However, not only did Kenworth bring luxury to over-the-road, it also brought added durability and reliability to tundra transportation. The Arctic Transporter (ATX) featured six-axle steering using torsion bar suspension, making it ideal for the fragile environment encountered in Prudhoe Bay and the Alaska tundra.

One of the biggest challenges for a Kenworth came in 1979 when a W900 was selected to transport a "High Resolution Spectrometer Magnet," which could produce a magnetic field 36,000 times stronger than the earth's. Special one-time permits were granted allowing the 140-foot-long load, weighing some 107 tons and measuring 18-1/2 feet in diameter and 13-1/2 feet in height, to be transported from Illinois to Palo Alto, California. The custom-built Kenworth featured a CAT 3408 PCTA diesel rated at 450 horsepower and Spicer 24-speed transmission. A specially constructed convertible trailer was built featuring adjustable axles and optional steering in the rear.

Once the trip was underway, there were lots of stops to accommodate TV and radio interviews. The biggest stop almost happened while climbing the 8,640-foot Laramie Summit as 60-mile-an-hour winds ripped through the area. Stan Jones, driver of the Kenworth recalled:

"You're squinting into a blizzard, shifting with both hands, steering with both knees, pulling a 110-wheel trailer with more angles and dangles than the Golden Gate Bridge. Then you begin to feel ice on the road. That's when you thank the man upstairs that you're driving a Kenworth."

The Kenworth and magnet arrived in Palo Alto, fully intact, 19 days after it left Illinois.

The Talk of the Industry—1985-1987
In 1985, Kenworth rolled out a truck which changed the industry forever. Called the T600A, the truck was a sloped-nose conventional with a set-back front axle—a combination which gave drivers the comfort of a conventional and the maneuverability of a cabover.

Not only was the T600A sleek looking, it was also incredibly aerodynamic. The T600A cut through the wind like no other truck before, saving customers up to 22 percent on their fuel bills. Testing showed an aerodynamic improvement of 40 percent when compared to the company's W900 conventional.

Larry Orr, then Kenworth chief engineer recalled:

"When we were developing the T600A, we decided to incorporate everything we could come up with to reduce drag. As it evolved, we managed to do that, but we were a bit concerned about its appearance. It didn't look like our traditional long-nose conventional."

"Radical" styling proved to be no obstacle, however. The truck became widely accepted throughout the industry. Today, it has become the company's all-time leading seller.

Engineering prowess paid off again in 1986 when Kenworth launched the T800, a truck with a set-back front axle for maximum payload and maneuverability, geared for more heavy-duty operations and suitable for on/off highway applications.

Broader Product Line, More Fuel Efficient Trucks Introduced—1988-1990
Kenworth unveiled the C500B construction truck during the first part of 1988—a truck that combined the rugged durability of its predecessor, the C510, with the looks and cab comforts of Kenworth's T800. In addition, the Spring of 1988 saw the company unveil the T400A, a tractor designed especially for the regional-haul marketplace. Further solidifying Kenworth's commitment to product advancement was the 1989 first quarter introduction of the Kenworth T450 construction truck with a 112" BBC, as well as the company's second generation T600A.

The new T600A offered improved fuel economy over the original T600A, and a 1990 cross-country fuel economy run, "Tour America," provided customers with "real-life" fuel economy numbers. Three different T600s were used, each equipped with different sized engines. The results were impressive: using a Cummins L10, 330 HP engine: 8.21 mpg; Cummins N14, 370 HP engine: 7.99 mpg; Cummins N14, 460 HP engine: 7.68 mpg. "We used routes our customers typically used and faced the same obstacles that occur in everyday driving—poor weather, road construction, traffic jams, and steep grades," recalled Gary Moore, then Kenworth general manager. "In fact, 30 percent of the terrain we covered consisted of either hills or mountains."

"During the overall trip, we ran into just about everything that a driver would encounter during a year's worth of driving," said Kenworth's Gary Ziebell, one of the drivers during the tour. "There wasn't one segment where a driver could say this wasn't real world—because it absolutely was."

In 1990, Kenworth also brought to market the W900L, a 130" BBC, long-nose conventional with extended hood. It soon became one of Kenworth's most popular models with owner operators.

Meeting Difficult Challenges—1990-1991
The fall of 1991 saw still more Kenworth innovation. The T884 was introduced offering customers dual steering. By utilizing two steering axles (front and rear) the new truck could make sharp turns—better than most conventional trucks. And, with all-wheel drive, the truck could go over difficult terrain better than any other truck in Kenworth's history. Targeted toward off-road applications, the T884 found customers primarily in the mining and construction industries.

That same season, Kenworth also accepted a most unique transportation challenge—the moving of a rare SR71 Blackbird spy plane. Kenworth, along with long-time customer Schmitt Lowbed Services (Redding, Calif.), handled the move. The Blackbird measured 98 feet in length by 23 feet in width.

Seattle's Museum of Flight contacted Kenworth asking for help in getting the giant plane to the museum from its hanger in the Mojave Desert. The question: Was it feasible—even legal—to haul the Blackbird back to Seattle? Legal, yes. Difficult? Exceedingly. A normal freeway traffic lane is 12 feet wide, meaning the Blackbird would take nearly two lanes of traffic. Variances from states were required for anything over 8-1/2 feet in width or 80,000 pounds in weight. In many cases, the Kenworth team knew traffic would have to be shut down in both directions to allow the Blackbird to move up I-5 and other roadways. But it could be done.

Five Kenworth trucks were required for the job. A Kenworth T800 with Caterpillar 460 horsepower engine and a specially-made 73-foot Trail King trailer transported the fuselage. Four Kenworth T600As handled the engines and wing sections. Twelve days after loading, the Kenworths and Blackbird arrived at the Museum of Flight, where the Blackbird is now the museum's star attraction.

The Driver is King—1992
More than 500 over-the-road drivers joined the Kenworth team in 1992. Called the Kenworth Drivers' Board, drivers from across North America contribute time as "consultants" to provide input to Kenworth's next generation of trucks. Focus groups are conducted at trade shows, and surveys go out to Board Members on a regular basis to gain feedback on a variety of truck topics.

In June, the company announced the availability of its new K300, Class 7 cabover. The K300 also represented a change in Kenworth's manufacturing, as Class 7 production moved from Brazil to Ste. Therese, Quebec, giving the company the ability to better handle truck customization, and parts and service.

One month later, Kenworth introduced its B-Series of trucks, which provided improved driver amenities, plus a "Quiet Cab" package and new cab/sleeper suspension. "Our new noise reduction package and cab/sleeper suspension pay big comfort dividends to drivers," said Gary Moore, Kenworth's general manager and PACCAR's senior vice president. "Now our truck cabs are as quiet inside as many passenger cars. Plus, our new cab/sleeper suspension helps reduce road vibrations in the sleeper compartment. We think we have created an optimum driving environment which is unmatched by any other truck manufacturer."

At the same press conference, Kenworth and Chevron introduced the industry's largest privately funded safety program, called, "Sharing the Road." More than 6 million brochures, offering driving tips to motorists from a trucker's perspective, were provided at Chevron stations throughout the country. The program was widely endorsed by trade publications.

Kenworth's 70th Anniversary Marked by New Plant Opening and Two Significant Product Offerings—1993
A new production plant was unveiled in Renton, Washington, with opening ceremonies conducted on June 4. The first truck off the assembly line was a T600B, destined for Stevens Transport, located in Dallas, Texas.

The Renton plant joins two others in the United States—Seattle, Washington, and Chillicothe, Ohio. The new Kenworth-Renton plant clearly demonstrates Kenworth's strategy to expand its leadership presence in the trucking industry.

Just a month after the plant introduction, Kenworth unveiled a new truck designed to keep Kenworth plants busy—the T600 AeroCab. The AeroCab was Kenworth's first truck to combine an integrated design with modular construction, offering drivers more stand-up room, improved storage space and many new driver amenities. It also represented the first truck designed in part by Kenworth's Drivers' Board. With the contoured cab roof, integrated side panels, and re-designed chassis fairings, air flow is improved, which reduces drag by an additional 3 percent as compared to Kenworth's T600B. The added gain in aerodynamics can mean hundreds of dollars in fuel savings per year.

During the same press conference at the International Trucking Show, Kenworth and Chevron introduced Phase 2 of their safety and image campaign—the Trucker Buddy program. Founded by Gary King, a Kenworth Drivers' Board Member, and his wife Carol, the program matches truck drivers with classrooms in a pen-pal arrangement. The program would go on to win the Truck Writers of North America's most significant new service award, at the 1994 Mid-America Trucking Show.

In October, Kenworth again broke new ground, this time introducing the largest and most luxurious OEM sleeper ever offered in the trucking industry—the Studio Sleeper. The 74-inch sleeper creates an apartment-like environment, thanks in part to a couch which doubles as a bed—something never before seen on an OEM sleeper. Along with the new couch comes 30 percent more storage capacity versus Kenworth's 60-inch AERODYNE. Two full-length closets with doors are standard, plus a driver's side drawer unit—with one deep compartment, one shallow—provides ample room for clothes. Shelves are also available to store a variety of items. A fold-down table (16-inch by 22-inch) was added to the sleeper which provides work space for the driver, plus a place to eat meals. In addition, a built-in TV installation package provides easy set up for drivers wanting an entertainment system on the road.

New Truck Additions Continue—1994
On the heels of two significant product offerings in 1993, Kenworth again made news in the first quarter of 1994 with the introduction of its first ever medium-duty conventional—the T300. Designed for the premium end of the market, the T300 features a modified T600 cab, plus has all the durability common in all Kenworths. "We developed the T300 over the past several years with one mission in mind," recalled Paul Skoog, Kenworth's marketing manager. "And that was bringing to market a new standard in Class 7 quality." The T300 truck has a standard 30,000 GVW rating (with higher axle ratings available), and the tractor has a 65,000-pound GCVW rating. The T300 has features such as huckbolt fasteners for long-lasting and cost-effective operation, plus it's custom-engineered to match specific applications in the medium-duty market. To help make maintenance easier and less expensive, the T300 was designed using readily available components.

At the International Trucking Show, Kenworth continued its AeroCab evolution by taking the AeroCab across its main product line. A new 62-inch AeroCab, which is expected to be very popular with fleets, provides a weight and cost savings over the 72-inch model and provides the large sleeper opening and cab/sleeper air suspension that has become so popular on the AeroCab. Kenworth also addressed the flat-bed and bulk-hauler market by introducing a 62-inch and 72-inch FlatTop AeroCab. However, unlike other flat-top sleepers, the AeroCab sleepers were designed to allow a 6'-1" person to stand straight up. In addition, it was announced that the entire lineup of AeroCabs are now available on Kenworth's T800.

DOT Honors Kenworth; Two Dealers Celebrate Golden Anniversaries—1995
In 1995, two of the three oldest Kenworth dealerships in North America reached the 50-year milestone—Williams Equipment of Spokane, Wash. and Kenworth Sales Company of Salt Lake City, Utah.

Both dealerships were established at the close of World War II and founded as family businesses. Today, both continue to operate as family-run operations and have expanded beyond their local markets to include branches in Idaho, Nevada and Montana.

While Kenworth dealers were celebrating, so was Kenworth as the company was recognized with 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.

The Future of Trucking Arrives—1996
1996 started off quickly in new product development for Kenworth.

The biggest news from Kenworth came in May 1996 as the all new T2000 was unveiled to the public at the International Trucking Show. The truck was shown in 112 and 120-inch BBC configurations with 75-inch AERODYNE sleepers. The T2000 represents nearly 20 years of work in aerodynamics by Kenworth engineers and it sets new standards in comfort, performance, and reliability. It was also designed to reduce life-cycle costs and downtime for the owner.

The T2000 is totally new from the ground up. In the design process, Kenworth kept in mind that the person buying the T2000 was not the driver, the mechanic or the owner; it was a combination of all three. Goals were set to be ‘best-in-class’ in all the key areas.

While the T2000 was groundbreaking, so was Kenworth’s premium component package which comes with a three-year, 350,000-mile basic vehicle warranty. The premium option package requires less maintenance, allowing operators to extend service to every 25,000 miles, versus the industry norms of every 10,000 to 15,000 miles.

The Extended Service Interval (ESI) program, which is possible thanks to the upgraded system and component option, helps set Kenworth apart from others when it comes to reducing maintenance costs for its customers. The technology is here to confidently stay on the road longer without fear of maintenance-related breakdowns or reduced total vehicle life.

The company’s commitment to product advancement and customer service through its dealers will continue as we near the year 2000. Input from drivers and fleets also will continue, enabling the company to have a better understanding of customer needs, resulting in products to meet their specific requirements. Kenworth’s heritage is quality. It’s something Kenworth customers have come to depend on; something Kenworth will continue to deliver.