COMMERCIAL MOTOR: DAF CF370 FAN 6X2 ROADTEST

ROAD TESTED: DAF CF370 FAN 6X2 A DISTRIBUTION ESTABLISHED 1905

SOLUTION

DAF’s 26-tonne CF delivers for hauliers on every level

AT THE HEART OF THE MARKETPLACE

THE MARKET LEADER DAF’s CF has an option for every occasion

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FEATURE

ROAD TEST

Variety show DAF leads the way with the number of variants it makes available to suit the most demanding customer. CM takes a look at a CF by way of example

Images: Tom Lee

By Colin Barnett

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DAF CF370 FAN 6X2 3

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FEATURE

ROAD TEST WHEN IT COMES to choice, we’re more with the 18th century poet William Cowper, who said “variety is the very spice of life” than with Henry Ford. Ford’s insistence on one colour choice was great from the supplier’s perspective but not so good for the consumer. The more choice you have, the more chance of getting something you like, be it food, clothes or magazines about carp fishing. In the case of trucks, a comprehensive options list increases the chance of an effective fleet engineer specifying the best vehicle for their individual operating circumstances.

Although we haven’t spent these dark winter evenings with a calculator trying to prove it, it is a reasonable assumption that DAF has the greatest number of theoretical model variants of any of the Big Seven manufacturers. This is true of the lighter-weight LF and the long-haul XF, but especially so of the CF, which fulfils the multitude of roles in the middle ground between those two. We reckon there are nine basic rigid chassis layouts and eight tractors. The rigids range from a simple 4x2 to a trio of 8-wheelers, a regular 8x4, and 8x2s with second and fourth steering axles, one in a tridem configuration. Then we come to the 6-wheelers, a conventional 6x4 and a selection of 6x2s with most

Power graph 340

Engine Graph: MX-11 270

320 300 280 Power (kW)

240 220 200 180 160 140 120

Torque Power

100 6,000

10,000 14,000 18,000 22,000

Engine Speed (rpm)

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Torque (Nm)

2,900 2,700 2,500 2,300 2,100 1,900 1,700 1,500 1,300 1,100 900 700

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permutations of twin and single-tyred trailing axles and steering axle positions possible.

That’s just the chassis options. Fortunately, when it comes to cabs, you can take a breather while deciding between the Day Cab and the Sleeper, both with the same roof height, or the higher roof Space Cab. But don’t relax too much, as you still need to choose the driveline. The options are the MX-11, with 10.8 litres of capacity, and the 12.9-litre MX-13, larger physically and in swept volume. In the CF, the MX-11 has three ratings from 300hp to 450hp, with the MX-13 overlapping to offer another three ratings from 430hp to 530hp. The standard transmission offering is the latest ZF TraXon automated manual, in 12- and 16-speed versions, although you could insist on a

Vehicle specifications Vehicle DAF CF370 FAN 6x2 Cab Sleeper Cab Engine Paccar MX-11 270 in-line 6-cylinder with 4 valves per cylinder and common-rail fuel injection. Euro-6c emissions via AdBlue selective catalytic reduction (SCR) and exhaust gas recirculation (EGR)

Bore x stroke 123 x 152mm Capacity 10.8 litres Compression ratio 18.5:1 Maximum power 362hp at 1,600pm Maximum torque 1,900Nm at 900rpm to 1,125rpm (top gear) 1,800Nm at 900rpm to 1,400rpm (other gears) Transmission ZF TraXon 12-speed direct-drive automated manual

Gear ratios 16.69-1.00:1; reverse, 16.92-2.87:1 Final drive ratio 2.21:1 Clutch 430mm single dry plate with automated operation Brakes Disc brakes, with full EBS and Advanced Emergency Braking

Parking brake Pneumatically controlled spring brake acting on second axle Secondary brakes MX integrated compression brake, max 340kW at 2,100rpm Brake dimensions 432mm disc diameter x 45mm width Chassis Bolted and riveted ladder frame Frame dimensions 310mm x 90mm x 7mm Body specification Don-Bur 29ft curtainsider with Dhollandia DHRM.20 1,500kg tuckaway tail lift Suspension Front: parabolic leaf springs with stabiliser bar. Rear: air with lifting third axle Steering Variable power-assisted recirculating ball Turns lock-to-lock 5.2 Wheels and tyres 22.5 x 9in Alcoa Dura-Bright wheels with Goodyear 315/70xR22.5in tyres Fuel/AdBlue tank 430/45 litres Electrical system 24V negative earth return Battery/alternator 2 x 175Ah/80A

Plated weights GVW 26,000kg, GCW 38,000kg front axle 8,000kg, mid axle 11,500kg, rear axle 7,500kg

manual. Keeping on trend with the fashion for downspeeding, final drive ratios start at a seriously relaxed 2.05:1.

Our test truck on this occasion had the boxes ticked to make it a CF370 FAN, a 6x2 with a single-wheeled lifting and steering tag axle. The actual vehicle was a little out of the ordinary in that, instead of spreading the word of DAF, it was liveried up to draw attention to the Transaid charity.

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DAF CF370 FAN 6X2 5 Test weights

14,525kg

11,475kg

■ Kerb weight 11,475kg (including 75kg driver) ■ Body/payload allowance

14,525kg

Acceleration (seconds)

kilometres per hour

60 44.9

40 26.8

20 0

Under the hood Truckspotters have a big clue to help identify from afar which engine is fitted. If it has an MX-13 engine, it has one extra step up to the cab, which means ours has an MX-11 370, the middle rating of the five. Slightly confusingly, the engine is called the 270, referring to its output in kilowatts. The double overhead cam, 24-valve engine design is right up there with the state of the art. A cylinder block and head in compact graphite iron gives a good strength to weight balance, with a composite oil sump, integrated inlet manifold and a discrete oil module all helping the weight and tidy appearance. On the induction side, a variable geometry turbocharger provides the air for a common rail injection system operating at up to 2,500bar. Emissions to the latest step C version of Euro-6 is by the usual SCR/EGR package.

The transmission fitted to this truck is the 12-speed, direct top version of ZF’s TraXon gearbox, with an overdrive top and 16-speed options available. Not long ago, our final drive ratio of 2.21:1 would have been considered pretty optimistic with 14hp/tonne, but with down-speeding bringing engine characteristics to match, it seems perfectly normal now. Aiding the downFor today’s news, visit commercialmotor.com

19.1

A B C A) 0-80 B) 32-64 C) 48-80

speeding strategy, the engine develops an extra 100Nm of torque in top gear (top two gears on overdrive top gearboxes) to keep it rolling at low engine speeds.

One feature we hadn’t previously tested in real life is the Silent mode, now in full production. At speeds up to approximately 30mph with the Silent button engaged, engine power and speed through the gears is reduced to limit noise levels, while the reversing alarm is also silenced. Certainly there were no complaints as we left our overnight stop at 6am, although the ground level bedrooms may have been illuminated by the impressive LED headlamps.

The body is a nicely built curtainsider from Don-Bur, meeting the EN12642XL spec for load restraint, with the familiar Dhollandia tuckaway tail-lift. DAF has fitted a useful lockable storage box on the nearside of the chassis, which keeps straps and the like out of the cab lockers. Both AdBlue and fuel tanks are also located on the nearside, unfortunately so far apart that it requires fine judgement to be able to fill both of them without moving the truck.

At the wheel The DAF’s interior contains a lot of brown, which makes a change from black and grey. The luxury seats are trimmed in two-tone leather with two armrests apiece, COMMERCIAL MOTOR

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FEATURE

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ROAD TEST

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DAF CF370 FAN 6X2 7

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FEATURE

ROAD TEST

and commendably, both have height-adjustable top mounts integrated. The door panels are a mix of hard brown plastic with cognac fabric inserts, while the soft-feel dash is trimmed with the finest walnut plasticus.

The instrument panel is a bit more stylised these days, but still admirably clear, and it’s good to note that the major unit on the speedo is mph, none of that nasty foreign stuff here. There’s a combined dash dimmer and interior light off switch, which reduce the annoying reflections in the mirrors in the morning darkness. When the sun did come up, the driver’s side roller blind was a boon against the low winter sun.

The excellent mirrors neither need nor get any fancy tech, although the CF’s traditional door “window-withina-window” frame would be intrusive if it weren’t for the fortunate fact that, at least in our case, it lines up perfectly with the mirror edges.

The driver information display is located in the centre between the two main dials and is controlled by a rotary “mouse” knob located by the driver’s left knee, and like all of the controls is chunky enough to be operated by any size of hand.

The steering wheel spokes incorporate the phone and audio controls on the left, and the various cruise control functions on the right. To the left of the main switch panel and above the hazard light switch is a lonely looking blank position, designed for mounting a mobile phone as part of the DAF Truckphone Bluetooth phone system, which has a SIM-only option available if operators don’t want drivers using hand-held devices. Its microphone and speaker are mounted above the screen, near the tachograph.

The tail-lift master-switch is located by the driver’s right knee, where it is accessible from outside when you walk to the back and remember you’ve forgotten to turn it on.

Out of hours When that driver information display counts down towards zero hours remaining for the second time that day, but you’re not going to get to your own bed, you want to know that a degree of comfort awaits. Unfortunately, if it’s your lot in life to drive a distribution 6-legger, you’re probably not going to be spending the night in a Super Space Cab, but that doesn’t mean you have to slum it.

True, it might be easier to swap seats in the CF sleeper by getting out and walking around, rather than clambering over the engine hump, even if it does have a helpful step indent on the driver’s side, but after 270 minutes at the COMMERCIAL MOTOR

wheel, you probably need to stretch your legs anyway.

On models with the MX-11, the engine hump is level with the seat cushions, so at a push you could even have a snooze in a day cab. In this low-roof sleeper, you’ll probably spend most of your off-duty time in the passenger seat. Although the bunk is at a good height for sitting on, the lack of headroom would swiftly give you a stiff neck.

For your entertainment while sitting there, you could place your portable device on the big flat area on top of the dash, plugging it in to the extra USB socket dedicated to gadget charging, as well as the 24V 15A DIN and 12V 5A cigar lighter sockets. The other entertainment source is the large screen infotainment unit, which features truck specific sat-nav, Bluetooth streaming, AUX and USB ports, but not the fashionable CarPlay system. Obviously catering for the Dutch market, there’s a double-width ashtray available near the lighter socket.

Security

In-cab noise 90 80 70 60 54.6

50

Good sleep?

Other than height, the bunk area is acceptably spacious, and the Xtra Comfort mattress should ensure a good sleep. The bunk area has a flexi reading lamp and a control panel on the right controlling night heater on/off and temperature, central locking and interior lights. This example did have another curtain on the rear wall and,

✔ ✖ ✔ ✖ ✖ ✔

Engine immobiliser Alarm Central locking Deadlocking Secure bonnet Locking fuel cap

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57.8

60.7 61.8

48.2

A

B

C

D

E

Operational costs

Make and model Parts prices: headlamp

oil filter

air filter

front bumper

mud wing windscreen turbocharger Warranty: basic cover, years/km

DAF CF370 FAN 6x2 £783 (LED option) £45 £96.67 £255 Supplied by body builder £2,367 £4,167 Two years whole vehicle, three years driveline

Contract maintenance: Included per year, based on years at 80,000km/year, min eight inspections/year

Service points 139

Renault D 320 6x2 £278 £31 £79 £750 £221 £928 £1,900 24 months full unlimited mileage

Full R&M package for two years/160,000km per year 29

Volvo FE 350 6x2 £469 £23 £82 £936 Supplied by body builder £258 £1,275 12-month warranty plus 12-month Asset Care (bumper-tobumper)/unlimited £2,568 (Gold)

87

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DAF CF370 FAN 6X2 9

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FEATURES

ROAD TEST Hill climbs

DAF CF370 FAN 6x2

Monmouth Hill (A40 2.5km)

Wantage Hill (A338 2.2km)

AdBlue* DAF CF370 FAN 6x2 (Sleeper Cab) 5.90% *AdBlue consumption as percentage of diesel used during road test

Fuel economy mpg/(litre/100km) DAF CF370 FAN 6x2 13.86 (20.4)

8.89 (28.8)

8 6

10

9.49 (29.7)

10

8.30 (34.0)

8 6

A

B

4

C

11.73 (24.1)

12

12

10.88 (26.0)

10

4

14

miles per gallon

miles per gallon

12

Volvo FE 350 6x2

13.70 (20.6)

14

miles per gallon

14

Renault D 320 6x2

10.27 (27.5)

9.70 (29.1)

On the road

8 6

A

B

4

C

A) Overall (369.3km) B) Motorway (117.8km) C) A-roads (251.5km)

A

B

C

Average speed: km/h (speed limiter: 85km/h) DAF CF370 FAN 6x2

100

Renault D 320 6x2

Volvo FE 350 6x2

100

100

84.1

61.4

58.0

40 20 0

A

B

C

60

59.7

54.3

40 20 0

A

B

A) Overall (369.3km) B) Motorway (117.8km) C) A-roads (251.5km)

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83.2

80

76.0

C

kilometres per hour

60

80 kilometres per hour

kilometres per hour

80

60

60.5

58.0

40 20 0

intrigued, we pulled it aside to reveal a window offering an unrestricted view of the front of the body.

There is no real storage in the bunk area, although there were some coat hooks hidden behind that curtain.

Under-bunk lockers comprise one full-size and one horizontally split, the lower half having external access through DAF’s traditional large lid that over-promises.

Between them is a cool box with a small fridge. The main storage consists of two shallow net-fronted trays above the screen and a big storage tray with cupholders at the front of the engine hump.

A

B

C

The first thing you notice when you fire up the DAF CF is the noise. There really isn’t any to speak of at tickover, the reading inside the cab on our sound meter of 48.2dB(A) being little more than the ambient noise outside. When working hard, the engine does gets a bit more throbby, but is never intrusive.

Selecting D on the chunky rotary switch to the left of the heater control panel instructs the latest ZF TraXon transmission to proceed. This it does with smooth and well-considered gearshifts, the test track sprint from standstill to 50mph involving just three changes, from the initial 3rd to 6th, then 8th and 9th. TraXon is still new enough for us to be monitoring its performance and the underlying software is certainly far more responsive than AS-Tronic ever was.

The overall gearing given by the direct-drive top and the 2.21:1 axle ratio saw level road cruising at 50mph with just 900rpm on the rev counter, at which speed there was still usually another 50rpm in hand before the first downshift. If you don’t have the effective predictive cruise control engaged, which we preferred not to do on some of the more challenging country roads, the right-hand stalk makes it easy to briefly override the truck’s preference.

Although manufacturers’ staff are no longer allowed to carry sharp sticks and cattle prods to encourage the For today’s news, visit commercialmotor.com

DAF CF370 FAN 6X2 11 journalist at the wheel to drive more efficiently, DAF’s demo driver Mandy Wannerton was always alert to the potential for improvement. Fortunately, predictive and adaptive cruise control parameters are easy to change via the steering wheel buttons.

The service brakes and steering are unremarkable, just getting on with their jobs without issue. TheE 3-position engine brake feels a bit stronger than the average, with a forced downshift to get into the blue zone a stalk push A away. The 20m turning circle given by the steering third axle is good without setting any records. Although fitted with steel front suspension, the ride is surprisingly resilient.

And so to fuel use. Overall, the CF recorded a highly creditable 10.88mpg, which is only around 1 mpg behind the only Euro-6 18-tonner we’ve tested on the same route.

The motorway section saw an impressive 13.86mpg, although we felt that maybe a few more horses would have been optimal on the more hilly A-road sections. It just failed to complete the benchmark climb north out of Monmouth on the A40 without a downshift. AdBlue consumption of just under 6% is par for the course. n

Test results

Access to cab III Bunk IIII Dash layout/controls IIII

Driving position IIIIII Storage III

Fit and finish IIIIII

(perceived quality) Visibility IIIII

Ride comfort IIIIII Steering and handling IIIII

Gearshift IIIII Lugability IIIIII Braking IIIIII Noise IIII Performance, engine IIIIII refinement and gearing Manoeuvrability IIII

Fuel economy IIIIIIIII Payload IIIIIIIII

Cost of ownership IIIIIIIII

Total 82/100

How we score: Each of the above scoring criteria has been weighted to reward vehicles that push the boundaries of expectation.

A score of 50% means the test subject has hit our expert’s industry-wide basic standard for that class of vehicle, be that on seat comfort, engine performance or fuel economy.

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Vehicle dimensions (mm) D

G

B

K

C

J

F

L

I H N

a) Overall width 2,490 (over wings) b) Overall length 11,990 (excluding body) c) Overall height 2,790 (excluding air deflector) d) External cab length 2,200 e) Internal cab width 2,110 f) Internal cab length 2,050 g) Internal cab height 1,160 (over engine tunnel)

M

h) Step heights 400, 390, 400 i) Cab floor height 1,190 j) Engine cover height 440 k) Internal height 1,050 (above bunk) l) Bunk 700 x 2,045 dimensions m) Wheelbase (OAS) 7,500 n) Front overhang 1,370 o) Rear overhang 3,120

O

E C

A I

In the mirror We’re not saying that the vast choice of available options is the most significant factor in DAF’s continued success in the UK sales charts, but the ability to choose exactly the right specification for the job has to help. It’s possible to spec a CF cab to cater for everyone from a Royal Mail Christmas relief night trunker to the most sybaritic owner-driver. On the technical front, the range of permutations of engine size and power, gearboxes and final drive ratios, and chassis layouts will please the pickiest of fleet engineers. The only potential problem with this micro-managing of vehicle specifications is that you might end up with something too focused to suit the second owner.

DAF wouldn’t deny that its approach to embracing new technology is conservative. It doesn’t rush into fitting new technology until it is ready for its customers, and its customers are ready for that technology. However, this test demonstrates that practically all the latest tech is there and working well, doing what it should, delivering a safe and efficient operation.

You might not expect an unashamed workhorse like a CF distribution 6-wheeler to set standards in comfort. But although this example was specified towards the higher end of the luxury spectrum, with its leather seats and fancy trim, the underlying levels of refinement that even a basic fleet CF would have are impressive. The drivers delivering the goods no longer come off second best to the reps selling the goods.

DAF’s continuing perception as the most British of the Big Seven, together with its DAFaid support network, which remains the industry benchmark, are undoubted assets in the minds of operators. However, its ongoing position as UK market leader in every sector in which it competes is just as much to do with its ability to give customers exactly the truck that they need.

82%

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DAF CF PURE EXCELLENCE

Unmatched versatility

Versatility is what distinguishes The New CF from other trucks in its class. Fast and easy fitting of superstructures shortens bodybuilder throughput times and reduces build costs. The new PACCAR MX-11 and MX-13 engines deliver market-leading power while the high-performance TraXon gearboxes offer excellent manoeuvrability. What’s more, the redesigned cab has clear views on all sides. For distribution, long-distance haulage or bulk transport, The New CF delivers Pure Excellence.

A PACCAR COMPANY DRIVEN BY QUALITY