1980 Kenworth W900A light rebuild thread

I thought you might be from Australia. I need a good reason to go down there.

I’m going to address several of the points you mentioned, but I don’t want to come across as trying to push you into doing something you don’t want to do.

Length: There is two different versions of the AG130 spring.
The most important measurement is from the center of the eye to the center of the axle.
One measures 27.438”/697 mm, the other measures 27.875”/708mm. Overall length is different also, but that is a bit of a moot point because the rear hanger “usually” can be moved to accommodate the overall length. I’ll address this a bit more at the end of this post about what I did on my 359.

Weight rating: PACCAR rated the AG130 for both 12,000 and 13,200 lb front axles, but the reason they didn’t rate it higher than that was the four small bags they used weren’t capable of a higher rating.
I know several guys here in the US that have used that spring with a custom four bag setup on a 20,000 lb steer axle in a heavy haul setup with no issues.

Spring breakage: the main, half leaf is a forging that is 0.5”/13mm thick at the eye, and tapers to 1.375”/35mm in its centersection.
I have never seen that forging break, even in a wrecked conventional truck that had the steer axle knocked completely out from under it.

OE hanger: A lot of the older KW’s had one bolt through the side of the hanger and frame rail, and two bolt through the hanger and bottom flange of the frame rail. They will sometimes crack from the bolt hole out to the edge. The late model hanger has all three bolts going through the hanger and side of the frame rail. Much stronger.

On my Peterbilt 359, front spring eye to center of axle is 24.188”/614mm, and overall spring length is 48.375”/1228mm.
To further complicate matters, the steering box is behind the axle, and the rear hanger is very close to the steering box.
To make the AG130 spring work, I redrilled the spring pack to put the centering pin where I needed it, moved the steering box forward the width of the box, and put the new hanger behind the steering box. That meant shortening the drag link, power steering hoses, etc….
I got what I wanted though, it worked beautifully, and I had zero issues with it. Ran it 150,000 miles, pulled the entire setup off, sold it to a guy that is putting in under another 359.
I did that because I FINALLY convinced a spring company to built that style of spring that fits a 359. So, my 359 is currently under the knife getting the steering box, etc, put back to the original location to run my new springs. Yes, it is staying air ride.

Anyway, awfully long post, but if it helps you out, that is wonderful.

 

Didn't some of the old Kenworth LW's use a torque rod from the frame to the front of the steer axle on each side?

 

Oldman and 34kw, can I trouble you for some pics. Mine is a 93 so will have a look at the hangers, I get lost in the models a bit and US if different to AU also I imagine for some part. Sure are for cab bags/springs.

The safety nazi as pretty psychotic about steering, brakes etc down hear. But that doesn't mean I can't do it just probably would need it engineered. Wich may be worth it given its becoming the next decade truck.

This is the direct drop in for mine. I need to go get some pics to get my head around it better. Its down with the mechanic at present so not so easy to get to.
WCS Parabolic Leaf Spring for Kenworth K100 [6T Front Axle] [Steer]

 

This was during design and mockup.
I currently have it all back apart for paint. This is one style of the late model hanger we were talking about
I am using the non-greasable bonded rubber “Silent Ride” bushing. My previous setup I used the threaded, greasable bushings and pins.

 

That's some quality stuff right there!

 

I’m sorry, but the pictures didn’t come through in chronological order.
I think y’all can figure it out.