Driver and boss appeal Daf's latest CF range combines new
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drivelines with tried-andtrusted cabs and chassis. But while the latest engines promise better economy what been done for the driver? Last week CM gave the 75 and 85CF ranges a real road workout in the Belgian Ardennes. by Brian Weatherley • Three months ago Daf made a good truck even better when it took the 12.6-litre engine from its fast-selling 95XF, and put it in the popular 85 Series to create the 85CF. There was never a doubt that the 12-litre XF diesel was going to end up in the 85— it was simply a question of when. At the same time Daf also unveiled a 9.2-litre six-pot in the 75 Series which again gained the CF suffix.
Since their launch in 1993 the 75 and 85 Series have proved popular with UK operators, reflecting the strength of their original design. But no one can rest on their laurels and the latest driveline updates have to keep Daf's fleet tractors well up with the pack— not least it terms of power and torque. And what about the man behind the wheel? Are the new models any better to drive? Commercial Motor found out last week when it tried six CF models in the Ardennes.
Those new drivelines have done nothing to affect the 75/85 cab's outstanding cab access. It's still one of the easiest trucks in the business to get in and out of. And with a simple, but comfortable interior design it meets the criteria of gaffer's motor without being too spartan for the driver.
The new, smaller steering wheel from the 95XF, is easy to set up for height and rake via a simple lever on the right-hand side of the column. But sit too close and the top of the wheel can obscure the row of idiot lights along the top of the dash.
At least the steering is light and precise and the high-back driver's seat (again from the XF) offers excellent comfort and the bonus of built-in seat belts.
Out on the road it doesn't matter whether you're in a 75 or 85CF. The handling in either is always controlled and very stable. In the past we've criticised the 85 for having a slightly-toohard ride at the front. The latest CF models seemed to have lost that foible although Daf says it's done little aside from working with spring and damper rates. However, that seems to have done the job. CM says "seems" as we won't know for sure until we try a right-hooker over our own test route. It didn't take long to notice that the 430hp 85CF was well on top of the job running at 40 tonnes with a curtainsider. But if the FT85CF.430 can go fast uphill it can also repeat the trick downhill thanks to the excellent Daf Engine Brake.
Working on the same principle as the Jake Brake, it turns the engine into a compressor, providing retardation way above the old engine exhaust brake. Use it above 2,500rpm and it will hold a fully freighted artic down a sharp incline at a steady 40mph leaving the service brakes fresh for when you really need them. Even then the interior noise levels are still good.
Love affair Daf's love affair with the ZF synchro box remains intact despite the arrival of the Eaton S-Series. On most of the trucks we tried it was precise, and fairly light—but not on all variants.
Throughout our driving day the weather was a mixture of driving rain and strong winds but the heating and ventilation on all the CF models proved well up to the job.
With the 340 and 380 85CF tractors Leyland Daf should have no trouble keeping in with hauliers looking for a highly driveable bread-and-butter machine. However, the 430hp 85CF does the job that little bit quicker and with at least half a gear in hand. The 480's extra horses won't hurt residuals either.
By far the nicest truck to drive was the smaller 320hp 75CF tractor which, with a tandem axle trailer freighted to 32 tonnes, looks like being the perfect supermarket trolley. The new 9.2-litre engine has an excellent throttle response, and proved a willing worker, hanging on tenaciously up some steep motorway gradients at between 1,400 and 1,600rpm.
For sheer indulgence we finished with a sprint over some steep hills in the 380hp 8x4 FAD85CF. Leyland Daf says it's hoping to bring it in towards the end of the year to join the FAD 85CF.340. If you're looking for a fast muckaway machine then this is the one for you. It romped over the worst inclines with power to spare, loaded to just over 32 tonnes. The only change for the UK market will be the adoption of single reduction axles at the back in place of the heavier hub-reduction units.
So what's our verdict on the new 75 and 85CF? Fleetfriendly machines with increased driver appeal that premise savings at the pump and good productivity. Not a bad mix ... COMMON RAIL FOR EURO-4 DAF ENGINES Daf has committed itself to fitting a common rail fuel injection system (below) on its trucks to meet the Euro-4 emission standard next century. Although Daf engines comply with the current E uro-2 standard without electronics on their in-line pump engines, by Euro-3 in 2030 it will have adopted a Unit Pump Electronic Control system known as UPEC. Slaals says that for Euro-4 a ( ommon rail system will be used with electronically controlled valves to provide prec sely metered amounts of fuel into the cylinders.
"We think common mil is THE system for the future," says Staals, who reports that Daf has also been working on optimising airflow in the cylinders and looking to raise injection pressure to between 1,700-1,800 bar on future engines. DAF, HIGH HORSEPOWER AND CUMMINS' BIG SIGNATURE • Daf Truck's engineering guru Hans Stools says the Dutch truck maker's 12.6-litre XF engine (below), which powers its 85CF and 95XF trucks, will be developed to 550hp and beyond. The in-line six XF diesel is currently rated at a maximum 480hp based on a nominal 39hp/litre. However, Stools insists it has the potential to go up to 45hp/litre, suggesting a future maximum rating of up to 570hp. Increasing the XF diesel's power would allow Daf to dispense with the 530hp Cummins N14 engine used in the most powerful 95XF model. A smaller capacity, uprated 12.6-litre lump would offer weight savings over the N14 which is due to be replaced by the latest 15-litre Cummins Signature engine (CM 24-30 July 1997) in time for Euro-3.
Last week Stools dropped a broad hint regarding Daf's interest in the Signature which is 127kg lighter than the N14 and rated up to 600hp: "I don't see a demand for a 600hp 95 with a Signature but if weights go up who knows? The 12 litre is capable of replacing the 14-litre Cummins and the Signature could go up to 650hp—but I don't want to beat MAN, I don't want to be king of Europe on power." Ironically, as Daf's parent comany Paccar is a major user of Caterpillar engines, Daf coulc even use the latest 14-litre 3406E in its top-of-the-range tractor.