• 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.
Whether it’s tipping, towing or traction, we’ve got a selection of features here showing the very best of DAF trucks old and new at work here in the UK.
Publisher - Matthew Eisenegger
Neil Yates Recovery, SH Group and Potteries Waste are our featured operators in this issue, an impressive mixture that not only shows the diverse range of DAF trucks in use, but also revisits some of the manufacturer’s greatest hits from the past.
And on the subject of greatest hits, we are highlighting a new radio station, dedicated to the needs of the trucking community. If you have had enough of what’s now being churned out by the mainstream broadcasters, then give Truck Radio a try.
We’re also venturing about as far as you can get from Britain, to New Zealand, to highlight a very smart owner-driver truck produced by DAF’s sister company, Kenworth. Just as in the UK, bigger fleets are taking an increasing slice of the third-party haulage market, but there are still one or two very high-profile exceptions, it seems!
Most of us in the transport industry admire wellexecuted engineering, even if it doesn’t involve trucks. We’ve got a feature on a beautifully-created replica of an aero-engined record-breaking car, the
Napier Railton made famous by John Cobb. But…and here’s the DAF connection…instead of the original 12-cylinder Napier Lion aircraft engine, the replica uses a driveline that will be familiar to anyone who has been around DAF for any period of time: a 6.7-litre Cummins ISB engine and a five-speed ZF gearbox!
Well, the original Napier Lion engines are a bit thin on the ground these days, and the replica car is a work of art in its own right.
Back down to earth, and up to date, you can find out more about the safety features fitted to the latest DAF trucks, and how they can help keep all road users safe and aid operators with meeting TfL’s Direct Vision standards, too.
We’ve also got news of the DAF Driver Challenge, a competition, and a chance to catch up with DAF Driver Trainer Rob Fitzgerald of Lancashire DAF.
Enjoy the issue, and see you in the next one.
Matt
p12
6 Body Beautiful
New DAF at Neil Yeates Recovery
12 Lion Heart
Napier Railton record-breaker replicated
20 Bad Habits
Smart New Zealand Kenworth
26 Truck Radio Turn
28 Daft about DAFs Classic
36 Enjoying the XDC Advantage Potteries Waste invests in eight-wheelers
40 Up To Speed With Safety Systems
How DAF is keeping ahead of the game
3 WELCOME
Hello from Matt
43 SPOT THE DIFFERENCE
Win a truck…just a little truck!
50 TRAINER’S NOTES
Preparing for the DAF Driver Challenge
52 MEET THE TRAINERS
Rob Fitzgerald at Lancashire DAF
53 SIMPSON SAYS
Changes afoot for the Driver CPC
EDITORIAL
Publisher: Matthew Eisenegger
Managing Editor: Richard Simpson
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
Pip Dunn
Andrew Geddes
Ronnie Hitchens
Mike Humble
Karl Hopkinson
Mandy Wannerton
PUBLISHER
Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19
Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ
Telephone: 01257 231521
Words: Ronnie Hitchens Photographs: Karl Hopkinson
One of the recovery sector’s best known operators, Neil Yates Recovery, certainly knows a thing or two about the DAF brand; the company has relied upon the market-leader’s vehicles for almost 25 years. Just as long-standing is NYR’s relationship with its bodywork and equipment supplier, Boniface Engineering. DAF Driver’s Ronnie Hitchens spoke to both companies, with DAF the common denominator.
is a family-owned business based in Rochester, Kent, racking-up its 37th anniversary this year. Founded by Neil Yates himself, NYR’s journey started with a single Ford A series spec-lift truck which he built in his spare time. Today, there is a staff of 22 looking after 20 vehicles, from 4x4 off-roaders to 40-tonne rotator recovery trucks, and with the DAF marque a mainstay of the fleet.
The 24/7 operation primarily delivers roadside assistance, and also mobile servicing, on-site repairs, and comprehensive fleet maintenance solutions. Beyond its impressive kitlist, NYR actively supports local charities and organisations, demonstrating an honest commitment to social responsibility. It’s the heavy kit which,
naturally, attracts the most attention, conspicuous as these trucks certainly are when they’re out on the road.
Of course, a heavy-duty ‘wrecker’ chassis represents only a fraction of the vehicle’s total value, with bodywork and equipment often increasing the customer’s outlay to well north of £250,000. With that sort of investment, it’s no wonder most recovery operators are particular about who they deal with. A good working relationship is key, in fact, as Neil Yates himself is the first to acknowledge.
“It’s essential that we’re all on the same page,” says Neil, “I go back a long way with DAF and particularly our local DAF Dealer, Channel Commercials. I bought my first brand new truck from
Channel’s Paul Taylor in 1996 and we’ve had literally hundreds of trucks from them since. Without a shadow of doubt, it’s the dealer that really ‘makes’ the product. The service and support we receive is absolutely top notch. DAFaid is second-to-none too – everyone bends over backwards. DAF and Channel Commercials do everything they can to keep us moving.”
“Likewise with Michael Boniface,” he says, “I go back with him to roughly the same time. We’ve spec’d hundreds of vehicles over the years. It’s truly a team effort and it continues to be beneficial for all of us.”
Like many of the UK’s heavy recovery specialists, Neil Yates relies on Norfolkbased Boniface Engineering. NY’s latest New Generation DAF XG and XF six-
wheel units are both fitted with Boniface Recoverer Trident equipment featuring two dual-speed 50,000lb capacity hydraulic winches, a top recovery boom rated at 100,000lbs and Boniface Maxireach Lowline Model K under-lift booms.
DAF – a firm favourite
Although Boniface is able to build on chassis from a number of truck marques, the practicality, flexibility and suitability of DAF’s models has made them a popular choice.
“DAFs are our default truck to purchase for stock,” explains Managing Director, Michael Boniface, “especially when we’re building speculatively. DAFs give us high rated axle weights and exceptional engineering support. For our customers, DAF vehicles represent
exceptional value for money, deliver strong performance with the 530hp engine and return great fuel economy too.”
“We’ve been working on DAFs for years,” says Michael, “most of our current work with DAF is on the New Generation XF, XG, and XG+ models. We’ve recently received a four-axle chassis but we have yet to install the equipment on it. We’ve mainly been installing our Interstater body on the more readily available 6x2 units, which are geared for lift and tow work, and our Recoverer Trident equipment, which makes use of a lifting boom to increase the scope of recovery.”
Specification is the key “When it comes to selecting the right trucks for us to work on, chassis
specification is key,” Michael adds. “Firstly, we’re looking at overall weight, as the lighter the truck, the greater the payload in terms of lifting capacity. Secondly, we’re focused on axle weights. A 9-tonne front axle is important to us as we add ballast to the front of the truck to maximise stability over the rear. We’re looking to be able to carry 25 tonnes over the rear axles as, with an STGO plate, the operator is permitted to carry this weight at speeds up to 40mph.”
“Even on a single reduction, as we have with the 6x2 DAF units, they’re capable of hauling a 80-tonne train weight, which is a combination of the vehicle and the towed vehicle. The key benefit of the single reduction is improved fuel economy – a great advantage for our customers.”
BONIFACE TRIDENT RECOVERER Boniface Recoverer Trident Equipment features two dual speed 50,000lb capacity hydraulic winches, a top recovery boom rated at 100,000lbs and Boniface Maxireach Lowline model K under-lift boom; the longest, strongest, lowest and most powerful under-lift boom available from Boniface, capable of towing the largest vehicles. Maxireach Lowline under-lift booms are manufactured from specially quenched and tempered high tensile steel providing strength while keeping overall height and weight to a minimum.
Skilled craftsman construct the under-lift to exacting tolerances using methods to reduce deflection and ensure years of smooth operation and service. Each one goes through rigorous inspection and testing to ensure its ability to extend and retract under extreme loads.
Hydraulic legs at the rear of the vehicle include spades which act as ground anchors providing an impressive anchorage during heavy winching operations, as well as stability whilst the top recovery boom is in operation. NYR’s DAFs include additional D rings on the backplate, rear spades and top boom giving the vehicle much more flexibility when winching heavy loads. Boniface Deluxe stainless steel bodywork has been meticulously crafted to include ergonomic design features ensuring that everyday equipment is always to hand.
TRIDENT RECOVERER – IN NUMBERS
Under-lift capacity extended: 9-tonnes
Under-lift capacity retracted: 25-tonnes
Maxireach Lowline K (and H) - extended: 4.38m
Maxireach Lowline K (and H) - retracted: 2.08m
Lowline I - extended: 3.83m
Lowline I - retracted: 1.90m
Negative tilt: -10°
Positive tilt: +7°
Recovery boom
Recovery boom extended: 8.17-tonnes at 30°
Recovery boom retracted: 45.4-tonnes at 30°
Maximum boom angle: 39°
Maximum boom height: 7.59m
Hydraulic boom extension: 5.48m
Winch capacity: 14-tonnes at first layer (EN14492 Compliant)
Cable diameter and length: 20mm x 66m
Cable rating: 28.4-tonnes MBL
“Finally, we want a chassis that promotes good stability. Naturally, vehicle length is an important factor, as is the wheelbase. DAF gives us a 1st to 2nd axle wheelbase of 5.9 metres, which is ideal.”
“While our machines look heavy, our aim is the opposite. It’s no different to a general haulier. If the truck is light, the more payload it can deliver. If the truck is heavy, payload is reduced. That’s why we’re using some of the highest yielding steels available to create the lifting performance we need, while keeping weight to a minimum,” he says.
Though some trucks are manufactured to the ‘house style’, most operators work with Boniface Engineering to customise their body design to suit their needs. The huge variety of equipment, fixtures, finishings and design elements available to customers, puts luxury sports cars to shame.
“Most trucks we produce are highly specialised,” says Michael. “Height can be a big issue for operators and, as such, the design is often built around that. Our customisation capability, however, is vast. The bodies are typically made in stainless steel to minimise the risk of rust from scrapes and scratches. Accessories are placed within the body for practical reasons and stowed ergonomically. An operator may want their most used accessories stowed on the nearside of the vehicle to provide greater protection for the driver working next to live running lanes.”
“We can fit handwashing facilities and heated cupboards to dry out sodden straps. Inverters, to provide domestic household electricity for recharging batteries and tools, are often specified by our customers.”
“Winches are available in a range of tonnage capacities and cable lengths. Standard practice is to fit two 15-tonne winches, combining to pull 30 tonnes.
On our Recoverer Trident vehicles, we’ll usually fit two 20-tonne winches that can be used in conjunction with side and/or rear stabilizers. These have around 66-metres of cable and are useful for accessing a vehicle that has fallen off the road and is sitting at the bottom of an embankment,” he says.”
The working partnership between Neil Yates and Michael Boniface can be measured in decades, rather than years. When combined, the duo have helped to facilitate the recovery of thousands of vehicles in need of assistance.
“We have a long association with Neil,” says Michael, “and he’s a great customer. Not only does he buy our products, but he’s been instrumental in helping us to set up chassis retail streams. It’s always a pleasure to work with Neil and the team, and we’re delighted that our trucks help him to service his customers when they need him the most.”
Words & Photographs: Mike Humble
Substituting the driveline of a modern DAF truck for a First World War vintage aircraft engine wouldn’t strike many people as an obvious way to power a replica of a 1930s speed recordsetting car. But then its creator, Terry Clarke, is by no means a conventional automotive engineer: instead being the largely self-taught son of a haulier who regards what many would regard as an impossible task as an interesting challenge. Unsurprising as his ‘day job’ is running his own car restoration business, where everything from Ferraris and Jaguar XK220s to Mr Bean’s Austin Mini have magic worked upon them.
The spark for this particular project was struck one Christmas when an old girlfriend gave him a book about aero-engined racing cars. These were a big thing in the early inter-war years when powerful and relatively reliable aircraft engines were available from surplus military production. One chapter of the book told the story of
the Napier Railton built by Thompson & Taylor of Brooklands and driven by the renowned world speed-record holder, John Cobb. The company was famous for designing and building various land and water speed-record breakers.
Thompson & Taylor’s Chief Engineer Reid Railton’s most famous creation was the 251 mph ‘Bluebird’ that was piloted by Malcolm Campbell. John Cobb commissioned Reid Railton to build him a car using the 24-litre Napier Lion, 450 bhp aero engine in naturally-aspirated form. The Lion’s 12 cylinders were arranged in a then-novel ‘W’ configuration of three blocks of four on a common crankcase to minimise frontal area. The specification of the Lion was incredibly advanced for the time, with twin overhead-camshafts on each block, and cylinders cast from aluminium when most engines still used iron. When it entered service in June 1918, it was the most powerful engine available to the allied forces.
Cobb’s Napier Railton went on to break almost 50 world speed records in the UK, France, and on the Bonneville Salt Flats in Utah, USA in the space of just four years.
From the moment Terry saw it in the book, he was in love with the look of the car as well as its incredible engineering. Being extremely experienced and capable of working with pretty much every kind of material, Terry soon decided to design, engineer and build his own homage to Reid Railton and John Cobb. Right from the start, he decided this was to be a road-going evocation of the original rather than an exact replica, so a First World War aircraft engine was not going to be suitable, even if it had been available.
Terry had plenty of previous experience with Cummins engines as his haulier father had run a fleet of eight-wheel tippers fitted with the manufacturer’s L10 engines. He was also aware of Cummins’ historic
motor-racing programmes in the United States, so right from the start, he knew the vehicle was to use a Cummins engine rather than an aircraft power-unit. One of Terry’s customers was Paul Foulston, who in retirement dealt with marine engines. Paul had formerly worked in marketing with Cummins, and he approached Cummins at Darlington for assistance with the project.
Terry visited the Brooklands museum armed with a tape measure and notepad to get the dimensions of the original Napier Railton car, which is on exhibition there in the buildings that once housed the Thomson and Taylor factory.
On the first visit, one of volunteers asked what he was planning on doing.
“I’m building a replica car,” Terry asserted, only for the volunteer to
mistake his plans for those of a scaled down model car. Terry smiles when he quips that the staff at Brooklands must have thought he was simple when he corrected them and proudly stated it was a full-scale homage.
With a chuckle in his voice, he recalls: “They stopped laughing when they saw the finished article.”
Cummins took little persuasion to get involved with the encouragement of former PR Director Steve Nendick, and Terry was a bit shocked to find just how committed the company became once the dreams started turning into a reality.
Darlington-based Engineer Bill Lamb, oversaw a great deal of the engineering of the 6.7-litre Cummins ISB engine. A small team of topdrawer engineers at Darlington became involved with developing
the power unit, and all were pleased and proud to be part of a project that wasn’t shackled by environmental and emission criteria - it was all about raw and explosive power this time.
After 15 visits to the Brooklands museum, Terry could turn the plans into something tangible. His own design of ladder-frame chassis would be the backbone, however the rolling and pressing of the steel would be outsourced. Some of the components used or modified for use are simply amazing. The rear axle is Jaguarbased with Land Rover hubs using a high-ratio XJS crownwheel and pinion, while the front suspension uses a Mercedes-Benz design adapted to accommodate a transverse leaf spring. Terry has replaced the original steel spring with a bespoke composite type that is better suited to track-day driving.
A five-speed ZF Eco-Lite manual gearbox with an overdrive top (as used in the DAF LF truck) drives an adapted Leyland DAF propshaft. With the high-ratio crown-wheel, the car is roughly geared for an astonishing 50 mph per 1000 engine revolutions.
The initial standard six-cylinder Cummins ISB engine was good enough to prove the design would work as a rolling chassis, but this was subsequently replaced by a B6.7
unit with a CGI (compacted graphite iron) cylinder block and marinespecification cylinder head.
It was at this point things got really serious as Terry and the small team of Cummins engineers burned a few gallons of midnight oil extracting as much power as the engine could safely produce. As things stand, the engine produces 485bhp with around 1000 Nm of torque: comfortably in excess of the original car’s output.
After nearly ten years and 4500 man hours, the Cummins Railton has gone from an idea sparked by an image in a book to a fully road-legal work of art that turns heads, raises pulse rates and brings traffic to a standstill wherever it goes.
Having been a passenger a few times and been lucky enough to drive it, words cannot describe just how awesome this car really is. What impresses more than anything is
just how ‘up together’ the beast really is. Nothing is Heath Robinson or rough or cost orientated and the workmanship is as good as, if not better, than just about anything you will come across. The car drives so easily and the ride comfort is supple enough to enjoy rolling through traffic and blasting around Castle Combe circuit: it often does both. It’s even blessed with rackand-pinion steering with integral ZF power steering.
Performance can only be described as mind-blowing. You can travel from zero to 150 mph with just one gear-change: only a high-powered Tesla can come close for such instant torque under your right foot. Not only that but the brakes are over-engineered too with massive vented discs front and rear, with manual bias control and stainless steel braided hoses for good measure.
Once you get used to the sensitive throttle pedal, the car just purrs along. Thanks to a well-engineered CTT/Holset turbo and Rotrex supercharger induction package, the noise from the fishtail exhaust is enough to curdle blood on full cry. Even when idling there’s a faint but menacing whistle just to remind you exactly what’s to come should you be ready to quite literally - scream to go faster.
Overall refinement is real top-drawer stuff too thanks to no fewer than eight engine mountings, with the pulley end working as a torque axis locating mount.
In terms of component failures, so far only some twisting of the axle half shaft splines has been discovered and even then, this was only after some arduous track-day antics.
It was also discovered that the extreme hard cornering could aerate the diesel and partially starve the engine of fuel. This was completely cured by adding an extra electronic fuel pump, fitting a swirl pot into the fuel tank pick-up system, and using larger diameter pipework for the supply feed.
The composite front-spring is the only chassis improvement that has been needed since completion, and away from the race track the car has been utterly reliable. Visually, the car is simply breathtaking: beautifully put together using hand-crafted materials and deeply impresses all who come into contact with it.
From the chequer-plate floor panels, and the deeply polished bodywork hand-beaten and tig welded from
sheet alloy using wooden templates, right down to the home-made alloy and nappa leather clad bucket seats, the whole car looks like something a high-end manufacturing company would have been proud to produce, let alone a man in a shed as Terry jokingly describes himself.
Dynamically, even ambling along the country lanes at a legal and leisurely speed, you cannot help being impressed at the refinement and ease of operation the Cummins Railton offers both driver and passenger. It rides no firmer than you would expect from any sporting machine and the low centre of gravity allows corners to be enthusiastically taken with little protest from the tyres or the steering. In fact, the Cummins Railton is just as enjoyable to drive when ambling along as it is in a more spirited mood.
Other motorists take pictures at red traffic lights and roll down their windows to chat or ask questions. Stopping at a roadside café soon has a small crowd of admiring bystanders wandering around the car. Terry is just as happy chatting to small children about the car as he is talking to seasoned car fans with much more knowledge.
When the car appeared at the Goodwood Festival of Speed, many people simply wouldn’t believe it wasn’t built pre-war but in fact is very much a 21st century creation using state-of-the-art engine electronics and software. Terry has cleverly done everything possible to hide or shield all the engine management units and wiring from public view. Not because of anything secretive but purely just to keep the
overall vista faithfully period or retro - and it works effectively too.
Steve Nendick is delighted with the Cummins Railton project, after all the car wouldn’t have existed on this level had it not been for his dogged determination of getting the very best engineering help and support Cummins could offer. He recalls: “It was an honour to work with Terry on the Railton project. Our high-quality B6.7 engine was upgraded especially for the car, and matched the engineering excellence that went into every area of the design. It is a credit to Terry to see how his vision, attention to detail and capability has turned a dream into a reality. It’s a beautiful homage of the original machine it was based upon and is a showstopper everywhere it goes. I for one am deeply proud to have been involved”.
DAF and Kenworth brands are both on offer to operators in New Zealand. In this edition we share a story first published in New Zealand Trucking featuring a very special Kenworth K200 operated by owner drivers Rob and Tania Jeffery.
New Zealand’s Pleasant Point, 19km inland from Timaru on SH8, is best known for steam locomotives, Model T replica rail cars, and Denheath custard squares. It’s the gateway to the Mackenzie Country, Mt Cook and on to Central Otago. In the past 12 months — to the locals, at least — it has also become known for being home to a shiny, gleaming, red Kenworth.
Words & Photographs: Andrew Geddes
Reproduced courtesy of New Zealand Trucking magazine
Often noticed and admired by locals and passers-by, RT Southern Linehaul’s 2.8m K200 Aerodyne, Bad Habit, arrived in May last year, resplendent in Bascik Transport livery.
Owner-drivers, Rob and Tania Jeffery, and their family, call Pleasant Point home, and this year sees 16 years in the transport industry. The new K200 is the fourth Kenworth (the third new example) to join their single-truck operation. Undoubtedly, it’s the most impressive.
“You know the truck gets noticed by locals when you’re queried at the local fish ‘n’ chip shop as to whether Rob’s
home for the weekend and likely out washing the truck,” Tania jokes.
Trucking runs deep in Rob and Tania’s families, Rob’s grandfather, and Tania’s father and youngest brother, all having done time behind the wheel. Rob’s father was a truck driver for companies including Hyslop Blair, Dynes Transport and Dunedin Carrying, hauling stock and logs. At Dynes, he was privileged to drive two of the company’s iconic SAR Kenworths. So, no stranger to the industry, Rob’s driving started at 18.
Rob’s first driving job was hauling logs for Dunedin Carrying, on a 340hp Nissan Shogun longs unit. Next was
a Mercedes-Benz 3235 V-series 8x4 truck and trailer called Red Pine. Keeping things in the family, Red Pine was a hand-me-down from Rob’s dad, a truck he had driven from new. An MAN then followed.
Moving to Dynes Transport, Rob found himself behind the wheel of one of the company’s two Kenworth T650 chip trucks. Unfortunately, that was involved in an accident while in the hands of another driver and written off, and Rob was put on the second one. Anyone who remembers these T650s will know what great-looking trucks they were. But sadly, neither had long lives, with fire destroying the second T650.
Rob then did a stint at Clutha Valley Transport, driving a Kenworth truck and trailer, hauling stock. From CVT, he stepped into his first new truck, arguably one of the standout units of its day, a big-cab Freightliner Argosy and five-axle B-train for O’Brien Laminates, Mosgiel.
By this stage, Dynes had purchased Dunedin Carrying, and Peter Dynes approached Rob with an offer to drive a new K104 Kenworth 8x4 crane truck, which Rob accepted.
In 2005, Rob moved to Christchurch looking for a fresh start and a relationship with Tania, who was Christchurch born and raised. There, he initially drove an IVECO for an ownerdriver at Owens, running to Nelson return, then had a stint at Leif Blair Transport. A brief return to Dynes for the milk season followed – it was to be Rob’s last driving job as an employee.
In 2007, the couple decided to become owner/operators and RT Southern Linehaul became a reality. Rob and
Tania purchased a second-hand Kenworth K100G 8x4 day-cab dropside tipper with split-tip trailer. This was eventually replaced by a 2004 Freightliner Argosy. By now, they were contracting to Rangiora-based 4D Freight, and the truck had been into the paint shop for a freshen-up. The logo and now familiar cab stripe that adorn Bad Habit are a carryover from that design, with a few tweaks.
A move contracting to NZL Transport Group resulted in the cab being
reimaged, but as work changed and contracts dried up, an opportunity arose to work for Brosnan Transport in Timaru. This turned into an eightyear stint with the company. The Argosy was replaced, initially with a new 8x4 K200 2.3 Aerodyne tractor unit, followed by a 6x4 rigid as work requirements changed.
By 2021, it was time to take up new opportunities. Going full circle in their O/D venture, Rob and Tania found themselves back contracting to 4D Freight. Serving contracts with Christchurch-based Bascik Transport, the K200 now runs the company’s familiar red, yellow, and black livery. It hauls a company-owned six-axle TMC curtainside B-train. Running at 54 tonnes, hauling general freight, foodstuff, wool, timber, or servicing Bascik’s extensive warehousing infrastructure and customers, Rob goes
anywhere from Invercargill or Central Otago to Auckland and between.
When spec’ing Bad Habit, the decision to go with the Kenworth product was obvious. Rob’s a fan of the brand. Chris Gray from dealer Southpac handled the finer details – a Cummins X-15 engine rated at 462kW (620hp) and 2780Nm (2050lb/ft), which drives via an 18-speed Roadranger manual transmission. Rob’s previous two Aerodynes were 2.3 models, and notwithstanding some friendly ribbing from his mates about driving a ‘day cab’, he opted for the larger 2.8 cab. Given the inter-island work and being away most of the week, living in the larger cab makes for a much nicer environment. Creature comforts include a microwave, TV, and two fridges.
Externally, twin square fuel tanks, Kentweld alloy bumper, and custom
alloy fill-in panels behind the steps give the tractor a lowrider look. These, and the custom grille, stainless accents, lights, and drop visor, are the work of Chris Stanley from Custom Truck and Chrome. All the other set-up work is by HDPS Engineering and Southpac Trucks.
Regarding final overall imaging, Rob was pretty much given the green light to do what he wanted to make the truck stand out. Tony Bascik’s only proviso was that the Kenworth had to sport the Bascik red base colour and company logos. Graphics, line work and paint protection film were provided by Andrew and Rochelle at Timaru Signs and Graphix.
A bad habit is seldom a claim to fame most would be proud to own, but RT Southern Linehaul’s K200 proves there’s always an exception to the rule!
Words: Pip Dunn
Photographs: Karl Hopkinson
Reproduced courtesy of TRUCKING magazine
SH Group has truck maintenance as its core business and a haulage operation as a sideline, for which owner Steve Holes has recently put two top-of-the-range XG+530s on the road. And they share shed space with a fine collection of restored DAFs from the last 44 years.
Steve Holes loves his job running a truck hire company, a haulage operation and a thriving workshop undertaking maintenance on many trucks in his local area, but he didn’t initially set out to start a transport business.
He’s also a very loyal DAF man. He loves the marque, and his current fleet consists of three DAFs – two brand new and one nearly 20 years old.
I met with Steve at his workshops and yard near Hook, which is near Basingstoke. More importantly for Steve, it is two minutes from Junction 5 of the M3 Motorway, which runs roughly from London to Southampton. That means he has easy access to pretty much anywhere he needs to send his trucks to.
Time-served mechanic
Steve left school in 1986 and trained as
a mechanic, serving his time working at an independent garage and then moving on to a Mercedes main agent. “I’m a truck mechanic by trade,” he tells me. “In 1990, when I finished my apprenticeship, I went to work as a mechanic on mobile cranes until I was made redundant in 1992.”
And that is where his love affair with DAFs started. Steve, now 56, says:
“I was 23 when I bought a 1984 DAF 3300 4x2 tractor unit. I bought it with my redundancy payment and started working containers out of Felixstowe. I then increased my operation by buying a 6x2 Scania 112, which I have to admit, I didn’t really like.”
He sold the Scania in 1992 when he found a 1998 6x2 DAF 95.380 Space Cab. “I bought it from a dealer in Hull. It was up for £13,000, or £14,000 with an MOT, so I took the latter, which was wise as it needed over £1,500 spending
on it to get it through the MOT! Then, before I took ownership, it wouldn’t start, so it needed new batteries as well!”
“I ran it till 1996 when I went back to run the workshop of the same crane company! It then offered me a job to run its outside [maintenance] work for several different hauliers. I built it up to a staff of ten fitters – seven on days and three on nights.”
“We went to do all the maintenance for Brian Currie, maintaining the Hays fleet at Theale, and also worked on vehicles for TNT and British Gas, amongst others. I was based in Reading.”
“I left in 2000 when they wanted to put me on a salary. But although this job is a ‘hobby’ to me, I realised I’d lose £14,000 a year in wages. I wasn’t prepared to take that kind of pay cut, so I resigned.”
Back in the job market, he went to work maintaining the lorries for a small local haulier, Crossways Transport, which ran a fleet of mostly DAF CFs and LFs, and Steve built up its workshop business for outside customers.
“Whilst there, I purchased six tractor units and a 7.5 tonner to rent out – and set up SH Truck Hire. However, three of the tractor units got handed back to me by a customer, and to keep up on the payments, I had to work them, and that is what got me into haulage.”
“I was doing 18-hour days, seven days a week, for four years. But I loved it! Then I took on the workshop of RM Page & Sons in Hook in 2010, and one mechanic. That business grew, and soon we were soon maintaining 250 trucks for local hauliers and as far afield as Bristol, Swindon, and London. We were doing MOTs, six-weeklies and all sorts.”
The RM Page site was then sold, and is now a Sainsbury’s store. Steve was effectively evicted, and as a temporary measure, he had six weeks working out of a friend’s local garden centre before moving into his current site at Cholsey Farm. He has built up the business and now has an extensive portfolio of customers.
The haulage operation
SH Group is still very involved in truck maintenance, and its workshop is a hive of activity on my visit, but it’s the firm’s current – albeit very small – haulage fleet that is of interest. The fleet comprises three DAFs – one, an elderly 55-plate XF 95.430, is used for ferrying trailers to Reading or Micheldever for MOTs, but used on general haulage are two stunning, top-of-the-range DAF XG + 530 FTG tractor units. Painted in metallic blue, they look utterly amazing.
They are used on general haulage, typically hauling curtainsiders or flat trailers. “We do a lot of events work in the summer and also undertake some European work for McClaren,” says Steve.
Both XG+530s have the 16-speed automatic gearbox, but that option has now been dropped, so the next new truck, another XG+530 due in April, will have the 12-speed TraXon gearbox. It will also have more safety features on it, although, like the two already on the road, will retain conventional mirrors.
A third XG+ is on order, and while Steve says he also looked at getting an XD rigid to convert to a living accommodation vehicle, he was put off by the high chassis price.
W16 was the first one ordered, but when the second was ordered, just two weeks later, the price had dropped by £4,000. Such is the volatility of truck pricing
these days. It was all to do with the build slots.
Naturally, Steve does all his maintenance on the two XG+ units and hence does not take out R&M as a rule, although the two new DAFs have come with it.
“Maintenance on trucks for others is my main bread and butter business, but I also offer truck and trailer rental, and the haulage operations are on the side. I now do all the maintenance of BR Saunders’ fleet,” he adds.
The two new DAFs only work for customers for whom Steve does maintenance. Although virtually brand new, they have both accumulated 24,000km. That said, work has quietened down a little now. “A lot of our work is seasonal. But the trucks have to earn when they are out.”
Both drivers love their new trucks, and why wouldn’t they? “They are the best. Literally every option has been ticked,” says Steve. They have the adjustable ‘hospital’ bed, the swivel passenger seat, leather seats and steering wheel, and all the creature comforts a driver would want. The two drivers, one of which is Steve’s son Reece and the other is Phil Lukins, are trampers, so having the biggest cab possible, with all the mod cons, helps them. “The drivers are out all week, so they need the space. SH23 has just got back from three weeks in Portugal.”
Steve says he plans to keep the XG+s, which were acquired through Adams Morey at Basingstoke, for three to four years. “I took my 3300 to the dealer to celebrate its 50th anniversary recently. Like any dealer, we have the odd issue, but it is pretty good.”
The two trucks were delivered quite quickly, and considering they were only ordered at Christmas 2022, they only took 17 weeks to arrive with Steve. W16 was built in Leyland, but SH23 was built in Eindhoven. “I wanted to see the Leyland truck being built, but when I asked, it was too late – it had just been finished!
“There are some subtle differences between the two trucks – the brackets of the fuel tanks are in the wrong place on the Leyland truck.”
Relaxed attitude
Steve has a very relaxed attitude to haulage – “I’m not overly interested in the fuel consumption!” he says, “I just always wanted the best. I always go for the top specifications, the biggest on offer! That said, both the new trucks are proving to be very good on AdBlue consumption, and I’m told they are good on fuel!”
“But they are the full spec, every box has been ticked! They have the handbrake on the front axle and full air suspension. They are also twin steers as well as midlifts. “We rarely run at 44 tonnes, so I don’t notice the unladen weight of the units.”
Steve has been more than happy with the two trucks, “we’ve had no issues other than retro-fitting the TVs in the cab. We’ll take out the top bunks soon and fit additional cupboards.” Both trucks have a 4,150mm wheelbase: “We had a 3,950mm demo, but it was too close to the trailer.”
The 55-plate XF95.430 still has its original engine, which has never been rebuilt. It is currently used for MOT trailer transfers – in fact, Steve had been returning from one such run on the morning of my visit. “It is still used for the odd bit of general haulage when required.”
Steve, who bought the trucks on finance, will soon be taking delivery of a second-hand Culina XF480, which will be the new MOT transfer lorry, which will allow the old 55-plate XF95 to be retired into the ‘heritage’ fleet.
As well as the two top-of-the-range, all bells and whistles XG +530s and the XF95, Steve also owns four other classic DAFs.
That unusual inclusion of the ‘heritage’ fleet is a 19-plate DAF XF530, with the private plate MX13 DAF – it has the MX-13 12.9-litre engine. I say unusual because the 6x2 tractor unit with a manual gearbox has never been worked on the road despite being only four years old. It was one of DAF’s limited edition trucks to commemorate 90 years of the DAF, and this is unit No. 106.
It wasn’t the plan that it wouldn’t work. “I bought it for a driver, but he then handed his notice to leave to travel around Europe and had left before the truck arrived, so I just put it into the store.”
“He was meticulously clean, he’d only ever hand wash his trucks, and never used a truck washer – he did it all by hand.”
“The original order for the truck was an automatic gearbox, I had it changed to a manual at the very last minute. I drive it to shows, and I prefer a manual.” On this truck, Steve didn’t take R&M and the money he saved on it, he spent on its impressive metallic blue paint job.
But because it is so new, MX13 DAF won’t be seen as a classic. The 55-plate XF95 might also be a ‘bit too new’ to be considered a classic – although it is
19 years old this year. However, Steve has three real, top-drawer classics.
One is a D-registration 3300ATi 6x2 twin steer Space Cab with the old F241 cab, which ceased production – at least initially – in 1987 when the 95 series came on the scene. For the record, it was later revived briefly in 1990/91 for the shortlived 3200. D909 FPR, which dates from 1986, has been to many shows; in fact, it was at the Retro Truck Show in September when I met Steve to set up my visit.
Getting parts for old trucks is almost always something of a challenge. “I scour the internet looking for bits, and when I needed an exhaust for the 3300, I found one from a chap doing up a 3600, but it took me three years to get my hands on it!”
The 3300 is fully road-legal, and MOT’d,
but Steve is careful about who can drive it. It’s too valuable to be left alone by someone who doesn’t know how to handle such an old vehicle.
Next is G272 WPX, a relatively rare original 95 series in this day and age. In this case, it’s a 95.350 FT with the flat roof sleeper option. It’s painted in the same livery that DAF – and Leyland DAF as the model was marketed in the UK –was launched back in 1987.
“This truck had two owners from new. The second was an owner-driver who drove it for its first owner! It only had 294,000km on the clock and had been maintained by Adams Morey at Portsmouth. I first saw it in 2015, but it took me five years to finally get my hands on it!”
“At first, he didn’t want to sell it on its own – it had a polo trailer with it, and
he wanted to sell them both as a job lot, which was no use to me as I didn’t need or want the trailer. Eventually, I bought it when I found a buyer for the trailer, so I effectively only paid £5k for the unit, which was a bargain. I even drove it back to my yard and did an MOT on the trailer before I moved that on.”
It had been painted twice, including once into Harrods livery. But it’s now back in the red, white and blue DAF demo livery of the late 1980s. It has air suspension as well. “I had to spend a little on it, such as for new tyres and the repaint. The fuel tank was also rotten, and I couldn’t find a replacement for it at first. I found one in the Netherlands–the only one left in Eindhoven, but that cost me £1,500. When I got it back, I discovered it didn’t have the right brackets, and it was a 580-litre tank, not the 500-litre one I wanted, so I had to make new brackets for it!”
The first show for the 95.350 was Gaydon in 2021, parked next to the 3300. It didn’t go to Gaydon in 2022, but both were there in 2023.
When the new XF480 arrives to take over the XF95’s role as MOT truck, the XF95 will be stood down and then sit nicely in between the 95.350 and the 2019 XF530 in Steve’s collection of old DAFs.
One truck that is undergoing restoration, and so yet to be on this show scene, is a cracking 1980 V-plate DAF 2800 4x2 tractor with a sleeper cab. It won’t be long before this old DAF is ready to be taken to shows.
“I wanted to take it to Gaydon for the next Retro Truck Show, but I can’t attend as it’s my daughter’s birthday. But at least that means there’s no rush to get it done for this year.”
“The truck was re-cabbed in 1995 and has a later cab with no windows in the bunk area, but I have a spare cab with the windows. I’ve also accumulated a lot of spare parts for it.”
So are there any DAFs Steve wants to add to his collection? “I’d like a 2500 4x2 tractor unit. I was offered a 2500 8x4 tipper, but it’s too big to store. I would also like to get hold of an original CF85 4x2 model. I used to have 85.400s on W and 51 plates, which were bulletproof. I once had a CF85.380 uprated to 430hp.”
“And one truck I’d love to have is one of the Cummins-powered 95.500s.” These were a shortlived model introduced by DAF in 1994 to rival Scania’s R143.500 and Volvo’s FH16.520 and to give DAF a foothold in the 500hp sector, because the DAF 11.6-litre engine couldn’t go above
430hp it used a Cummins 14-litre engine rated at 500hp. It was also the DAF that launched the Super Space Cab, the biggest cab on the market at the time. Very few were sold because they were only available as left-hand drive 4x2s, but when the Super Space Cab was offered on the more conservative 95.430, which could be a 6x2 and right-hand drive, DAF had a winner.
Steve Holes is dedicated to DAF, and apart from that brief use of an old Scania R112, which he never really got on with, and once owning a couple of Volvo FH500s, he’s been loyal to the Dutch brand ever since. He knows them inside out, and they deliver for him on his haulage exploits, while his classics garner lots of interest when at shows, and it’s easy to see why.
He’s certainly a poster boy for DAF’s trucks!
Words: Ronnie Hitchens
Photographs: Karl Hopkinson
Staffordshire-based waste disposal, skip hire and bulk haulage operator, Potteries Waste, has taken delivery of a new DAF XDC 450 FAD 8x4 tipper. The all-new DAF is among the first DAF XDC multi-axle chassis to be delivered to UK customers and joins a DAF-exclusive fleet of more than 20 vehicles. Potteries Waste has ordered a further two XDC vehicles, with delivery in spring.
Benefiting from a low kerb weight, large approach angle and high ground clearance, DAF’s new XDC has been optimised to provide operators with the very best on and off-road performance for specific operations. Appealing to ‘vocational’ operators in the construction and utility sectors, the XDC is the latest model to emerge from the International Truck of the Yearwinning DAF XD range.
Supplied by Motus Commercials in Stoke on Trent, Potteries Waste’s XDC will return to the dealer for all repair and maintenance work as part of the operator’s fleet-wide contract.
The cab design of the all-new XDC was a major selling point for Potteries Waste. The firm currently maintains a fleet of previous-generation DAF CF tippers, as well as DAF LFs for domestic skip hire services.
“The new cab in the XDC is excellent,” said Ron Garlick, Managing Director of Potteries Waste. “It’s not only more spacious and more comfortable than before, but the large windows make for greater visibility. We also opted for the full media system to encourage safe driving and to help us to retain and recruit drivers. Behind the wheel, it’s a far superior place to be than the outgoing model.”
“Although we’re not yet able to make a judgement on the long-term efficiency of the XDC, we’re very happy with the low kerb weight and initial fuel returns from the new DAF.”
Potteries Waste Driver, Kevin Boulton, was full of praise for the new XDC. He said: “The cab is a vast improvement; the all-round visibility has made a massive difference and it’s a lot quieter in the cab. I’d say that, ride is more
responsive than my previous CF450 FAD, too. Put simply, it’s an amazing truck with a luxury feel, which appears built to go the distance.”
“We always receive a first-class service from Andy Ridgway and Jimmy Lockett at Motus Commercials in Stoke,” Ron adds. “We’ve built a close working relationship with them and it’s a pleasure doing business.”
In a departure from the usual steel body supplied by Boweld, Potteries Waste has fitted the XDC with an AJ Hayton aluminium body. Its versatile design allows the company to diversify the services it provides. A factory PTO is always specified and automatic tail gate and Edbro tipping gear are fitted to every Potteries Waste tipper truck. Initially, the truck is being used to deliver aggregates from local quarries directly to customers.
Words: Richard Simpson
Photographs: DAF Trucks
Equipment that will be a compulsory fitment on all new trucks and trailers registered across the European Community from July of this year could save more than 25,000 lives by 2028, but Brexit means some differences for British operators and drivers. As ever, DAF is ahead of the game, as Richard Simpson reports.
Eight new systems will become, compulsory in the EU from July 2024, and a further three will follow in phased introductions in 2026 and 2029 under the second phase of the EU’s General Safety Regulations. The 2024 systems have been compulsory on new truck types launched from 2022, and so some of them are already standard or optional equipment on new trucks today, and some are also already found on passenger cars.
This year’s introductions are:
1) Emergency stop signal: Pulsing brake-lamps or similar which indicate to following traffic that the vehicle is decelerating hard.
2) Reversing information: Technology, such as camera or sensors, to give the driver an overview of objects and people behind the truck.
3) Tyre-pressure monitoring system: A system that monitors tyre pressures and reports tyre-pressure loss in real time to the driver (TPMS).
4) Intelligent speed assistance: A system that actively monitors speed and alerts the drivers if they are breaking the speed limit, to encourage them to slow down.
5) Blind-spot information system: A system that warns the driver of vulnerable road users riding adjacent to the truck or crossing in front of it.
6) Moving-off information system: A system that warns the driver of vulnerable road users in front of the vehicle before driving off or when driving slowly.
7) Alcohol interlock installation facilitation:
A standardised interface for alcohol interlocks (breathalysers) in vehicles. The actual breath-testers that prevent the driver from moving off until a ‘clean’ test has been recorded will not be a compulsory fitment.
8) Drowsiness and attention detection: Safety systems to assess the driver alertness and warn the driver to take a break when needed.
2026 will see distraction recognition and prevention systems made compulsory. These systems will be capable of recognising the level of attention a driver is paying to a situation and warn the driver to be more alert, if necessary.
Three years later, two new requirements will be introduced: improved directvision and an event data recorder.
Because of Brexit, these systems won’t be compulsory in Great Britain yet, but
DAF has made its new GSR compliant advanced driver assistance systems (ADAS) standard on all XB, XD, XF, XG, and XG+ models built from the beginning of this year, although operators here can choose to delete the features – at least for the time being.
Here’s how DAF has met the requirements with its innovative technical solutions.
At the front of the vehicle a camera and a new radar mounted under the grille work together to differentiate between vehicles and vulnerable road users ahead, warning of their presence and, if necessary, triggering the advanced emergency braking system (AEBS).
The new Drive-off Assist function detects and warns the driver of any nearby vulnerable road users DAF’s Side & Turn Assist uses twin radars mounted on the nearside to warn of pedestrians, cyclists or vehicles that are in the vehicle’s blind spots,
including all the way to the back of the trailer.
The Event Data Recorder has been introduced ahead of the legislated date by DAF. This records images and data when the AEBS brake warning is activated or if the DAF Side & Turn Assist is triggered. The Event Data Recorder can be downloaded by DAF Dealers.
Speed Limit Recognition informs the driver about actual speed limits and warns in case of speeding, while the existing Lane Departure Warning System helps to avoid dangerous situations by warning of potentially unintended lane changes.
Tyre Pressure Monitoring, previously offered as an option on New Generation DAF models, becomes standard fit with this change. Another existing feature on all DAF models, which is being mandated by the GSR, is the Emergency Stop Signal which alerts other road users by flashing
the hazard lights when the truck decelerates strongly.
A new Rear View Camera, mounted on the back of the truck shows what’s happening at the rear on a display in the cab. DAF has also gone further than required by legislation by offering High Beam Assist as an option, automatically dipping the high beam when other vehicles are oncoming or ahead.
New features are also introduced to further enhance safety related to the driver. The new DAF Drowsiness Detection assesses the driver’s alertness and warns when a break is needed, while a preparation for an Alcohol Interlock is available to facilitate the installation of a device that must record a negative alcohol test before the engine can be started.
Patrick Dean, DAF Director and Chief Engineer, said: “DAF is leading the
way in both passive and active safety systems. Unmatched direct and indirect view, superior cab strength and class-leading ergonomics are now combined with a full suite of new Advanced Driver Assistance Systems to further strengthen our leading position in the field of safety. This is not only of the highest importance of the owner and driver of our series of New Generation DAF models – but also benefits the safety of all other road users. With the new technologies we are setting a new industry benchmark in terms of safety for sure.”
Operators have by and large welcomed the new GSR safety features. As well as the obvious safety benefits, there are a plethora of initiatives such as CLOCS and FORS, which mandate additional safety measures and operators have long been requesting
the necessary devices to be built into the truck by the manufacturer. Not only are they better integrated into vehicle systems, but they are covered by the manufacturer’s warranty and maintenance packages should they go wrong. ADAS is an effective turnkey solution to these requirements.
Phil Moon, Marketing Manager of DAF Trucks, said: “Most fleets appreciate the benefits of safety systems but do want them fully OEM-integrated, so we expect the majority will welcome the new GSR items as standard fit.”
“And, as London’s DVS standards are tightened so that trucks with less than 3-stars require the fitment of a Progressive Safety System, operators of new DAF vehicles will be pleased to know that the DAF Drive off Assist and the DAF Side and Turn Assist features meet the requirements defined for the Progressive Safe System.
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
and maximise vehicle availability. Out on the road, our legendary DAFaid
assistance service provides the leading average roadside assistance time in the industry.
Our light commercial vehicle parts range is quickly expanding to include service items and fast-moving parts for all popular van makes and models.
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 o ering competitive prices without any compromise on quality and longevity.
WE SUPPLY THE FOLLOWING PRODUCT GROUPS FOR LCV
BRAKE PADS
BRAKE DISCS
BRAKE CALIPERS
OIL FILTERS
AIR FILTERS
FUEL FILTERS
MIRRORS
WIPER BLADES
DRIVE BELTS
TIMING BELT KITS
CLUTCHES
FLYWHEELS
GEARCHANGE CABLES
HEADLAMPS
REAR LAMPS
BULBS
STARTER MOTORS
ALTERNATORS
COIL SPRINGS
ROAD SPRINGS
Mintex Brake Pads o er:
• Optimum performance
• Increased e ciency
• Durability
• Ability to withstand high temperatures and excessive wear
• Innovative technology
• Exceeds Regulation 90 (ECE R90)
WITH OR WITHOUT WATER PUMPS
TRP kits o er 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.
• Extensive vehicle coverage
OTHER GROUPS ARE CONSTANTLY BEING ADDED TO THE RANGE
• All products end-of-line pressure tested
• 100% Guaranteed Performance
• Backed by TRP warranty
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.
We o er a range of clutches for popular LCV including:
• Ford Transits
• Mercedes Sprinters
• VW Transporters
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 o ers a comprehensive range of gear control cables that cover all popular light commercial vehicle applications.
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, o ering OE quality filtration covering all LCV applications.
The TRP range features varied lighting for LCVs including:
• Headlamps
• Rear lamps
• Indicators
• Additional lighting for all popular LCV
All product is sourced from a market leading distributor of automotive parts and lighting products.
• Quality units
• Good range coverage
• No Surcharge or core return required
• 2 year warranty
• All products extensively tested
The ECO and AirFLEX+ ranges of wiper blades from Lucas are available
Depending on your needs TRP/Philips 12v Lighting o ers a choice of high quality bulbs which are an important factor in road safety.
• Quality OE bulbs supplied through the UK TRP programme
• Vision, VisionPlus, X-TremeVision
• TRP 2nd Line Bulbs from Philips
• Quality all metal construction
• Ultra quiet operation
• All weather performance as the rubber withstands high and low temperature variations
• Lucas Automotive have over 140 years experience in the automotive trade
• TRP coil springs from the world’s largest manufacturer
• Manufactured from high quality spring steel
• Advanced zinc phosphate and epoxy powder paint surface treatment
• Save on replacing coil spring too often by choosing quality over price
• 3 year warranty on wire springs
4WD & LIGHT COMMERCIAL VEHICLES
• Parabolic, multi-leaf and composite springs available
• Springs are manufactured to OE matching quality
• The range covers all popular
QUICKLY IDENTIFY THE BULBS YOU NEED FOR YOUR LCV VEHICLES
• 100’s of Quality Parts in range
• Extensive vehicle coverage
• Excellent wear protection
• 2 year warranty on tapered springs vehicle marques
• All products thoroughly tested
• Compliant with vehicle manufacturer requirements
• Exact Precision Fit
• High levels of quality and reliability
• Backed by TRP warranty
• Aerodynamic spoiler for increased downforce – improved performance
• All weather performance
• Natural rubber compounds resists high and low temperatures
• Easy to fit by following QR code on box to video link
Each SWF wiper benefits from a wear indicator and Duotech+ rubber for an extremely silent wipe, superior wiping at all temperatures and superior durability for improved blade life.
• Coverage rate of 98% of the European vehicle parc (BUS, LCV & Truck)
• No 1 OEM supplier in Europe
• German production: all fast movers are made to OE specifications, including spray bars and adaptors
• Original adaptors for easy and fast fitting
DELIVERED BY
The Progressive Safe System (PSS) from Durite meets the new Direct Vision Standard (DVS) Phase 2 released by Transport for London
From the 28th October 2024 the new Safety permit & PSS will be required on 0-2 star HGV’s.
Now the details of the Direct Vision Standard (DVS) Phase 2 have been released by TfL, Durite have finalized the make up of their kit to fully comply with the new directive.
These part details are now available from TRP and pre-orders are being taken for delivery in January/February.
THE KIT CONTAINS:
• Camera Monitoring System (CMS)
• Active Sensors (Blind Spot Information System (BSIS)
• Moving Off Information System (MOIS)
• Left Turn Speaker
• Blind Spot warning Sign
• Class V & VI Mirrors
THE DURITE SMART AI PSS MEETS THE DVS PHASE 2 REQUIREMENTS SET OUT BY TRANSPORT FOR LONDON (TFL).
From 28th October 2024, all 0-2 DVS star rated HGVs over 12T travelling through Greater London will need to install a Progressive Safe System (PSS) before applying for their DVS Safety Permit. Durite are leaders in vehicle safety and a FORS Associate. Using our expertise in Safety compliance and regulations, we have developed a range of All-in-One Safety systems to comply, record, and or live stream with DVS Phase 2.
MIRRORS Class
can now be replaced by an ECE R46 approved Camera Monitoring System; or a combination of them can be used.
NEARSIDE CAMERA
Nearside camera must completely eliminate the remaining vehicle blind spot at the nearside.
This kit is built to the highest standard and uses our best-in-class mobile AI digital video recorder. Footage is primarily stored on the tamper proof hard drive, and in the event of an accident, all data is automatically locked in a separate folder to prevent them from being overwritten. This system is type approved, comes with an extended 2-year warranty and installation services are available nationwide.
The Durite Progressive Safe System includes:
• Active AI Blind Spot Information System (BSIS) and Camera System that completely eliminates the nearside blind spot
• Active AI Moving Off Information System (MOIS)
• 7” High Definition Monitor
• Visual and audio driver warning
• Left turn pedestrians and cyclists audio warning
• Blind spot warning sign
SIDE SENSOR DETECTION
Sensors must ensure full coverage down the nearside of vehicles and trailers, and must not activate in relation to roadside furniture.
FRONT SENSOR DETECTION/ MOVING OFF INFORMATION SYSTEM (MOIS)
HGVs must have a front sensor system that activates on a proximity information signal detecting pedestrians or cyclists.
All DAF Trucks are designed and built to deliver the highest standards in safety, efficiency and reliability. DAF Genuine Parts are specifically designed to maintain maximum performance output and vehicle uptime, whilst protecting the residual value of your fleet.
Using a state-of-the-art inventory management system, all DAF dealers have the right parts for your truck readily available, so when your trucks need maintenance, choose DAF Genuine to maintain your operational efficiency.
• DAF Genuine uses market leading cleaning and inspection technologies
• DPFs are cleaned and restored to perform in line with original DPFs
• DAF Genuine cleaning saves you fuel costs. Clean DPFs mean less active regenerations and unnecessary fuel burn
• DAF Genuine cleaning removes 300g–450g of soot and ash per clean leaving only 2% in the DPF. Competitor cleaning leaves up to 93%
• DAF light and infrared inspection technology verifies the high quality clean of each DPF
• DAF Genuine identifies DPFs that could cause expensive emissions system damage
• DAF Genuine cleaning ensures back pressure is as new. Competitor cleaning back pressure is up-to 60% higher
• DAF Genuine testing supports vehicle emissions compliance by measuring catalytic performance
• Highest standards of automotive quality. ISO 14001, ISO 9001 and IATF 16949 certified
• DAF Genuine cleaning leaves only 0.31 litres of water in the DPF. Competitor cleaning leaves up to 3.78 litres which may damage NOx sensors
MICHAEL JONES, DAF PRODUCT MANAGER RESPONSIBLE FOR EXHAUST AND AFTER TREATMENT PARTS FOR DAF TRUCKS UK VISITED THE DPF CLEANING FACILITY TO FIND OUT WHY THE SPECIALIST DAF CLEANING PROCESS OUT-PERFORMS THE COMPETITION.
The DAF Driver Challenge is one of the highlights of the DAF calendar. Working with the amazing DAF team of Dealer Driver Trainers to pull this event together is a joy, and meeting and hearing from the finalists really brings home the diversity of transport and the ups and downs which come with it. Drivers really are unsung heroes.
The competition brings drivers from far and wide and from all sectors of the industry - like Forest Gump says, “You never know what you’re going to get”. Strangers at first, and a little hesitant, but by the end of the competition, friendships have been forged and there are plenty of smiles along the way. But now it will soon be time for us to find the successor to last year’s winner, Colin Court, and for him to hand over the crown to the next King or Queen of the road. Maybe that person is you!
The DAF UK and Ireland Driver Challenge 2024 is now open for entries. It is a multistage search to find the nations’ very best truck drivers. The fourth edition of the driving competition follows a highly successful event in 2022, when Colin Court emerged as the all-round best driver and was crowned DAF UK and Ireland DAF Driver Challenge Champion.
The DAF Driver Challenge is open to drivers (with a clean C+E licence) of any vehicle marque. And they can register now at: https://drivers.daf.com/en-gb
From the online entries selected, drivers will be invited to one of ten regional heats around the UK and Ireland. From those heats, an elite group of 20 finalists will battle it out at a two-day final in the autumn.
That final selection of 20 drivers will go head-to-head in a series of challenging practical and knowledge-based appraisals; the winner being crowned DAF UK and Ireland Driver Champion. Under the direction of myself and fellow DAF Driver Trainer Ron Smith, on and off-road driving challenges will be scored alongside theory and knowledgebased assessments.
The champion driver will also progress to the Europe-wide DAF Driver Challenge in 2025 which, following similar local country events, sees drivers from across the continent gather for a major international competition.
So, if you think you’ve got what it takes, now is the time to prove it!
Stay safe! Mandy x
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 Rob Fitzgerald who, along with Mark Bullock, is a DAF Dealer Driver Trainer at Lancashire DAF.
Rob has enjoyed his varied career to date. He spent 16 years as a European coach tour driver and enjoying many different holiday destinations. Spending so much time away from home, he encouraged his then girlfriend (and now wife) Linda to do her PSV test so she could come and work alongside him. She did and has since also taken her HGV test. In 1998, Rob was runner-up Coach Driver of the Year for Leger Holidays, and he and Linda did it again as Crew of the Year 2005.
Since working at Lancashire DAF, Rob has recruited his brother-in-law, Nigel who is a technician, and his friend’s son as an apprentice technician, who is now in his third year.
Rob’s daughter Amber is an apprentice at Leyland Trucks in the Human Resources Department.
Rob works alongside Mark Bullock who is also a Dealer Driver Trainer at Lancashire DAF and Rob values Mark’s support in getting the role, finding his feet and for all the help during his time at Lancashire DAF. Both Rob and Mark have recently completed their ADR Driver Training certificate.
Rob hasn’t lost his love for foreign travel and away from work he and Linda love to visit new places. They are looking forward to visiting Dubrovnik and Split in Croatia this summer.
Q: When did you first join Lancashire DAF, and what was your first job there?
A: I joined Lancashire DAF in April 2016; my role was to check in all new vehicle deliveries. In 2018, I started the DAF Driver Vehicle Handover Specialist training and then continued with further courses to become a certified DAF Dealer Driver Trainer.
Q: What did you want to be when you were at school?
A: Whilst I was at school I had several parttime jobs, which included setting up a fruit and vegetable market stall three mornings-aweek, working at a Unipart distributor and as a butcher. I wasn’t sure what I wanted to do and spent five years in the building trade.
Q: When did you take your HGV licence?
A: I gained my HGV in 1992.
Q: What do enjoy most about your role?
A: I enjoy delivering new vehicles to customers and showing them all the features. We have a great team in the sales office, including my wife Linda who works in Sales Administration and also helps out delivering vehicles.
Q: Do you have a top tip for a driver getting their new DAF?
A: I always get drivers to download the DAF video app with lots of driver tips on fuel efficient driving and how to get the best from their new vehicle.
Q: What car do you currently drive and if money was no object what would you have?
A: I drive a Toyota Yaris. I would love to have a red Ferrari.
Q: What other responsibilities do you have within your role at Lancashire DAF?
A: Every day is busy and never the same. I move vehicle chassis between bodyshops and carry out test drives. On site we have a conference and training room and we often get fleet customers coming along for training.
Q: If you weren’t doing this, what would your ideal job be?
A: I would really like to sell VIP coaches, band buses, and executive motor homes.
Any hopes that Brexit might mean the Government doing away with the Driver CPC, at least for drivers on domestic work were dashed when the Department for Transport instead announced that it would introduce a two-tier scheme, with the existing arrangements carrying on for international work, and a National DCPC reformed to take into account the opinions expressed by operators and drivers for the rest.
The DfT argues that a reduced rate of accidents involving trucks, coaches and buses, since its introduction, indicates that periodic training for drivers is effective, but it has taken onboard criticism of the current inflexible training regime and may for example spilt the current seven-hour training modules into two threeand-a-half hour blocks, plus make it easier for returning drivers to gain the qualification.
What remains unaddressed though is the actual quality of the training delivered: is it useful and interesting, or just a box-ticking exercise?
Feedback from operators and drivers is mixed: it certainly seems that you get what you pay for, and this year will see yet another potential bottleneck in periodic training, as drivers who missed it during covid struggle to get their hours in before their current cards expire.
If the DfT claims that overall the truck accident rate has fallen, then that can only be a good thing: but it appears that there are two particular kinds of accident where drivers, whether well-trained or not, are often left as the whipping boy for failures which may have started further up the management chain.
We are talking bridge strikes, and shed loads. The former rarely cause fatalities, but often cause massive delays and expense, while the latter all too often can cause not just delays, but also injury and death.
As far as the Traffic Commissioners are concerned, employers who just blame the driver for either incident are in for a rude awakening.
Kevin Rooney, TC for the West of England, says that every bridge strike he deals with is not just a failure of the driver, but also the transport manager who sent, or allowed, the driver to go down that route.
So, the driver will face a driver conduct hearing, but his employer and transport manager may well face action against their repute and operator’s licence at a Public Inquiry.
The standard response from operators in both bridge strikes and shed load incidents has been to sack the driver concerned, and present this in legal proceedings as an effective remedy against the incident being repeated.
Such excuses no longer wash: the transport manager concerned may well be asked why he was letting the driver plan his own route?
Was the driver just blindly following a car sat nav and ignoring warning signs?
Why hadn’t the company provided the driver with an approved safe route or equipped the vehicle with a truck-specific sat-nav and shown him how to use it?
The TM after all is responsible for the safe and legal running of the transport business, and part of that has to be keeping trucks on a safe and legal routes.
The same applies to shed loads… while they are the driver’s responsibility, that responsibility is also shared as far as the TC is concerned. Has the driver been properly trained to secure that particular load type, is the vehicle suitable to carry it, and has the driver been issued with the correct and sufficient equipment to secure the items in question?
Called to a driver conduct hearing, the TC is likely to give the driver a surprisingly sympathetic hearing if he suspects his employer has not trained and equipped him properly.
The submissions that the operator made during the related public inquiry will very likely be shown to the driver at the conduct hearing. And here’s where things can get very sticky for the employer, who by using phrases like ‘instant dismissal’ in explaining how the driver was dealt with, may well be offering the driver an open goal at an employment tribunal.
Which brings us back to Driver CPC training. The first step an operator can take in protecting its reputation against this kind of damage is by ensuring that the training drivers receive is relevant to the job, effective and engaging. The cheap solution of packing drivers off to a classroom where someone drones through a seven hour Powerpoint of generic slides may tick a legal box, but it doesn’t provide either drivers or employers with much of value.
DAF is introducing a special edition of its New Generation trucks: the Efficiency Champions. With extremely low CO2 emissions, a very low VECTO score, reduced toll rates and lower TCO the DAF XD, XF, XG and XG+ continue to win important awards. Most recently for the industry’s lowest fuel consumption. Meet the Efficiency Champions!
WWW.DAF.COM/EFFICIENCY-CHAMPIONS
