• Want ultimate flexibility?
• The option to return the truck at the end of the agreement, if you wish?
• Or the option at maturity to purchase at a cost fixed at day one – even if its market value turns out to be much higher at maturity?
• Want to claim capital allowances to ensure it’s a tax efficient deal for your business?
• Want to defer paying the VAT for up to three months?
• Want to pay a large deposit to reduce monthly rentals?
• Want to pay no deposit to free up cash to use elsewhere in the business?
Sounds too good to be true? Well, all this is possible with Contract Purchase, which could be the ideal solution for your fleet replacement plans. Your local PACCAR Financial Regional Manager is waiting to provide a bespoke quotation to meet your requirements.
WELCOME TO ISSUE 31 OF DAF DRIVER MAGAZINE!
One thing is plain though, and that is that driver skill, in managing the vehicle’s momentum, knowing when to use the regenerative braking and understanding what’s going on in the battery department, will play a key role in the success of the vehicles.
Publisher - Matthew Eisenegger
Whether you are driving a truck or running a transport business, there can be few things more important than having a clear view of where you are going and how you intend to get there.
And that is pretty well reflected in this issue of DAF Driver magazine. I won’t apologise for it being well loaded up with new product news, because that is a very important part of what’s going on at DAF at the moment. Two main strands to DAF’s development are making trucks safer and reducing their impact on the environment.
We’ve got a report from the launch of the construction versions of DAF’s new range of distribution trucks. It wasn’t long ago that tippers and mixers were seen as Public Enemy Number One on the streets ol London and other big cities, at least in the eyes of cyclists. The combination of high chassis and poor driver visibility of the trucks’ immediate surroundings saw to that.
Not any more! Incredibly, and showing DAF’s dedication to the British market, operators can now order a new DAF XDC 8x4 chassis-cab that meets Transport for London’s Three-Star Direct Vision standard straight out of the box, and, in the ultimate piece of future-proofing, an XD that meets the Five-Star standard without fitting third-party equipment or using a low-entry bin lorry cab. That’s an incredible achievement that bodes very well for operators who have to run their trucks in urban conditions.
The advantage here extends beyond road safety and reputational protection: the residual values of such a truck are likely to be far higher than those of its rivals
when the time comes to move it on because it will be able to operate almost anywhere it is needed.
On the environmental front, DAF is now well on the way to normalising combustion-free trucking with the opening of a new production line dedicated to battery-electric trucks in its main assembly plant in Eindhoven. The technology has been extensively trialled, particularly here in the UK, and will become suitable for an increasing number of applications as time moves on.
All the latest DAF products were present at the mega ride and drive event held this Spring at the amazing Millbrook Proving Ground, including the electric trucks. A few years ago you would have expected most visitors to walk past the electric offerings to join the queue for the big 530 bhp beasts, but this year the situation was quite reversed. Most forward-thinking operators now seem to accept that electric trucks will play at least a part in their operations in the mediumterm future and are anxious to try them. The driving experience is actually quite inspirational: not least the seemingly bottomless torque of the electric motor, the silence of operation, and the knowledge that the truck is effectively refuelling itself free of charge everytime it slows up on the regenerative brake.
One thing is plain though, and that is that driver skill in managing the vehicle’s momentum, knowing when to use the regenerative braking and understanding what’s going on in the battery department, will play a key role in the success of the vehicles.
And returning to the subject of bottomless torque… that’s it from me for now! Enjoy the issue!
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INFORMATION
EDITORIAL
Publisher: Matthew Eisenegger
Managing Editor: John Kendall
Designer: Harold Francis Callahan
Editorial Address: Commercial Vehicle
Media & Publishing Ltd, 4th Floor 19
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Email: matthew@cvdriver.com
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DESIGN
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CONTRIBUTORS
Karl Hopkinson
Ronnie Hitchens
Robin Roberts
Richard Simpson
Jack Sunderland
Mandy Wannerton
Dean Barrett
Commercial Motor
PUBLISHER
Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19
Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ
Telephone: 01257 231521
NOTE
The publisher makes every effort to ensure the magazine’s contents are correct. All material published in DAF Driver magazine is copyright and unauthorised reproduction is forbidden.
The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.
DAF Driver magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent. DAF Driver magazine is a registered trademark.
If you are not going to keep this magazine for future reference please pass it on or recycle it.
Well-known bulk powder product haulier, Arclid Transport, has switched back to the DAF marque with its recent intake of three DAF XG 480 tractor units with DAF’s ‘FTP’ lightweight mid-lift axle configuration. Two of the units go onto Arclid’s powder fleet to support sister company, Bathgate, with the remainder joining the company’s growing liquids operation on UK and European work.
Words: Ronnie Hitchens
Photographs: Karl Hopkinson
The trio of DAF XGs represents the first time the DAF brand will be seen in Arclid’s distinctive purple colourway since their last purchase in 2015. The company says DAF’s British-built credentials were an important factor in its latest truck acquisition. Arclid’s trucks, along with 99% of all right-hand-drive DAF vehicles in the UK, were built at Leyland Trucks in Lancashire.
Since 2017, and under its new management team, Arclid has doubled its turnover to £9 million annually, while substantially improving utilisation with only a slight increase in fleet size; now totalling 46 trucks.
The trucks are supplied and will be supported by local DAF Dealer Motus Commercials in Stoke. Through the DAF Driver Training Voucher scheme, Motus is providing all Arclid’s new DAF drivers with a comprehensive training programme, including a 90-minute vehicle handover plus a 60-minute on-road familiarisation session.
Backing Britain
Arclid concluded that its whole life cost analysis (based on a six-year repair and maintenance package, plus a forecast on residuals) fully supported a move back to DAF. The company also says it is impressed with DAF’s commitment to producing a totally new truck range which focuses equally on productivity and driver appeal.
“Naturally, we conducted a whole-life cost analysis,” says Arclid Managing Director, Andy Brookes, “but there also exists a desire to get back to buying British. I’ve seen the high quality of manufacturing first-hand at Leyland Trucks where I saw one of our vehicles being built. New Generation DAF vehicles have clearly made a positive impact with other operators,” he adds, “and this has influenced us too. The XG looks stunning, and, with the promise of improved productivity and a fantastic workplace for our drivers, we’re looking forward to seeing the new DAFs really deliver out on the road.”
Motus Commercials came in for particular praise from Brookes, “I can’t speak highly enough of the support and professionalism we’ve experienced from Motus,” he says, “and especially their Sales Executive, Matt Durose. His expertise and attention to detail was key, and he was fully supported by the teams at Motus and DAF.”
The new DAF XG tractor have been on the road for one month and, albeit early days, they are performing very well with no reliability issues and, encouragingly, delivering an upswing on fuel economy. In the last week in June, fuel economy had broken the 10.0mpg barrier and, while not regularly at maximum weight, the XG trio has been operating very close to 44-tonnes consistently.
“The trucks have only just entered service,” Brookes points out, “and we’ve already seen an up-tick in fuel economy, and this is only going to improve once fully bedded-in. Feedback from drivers has been wholly positive, with one individual emailing me to confirm how impressed he is with the new kit.”
DRIVER: SAM WARD At 25, Sam Ward is a relative youngster in the Arclid fleet and, indeed, within the UK driver profile generally. Sam obtained his Class 2 licence at 19 and his Class 1 at just 20. His last truck was a 540bhp Volvo FH4 – a pretty decent bit of kit – before being thrown the keys to one of the new DAF XG tractors, namely DX23 VFM. He’s had the truck since 1st June, and he’s rather pleased with it!
“I’ve had the truck for a month,” he said, “and I’ve clocked up 10,000kms. In that short time, I can tell you that it’s the best cab I’ve ever had for tramping. The build quality is spot-on, and I just can’t fault it. The equipment level is so high – there’s everything you want. I know it’s only been four weeks,” he said, “but the truck hasn’t missed a beat, and I think it’s going to be super reliable. It drives lovely.”
Andy Robinson is Operations Manager at Arclid Transport. He’s been at the company for five years and was very much part of the new management team along with Andy Brookes. Not untypically, Andy has his full Class 1 licence, but his duties behind the wheel are limited to the occasional load or shunting vehicles around the yard, or to and from dealer services.
Arclid currently employs 55 drivers and uses sub-contractors on occasions. The truck fleet is predominantly Volvo and Scania, with DAFs last used on the fleet in 2021.
Again, not untypically, the driver demographic is exclusively male, but there is a wide spectrum of ages. “We have a number of drivers who have been with the company for over 20-years,” says Andy, “and we’ve just had one retiree recently who was 70. We do have a good mix of youngsters too.”
“We have recruited a lot in the last five years, since the fleet size has grown,” he added, “but our greatest increase has been utilisation – we run so much leaner now. We did lose a few drivers to supermarkets when they were offering big incentives, but driver turnover is generally very low.”
Andy said, “We consult drivers on new truck acquisitions, especially on cab spec’ as our operation is predominantly tramping. Cab comfort is really important for the drivers, and the XG is up there with the best for trucks which are always on the go, and the living accommodation is excellent. Andy and I make the final decision, so whole-life-costs and dealer support are, ultimately, the deciding factor. Nonetheless, the drivers seem to really like the new DAFs. We have one going in for its first service at Motus, so we’ll see how that goes. I’m looking forward to excellent back-up from DAF. Matt Durose at Motus is working really hard for us.”
Words: Robin Roberts
Photographs: Lamborghini
THE Lamborghini Urus is one of the most highly desired models in the rarified world of truly luxurious SUVs.
It’s purely a matter of personal taste whether you prefer its sharklike lines to those of the Bentley Bentayga, Porsche Cayenne, Audi Q8 or Volkswagen Touareg, which share the same platform but into which Lamborghini has squeezed a more highly tuned 4.0-litre V8 twin-turbo engine and eight-speed automatic/ manual transmission with permanent four-wheel-drive.
It’s a very big step from the ultra low sports cars usually associated with the brand and an even bigger jump from the agricultural vehicles which Lamborghini started making in 1948 before switching to sports cars to rival Ferrari in the mid-1960s. Ironically, Ferrari is now developing its own SUV.
The Urus’s performance comes in abundance from the highly tuned 4.0V8 engine. With a start button concealed under a hinged cover as in an aeroplane, the sound lets you know that take-off is about to commence as it roars into life.
Enormous torque of 850Nm at 2,250rpm transfers through the eight-speed gearbox and intelligent four-wheel-drive to give a big push in the back as it zips through the 60mph mark, a few seconds later hitting 100mph and onto nearly twice that speed if conditions permit.
The urge and surge never diminishes if you want to very swiftly and safely overtake on main roads or winding country routes and is made easier with its high riding position to give excellent forward vision.
Changes are incredibly smooth, lightning quick and there always
seemed to be the right gear for the moment but you can use the manual paddles if preferred.
Responses can be refined by selecting from eight modes which alter the powertrain from normal right through to off-road and then a separate range of settings indicating smooth, normal or sport responses for the suspension, steering and driveline covering high performance on-road use with everything lowered, or extended ride height for off-road. Selecting the modes alters what’s shown on the 12-inch driver’s display to emphasise important elements for that purpose and also picked up by the head-up display on the inside of the windscreen.
Everything is very clearly displayed even if you have to look around the steering wheel for some data and the secondary controls come immediately to fingers on the wheel-spokes or
column with additional buttons on the central console.
The infotainment screen is also very big atop that central console and is extremely legible whatever is chosen. I liked the straightforward heating and ventilation controls, backed up by chilled or heated front seats and heated twin rear seats in our fourseater test car. A big sunroof partly opens and all windows are powered of course.
The oddments room is what you’d expect in such a big car with somewhere to put anything in front or behind and those in the back could take advantage of twin screens optionally fitted to the back of the front seats.
The huge capacity of the Urus’ boot is well shaped with a good loading/ unloading height and certainly enough for four people’s luggage.
Access is very simple although a bit higher than most expect in an SUV
and the front pair of seats have a huge adjustment range to capitalise on their excellent shape and support. The smaller rear seats don’t have the same adjustment range but are still very comfortable if slightly short of legroom for taller users.
Irrespective of the suspension mode chosen by the driver, the ride quality was very good. It ranged from smooth to firm, not really hard, and the air suspension can be fine tuned within milliseconds. Pitch and dip were minimal and body roll was very well controlled when in a hurry.
The roadholding of the Urus was remarkable for such a big and heavy car, and that’s down to the suspension and wide 22-inch wheels and tyres which put down power without slipping or sliding. Handling was safe and surefooted, very predictable and the powertrain shifted traction as required by the surface beneath so the driver could concentrate on arriving rather than getting there. It has some of the biggest carbon
fibre disc brakes fitted to any car and exceeds 17-inches on the front and about 15-inches on the back wheels, so the stopping power is immense and reassuring with the lightest pressure.
Line of sight visibility was slightly restricted to the rear when reversing, due to the wide wheelarches and high tail with its shallow back window, but the cameras and sensors do a very good job in alerting the driver to dangers. Forward radar keeps the Urus a safe distance from others on busy roads and in bad weather the intelligent headlights and wash/wipe system give further reassurance. As the miles passed I found the Lamborghini Urus became easier to drive and its size was less intimidating while its performance continued to impress.
What’s more the fuel consumption was not as bad as many might think and we saw a high of 27mpg and a low of about 17mpg for what is an outstanding modern, stylish and highly sophisticated luxury car.
Keeping with tradition, the road transport industry and in particular the life blood of the industry, namely the ‘drivers’, their families and loyal fans converged upon the East of England Showground to flag-wave the best trucks the industry has to offer. The event, Truckfest 2023.
Words: Jack Sunderland Photographs: DAF Trucks
This is the last year the event will run at the iconic Peterborough Showground. May 2024 sees a brand-new venue for Truckfest at Lincoln.
The DDM team took a wander to look at all the assembled DAF and associated brand products, and as expected were overwhelmed by not just the amount of trucks on site but the sheer quality of these workhorses.
A real coup was the amount of new range product, in particular XG and the mighty XG+, on display.
DAF launches full range of go anywhere, do-anything vocational trucks.
DAF’s roll-out of Next Generation trucks continues with a range of vehicles aimed at the ‘vocational’ segment. Following on from the new XD, XF, XG and XG+, the new range leans into recent changes to EU Masses & Dimensions legislation that permits longer vehicles with bigger cabs. XDC and XFC construction trucks are built on the same DNA as their siblings – plus offer a range of upgrades for operators working off-road and on-site.
Words: Dean Barrett
Photographs: DAF Trucks
XDC and XFC can be specified with single or double drive and are available as 8x4, 6x4 or 4x2. The latter is a first for DAF, and a switchable hydraulic frontwheel drive system (PXP) can also be fitted to 4x2s which engages if slip is detected on the driven wheels. This provides some useful extra traction when required.
XDC/XFC 6x4 and 8x4 FAT and FAD rigid models (plus 6x4 FTT tractor units) can be taken with a choice of double-drive tandems, starting with the 19-tonne lightweight tandem with single reduction (SR1132T), leaf spring suspension and either disc or drum brakes. For heavier work, there’s 21 and 26-tonne versions of the SR1360T single-reduction tandem with disc brakes and air suspension. Finally, a 21 and 26-tonne tandem is offered
with hub reduction (HR1670T) with air or leaf spring suspension, plus drum brakes. There’s a wide range of rear axle ratios to choose from, ranging from 3.46:1 to 7.21:1.
It’s worth noting that along with XDC and XFC, DAF has also made its full tandem range available for New Gen 6x4 and 8x4 XD, XF, XG and XG+ that mainly do on-road work. 6x4 and 8x4 FAT and FAD rigids can be spec’d as XD and XF with day, sleeper and high sleeper cabs. 6x4 FTT tractor units can be taken as XG and XG+, as can 8x4 FAW tridem rigids with steered trailing axle. An 8x4 FTM heavy-duty tractor option with steered pusher axle is also available in XF, XG and XG+ form for GVWs up to 120-plus tonnes.
And while we’re on the subject, DAF has also launched a new Extra
Robust spec for XD and XF aimed at construction and municipal operations that will see the trucks mostly working on the road but requiring some extra toughness. Chassis are the same as on-road XD and XF, but the trucks also carry a three-piece steel bumper, standard radiator protection plate and steel Front Underrun Protection.
The new XDC and XFC have a signature black front grille and steel radiator protection plate for added front-end protection. Chassis have also been tweaked to give an approach angle of 25 degrees and ground clearance of up to 40 cm, depending on axles and tyres. A swing step can be added as an option to help with the climb up into the cab.
The vehicles have a unique appearance which includes a tough steel front
bumper (lava grey as standard or body colour as an option). This has a threepiece build to reduce costs should sections need replacing, and a pair of maintenance-free LED fog lights are deeply recessed into the bumper to keep them out of harm’s way.
At launch, engine options for the XDC and XFC are the PACCAR MX11 with power outputs ranging from 300-450 bhp, and the MX-13 ranging from 410-530 bhp. TraXon automated transmissions are standard and an Off-road mode is an option. DAF is also offering an ASR Off mode for tackling slippery surfaces, and a Rock Free mode for getting out of trouble. A wide range of PTOs can be spec’d for driving tippers, mixers and cranes etc.
XDC and XFC can be fitted with DAF’s Electronic Park Brake, plus the new
Park Brake Assist which applies the service brakes on all axles, instead of just the driven axle. This helps to make sure the vehicle stays put during loading/unloading etc.
Safety features include large windscreen and door windows, ultra-low beltlines, and optional Kerb View Window and foldable passenger seat – all of which help with all-round visibility. Additional side and rear windows can also be added if required.
DAF’s Digital Vision System can be fitted to replace main and wide-angle mirrors. Plus, the Corner View wideangle camera can show a 285-degree view of the area around the near-side A-pillar, and City Turn Assist can alert drivers when it detects other road users in the nearside blindspot.
XDC FAD mixer
DAF gave journalists an opportunity to try out the new vehicles at a launch ride-and-drive event in the Netherlands. For our first test, we picked out an XDC 8x4 FAD with Liebherr concrete mixer body. It was fitted with the MX-11 Euro 6 motor rated at 450 bhp, which delivers 2350 Nm of torque between 900-1125 rpm. It had a 12-speed TraXon automated transmission with Off-road software –though as we were going to be driving on the local highways, we switched over to Eco mode. The truck also had 7.1-tonne 167N front axles with parabolic suspension, 19-tonne SR1132T tandem rear axles and 315/80R22.5 tyres.
Having driven the New Gen XD, XF and XG/XG+ before, we noticed lots of similarities with the XDC Day cab.
More interior space means drivers have a much wider range of seat and steering wheel adjustment. There’s room to spare in the XDC, even for taller drivers who may sometimes struggle to fit in other cabs.
Day cabs come with extended interior space as standard with enough room for storage behind the seats, and ours had an optional central fridge (fitted longways across the back wall) and upgraded bass woofer behind the passenger seat. We also had the premium Xtra Leather Air driver’s seat – a third seat can be fitted if required, and other options include vinyl wall trim and seat covers for easier cleaning.
DAF’s new digital dash is controlled
via buttons on the steering wheel and stalks, plus there are physical switches on the console for secondary functions. DAF’s Vision dashboard has a steep downward slant away from the driver to improve line of sight, and it does make a difference to visibility. Our truck was fitted with standard glass mirrors, though the DAF Corner View camera was installed with a screen on the nearside A-pillar to open up the blindspot around the cab.
Once comfortable, we started up and headed out for a mix of A-road and motorway driving. As we were grossing 13 tonnes empty, the flat Dutch highways caused no problems for the 450 bhp engine and there wasn’t much opportunity to give the three-stage
MX Engine Brake a workout, though it proved more than enough to handle most of the braking on our drive.
After around 20 minutes of cruising the motorway and winding around a few roundabouts on the outskirts of town, it was time to head back to base. Overall, we found the XDC gave a very comfortable ride – the TraXon gearbox was super-smooth and the light, airy cab makes for a very pleasant place to work.
For our next drive, we were taken to a large working quarry to try out an XFC FAD 8x4 tipper with the biggest MX-13 530 bhp engine delivering 2,700 Nm of torque. Loaded to 33 tonnes, the truck
was fitted with 9-tonne front axles and a 26-tonne hub-reduction tandem axle. Diff lock was engaged and the transmission was switched to Off-road mode, ready for our run around the dirt.
Riding on steel suspension, things soon got bouncy as we threaded through numerous stone piles on our way to a hill at the far side of the quarry.
Climbing the curving track up the steep incline, the XFC’s Off-road software made quick gearshifts without losing momentum to get us quickly to the top.
Cresting the hill, we had a better opportunity to try out the MX Engine Brake on the way back down. Manually changing into fourth gear for a slow,
controlled descent, we found stage two kept the vehicle under full control all the way down.
Although our driving time in the new construction trucks was limited, it’s clear to see the improvements DAF has made with the XDC and XFC models. They feel robust, they’re easy to drive and offer a much greater sense of space than DAF’s outgoing vocational trucks.
Crucially, a ‘British-spec’ XDC FAD 8x4 can achieve a three-star Direct Vision Standard (DVS) rating, which will be required for trucks entering London starting from next year. To reach this rating, operators will need to spec the XDC with DAF’s Digital Vision System, Corner View, Vision dash, Kerb
View Window with fold-up cinema passenger seat, 167N front axles and 295/80 or 315/80 tyres.
It’s also worth noting that the XD can achieve a full five stars for DVS if spec’d with a Kerb View Window, Digital Vision System, Corner View and a protruding on-road or tougher off-road bumper – a set-up that’s being offered exclusively to the UK market. Front tyre size is restricted to maximum 315/70 and specific front axle variants (161N/163N/183N) are also required to hit this rating. DAF is the only manufacturer that can currently achieve a five-star DVS rating with its regular road cab, and not a low-cab version – an impressive achievement indeed.
Matthew Eisenegger takes an XD tractor home to Holland
Words: Matthew Eisenegger
Photographs: Matthew Eisenegger
Do you fancy a run out?” Was the message left on the mobile from Mandy Wannerton, DAF’s Press and Demonstration Driver On calling her back she explained her near cryptic message. Basically, the UK head office in Haddenham had borrowed a very special ‘City’ trailer complete with steering rear axles, from the central demonstration fleet based at DAF’s head office in Eindhoven, to help showcase the diversity of the new range to a number of very large fleet operators, and as these series of demonstrations and vehicles trials had concluded it was time to take the trailer back home.
The plan was to use the all-new XD 450 tractor to run the trailer back, with two drivers on board, no planned rest periods, just quick stops and driver swaps but importantly ensuring we were working well within the confines of driving hours law. Also,
rather than using either the ferry routes of Harwich-Hook of Holland or Dover-Calais we would travel via Eurotunnel.
It’s just under 350 miles door to door and the plan was to head away from Haddenham, drop on to the M40 heading south, then on the M25 heading anti-clockwise avoiding the Dartford crossing, pick up the M20 and straight down to the Eurotunnel terminal.
Once under the channel, a steady run north-east, initially heading towards Dunkirk on the A16 then on towards Ostend, by which time the A16 has crossed into Belgium and has become the E40, was planned. The E40 winds its way across the flat and featureless Belgium countryside to Ghent, at which point our route will take us around the city and pick up the E17 northbound towards Antwerp, then a short burst on the E313 before dropping on the E34 which leads directly to Eindhoven.
Typical British weather for late March, rain, rain and more rain as we departed Haddenham. Time was already marching on and although
traffic conditions were favourable, we needed to crack on as we needed to get to the train as soon as possible, and had to be at DAF HQ in Eindhoven no later than 9.00 PM to ensure we met the delivery curfew.
With the M25 up to its usual tricks the choice of heading anti-clockwise proved to be a good one, and although the weather was still wet we arrived at the Eurotunnel terminal at Folkestone in good time. Initially, there was an error with our booking which had the unit booked on the train but no trailer. A quick call to the agent and all was good for us to go. No real issues at border control and we were waved straight on to the next departing train. After safely loading the combination onto the train, we were into the driver pickup minibus and delivered to the drivers’ carriage which still had the COVID 19 protection screens up, unfortunately, making a very uninviting and grim environment.
Getting the truck off the train on the other side is a far more straightforward affair and again with the most minimal of checks and paperwork, it was a green light and
straight out the terminal and away to join the A16. Thankfully the weather was a lot better and with no real issues the miles simply rolled away.
It’s really easy to knock UK truck stops. “They should be more like the ones in mainland Europe,” is a common theme.
Admittedly, the quality of food and the amenities on the European motorway network service areas are very good, but trying to find a space to park much after 5.00pm is impossible. We needed a comfort break and tried six different motorway services before taking the decision to drop the truck on the diesel pumps and leg it to the loo. On the exit, the slip road was a mass of parked trucks with the curtains pulled, obviously there for the night. You can see now why the now popular phenomenon of truck parking on the slip roads of the UK Motorway Service Areas originated.
The XD 450 makes for a really nice distribution tractor unit, it ticks all of the boxes. Two-step entry is a help, once on board the cab is noticeably lower, enhancing outside vision, especially in a city environment, allowing the XD to conform to a Four Star DVS rating. The vision door further assists but, for our money the real coup is the DAF Digital Vision System (DVS). The in-cab screens are well-positioned and are as unimposing as possible. For those drivers not sold on the idea of camera systems replacing the more traditional mirrors, the one big benefit is they eliminate any turning blind spots, so regardless of cab and trailer angles you always have full view of the side of the trailer.
To further enhance the vision from the cab the XD also had the DAF Corner View system which works in tandem with the ‘A’ pillar-mounted screens and offers absolutely amazing views of all of the blinds spots to both the front and nearside of the cab. As this vehicle is configured for city deliveries, this system will prove to be priceless in use.
Unfortunately, the snooker-table topography of European Lowlands never really exerted any undue pressure on either the PACCAR MX-11 engine or the TraXon 12-speed automated transmission. The 449 horses available remained predominantly in the stable and there was only the very rare occasion were the XD decided to drop a gear. The bulk of the time we cruised with the limiter in top gear.
DAF’s new assembly plant for battery electric trucks has been opened by Micky Adriaansens, the Dutch minister of Economic Affairs and Climate. The new facility is at DAF’s main production site in Eindhoven, the Netherlands, and will be instrumental in the further development of the company’s leading position in providing sustainable transport solutions.
Words: Matthew Eisenegger Photographs: DAF Trucks
The new DAF Electric Truck Assembly plant covers an area of 5,000 m2 and includes two sub-assembly lines for the preparation of the battery packs as well as the Electric Drive Module, consisting of the front battery pack, high voltage junction box and electrified auxiliaries. These key components, as well as the e-motor with integrated gearbox, are installed onto the vehicle on the main assembly line which is almost 150 metres long.
DAF’s Electric Truck Assembly produces the latest generation of battery electric trucks. The New DAF XD and XF Electric are available in a range of configurations. These are powered by PACCAR e-Motors and equipped with battery packs of 2 up to 5 strings (210 to 525 kWh). The modular approach allows the trucks to be tailored
precisely to customer requirements and needs. Full electric ranges of up to 500 kilometres are possible making 1,000 ‘zero emission’ kilometres achievable with careful planning of routes and recharging. With fast charging of up to 350 kW, battery packs can be charged to 80% of their capacity in only 45 minutes.
Series production of customer vehicles starts this summer. DAF expects production to increase to thousands of vehicles per annum in the near future, in line with the increasing demand for fully electric trucks.
Opening the plant, Micky Adriaansens said: “DAF has been a leading player in the manufacture of trucks for many years and is currently playing a prominent and innovative role in the development of electric trucks.
The transition to cleaner products and production methods is important. Not only for the environment but also to ensure that the Netherlands retains its competitive edge. This new factory for battery electric trucks is a shining example of that ambition.”
Harald Seidel, DAF Trucks’ President, said: “The commissioning of the new DAF Electric Truck Assembly plant represents another important milestone on the road to an even cleaner future. “To support our customers in the transition to zero emission road transport, we go further than delivering class-leading full electric vehicles. Our comprehensive package includes a broad range of charging solutions, advice on planning of routes and charging, and the provision of dedicated training for drivers to get the best out of the vehicles.”
Ahead of the formal opening of the BEV facility, DDM gained exclusive access coupled to a personal guided tour by Jeroen van den Oetelaar, who is responsible for manufacturing strategy across all of DAF’s European assembly operations.
The all new Electric Truck Factory is in itself a fantastic example of environmental consideration and recycling as the building has been repurposed from what was originally a parts-distribution warehouse.
To say the operation is state of the art is an understatement, importantly safety is a paramount concern, PACCAR even created their own safety standards regarding the assembly of BEV vehicles, whilst conforming to ISO 26262 (ISO 26262 is an international functional safety standard for the development of electrical and electronic systems in road vehicles).
High-voltage assembly areas are protected by fences. To add an extra dimension of safety, the entire production area is protected by 24-hour surveillance including camera and smoke detection, all of which is connected to DAF’s own Fire Service.
The chosen battery technology is LFP (Lithium Iron Phosphate) with all batteries on site kept at a low rate of charge to minimise risk.
The batteries are configured in modules which are assembled in-house, with three modules forming one 105 KWh pack. Depending on range and use, vehicles can be specified with two to five battery packs giving 210KWh-525KWh.
Vehicles arrive from the main assembly line as rolling chassiscabs. Although they are specified as BEV at the point of order, they follow the same assembly process on the line as diesels to the point they become a rolling chassis-cab, when they are diverted to the new assembly facility.
A large proportion of the BEV-specific element of vehicle manufacture is completed as sub-assemblies. The EDM (Electric Drive Module), which is the main control element including an auxiliary battery, is assembled before being installed under the cab where the traditional engine would have once lived.
Motive power is supplied via an E-motor which drives a threespeed transmission and a standard drive axle.
Whilst in the vehicle assembly process within the BEV facility each vehicle is fitted with a removable and very heavy-duty pull bar, so in the unlikely event of an emergency, the truck can be removed from the production line immediately by the on-site emergency services and placed in a 14 x 3.3m steel box, that is locked and the vehicle completely submerged. This emergency vehicle-removal process was completely developed in-house.
The all new facility is set up to produce 2000 vehicles per annum, showing that DAF are already ahead of the market in relation to demand.
PWL Contracts was formed in 2014, but this DAF XG 530 is the company’s first truck. Best known today for its installation and de-commissioning of telecommunication towers, it essentially began as a difficult access installation contractor, stemming from MD Jeremy Powell’s background as a
mechanical and electrical installation engineer. The telecoms work really took off around nine years ago, with 70% of the installations being either masts or rooftop locations.
Turnkey Projects
Based in Tonbridge, PWL generally operates on sites in London and the
south-east, with a team of eight installation engineers backed by two office-based staff. The company can handle full turnkey projects, undertaking mechanical installation, steel erecting and all cabling with its own APs (Appointed Persons) accredited for lifting and working at height. Having its own crane unit was
A big crane on a relatively small chassis brings great adaptability for the operator and equally big challenges for the installer, and considering this is a UK first for DAF, it’s a pretty impressive effort.
Words: Courtesy of Commercial Motor magazine
Photographs: Karl Hopkinson
a natural progression for the company and this DAF XG arrived in January 2023, fresh from its Fassi crane installation by Mac’s Trucks.
This New Generation DAF XG 530 6x2 tractor unit is in the FTS axle configuration with driven second
axle and tag-axle rear. Although less common than the 6x2 mid-lift, it is ideal for this crane application. Firstly, the crane’s position bears the majority of its weight onto the drive axle, which is ideal for traction particularly as this XG operates predominantly as a solo mobile crane rather than an artic – its demountable body carrying a moderate
payload in place of any imposed trailer load upon the fifth wheel. Secondly, the physical size of the 3-axle tractor makes it a lot more manoeuvrable than a rigid 8x4 chassis, for instance, which would generally be the more likely choice for this size of crane. Moreover, it features a 10,000kg capacity front axle, which is particularly useful in this
application. Powered by DAF’s 13-litre MX-13 390 unit, it can call upon 530hp at 1,675rpm and 2,700 Nm of torque from 900rpm to 1,125rpm in the highest ratio of its TraXon automated transmission. It also boasts a torque plateau of 2,550Nm across 900rpm to 1,400rpm. All in all, that’s not a bad specification for your first ever truck!
The Operator
“Yes, this is our first truck,” says Jeremy Powell. “Admittedly it’s probably a bit unusual for it to be something like a DAF XG 530, but it really came about as a logical progression.”
PWL Contracts grew, like so many small companies, from a one-man operation. Jeremy Powell, found he was working more regularly with other one-man bands on bigger and bigger jobs, so setting up his own
company was the next move. “We had none of our own transport or crane,” Powell explains. “Parts would be delivered to site, the hired-in crane would be in place, and we would then carry out all the installation, but with crane hire costs being so great, any delays would result in big costs, and for some of the rooftop jobs, a 60-tonne mobile crane sometimes needed road closures too.”
So the DAF artic means PWL is now self-sufficient in transport and crane work. “Pretty much,” Powell smiles. “We were originally going to look at a Volvo 8-wheeler, but some of the sites are so tight the 3-axle is much better. We essentially use it solo as a mobile crane, but it’s opened so many possibilities, being a tractor unit.
“We are looking to hire a trailer for de-commissioning work when the steel towers or rooftop installations have to be taken away, while the
demountable body gives us just about all the carrying capability we need to site,” he confirms. It is that adaptability that marks out the DAF/ Fassi combination, but it’s a huge investment for a small company. “We have it on a six-year finance deal,” says Powell. “It doesn’t do huge mileages, probably 30,000 miles per year, so it’s a long-term investment.” “It will create more work for itself, I’m sure. We are also an abseiling company, so we are looking at potential window work, where we can lift window units to several floors up with the crane, and abseil down to fit them in. The remote control would be a boon here, as it is with rooftop work. The conventional crane’s operator cannot see onto the roof and is working purely from verbal instructions over the radio, but to be able to operate the crane from the rooftop is a big advantage in ease and safety.
The Fassi F820 RA 2.26 xhe is an impressive piece of kit in anyone’s book. Rated at 82-tonne/m, it offers a total reach with its extendable L516 fly-jib of 33.5m. Moreover, where hard-bitten building and construction crane operators think of the limit of reach as being the point at which it can still handle a nominal 1-tonne load, the F820RA boasts 945kg at some 28.1m. The crane’s high angle means that 33m of reach equates to a vertical point more than 31m above the chassis, ideal for the rooftop installation and removal jobs with which it is generally tasked. This one is also equipped with the optional winch, widening its scope to full crane capabilities aside from the arm’s inherent dexterity, all of which makes the traditional lorryloader nomenclature akin to damming by faint praise for these sophisticated units. It’s all radio remote-controlled too, with myriad warnings and
preventions for plain overload, reach and balance, with a continuous 360-degree capability taking account of the imposed loading limits to rear, side or forward stabiliser units. It also just happens to be the largest crane ever fitted to a 3-axle DAF tractor in the UK.
The Builder
Mac’s Trucks was first established as a truck dealership in 1973, but over the last 10 years or so it has become one of the UK’s leading lorry-crane installers. Its build and installation facility in Huddersfield has eight crane fitting bays in constant use, and the company installed around 240 cranes last year, and is looking at a likely 300 units during 2023, making it the most prolific installer of Fassi cranes in Europe.
“This one was particularly interesting,” says Mac’s Technical
Director Andy Hall. “Normally, we’d expect to see a crane of this size on a 6x4 or 8x4 rigid chassis, rather than a tractor unit,” he admits, with the New Generation DAF XG cab giving Hall and his team a few more interesting aspects to deal with. “These new DAF cabs are very deep, which on an 8-wheel rigid would not be such a problem, but on a tractor we were very tight on space, especially with such a big crane, for the chassis,” he explains. The DAF XG’s much-vaunted aerodynamic efficiency of cab design also needed to be considered. The front support unit which mounts into the front chassis cross-member is usually positioned ahead of the front bodywork, protruding slightly ahead of the vehicle’s bumper line, but on the XG this was not acceptable.
Supporting act
“We were determined we were not going to affect the aerodynamics of the
XG cab,” explains Hall. “This meant that the front support unit had to be mounted behind the front grille, yet obviously without impeding the airflow itself.” The DAF’s axle layout was more favourable to this build, however, since a steering or lifting second or third axle layout would bring increased complexity to the chassis equipment, while the second-drive, third-tag axle configuration is (slightly) simpler. Essentially this was Mac’s prototype build for this size of crane on a 3-axle DAF tractor, so everything had to be bespoke built.
“The two main issues were the short chassis and the aerodynamics of the cab,” confirms Hall, and although tight for space, stabilisers, hydraulic reservoir and the piping, all had to be accommodated on the sub-frames once installed without encroaching on the truck’s original chassis fittings. Likewise the demountable load/tackle body, sitting over the fifth-wheel coupling. However, more than the engineering challenges overcome, Hall is most proud of the two members of staff who were most involved with the build. Both came through Mac’s Truck’s apprenticeship scheme. Gabe Hall, who at 24-years-
old is a qualified crane examiner, carried out all the programming of the control system, setting up the crane and demonstrating it to the customer, whilst 21-year-old Thomas Graham, a plater/ welder, was responsible for the subframe mountings and the front support system, which had to be concealed behind the XG’s grille.
“It’s great to see these lads coming through as apprentices and taking on the big projects, problem-solving and building their confidence. Learning on the job is the only way to achieve that,” Hall states.
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.
The extensive DAF national network delivers the best Back-Up in the business. Our flexible range of MultiSupport servicing, repair and maintenance options will help you control costs, minimise downtime and maximise vehicle availability. Out on the road, our legendary DAFaid roadside assistance service provides the leading average roadside assistance time in the industry.
Mintex Brake Pads offer:
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With comprehensive stocks from all major manufacturers, TRP can supply your workshop with quality parts and consumables – all backed by a comprehensive DAF warranty.
We also have a growing range of TRP own brand parts for LCV offering competitive prices without any compromise on quality and longevity.
WE SUPPLY THE FOLLOWING PRODUCT GROUPS FOR LCV
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TRP kits offer top quality components for light commercial vehicles including complete replacement of all stand alone parts (belts and rigid parts). All kits are updated according to the vehicle manufacturers instructions.
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OTHER GROUPS ARE CONSTANTLY BEING ADDED TO THE RANGE
Havoline Energy Synthetic engine oil is specially formulated to deliver low friction, low viscosity and extended drain intervals. Full range of lubricants and pack sizes available though TRP.
The increase in engine performance and accessory components place more demand on fixed and automatic tension components.
Call your local dealer for information on the extensive range from TRP – all reliable when operating under continuous stress and with increased component replacement intervals.
Ensure smooth gear selection by replacing worn cables with a premium quality product. TRP offers a comprehensive range of gear control cables that cover all popular light commercial vehicle applications.
We offer a range of clutches for popular LCV including:
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Sourced from leading manufacturers including ZF and LUK as well as TRP branded generic options.
A complete range of MANN filters is available through TRP, offering OE quality filtration covering all LCV applications.
Our light commercial vehicle parts range is quickly expanding to include service items and fast-moving parts for all popular van makes and models.
The TRP range features varied lighting for LCVs including:
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All product is sourced from a market leading distributor of automotive parts and lighting products.
Depending on your needs TRP/Philips 12v Lighting offers a choice of high quality bulbs which are an important factor in road safety.
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With some initial training, the driver can change the airline themselves, getting the vehicle back on the road within minutes rather than hours.
IT’S ESTIMATED OVER 10% EV TOOL SETS Whilst overall car sales during 2021 were still below pre-pandemic levels, the percentage of EV’s grew to 11.6% of all registrations (190,727), while plug-in hybrids represented 7% (114,554).
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Is your workshop ready to undertake servicing and repairs on electric vehicles? EV Tools Range from TRP Part of our professional EV range. Ideal for use on battery electric vehicles (BEV), hybrid electric vehicles (HEV) plug in hybrid electric vehicles (PHEV) • 1000V insulated tools manufactured for live wire work Professional tools for the professional user All of the range is available to order individually
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The Bessie Spannerless Airline System is just one article in this issue. Available through TRP, the Bessie system is effectively a normal airline with a quick release coupling on both ends. The Bessie system saves money on breakdowns due to broken airlines because a call out is no longer required.
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Following the launch of the New Generation DAF range, we now have copies of the new Accessories catalogue, packed with internal and external accessories to make the New DAF your DAF!
Already a head-turner on the road, side skirts, window deflectors and spoilers further enhance the superb looks of the new aerodynamic cabs, whilst interior additions such as microwave oven, relax bed and topper and fridge make life on the road even more luxurious!
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DAF Trucks is now line-building batterypowered vehicles, and, as anyone who attended the recent Millbrook Ride & Drive event will attest, there is plenty of interest in them from operators and drivers.
It would be wrong to say that most operators are prepared to start the transition to battery-electric trucks now, but there is certainly positive interest in an electric future: interest that can only grow as the deadlines of 2035 and 2040 for the end of the sale of new diesel trucks looms.
But that is not being marked by any great signs of commitment from the organisation that imposed the move to electric trucks in the first place; the UK Government.
When looking at the transition to electric trucks, there’s an important acronym: RIP. Not ‘rest in peace’ but Range, Infrastructure and Payload.
Range and payload play off against each other. Order a new batteryelectric DAF today, and the key decision will be how much battery capacity to mount on the vehicle. You can choose five different battery capacities: from 210 to 525 kWh; but every increase in power will cost you payload. And once the decision is made, it is set in stone. Battery capacity cannot be adjusted after the truck is built.
One of the key factors in determining range and maximising payload is the third word of our acronym: infrastructure. To suit an electric truck
for most transport tasks, the ideal solution would be to be able to get enough charge into the vehicle to take it for at least four-and-a-half hours in 45 minutes. That way, recharging could be synchronised with the driver’s mandatory breaks and productivity maximised.
And there’s the problem. Most of the electric trucks currently in service in the UK are engaged on short, regular, back-to-base transport. Everything is done to a pre-arranged schedule, and charging opportunities are carefully accommodated within this. It’s almost like running a bus service; and electric buses have generally proved successful.
But the hurly-burly world of general haulage is nothing like this at all. Drivers must expect the unexpected, including unscheduled nights out, and being ‘weekended’ in an industrial estate in Darlington. It comes with the territory.
It follows then that the industry will need a robust and appropriately-sited infrastructure of public truck-capacity charging stations, but will it get it?
In the United States, it almost certainly will. One of the world’s richest and most astute men, Warren Buffett, has invested $8.2 billion to acquire the American company Pilot Travel Centers. If you’ve travelled in America, you will have seen Pilot, Flying J, and Mr Fuel truck-stops. They are all part of Pilot Travel Centers, and Buffett now controls them all. Buffett’s company, Berkshire Hathaway, has also invested heavily in companies rolling out electric vehicle chargers.
You really don’t have to think too hard to see which way this is going. Chargers for trucks in truckstops.
What are the chances of it happening in the UK?
Slim, indeed. The last attempt to set up a nationwide network of truckstops was BP’s, back in the 1980s. This was in response to outfits like Little Chef and Happy Eater outrageously buying-up long-established cafes and truckstops and banning all but private cars from using them. BP hoped that profits from diesel sales would support the provision of decent facilities for truck drivers, the business model used by Pilot Travel Centers in the USA. However, the Government had other ideas, and brutal increases in fuel duty in the name of the environment trashed BP’s grand plan in the UK. It’s very different in the USA, where another truckstop chain, Travelcenters of America (TA), has just been purchased by BP, or New Zealand, where BP operates 60 truckstops.
In both these markets, it will be comparatively easy for BP to use its financial muscle to install truckspecific chargers where and when required. In Europe, Bosch, a leading supplier of components for EVs, is getting involved in truckstops.
So, this is where the UK Government’s logic leads us. It destroyed the only nationwide chain of truckstops decades ago in the name of the environment, and now expects some enterprising organisation to finance and construct a nationwide chain of truckstops with charging facilities, in the name of the environment. You could not make it up!
Your chance to win fantastic prizes every issue
DAF Trucks have supplied a plush, cuddly, soft toy made after the new DAF XG+, for one lucky winner. Simply spot and mark the four differences on the images above. Once completed either cut out or photocopy and post to DAF Driver magazine, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire PR7 3QQ Closing date: Friday 22nd September 2023
Terms & Conditions: Not suitable for children under 14 years of age. The winner will be notified within 30 days of the closing date either by letter,telephone or email. All entrants will be placed in a hat and selected at random by a third party. No money alternative will be offered. The winner’s name and county will be displayed in the next issue of DAF Driver magazine.
Winner from last issue: Mr S Christian, West Yorkshire. Winner’s details to appear in issue 32 of DAF Driver magazine
The UTAC Millbrook proving ground near Bedford, what a vehicle playground! I don’t think there is anywhere better to show off vehicles to their full potential than this place.
This was home to DAF’s 2023 Ride and Drive for three weeks in May. It was by far the biggest and best event we have ever held there, with the entire range of New Generation DAF models including XDC 8x4 tippers, the LF with its enhanced driveline and ZF PowerLine gearbox, and three LF Electrics. They all rose to the challenge of hair pin bends, steep climbs, long and sharp descents, and the rugged and heart stopping and adrenaline pumping tracks of the off-road course. In total there were 30 trucks to drive and many others on static display. The man (and woman) hours that go into planning this kind of event is
phenomenal, starting months before the actual event.
One of the most important elements is undoubtedly the control drivers that accompany every vehicle being driven by our guests. These guys and gals not only need a good product knowledge, but they also have to be able to get non-LGV licence holders safely around the courses with gentle encouragement and guidance. They must be able to reign in the more enthusiastic driver in a manner that calms rather than berates, and they need to be aware at all times of what is going on in the cab, ahead, to the sides, and at the rear. They may be in the passenger seat, but they do have responsibility for the safety and performance of the vehicle.
The days are long and full with much taking place behind the scenes, long before our first guests arrive. During the day things can turn on a penny and we need to accommodate the large numbers of guests, some of whom want to drive specific vehicle models and configurations. Some vehicles get swapped out to match the interest of customers – we tended to find interest in the electric vehicles grew in the afternoon as people heard just how great they are to drive - whilst keeping things moving seamlessly. Once the last guest has gone there are vehicle loads to check, tanks to be topped up, protective barriers to be taken down, trucks to be washed, and
planning for the next day, before the crew heads off for a wellearned rest. Yep, long days indeed.
I have had the pleasure of working on these events before and I can honestly say that I have to agree with the feedback from our guests; it was the best ride and drive event they have ever attended. 100% safety, 100% enjoyment, many miles and many smiles, and I am proud to be part of Team DAF. Well done to all involved! Roll on the next one!
Stay safe! Mandy x
Team BRIT brought their simulator and McLaren.
The XD impresses with exceptional direct vision
UK debut for the XD Electric
DAF now has Dealer Driver Trainers based across the country to help hand over new and used vehicles and we thought it would be good to get to know some of them a little bit better! In this edition we talk to Michelle Bolton-King, who together with Duncan Lancaster, are DAF Dealer Driver Trainers at Ford & Slater who has thirteen DAF dealerships across the Midlands, East of England and Northeast.
Q: When did you first join Ford & Slater DAF and what was your first job there?
A: I first joined Carrow Commercials in Norwich in 1991 as a trainee receptionist. Ford and Slater acquired Carrow in the mid-nineties and I moved to the Leicester Dealership in 1999 and up until a year ago worked as PA to the F&S Directors.
Q: What did you want to be when you were at school?
A: I really wanted to be in the Police as a dog handler – but I was told, by a careers teacher, that it wasn’t a career for girls!! Thank goodness times have changed.
Q: When did you take your HGV licence?
A: I gained my class 1 15 years ago – I was organising events, and I struggled to get technicians out of our busy workshops to move vehicles for me – so I got my licence so I could move them myself.
Q: What do you enjoy most about your role?
A: The variety! No two days are the same – I love meeting new people, handing over a vehicle to a driver and helping them understand the changes and differences from the vehicle they have stepped out of. Working alongside Duncan and feeding off all of his experience has been so good, we are quite a team and we have gained the nick names of Dempsey and Makepeace!
Q: Do you have a top tip for a driver getting their new DAF?
A: Take advantage of the free driver training on offer! –Drivers can often be put off by our job title – first and foremost we are not there to teach anyone how to drive! We are there to ensure that drivers get the very best out of their new vehicles.
Q: What car do you currently drive and if money was no object, what would you have?
A: I currently drive a Model 3 Tesla but if money was no object, I would love to buy a big Winnebago and travel across Europe.
Q: What other responsibilities do you have within your role at Ford & Slater DAF?
A: I still get involved in the organisation of some customer events, which I enjoy, and along with my fellow Driver Trainer, Duncan Lancaster, we look after the Ford & Slater demo fleet.
Q: If you weren’t doing this, what would your ideal job be?
A: I think if I had my time over again, I would have loved to have trained to become a Paramedic.
Michelle loves to travel and one of her favourite places is Porthleven in Cornwall.
Living in Leicestershire but originally from Norfolk, it was a particularly proud moment for her to handover her first New Generation XG+ to E & S J Walpole in Norfolk, who have been a long and loyal supporter of the DAF product for many years.
Michelle loves to sing and is a member of Rock Choir, which has given her the opportunity to sing in some fantastic places such as Proms in the Park in London, the Edinburgh Fringe and they have also recorded at Abbey Road Studios.
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.
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