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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. 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%)
kenworth.com) provides continuing
information on this topic. 5.5 —— $6,818 $12,582 $17,532 $21,816 $25,565
(8.4%) (15.4%) (21.4%) (26.7%) (31.2%)
Fuel Economy: 6 —— —— $5,764 $10,714 $14,998 $18,747
A Matter of Dollars and Sense (7.7%) (14.3%) (20.0%) (25.0%)
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.
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
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.
Early 1980’s – Kenworth begins real world testing to study aerodynamics and
confirm and verify results.
WHITE PAPER ON FUEL ECONOMY KENWORTH TRUCK COMPANY
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 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.
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.
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.
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.
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.
• 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.
• 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.
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
• 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.
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.
Utilize these fuel-economy tips and you’ll be well on your way to receiving better fuel
economy for your truck or fleet.
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.
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.
• GPS Navigation: The Kenworth GPS navigation system is essential in helping drivers reduce
their out of route miles and boosting their overall fuel economy.
• 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.
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.
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