HEAD TO HEAD – THROUGH THE AGES We pitch the DAF 95 against a modern XF. These 6x2 rigs might be 21 years apart, but both promise to stand the test of time

HEAD HEAD TO

1996 DAF 95.400 VERSUS 2017 DAF XF530

DAF loyalist H Askey has evolved its business over time, mirroring the subtle change that characterises its favourite marque

WORDS: BOB BEECH / PHOTOS: TOM CUNNINGHAM OPERATOR OPINION

ROB ASKEY DIRECTOR, H ASKEY “We are a relatively traditional transport company. We run a diverse  eet and have moved away from the mainstream market over the years – the big logistics companies set the agenda there and it is very dif cult for smaller operators to compete. We run crane-equipped vehicles, specialist step-frame and low-loader trailers along with lighter vehicles, and operate across Europe when required.

“Being in something of a niche market we take great care with the speci cation of our vehicles and equipment. I want them to meet our exact requirements and remain in service for a long time. We buy new and late-used vehicles as required and put a strong emphasis upon vehicle presentation. We have kept the same basic livery for generations, adapting it slightly to  t the larger cabs of modern vehicles. People tell me that it works well and our trucks are instantly recognisable out on the road, which is exactly what we are aiming for, so we must be doing something right.

“We take the same approach with the suppliers we deal with. DAF has been a major part of the  eet for many years. My late father bought the  rst one in 1980 – until then he had been a loyal Leyland customer, although my grandfather preferred Bedfords.

H Askey director: Rob Askey has been purchasing DAFs for many years and appreciates the good service they give him

“Dad actually worked for Leyland as a regional service engineer and knew a lot of people in the organisation. After he returned to the family business, he went on a factory trip to Leyland and saw the then-new Freighter 16-ton rigid. He wanted to buy one there and then, but the dealer said it was not available and he had to buy the old Clydesdale model.

“He protested, but they still refused. They took him for granted and then said that he wouldn’t buy anything but a Leyland. This was a red rag to him and so he rang the local DAF dealer, who had a new 2100 rigid in stock, and bought it straight away. He had a new Hiab crane and a body tted and the rst the Leyland dealer knew about it was when a brand new W-reg DAF came into their yard to have the tachograph calibrated. They soon realised their mistake. We still have this truck and it will be restored in due course.

“It turned out to be a fantastic truck and was the rst of many more DAFs. We still buy other makes as well, but DAF remains our rst choice.

“The old 95.400 is part of the furniture here – we refer to it as the Dutchess. It has been a fantastic workhorse. Dad bought it for me to drive when it was 18 months old and having a 400hp was a big step up from the previous 95.310 I had. It turned out to be the last truck I drove full-time. It went all over Europe, often with indivisible loads, sometimes doublemanned. It came out of full-time service about six years ago, but I would have no hesitation in going to Spain in it tomorrow. The driveline is totally original, even the clutch is untouched. It’s done in the region of 2 million km. I always looked after it and drove it properly. Even though it’s a manual synchromesh box, I hardly ever used the clutch to change gear on the move. The new ones are far more advanced and they give us very good service, but they don’t have the presence of the old 95. I only realised just how rare they are when I was driving up through Holland. Dutch drivers of all ages were waving, ashing and taking pictures, so I thought we better take care of the old girl.

“Our local DAF dealer provides very good support. Bob Stringer, head of sales for Motus Commercials in this area, does a fantastic job. He has great technical knowledge, a genuine interest in the industry and is one of the main reasons we stick with DAF.”

ON THE MARKET

The tremendous success of DAF in both the UK and European truck markets in the last 25 years is the stuff of legend – competitors look at its market share with wonder. This year the business celebrates 25 years of continued leadership in the UK heavy truck market and it doesn’t look likely to lose that crown anytime soon. It might be thought that a certain arrogance could have set in by now

VEHICLE SPECIFICATIONS

Manufacturer Model

Chassis Leyland DAF, Eastern Bypass, Thame, Oxfordshire, OX9 3FB 1996 FTG 95.400, 6x2 twin-steer tractor unit, with rear air suspension and Space Cab raised-roof sleeper cab 3,950mm wheelbase, plated GVW 22,360kg (23,270kg design), plated GCW 38,000kg/44,000kg (design 44,000kg/60,000kg STGO Cat 2). Front-axle steel suspension plated/design 7,100kg. Full air-suspended rear bogie (ECAS 6-bag), with aftermarket full-lift conversion, positive second steer-axle, bogie plated 16,200kg, split 6,000kg/10,170kg (originally at 38,000kg GTW) now 17,600kg at 44,000kg GTW. 295/80R22.5 tyres all round. Leyland DAF 1346 single-reduction drive-axle with diff-lock, 3.31:1 ratio standard. Aftermarket fuel tank and top tank, upright exhaust stack, sliding fi fth wheel

Engine Leyland DAF WS295, 11.6-litre, Euro-2, 6-cylinder in-line, turbocharged and intercooled, 130mm stroke x 146mm bore, with mechanically controlled fuel injection pump and injectors. Exhaust brake, road speed limiter

Maximum power Maximum torque

Gearbox 401hp (295kW) at 2,000rpm 1,640Nm (1,210lbft) at 1,300rpm

ZF 16S-220 manual 16-speed, direct-drive, synchromesh range-change and splitter

Ratio spread Brakes

Cab

Purchased Current mileage 16.47:1-1.00:1; reverse 13.32:1 Dual circuit, air-operated drum brakes, with automatic slack adjusters, asbestos-free linings, load sensing on drive-axle, spring parking brakes on fi rst and third axles, air drier. Late production vehicle fi tted with AB5 F249 medium roof Space Cab, with four-point air suspension, twin external lockers, mechanical tilting, external sun visor, fullair defl ector kit, under-bumper spoiler and additional lamps, heated mirrors, tinted glass, headlight washers. Interior – air-suspended seats, twin bunks, night heater, electrically operated roof hatch, electric windows both sides. Integrated temperature control (ITC standard on Space Cab). 0ight heater, carpeted fl oor, pull-out table in dash, adLustable steering column, 12V power point, overhead and underbunk storage. Intelligent warning system monitoring all major functions, and an electronic (analogue) tachograph. Additional equipment – roof-mounted spotlights, beacons, worklights, and air horns

Used when 18 months old 2 million km DAF Trucks UK, Haddenham, HP17 8LJ 2017 XF530 FTG 6x2 twin-steer tractor unit with Super Space Cab high-roof sleeper cab 3,950mm wheelbase, plated GVW 26,000kg (27,000kg design), plated GCW 44,000kg (60,000kg STGO Cat 2). Front-axle steel suspension, plated 8,000kg (other options available). Fully air-suspended rear bogie (6-bag electronic control), load transfer and full lift on second steer-axle. Bogie plated 19,000kg (split 7,500kg/11,500kg). SR1344 single-reduction drive-axle with diff-lock, 2.53.1 (others available). Optional aluminium wheels, 490-litre aluminium fuel tank, and 90-litre integral plastic AdBlue tank on n/s front mudguard, batteries in back of chassis, sliding fi fth wheel, side-skirts, aftermarket full-width catwalk DAF MX-13 390. Euro-6d, 12.9-litre 6-cylinder in-line, turbocharged and intercooled with variable geometry turbocharger and high-pressure common rail fuel system. Emissions controlled by cooled EGR, DPF and SCR catalyst exhaust with AdBlue. Exhaust brake and optional MX engine brake with cooled actuator 530hp (390kW) at 1,675rpm 2,600Nm (1,917lbft) at 1,000-1,460rpm in top gear, 2,500Nm at 1,000-1,421rpm in all other ratios ZF TraXon 12-speed constant mesh, automated with manual override. Direct-drive top gear. Automatic and manual non-eco modes (dependent upon confi guration). Automatic clutch control, forward and reverse manoeuvring modes. Eco-roll freewheel function 16.68:1-1.00:1 EBS-controlled, air-operated disc brakes with ABS, ASR and Hill Hold. Safety systems include lane departure, AEBS, stability control, adaptive cruise with distance control. Smart cruise with GPS control Super Space high roof sleeper cab, with four-point coil springs (air optional). Manual hydraulic tilt, galvanised steel front bumper and under-run protection, twin external lockers, full defl ector kit, optional skylights in roof, additional driving lights, external sun visor, heated and electrically adjustable mirrors. Interior – twin bunk layout with access ladder for top bunk, electric roof hatch with fl y screen/ blind, extensive underbunk and overhead storage, pull-out fridge. Air-suspended driver and passenger seats with optional luxury leather trim on seats and door panels. ATC automatic temperature control with conventional night heater and short stop auxiliary heater. Infotainment system with radio/media, navigation, Bluetooth for phone and other devices. Driver/vehicle performance monitor and trip computer, alarm and immobiliser. Plus air horns, top and bottom light bars, beacons, and work lights Used as an ex-demonstrator 375,000km

and at certain times it has encountered mechanical issues with some models, but generally speaking the organisation works together to put things right and retain customer loyalty.

The other great question about the Dutch/UK-based manufacturer is how has it managed to keep using the same basic cab designs for three decades, or more in the case of the XF? Others have had as many as three changes of designs in that time and still fail to sell the number of new trucks every year that DAF achieves consistently. Probably the answer is due to the overall lack of change in the organisation as a whole – the personnel both at manufacturer and dealer level tend to remain with the organisation in the long-term.

Operating systems and customer services might be updated and rened, but the basic concepts it offers remain the same. DAFaid and ITS, the international equivalent, are both recognised as among the best. The system might creak at times due to the sheer volume of trucks in service, but generally customers are kept happy in the long run.

The dealer network is very big and pretty much unchanged in terms of locations. Money is invested in new premises and facilities, but most of the country has a DAF dealer close by. The dealer network has the advantage of a huge truck parc to build its businesses, and they offer a great parts service for both the DAF brand and virtually all other makes, along with trailer parts and a huge range of other components. All of this gives operators more reason to deal with the dealer and DAF on a regular basis, which strengthens relationships and inevitably makes it easier to sell new and used vehicles to many customers.

All of these factors have allowed the manufacturer to build market share and hang on to customers. Also, the truck range is pretty comprehensive,

with a huge range of different models and specications for nearly every application from 7.5 tonnes upwards.

One sector that DAF does struggle with is the very high-power tractor unit market, with its highest-rated MX13 engine topping out at 530hp at present. A case could be made for a 15- or 16-litre engine to take on the Swedes and Germans in the 600hp-plus market. But just how many extra trucks would DAF actually sell and would it really justify the considerable level of investment to develop a bigger motor, especially with legislators and market forces leaning towards low-emission electric and gas-powered drivelines? Possibly one factor might make it happen, the gradual move towards multi-trailer combinations, running at weights well in excess of 40/44 tonnes in a number of European markets. This might force the Dutch manufacturer’s hand, but it would take some hard bargaining with

senior management at Paccar to get the necessary funding to begin with.

Continuity and consistency are at the heart of the DAF story. This makes it quite interesting to look back at the original development of the 95 range, since the company was a very different operation back then. It had just extricated itself from International Harvester ownership and needed a partner to help fund the development of a new cab that would replace the long-serving design  tted to the 2800/3300/3600 range. This came in the form of the Cabtec alliance with Spanish company Pegaso, part of Enasa, that had also been linked with International for a while. The companies joined together to design and build a new cab range and the agreement worked well

“It turned out to be a fantastic truck and was the fi rst of many “ more DAFs

for some time, with Seddon Atkinson the third user of the design as part of Enasa. This alliance came to an end when Iveco bought Pegaso and DAF became the sole user, and ultimate owner, of the cab range.

The  rst 95 models were introduced in 1987, but we didn’t see many of them in the UK until 1988. The range was a radical departure from the old model, with a new chassis, a striking cab and many other fresh components. The basic WS 11.6-litre engine was carried over from the old range, but it gained cross- ow heads and other modi cations to boost power and reduce fuel consumption. The  rst ratings were 310hp, 350hp and 380hp. This basic engine design was introduced in 1968 and  tted to the revolutionary 2600 range, in place of a licence-built version

of the 11.1-litre Leyland 680. DAF had worked closely with the Lancashire manufacturer for a number of years and the DAF engine shared a number of design features with the British design. It was ironic that DAF should go on to take over Leyland, later get into  nancial dif culties, restart operations, eventually come under American ownership and then assemble trucks for the UK and other markets at the old Leyland facility.

The 95 was greeted with great acclaim and became popular in many markets. But as with many new products, there were issues and early versions could be troublesome, though the company stuck with it and got things sorted. For a period, it introduced a revised version of the old models badged as 2900/3200 for operators who felt that the new 95 was just a bit too fancy for some applications, and this went down well with a number of big UK  eets. By the early 1990s the next generation 95s were unveiled, with revised engine ratings, a new cab interior and other detail changes, and this gave the range a kickstart. Also, the introduction of the 75/85 medium/heavyweight gave the company another weapon to win over  eet buyers, allowing the 95 to be repositioned in the marketplace.

The 95 featured here came from

the latter end of this period, just before the superb XF95 was launched in 1997. The XF, with the new XEC 12.9-litre engine eventually rated at up to 530hp and heavily revised Space or Super Space Cab, really turned heads. It gave DAF a machine to take on the likes of Volvo and Scania, increasing market share and expanding the customer base. The old 11.6-litre engine had served the company well – the engineers had done a tremendous job, taking it from a basic 230hp DIN (about 220hp by modern standards), to 373hp in the 3600, then 380hp in the  rst 95 and eventually onto 400hp and then 430hp in later versions. It was able to meet the Euro-2 emission regulations with a mechanical fuel injection system, which was welcomed

“The modern cab is so much bigger, better insulated “ and equipped

by sectors of the market sceptical of complex electronic systems.

They were reasonable performers, too. The torque output was a little down on some of the best in class at the time, but the engines were quite good on fuel, easy to work on and capable of big mileages if looked after properly. Put simply, they earned a lot of money for both truck operators and DAF, and paved the way for future models. Making a lot out of relatively little is a Dutch characteristic, the hard-working population have reclaimed a lot of their country from the sea. The long history of DAF’s  rst big diesel engine echoes its approach to the modern-day truck range, especially cab designs. Come up with a really good design and keep on updating it for as long as possible. It works for an awful lot of truck buyers.

THE TEST OF TIME

Climbing into the 95.400 was a real step back in time. It’s probably about 18 years since we last got behind the wheel of a pre-XF model 95, with its blue cab trim, relatively large steering wheel and fl at dash, along with the raised centre section between the seats. Access is easy enough, the steps are well placed, as are the grab handles. The fl oor line is considerably lower than with the later XF versions and the cab is shorter without the extra insert in the sidewall behind the seats.

Vision, particularly in urban areas, is probably slightly better than the new models in certain respects, because the driving position is quite a bit lower. As a result there is plenty of headroom for even the tallest, but some drivers do seem to disappear slightly behind the wheel of a 95 – its almost as if they need to sit on a cushion. The dash layout is pretty simple, with a spread of analogue gauges, rocker switches and a bank of warning lights on the left-hand side. Compared with a modern digital dash, it looks a bit like the control panel for a piece of older industrial equipment, which I suppose it is in a way.

The blue trim dominates, with a few lighter panels to break things up. Crosscab access is reasonable by the standards of the day, but it’s no fl at fl oor, and the raised fl oorline of the modern :F makes all of the difference. There is a reasonable amount of room and the absence of an overhead locker on the passenger side makes it possible to stand in the footwell. The bottom bunk is very low-mounted and nowhere near as thick and wide as the modern version. We seem to remember that you lay in the bunk, rather than on the bunk in a 95 – that was certainly the case in the pair of 95.430s we drove back in the day. The engine fi res readily, no electronic pre-check is required, and the steel throttle and brake pedals need a good prod to make things happen. The 11.6-litre engine is responsive enough, with a nice gruff exhaust note from the upright stack. Relatively low overall gearing and plenty of ratios in the 16-speed manual box keep the driver busy. The gearshift is easy enough. DAF abandoned the double H shift used in the previous range when the  came out in 1. At fi rst, it used a rotating/lifting collar to operate the range change and splitter, but moved over to separate rocker-type switches on this facelift model.

Compared with a modern electronically controlled vehicle, everything literally feels mechanical, which is satisfying in a way, but takes more effort and concentration to use effectively. The steering is relatively

low-geared and requires quite a bit of arm work with the large diameter wheel, so you have to make more of a conscious effort to direct the truck than with the modern XF. Also, noise levels are higher – there is far more vibration that we remembered, although you must appreciate that this truck has done a lot of work in the last 20-odd years. From the outside, it’s immediately obvious that there is far more ground clearance with the 95.

Contemporary reports and tests back in the day complained that the bumper and underspoiler were vulnerable, unlike the modern spoiler were vulnerable, unlike the modern XF, with its front under-run protection and XF, with its front under-run protection and aerodynamic styling. The bottom of the 95 aerodynamic styling. The bottom of the 95

bumper is almost level with the top of the headlamps on the new truck. Also the front towing pin is more exposed and accessible – trucks must have got towed more frequently in the 80s and 90s. People often say that the main part of the cab shell is identical to the later generations of heavyweight DAFs over the past 33 years. Well, you can identify certain parts, such as the windscreen side panels and other details, but the modern cab is so much bigger, better insulated and equipped it is car-like compared with the original 95. DAF’s designers and engineers really have done an excellent job when you see just how far they have come with the design and it shows what an advanced concept the original Cabtec designers came up with, especially when you consider that they initially put pen to paper when the world was a very different place.