with standard chassis components.
2/17
3-8
Page 31
Section 3
Dimensions
T880S SFFA (SHORT) HOOD DAYCAB
The following drawings are of a standard T880S SFFA (Short) Hood Daycab, shown with standard chassis components.
BBC
CA
77.1
FS
BS86.2
61.4
37.3
119.7
WBEOF
11.3
18.3
53.6
82.7
33.3
11.3
83.8
RS
3-9
34
2/17
Page 32
Section 3
Dimensions
T680 STANDARD HOOD 40” SLEEPER
The following drawings are of a standard T680 Standard Hood 40” Sleeper, shown with standard chassis components.
2/17
3-10
Page 33
Section 3
Dimensions
T680 MX (SHORT) HOOD 40” SLEEPER
The following drawings are of a standard T680 MX (Short) Hood 40” Sleeper, shown with standard chassis components.
3-11
2/17
Page 34
Section 3
Dimensions
T880 STANDARD HOOD 40” SLEEPER
The following drawings are of a standard T880 Standard Hood 40” Sleeper, shown with standard chassis components.
2/17
3-12
Page 35
Section 3
Dimensions
T880S SFFA (SHORT) HOOD 40” SLEEPER
The following drawings are of a standard T880S SFFA (Short) Hood 40” Sleeper, shown with standard chassis components.
77.1
FS
61.4
BS
37.2
119.7
BBS
115.7
WB
18.2
CA
11.1
94.7
35
87.2
RS
EOF
11.1
18.1
51
34
3-13
2/17
Page 36
Section 3
Dimensions
T680 STANDARD HOOD 52” SLEEPER
The following drawings are of a standard T680 Standard Hood 52” Sleeper, shown with standard chassis components.
2/17
3-14
Page 37
Section 3
Dimensions
T680 MX (SHORT) HOOD 52” SLEEPER
The following drawings are of a standard T880 MX (Short) Hood 52” Sleeper, shown with standard chassis components.
3-15
2/17
Page 38
Section 3
Dimensions
T880 STANDARD HOOD WITH 52” SLEEPER
The following drawings are of a standard T880 Standard Hood with 52” Sleeper, shown with standard chassis components.
2/17
3-16
Page 39
Section 3
Dimensions
T880 MX (SHORT) HOOD WITH 52” SLEEPER
The following drawings are of a standard T880 MX (Short) hood with 52” Sleeper, shown with standard chassis components.
3-17
2/17
Page 40
Section 3
Dimensions
T680 STANDARD HOOD WITH 76” HIGH-ROOF SLEEPER
The following drawings are of a standard T680 Standard Hood with 76” High-Roof Sleeper, shown with standard chassis
components.
2/17
3-18
Page 41
Section 3
Dimensions
T680 MX (SHORT) HOOD WITH 76” HIGH-ROOF SLEEPER
The following drawings are of a standard T680 MX (Short) hood with 76” High-Roof Sleeper, shown with standard chassis
components.
3-19
2/17
Page 42
Section 3
Dimensions
T680 STANDARD HOOD WITH 76” MID-ROOF SLEEPER
The following drawings are of a standard T680 Standard Hood with 76” Mid-Roof Sleeper, shown with standard chassis
components.
2/17
3-20
Page 43
Section 3
Dimensions
T680 MX (SHORT) HOOD WITH 76” MID-ROOF SLEEPER
The following drawings are of a standard T680 MX (Short) hood with 76” Mid-Roof Sleeper, shown with standard chassis
components.
3-21
2/17
Page 44
Section 3
Dimensions
T880 STANDARD HOOD WITH 76” MID-ROOF SLEEPER
The following drawings are of a standard T880 Standard Hood with 76” Mid-Roof Sleeper, shown with standard chassis
components.
2/17
3-22
Page 45
Section 3
Dimensions
T880 MX (SHORT) HOOD WITH 76” MID-ROOF SLEEPER
The following drawings are of a standard T880 MX (Short) hood with 76” Mid-Roof Sleeper, shown with standard chassis
components.
3-23
2/17
Page 46
Section 3
Dimensions
RIDE HEIGHTS
The front (FS) and rear (RS) suspension ride heights are provided as a basic tool to determine the overall height of the
cab, height of exhaust components, and frame heights. The heights are all calculated from the centerlines of the axles,
please be sure to include the tire radius dimension to determine overall height. Note: the frame rail height itself will not
affect the overall height as all components are located from the bottom of the frame rail.
82.5
TABLE 3-3. Ride Heights. To calculate the frame height use the following formulas:
Front Frame Height = FS + 1/2 Front Tire Diameter
Rear Frame Height = RS + 1/2 Rear Tire Diameter
Rear Suspension (All Models). Common Rear Suspensions are shown here, for detailed
suspensions please use the Rear suspension layouts on pages 3-18 to 3-33.
46K Rating
Hend RT523 52K 6” Saddle9.9”11”
Neway ADZ246 46K Rating10” or 12”10” or 12”
Neway ADZ252 52K Rating10” or 12”10” or 12”
Neway ADZ369 69K Tridem10” or 12”10” or 12”
Neway ADZ378 78K Tridem10”10”
10”11.1”
11.2”12.5”
3-25
2/17
Page 48
Section 3
Dimensions
REAR SUSPENSION LAYOUTS
The rear suspension layouts are provided as a tool to help layout bodies prior to arrival. The applicable dimensions are
shown. Be sure to check the axle spacing that is shown, as alternate spacings may exist and could change some of the
dimensions. The dimensions shown below are the most typical installations, in special cases some hole locations will
move. If you are planning on using the holes shown for your body installation, please conrm with your local KW dealer
that the drawing below will be the installation used on your specic truck. Ensure that proper torque is used to reinstall any
suspension components. See Tables 7-1 and 7-2 on page 7-7.
It would be a good idea in this case to order the frame layout of your chassis along with your truck order. This can be done
on any Kenworth truck, and will be provided 4 weeks ahead of the build schedule.
If there are hole locations that are not detailed please work with your local Kenworth Dealer to request that information.
Additionally optional axle spacings are shown in the charts, if you would like details on the frame drilling with optional
spacings, please contact your local Kenworth dealer.
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
2/17
3-26
Page 49
AG400L TANDEM
Section 3
Dimensions
59.4
58.3
53.8
AG400L Suspensions
56.9
54.7
8.5
Axle Spacing
Note: “54” Axle Spacing dmensions shown
TABLE 3-4. Rear Suspension Options
Suspension TypeRatingAxle Spacing
AG400L Tandem40K52"8.5"8.5"
AG400L Tandem40K54"8.5"8.5"
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
Laden Ride
Height
Unladen Ride
Height
3-27
2/17
Page 50
Section 3
Dimensions
AG400 OR AG460 TANDEM
60.6
AG400 Suspensions
58.5
48.0
45.9
Ride
Height
Axle Spacing
TABLE 3-5. Rear Suspension Options
Suspension TypeRatingAxle Spacing
AG400 Tandem40K52"9"9"
AG400 Tandem40K54"9"9"
AG460 Tandem46K54”10.5”10.5”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
Laden Ride
Height
Unladen Ride
Height
2/17
3-28
Page 51
AG460 TANDEM
Section 3
Dimensions
67.7
65.8
AG460 Suspensions
52.0
49.9
10.5
60.0
TABLE 3-6. Rear Suspension Options
Suspension TypeRatingAxle Spacing
AG460 Tandem 60" Spacing46K60"10.5"10.5"
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
Laden Ride
Height
Unladen Ride
Height
3-29
2/17
Page 52
Section 3
Dimensions
AG690 TRIDEM
87.6
85.5
54.0
AG690 Tridem Suspension
TABLE 3-7. Rear Suspension Options
Suspension TypeRatingAxle Spacing
76.0
73.9
54.0
Laden Ride
Height
10.5
Unladen Ride
Height
AG690 Tridem69K108" (54" + 54") 10.5"10.5"
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
Unladen Ride
Height
2/17
3-32
Page 55
NEWAY ADZ 123 SINGLE REAR AXLE
30.8
29.8
27.8
Section 3
Dimensions
18.0
16.0
2.1
8.0
2.7
4.6
Optional Neway ADZ Single Suspensions
TABLE 3-10. Rear Suspension Options
18.8
26.4
24.3
RIDE
HEIGHT
5.9
2.4
Suspension TypeRatingAxle Spacing
Neway ADZ123 single23K-10”10”
Neway ADZ126 single26K-10”10”
Laden Ride
Height
Unladen Ride
Height
3-33
2/17
Page 56
Section 3
Dimensions
NEWAY ADZ 246 TANDEM SUSPENSION
Shown with a 54” Axle Spacing
57.7
56.7
54.7
44.9
42.9
52.1
50.7
2.7
4.6
8.0
AXLE SPACING
Optional Neway ADZ Tandem Suspensions
TABLE 3-11. Rear Suspension Options
Suspension TypeRatingAxle Spacing
Neway ADZ246 tandem46K54”10”10”
Neway ADZ246 tandem46K60”10”10”
Laden Ride
Height
Unladen Ride
Height
RIDE
HEIGHT
Neway ADZ246 tandem46K72”10”10”
Neway ADZ252 tandem52K54”10”10”
Neway ADZ252 tandem52K54”12”12”
Neway ADZ252 tandem52K60”10”10”
Neway ADZ252 tandem52K60”12”12”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
2/17
3-34
Page 57
NEWAY ADZ 369 TRIDEM SUSPENSION
Shown with 54” Axle Spacings
84.7
83.7
81.7
71.9
69.9
Section 3
Dimensions
79.1
77.7
72.9
5.4
2.4
2.7
4.6
8.0
AXLE SPACING
AXLE SPACING
Optional Neway ADZ Tridem Suspensions
TABLE 3-12. Rear Suspension Options
Suspension TypeRatingAxle Spacing
Laden Ride
Height
Neway ADZ369 tridem69K54”10”10”
Neway ADZ369 tridem69K54”12”12”
Unladen Ride
Height
RIDE
HEIGHT
Neway ADZ369 tridem69K60”12”12”
Neway ADZ378 tridem78K54”10”10”
Neway AD378 tridem78K60”10”10”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
3-35
2/17
Page 58
Section 3
Dimensions
HENDRICKSON PRIMAAX EX TANDEM SUSPENSION
Shown with 54” Axle Spacings
Optional Hendrickson Primaax EX Tandem Suspensions
TABLE 3-13. Rear Suspension Options
Suspension TypeRatingAxle Spacing
Hendrickson Primaax Tandem46K54”10”10”
Hendrickson Primaax Tandem46K60”10”10”
Hendrickson Primaax Tandem46K72”10”10”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
Laden Ride
Height
Unladen Ride
Height
2/17
3-36
Page 59
Section 3
Dimensions
HENDRICKSON PRIMAAX EX TRIDEM SUSPENSION
Shown with 54” Axle Spacings
Optional Hendrickson Primaax EX Tridem Suspensions
TABLE 3-14. Rear Suspension Options
Suspension TypeRatingAxle Spacing
Hendrickson Primaax Tridem69K54”10”10”
Hendrickson Primaax Tridem69K60”10”10”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
2/17
3-38
Page 61
HENDRICKSON RT TANDEM SUSPENSION
Shown with a 54” Axle Spacing Without Track Rods
Section 3
Dimensions
Optional Hendrickson RT Tandem Suspensions
TABLE 3-16. Rear Suspension Options
Suspension TypeRatingAxle Spacing
Hendrickson RT463 6” saddle46K52”10.0”11.1”
Hendrickson RT463 6” saddle46K54”10.0”11.1”
Hendrickson RT463 7.19” saddle46K54”11.2”12.5”
Hendrickson RT463 7.94” saddle46K54”11.9”13.3”
Hendrickson RT463 6” saddle46K60”10.0”11.1”
Hendrickson RT463 7.94” saddle46K60”11.9”13.0”
Hendrickson RTE463 7.19” saddle46K52”10.5”11.6”
Hendrickson RT523 6” saddle52K52”9.9”11.0”
Hendrickson RT523 6” saddle52K54”9.9”11.0”
Hendrickson RT523 7.19” saddle52K54”11.1”12.2”
Hendrickson RT523 11” saddle52K54”14.9”16.0”
Hendrickson RT523 6” saddle52K60”9.9”11.0”
Laden Ride
Height
Unladen Ride
Height
Hendrickson RT523 7.19” saddle52K60”11.1”12.2”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
3-39
2/17
Page 62
Section 3
Dimensions
CHALMERS 856-46 TANDEM SUSPENSION
Shown with a 54” Axle Spacing
Optional Chalmers Tandem Suspensions
TABLE 3-17. Rear Suspension Options
Suspension TypeRatingAxle Spacing
Chalmers 854-40-L40K54”8.9”11.1”
Chalmers 854-40-L-HS40K54”9.6”11.1”
Chalmers 854-40-H40K54”10.2”12.4”
Chalmers 854-40-H-HS40K54”10.9”12.4”
Chalmers 854-46-L46K54”8.9”11.3”
Chalmers 854-46-L-HS46K54”9.6”11.3”
Chalmers 854-46-H46K54”10.1”12.5”
Chalmers 854-46-H-HS46K54”10.9”12.5”
Chalmers 854-50-L50K54”8.9”11.3”
Laden Ride
Height
Unladen Ride
Height
Chalmers 854-50-L-HS50K54”9.6”11.3”
Chalmers 854-50-H50K54”10.1”12.5”
TABLE 3-17 CONTINUES ON NEXT PAGE…
2/17
3-40
Page 63
TABLE 3-17 CONTINUED
Section 3
Dimensions
Suspension TypeRatingAxle Spacing
Chalmers 854-50-H-HS50K54”10.9”12.5”
Chalmers 854-52-L-HS52K54”9.6”11.3”
Chalmers 854-52-H-HS52K54”10.9”12.5”
Chalmers 860-40-L40K60”8.9”11.1”
Chalmers 860-46-L46K60”8.9”11.3”
Chalmers 860-46-L-HS46K60”9.6”11.3”
Chalmers 860-46-H46K60”10.1”12.5”
Chalmers 860-46-H-HS46K60”10.9”12.5”
Chalmers 860-52-H52K60”10.9”12.5”
Chalmers 872-46-H-HS46K72”11.0”12.5”
NOTE: Actual axle spacing can depart from nominal due to axle slant requirements. Final axle spacing can vary by more
than an inch from nominal in some cases. If precise axle spacing is critical due to body installation or state/local regulatory
requirements please contact Kenworth Applications/technical Support for assistance.
Laden Ride
Height
Unladen Ride
Height
3-41
2/17
Page 64
Section 3
Dimensions
LIFT AXLES (PUSHERS AND TAGS)
The rear pusher axle layouts are provided as a tool to help layout bodies prior to arrival. The applicable dimensions are
shown. When using the pusher layouts to determine available frame space please be aware that clearances required are
not shown. For information that may not be detailed in these drawings work with your local Kenworth Dealer to request
that information.
Kenworth will automatically install highest lift axle kit as applicable based on chassis frame height and loading conditions.
Lift axle available run range it utilized, along with frame height and lift axle tire size to identify applicable kits that can be
installed. Installing highest lift axle kit will maximize ground clearance when axle is in lifted state. If needed, kit may be
lowered in order to clear driveline when in lifted state.
Watson & Chalin 8K Steerable (SL0893SSR)
Watson & Chalin 10K Steerable (SL1093SSR)
/
2/17
3-42
Page 65
Section 3
Dimensions
Watson & Chalin Tru Track Alumilite 13.5K Steerable (SL1190SSR)
/
Watson & Chalin Tru Track 20K Steerable (SL2065)
/
3-43
2/17
Page 66
Section 3
Dimensions
Watson & Chalin 23K Steerable (SL2200) *Use with Duals Only*
Watson & Chalin 23K Non-Steerable (AL2200)
2/17
3-44
Page 67
Section 3
Dimensions
AXLE TRACK AND TIRE WIDTH
The dimensions provided in this section are representative of some typical product combinations. The purpose this section is to demonstrate some of the typical dimensions.
• Axle Track: The distance between the dual tire centerlines on a dual tire arrangement or the distance between
the tire centerlines on a single tire arrangement.
• Width: The distance over the outermost tire sidewall to sidewall.
These dimensions may be signicant to the following:
• Appearance relative to other tires and chassis mounted equipment.
• Load carrying capacity. Different wheel disc offset can have a positive or negative impact on the axle carrying capacity of the axle.
TABLE 3-18. Axle Width Calculation.
Axle - DriveWheelTireConguration
Meritor RT46-160(P)(EH) 46K Dual
Dana Spicer D46-170(H)(P) 46K Dual
Meritor RT46-160(P)(EH) 46K Dual
Dana Spicer D46-170(H)(P) 46K Dual
Meritor RT46-160WT(P)(EH) 46K
Dual Wide Track
Dana Spicer D46-170W(H)(P) 46K
Dual Wide Track
Meritor RT46-160WT(P)(EH) 46K
Dual Wide Track
Dana Spicer D46-170W(H)(P) 46K
Dual Wide Track
Dana Spicer D46-170(H)(P) 46K Dual
Meritor RT46-160(P)(EH) 46K Dual
Meritor RT46-160WT(P)(EH) 46K
Dual Wide Track
Dana Spicer D46-170W(H)(P) 46K
Dual Wide Track
Alcoa 88367
22.5X8.25
Alcoa 98363
24.5X8.25
Alcoa 88367
22.5X8.25
Alcoa 98363
24.5X8.25
Alcoa 82262
22.5X12.25
Alcoa 82262
22.5X12.25
Track
Dim “A”
11R22.54-473.3"97.8"
11R24.54-473.6"98.0"
11R22.54-479.2"103.7"
11R24.54-479.5"103.9"
425/65R22.52-472.788.9"
425/65R22.52-478.7"94.9"
Overall Width
Dim “B:
3-45
TABLE 3-18 CONTINUES ON NEXT PAGE…
2/17
Page 68
Section 3
Dimensions
TABLE 3-18 CONTINUED
Axle - SteerWheelTire
Meritor MFS13 Std Track
Dana Spicer E-1322I 13.2K
Meritor MFS13 Wide Track
Dana Spicer E-1322W 13.2K
Meritor MFS20 Std Track
Dana Spicer D2000 20K
Meritor MFS20 Std Track
Dana Spicer D2000 20K
Lift Axle ModelWheelTire
W&C SL0893SSR
8K Steerable
W&C SL1093SSR
Steerable 10K
W&C SL1190SSR
Steerable 13.5K
W&C SL2065
Steerable 20K
W&C SL2200
Steerable 23K
W&C AL2200-STD Track
Non-Steerable 23K
W&C AL2200-STD Track
Non-Steerable 23K
W&C AL2200-Wide Track
Non-Steerable 23K
W&C AL2200-Wide Track
Non-Steerable 23K
Alcoa 98363
24.5X8.25
Alcoa 98363
24.5X8.25
Alcoa 82362
22.5X12.25
Alcoa 82462
22.5X12.25
Alcoa 66480
17.5x6
Alcoa 77349
19.5x7.5
Alcoa 88367
22.5x8.25
Alcoa 82362
22.5x12.25
Alcoa 88367
22.5x8.25
Alcoa 88367
22.5x8.25
Alcoa 82362
22.5x12.25
Alcoa 89465
22.5x9
Alcoa 84362
22.5x14
Brake Drum
Type
11R24.5CAST80.2"91.0"
11R24.5CAST82.2"93.0"
425/65R22.5CAST86.5"102.7"
425/65R22.5CAST82.6"98.8"
Wheel
Orientation
215/75R17.5Same as FR77.3"85.8"
265/70R19.5Same as FR78.5"88.5"
255/70R22.5Same as FR80.4"90.7"
425/65R22.5Same as FR83.6"99.8"
295/75R22.5
11R22.5
425/65R22.5
315/80R22.5
445/50R22.5
Same as RR,
dual
Same as RR,
dual
Same as RR,
single
Same as FR,
single
Same as RR,
single
Track
Dim “A”
Track
Dim “A”
78.2"102.8"
72.2"96.6"
78.4"94.7"
64.7"77.3"
80.6"97.7"
Overall Width
Dim “B:
Overall Width
Dim “B”
2/17
3-46
Page 69
Section 3
Dimensions
GROUND CLEARANCE
This information is provided as a reference, not all optional equipment is included. In order to calculate the height on your
specic chassis, please use the ride height information provided on page 3-14. For comparison the FS value shown is
11.4” unladen and 10.4” laden.
TABLE 3-19. Ground Clearance for Fuel Tanks
Front
Suspension
20K
Taperleaf
Spring
Front Tires
425/65R22.5
Rear
Suspension
Hendrickson
HMX 460
17.5”
Saddle
Height
Rear
Tires
11R24.5
Fuel
Tank
Size
22”
Diameter
24.5”
Diameter
28.5”
Diameter
Dimension “B”
Dimension “A”
Component
Fuel Tank16.317.214.9
DEF Tank15.318.215.9
Fuel Tank18.215.313
DEF Tank15.817.715.4
Fuel Tank21.4129.7
DEF Tank17.216.213.9
Distance from
Bottom of
Frame Rail (in)
Ground Clearance
(in)
UnladenLaden
3-47
2/17
Page 70
Section 3
Dimensions
TABLE 3-20. Ground Clearance for Battery Boxes
Dimension
“A”
Front
Suspension
20K Taperleaf Spring
1
Dimensions shown are for daycabs with high route exhaust. Sleeper ground clearance is reduced by 1.3 inches.
Front Tires
425/65R22.5
Tires
Rear
Suspension
Hendrickson
HMX 460
17.5” Saddle
Height
Rear TiresComponent
Battery Box
with Air Tanks
Vocational
11R24.5
Battery Box
with Air Tanks
DPF1 Box15.617.815.5
Distance
from
Bottom of
Frame Rail
(in)
17.316.213.9
17.815.713.4
Dimension “B” Ground
Clearance (in)
UnladenLaden
2/17
3-48
Page 71
Section 4
PTO Mounting & Programming
4-1. PTO MOUNTING
PTOs
Power Take-Offs (PTOs) are mechanical gearboxes that attach to transmissions, or are attached to the front of the engine
(FEPTO), rear of the engine (REPTO) or mounted between the driveline (split shaft PTO). They are used to transfer the
power of the vehicle engine to auxiliary components, most commonly a hydraulic pump.
Manual/automated-manual transmission mounted PTOs
This is the most common type of PTO. On a manual transmission there are two locations for PTO’s: on medium duty trans-
missions there are 6 bolt PTO locations on the right and left (gure X.1 below); on heavy duty manual transmissions there
is a 6 bolt PTO on the right and an 8 bolt PTO on the bottom left (gure X.2 below). There are also options for a thru-shaft
or extended countershaft PTO. On a thru shaft PTO, the counter shaft extends out through the back of the transmission
which can be used to power a PTO (gure X.3 below). When using a thru-shaft PTO the vehicle must be spec’d with the
correct option since not all transmissions will be set up for use with thru shaft PTO’s. For more information go to www.
roadranger.com and enter “PTO Installation Guide” in the search bar in the upper right corner.
FIGURE 4-1. Medium Duty Manual Transmission PTOs
FIGURE 4-2. Heavy Duty Manual Transmission PTOs
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PTO Mounting & Programming
FIGURE 4-3. Thru-Shaft PTO
Automatic transmission mounted PTOs
On Allison transmissions there are two locations for PTO’s. The Allison 4000 series has PTO locations at 1 and 8 o’clock
viewed from the back of the transmission. The 4000HS transmissions do not have any PTO locations. The 3000 series Allison transmissions have PTO locations at 4 and 8 o’clock. For more information on using PTO’s with an Allison transmission go to www.allisontransmission.com and refer to the “Rugged Duty Series Brochure” and “PTO Request Flyer” which is
available in a 1000/2000 version and a 3000/4000 version.
FIGURE 4-4. Allison 4000 Series Transmission PTO Locations
FIGURE 4-5. Allison 3000 Series Transmission PTO Locations
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PTO Mounting & Programming
Rear engine PTOs
Rear Engine PTO (REPTO) is commonly used in cement mixer and feed lot applications. The REPTO is driven off the rear
gear train on the engine. There is an SAE 1350/1410 companion ange for REPTO on the bell housing in the 1 o’clock
position that can be used to attach a hydraulic pump or driveshaft.
FIGURE 4-6. REPTO Location Shown
The REPTO ange will always be turning when the engine is running and the output rotation is the same as the engine.
The Cummins ISL9 and PX-9 REPTO turns at a rate of 1.15:1. The Cummins ISX12 REPTO turns at a rate of 1.32:1. The
PACCAR MX-13 REPTO turns at a rate of 1.2:1 and PACCAR MX-11 REPTO turns at a rate of 1.3:1.
4-2. PTO TELLTALE:
With key switch to “RUN” position, all the telltale icons will turn on briey. PTO icon below will be illuminated green to the
left side of the Driver Performance Center.
FIGURE 4-7. PTO Icon
If the factory did not install the PTO or did not install the PTO pre-wire (T680-T880) you may have to install wiring from the
PTO engagement switch to the instrument panel harness to illuminate this icon. To do this:
Your dealer will have access to your truck’s Instrumentation diagram. That drawing will have a picture of the cluster and
will help identify how to turn on the PTO ICON you saw doing the key switch test above.
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FIGURE 4-8. PTO Telltale Location
The standard telltale card has a GREEN PTO icon in position #2 (shown above). To activate this icon, locate where (6)
RED, GREEN and YELLOW labeled 2-way connectors are taped to the instrument panel harness on the left side of the
cup holder. One of these 2-way connectors has a GREEN label with the text “EDITABLE TELLTALE #2 P025”. A gray
wire goes to pin 2 of this connector. When that gray wire is grounded the PTO icon will turn on. No programing is needed,
and it can be easily tested before wiring with a ground wire jumper (reference Section 9: Electrical for new telltale light
connector information).
Eaton Automated Transmission PTO Signal:
If a PTO is installed in an Eaton automated transmission the automated transmission controller also needs to know when
the PTO is engaged. If factory-installed, a relay will be present sending a signal to the Eaton transmission controller that
the PTO is engaged. (reference Section 9: Electrical for new PTO/Transmission electrical interface information).
FIGURE 4-9. Relay Wiring Diagram
Engine PTO Signal:
The engine also needs to know when the PTO is engaged to allow different idle speeds and record PTO run time. There
is an optional REMOTE PTO/THROTTLE connector on the engine harness. It is a 12-pin Deutsch connector (Deutsch
P/N DT06-12SA-P012) located on-engine (reference Section 9: Electrical for location of connector).
This connector is pinned differently depending on engine. Below are the pin outs for 2013+ emission engines.
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FIGURE 4-10. 2013+ MX-11 and MX-13 Pin-Out
Section 4
PTO Mounting & Programming
For the MX engines pin 5 is the PTO signal. This signal needs to be +12V. Since the PTO engagement switch is a ground
side switch, a relay needs to be added to provide the correct input to the engine ECU.
NOTE
Hardwired remote throttle input has a voltage range of .75V to 4.25V. Any input above or below
this range will trigger hi or low faults
2013+ Cummins ISX15, ISX12, ISL, PX-8
FIGURE 4-11. 2013+ ISX15, ISX12, PX-9 Pin-Out
For the Cummins engines pin 5 is the PTO signal. This signal needs to be low signal. Since the PTO engagement switch
is a ground side the PTO switch can be wired directly to pin 5.
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PTO WIRING DIAGRAM
FIGURE 4-12. PTO Wiring Diagram
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• Application of +12V to pin 2 of the P198 connector will put the engine into PTO mode and illuminate the dash
PTO telltale light (if equipped)
• PTO hardwired controls should be connected at the J197 or P198 connectors
• If vehicle is not equipped with P201 connector it may be necessary to make your own harness to connect to
P198
• If vehicle is not equipped with J197 or P198 connectors, PTO hardwired controls should be connected directly
to the P111c connector
• Layout and population of 40-Way Snow Plow/PTO Relay will differ depending upon PTO sales code, transmission type and vehicle model
Troubleshooting:
For sporadic or inconsistent PTO performance: Check and replace the 10A fuse in location “E9” and 20A fuse in location
“N9” in the Power Distribution Center (PDC) on the engine side of the rewall in front of the driver. If these fuses are blown
there will not be +12V power at pin 7 or 11 of the Remote Throttle Connectors (P111C or P197)
For sporadic or inconsistent PTO performance: Check that relays and fuses in the 40-Way Snow Plow/PTO Relay Box are
present and not loose.
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PTO Mounting & Programming
4-3. PTO CLEARANCES
The following visuals are provided to help aid in determining PTO locations and clearances. For specic dimensions
please work through your local Kenworth dealer. Note: Installations depict multiple PTOs.
In order to ensure the PTO area remains clear of air equipment, electrical and emissions equipment, Kenworth recommends always ordering PTO controls, even when installing the PTO aftermarket. Kenworth does offer a variety of factory
installed PTOs. Contact your local dealer for assistance.
Manual Transmission:
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Allison Transmission:
Section 4
PTO Mounting & Programming
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PTO Mounting & Programming
4-4. T680/880 TRANSMISSION PTO APPLICATION GUIDE
This application guide indicates if a PTO has sufcient clearance to truck components in various mounting congurations.
A green “ok” indicates that there is sufcient clearance to other truck components. A red “x” indicates that there minimal
or no clearance and the application is not recommended. The truck components investigated in this guide include frame
rails, Set Back Front Axle (SBFA) rear shackle, SBFA Front Air Suspension (FAS) rear shackle, over-bell frame brace,
coolant return manifold, transmission clutch actuator, and exhaust system components.
Usage Notes:
1. This application guide is only applicable to T680/880 trucks.
2. Only the specied PTO congurations have been analyzed. Please submit an OAR to review other models
and/or congurations.
3. Horizontal crossover exhaust limits access behind PTO’s for shaft drives and other PTO attachments.
4. Fuel tank cross bracing may interfere with PTO’s and/or PTO attachments (such as hydraulic pumps). If this is
an issue, the cross brace may be moved to an alternate fuel tank support. “
5. Eaton FR transmissions require the use of a 30° adapter when installing Chelsea or Muncie transmission
PTO’s in the right hand position.
6. Eaton RT & Ultrashift Plus transmissions require the use of a 49° adapter when installing Chelsea transmis-
sion PTO’s in the right hand position.
7. Eaton RT & Ultrashift Plus transmissions require the use of a 55° adapter when installing Muncie transmission
PTO’s in the right hand position.
8. Eaton transmissions require the use of a 6 to 8 Bolt adapter when installing a 6 bolt PTO in the bottom position.
2) Not available with Horizontal Crossover or Right Hand Behind Fairing Exhaust Systems
3) Restricted PTO access with RH Cab Step Assembly DPF-SCR exhaust systems with Vertical BOS tailpipes or RH Horizontal Tailpipe below rail
4) The Optional Hydraulic Clutch Orientation must be used with this PTO
SH6-P1BX/KX
TG6-P1BX/KX
828S-U1CX/EGokn/aokn/axn/a
CS8-P1BX/KXokn/aokn/aokn/a
SH8-P1BX/KXokn/aokn/aokn/a
TG8S-P1BX/KXokn/aokn/aokn/a
Recomend
SH8
Recomend
TG8
ok1,2,3
ok1,2,3
Recomend
SH8
Recomend
TG8
ok1,2,3xok1,2,3
ok1,2,3
Recomend
TG8
ok1,2,3
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PTO Mounting & Programming
Dual PTO Compatibility for Eaton Transmissions
TABLE 4-3.
ChelseaMuncie
RH (6-Bolt) PTO’s
RTFRUltrashift+RTFRUltrashift+
Section 4
Model
230/236-V3
340X-V5
442/660-V3
230/236-V3
340X-V5
442/660-V3
340X-V5
230/236-V3S S S S S Sokok828S-U1S S S Sokok
238-V3S S S S S SokokCS/SH8-P1 S S S S
340X-V5S S S S S SokokTG8S-P1S S S Sokok
442/660-V3S S S S S Sokok
489/680-V3S S S S S Sokok
823-V3S S S S S Sokok
880-V3xxO xO xokok
LH (6 & 8-Bolt) PTO’s
885-V3xxO xO xokok
S = Standard Hydraulic Clutch Actuator Conguration
O = Optional Hydraulic Clutch Actuator Conguration
Model
442/660-V3
CS/SH6-P1
TG6-P1
CS/SH6-P1
TG6-P1
CS/SH6-P1
okok
TG6-P1
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PTO Mounting & Programming
HYDRAULIC CLUTCH ACTUATOR CONFIGURATIONS:
Only used with T680/T880 trucks with Eaton FR or RT transmissions
The Clutch Actuator Conguration is driven by the PTO informational sales codes. There is not a specic sales code
which species the conguration.
Standard Conguration Optional Conguration
Air assist connection faces driver’s side Air assist connection faces passenger’s side
Used with All but Chelsea 880 and 885 PTOs Used with Chelsea 880 and 885 PTOs
4.5 PTO CONTROLS:
The T680/880 models have been designed to use electric in-dash switches to control air solenoids (Electric Over Air system, or EOA) which engage/disengage transmission PTOs. This system allows for increased control and interlock opportunities. This also keeps air lines for transmission PTO controls from routing inside the cab. In cab air valve actuators for
transmission PTO control are still available and are located on the cab oor on the LH side of the driver’s seat. Air valve
style transmission PTO actuators should not be installed on the dash due to the difculty of air-line routing. Customer in-
stalled transmission PTO controls for use with customer installed transmission PTO’s include a chassis and dash harness
pre-wire to ease the installation of in-dash transmission PTO controls at the body builder. It is strongly recommended that
the truck be coded for this if transmission PTO(s) could be installed after initial in-service date.
The EOA system is used to control PTO engagement. There are three different types of PTOs supported in the EOA software:
Single-Acting PTOs – these types of PTOs have a single air control. A single chassis node output controls the air solenoid, tand the air pressure engages the PTO – the lack of air pressure at the control port disengages the PTO.
Double-Acting PTOs – these types of PTOs have a dual air control. One air signal controls the engagement and one air
signal controls the disengagement. This can be achieved in one of two ways:
• A single-acting PTO is congured – the engage air control port is connected to the chassis node output and a
pilot inversion valve in the chassis air plumbing is connected to the second disengage air control port.
• Two chassis node outputs control the PTO. One chassis node output and solenoid is connected to the engage air
control port of the PTO, and one chassis node output and solenoid is connected to the disengage air control port.
Reversible PTOs – have three different operational states. Inactive – not engaged to driveline (no air control ports active).
Main direction –engaged to driveline (main air control port pressureized). Opposite direction –engaged to driveline (opposite air control port pressurized). If the vehicle is specied with a pTO installation from the factory, a protected PTO on/off
switch will be used. It will connect to the instrument panel harness ith a switch connector labeled “EOA x” x eing a number
between 1 and 10.
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PTO Mounting & Programming
PTO Functionality Description
Power Take-Off (PTO)
The PTO category covers both ‘Single-Acting’ and ‘Double-Acting’ PTOs. Single-acting PTOs require air pressure on the
input cylinder to activate the function and will deactivate via an internal spring when air pressure is removed; air-on/spring-
off. Dual-acting PTOs require air pressure an input cylinder to activate and air pressure on a different input cylinder to
deactivate; air-on/air-off. This information is provided for additional clarication since the system appears identical from an
electronics-control aspect.
The PTO type depends on the actual brand and part number. Most examples in this document show double-acting. Whenever any PTO is engaged, a feedback signal will activate a single cluster telltale.
FIGURE 4-13. Single Acting and Dual Acting PTOs
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PTO Mounting & Programming
TABLE 4-4. Current single-acting PTOs include:
ModelSupplierMountingHyd. Clutch ActuatorActuator Type
238/489/680Chelsea
CS/SH/TG8Muncie
885ChelseaOptionalSingle
230/236/442/660Chelsea
CS/SH/TG6Muncie
TABLE 4-5. Current double-acting PTOs include:
ModelSupplierMountingHyd. Clutch ActuatorActuator Type
823Chelsea
828Muncie
340 (reversible)
880OptionalDouble
340 (reversible)
541BackAny
Chelsea
Chelsea
Bottom
RHStandardSingle
Bottom
RHStandard
StandardSingle
StandardDouble
Double
Eaton Transmission-Mounted PTO
When a PTO is ordered on an Eaton brand transmission it is controlled with EoA System. The PTO can be a single-acting
or double-acting and have one or two PTOs attached to the transmission. Optional park brake interlocks are available via
sales codes.
All PTOs have an engaged feedback signal that is routed to the cluster to illuminate a PTO. When any PTO is actively
engaged the cluster telltale will illuminate.
Figure 4-14 shows the system diagram for a single-acting Eaton mounted transmission PTO. Signal ow is as follows:
• The dash switch labelled “PTO Switch #1” is activated by the user.
• The signal is received by the CECU and the optional interlocks are checked and veried.
• The Chassis Node receives a multiplexed CAN message to activate and send a power signal to the appropri-
ately assigned solenoid.
• The solenoid activates and allows supplied air pressure to ow to the piped PTO port.
• The PTO activates and the ball switch closes sending a hardwired signal.
• The CECU and Engine ECM received this signal.
• The CECU sends a CAN message to the Cluster to activate the PTO telltale and the Engine changes state to
“PTO Mode”
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PTO Mounting & Programming
FIGURE 4-14. Single-Acting Eaton PTO
The signal ow is the same for double-acting PTOs. The difference is that an inversion dump valve provides air pressure to
the “off” port when the EoA solenoid is not being command on.
When a transmission PTO is ordered on an Allison brand transmission, it is always Electric-over-Hydraulic (EoH). From
the controls aspect, it looks like an “electric-only” type switch. The switch and telltales do not distinguish the difference
between EoH and EoA.
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PTO Mounting & Programming
FIGURE 4-16. Allison Transmission-Mounted PTOs
Transmission PTO with Auto Suspension Dump/Inate
This feature requires Air Suspension Dump functionality. Upon PTO activation, if not already dumped, the NAMUX system
will command the air suspension to deate (“dump”) before the PTO is engaged. When the PTO switch is deactivated the
air suspension will re-inate. This feature is an optional sales code, but coded standard on some applications; such as
those with boom cranes.
With Allison transmission mounted PTOs the CECU EoA system does not directly know when the PTO is active since the
switch is wired directly to the TCM. In this case, the ECM is broadcasting a CAN messages indicating that the engine is in
PTO Mode. This is used as a proxy for the CECU to know when the PTO is active.
For Eaton mounted PTOs all functionality occurs within the CECU. When either the PTO switch is activated or the CECU
receives a message that the ECM is in PTO Mode CECU will begin the Auto Suspension Dump functionality. First, the
CECU checks applicable interlocks. If appropriate, it will send a CAN message to the Chassis Node requesting PTO sole-
Some transmission-mounted PTOs have two directions of spin. The Reversible PTO switch (3-position switch) provides
two CECU inputs for forward & reverse and there are two non-latching solenoids pressurizing two single-acting cylinders
on the PTO, see the gure below.
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PTO Mounting & Programming
FIGURE 4-18. EoA Reversible PTO Example
PTO States
ForwardReverseOFF
FwdX
Ports
RevX
TABLE 4-6. Reversible PTO States to Ports
Non-EoA Air Actuated PTOs
NGP models do not offer air controls mounted on the dash. In cases where the customer must have air controls, they are
mounted on the oor or side of seat. The block diagram is shown in Figure 4-19.
FIGURE 4-19. Air Actuated PTO (No Interlock)
PTO (Split-Shaft, Transfer Case, etc.)
Split-shaft PTOs are gearboxes between the transmission and rear axles. Much like transmission mounted PTOs, they
take driveline power from the transmission and divert it (“take it off”) to equipment such as pumps, winches, etc. Where
they differ is split-shaft PTOs are not mounted to the transmission and can handle signicantly more power and torque
than a traditional transmission-mounted PTO.
These gearboxes have a few different congurations; some split-shaft PTOs have a single pneumatic cylinder that simultaneously declutches the rear axle when activating the PTO,
Figure 4-20. This is known as “Pump Mode”. Other split-shaft PTOs have independent controls for PTO engagement and
rear axle declutch. This allows the drive while the PTO is running. Others have an additional PTO output pad that is separate from the main PTO output gear.
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PTO Mounting & Programming
Transmission mounted PTOs, split-shaft PTOs, and non-EoA controlled PTOs are not exclusive to the type and can be
combined in nearly any conguration.
When the Rear Axle Declutch function is active a positive feedback signal activates a telltale in the cluster editable area.
The PTO active telltale is the same a transmission mounted PTO, see Figure 4-20.
FIGURE 4-20. Rear Axle Declutch Telltale
Figure 4-21 shows an example conguration where the customer has ordered a SS PTO with separate switches for Rear
Axle Declutch.
FIGURE 4-21. Split Shaft PTO Example #1
Split shaft PTO applications must be congured using one of the following control methods
• In-cab controls with pedal
• BCAN Remote control
• TSC1 Remote control
For vehicles equipped with an automatic transmission; it will be necessary to consult the transmission manufacture’s conguration documentation:
Troubleshooting: For split shaft applications with Eaton UltraShift Plus transmissions it may need to see a torque request
before it will go into gear. This can be done by “blipping” the accelerator pedal
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PTO Mounting & Programming
Split-Shaft PTO - Pump Mode
When the PTO controls are specied/congured to have a single switch controlling both the PTO Engage and Rear Axle
Declutch it is called “Pump Mode.” The controls and air piping architecture pressurizes the ports such that the PTO is
engaged and rear axle declutched at the same time. This is a common term used in the industry. When engaged, two
separate telltales will illuminate (from actual wired feedback) indicating the state of both PTO and Rear Axle Declutch.
Park Brake must be engaged to activate Pump Mode, if not, a popup message on the cluster will appear telling the driver
to do so.
Note that the functions themselves are not unique. Controlling both functions with a single switch is convenient and offers
additional interlocks. Positive feedback signals activate a PTO and Rear Axle Declutch telltales within the cluster editable
telltale area.
In the example below, a Pump Mode conguration is shown with dual-acting PTO ports. Notice that this is similar to Figure
4-21 except the Rear Axle Declutch cylinder is plumbed to activate/deactivate at the same time with the PTO engage
switch.
FIGURE 4-22. Pump Mode Example
4-6. ELECTRIC OVER AIR SYSTEM INTERLOCKING
By utilizing the Cab ECU to control the EOA system, the EOA switching has capabilities to be interlocked with other functions such as park brake application, vehicle speed, neutral gear selected, or a combination of these functions. Switch
activation will only occur if the interlock criteria are met. If the Cab ECU detects the switch is in the on position and if
applicable, the park brake interlock is validated by the Cab ECU, the Cab ECU will send a signal to the chassis node via
F-CAN. The EOA valve will be the same number as on the dash switch. Electronic Service Application (ESA) can be used
to add or remove the PTO engage park brake interlock. Depending on the application and the PTO type, the switches and
wiring may differ.
For single-acting PTOs, the chassis node will energize the coil on the EOA valve allowing air to engage the PTO.
For dual-acting PTOs, the PTO’s pilot valve will provide the air function to switch the air between engage and disengage.
For reversible PTOs, a three-position switch is utilized and each direction is protected for forward and reverse functionality.
Each position controls a separate EOA solenoid, dedicated to either forward or reverse.
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PTO Mounting & Programming
FIGURE 4-23. Sample Chassis Node and EOA Manifold. (congured to match Figure 4-24)
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PTO Mounting & Programming
FIGURE 4-24. Wiring Diagram for Chassis Node, Cab Switches, and EOA Manifold. (congured to match
Figure 4-23)
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PTO Mounting & Programming
4-7. PACCAR MX ENGINES - PTO PROGRAMMING:
Acronyms and Abbreviations
BBMBody Builder Module
B-CANBody Builder CAN
CANController Area Network signal dened by SAE J1939
CECU Cab Electronic Control Unit
DAVIEDAF advanced vehicle investigation equipment
ESAElectronic Service Analyst, a PC based diagnostic service tool that supports Kenworth multiplexed
cab electronics
V-CANVehicle CAN
PEPPACCAR Engine Pro
PTOPower Take Off
Introduction
This section is intended to be used in conjunction with the PACCAR MX Programming Guide. There are a number of
parameters that must be set to enable PTO functionality on PACCAR MX Engines. The MX Programming Guide explains
how to set these parameters for your application in section 12 “
This section explains how to congure trucks with MX engines in one of the four PTO options as listed below:
1. Stationary In-cab PTO control
2. Mobile In-cab PTO control
3. Stationary Remote PTO with hardwired control
4. Stationary Remote PTO control over BCAN
5. Stationary Remote PTO with TSC1 control
Depending on the conguration used, it may require one or more of the following:
1. Electrical Wiring Installation
2. Reprogramming of MX Engine using PEP and DAVIE
3. Reprogramming of CECU using ESA
This section explains only the parameter congurations that are specic to one of the four options listed above. There
are a number of common parameters that must be congured which are explained in section 12 “Power Take-Off Engine
Speed Control (PTO Mode)” of the MX Programming Guide.
Power Take-Off Engine Speed Control (PTO Mode)
”.
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PTO Mounting & Programming
4-7.1. PTO Controls Utilizing TSC1 Messaging
DISCLAIMER: PACCAR is not responsible for equipment damage or personal loss related to accidental or intentional
misuse of TSC1 functionality
• TSC1 control is only available for “Remote Without Pedal” sales code
• TSC1 control is only available for stationary PTO applications
• See PACCAR MX Engine Programming Guide for necessary ECU conguration for TSC1 PTO control
• See J1939 wiring interface information under Section 9 – Electrical. Both under-dash and engine locations are
acceptable for customer interface
TABLE 4-7. PACCAR PTO TSC1 Message Requirements
PTO
Priority:0x6
PGN:0xFEF0
SA: 0x24 hex
Destination: Not specic
Rx Rate:100ms
CAN bus: VCAN (250k)
SPN: 980 (PTO on/off switch for CAN based switch operation)
Broadcast values 0x00 – 0x07 incrementally and wrapping around back to 0x00.
SPN: 4207 (Message Checksum)
0x0F may be sent to bypass the checksum function. This may be acceptable for PACCAR, but in the event that it is decided the checksum must be used, it is calculated as follows:
*As far as message rates are concerned, PTO should always be sent from the body builder controller at 100ms. The TSC1
message must be sent at 10ms when the OCM (SPN 695) is broadcast at 0x1,0x2,or 0x3. If the last broadcast was OCM
= disabled (0x00) then the message no longer needs to be sent at 10ms until the next time it is required. This is preferred
to minimize bus loading.
WARNING
All congured PTO safeties, limits and interlocks will be observed if the prescribed message format is followed. Using messages or format other than the PACCAR PTO TSC1 Message Require-
ments may result in unexpected vehicle and equipment behavior.
If customer BBM is not powered on at ignition key on a low rate fault CECU conguration is not
necessary for standalone TSC1 PTO control
4-7.2 Remote PTO Control over VCAN with TSC1 Customer-Installed
Body Builder Module
FIGURE 4-25.
• If using TSC1 PTO control and an in-cab PTO ON/OFF switch is required the CECU must be congured according to cab hardwired control as described in section 4, table 4-7 and Figure 4-25
• If using an in-cab PTO ON/OFF switch t is still necessary to send the a CAN PTO ON message on VCAN to
make the engine enter PTO mode (See PACCAR PTO TSC1 Message Requirements for details)
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PTO Mounting & Programming
4-7.3 Remote PTO Control over VCAN with TSC1 Customer-Installed
Body Builder Module
FIGURE 4-26
• If PTO telltale light is desired, utilize the P198 connection. See Section 9 Electrical for further information
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4-7.4. In Cab PTO Control
Section 4
PTO Mounting & Programming
FIGURE 4-27. In-Cab PTO Control for T680/T880
To activate In-Cab PTO Control, there is a PTO switch in the cab that needs to be turned ON by the operator. This PTO
ON/OFF switch is hardwired to the CECU which activates the PTO equipment. The PTO engagement feedback signal wire
must be connected to CECU and Engine as shown in the diagram. Refer to “Electrical” section of this manual for more
information on wiring.
When the PTO switch is ON and the engine receives signal that PTO is engaged, the engine changes its state to “PTO
Mode” and the CECU will activate the PTO telltale on the cluster. For more information on engine behavior in PTO mode,
please refer MX Programming Guide.
The engine speed in PTO Mode can be controlled by the cruise control switches or the accelerator pedal inside the cab
depending on how the MX Engine is congured. This is explained in Section 1.2 in the BBM. Refer to the MX programming
guide for further details on engine speed control in PTO Mode.
4-7.5. CECU Conguration for T680/T880 using ESA
To congure In-Cab PTO Control, the following parameters must be set in CECU for T680/T880 using ESA as shown in
Table 4-8:
TABLE 4-8. In cab PTO Control – ESA Settings for T680/T880
ParameterAttribute
Engine MakePACCAR
PTO Control PresentEnable
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Section 4
PTO Mounting & Programming
Figure 4-28 shows the screenshot indicating where these parameters can be found in ESA.
FIGURE 4-28. In-Cab PTO Control – ESA Settings for T680/T880
4-7.6. MX Engine Parameter Conguration using PEP
There are two ways to congure In-Cab PTO Control depending on application:
1. In-Cab PTO Control with Accelerator Pedal
2. In-Cab PTO Control without Accelerator Pedal.
For both these options, the conguration on CECU is the same as described in section 1.1. The engine should be cong-
ured differently depending on whether the accelerator pedal is needed along with the cruise control switch for In-Cab PTO
control. This is done by selecting the right sales code using PEP as explained below.
In PEP, click “Edit Parameters” button to enable editing and scroll down to PTO section “PTO Mode Preferences”. Towards
the end of the section, there will be an entry for “Type of PTO Controls – Enable/Disable (S074)” which can be edited by
making a selection from a dropdown menu. From this dropdown menu, select one of the sales codes shown in Table 4-9.
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