Hidden Middle Master of the Fleet!
DAF’s CF85 range continues to dominate the fleet market, at present keeping this manufacturer well on course for yet another year as market leader. John Henderson tests the mettle of the latest 460hp, Euro 5 version across TN’s Scottish route. IF MY memory serves me correctly I think it was Bedford who, about 40 years ago, used the advertising slogan ‘you see them everywhere.’ The phrase came back to mind recently whilst at the wheel of a DAF FTP CF85 6x2 tractor as during our road test, a CF passed in the other direction literally every few minutes. Not that many years ago 460hp was the thing to have, usually fitted in a top of the range, high roofed long distance prime mover, but today this output fits well within the benchmark bracket for the fleet specification tractor unit formerly known as ‘the gaffer’s motor’. I’m reluctant to use that historical term these days, for what it always meant to me was a cramped day cab, probably with a 180 Gardner under its huge engine cover, coupled to a six speed crash ‘box and if you were lucky, a two speed axle at the back end! But back to our featured test vehicle and as usual DAF’s regular minder, Richard Kingston presented an immaculately prepared combination for the trial, with Transport News being the first of the recognised industry magazines to run a measured evaluation on this model. The CF comes with three cab options, day, sleeper or Space and this particular truck was fitted with the latter high roofed version. Initially the tractor unit looked like a 4x2 example, but only on closer inspection can the lightweight middle axle be seen tucked in neatly behind the chassis side skirts. This set up has been popular recently with tanker and tipper operators, but DAF now tell me its appealing to a wider remit of buyers and indeed only the other week I saw a Dutch registered XF tractor on fridge work featuring the subtle ‘hidden middle’ unit. The 3.85 metre wheelbase tractor has a rear chassis overhang of 1.11m and the maximum axle loadings for the two rear units, front to back respectively, are 7.5 and 11.5 tonnes. The main diesel tank is fitted on the nearside, with our steed featuring the Aluminium 500 litre option which looks well worth the £540 extra cost. Battery boxes, air tanks and the AdBlue reservoir are mounted ‘across the road’ on the offside rail in a neat and secure fashion. The basic design of the CF cab has stood the test of time well and the latest redesigned and refined version is pleasing to the eye, whilst looking every inch a cutting edge 21st century product. Short sharp showers and a blustery easterly wind welcomed us to the northbound M74, with the occasional almost gale force blast nudging our fully ballasted box van menacingly. The CF’s steering wheel is what I would judge to be the perfect circumference size and its precise action easily kept the rig in check on the gusty higher sections of this main route, prior to the long gradual descent into the Clyde valley. The six cylinder Paccar MX power plant has already been around our circular route in another pair of Eindhoven variants and this 460hp example pulled ever eagerly on the uphill sections, with noise feedback being quite perceptible, but never intrusive. DAF offer four different power outputs from the 12.9 litre engine with figures ranging from 360 to 510hp, delivering 265 to 375kW of torque respectively. Selective Catalytic Reduction (SCR) seems much less of the potential demon we were warned about by many 18 months ago and with AdBlue stocks and supplies improving by the week, this type of emission control system has now been well embraced by many owners and operators. Our example was a Euro 5 diesel featuring the MX’s standard smart injection system and used 6.75 litres of the blue stuff during the 197 mile sortie. This worked out at a figure of 5.97% of diesel used, falling well within the expected parameters for a hard worked, 44 tonne loaded combination running north of the border. Moving back from the engine room, a ZF 12 speed gearbox coupled with DAF’s AS-Tronic auto gear shift provided the ratios to a 2.69 single reduction rear axle. Prospective buyers can also choose a manual 16 speed version, but the two pedal option seems the best choice unless you have a specialist haulage requirement. I tested an XF105 last November and back then I commented that the software for the ‘auto change may need some fine tuning and I feel this is still the case with the CF85. In general this time though, I felt the gear movements were perceptibly smarter, but the gap between 11th and 10th on the downshifts seemed to be too tight and a few times I knocked it manually back up a notch, easily keeping the rev counter needle within the green band. Don’t get me wrong, AS-Tronic is a great system, but I would like to see the aforementioned detail and perhaps the change speed tightened up slightly, as I’m sure the already good fuel consumption figures could be bettered still. As mentioned previously, manual input via the chunky lever on the right hand side of the steering column, which also controls the engine brake, was occasionally required as even the best engine management system can’t see what the driver can. Our first sector was slightly busier than usual, with a one minute delay from traffic volumes at the M74/M73 spilt and busy lanes between the Castle Cary arches and the M876 junction slowed up due to a torrential downpour. The two timed hill climbs produced respectable results and much to my pleasant surprise, the recorded journey time of exactly two hours matched to the second that of the last truck around the route, the Volvo FH16. With an initial fuel return of 8.55mpg in less than perfect circumstances, that’s as good a measure as any of how well sorted and understated this truck is. Stopping power on the CF comes from both the usual two primary sources. The unit was equipped with all round disc brakes, with these anchors benefiting from EBS and ABS. Even although our laden trailer was fitted with drum units retardation via the pedal was always precise, smooth and efficient. The previously mentioned MX engine brake works well via either the hand stalk or left ‘exhauster’ button fitted at the top of the left footrest. Again, stopping power from this unit was constantly good especially on the longer downhill approaches to roundabouts and junctions, when the foot brake only requires application in the very last stages of the deceleration. One slight distraction was a loud clicking noise from the passenger side fuse box when the slow pedal was pushed. I suspect it was the relay for either the stop lights or the EBS, but it’s an unusual gripe for a modern wagon and one I suspect could be easily rectified. A class road manners came in for close scrutiny on our circular ‘tour de Fife’ and the DAF scored well with precise positioning and handling offered even on the narrowest of sections. In the rolling countryside the AS-Tronic skipped along comfortably and unobtrusively between top and 11th gears when conditions required. The air suspended unit handled well all day, with a slight cab roll noted only when I deliberately pushed it a bit hard on corners or roundabouts. The excellent mirror set up was complemented by an experimental CCTV camera mounted high behind the rear edge of the passenger door. I used the dash mounted mini screen only during slow speed manoeuvring and its range was excellent. One minor concern though was on the motorway, when passing nearside chevron markings would ‘flash’ on the screen and catch your eye. Anyway, it’s reassuring to know truck makers are experimenting with these technologies and this is a possible option for the future. After a good clear run through the Kingdom and across the Forth Bridge, the sun came out at last, giving me the chance to take the obligatory photographs and look round the CF’s space cab in the proper summer light. A quick check on our diesel figures confirmed that this bright yellow outfit returned 8.53mpg, the best return recorded yet on this middle sector for an articulated combination. The DAF CF85 cab is a pleasant place for a day’s work and the extra height and storage capacity of the Space derivative means that three or four nights out a week would not be an issue with this motor. The curved dashboard and layout of dials and controls is logically good and the only switch I would like to see moved is the hazard warning unit, which currently sits at the right side of the slightly distant centre console, just out of your field of vision. It would be far more useful in the far left position in the blanked off switch housing situated directly above the handbrake lever. Apart from that small comment, the ergonomics of this Dutch built midfielder are just right as this manufacturer is renowned for its extensive driver consultations when designing new trucks. With a super air spec driver seat and a 12cm thick, full sized one piece mattress the old phrase of a ‘gaffer’s motor’ recedes further into the annuls of history and is finally put to bed! One extra benefit of the ‘auto change is the space that the gearstick would normally occupy turns into a useful step up to the mid-height engine cover, but there’s still enough room on board for a six footer like me to stand up straight once up there. The Transport News road test fulfils an old saying by ‘saving the best until last’ and on the big, long climb south west away from the Edinburgh city bypass meant the 460 CF worked hard for its money, but never seemed stressed or outwith its many capabilities. The cornering and general handing characteristics of this demonstrator were as good as its gets. A fine run back to Abington was latterly spoiled by an erratically driven 44 tonne bulk tanker in front of us, which was, to add insult to injury, pulled by yes you’ve guessed, another DAF 85 series unit. With no safe overtakes on offer, the slowing down and speeding up of this vehicle in the strangest of places cost us extra fuel and I could only surmise that the driver was in unfamiliar territory. However this slower than normal running gave me a chance to reflect on our test and my thoughts soon came around to the secrets of this market leader’s success. Taking into account price, operating costs, reliability and ease of servicing, the CF does indeed tick all the boxes, but it’s the unassuming almost understated quality of the driving experience that subtly grows on you. The 85 series does not feel like a big truck to drive with its lower mounted cab, excellent front and side vision and ease of control, whatever the situation. On paper this truck does indeed keep the managers and accountants happy, but it also has a pleasant surprise or two up its sleeve for its driver. With such a wide range of chassis type configurations and cab types available, perhaps that’s why ‘you see them everywhere!’ DAF FTP CF 85 460hp 6x2 Tractor Unit with 3.85m wheelbase. Basic chassis cab- £85,650 Space cab- £3,090 AS-Tronic- £2,460 MX engine brake- £1,430 Roof spoiler & collars- £1,430 Polished aluminium wheels- £1,780 Euro 5 specification- £1,250 Auto temperature control with air conditioning £1,650 Xenon headlamps with washers- £940 Refrigerator- £620 Super air drivers seat with armrest- £600 Aluminium 500 litre fuel tank- £540 Wood effect dashboard- £380 Telephone kit- £320 Combi lamps in bumper- £240 Leather finished steering wheel- £240 Electrically adjustable main mirrors- £140 Chassis side skirts (by S&B Components)- £1,645 Total price as tested- £104,405