Driving Western Star's New Lineup
Steve Sturgess
Senior Editor
Western Star has had a busy year with new model introductions that significantly broaden the appeal of these custom commercial vehicles. The addition of a unique high-top Stratosphere sleeper brings a condo model in at the top, with stand-up interior height from the front seats all the way to the back. And it does so without impacting the front of the cab roof, so customized roof clearance lights and horns can be easily accommodated.
It's available in two lengths: the originally launched 82-inch and now a shorter 68-inch length that was made for the length-sensitive Canadian market. It's available for owners who don't need the size - or weight - of the condo.
And if the Stratosphere launch created a buzz, the LowMax caused a sensation. Taking the lowered car-hauler specifications for the Western Star 4900 FA, Western Star engineers created the low rider, 132-inch BBC model EX and called it the LowMax. This model, with an overall cab height of just 103 inches, is now complemented by a shorter 123-inch BBC model EX that debuted earlier this year.
All these Western Star introductions build on the Constellation model that was introduced early in 1996. It was to eventually replace the old Heritage model that used the White corporate cab that came into being in the 1950s.
The Constellation was a big step up for Western Star, featuring a much larger steel cab structure for significantly improved interior space and sleeper walk through.
Further improvements led to the introduction of the Starlite sleepers, so called because they are made from an aerospace aluminum/composite sandwich material that makes for a very light yet strong and attractive sleeper.
These basic features carried through the acquisition of Western Star when it was bought by Freightliner in 2000 and subsequently moved from its original home in Kelowna, B.C. to the Freightliner specialty production line in Portland, Ore.
Over time, there has been a broadening of specifications so that, for instance, the extremely tough AirLiner tandem suspension and the Mercedes-Benz MBE4000 engine are now available in Western Star models.
Another big plus is the available financing from DaimlerChrysler Services, which has proven to be extremely popular with the Western Star customers.
The Lineup
Appropriately, considering its Canadian heritage, Western Star lined up four different models for us to drive, though in Alberta, Canada instead of B.C. We flew into Calgary, bursting at the seams with hundreds of thousands of people in to see the annual Stampede Rodeo - a weeklong affair of bareback bucking broncos, bull riders and the amazing daily finale of the chuckwagon races.
But we were based about an hour out of town, west into the foothills of the Rockies in the beautiful resort area of Banff. From there we were to drive four legs with the different trucks - each loaded to 70,000 pounds plus - up to Lake Louise, a spectacular tourist destination up in the mountains.
The four new trucks were a representative array from Western Star: a 4900 FA (axle forward) with the big 82-inch sleeper, and a 4900 SA (setback axle) with the newly introduced 68-inch Stratosphere sleeper. The other two were both model EX LowMaxes at 132-inch BBC, one with a flat top sleeper and sporting a Turbo Wing, the other with the smaller Strato sleeper.
There was plenty of power, with trucks featuring either a 475-hp C15 Caterpillar or a 515-hp 14-liter Series 60. All transmissions were Eaton Fuller 18 speeds to make our lives easier. Drive axles were all Meritor and rated 40,000 pounds, except for the setback axle 4900, which had both the tandem axles and the AirLiner suspension rated 46,000 pounds. Taperleaf front suspensions were featured on all, though the LowMax has its springs set to lower the chassis for its long, low look.
The chassis is pure Western Star, with big, round crossmembers that marketing manager Jim Crowcroft said greatly add to the ride and the directional stability of the Western Star. This, he said, can be seen in the way the trucks deliver good tire mileage, because the rigid frames kept the wheels pointed where they should be.
Interestingly, while the cab is galvanized steel and the frames have these big crossmembers, the Western Star is not a heavy truck. In fact, one of the more recent announcements is a lightweight special using weight-optimized specs to get it down almost to 15,000 pounds with the light MBE4000 engine. And that includes the 68-inch sleeper and the Western Star's legendary toughness and reliability.
On The Road
Because I hadn't driven one to this point, I was quick to get behind the wheel of the LowMax - first the 475-hp Cat powered EX with the shorter 68-inch sleeper. Riding with me, Western Star Senior Vice President John Merifield asked if I'd driven this route before. I replied that I had only been to Alberta once before, but it was an extension of a trip I had made back in 1984 - 20 years earlier - that started out with a drive out of Vancouver heading east on the Trans-Canada to Kamloops driving, of all things, a Western Star with a 475 twin turbo. That one, though, was a Cummins. This time it was a Cat. How ironic is that?
But things are mightily changed. That was a Heritage model and the Cummins had only 1,450 lbs.-ft. - a lot at the time, but not even entry level today. This time the 1,850 lbs.-ft. ACERT Caterpillar pulled strong and hard down to 1,100 rpm and even lower - and in this installation, was smooth as silk at those lower registers. It was also quiet. I couldn't believe how civilized it was, and was very glad I had brought the sound level meter with me. Checking full load levels, we were running low 70 dB(A) readings, putting the Western Star LowMax right there with the industry leading Volvo VN. And this is a truck with side-mounted exhausts compared with the rear mounts of the VN. A truly remarkable tribute to the work done on noise, vibration and harshness on the latest Western Stars.
This was noted on all the models except for the flat-top sleeper LowMax. While this looked the part, with its big wing on the roof, the cramped interior and the additional noise - likely caused by the small interior volume - made this a less attractive ride.
The big Strato 4900 was a pleasure to drive. It shared the low noise levels but was not quite as positive on the road as the low-riding EX LowMax. There's obviously trade-offs with the LowMax setup - though to be honest, I couldn't see what they were. Here's a case where style gives nothing away to substance. The LowMax has a delightful flat cornering attitude that is just a little different from the 4900 FA. Neither is better. Each is great. But if you want to look cool, the LowMax is the way to go.
The 4900 SA was an unusual configuration. The big sleeper was great, but would you want a set-back axle? There may be operational reasons for spec'ing it - try household goods hauling in the Northeast. But it looks a little funky. There's no question it turns well, but it comes with a directional stability penalty always associated with shorter wheelbases. There's no question it's a fine truck, quiet and extremely civilized. But give me a choice, and I'd go for the axle forward with the big sleeper or the LowMax.
Which? Likely the LowMax. It does everything the other Western Stars do - which is drive and ride exceptionally - and it does so with style. Does it trade off anything? Not that I can tell on this drive out west.
Western Star is an owner-operator icon. It's great that Freightliner has been able to bring it into the mainstream and at the same time not mess it up. Here you have rugged individualism matched with 24/7 service, great mainstream engineering and finance that makes it all possible. It's a very tempting package, whichever one rings your bell.
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