When it comes to "large cars," my preference is for long, square noses. The longer and bolder the better. So when Peterbilt offered me a chance to drive its distinctively aerodynamic model 387, I hesitated. I had never driven an aerodynamic conventional.
But then I figured, what the heck? It's always a treat to drive a new, fully-loaded truck.
First Impressions
Seeing the 387 for the first time, two things struck me. First, it looked-and indeed was-large and wide. Second, with its smooth-flowing, seamless profile, it was clearly built for streamlining effortlessly along. Even the grille is aerodynamic (yet it maintains the unmistakable Peterbilt look).
I would come to find that the 387's cab design reduces drag by about 13 percent when compared to current Peterbilt aero models. The result: improved fuel economy and reduced operating costs-and what trucker wouldn't appreciate that?
I also learned that the 387's cab is constructed of aluminum and composites which are bonded and huckbolted to create a safe, solid cab/sleeper unit. This type of construction has allowed the size of the cab to be increased without the weight penalty associated with additional size.
I drove the long-hood, premium-length high-roof sleeper version of the Peterbilt 387. The tractor is also available as a medium-length conventional. Both the medium- and long-length models come in three sleeper configurations: mid-length mid-roof, mid-length high-roof and premium-length high-roof.
Spacious Inner Space
The step-and-grab handle arrangement on the Model 387 made getting in and out of the truck easy and safe.
The 387's interior was so spacious it made me uncomfortable at first; I was not used to such all-around roominess. With the 30 inches of walk-through space between the seats and into the sleeper, I couldn't reach my notebook-which I had thrown onto the passenger's seat-without having to get up from the driver's seat. (A small price to pay for being able to effortlessly go in and out of the sleeper.)
This particular 387 had an Eaton Fuller Ultrashift 10-speed, two-pedal automated transmission. The absence of a shift tower made the interior appear even larger.
The premium-length high-roof sleeper, with its many amenities and plush textures, had the feel of a small efficiency apartment. There was plenty of move-around room and lots of practical storage space, including 25 cubic feet of under-bunk storage that is also accessible from the exterior baggage doors.
Two large cabinets, located behind the seats, can be customized to suit a driver's needs. For example, the cabinets can function as a hanging wardrobe or an entertainment center, hold an optional refrigerator or microwave and provide a pull-out desk.
I liked the tilt-out, tinted side windows near the top of the sleeper. Along with providing light, they offered good ventilation. Another nice feature: abundant, well-placed lighting.
Visibility was excellent. There is a large, wrap-around one-piece windshield, "cut-down" side windows and a large passenger door side-view window. The hood is sloped 21 degrees to provide a closer view to the ground, particularly helpful for maneuvering in tight and congested areas. Large, pedestal-mounted, aero-shaped mirrors provide good rearward visibility.
The stylish, expansive interior of the 387 is ergonomically designed and comfortable. The wood-grain dash has quick-to-view instrumentation and controls and switches are within easy reach. The standard foot-actuated tilt/telescoping steering wheel enabled me to position the wheel to my exact liking. Another nice feature is the in-cab hood release, conveniently located on the floor beside the driver's seat on the left side.
Ease-of-Serviceability
The hood has a torsion-bar tilt assist that makes it easy to open. The fender liner is in two pieces, one of which moves out of the way with the hood for good access to the engine compartment. The hood is composed of three separate panels. So should a fender be damaged, only that part need be replaced, thus simplifying repairs and reducing downtime.
A number of ease-of-serviceability features had been built into the Peterbilt 387.
One that I particularly liked was the three-region electrical system. The system is comprised of three regions-or load centers (cab, sleeper/chassis and trailer)-each of which has its own power supply from the battery. Being a system unto itself, should a malfunction occur, it is isolated within the load center. This considerably reduces the time it takes to identify and make repairs.
The Peterbilt 387 also uses proven circuit board technology and multiplexing-where a single wire does what several were needed for in the past-to reduce wiring and make troubleshooting easier.
No special tools are required for headlamp adjustment or bulb replacement. The HVAC unit is located beneath the liftable bunk. This makes it easier to access for servicing and repairs.
All these touches help elevate the 387 beyond a good-looking machine.
On the Road
For me, the 387 was a joy to drive; surprisingly comfortable and quiet. It handled well and was easy to maneuver, once I got at ease with its wide feeling.
Even though I truly enjoy shifting-the more gears the better, is my motto-it didn't take me long to appreciate the automated transmission in the Peterbilt 387. It certainly made trucking easier-once I stopped reaching for the non-existent shifter and stepping on the absent clutch.
Bottom Line
After shutting down the truck, I sat there for a while daydreaming. The Peterbilt Model 387 seemed to combine the traditional appeal of a Peterbilt with the latest in technology. With all the space the truck provided inside, I could easily envision myself living comfortably in this truck while on the road for weeks at a time.
VEHICLE SPECS
2004 Peterbilt 387 Long-Hood, Premium Length High-Roof Sleeper
Engine: Caterpillar C15 ACERT 475 hp @ 2,100 rpm
Transmission: Fuller RTO16910B-DM2 Ultrashift 2-pedal operation
Front Axle: Dana Spicer E1202I; 12,000-pound gawr; taper leaf spring suspension
Rear Axle: Dana Spicer DSP40; 40,000-pound gawr; 3.36 ratio; Peterbilt Low Air Leaf suspension
Tires: Front - Bridgestone R250F 11R24.5; Rear - Bridgestone M726 11R24.5
Wheelbase: 239 inches
Fuel Tanks: Dual aluminum 150-gallon tanks
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