Page 37 - Demo

• SPECIFICATIONS •
WESTERN STAR CONSTELLATION SERIES 4864FS2E5 8x4
already covering. So it’s a good 15 minutes of driving into a blinding sunrise. It’s clearly not ideal.
As we make our way up through the Taupo Forest and past Lochinver Station it’s a fairly easy run and a good time to check the truck’s features.
The main mirrors are the usual large west- coasters, and there’s a round eight-inch convex lower mirror for wider vision. There’s also a downward-facing mirror above the left-side door.
There’s a bit of a forward blindspot on both sides, caused by a combination of the windscreen pillars and the risers off the air- cleaners.
But with the Constellation’s short, sloping bonnet, forward vision is much better than on many other conventionals, and there’s much less of a front-left-corner blindspot.
Interior finish in the cab is traditional North American, with maroon leather-look trim and black hard surfaces.
The driver’s seat is a high-back National 2000 Series air-suspension unit, with active lumbar support. The passenger gets a mid- back version with air lumbar support. Both are comfortable and provide excellent support and I particularly like the amount of lower leg and lumbar support.
The dashboard layout is excellent, with all gauges right in front of the driver, and switches over to the left.
Airconditioner, heat and vent controls are mounted low to the left, below the switch panel. Nicely positioned to their right is the Traction Air central tyre inflation control.
One surprise is the very heavy clutch pedal. I haven’t encountered many heavy clutches lately, with many manufacturers now offering easy-pedal options.
It’s also about now that I begin to realise that the aircon doesn’t seem to be working. Things are warming up in the cab as we make the steady pull up the Taupo-Napier road.
It appears that the aircon controls are turned on, but the air coming through is definitely not cool. It could be an item to check on its first service.
On the climb towards the Rangitaiki Tavern, the road becomes a bit bumpier and it’s really noticeable in the Western Star’s cab. It leaves Mike Stock thankful that the passenger also has an air-suspension seat. I rate the ride as
worrying high-frequency vibration – which goes through the truck for just a few seconds and then disappears. It happens twice while I’m driving and once when owner Robert’s at the wheel.
A road closure later in the test means we don’t get the chance to investigate further what’s happening, but I suspect it could be coming from the twin-steer setup.
The Western Star makes the climb up and over the top with ease as the big Cummins effortlessly handles the toughest of the Taupo- Napier hills.
Between 1000 and 1500rpm the X15 never looks like struggling. Coming up the Tarawera Hill, with its tight corner halfway up, we run in fifth low – but probably could have done it in fifth high, as I’m able to upshift immediately after the corner.
Coming over the summit, we enter a new weather pattern, driving through low cloud and steady rain.
Our run down to McVicar Road just before the Mohaka River is an easy one, with the truck in sixth low. The engine brake holds us back well and the truck keeps a good steady speed, fully under control and with very little footbrake application.
At the McVicar Rd junction I give Robert back his truck just ahead of the famous Titiokura climb.
I’m a bit disappointed by this particular Western Star. Previously I’ve driven some great trucks from this make, but I feel there’s a
bit of work needed to get this one up to the standard it needs to be at – to be a serious contender in the conventional 8x4 market.
Because of the premature end to our test, I’m not sure if the extra axle fitted here in NZ
is a major contributor to some of the issues we experience. It certainly is when it comes to the cab access, but I’m concerned by the standard of the ride – I feel it falls behind many competitors. It may also be a direct result of the extra steer axle.
I am sure that Western Star Trucks, a division of the Daimler Trucks-owned Freightliner business, has the knowhow and resources to take a good look at this offering and make changes that will enhance it.
Even small improvements like a bigger sunvisor, better-spaced steps and a bigger forward grabhandle on the door frame just above the floor level would be a good start. T&D
Engine: Cummins X15 Capacity: 15.0 litres
Maximum power: 448kW (600hp) @ 2000rpm
Peak torque: 2780Nm (2050 lb ft) @ 1200rpm
Fuel Capacity: 680 litres Transmission: 18-speed Eaton
Fuller Roadranger RTLO-22918B
Ratios:
Low L – 14.40
1st low – 8.56
2nd low – 6.05
3rd low – 4.38
4th low – 3.20
5th low – 2.29
6th low – 1.62
7th low – 1.17
8th low – 0.86
Low H – 12.29 1st high – 7.30 2nd high – 5.16 3rd high – 3.74 4th high – 2.73 5th high – 1.95 6th high – 1.38 7th high – 1.00 8th high – 0.73
Front axles: Meritor FG-941,
14,600 lb capacity
Rear axles: Meritor RT-46-160GP R-series
Auxiliary brake: Cummins Intebrake compression brake
Front suspension: 16,000 lb capacity taper-leaf
Rear suspension: Airliner, 46,000 lb capacity
GVW: 27,400kg GCM: 90,500kg
Truck & Driver | 35
It’s so small it doesn’t cover any more of the well below ideal and quite rough.
upper screen than the external sunvisor is We also experience for the first time a