BULK SOLUTIONS TGX-vXF1 05
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How do these Daf and MAN tippers measure up? Haulier Richard Paterson runs both these tipper outfits, so we asked him for his views and compared them with our own Nords: Bob Beech / Images: Tom Cunningham
Operator Opinion Richard Paterson
"We are probably trying to achieve the impossible when we specify a new bulk tipper outfit. We are trying to give the driver the best possible working and living space, a decent-sized engine that is well on top of the job at 44 tonnes, a smart looking outfit that creates a positive image for the company, and still ensure that it is as light as possible in order to maximise payloads.
"The obvious way to reduce the unladen weight would be to have the smallest cab and lowest-powered 10or 11-litre engine. It would do the trick, but I doubt we would be able to retain decent drivers for very long. We expect them to be out all week and they often find themselves parked up miles from anywhere out in the country, often next to a remote grain store. I wouldn't be prepared to do this full-time with a low-height, narrow-cab, single-bunk sleeper, and I don't expect others to have to put up with it.
"We equip the trucks with fridges, microwaves and other extras, and encourage the drivers to look after the equipment by paying them a bonus to wash the truck and trailer. They respond accordingly. The food industry demands full traceability from field to supermarket shelf. We are part of that process and are strictly limited in the cargoes we are allowed to carry, keeping a record of every load and cleaning the trailers inside and out regularly. We
find it is far easier to keep a smart, well turned out truck clean, but I must say some other links in the chain don't work to the same high standard.
"I started as a truck-mad owner-driver, and had a series of high-spec Volvos and Scanias, and admit to a preference for Swedish trucks. Now I have to think more like a businessman and try to get the best possible equipment for an acceptable price rather than pay regardless. This process led us to look at Daf; we tried a couple and liked the truck.
"More importantly, as all our new trucks are on full manufacturer repair and maintenance (R&M), we built up a good relationship with a dealership based at Yate near Bristol. Everybody from the workshop to the sales staff did a really good job, and so we thought we had things cracked. "We bought two XF105 510 FTP lightweight tractors to our spec, but the dealer point was taken over just before the new trucks were delivered and closed down shortly after. We attempted to build a relationship with the new owners, but it was not possible. One of the new trucks broke down the first day it went on the road after doing less than 20 miles, but the dealer response was pathetic. Later on we had a turbo failure which resulted in a damaged piston and a bent con-rod — it took six days to
get the truck back on the road, which is far too long.
"As a result we looked at MAN. The local salesman was very persistent and came up with an attractive deal, a TGX 480 tractor with the big XXL cab, the lightweight mid-lift axle and all the extras we specify, for roughly the same price as a standard fleet-spec Scania. Its R&M package is also very competitive and the local dealer point is close by. We looked at the 540hp version, but they recommended the 480hp as the best option.
"We placed an order for two TGX tractors and they are both on the road. So far we are very impressed. They are quite a bit lighter than the FTP Daf, nearly 500kgs, which makes a big difference over the life of the truck. The fuel consumption is very good. Our fleet average for the year is 6.1mpg. The Daf has returned 6.61mpg, pretty good for a 44-tonne tipper on mainly rural roads, but the MAN has returned 725mpg, which I think is exceptional.
"It's still early days, but the MANs have made a very promising start and the drivers really like them. There was a bit of initial resistance, but now they wouldn't change back to a Daf or Scania."
CM Opinion
Each of these outfits is carefully specified for their intended task. Units and trailers are optimised to meet the operator's exact requirements to give a long and, hopefully, trouble-free service life and provide the drivers
with the best possible working environment to maximise long-term productivity.
The MAN TGX has matured into a proper driver's truck, especially in XXL form. It's quite a climb into the high-mounted cab, but wide opening doors and large steps make access easy enough. Vision is pretty good in most directions, but the front nearside comer does seem quite distant, requiring careful use of the forward-facing and side-mounted kerb mirrors in a tight spot.
The full-width cab and wide mirrors can seem a bit daunting until you're familiar with the truck. Even then it pays to take care. Like us, the regular driver confessed to looking down out of the driver's side window when entering a narrow weighbridge with a TGX, on the basis that it's better to be safe than sorry.
The D26 engine is ultra quiet inside and outside the cab. At cruising speed there is just a murmur from below the cab. The engine works best at low revs and digs in on a long hill. Performance is on a par with anything else in the 480hp class.
The automated Tipmatic/AS-Tronic transmission is easy to use. Gear selection from rest is improved over early models, but is not as good as the best offerings from Volvo or Mercedes-Benz. The same applies to clutch control, which is much improved, especially over earlier MANs and a Euro-5 Daf XF105 with the same transmission, but is still not the
best. Out on the road it works well, changing up early to make the best use of low-speed torque, but at times the driver needs to intervene when the electronics get a bit overambitious. This could be an issue in hilly country with the more basic fleet spec versions where manual mode is deleted.
The spacious cab is well appointed. There is plenty of room, but internal storage could be better organised. The ride is super smooth on motorways and main roads, but care needs to be taken on minor roads, especially through the bends. The secret is a gentle hand on the steering, which is relatively light and very responsive. If you relax behind the wheel the truck responds accordingly.
The engine brake is relatively effective, and works well with the transmission, but can be a bit jerky at low speed. If combined with a gearbox retarder it would be an ideal combination in tough terrain.
The Daf feels very familiar. This version was fitted with the 12-speed manual gearbox with its unique Y-shaped gate layout. It works well and the ratios are well matched with the 510hp engine when running at full-weight on rural roads. The splitter can be left alone until the last few changes and the truck is soon up to speed. Low-speed control is simplicity itself in a congested farm yard; there is still a lot to be said for a clutch pedal. The optional engine brake worked well, holding the outfit back on the hills and entering bends. The ride was smooth, but the small 17.5-inch wheels on the pusher-axle mean the chassis rolled more through the bends than a
conventional 6x2. More weight seemed to be transferred onto the front axle when braking, otherwise the lightweight set-up has no apparent vices.
The Daf cab is now a familiar workplace. It's very good to live in, but slightly compromised to drive. Fortunately, nearly all the criticisms regarding vision and layout have been addressed with the new version, probably not before time. This one did creak and rattle on rough surfaces. Overall, they are both good trucks. Although the Daf is very well known and a popular choice, this time we think we might just pick the MAN. It's a bit different, but we would like to try a 12-speed manual if available, just to be sure. •