Publisher - Matthew Eisenegger
Launching these trucks, DAF clearly recognises that operators aren’t just competing against each other for customers any more, they must also compete for drivers. This means that the XD not only offers the ultraefficient Paccar MX-11 engine and improved ZF TraXon transmission which give both excellent operational efficiency and driveability, but they also offer drivers a degree of space, amenity and comfort previously only found in premium long-haul trucks. And this has been done without compromising accessibility and ease of use.
The truck is also pretty ‘future-proof’, with a combination of a greater glass area and a Corner View system, and the option of a full camera-based electronic vision system. This is good enough to get the truck a Four Stars rating in the London Direct Vision Standard, allowing it to operate in the capital without modification for years to come.
Do the bigger cab and extra tech make it heavier than its predecessor, in a market where maximum payload is often critical for operations such as tanker and bulk freight?
It seems not: depending upon spec, the XD can actually save 40kg on the previous model. Find out more in Andy Stewart’s excellent write-up which starts on page 32.
We also feature two operators who have built much of their success on DAF trucks. Barry Proctor Services has
grasped the advantages offered by the XG range of long-haul trucks and has added four drawbar outfits and a tractor unit to its Potteries-based fleet. The trucks also feature a new livery, reflecting the arrival of the next generation of the Proctor family in the management team. See for yourself, starting on page 38.
The 12 DAF LFs run by Italian and Spanish tile importer Minoli may be a bit less eye-catching than the Barry Proctor fleet, but the role they play in the company is vital given the importance that the company gives to prompt and accurate delivery of its large UK-held stocks of high-quality product. And the company’s importance to DAF was highlighted when it was chosen to take delivery of the 500,000th truck to be built at the Leyland Trucks Assembly Plant.
That was a significant milestone for the British automotive industry: and for fans of British automotive icons, we’ve also taken a retrospective look at the Aston Martin V8. This car first appeared in 1977, which older readers will remember as another time of great change, with uncertainties and disputes very similar to today’s. Turbulent times for sure, but the iconic AM V8 embodies a style and grace that makes us remember the good things that were produced then and can still be enjoyed now.
Here’s hoping 2023 will see times change for the better, too.
Enjoy the issue!
Look out for the dynamic QR codes in this issue of DAF Driver magazine. Simply open the camera on your mobile device and point it at the code, then sit back for some exciting additional content.
The transport industry is changing fast, and DAF Trucks is changing with it. The big news in this issue is the launch of the DAF XD range of medium/heavy distribution trucks, replacing the popular and long-running CF models.
EDITORIAL
Publisher: Matthew Eisenegger
Managing Editor: John Kendall
Designer: Harold Francis Callahan
Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 Email: matthew@cvdriver.com
ADVERTISING
Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com
DESIGN
Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com
CONTRIBUTORS
Ronnie Hitchens
John Kendall
Jack Sunderland
Chris Russon
KarlHopkinson
Mandy Wannerton
Richard Simpson Aston Martin Andy
Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19
Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521
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Barry Proctor Services Ltd is changing. Always known for operating an award-winning fleet of highly recognisable vehicles, the fleet today has received a new, sleek, brand refresh designed to reinforce the company’s credentials as a modern logistics specialist for the construction industry. The visual impact is dramatic. DAF Driver magazine headed to Stoke-on-Trent to find four New Generation DAF XG drawbars and an XG tractor heading up an impressive looking fleet.
The business retains the name ‘Barry’, and the great man continues to play an active role as company Chairman.
It is now daughter, Sam, who is General Manager and steering the company firmly into the future. The most evident change is the new livery. Modern, bold, and showcasing the initials BPS, it is a departure from the existing fleet which was lavished with specially commissioned air-brushed artwork featuring music, films and characters from popular culture. With Sam’s background in marketing, PR and communications, it’s little wonder the company’s on-road aesthetic is viewed as important.
“Our visual presence is crucial,” says Sam, “the way we look reflects the way we are, and we’re a company that’s aiming for excellence. We’re gearingup for growth and the fleet is frontand-centre of that journey. That’s a key reason why the new DAF XG trucks are on the fleet – cutting-edge technology and a completely modern cab design. Our drivers absolutely love them and we’re already seeing productivity gains.”
The company is, and always has been, rooted firmly in the construction sector with brick, block and aggregate haulage its speciality. A 32-strong fleet – 90% of which is DAF – has been built up over 40 years. BPS operates throughout the UK, including weekly drops in London where some of the new DAF XG vehicles, with the fitment of DAF-approved safety equipment, operate under FORS Silver accreditation.
New, but with a nod to the traditional While Sam Proctor has achieved an enormous amount in only her first 18-months at the helm of business operations, she is very keen to maintain and, indeed, promote the advantages of BPS’s traditional, family-run business model. “You can’t beat that personal touch,” Sam says, “it just works. This is a family business and it’s been built on traditional values of decency, honesty and a tailored service, and by building strong relationships with our customers. In this commercial, IT-led world, there’s definitely a space for old-
school working principles that embrace the integration of new world technology.”
It’s not just a fresh lick of paint for the truck fleet either. Sam’s keen business brain (she worked for Dragon’s Den star, James Caan CBE) identified where BPS needed to invest and has now restructured operations to ensure it can ride the wave of business growth. “You can’t just say ‘we’re going to grow’ and then sit back,” she insists, “we’ve done a lot of groundwork to ensure the core of the business can handle an increase in volumes,” says Sam.
The new DAFs, while a couple are replacements, signal an expansion of the fleet size; two new traffic planners have also been brought in to focus on two separate revenue streams, there’s new IT infrastructure in place and more sub-contractors have been added to the roster.
“We’re ready to scale,” adds Sam, “but the economy is making business tough. We’re just waiting for the
housing market to come back. In our line of work, we need people to buy houses!”
DAF’s latest heavy truck range has been a huge hit and is turning heads of previously non-DAF operators, but DAF has been market leader for 27 years. What makes DAF customers stay with the built-in-Britain brand? Like many operators with whom DAF Driver has spoken, Sam is quick to extol the virtues of DAF customer support. “The team at Motus in Stoke is excellent,” acknowledges Sam, “Andy Ridgway in particular has always been very responsive to our needs, and defect reporting is turned around really quickly. Because our trucks are working constantly, we often need a tight turnaround at the workshop at the end of the week, and,” she admits, “while some small issues are delayed, overall service levels are great.
“I must say that DAFaid is fantastic,” she says, “If a truck does break down, DAFaid is always there under 90-minutes and, unlike another truck brand on our fleet, there’s almost always a DAF dealer nearby. If it can’t be fixed at the roadside, the peace-ofmind of knowing there’s a local dealer makes life so much easier and more efficient.”
DAF Driver magazine has spoken to plenty of new XF, XG and XG + customers over the last 12-months and, we’re pleased to report, improved fuel economy has become a common trend – with BPS being no exception. The company describes an uplift in economy of around 10% from its new DAF fleet (which, for the record, comprises four XG 530 drawbar units with DAF’s ‘FAS” axle configuration on the prime-mover, and an XG 530 six-wheel tractor.
Five more ‘new-gen’ DAFs are due before the end of the year).
Sam says, “We’re very impressed with how the new DAFs are delivering on fuel – showing a significant improvement on the previous fleet average. One driver is seeing returns of 10.5mpg, and that’s at maximum weight on six-axles. The trucks are marginally lighter than the previous models which helps.”
BPS chose DAF’s ‘FAS’ 6x2 tag-axle platform for its new XG drawbars including twin-wheels on the rear bogie. The configuration means weight is more evenly distributed over eight wheels, while offering greater stability with loading / off-loading the rearmounted Moffett forklift.
Comfort is king DAF Trucks has really stolen a march on its competitors with its completely
The new Proctor DAFs are returning fuel efficiency gains of around 10 per cent
redesigned cab range. XF, XG and XG+ cabs all benefit from the new rules contained within European Masses & Dimensions legislation, allowing for a fundamental rethink of cab architecture. The result means the XG+ is the biggest cab on the market with a voluminous 12.5m3 of interior space. The XG is only slightly smaller, but the same level of comfort and convenience exists.
BPS places huge emphasis on the importance of driver comfort, rewarding the longer-serving drivers with new trucks when they’re acquired. The company prides itself on the fact that the average driver retention period is eight years, with many staying a lot longer, and it’s due in no small part to top-spec trucks. “Once they’re with BPS, they tend to stay,” says Sam, “and if they do leave, it’s not long before they come back.
There’s lots of examples of that happening. Our drivers are so incredibly important,” she says, “so we give them the best kit we can. The drivers that have recently been handed the keys to the new XGs, are over the moon.
“We upgrade the vehicles for them, too. Customised curtains, leather mats, light bars. The latest ones have Tranz Tech catwalks and decking. They’re really proud of their trucks, showing them off regularly at truck shows.”
“Some are out tramping four and five nights a week, and we feel they deserve some luxury. It’s a tough job,” insists Sam,” and I’m pleased we can make their life a bit easier. We have one driver who absolutely adores his new XG, and, although he’s back to base every evening, he often stays in his truck overnight!”
With its weekly runs into London, BPS has installed Transport for London’s HGV Safe System cameras on all new vehicles. The company has chosen FORS – the Fleet Operator Recognition Scheme – as a route to compliance and has mixed Bronze and Silver accreditation. FORS Silver allows BPS trucks to operate in London.
“I think FORS is a good thing for the industry,” says Sam, “It sets a high standard for hauliers, and it holds them to account. We also set very high standards for ourselves and I think FORS is an acknowledgment of our efforts to be the best – it maintains our credibility. Membership has given us marginal gains in terms of new business wins. It’s not been life-changing,” she concedes, “but its good practice and it’s definitely been a benefit in terms of driver training – especially the cycle safety course for our older drivers. FORS does rubber stamp the safety aspect which instils excellent practice in all our drivers.”
Words: Chris Russon
t’s 1972, and Aston Martin is undergoing one of its periodic seismic changes. Sir David Brown, the industrialist who steered the business through some of its most memorable moments, has sold the firm to a new owner, Company Developments Ltd.
Enter the AM V8. A car that, while launched early in the tenure of Company Developments, was firmly rooted in the engineering and design ethos of the David Brown era.
Replacing the DBS V8, which had itself championed the use of Aston Martin’s first V8, and the first new engine for more than ten years, the AM V8 was essentially a styling exercise – replacing the angular nose of the DBS with a more curvaceous, purposeful front end that, together with some subtle styling changes elsewhere, gave the new car a much more muscular look.
Key to that new nose was the arrival of two seven-inch quartz iodine headlamps and a black mesh grille.
The return of a small open ‘power bulge’ on the bonnet; the ‘Cokebottle’ flanks; and the use of Aston Martin V8 side strake badges completed the exterior styling revisions.
This same William Towns’ shape, in essence, would represent the Aston Martin ‘look’ for almost two decades – the last AM V8 styling-inspired cars only ending production in 1989 – shows not only the importance of its 1972 debut, but also the appeal of a styling silhouette that is utterly unmistakable today, as a product of the marque’s Newport Pagnell era. This first iteration of the 5.3-litre engined AM V8 retained the Bosch fuel injection system from the DBS V8, and while power and torque figures were not commonly quoted, it
is believed that these cars were good for as much as 320 bhp, with around 360 lbs/ft of torque.
Mated to a ZF five-speed manual gearbox, or optional Chrysler Torqueflite three-speed auto, that was ample urge to carry this early ‘70s sports car from rest to 60 mph in around six seconds with a top speed of circa 160 mph.
As was often the case in Aston Martin history, production numbers of these early cars were incredibly small by today’s standards.
Only 289 AM V8 models of this iteration were built between April ‘72 and July ‘73. They were succeeded by cars with less complex Weber carburetion, the later cars also featuring larger bonnet scoops.
Numerous iterations of the AM V8 followed over the years – the 1978
‘Oscar India’ cars with closed bonnet scoop among their changes being among the most plentiful –along with the arrival of Volante versions in June 1978 for those seeking open top motoring.
The original Aston Martin V8 Vantage was hailed at its 1977 introduction as “Britain’s first supercar”.
It could outrun a Ferrari Daytona in the 0-60 mph sprint, and if pushed to the limit it could record a top speed of 170 mph thanks to its use of high-performance camshafts, an increased compression ratio, larger inlet valves and bigger carburettors mounted on new manifolds for increased output.
Towards the end of its reign the AM V8 saloon, and corresponding V8 Volante, played another important part in Aston Martin
history by reuniting the marque with its most famous ‘owner’ –James Bond.
In the 1987 film The Living Daylights, which featured Timothy Dalton as 007, producers EON took the decision to return Bond to his familiar position behind the wheel of an Aston Martin using a V8 Volante that, through the magic of the movies, is ‘winterised’ into a V8 saloon by Q branch.
Bristling with gadgets including a jet engine booster rocket, retractable outriggers for use on snow and ice, and twin heatseeking missiles, the ‘Oscar India’ saloon has become a regular display piece and, indeed, so iconic was the car’s appearance that, in the most recent film No Time To Die, James Bond (Daniel Craig) is once again seen behind the wheel of his beloved V8.
Reflecting on the appeal of the AM V8 in all its many forms over almost two decades of production Aston Martin Works President , Paul Spires, said: “The 1970s were, in many ways, a testing time with social and economic unrest rife. Yet, through it all, we created the AM V8 which, today, is rightly seen as one of the jewels in our illustrious history. That so many of these big, brutish sports cars survive and thrive today, is testament not only to their enduring appeal but also to the legion of owners, past and present, who have worked so hard with us to keep the cars running.
“As all things ‘70s seem, once again, to be back in fashion it’s only right that, today, we mark the 50th anniversary of one of our most desirable heritage models.”
Engine: DOHC V8, 5340 cc, 432 bhp @ 6000 rpm 395 lbs-ft @ 5100 rpm (X-pack variant with “Big-Bore aftermarket option)
Transmission: ZF Five-speed manual gearbox or Chrysler 3-speed automatic transmission
Suspension: Front: Telescopic shock absorbers
Rear: Telescopic shock absorbers
Brakes: Twin servo assisted brakes with front and rear ventilated discs
Dimensions: 4700 x 1830 x 1330 mm (Saloon), 4700 x 1830 x 1370 mm (Volante)
Weight: 1818 kg (Saloon), 1860kg (Volante)
Top Speed: 146 mph (Saloon), 140 mph (Volante) 0 - 60 mph: 6.6 sec (Saloon), 7.7 sec (Volante)
The biennial DAF International Driver Challenge was held at Goodyear’s test and production facility at Colmar-Berg in the small but vitally important country of Luxembourg, which boasts one of the highest GDPs in world.
Of the competing countries, each held regional finals, with the winner qualifying for the national final. From there, the national winner qualified for the grand final in Luxembourg. Unfortunately, due to flight cancellations, the Italian finalist was unable to attend.
The U.K finalist, Colin Court won his place at the UK’s national final which was held at Motus DAF in Gloucester during summer 2022.
Age: 51
Home: Guisborough
Married to: Hamida Career: Senior Driver
Employer: Heidelberg Materials, formerly Hanson Cement
Experience: 25 years with Heidelberg/Hanson. Six years with Preston’s. Passed C+E (class 1): 1992
Hobbies & Interests: Country walking. Anything to do with trucks and transport
Job likes: Being his own boss as soon as he leaves the yard. Massive improvements in safety right across the industry. Totally loves driving.
Job dislikes: The level of traffic.
DAF likes: The New Generation DAF. In particular safety and driver comforts – a real game changer.
Vehicle: DAF XF 450 FTP
This involved a visual walk round but with a very strict brief. The scenario was that the vehicle was being driven from the Netherlands to Spain so needed to be prepared for the route, including both the correct paperwork and technical checks.
The vehicle under scrutiny was the ‘all new’ DAF XF complete with DDVS (DAF Digital Vision System) with Corner View. The XF was coupled to a tri-axle curtain side trailer with the curtain open, showing a load made up of steel stillages filled with concrete blocks. The stillages were strapped to the trailer. There was also a spare wheel. It was all designed to give opportunities for the driver to check and question.
The walk round checks needed to be carried out as very much a ‘show and tell’ with the finalist explaining any faults or issues as they carried out a perfectly planned systematic circular route around the vehicle. The finalists were also free to ask questions.
The exercise had a limit of 20 minutes, giving enough time to carry out a systematic appraisal.
How did it go for Colin? Colin felt reasonably confident, comparing it to a normal day at work. “How’s the route planning going from the Netherlands to Spain?”, we asked. Colin immediately realised that a road consignment (CMR) form would be necessary as well as spare bulbs, warning triangles and other safety related equipment. The first implemented defect that Colin noted was a damaged electrical suzie that had been repaired with insulating tape.
Getting the best from the vehicle was of paramount importance. Fuel efficiency was the main consideration but being able to put the onboard driving and performance technology to good use was imperative. A list was needed to explain what the competitor was doing in preparation and setting up the vehicle before they started, as well as explaining what they would be doing with the technology to enhance the vehicle performance once out on the road.
The vehicle selected for the eco drive task was the XG FT loaded to 37-tonnes. The route was a mix of A-roads and motorways which best represents the environment the XG? will be best at home in.
How did it go for Colin? From Colin’s perspective, he felt he couldn’t have done any more to improve his eco driving. He felt he put both the PCC (Predictive Cruise Control) and the DSC (Downhill Speed Control) to as good a use as he possibly could by setting parameters up properly to get the maximum from Eco Roll on the undulating road route.
This consisted of a 45-minute classroom session set in an examination situation. The finalist worked alone on a multiple-choice paper made up from a mixture of DAF product and their operating systems, with the benefits they bring. There was also a smattering of operational questions based around EU regulations.
How did it go for Colin? He felt reasonably happy with his answers on the multiple-choice paper. In his own words “The questions regarding the tachograph, Working Time Directive and general EU rules and regulations were things we should know.”
Each finalist took part in a 25-minute interview. The format was informal - more of a ‘getting to know you’ chat with the newly appointed Director of Marketing, Rik van Aken. Importantly DAF wanted to find out what finalists thought they had brought to the industry, how they got involved in transport and how they viewed DAF and its products. The big question was what each finalist could potentially bring to DAF as a brand ambassador.
How did it go for Colin? “The interview was more of a chat. Rik wanted to know my perspective of DAF and how I could pass my knowledge on.”
This involved a series of three manoeuvring challenges all of which were timed, with the whole exercise lasting 30 minutes.
1. The first exercise was a time trial, which involved driving the loaded XD 450 rigid through a series of slalom curves marked by cones. The exercise was finished with a controlled stop in a box, with the wheels lined up between the two clearly marked control cones. To score maximum points, the driver needs a clear run and a quick time. Importantly, the front wheels need to be positioned perfectly between the marker cones when the vehicle comes to a complete stop. Points were deducted for clipping the cones, as well as poor positioning of the vehicle.
2. Part two of the challenge involved manoeuvring and reversing the XG+ 480 and trailer. The course initially ran straight ahead, with the driver bringing the vehicle to a halt at a designated stop position. This was followed with a right-hand blind side reverse into a box marked with cones. The driver then pulled away and entered a left hand turn before heading into another parking box. The exercise finished with a righthand blind side reverse into a box, which was very similar to the C+E reversing test exercise. Again, this exercise was against the clock with a maximum of 10 minutes allowed. Points are given for speed and penalties awarded for hitting cones.
Potentially a more difficult element of the challenge was to complete a two-part exercise, adhering to the rules of coupling and uncoupling. The first task involved a 6x2 XG 480 drawbar combination, with VBG coupling equipment. The second task, more in line with UK procedures involved a 4x2 XG+ tractor and tri-axle trailer with a Jost fixed fifth wheel.
Both combinations were uncoupled. The driver had to successfully couple both vehicles, following the correct procedures. They also had to describe each process and explain what they were doing and why. Each element was assigned 10 minutes and points were awarded for successfully completing each task in line with the correct process.
How did it go for Colin? “I’ve never had to couple up a wagon and drag before and haven’t used a palm coupling for over 20 years”. He used the same process for the semi-trailer which worked fine.
Colin said that the tractor and trailer was far more straight forward to couple and although he was working from the left-hand side, he just worked around in the correct order and explained what he was doing, which seemed to go well for him.
This was a little bit of fun that could potentially be used as a tie breaker. Each finalist had to guess the elapsed time of a sprint race. Hosts Goodyear had set up a drag style sprint race, using an unladen DAF XG 450 4x2 running on worn Goodyear tyres with just 2mm of tread depth. This was coupled using a straight bar to a fully laden XG 480 6x2 rigid. The driver needed to pull the heavy truck over a 100m track. The twist was that the track was absolutely soaking wet. Each finalist submitted an estimated time on a piece of paper. The one coming up with the closest time was the winner. Goodyear was very keen to demonstrate the impressive performance of its tyres, even with minimal tread depth and in such poor working conditions. Interestingly, the estimated times ranged from 2 min 30 seconds to under 10 seconds. The winner submitted a time of 20.6 seconds.
3. Part three was possibly the hardest reversing exercise of all. With a DAF CF electric tractor unit coupled to a rear-steer city trailer, the exercise had to be carried out in reverse only. The course Involved a series of long sweeping bends on the Goodyear test track with a series of slaloms over approximately 350 metres, finishing with a bay park, before a sprint finish and controlled stop lining the front wheels up with designated marker cones. The exercise needed to be completed within 10 minutes with points awarded for speed and deducted for clipping the cones.
How did it go for Colin? “I really enjoyed that and in particular the controlled stop”. Both of the blind side reversing exercises were very testing, especially with the CF Electric and the city trailer. Being left-handdrive really made him work hard but he found it very enjoyable never-the-less.
With all competitions closed, the finalists and guests had to wait for the results for what seemed like an eternity. The senior management teams from both DAF Trucks and Goodyear Tyres assembled to present the results of the two-day competition.
Lifting the DAF International Driver Challenge 2022 Trophy was the Hungarian finalist Gábor Szabados, who achieved excellent scores in all the disciplines. Second and third places went respectively to Pierre Emmanuel Huet from France and Emanuel Mezi from Romania.
Commenting on his win, Gábor said, “I can hardly describe how happy I am right now”. 32-year-old Gábor, is a truck driver for Gogolak Gabor. “The competition was fierce. We all had to really push ourselves to the limits.”
All driving tests were performed behind the wheel of the New Generation DAF truck series, including the brand-new DAF XD for vocational and distribution applications – revealed just two weeks before and recently awarded ‘International Truck of the Year 2023’. “The challenges, which included practical driving tests with trucks and trailers, were extremely tough and the exams that we had to take covering technology, legislation and regulations tested us to the limit,” said Gábor. “Driving an electric truck was completely new to me – and I have to admit, I loved it!”
The ever-smiling UK entrant Colin Court picked up a very respectable sixth place. A sterling effort bearing in mind all the vehicles featured left-hand-drive. Colin said, “I was really pleased to be part of the whole competition and do my best for Britain.”
Even getting to the final as a competitor in the DAF International Driver Challenge 2022 was a massive achievement. The competition, right from the regional events to both the national and ultimately the international final was probably the most difficult challenge any professional truck driver would ever face and ultimately really tested the mettle of even the most experienced driver. At the final, the sense of camaraderie between the competitors was very apparent. All were very eager to win, but with the shared belief that they were all truck drivers and damned good ones at that.
As technology develops, correct and proper use will bring a heightened understanding of the onboard technologies. The only variable in vehicle performance is the driver and the need for correct and proper training to ensure efficiency is now a fundamental part of truck use. A good driver properly trained with the correct level of understanding of the new generation of truck technology will ensure better performance of the asset and will undoubtedly save money. the DAF International Driver Challenge 2022 offered a clear demonstration that training matters.
Goodyear operates two innovation centres in Akron, Ohio, and Colmar-Berg, Luxembourg, both of which strive to develop stateof-the-art products and services that set the technology and performance standard for the industry.
Established in Luxembourg since the 1950’s for its central position in Europe and location next to the tyre plant, which includes the production of prototypes, this research and development and industrial complex is the most diversified complex outside the United States.
Today, approximately 3,500 associates from over 80 nationalities are working across Goodyear facilities in Colmar-Berg, Bissen, and Dudelange. More than 1,000 associates are based at the Colmar-Berg site, consisting of engineers, technicians, PhDs, data scientists, designers, researchers, tech scouts, and business strategists, who support EMEA and Asia Pacific regions directly with consumer, commercial, and motorcycle tyre development. In addition, this facility also supports Goodyear globally with new technologies and beyond tyre innovations.
Q: How long has Brigade been in business and operating within the ‘Commercial Vehicle Industry’?
A: Brigade Electronics has been pioneering the cause of commercial vehicle and plant safety since it was first established over 46 years ago.
Over this time, we have gained extensive knowledge and understanding of the problems our customers face, which now enables us to work alongside governing bodies to act as an industry voice and use our experience often in an advisory capacity, sitting on both legislative and international committees.
Q: What was the first product you introduced?
A: Our founder, Chris Hanson-Abbott, introduced the very first tonal reversing alarm to Europe in 1976 – at a time when vehicle safety systems were unheard of. The company went on to pioneer and introduce many of the safety systems we use today, including the first rear-view camera monitor system in the UK and the first white sound reversing alarm in the world. Brigade’s extensive portfolio includes 360 camera monitor systems, digital recorders, ultrasonic detection sensor systems, radar systems and of course reversing and speaking alarms. We are introducing more AI technologies such as Sidescan® Predict that can differentiate moving and stationary objects and can predict collisions. This reduces false alerts and significantly reduces driver overload.
Q: Are you solely UK based or international and if so, do you have chosen distributors?
A: We have nine subsidiaries working across the globe, and we also have a strong network of approved distributors, all chosen for their high level of service and expertise. Together we cover seven continents, distributing in over 80 countries worldwide.
Q: What is your main aim as a company and what is the primary focus of your products?
A: Preventing collisions and saving lives. Brigade is committed to making roads and worksites safer for all. Our products are designed to assist drivers whilst also protecting workers, pedestrians and cyclists. We strongly believe in a complementary range of passive and active systems to alert both the driver and the vulnerable road user of a potential collision.
Q: What are your best-selling products and why are they popular at present?
A: We find most operators choose to fit camera monitor systems, sensors and alarms as best practise, realising the importance of active and passive systems in aiding both drivers and the vulnerable road users. Direct Vision Standard legislation and industry standards, such as FORS, have encouraged operators to fit a basic level of safety equipment.
Over recent years we have also seen demand increase for digital recording systems, which act as an accurate witness and provide irrefutable evidence in the case of an incident. In addition, many operators are also seeing costsaving benefits of fitting recording equipment, such as reduced insurance premiums.
Q: Do you offer aftercare/after service?
A: Yes! Our Onsite Service Warranty package helps keep Brigade products in working order. In the unlikely event of product failure, we will send a local Approved Fitter or Brigade Service Partner (BSP) to your vehicle within the UK to repair or replace the faulty part and get you back on the road as quickly as possible.
The Onsite Service Warranty is in addition to our standard and extended warranties and provides peace of mind, especially for larger fleet operators or vehicles working on sites throughout the UK.
We also have a comprehensive product support area on our website and a technical helpline manned by a team of engineers.
Q: You have a network of ‘Approved Fitters’, do they undergo special training or tests to be part of the wider Brigade team?
A: Brigade Approved Fitters are a nationwide network of carefully chosen partners who supply product, installation service and support to Brigade customers. The fitter network enables us to provide installation services across the country to large fleets or businesses operating vehicles at multiple sites throughout the UK. Approved Fitters receive ongoing training from Brigade’s own product managers and applications engineers, and are required to provide evidence of compliance to work in partnership with us. Quality product is only effective if fitted correctly.
Q: You offer numerous warranty cover and in some cases ‘Lifetime Warranty’, you must be very confident in your products?
A: Brigade safety products are managed from concept to production and tested to beyond industry standard to achieve quality and reliability. They are pushed to their maximum capabilities and tested to beyond relevant international standards and environmental safety. Products are only released once we are confident that they are fit for purpose. Whatever the product or technology, it must pass rigorous and comprehensive testing before we consider it suitable to be included in our portfolio.
A closely controlled design and manufacturing process, plus in-house research and development, is all managed by a proficient engineering team that sets us apart from the competition. They ensure our products are, and remain, at a consistently high standard.
The New Generation DAF XD, XDC and XFC trucks for vocational and distribution applications share the DNA of the multiple award-winning XF, XG and XG+ long distance trucks, elected ‘International Truck of the Year 2022’; the XD was announced as International Truck of the Year 2023 at the IAA. The same premium features, including the optimal aerodynamics, efficient powertrains, excellent seating position, superb direct vision and first class fit and finish, are now also integral to the new vocational and distribution models.
The 2, 3 and 4 axle XDC and XFC for vocational and construction applications are now available with single or double
drive and are designed for the toughest work under harsh conditions. These N3G models, designated as ‘off-road’ according to type approval regulation, include a unique cab design to provide a large approach angle (25-degree) and high ground clearance, and feature a robust bumper and grille, together with a steel radiator protection plate. The TraXon automated transmission is available with new software to support excellent driving characteristics, both on and off road.
Offering operators the chance to specify an on-road vehicle that can take the day-to-day knocks and scrapes associated with some types
of operation, DAF can now also offer what is described as a ‘robust front execution’ on XD and XF models.
Incorporating Front Under-run Protection the design provides the same ‘look’ as the XDC and XFC and includes the reinforced galvanised steel front bumper. This option is available on all N3 - designated ‘on-road’ according to type approval regulation – XD and XF configurations.
New XF and XFC – also available with day or sleeper cab
The expanded range of models and options announced at the IAA include day and sleeper cab variants of the XF and XFC, alongside the existing high-roof sleeper, which has been
available on XF from the launch of the long-distance models in 2021. Whilst the XD and XDC can be specified with the MX-11 10.8 litre engine in five ratings from 300 hp to 450 hp, the XF and XFC can also accommodate the larger MX-13 12.9 litre engine in three ratings at 430 hp, 480 hp and 530 hp. Thus, making the New XF the natural replacement for operators who have traditionally specified the CF with the MX-13 engine.
The DAF XD and XDC share the large windscreen and large side windows with other New Generation models but with a cab mounting position 17 cm lower than the New XF and XFC
and the ‘Vision Dashboard’, which is contoured towards the windscreen, as standard. A Kerb View Window is available as an option which, in combination with the foldable codriver seat, offers an unobstructed view of pedestrians and cyclists on the near-side. This all adds up to exceptional direct vision and means the XD and XDC can achieve up to a five star rating in London’s Direct Vision Standard, dependent on specification.
The new models can be specified with conventional mirrors or the DAF Digital Vision System. The DAF Corner View is standard on the XD and XDC and optional on other models. This system provides a 285-degree field
of view of the area around the cab’s A-pillar, replacing the conventional class V kerb-view and class VI frontview mirrors with a single, simple to assimilate, view across the front and down the near-side of the vehicle.
To further improve road safety, DAF City Turn Assist is optionally available to alert drivers with visual and audible warnings when other road users, like pedestrians, cyclists, cars and motorcycles, are to the near-side. As with the New Generation DAF XF, XG and XG+, the new models offer excellent ergonomics thanks to DAF’s philosophy of ‘Hands on the Wheel, Eyes on the Road’. All driving related functions are operated from the steering wheel and the steering column
stalks. Secondary driving functions are operated from physical switches, logically positioned on the dashboard, within easy reach of the driver. Also adding to superior safety is the full LED exterior lighting which is standard across the New Generation Range for the best possible vision. In addition, a full array of advanced driver assistant systems is available, including latest generation AEBS, the new Low Speed Trailer Brake and Parking Brake Assist.
Double-drive and four-axle New Generation models enter production To complete the line-up of New
Generation configurations, sales have already started of all double-drive and four axle configurations with production due to start imminently. Until the IAA New Generation available models covered the longdistance two and three axle chassis configurations. Now there is a complete and comprehensive choice across the range from the XD and XDC, XF and XFC to the XG and XG+ that includes the FAT (6x4 rigid), FTT (6x4 tractor), FAD (8x4 rigid) and FTM (8x4 tractor). Other four-axle models on offer include the FAX (8x2 rear steer rigid) and two tridem rigid variants – the FAQ 8x2 and the FAW 8x4.
All New Generation vehicles are equipped with a TraXon automated gearbox as standard, and are available with a special off-road mode for optimum shifting performance on challenging terrain. With this feature enabled gear changes are made quickly and at high engine speeds to maintain momentum in heavy or hilly terrain. New functions include ‘ASR Off’ and ‘Rock Free’ to move off in slippery conditions and to facilitate fast rocking to help extricate the vehicle in extremely tough circumstances.
An extensive range of PTOs, body attachment modules and connectors facilitate excellent bodybuilderfriendliness, which is also supported by the highly flexible layout of chassis components, such as the EAS, battery box, AdBlue® tank and fuel tanks for optimal efficiency.
The New Generation DAF has been designed very much with future drivelines in mind. A new vehicle platform, ready for all foreseeable alternatives. Later this year, the New DAF XD and XF will enter production with Battery Electric powertrains.
These ‘zero emission’ vehicles will feature permanent magnet electric motors in a choice of ratings from 170 kW (230 hp) to 350 kW (480 hp) and a choice of battery pack configurations from 2 to 5 packs, with a maximum capacity of 525 kWh. These can achieve ranges of over 500 kilometres, depending on the application.
The XD Electric and XF Electric can be fast charged at up to 325 kW, enabling a truck with three battery packs to be charged from 0 to 80% in just over 45 minutes. With a maximum five battery packs a truck can be fully charged from empty to 100% in less than 2 hours.
A 22kW AC on-board charger is available as an option. This provides flexibility to be able to recharge in more locations over a longer time frame.
Supporting the transition to electric DAF dealers are also investing to support operators with the transition to electric. Tailor-made sales advice based on advanced route simulation models help a smooth conversion to zero emission e-trucks. They can also offer a full array of PACCAR Chargers, perfectly tuned to the new XD and XF Electric trucks.
With the launch of the New DAF XD range, some new additions have been made to the DAF Merchandise range.
The men’s clothing collection now gains new grey polo & T-shirts along with a new 3-layer jacket and half-zip top.
The women’s range features new polo and T-shirts. The children’s range sees a revamped baby set and bucket hat.
The ever popular ‘cuddly’ DAF makes a long-awaited re-appearance in New Generation DAF guise. This is now in its 3rd evolution and seems as sought after as ever!
Two new XD miniature models have also been launched, both in the larger 1/50 scale. The XD in 4x2 tractor unit configuration with a shorter (& steerable) ‘City’ trailer and a XD 6x2 rigid (with underslung freezer unt). Both models feature eye-catching Tuscan yellow paint work and the DAF ‘Start the Future’ strapline.
All items can be ordered through any DAF Trucks, dealership and all items along with the rest of the DAF Merchandise range can be viewed at the dedicated website – www.dafshop.com
DAF’s new XD distribution trucks are based on the same DNA as the New XF and XG: bigger cabs with better direct vision, increased efficiency and improved driver comfort. But alongside the trucks’ new aesthetic, perhaps the most compelling reason for hauliers to upgrade is XD’s fuel efficiency boost of up to 10 per cent over current-gen CFs.
is available with three different cab types – Day, Sleeper and Sleeper High – which are all built to improve the driver’s all-round visibility. Cab length has been extended by 16cm at the front and they sit 17cm lower than New XF for better sight lines in urban environments.
Direct vision is further improved by a lowered Vision Dashboard contoured towards the new 2.3m2 curved windscreen, plus larger side windows with lower belt lines. The windscreen itself is 30 per cent larger than the previous generation.
DAF’s Corner View is included as standard, which replaces the Class 5
kerbside mirror and Class 6 front view mirror with a 285-degree wide-angle camera and screen. Traditional glass rear-view mirror clusters are offered which have been tweaked to further reduce blindspots, or buyers can opt for DAF’s Digital Vision System which uses cameras instead.
A Kerb View Window can also be spec’d in the passenger-side door, in combination with a foldable passenger seat. An XD spec’d with Kerb View Window and digital mirrors has a fourstar London Direct Vision Standard (DVS) rating.
XD drivers will find a large adjustment range for the steering wheel and seats, plus a modern fully digital dashboard with customisable displays. However,
main secondary functions have dedicated physical switches so drivers can find them easily.
Interior space has been extended by 15cm of extra length in the Day cab; enough to stow a large bag behind the seat or enable drivers to recline further during breaks. A fridge can also be fitted on the engine tunnel.
Outside, the new cabs feature full LED lighting as standard. Better aerodynamics are achieved via the curved windscreen, tapered corner panels, underhood airflow, tapered side walls, tweaked roof shape and air deflector, and closed wheel bay covers.
MX-11 engines are offered from 300450bhp, each offering ‘multi-torque’
450hp gives plenty of power for this six axle combination. Low height cab is a bonus for multi-drop work
functionality which provides more torque in direct drive and when downspeeding. MX Engine Brake performance is also boosted by 20 per cent at low revs.
XDs are fitted with TraXon automated gearboxes. New features here include automated drive-off gear selection, an urge-to-move mode and improved gear prediction.
Eight and nine-tonne front axles are available along with a wide range of 13-tonne driven rear axles – with or without hub reduction and in combination with pusher or trailing axle if required.
Overall, the XD is up to 40 kg lighter than its predecessor, depending on spec.
Maintenance intervals are the same as before: ie 125,000 miles or annually.
In October, we were invited to Barcelona, Spain, to test drive the new vehicles over a lengthy urban and inter-urban route. The first truck we tried was an XD410 FA 4x2 rigid with Sleeper Cab. This was packing a 10.8-litre MX-11 rated at 408bhp, producing max torque of 2,150Nm at 900-1,125rpm. Wheelbase was 6,100mm.
Cab access is easy thanks to a twostep ‘stairway’ – a definite benefit for distribution drivers climbing in and out of the cab all day. Once in the driver’s seat, we appreciated the generous range of seat and wheel adjustments which meant there was
plenty of room for us to get comfy. This truck had traditional mirrors which have been upgraded to further reduce blindspots. The gap between mirrors is 7cm wider than on the CF, and they are also pushed further away from the A-pillar to open up more space to peer through.
Corner View is fitted as standard, and before we set off, our co-driver gave a demonstration of just how much it can see. He walked around the cab from one side to the other and remained clearly visible on the screen the entire time.
The Sleeper Cab has large external lockers on either side, which can be accessed from inside if required or just
from the outside (often preferred to prevent smells from diesel-soaked gloves or boots seeping into the cab). The locker doors also open upwards, which helps keep the rain off when you’re ferreting about inside.
Night Lock is also an option on the new cabs, which grips onto the handrail to make it impossible to open the door from the outside once it’s engaged. It’s excellent for extra peace of mind when parked up at night.
Loaded to 17.5 tonnes with concrete ballast, this XD had plenty of power to get us smoothly rolling out of the yard and quickly around the numerous small roundabouts, as we headed away from our busy marina
base and out into the countryside. Settling in for a run on the highway, we had a chance to appreciate this XD’s premium fit and finish. Our spec included leather steering wheel, but the dash layout was standard besides an optional silver trim. Our spacious Sleeper Cab was also fitted with optional fridge and upgraded premium audio package.
Eco Performance mode was the default gearbox setting during our test. Customers can choose between Eco Performance, which biases slightly more towards available power (useful for inner-city traffic where there’s lots of stop-start); or Eco Fuel, which prioritises fuel efficiency for longer runs. Drivers can also select Eco Off via a button at the
end of the right-hand lever, which changes gearing to enable the engine to reach higher rpms before shifting.
XD’s ride and handling characteristics are first class. Driving position is comfy, there’s plenty of oomph and the tweaks to direct vision really do help the driver to relax.
Gear changes from the new TraXon transmission are smooth, quick, and got us up to 80km/h cruising speed in no time. We encountered lots of long hills on our drive which were a good test for the new, stronger MX Engine Brake. It’s very effective; the three stages bite hard enough to enable the driver to control the majority of slowing via the stick, with only occasional use of the service brakes.
On our way back to base, we flicked on Predictive Cruise Control on the highway stretch and were impressed by just how long Eco Roll stayed engaged, even at 17.5 tonnes. It’s easy to see how the system can significantly reduce fuel bills.
Our second test truck was an XD450 FTG 6x2 tractor unit with Sleeper High Cab. Under the hood was a 449 bhp engine kicking out 2,350Nm of torque at 900-1,125rpm. Wheelbase was 4,150mm.
Jumping in straight after our go in the standard Sleeper, the high-roof cab immediately impressed. With a volume of 10m3, it feels big – plenty big enough for a few nights out. This is backed up with a premium bed
measuring 2,220mm long and up to 750mm wide. It can be upgraded with a 50mm topper if required.
This truck was fitted with digital mirrors and we were keen to give them a try in the busy seafront environment. The early part of the route was the trickiest as it followed the very tight road out of the marina car park and onto the promenade. Lots of roundabouts gave us another chance to appreciate Corner View, and the clear rear-view displays that follow the end of the trailer while turning made it easy to check our position.
The bigger windscreen and lower door windows were also a bonus; we could keep parked cars in full view until
Model: DAF XD410 FA 4x2 rigid
Design gvw: 19,500kg
Chassis: 6,100mm wheelbase, 163N eight-tonne front axle, SR1344 13-tonne rear axle, 2.38 rear axle ratio
Engine: 10.8-litre MX-11, Euro 6
Max power: 408bhp @ 1,600rpm
Max torque: 2,150Nm @ 900-1,125rpm
Gearbox: 12-speed TraXon automated
Additional equipment: Sleeper Cab, ECF Box body, leather steering wheel, Argenta trim, Super Air driver’s seat, Kerb View Window
Model: DAF XD450 FTG 6x2 tractor unit
Truck gvw: 40,000kg
Chassis: 4,150mm wheelbase, 165N eight-tonne front axle, SR1344 13-tonne rear axle, 2.38 rear axle ratio
Engine: 10.8-litre MX-11, Euro 6
Max power: 449bhp @ 1,600rpm
Max torque: 2,350Nm @ 900-1,125rpm
Gearbox: 12-speed TraXon automated
Additional equipment: Sleeper High Cab, leather steering wheel, Natura trim, Xtra Leather Air driver’s seat, Kerb View Window, Digital Vision System
we’d squeezed past on some of the narrowest stretches. Those extra few centimetres are surprisingly useful.
Once out of the city, we pulled out onto the highway to let the tractor unit stretch its legs. We were loaded to 39 tonnes and the 450bhp motor did well on the long, steep hills. Again, we found the MX Engine Brake effective and it also seemed to make cruise control extra reliable, as it prevented the truck running away on steep declines.
We also liked how quiet it was inside the cab. It’s very easy to have a conversation with a co-driver, and we still felt fresh at the end of our drive – a good indicator that DAF has got the XD’s overall design just right.
The Government has appointed a charity more used to working in disaster areas and war zones to take care of driver welfare if there are new delays for export trucks using Dover.
RE:ACT, which is run by former British armed forces personnel, has been given a £200,000 contract lasting until next November to hand out food and water to stranded drivers in the event of the port being hit by further delays.
While the usual suspects have presented this as a Brexit-related issue, it is more likely that the next disruption is going to be caused by industrial action by Border Force staff expanding from airports to docks such as Dover.
The real scandal here is nothing to do with either of the above though: it’s really down to a severe lack of provision for truck drivers crossing the Dover Straits. Kent does very well out of being the main corridor for cross-Channel freight traffic, but shows no sign of wanting to install suitable infrastructure to cope with the humanitarian need of the drivers. Applications to build a 200-space truckstop have met with the usual objections from residents who grudgingly acknowledge that there is a need for the facility but don’t want it anywhere near their homes.
And what happens in Kent also happens on a smaller scale pretty much everywhere. Existing truck stops are closed and sold off for industrial or residential development, and any applications for new ones are thrown out by NIMBY locals.
This is in spite of the Government pledge of £52.5 million in matchfunding for expansion and improvement of truck parking facilities announced last year.
Change is clearly needed. And one way to do this would be to make the developers of industrial estates and warehousing parks responsible for providing facilities for the trucks that will serve their premises. Developers could be asked to provide an independent assessment of how many trucks are likely to visit their sites in a 24-hour period, and then to provide parking, and toilet and catering facilities for a predetermined percentage of them. These truck parks would of course not be a long-term financial burden for the developer, but rather a business opportunity for a prospective tenant.
The need for such facilities will increase exponentially with the electrification of the national truck fleet. Drivers of electric trucks won’t just be able to find somewhere quiet to stop and let 45-minutes tick by on the tachograph. They will need to use their breaks to top up their batteries at suitable charging facilities. This will provide an additional business opportunity for the operators of the truck stops, while at the same time the switch from diesel to battery power should reduce many of the NIMBY complaints about noise and fumes.
Frankly, it’s difficult to see how the Government’s plans to move the national truck fleet to zero-emissions can be met, unless there is a drastic expansion of, and improvement in, parking facilities.
Truck parks will need to be in locations where there is a good electrical connection, and this will usually mean
adjacent to industrial or residential areas. Each truck will require more space to park and manoeuvre to allow access to individual charge points, which obviously means fewer parking spaces per hectare in total. There may well also be a need to install solar panels and banks of static batteries to reduce peak loads on the grid and provide renewable energy.
While the switchover to electric trucks may still seem some way off, the reality is that the start of the process is not. Planning procedures are long-winded, and once construction begins, all the electrical infrastructure needed to power chargers will have to be laid sooner rather than later, even if the chargers themselves aren’t installed straight away.
Finding sites that are in the correct locations to serve the needs of hauliers and their customers, and which have suitable connections to the electrical grid and the strategic road network, will be a challenge. The truck industry is likely to find itself competing with other business and industrial users: after all, what business doesn’t want premises with good road connections and electrical supplies?
If the Government is genuine about its net-zero target for road transport then it will probably have to start with planning reform, to ensure truck parking is prioritised over other uses at selected strategic locations. Given the likelihood of such reform provoking strong opposition and even physical protest then the sooner this is done the better. The question is whether a Government like this one, which seems to be in permanent crisis of its own making, has the will or capacity to do it, or will it leave it to chance or charity?
Business is booming at Minoli – one of the UK’s original tile importers. Helping to meet the demand is a hard-working DAF fleet that includes the marque’s landmark 500,000th chassis. DAF Driver dropped by their Oxfordshire base to meet the team.
For more than 60 years, Minoli has been sourcing, importing and distributing some of the finest ceramic tiles from around the world. Take a quick glance at their website and you’ll find yourself clicking through exceptionally curated collections, contemplating whether your kitchen is due a refresh.
“Put simply, our goal is to source, stock and supply the most beautiful, high-quality indoor and outdoor tiles that offer great value for our customers,” explains company MD, Jonathon Minoli. As a family-run business, Jonathon represents the fourth generation of Minolis to take on the top job. “The values we hold close remain true to those on which the company was founded – a level of service considered second to none. But we’re always looking to invest and advance our capabilities.”
It may come as no surprise, considering how successful the company has been over recent decades, that their headquarters is a hive of activity on the day that DAF Driver visited. Activity is split between Oxford and London,
where Minoli has a showroom just off Baker Street. Between the two, the 45-strong team serves a broad mix of corporate, professional and domestic clients and provides support to its reselling partners.
“Of course, a business like ours is going to have different departments and, within these, different staff seniorities,” Jonathon explains. “But we all work with a ‘one team’ mentality. We’re not a huge business, but we appreciate the need for good, transparent internal communication and a can-do approach to meet the needs of our customers.
“We’re big on building relationships with our clients, too. Everyone takes a customer-centric attitude, which has helped us to create a base of repeat customers. Some have been shopping with Minoli for decades.”
Running a successful tile import business, it turns out, is reliant on the letter S. The journey of selecting partners, sourcing product, stocking plentiful quantities, supplying directly to customers and servicing clients, is
critical to achieving overall customer satisfaction.
“It starts with selecting the right product,” says Jonathon. “Over the years, we’ve been able to identify the very best manufacturers in the business. Therefore, we’ll only work with the top-tier producers in Spain and Italy. From there, we need to source the right products for our market. This involves a strong understanding of the taste and trends exhibited by our customers so that we can pick the ranges that will appeal. It’s a process that needs to be replicated across our entire portfolio, including our core, value and Contemporary Collection range for high-end specification properties.
“Once selected, we need to make sure that there’s a plentiful supply of stock. Not just coming out of the factory on a regular basis but held within our UK-based warehouse. This allows us to offer prompt delivery to our customers. We deliver ourselves mainly across the Home Counties, southern England and London, but we can supply nationwide through our courier partners.
“By supplying directly with our fleet of trucks, and by using trusted delivery routes, if necessary, we can ensure that the product is handled safely and correctly and delivered efficiently. Often, our customers can be waiting on the delivery of our tiles to progress with the next phase of their work. If there’s a delay, it could cost them money,” he said.
Like any business there are challenges to face. Well-publicised supply chain issues within the construction industry have resulted in Minoli having to closely manage product availability. Though, given their policy to hold large volumes of stock in the UK, the firm is less exposed to the threat of production delays. As a smaller business, the impact of team sickness and staff members moving on to new roles can be felt more readily than in larger firms. But good planning and contingency measures can help to mitigate the impact.
For the love of DAF Four new DAF LFs are set to join in the coming year, taking the truck fleet to a total of 12. This will include a new 16-tonne LF, an 18-tonne LF curtainsider and an 18-tonne LF curtainsider with a Moffett forklift. Combined with eight new vans, Minoli will have a daily carrying capacity of more than 100,000kgs.
“We’ve been a DAF operator for almost 40 years now,” explains Jonathon, “and our relationship with the marque has been built on quality and reliability. In turn, that allows us to meet our customers’ needs, day after day.
“The LF remains one of the UK’s most popular lightweight fleet trucks and we think it’s for good reason. It offers us benchmark levels of payload potential and driver comfort, alongside outstanding vehicle handling and manoeuvrability. We’re also proud that our trucks are built in the UK and that we’re supporting British industry.”
It is a testament to the driving experience of DAF models that one of Minoli’s drivers has been with the company for more than a quarter of a century. The firm reports that their trucks achieve good economy based on their typical daily schedule and that the drivers find them a pleasurable place to spend their day.
Minoli’s trucks are supplied by HTC, the company’s local DAF Dealer in Oxfordshire. The vehicles are delivered as chassis, with box bodies constructed to Minoli’s exacting requirements by Wessex Vehicle Services. Additional lighting is fitted to fully illuminate the cargo bay and tailgate platform. Once final commissioning is conducted by HTC, the completed truck receives its livery from Dan Haines
Signs – another Oxfordshire-based business.
“We have an excellent relationship with HTC, which has had several owners in the four decades we’ve been with the brand,” says Jonathon. “Their service level is second to none, and we have no problems contracting our vehicle aftersales and servicing to them.”
Last year, Minoli was chosen to take delivery the 500,000th DAF produced by Leyland Trucks. To mark the occasion, the business applied a new livery to the LF, featuring high-resolution images of the Minoli Wanderlust Agata Blue porcelain tiles and a commemorative logo on the cab doors to mark the vehicle’s provenance.
“As a company, we felt very privileged to be chosen by DAF to receive the vehicle,” admits Jonathon, “and to play a part in achieving this major milestone for the brand was very special. We’ve enjoyed strong links with the automotive industry for many years, supplying tiles to showrooms, workshops, collections and domestic garages. So, it was nice to be recognised for our links to the sector. It was also a pleasure to attend the handover ceremony at the Leyland Assembly Plant, with representatives from DAF and the Leyland production team.”
“In this highly competitive industry, we can never afford to stand still,” Jonathon claims. “By the end of the year, we’ll have launched more than
20 new product ranges, including an entirely new line of exterior porcelain pavers. We’re already set to unveil our new series later this year, which will include innovations, such as extra-large format slabs and new design and format advancements.
“2023 will aslo see our return, in full, to our pre-COVID events programme. Further enhancements to our online presence and marketing approach are also on the cards.”
It’s clear that, while both Minoli and DAF are proud to celebrate their successes today, their attention is firmly focused on the achievements of tomorrow.
The quality of a truck depends on the quality of the organisation behind it, which is why the DAF dealer network offers a unique advantage with the best geographical coverage of the UK, the most heavy truck experience and the longest opening hours of any truck franchise.
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• Coverage rate of 98% of the European vehicle parc (BUS, LCV & Truck).
• No 1 O.E.M. supplier in Europe.
• German production: all fast movers are made in Germany to O.E. specifications, including spray bars and adaptors.
• Original adaptors for easy and fast fitting.
It’s not very often that you hear of price reductions, especially in todays climate, but that is what has recently happened, with many of our TRP branded Brake Calipers.
Additionally, we are that confident with the product, we have also increased the warranty on all TRP branded Brake Calipers to 2 years.
TRP branded Brake Calipers provide great quality and value, however, if your preferenceis OE then we also supply Knorr Bremse, Wabco, Haldex, Meritor, SAF & BPW Brake Calipers.
The TRP parts programme offers a comprehensive and high quality range of Brake Calipers, TRP own brand and all major OE brands - Remember safety is critical.
• Slider pins, bushes and protection caps
• All rubber related parts, such as slider pin boots and seals
• Bolts and pistons
• Bleed screws and end caps
TRP branded Brake Calipers are remanufactured to perform at least as well as original equipment
Our remanufacturer’s facilities comply with the latest ISO9001 quality standards and ISO14001 Environmental accreditation standards
Old units are assessed and fully checked for any quality issues. Any substandard or copy core is rejected
Calipers are rebuilt to exacting standards
All safety critical components are replaced with OE standard grade replacements
• Slider pins, bushes and protection caps
• Brake pad wear sensors and chain covers
• All rubber related parts, such as slider pinboots and tappet boots
• Bolts and tappets
All reusable components are washed, cleaned and inspected a second time, before a traceability code linking these parts to the original casting is applied
Castings are chemically washed, hot washed and shot blasted before being painted with a TRP blue corrosion resistant formula
The paint applied complies with ISO environmental standards
Every Caliper is fully bench tested before packing and a fully traceable reference number allocated
Fitting instructions, a core criteria leaflet and an OE quality grease sachet are also included in our new packaging
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is a new phone number that recently went live to help people in a mental health crisis. This line is for anyone in need of any kind of mental health assistance. Whilst physical health awareness has improved considerably, mental health issues are all too often being ignored, and HGV drivers are especially susceptible due to the time they spend on the road. According to a survey by the mental health charity MIND, 30% of illnesses in transportation and logistics are mental health-related and, because these instances were self-reported, the real number may be far higher.
Having been a driver for more than three decades I, like many old timers, have seen a lot of changes in our industry, and not all of them for the better. Life on the open road is so very different to when I started out.
Consistent topics from drivers about what impacts a life on the road are: feeling undervalued; lack of choice in how to do the job you’ve been given; time pressure; isolation; inconsistent shift patterns that impact on family life; the behaviour of other road users and the constant scrutiny of performance from in cab technology. Traffic and road chaos, additional qualifications needed to just do our job, lack of good and sensibly priced rest areas and round the clock bombardment by social media, all
add pressure to an already full day. I’m very lucky as I don’t have to contend with many of these issues, but I do get to spend time with drivers from all sectors and of all ages and I get to hear a lot of life stories and, although varied, there is one common theme; and that is that no one has the time to talk anymore.
‘Back in the day’ drivers formed friendships out on the open road, would join you at a table and chat over a cup of tea and generally lend a hand wherever needed. Many a time when starting out and not sure of where a delivery was, you could pull in and within minutes, maps would be drawn on napkins and advice given on the best way to get there. Weeks later you would cross paths again, and soon be chatting about how you got on and friendships would be forged. You don’t get that interaction from your sat nav.
Pull in to a delivery and help would be at hand from drivers to help strip out that load and advice was freely given, no matter the weather, everyone chipped in and would willingly lend a hand. Now the norm is to hand in your keys and either sit in a cold cab or wait for hours in a sterile room with no, or very basic facilities, with heads buried in phones. The art of connecting with real people being replaced with connecting to the internet. Time and time again I see drivers constantly checking their
phones and getting increasingly agitated when waiting for a reply to a message they’ve sent. They can see it’s been read but for whatever reason no reply has been forthcoming. Anxiety can and will impair driving ability which adds to the pressures of an already full day. One thing we all know is you need your wits about you when driving a truck, as a moment’s lapse in concentration can have a catastrophic and life changing effect on so many.
Logistics UK estimate that the HGV driving population is made up of over 98% of men. Mental health can affect all of us at some point and recent studies by MIND show that talking about mental health remains a taboo subject amongst many men as they especially bottle things up. If talking’s not your thing and you need a friendly ear, but don’t like talking on the phone and are more comfortable with texting, you can text 07725 909090 and a trained counsellor will text with you.
There are many drivers working and living out of their cabs, so maybe it’s time to consider putting down our phones and striking up a conversation instead. You never know where it might lead, and it might just make a bad day a little bit better for someone.
Stay safe! Mandy x
Chris is married with two sons who keep him on his toes with sports and their other passtimes. He has a passion for anything with wheels; mountain biking, road biking, motorbikes (Chris currently owns a Triumph Tiger 800 )… Chris and his best friend converted a 2014 Vauxhall Movano into a motorhome just before lockdown, which has taken then on family holidays and weekends away ever since .
Chris has driven many miles over the years on general haulage & tipper work and has met lots of drivers, many of which he considers to be friends. He appreciates what they do and the sacrifices they make for the job.
Q: When did you first join Greenhous DAF and what was your first job there?
A: I joined Greenhous DAF on 1st May 2018 as a Driver Trainer for Shrewsbury & Wolverhampton.
Q: What did you want to be when you were at school?
A: When I left school, I wanted to be a mechanic and did my first two years YTS. But the money was poor - if you remember YTS pay!
Q: When did you take your HGV licence?
A: I took my HGV test back in 1995, straight to class 1 as it was then.
Q: What do you enjoy most about your role?
A: I enjoy meeting the drivers and imparting the knowledge I have in the DAF product. It may just be one thing I show them that they didn’t know, which makes the difference.
Q: Do you have a top tip for a driver getting his new DAF?
A: The driver training is well worth taking up even if you’ve had DAF trucks before. Technology and legislation are changing all the time and something that looks the same, may well not be. Also, it sometimes dispels a driver’s perception of what is achievable from the truck and what can make their driving day more efficient and pleasurable.
Q: What car do you currently drive and if money was no object, what would you have?
A: I currently drive a Volkswagen Golf R-line estate. If money was no object, without hesitation, it would be a Porsche 911.
Q: What other responsibilities do you have within your role at Greenhous DAF?
A: My main duties and responsibilities are, first and foremost, driver training. Then making sure the trucks are in the right place with the help of our delivery drivers, whom I liaise with. And making sure they are fit and ready to be handed over to their new owners.
Q: If you weren’t doing this, what would your ideal job be?
A: Mmmmm, hard one that. I love my job but working in a bicycle shop or motorbike shop would be close.
A spectacular 10%* gain in fuel efficiency, thanks to a fully optimised driveline and an exceptional aerodynamic cab design. The low-drag, elongated cab – designed to take advantage of the new masses and dimensions regulations –reduces fuel consumption significantly.
*Depending on the road traffic conditions, cargo and type of vehicle.
