TRUCK IN SERVICE SPECIAL DAF CF & XF ESTABLISHED 1905
AT THE HEART OF THE MARKETPLACE
THE INDUSTRY’S ONE STOP
DISTRIBUTION SOLUTION
DOUBLE DUTCH DELIGHT Our expert spends a week behind the wheel of DAF’s CF and XF
DAF’S INTERNATIONAL TRUCK OF THE YEAR WINNING COMBINATION
2 OPERATIONS TRUCK IN SERVICE
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INTRODUCTION 3
Hands on experience My name is Bob Beech, and I work as a freelance journalist for CM and other specialist road transport publications. I first started as a writer back in 1985, which makes me relatively old! I grew up in a family transport business in South Wales and used to go to work with my father from an early age. I started driving cars, vans and trucks around the yard when I was nine and drove 7.5-tonne vehicles from the ages of 17 to 21. The first heavy truck I drove full-time was a 1972 AEC Mercury 26-tonne artic; I suppose a very distant cousin of a modern DAF via a series of sometimes fractious marriages. I later went on to drive in the UK and the Continent, and have tried my hand at most types of work, including specialist machinery and plant haulage. I spent a decade or so selling new trucks, but still managed to fit in quite a bit of driving when time allowed, and I still drive on a regular basis for a couple of local companies. Road transport has changed beyond all recognition since the 1970s, but one thing remains true, the input of the driver can still have the greatest effect on vehicle profitability. The only really effective way to find out just how good a truck is, has to be to work it for a week or more, especially if this is part of a commercial transport operation – transporting customers’ goods to numerous destinations. Workload and likely routes to be travelled can change in an instant, road transport is after all, the ultimate service industry, and the truck operator can only respond to customer demand and do as they wish. In these situations, the best trucks are those that are able to cope with almost any type of load, road and weather conditions. The operator and driver rarely have to consider if the truck is capable of carrying out the task, they send it in the certain knowledge that it can handle the job regardless. I was reminded of this last year, when I was able to try a pair of DAF demonstrator tractor units for a couple of weeks. I put them both into service with a friendly local operator, drove and slept in them, and the trucks did everything that was asked of them. I carried out a mixture of local, medium- and long-distance work, pulled a variety of trailers and was impressed by the overall performance and adaptability of both tractor units. The first DAF I put to work in the cold, dark gloom of winter, was a New Generation XF480 FTG 6x2, which spoiled me with its well-equipped Super Space Cab. And then later in the summer, I tried out a New Generation CF450 FTG 6x2, powered by the surprisingly effective MX11 engine and with the high roof Space Cab. Bob Beech, freelance journalist
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Crowd-pleaser We find out if the updated DAF XF is still as popular with drivers and operators alike, particularly in terms of engine performance
Images: TNigel Spreadbury
By Bob Beech THE LATEST VERSIONS of the well-proven DAF XF and CF ranges were introduced in 2017. While the same basic cab shells have been retained once again, the respective drivelines have been extensively updated and reworked to both improve performance, fuel economy and long-term durability. The changes were considered radical enough for the Dutch manufacturer to win the International Truck of the Year 2018 award with both ranges, despite the original cab designs dating from 1987 for the XF and 1992 for the CF. Over the years various journalists and commentators have questioned the decision to stick with the original cab designs, but the ongoing success and popularity of the DAF product in the majority of markets, especially the UK, shows the manufacturer does understand its customer base. There can be few C+E LGV drivers in the UK who have yet to spend at least a day or so at the wheel of a DAF tractor unit, even if it was just as an agency driver with a well-worn CF that had been through the hands of dozens of other drivers, let alone an XF Super Space Cab with all the toys. The one characteristic almost all the versions share is that they are user-friendly, aided by a straightforward control layout. And even the base models have a reasonable level of comfort. As a result, driver acceptance has always been good, and the manufacturer has updated the design and specification in response to market demand and the activities of the competition. The same applies from an operator’s COMMERCIAL MOTOR
perspective. The complete DAF range generally meets the needs of most operators, and it is possible to tune the specification for numerous applications. Generally the trucks do a good job. DAF tends to follow a fairly conservative path in terms of technical innovation, introducing updated technology only when it has proven itself and has shown to offer tangible long-term benefits. But the policy has changed slightly with some aspects of the latest models’ drivelines, particularly in terms of engine performance characteristics and final drive ratios. Another key feature in the manufacturer’s long-term success is the relative strength and stability of the dealer network and the practical and effective aftermarket support services it offers, particularly parts supply and roadside breakdown cover. Obviously, there are operators who would disagree with these statements and have had issues, but overall we find DAF tends to have more satisfied customers than most of its competitors. The truck we drove for nearly two weeks was a dealer
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DAF XF 480 5
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6 OPERATIONS TRUCK IN SERVICE demonstrator, lent to the operator by the local agent, rather than a carefully prepared press fleet vehicle. It had just 28,000km on the clock when it arrived and was remarkably free from knocks and scrapes. It pulled a mixture of fridge, curtainsider and Euroliner trailers of various heights, all within the UK, on a mixture of routes ranging from the West Country to central Scotland, at gross weights between 26 and 44 tonnes.
Chassis layout and specification The New Generation XF480 FTG 6x2 Super Space Cab twin-steer tractor we tested looks similar to the outgoing model. From the outside, the most visible differences are the additional metal strip on the sun visor and the extra brightwork on the slightly redesigned grille and bumper. Other clues are the smaller exhaust system mounted on the offside, which frees up space for a hydraulic tank or other equipment, and a new air deflector kit design. By the end of the trial period we have become quite adept at spotting the new models, and have even received respectful knowing nods from other New Generation XF drivers. The positive twin-steer layout follows early versions and retains a mechanical linkage via the proven system of relay arms and steering idler, rather than having a hydraulic system that relies upon sensors on the front axle and a hydraulic ram acting upon the second steer. This would free up chassis space and reduce unladen weight a little. While hydraulic steering systems are used on certain DAF rigids and generally work well, the mechanical system is
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well proven and meets most operators’ needs, although we do notice the XF has a relatively poor lock compared with most competitors. The 490-litre aluminium fuel tank is mounted on the nearside, as is the 90-litre plastic AdBlue tank, which is shaped to fit between the cab floor and the wheelarch. The well-proven six-bag rear air suspension is also retained. It was redesigned when the original Euro-6 models were introduced, has a design rating of 19 tonnes split 7.5/11.5 tonnes, which is more than enough for most applications, and works well. The electronic control system has been updated, with greater control over imposed axle weights with optional dash display, and weight transfer to aid traction at reduced speeds, along with a more sophisticated hand control. The steelsuspended front axle is plated at 8 tonnes and runs on the standard 315/70R22.5 tyres. Options include 7.5- and 9-tonne capacities. Front air suspension is not listed as an option on the specification sheet, but it is listed on the rear-steer tag-axle tractor (FTN). It might well be offered on other models as a special order option. DAF offers a range of axle layouts, including 4x2 standard and low-height, 6x2 twin-steer and tags of various capacities, and 6x4 and 8x2 tridem layouts. There is no conventional pusher-axle option listed, only the lightweight FTP tractor. The XF range is offered with both the MX13 and smaller capacity MX11 engines. Our truck has the new 480hp middle rating of the MX13 range (the others being 430hp and 530hp). The one MX11 variant offered in the XF is the top power 450hp version. Both motors have been extensively reworked, featuring new pistons, new variable geometry turbochargers and combustion systems. Steering and water pumps have been redesigned For today’s news, visit commercialmotor.com
DAF XF 480 7 Vehicle specifications
to lower parasitic drag when the truck is cruising, reducing fuel consumption and aiding efficiency. Once again, a combination of SCR, cooled EGR and regenerative DPF are used to control emissions. The smaller exhaust system also contributes to an overall reduction in unladen weight of 100kg. In practice, these changes have considerably altered the performance characteristics of the 12.9-litre MX13. The engines are downspeeded, which should reduce wear and prolong service life. Maximum torque is now generated from 900rpm with the 430hp and 480hp versions. This is maintained up to 1,365rpm in the intermediate gears but is boosted by an additional 150Nm in top gear – or the top two ratios if fitted with an overdrive gearbox. The increased torque is held between 900rpm and 1,125rpm, which corresponds with the maximum cruising speed of 90km/h if fitted with the standard diff ratio of 2.21:1 when running on 70-series tyres. The extra torque allows the truck to dig in and hold
Manufacturer DAF Trucks Model New XF480 FTG 6x2 twin-steer tractor unit with Super Space Cab highroof sleeper Chassis 3,950mm wheelbase, plated GVW 26,000kg (design 27,000kg), plated GCW 44,000kg. Front-axle steel suspension plated 8,000kg (other options available). Fully air-suspended, twin-steer rear bogie (two-bag on second steer/four-bag on drive-axle), load transfer and full lift on centre axle, plated 19,000kg (split 7,500kg/11,500kg). SR1344 single-reduction drive-axle with diff-lock, ratio 2.21:1 (others available). 315/70R22.5 tyres all-round, optional polished aluminium wheels. 490-litre aluminium fuel tank with step-on near-side and full catwalk, 90-litre plastic AdBlue tank on near-side mudguard, and batteries in the rear of the chassis Engine DAF MX-13 355, Euro-6, 12.9-litre, in-line 6-cylinder turbocharged and intercooled, with variable geometry turbocharger and common-rail fuel system. Emissions controlled by cooled EGR, DPF and SCR. Exhaust brake and MX engine brake with cooled actuator Maximum power 483hp (355kW) at 1,600rpm Maximum torque 2,500Nm (1,845lb ft) at 900rpm to 1,125rpm in 12th gear and 2,350Nm (1,734lb ft) at 900rpm to 1,365rpm in all other gears Gearbox ZF TraXon 12-speed, direct-drive, constant mesh automated with manual override. Automatic Eco mode/automatic and manual non-Eco modes (dependent upon configuration). Automatic clutch control with enhanced actuation system. Forward and reverse manoeuvring modes. Eco-roll freewheel function Ratio spread 16.68:1-1.00:1, four reverse ratios ranging from 16.918:1 to 2.870:1 Brakes EBS-controlled air-operated disc brakes, with ABS and ASR. Safety systems include lane departure warning, AEBS (advanced emergency braking system), stability control and adaptive cruise with distance control. Predictive cruise control with GPS control Cab Super Space Cab high-roof sleeper cab with optional four-point air suspension (coil-sprung suspension standard). Galvanised steel front bumper, twin external lockers, full air deflector kit with adjustable top blade. Additional driving/spotlights, optional skylights in cab roof, LED daytime running lights. External sun visor, manual hydraulic cab tilting Interior Twin-bunk layout with access ladder to top bunk, electric roof hatch with flyscreen/blind system, extensive overhead and underbunk storage, pullout fridge, optional luxury leather seats/door trim (part of the Exclusive Line package). Automatic temperature control, with conventional night heater and short-stop auxiliary heater system. Infotainment system with sat-nav, Bluetooth for phone and other devices. Dash/switch layout can be reconfigured to suit personal requirements. Driver performance monitoring system. Alarm and immobiliser
Performance We don’t expect to break any fuel consumption records running over a mixture of routes and dealing with the poor weather in January and February, especially as we have to cope with heavy rain, snow, ice and strong winds. We record an overall figure of 8.57mpg over the whole period, running either fully or part-loaded for roughly 85% of the time and using a variety of routes. The best single figure is 11.57mpg, running
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at 26 tonnes on a rare dry, calm day, and the lowest figure is 6.84mpg at 41 tonnes through the Bristol rush hour and into the Mendip Hills. A longer run to Scotland at 40 tonnes, making five deliveries and then returning at maximum weight, gives a figure of 8.49mpg, which is in line with what we would expect. As with other trucks, keep the DAF on motorways and decent A-roads and it is possible to get into double figures, even at 44
tonnes. Run light in decent weather and it will do better still, but venture into the hills and country lanes and fuel use increases. AdBlue consumption appears to be very low. We used just over half a tank over eight days, approximately 45 to 50 litres, which is better than a number of competitors. Also, a decent size tank means that most operators can look to nearly two weeks of operation from a single tank.
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8 OPERATIONS TRUCK IN SERVICE top gear on most moderate gradients. The 480hp version produces 2,350Nm in the lower ratios, with 2,500Nm in top gear with the standard direct-drive transmission. The top-rated 530hp engine produces maximum power at a slightly higher 1,675rpm, and 2,500Nm between 1,000rpm and 1,425rpm in the intermediate gears. It achieves 2,600Nm over a wider 1,000rpm to 1,460rpm rev band in top gear, which probably gives more scope for lower overall gearing for high gross weight applications. Considerable attention has been paid to increased engine brake performance, particularly at lower engine revs. The new MX engine brake, working in conjunction with the exhaust brake, now uses technology supplied by Eaton. Rather than the Jacobs-based system used previously, it now acts upon just one valve per cylinder and works in conjunction with the variable geometry turbocharger to increase pressures and gas flow at lower revs. The net effect is similar performance at high engine revs to the old system, but much improved braking power and torque between 1,000rpm and 1,500rpm. A ZF Intarder is available as an option and can be specified in conjunction with the MX engine brake if required. The bigger radiator and grille aperture introduced at Euro-6 will no doubt aid cooling if a retarder is fitted. Cooling could be an issue with the older XF105 and other earlier versions as the trucks aged, unless the radiator cores were cleaned thoroughly on a regular basis. Another key component in DAF’s new driveline is the ZF TraXon automated transmission, available in 12- and 16-speed form. The new gearbox
replaces the AS-Tronic automated gearbox. TraXon offers a wider ratio spread with deeper first and reverse gears, faster gear-shifting and gear selection at a standstill, along with far better low-speed clutch control and take-up of drive, which were always two main areas of criticism of the previous generation. The low-speed manoeuvring modes are retained, along with a more sensitive clutch actuation system similar to that used in the Volvo I-Shift. We are told that space constraints with the AS-Tronic’s bell-housing prevented this system from being used. Now, this new combination of clutch control, lower ratios and advanced software allows the use of very high overall gearing without compromising low-speed control. A 16-speed manual is available as an option, but the previous 12-speed manual has been dropped. We anticipate that the new automated TraXon will be specified for the majority of applications, even for certain heavy-haulage operations, with the option of 16 speeds and bespoke software for this role. The latest XF uses new wiring and connectors, with centralised control units in the front and rear of the chassis. Also, an enhanced DAF Connect fleet management system, using truck telemetry to monitor all aspects of vehicle and driver performance, is now offered. Other changes have been made to the cab interior to improve comfort and vehicle build quality, which we will look at in another section.
Cab comfort/living with the truck While the basic DAF XF cab shell might be getting on a bit compared with the competition, it is still a comfortable place to live and work in, especially in Super Space form, which speaks volumes about the quality of the original design. The latest version has
Driveability We were interested to see how the ultra-high gearing of the new XF actually worked in practice, and we were sceptical to begin with. Previous experience with very high ratio final drives has shown they can make some vehicles sluggish and difficult to drive in more challenging terrain. Often it has required a 16-litre engine to cope at 44 tonnes, especially if used in conjunction with an overdrive top gear. Some of the 13-litre Scanias we have driven with this combination spent most of the day in 11th gear once off the motorway and on rural roads – fine at cruising speeds, but a pain otherwise. Other manufacturers have used engine electronics to boost torque output in top gear. Renault and MAN offered it for a while on their 13-litre engines, but with more conventional gearing. DAF has taken a bold step, but the use of variable geometry turbochargers and the
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fast-changing TraXon gearbox makes the principle work well in most applications, despite the engine only turning over at just under 1,150rpm at 56mph. It does take a while to get used to this, because with the engine at such low revs there is very little noise, which gives the impression that the engine will require a downshift as soon as it encounters an uphill gradient. Driver education will be an important part of any new XF handover. But a careful eye on both the rev counter and speedometer shows that the truck actually holds its speed as the torque increases accordingly. If the hill gets steeper the revs drop below 1,000rpm, but the engine continues to dig in and it generally changes into 11th gear at about 950rpm. This brings the revs up to just over 1,300rpm, and the engine pulls strongly. On a really long motorway bank it drops another gear at around 1,000rpm/1,050rpm,
but the variable geometry turbo quickly builds up boost pressure and it soon upshifts as the gradient eases. The lowest speed achieved on a hill might be slightly less than with more conventional gearing, but the engine’s ability to recover rapidly means it gains speed quickly, and the average speed and time taken to climb the hill is on a par with other trucks. In fact, we find that trucks with similar power ratings start to catch us slightly on some hills, but we begin to pull away appreciably at the crest. The MX is similar to the Iveco Cursor engine in this respect; the ability to build up revs quickly and grab the next gear gives it the characteristics of a bigger capacity motor. Iveco also offers a relatively high 2.47:1 diff ratio with certain Stralis XP models. DAF has taken the concept a stage further with its 2.21:1 ratio with the MX13.
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DAF XF 480 9
The XF has three transmission modes in standard form: auto/eco, auto/eco off and manual, and these can be restricted to suit operator requirements. We tend to use the auto/eco mode unless joining a busy road on an uphill section, or at the foot of a long hill at full weight. In these situations, knocking off the eco mode allows the truck to rev just a bit more in order to gain speed. The eco function is more forgiving than on previous XFs. Before, progress could become a little sedate as engine output was restricted in order to boost economy. This was fine when you had time to spare, but frustrating when chasing a deadline. We rarely feel the need to use manual mode, even when dealing with a moderate snowfall in Scotland, just using it occasionally to hold a gear for a moment. The clutch control and low-speed control is now superb, in fact as good as anything else
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on the market and better than most, and it is possible to inch the truck backwards and forwards. This, along with the instant engagement of gears, is a world apart from the old model. The truck is much more controllable in a confined space, making it possible to pay more attention to the view in every direction. We would go as far to say that the improved transmission goes some way in overcoming any potential shortcomings the DAF cab may have in terms of vision. Just to be sure about this, we have a quick drive in a 16-plate Euro-6 XF with the AS-Tronic transmission, and the difference is marked. We also find that the new engine brake is effective right through the rev range. The column-mounted control has three settings, which allows careful graduation of the braking power. It takes a moment or so for the braking power to build up, but on a
couple of steep gradients on the A37 south of Bristol, we find the fourth stage combined with the auto-downshifting feature is slowing the laden outfit too much and almost bringing it to a standstill, which is impressive when considering the truck’s high overall gearing. Overall, we think the new driveline in this form is the right choice for most applications. We are impressed by how well it works in practice, but trucks that spend most of their time on rural roads at full weight would probably benefit from a lower axle ratio. It would allow the truck to run in top gear more often, and would make it easier to regulate speed with high centre of gravity loads such as timber or livestock. In these applications it is important to be able to balance the truck when entering a bend and then accelerate out of the curve to overcome the shifting centre of gravity.
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undergone updates mainly in terms of dash and control layout. There is a new heating and ventilation system, new interior lights with an integrated control and revisions to the seats and cab trim. Our truck has the optional Exclusive Line cab package, which includes high specification leather seats and door trims. The seats are comfortable, with ample adjustment, although we would like a split backrest adjustment feature to give more support to the shoulders. Two armrests would be better still. The driving position still works well, with a clear view of the dash and well-placed controls. It is possible to relocate switches to suit personal taste by simply lifting them from one position and clicking them into another. The electrical system automatically recognises the new location and adjusts accordingly. Cab access is good, with three steps and decent grab handles. Steering column travel is slightly limited, which does restrict cross-cab access slightly, but getting to the passenger seat or bunk is easy enough. Vision is reasonable, but the windscreen seems shallow when compared with more modern competitors. The mirrors and relatively thick screen pillars do create blind spots, but it is better with the one-piece side window. We always double-check the nearside view before pulling out of a junction with a DAF. The ride and handling are very good. Our truck has the optional cab air suspension, which is well damped, with minimal roll through bends. The DAF handles poor road surfaces far better than a Mercedes-Benz Actros we drove the COMMERCIAL MOTOR
week previously, gliding over ruts and bumps that would throw us out of the seat with the German truck. The smooth ride and low noise levels make for a relaxing drive, and the interior is better finished than in the past. Older DAFs creaked and rattled increasingly as they aged. This new model is far better, even when the engine is pulling hard at very low revs. There is a slight tremor in the dash area at certain speeds/revs, but it is minimal considering that the engine is running so slowly. Our truck has the upgraded ATC (automatic temperature control system), which integrates the air conditioning and heating systems and can be left to its own devices via the automated setting. It works well, with an even distribution of air and no cold spots in the footwell. All XFs now have a conventional night heater system that operates via the dash and screen vents, and an additional short-stop heater that uses residual heat from the cooling system to warm the cab for up to an hour. It is useful when taking a 45-minute break on a cold day. The revised lighting is also very good, with a graduated control and a master switch on the sleeper control panel. It is a big improvement, particularly when studying paperwork in the winter gloom. The dash display has improved graphics and it is easier to access journey/performance data. The combined radio/ infotainment/sat-nav system works well and is userfriendly – well, we could understand it, more or less. The radio volume reduces automatically as the truck slows, but the engine noise is so low in any case that we find the radio almost inaudible at standstill. Cab storage has always been a feature of the Super Space Cab, and this is no different, with large overhead lockers and ample space under the bunk. The twin external lockers have relatively small apertures. They are big enough for most users, but other designs are better in this respect. The wide bottom bunk, with its optional upgraded mattress, is still one of the best there is. We sleep well in the XF; there is more than enough room for any size driver, and the bunk is just at the right height to sit on when getting dressed. The curtains keep the light out and the control panel on the rear wall has a comprehensive range of functions. While it is possible to criticise some aspects of the venerable DAF cab, it is still one of the most comfortable places to live in for a week or more. n
Conclusion We were a little sceptical about the combination of the low-revving engine, ultra-high gearing and existing cab design, but we have been quietly impressed by the new DAF XF. It breaks new ground in a number of respects, and is very good to drive and live in. It is a definite improvement over the outgoing model, and it looks like DAF has another success on its hands.
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DAF XF PURE EXCELLENCE
Unmatched fuel savings
Driven by our DAF Transport Efficiency philosophy, we’ve completely redeveloped the XF to achieve Pure Excellence. This new model builds on the superb reputation of our proven Euro 6 trucks. Increased fuel efficiency of up to 7% sets a new standard in transport efficiency. And thanks to many interior innovations The New XF is also the benchmark for driver comfort. Contact your DAF dealer for more information and a test drive.
A PACCAR COMPANY DRIVEN BY QUALITY
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Images: Tom Cunningham
Still going
strong
DAF’s CF range has always been popular with fleet operators and drivers, but how does the New Generation compare? COMMERCIAL MOTOR
By Bob Beech THE VARIOUS generations of DAF CF rigids and tractors have been some of the most popular trucks sold in Britain. First introduced in 1993 as the 75 and 85 Series, they later gained the CF suffix, before becoming just the CF range. They have become a cornerstone of transport operations, popular with many fleets, able to be specified to carry out almost any transport task and offering competitive operating costs for almost every user. There can be very few UK truck drivers who haven’t driven a CF, even if only for a day. The range has been a real winner for the manufacturer and we were keen to spend some time behind the wheel of one of the latest models to figure in so many fleets. Today’s version bears little resemblance to the original. The cab shell is basically the same, but the rear panel has been extended, the floor pan modified to make room for larger For today’s news, visit commercialmotor.com
DAF CF450 FTG 6X2 13
displacement engines, and there are other changes externally and internally. DAF has updated and re-engineered the CF but part of its enduring appeal is that, at first glance, it doesn’t appear to have changed that much. This is reassuring to more conservative buyers who like continuity while the biggest fleets are looking for the most competitive whole-life costs and trucks are just a tool to do the job. Decent levels of back-up from a very large dealer network is another big attraction. No manufacturer has a faultless aftermarket operation, but the DAF parts supply and roadside breakdown cover is one of the best. We used our test truck for a mixture of local operation with a short urban trailer, medium distance multi-drop operation and some longer distance work within the UK at maximum weight. Another driver made a couple of night trunks with a double-deck trailer. As expected, the truck handled the workload with relative ease and we were impressed with the MX11 engine’s performance and For today’s news, visit commercialmotor.com
economy, especially when worked relatively hard. We also had a few nights away from home, to see if the relatively compact Space Cab is still suitable for this type of work, given the increasing popularity of far bigger cabs. Our test truck was part of the manufacturer’s mainstream demonstrator fleet, had covered roughly 70,000km, and had already been sold into the dealer network. The fact it had covered a fair mileage and had probably been driven by quite a number of drivers was interesting. It was in first-rate condition with little sign of wear and tear, once again proof of the CF’s suitability for fleet operation.
Chassis layout and specification The New Generation CF range shares many specification changes with the bigger XF models and is increasingly seen on UK roads. It has similar identifying features over the old model, such as the revised grille and bumper, a metal strip on the sun visor and the smaller, more COMMERCIAL MOTOR
14 OPERATIONS TRUCK IN SERVICE compact exhaust system on the offside of the chassis. The DAF CF450 FTG, to use its proper designation, is by far the most popular 3-axle 6x2 layout on the UK market. With a 3,950mm wheelbase and a positive second steer-axle with mechanical linkage, the layout is relatively simple. With an 8,000kg front axle and the rear bogie plated for 19,000kg, giving plenty of axle load tolerance, the air-suspended rear bogie has an effective weight transfer and full-lift facility. The revised chassis layout has the bonus of additional room between the exhaust and second steer-axle for additional fuel, a hydraulic tank, or other ancillary equipment. In standard form it has slightly less fuel and AdBlue capacity than an XF. The full catwalk with chassis infill is a boon when swapping trailers frequently, but the low mounting of the air and electrical suzies means they get covered in grease with some trailers; a taller A-frame would help in this respect. There are a number of options for operators requiring alternative chassis layouts with a choice of 4x2, 6x2 tag, with rear steering if required, and 6x2 FTP lightweight pusher with smaller wheels on the lift-axle. This is popular with tipper and tanker operators looking for more chassis space and maximum payloads. There are also 6x4 options on steel or air suspension, with either single-reduction axles, or higher capacity hub-reduction
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It’s a struggle: there is barely room for Bob Beech’s tool box
units for heavy work. A wide range of 2-, 3- and 4-axle rigid chassis are available. If DAF cannot meet the individual needs of an operator with a CF variant, it would have to be a truly specialist application. There are two main engine options available in CF 3-axle tractor units, the 10.8-litre MX11 rated at either 410hp or 450hp, the latter fitted in our test truck. The larger displacement MX13 is also offered in the CF and requires a slightly higher-mounted cab to accommodate the 12.9-litre motor and can be identified by the extra cab step required. There are three ratings for the MX13, 430hp, 480hp and 530hp, the latter turning the CF into something of a pocket rocket. The MX11 is a relatively new engine from DAF and was introduced as a new design in 2013. While it shares some characteristics with the MX13, it is a completely different design and there are virtually no interchangeable parts. The CGI (compact graphite iron) block is very strong and is a clean design with almost all pipes cast within the block, along with fully encapsulated wiring harnesses that keep exposed connections to a minimum. The twin fuel pressure pumps for the common-rail injection system are integrated into the block and the oil filter, cooler and thermostat are part of an integral pre-assembled module, with little or no exposed pipework, reducing the potential for leaks and other service issues.
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Vehicle specifications
DAF CF450 FTG 6X2 15 Manufacturer DAF Trucks, Haddenham, Bucks HP17 8LJ Model CF450 FTG 6x2 twin-steer tractor unit with Space Cab high-roof sleeper Chassis 3,950mm wheelbase, GVW 23,700kg plated (design GVW 27,000kg) GTW 44,000kg plated/design. Front axle, steel suspension plated 8,000kg (7,500 and 9,000kg optional). Fully air-suspended rear bogie (6 x bag), with weight transfer and full lift on second steer, plated/design 19,000kg (split 7,500/11,500kg). 315/70R22.5 tyres all round. SR1344 singlereduction drive-axle with diff lock, 2.38:1 ratio standard (others available). Optional polished aluminium wheels, 430-litre aluminium fuel tank on nearside, 45-litre plastic AdBlue tank on nearside front mudguard. Batteries in rear of chassis, sliding fifth wheel Engine DAF MX-11 330 Euro 6c, 10.8-litre, in-line 6-cylinder with variable geometry turbocharger (VGT), twin overhead camshafts and common rail fuel injection. Emissions controlled by cooled EGR, DPF and SCR with AdBlue. Exhaust brake and MX engine brake. Max engine brake power 345kW at 2,200rpm, max engine brake torque 1,500Nm at 1,500rpm Maximum power 449hp (320kW) at 1,600rpm Maximum torque 2,300Nm at 900rpm to 1,125rpm (in top gear with direct-drive transmission) otherwise 2,200Nm at 900rpm to 1,400rpm in all other ratios
The twin overhead camshafts are a major departure for DAF, giving precise valve control and able to handle higher pressures. This gives improved combustion in conjunction with the high-pressure fuel injection system and variable-geometry turbocharger. It also improves the performance of the DAF engine brake, an important factor with the smaller cubic capacity and relatively high overall gearing. Emissions are controlled by cooled EGR, SCR and DPF, and the exhaust manifold and part of the exhaust system are encapsulated to maintain exhaust temperatures in certain operating conditions ensuring optimum exhaust emission performance. The MX11 has proved a popular alternative to the MX13, particularly in rigids and distribution artics. Its 180kg weight saving is an attraction for bulk hauliers looking to maximise payloads with lightweight FTP tractor units. The increase in power and torque with the latest 450hp version should add to the appeal for full-time 44-tonne operation. As with the bigger engine, the latest MX11s produce maximum torque from 900rpm and maintain that peak to 1,400rpm, which in the case of the 450 is 2,200Nm, further boosted by an extra 100Nm in top gear (top two ratios with overdrive transmissions), to reduce downshifts on motorway hills. This translates to around 56mph cruising at a lowly 1,160rpm with the standard 2.38:1 diff ratio on 315/70 series tyres. We thought this might prove too much for the 10.8-litre engine at 44 tonnes and were keen to see if it worked in practice. For today’s news, visit commercialmotor.com
Gearbox ZF TraXon 12-speed, direct-drive, constant-mesh, automated with manual override. Automatic eco mode/ automatic and manual non-eco modes (subject to specification). Enhanced clutch control with enhanced actuation system. Forward and reverse manoeuvring modes. Eco-roll free-wheel function. Gearbox options include 16-speed TraXon automated or 16-speed manual transmission Ratio spread 16.68:1 to 1:1, four reverse ratios from 16.92:1 to 2.87:1 Brakes EBS-controlled, air-operated disc brakes with ABS, hill hold and ASR. Safety systems include lane departure warning, AEBS (advanced emergency braking system), stability control, adaptive cruise control with distance control. Optional predictive cruise with GPS control Cab Space Cab high-roof sleeper four-point coil spring suspension (air suspension optional), galvanised steel front bumper, single external locker on nearside, full air deflector kit with adjustable top blade, external sun visor. Optional skylights in cab roof, lamps in bumper, manual hydraulic cab tilting. Electric mirror adjustment Interior Single bunk layout, overhead storage on front wall, additional storage under bunk and beneath dash. Fabric/suede trim, wood-effect dashboard. Optional fridge, automatic temperature control, night heater. Manual roof hatch, optional combined truck navigation/ radio and infotainment system. Driver performance monitoring system. Alarm and immobiliser
The engine has a good reputation for reliability so far. We did hear of one or two early issues, but otherwise the MX11 has settled in well in the past five years. DAF has worked hard with the design to eradicate any potential cooling, lubrication or head sealing problems and this seems to have paid off. We imagine some of the design features on the MX11 might eventually find their way into larger displacement engines, possible taking outputs well past the current 530hp ceiling of the MX13. COMMERCIAL MOTOR
Fuel consumption
16 OPERATIONS TRUCK IN SERVICE We anticipated good returns from the MX11 and were not disappointed. DAF promotes this driveline as the most efficient option for fleet operators and we found the CF450 exceptionally economical in certain situations, particularly when running at relatively light weights. The best figure we recorded was on a run from Wiltshire to Stoke-on-Trent, with a 4m-high trailer with a full load of display packaging giving a gross weight of about 22 tonnes – the CF returned an astonishing 14.2mpg. This included coping with heavy traffic around the Midlands motorway network. Running up into the Peak District and loading 27 tonnes of bricks and returning on hilly A-roads soon brought this down, but the truck still gave a credible 8.46mpg for the round trip Other notable figures were 9.77mpg making 12 deliveries and two collections around Swindon with an urban trailer, and an impressive 9.88mpg on a night trunk with a double-deck trailer laden both ways. The average return of 9.51mpg over 10 days was highly creditable, with the lowest recorded figure 8.08mpg running down to the West Country at 44 tonnes then making multiple deliveries in Devon and Cornwall. As with the MX13-powered XF, the lower-rated CF has a relatively low appetite for AdBlue. While the standard 45-litre tank mounted partly under the cab on the nearside is a bit smaller than with the XF, it is big enough for a week’s work in most applications. Also, this type of truck is more likely to return to base during the working week, giving more opportunity to refuel.
While various gas and electric power units are very much in the news at present and are an indication of potential future trends, the sheer efficiency and adaptability of modern diesel engines means they will be the favoured power source for most truck applications for many years to come. As with the XF, the ZF 12-speed TraXon gearbox is a key part of the new CF driveline. The combination of a wider ratio spread, better clutch control, faster gearshift and improved low speed control represents considerable progress over the reliable, but slightly flawed AS-Tronic it replaces. Mechanically, the old gearbox was almost indestructible, and hopefully the new transmission will follow suit, but many drivers found the old system difficult to control when manoeuvring and relatively slow to respond when pulling away. They improved over the years, but were still some way behind the best of the competitors. We found it helped a great deal if you made full use of the engine brake and gave the throttle a slight prod to engage the correct starting gear when waiting at junctions. Some drivers still prefer to glide to a stop on the foot brake and sit with the truck in a high gear and are then surprised when the transmission is confused when pulling away. No automated transmission can really cope with this treatment unless the vehicle is fully autonomous. Gearbox options include a 16-speed TraXon for heavy COMMERCIAL MOTOR
applications or a 16-speed manual for those who like changing gear themselves. As with the XF, the range has been subject to a redesign with new wiring and connectors, and centralised control units in the front and rear of the chassis. Previous generation DAFs didn’t have the best reputation for electrical issues, and hopefully new systems will redress this. While the range still retains the same cab shell, a great deal of time and effort has been devoted to improving almost every aspect of it.
Driving and living with the truck Changing work patterns and pressure from a dwindling supply of drivers have forced many operators to invest in the biggest possible cabs for long distance operations with multiple nights away from base. This is understandable given the lack of facilities for drivers in the UK, but trucks like the CF Space Cab still have a lot to offer for medium-distance operations that can involve nights away from base. Sometimes a high-mounted cab can be a drawback, particularly in a tight spot, and the ease of access with a lower cab is much appreciated on multi-drop work, even if the deliveries are a fair distance apart. This also comes into play in other applications where the driver might have to move the truck a considerable number of times while loading or unloading. Easy access is a main feature of the DAF, especially on the MX11 versions with one less step. Although the cab floor and steps are relatively low, there is quite a lot of ground clearance under the bumper and steps, a real benefit when dealing with raised kerbs and other obstructions on a regular basis. Vision is also pretty good; the relatively low-seating position puts the driver close to other road users. The divider bar on the side windows intrudes into the field of vision slightly, but you learn to look around it. The mirrors give a reasonable view to the rear, they just need to be set up carefully, but are easy to adjust and don’t cause too much of a blind spot at junctions. Dash and control layout still work well. The latest update follows the XF, with better quality, clearly marked buttons that can be relocated within the fascia
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DAF CF450 FTG 6X2 17
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Performance and driveability
18 OPERATIONS TRUCK IN SERVICE We weren’t sure what to expect with the New Generation CF. The concept of very high overall gearing works quite well with the bigger MX13 for most applications, but we thought it might be asking a bit too much of the 10.8-litre engine. Our first trip out was a run to Evesham with a fully laden fridge trailer on a dark Saturday morning. There aren’t too many serious hills heading out from Wiltshire, but the little DAF seemed to get up to speed surprisingly well and the engine brake was remarkably effective. We had a very slow journey down to Bridgewater to reload and decided to cut across country to miss the worst of the holiday traffic. Running at about 36-tonnes gross, the CF continued to impress. It takes a little while to get to top gear on tougher routes, but is not far behind the more powerful versions of the MX13 in the same situation. It has a pleasingly gruff exhaust note that adds to the impression of decent performance. The TraXon gearbox plays a big part in the CF’s performance. Changes are swift
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and generally smooth, and although at times the Eco software might try to change up a bit too soon, it’s easy to override for a short while. On one trip we collected a full load of bricks from Buxton and ran down through the Peak District, around Coventry and down the A429 through Stow-on-theWold to Cirencester. A tough route for a 16-litre engine, let alone an 11-litre. The DAF handled the terrain extremely well, even though we deliberately took a route with a number of really steep gradients to see if the engine and transmission could cope. It did very well, block changing down as many as three ratios to keep the truck moving. We overrode the Eco mode in these situations, but left it in automatic. It kept the engine working at its optimum, and the temperature gauge hardly moved, even when working hard, which should bode well for long-term reliability. Curiously, we found it better to make the first couple of up-changes manually when pulling away from rest on steep gradients. It tends to be just a bit jerky in auto mode, taking the revs a bit higher than necessary.
It shone on the testing switchback gradient at Fossebridge, which is nearly 14% at one point, and stormed up the southbound gradient just holding onto 6th gear, although we did take a decent run at it! Left to its own devices, the engine lugs down below 1,000rpm and will recover quickly if the gradient eases. Sometimes it needs an extra downshift to keep up momentum, and it’s best to override the Eco mode when venturing off the motorway. It might use a touch more fuel, but the journey times are far better. It would be more onerous if the software was configured to remain in eco mode all the time and would prevent manual changes above 30kph. This type of set-up works on more gentle routes and when running well below maximum weight, but would be hard work at 44 tonnes. Specifying a lower diff ratio to overcome the effect of this software would be counter-productive because it would almost certainly increase fuel consumption on motorways. We are aware of the need to achieve the best fuel economy, but some manufacturers’
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DAF CF450 FTG 6X2 19
to meet individual needs, and the dash display is clearer, giving the right information. Virtually every control is easy to use and the display menu is easy to follow. The driver’s score and coaching tools provide a reasonable insight into performance and driving style, but we find it is harder to get a really good result in some of the disciplines with a DAF than with other makes. The seats are comfortable with a reasonable amount of adjustment for the driving seat. One drawback with the CF is the relative lack of steering column adjustment compared with more modern cab designs. This, combined with the relatively large engine tunnel, makes it almost impossible to pull on a pair of boots without opening the door, while the lack of an exterior locker on the offside means gloves and other kit items are stuffed down the side of the driver’s seat in many fleet trucks. The nearside locker is reasonably big, but the aperture is relatively small. We carry a small plastic toolbox, but it was a real struggle to get it into the locker. Internal storage is reasonable for the size of the cab, with overhead lockers on the front wall and plenty of space under the bunk, but the bed has to be lifted to access this area. The bed is high-mounted making it ideal for sitting on and is very comfortable. It’s a bit narrow at either end and requires the seats to be tilted forward, but we For today’s news, visit commercialmotor.com
chassis suspension, along with decent steering, makes the CF a pleasure to drive on cross-country routes. It’s possible to hug the edge of the road and make best use of the available engine power without becoming reckless. The vehicle stability control allows the driver some latitude to make decent progress on twisting country roads. This truck is equally at home in an urban environment. The steering lock is reasonable for a mechanical twin-steer set-up and the low-mounted cab means there is very little roll. The smooth-shifting transmission comes into its own in these situations, with first rate gear selection from rest and excellent low speed control This is especially so when reversing, and perfect when shunting and shuffling around congested industrial and housing estates with a short urban trailer. We think the standard 2.38:1 diff ratio is fine for most types of operation, but would be inclined to go for a slightly lower option if working full-time at maximum weight in really hilly terrain.
slept well. The curtains are quite thick and keep the light out adequately. Cross-cab access is nowhere near as good as with a higher mounted cab, but it’s easy enough to get to the bed and we were able to stand upright on the engine cover. Overall, the quality of the fixtures and fittings have improved considerably with the latest upgrade. Our truck had automatic temperature control, which included air-conditioning, and worked well. One item we thought was lacking was an electrically-operated roof hatch. While the manual unit works well enough, an automated system would be more in keeping with the rest of the fittings. n
Conclusion
limitation of driver intervention can become tiresome. Some of the earlier model DAFs were guilty of this with the engine limited to a lower rated power in all but the toughest
situations. The latest models with the extra torque boost in top gear and more scope for driver intervention are far better. It’s obvious that some individuals will abuse the truck if left to their own devices, but this is where the new generation of sophisticated monitoring systems come into play. If you try to treat everybody like idiots, you generally end up with far more idiots. The engine brake is effective for this size of engine, despite the high gearing. The gearbox changes down rapidly to boost revs and will hold the laden outfit on most motorway hills if cruise control is clicked back a few kph at the crest of the hill. It is also good on steep hills at lower speeds, and the steep descent into Ashbourne was tackled in 6th gear on the engine brake alone, keeping the brakes cool for the twists and turns in the town centre. A combination of well-sorted cab and
The CF is basically a really good workhorse, able to handle almost any job and give a good account of itself. The performance of the MX11 450 engine surprised us, particularly with this diff ratio, and the power of the engine brake was another bonus. The cab is still a decent workplace even 25 years on from its launch, but the lack of exterior storage, limited steering adjustment and encroachment around the driver’s seat do date it when compared with newer rivals. Otherwise it’s a really good vehicle that deservedly still sells in huge numbers. The whole life costs have always been hard to beat and nothing has changed with the latest version.
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DAF XF, CF AND LF PURE EXCELLENCE
Ultimate fuel efficiency, safety and comfort
Our range of DAF trucks is better than ever. Optimised drivelines and aerodynamic improvements deliver increased fuel savings of up to 7%. Advanced safety systems like AEBS and FCW protect both the driver and other road users. What’s more, high-end materials make the cabs supremely comfortable. Experience Pure Excellence for yourself. Ask your dealer for a test drive or visit www.daf.com.
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