Call it evolutionary rather than revolutionary. The T700 is of course the successor to the T2000, un­veiled in May 1996.

Radical as the T2000 was at the time, the T700 is less so, but the list of refinements and incremental improvements is substantial. Most obviously, the push for better aerodynamics has flattened out most of T2000’s rounded form, leaving a more angular appearance.

The change might seem counter-­intuitive, but Kenworth says the T700 is about five-percent more aerodynamic than the T2000.

The styling of the truck is geared for better aero performance. From the steeply sloped hood to the sculpted side fairings, moving air more efficiently over and around the truck is what it’s all about.

Advances in materials technology since 1996 have resulted in more durable chassis components that require less routine maintenance and are easier to repair. The bumper is made of two pieces and the hood of three pieces to reduce repair time and cost.

Evolution has led to better manufacturing techniques, resulting in better, more solid cab structure than before. The T700 uses the same (though improved) urethane-impregnated balsa wood floor and composite sides, rear and roof panels. They use a better adhesive and a new bonding process to hold it all together.

And the T2000 didn’t have the MX engine, one of the lighter power plants in the field today. Weight was a concern with the earlier versions of the T2000, but the T700 has that well under control. While I wasn’t able to get axle weights of this particular T700, a similarly spec’d T700 I drove a while back came in under 19,000 lbs bobtail with about 150 gallons of fuel aboard — and under 11,000 lb on the steer axle.

The T700 we had on this test drive was equipped with Bendix air disc brakes at all wheel positions, and Michelin X-One wide-base single tires. The stability and handling in the truck was truly grand. It’s a very tall, very wide cab, but even in tight corners or in serpentine maneuvers the wide-single tires really enhanced the stability.

GAUGING INTEREST: Attractive and highly functional, the dash
works in most respects. But the radio is far out of the line of sight.

I’ve driven the AG400L suspension on different Kenworth trucks and found it very stable. It’s a 40,000-lb suspension to begin with, which adds a little roll stiffness, but that coupled with the wide – single tires made it a dream in the turns.

And the positive braking associated with the air discs added to the stability. Not that there’s anything deficient with
S-cam brakes, but the discs do feel different — better in my mind.

ROOM, WITH A VIEW

The cab of the T700 redefines “room with a view.” At seven feet wide and eight feet tall, the interior dimensions of the sleeper read more like a condominium floor plan. There’s more than 30 in. between the seats, and there’s enough vertical clearance for the occupant of the upper bunk to sit up tall and proud without risking a head injury.

Upper and lower windows in the sleeper give it a nice airy feel, while the huge wrap-around windshield and raked hood give the driver a view of the road that is without parallel. The large door windows add to the panoramic view, and leave few spaces around the truck for the driver to guess what might be lurking there. In short, the visibility is terrific.

The ergonomics of the driver’s area are worth a note too. While this would vary by body type, height, weight, etc. I — at 5-ft, 11-in, and 205 lb — found the space just about perfect. The armrest on the door is wide and flat, making an ideal resting spot for my idle wing. The UltraShift eliminates the gear shifter, so my right arm did most of the steering.

The dash panel seemed high at first, but with the seat properly adjusted the view of the road down close to the front of the truck was very good. The engine brake and cruise control switches are built into the steering wheel, which saves a good deal of reaching for a switch, but the radio placement concerns me a little. It’s way out on the far right of the dash; within easy reach, but the buttons and the display are small and require some seconds of eyes-off-the-road time to adjust.

Granted, a driver who was used to the form and function of the radio might not have much difficulty with it, but for older folks with failing eyesight, those small buttons are a curse. Kenworth isn’t alone here. Most OEs use radios designed for cars and that should change, IMHO. Truck radios should have larger displays, larger and fewer buttons, and they should be mounted closer to the driver’s line of sight with the road.

Overall, the cab/sleeper on the T700 scored very well in my books for comfort, room, ride quality and noise levels. Just one other minor irritant to report, and that’s the dearth of power outlets. There was just one “cigarette lighter” power source along with the CB radio connection points. Today’s driver might have half a dozen or more “outboard peripherals” on the go at any one time, so more outlets please, Kenworth.

DRIVING EXPERIENCE

Although I had the T700 for just a few hours, the loop I drove through central Ohio — departing from the Kenworth plant in Chillicothe — included some two-lane driving, as well as four-lane and urban driving. There were a few decent hills and a few tricky turns, so relatively speaking I was able to give the truck a pretty thorough going over.

SIGHT LINES: The huge side windows and big aero
mirror leave little to chance on the right-hand side.

As I alluded to earlier, I found the ride and handling very sure-footed, and quite responsive. I’ve driven T2000s that felt pretty sloppy on the front end, but not this T700. I don’t want to over-credit the tires but experience tells me they do make a difference in stability. I think too, that the front suspension is tuned nicely for the truck. The long taper leaf springs provide a forgiving ride, and the shocks keep the ride tight.

You’d expect a wide tall cab like the T700 to sway a little in a turn, but I honestly didn’t notice it. It felt every bit as good as a T660, even on high-crown, two-lane highways.

Dealing with the city streets in Chillicothe wasn’t a problem either. The truck provides a very good sense of where it is on the road, so maximizing the turning radius without crossing a lane or running up on a curb was easy. The visibility is terrific, so blind spots are few.

The noise and vibration levels in the cab were very low. The MX engine is pretty quiet to begin with, but wind and road noise were minimal. And while the truck had only 10,000 miles on it, there were no squeaks and rattles on the inside. It was a solid sounding truck, and the absence of vibration and harsh suspension performance suggest drivers would be quite comfortable in a T700 for many hours longer than I was able to drive it.

Upon my return to the yard, I backed the trailer into the line of parked trucks at the plant, and found the mirrors provided excellent visibility.

Given the cab-over-esque cab width, it was like backing, well, a cab-over. Just hang out the open window and steer the trailer into the hole. Even with my lack of day-to-day experience, I jacked it in from 90 degrees on the first try. I’ll take a little credit for that, but the truck sure made it easy.

The T2000 wasn’t Kenworth’s best selling model, but it had a loyal following among fleets and team operators. Expect the T700 to keep all those customers coming back, and it’ll probably bring in other conquest customers as well.

In the large cab market, the T700 quickly develop a loyal following, I predict. It’s that much better than its predecessor. It would have much of a future if the reverse were true.

That’s what evolution is all about: survival of the fittest. The T700 has big shoes to fill, but it’s easily up to the task.