For Peterbilt Motors Co., there are two distinct types of truck buyer these days. First, there’s the guy or gal who’s remained true to the Peterbilt brand down through the years, largely because of the trucks’ classic styling. Looks and image are secondary to the other type of buyer, one who’s conscious of operating costs and demands improved on-board amenities.

With the company’s 387, introduced last spring and now in full-scale production, Peterbilt should satisfy both camps.

That’s what I found after the company called and said they had a brand-spanking-new 387 for me to drive. I grabbed a change of socks and headed for Peterbilt headquarters in Denton, Tex., where I hit the road and showed up again three days later, having turned about 900 miles and at least that many heads.

Starting from a clean slate, the 387’s designers included an impressive list of owner-operator factory options that’s bound to keep traditional customers interested.

The one-piece roof is bonded to the frame of the cab for a waterproof seal. The gently curved cab sidewalls are made of stamped aluminum, also bonded to the cab frame, while the rear wall is a sheet of aluminum riveted to the frame. This gives the buyer flexibility in the installation of windows, grab handles, and more lights. At the other end of the truck, the inexpensive two-piece bumper is made of a lightweight, scratch-resistant composite called TPO.

UNDER THE HOOD

The entire radiator assembly in the 387 is mounted to the engine, as opposed to the frame, which allows for tighter clearance between the fan and the shroud for more effective airflow. But the radiator sits beside, rather than behind, the charge-air cooler. This arrangement is designed to provide the superior cooling capacity required by big-block engines, while providing optimized engine intake-air temperature for improved fuel economy.

The 387 is loaded with serviceability enhancements. Removable side skirts let the technician slide rather than squeeze under the truck, and once he’s there, the undercab area offers a clean and unobstructed work area. The hood latches are under the hood, and the release is located, brilliantly, beside the driver’s seat: open the door, give it a yank, and you’re in business. No greasy backsides need ever touch the upholstery to get to the hardware.

Electrical distribution is broken down into four separate regional load centres, each of which is protected by a dedicated “megafuse” located in the battery box. Each individual circuit within the regional distribution centre is breaker-protected, and each has its own diagnostic function. When a fault is detected, an LED indicator identifies which circuit needs attention, making the diagnostic process simpler and much less expensive.

Elements of the truck that tend to be damaged frequently are designed to be inexpensive to replace. Even the grease fittings for the clutch and transmission cross shafts are fitted with extensions and grouped together in a cluster near the left front wheel to make them considerably easier to service.

IN THE DRIVER’S SEAT

Plop into the driver’s seat and you’re faced with a delicious incongruity. First, the warm and inviting dash panel with its spaciously laid-out chrome-bezel gauges set into a rich woodgrain panel say “big truck” loud and clear.

Then, the overall layout of the driver compartment starts to whisper “minivan.” The mind reels, but then take in the vast expanse of the 387’s interior and you know for sure that you’re at the helm of a true driver’s truck.

I struggled with the minivan thing at first. Why would I lay down some serious dough to drive a minivan when I wanted a premium class-8 truck? The answer, of course, is that having invested my money wisely, I’m entitled to the luxury of driving a premium truck without having to endure constant reminders of the trucking life.

I like the fact that the upper walls of the sleeper compartment aren’t lined with cubbyholes, which can create a closet-like appearance. Peterbilt opted instead for two large cabinets located directly behind the seats. They can be custom spec’d to include a factory-installed fridge, an entertainment centre, shelving, a pull-out desktop, and hanging space for clothes.

In place of those high-altitude cubbyholes, Pete installed a pair of crank-open windows near the ceiling of the sleeper. It’s a functional and attractive environment, but there’s not a great deal of storage space for small stuff, except for a narrow storage bin along the back wall.

ON THE ROAD

Over the course of the three days, I saw San Antonio, Houston, and a whole lot of The Lone Star State in between. If that alone wasn’t worth the price of admission, then the 387 itself made the trip very worthwhile.

The 387 will find a home with anybody who enjoys driving. But at least some of the credit for the overall positive experience has to go to the truly outstanding power train on the test truck. Snort was provided by Caterpillar in the form of a 15.8-litre 3406E, cranking out a seldom-used 490 horsepower at 1600 rpm. The Eaton Fuller 15.5-inch ceramic Solo clutch and the Eaton Fuller 13-speed tamed the 1650 pound feet of torque and turned it into 13 gears worth of hill-flattening, smooth-shifting, fuel-sipping, wonderfully refined pulling power. All that hyperbole was translated into 7.2 mpg (Imp.) for the measure by a set of 3.90 Dana drive axles mounted in a DS 404 carrier.

The 387 tipped the scale at 19,620 pounds with the fuel gauge at half, which seemed a little on the plump side. Much of that weight was in fact the premium powertrain-this spec on a 377 would weigh virtually the same, and note that a similarly configured 387 with a more modest powertrain is already in service, and weighs about 16,500 pounds full of fuel.

Forward visibility was as good as it gets, and the view down the left side was grand as well. Considering the width of the cab, the cut-away “vent” window provided an adequate view of the near-right area of the roadway-although the right-hand mirror was small for the territory it had to cover, and the convex mirror mounted into the aerodynamically shaped head made the main mirror even smaller.

I also found the 387 to be noisier than expected. Granted, the noise was mostly engine-generated but I think Peterbilt could deal with that by adding insulation under the floor. My truck was generously carpeted, but that was all there was between the road, the engine, and me. There was no wind noise, and even with the windows rolled down it was quiet enough to converse comfortably.

I spent some time on the Saturday morning trying my once-experienced hand at backing the thing into a loading dock. I’ll take a little credit, but the 387 was easy to work with. You’re perched high in the driver’s seat, and visibility to the rear is fine due to the width of the cab. You can even cheat a little by looking through the right sleeper window while manoeuvring to the right, but don’t tell anybody I told you so. Just let ’em think you really know what you’re doing.

I seldom get to spend a night, never mind two, in test trucks, but it brings the whole experience together in a real-world way. It was nice to once again wake up and stare out into a dusty parking lot. I couldn’t wait to scarf down my bacon and eggs, then hit the trail.

And I suspect the feeling would be the same even after a year or two in a buggy like this one.

—–

ROAD NOTES: Pete’s 387 o Chassis/sleeper cab: 120-inch BBC, premium-length, high-roof sleeper o Power: Caterpillar 3406E, 475 horsepower @2100, 1650 pound feet @ 1200 rpm o Transmission: Eaton Fuller RTLO16913A 13-speed direct, Eaton Fuller 15.5-in. self-adjusting HD SOLO ceramic clutch o Drive axle: Dana DS 404, 40,000 pounds, 3.90:1 ratio, Pete Low air/leaf 38,000-pound suspension, Bridgestone M726 11R24.5 drive tires o Misc.: Dual Isringhausen 6800 premium seats; Peterbilt Concert Class seven-speaker sound system