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OAF Cr 85.380

19th December 2002
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Page 24, 19th December 2002 — OAF Cr 85.380
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IPRICE AS TESTED: 266,234 (ex-VAT). ENGINE:12.6 litres, 375hp (280kW). GCW: 40 tonnes. PAYLOAD: 26.1 tonnes. AVERAGE SPEED: 72.4km/h. AVERAGE FUEL CONSUMPTION: 7.93mpg (35.611t/100km).

*Includes basic chassis-cab, £58.160: air management kit, £1,610; alloy wheels. 11,344: super luxury seats. £1,340: Oaf Engine Brake.11.270; drawer fridge. 1550: immobiliser and remote central locking, 1620; 6201it aluminium fuel tank, £510: wood-effect dash, 1340; Servoshitt, £250; electric mirrors, £130; driver's electric window. 1110.

Each new generation of trucks brings the once mutually exclusive objectives of driver appeal and `guvnor

appeal' doser together. Even supermarket 'specials' now offer much improved levels of comfort. CM tries the latest fleet contender from Daf to see if it really is possible to please all of the people all of the time. D nce upon a time there

were more drivers than trucks. There were fleet trucks and there were drivers' trucks. Today, we are approaching the situa tion of more trucks than drivers. Unbelievably, many of these drivers work for an hourly rate that wouldn't tempt a spotty sociology student to stand behind a counter asking, "fries with that?" The situation is compounded by too many operators chasing too little work for too little money, which means giving drivers more money is not always realistic.

Fortunately, many drivers are not fuelled by avarice and will settle for a nice truck instead of a better wage. Hence the rapidly blurring line between fleet trucks and drivers' trucks, as even the most basic bread-and-butter supermarket special comes with a standard of kit that would have astounded a car driver 20 years ago, never mind a truck driver. One of the marques furthest down this road is Daf, and we've taken its latest CF85 on the road to find out if boiler suits and Burtons' suits can be satisfied by the same vehicle.

Product profile

The past couple of years have seen all three core members of Des model line-up totally refreshed. The middle ground between the lightweight LF and the premium XF models is occupied by the mainstream CF. CF trac

tors come in either 9.2-litre CF75 Or 12.6-lit CF85 versions, with six power levels sparmit nominal ratings from .250-430hp. Tested he is the second-from-top-rated CF85 380, act ally producing 375hp and 1,75oNm from i six-in-line cylinders.

The imposition of Euro-3 emission rul saw Daf join the world of electronic engii control, with its UPEC solution. This featur an array of six unit pumps mounted low cloy on the left side of the engine block, fro where pressurised fuel is pumped to electro ically activated injectors mounted in a conve tional position within the four-valve combu tion chambers. The CF85 comes with ZI proven direct-top 16-speeder, in this case fittl with the Servoshift assisted-change device.

Three wheelbase and three cab options a available on the .4X2 CF tractor. The basic d, cab now has a useful morrim of extra spa, behind the seats, while shares the same interi, height with the sleeper ca However, we tested the top-c the-range Space Cab, whic has an extra 630mm of int , nor height and aroun.d 9c litres of storage space. We 1:e • the longest wheelba: (3,800mm), and as you w see from the options list v were also treated to more thE eight grand's worth of goodie some of more value than of ers—the 125o Servosh: being the undoubted barga of the bunch.

Productivity

We ran this test uncharacteri tically late in the year—t} first week of December, in fa( Fortunately, we were bless( and sometimes cursed) wit exceptionally fine weathc with the exception of the fir hour of the second day (fro] Gretna to Glasgow) when rained heavily. No excuse the for the fuel figures, but forb nately none is needed.

An overall figure of 8.omi was a fair target for a Euro engine at 40 tonnes. The D. failed to meet this target, bi by just seven hundredths of

ile per gallon, or in fuel terms, four litres !er 733 miles. Not bad by any measure. Although Des recommended driving style the relatively high torque peak saw a bit ore gearshift action than we might have pected, there was no ill-effect on average arney times or our set of timed hill climbs. Disregarding the optional large fuel tank id alloy wheels of the test truck, the basic 510kg kerbweight of the longest 41c2 tractor 11 make it a highly attractive proposition to ose for whom payload is king. Daily mainteince is greatly helped by the electronic ring of of low coolant and both high and low /els of engine oil.

The dipstick is hidden beneath the cab, and intended only for workshop use. It seems ghtly penny-pinching, then, not to monitor reen wash level as this still needs to be ecked manually behind the front grille.

the road

though the 380's torque curve is pretty well it at 1,7501■Irn between Loco and i,5oorprn, lf's man recommended staying in the per half of the green band. With gearing for ound 1,425rpm on the speed limiter in top, lying above 1,25c rpm on climbs means takg a split soon after falling to 50naph, rather an letting it lug down a bit further. As a suit our journey probably involved rather ore downshifts than usual, and rmingham to Glasgow in top gear was out the question. Whole upshifts were taken at Soorpm, a speed we only exceeded on the ughest long climbs where a change would we been ill-advised. Despite a power-toright ratio below the psychologically critical !hp/tonne barrier, the 380 unit never felt iort of power to any significant extent.

The lever for the 16-speed 7F Ecosplit insmission is easy to reach, and just as easy use thanks to the Servoshift, which reduces ith effort and travel. Splits are controlled by arge rocker switch on the right of the lever, atched to a low split warning light, and nge-changes by a positive front-mounted ggle—in our view an infinitely preferable ethod to the alternative 'slap-across' process hich is prone to bouncing back even in the !st installations. We would go so far as to In mend Dais installation as being the best F manual shift on the market Daf may have been a late arrival at the disca.ke party but the results are impressive, in both powerful and controllable. In fact. !spite a damp surface on the test track, the mulatecl emergency stops were verging on e boring, the only excitement coming with e bounce-back of the cab at standstill.

In less extreme situations, however, cab xl was much less pronounced than on some g cabs. Less impressive was the optional Daf agine Brake, with its operating button tried under the thick floor covering on the Ft footrest. The lack of feel, compounded by almost silent operation and the fact that it .n't be operated at the same time as the utch, argues strongly for operation via a ind control or, ideally, the first part of the !ake pedal travel.

The crisp weather meant that for the first )ur or so of the second day we were running

with one eye on the exterior temperature display, which hovered around freezing. However, the 4x2 Daf's precise steering and handling meant that we never had any cause for concern. On some of the worst sections of road—notably the disgraceful A8000 south of the Forth Bridge—the bump of tyre against road could be heard but never got past the dampers. Progress was serenely quiet, with just enough noise penetrating to let the driver hear when the engine was working harder. There was also some wind noise from the top front corners of the cab or sun visor when the wind came from certain directions.

Cab comfort

Access involves negotiating a couple of more widely-spaced-than-usual steps, but two well placed grab handles help. The overall colour scheme of the cab is blue/grey, with our test truck's interior dominated by the vast expanse of the optional wooden dashboard. Also optional, the pair of Super Luxury seats include integral seat-belts and head restraints, backrest width and two lumbar adjustments, heating and black leather trim in their spec. The seat facings and mattress are in a brightblue velour material with matching curtains. Our test vehicle was fitted with a Thatcham Ht immobiliser as part of an option pack with remote central locking (with unlocking of the driver's door only).

The analogue part of the dash panel includes clear dials for engine and road speed, air pressure (two), fuel and water, and digital inserts for odometer and trip meter, clock and exterior temperature. In the middle of all this is the bilingual (English and Dutch) Digital Information Panel, controlled by a large rotary 'mouse knob next to the park brake. Those of us who are damned by tired reading vision fie most people over 40) will appreciate the large, clear characters and pictograms. Below the panel are the various light switches, including one for the coupling lamp which can easily be reached from outside the cab. A smaller panel on the door has switches for mirror heat and adjustment, and for electric windows.

in-cab entertainment is provided by a sixspeaker Pioneer radio-cassette and remote sixdisc CD changer, complete with lots of flashing graphics to amuse the easily amused, and an unusual steering-wheel-mounted wireless remote control. The area around the park brake also houses the smooth rotary heater controls, with a recirc function, z4V DIN and lighter sockets and switches for the cliff-lock and air suspension override. In turn, this leads across to a row of switches for various functions such as central locking and hazard lights. We also counted 22 spare switch positions, so even the most gadget-hungry operator should find enough space.

There are no less than seven fresh air vents across the dash, mounted in fashionable brushed aluminium effect surrounds, while the ashtray is large enough to satisfy even the worst Benelux tobacco addict.

The fully adjustable steering column carries a busy left-hand stalk which controls indicators, headlight dip, horn and wipers, with a 0 total of eight washer jets, two spraying from either side of each wiper blade. The right-hand stalk is reserved for the cruise control and programmable speed limiter. The throttle pedal includes a kick down detent, whose operation is not immediately obvious with a manual transmission but turns out to be an override for the limiter.

Behind the engine hump floor, with a good six feet of headroom, the single standard bunk is ideally set to act as a seat, and despite poor= indents at each end to accommodate the seats, the thick and firm mattress still has plenty of room for a full-size driver. The bunk is raised on gas struts to reveal a considerable amount of storage space, even after the optional fridge has taken its share in the middle.

There are still four separate compartments of various sizes, including one nearly two feet deep behind the driver: the night heater is economically located behind the seat. The chest behind the passenger is only half the depth, as it shares the space with the 90-litre outside locker. Two of the radio speakers are fitted to the rear wall, but turning off the radio involves leaning across to the dashboard. Other than two double coat hooks on the rear wall, there is no provision for the smarter driver to store hanging clothes. A powerful fluorescent strip light provides ample illumination of the bunk area, together with a small reading light in the night heater switch panel. There are also three general-purpose lights, a map light and a red night light at the front of the cab.

A wrap-around shelf at window-top level forms the support for the second bunk when specified, but loses the potential for storage of odds and ends by having no lip at the edge.

The Space Cab gives two levels of overscreen storage, with three lockable boxes on the highest level—the central one is easily large enough to house a television. On the lower level is a secondary switch panel, including the DIN tachograph, in front of the driver, with two net-fronted shelves to its left. A large, non-slip table area tops the dash, with an equally large, softly trimmed multi-compartment tray above the highish engine hump. A pair of modestly-sized door pockets complete the storage facilities. An electric t ing roof hatch is fitted, but it won't win frien among those trying to sleep nearby— motor sounds like a waste disposal unit.

We made considerable use of the stagger pair of main sun visors as we faced direc into the low winter sun on the run down t A68 and were sometimes unable to see mt than a truck length ahead. They are backed I by a fold-down visor on the driver's side anc tinted external visor, part of the Space C inventory. The 'window-within-a-windo design of the side doors still looks somethil of a bodge, but in reality visibility is ban affected by the extra framework.

We've said it before, but it bears repeatir Daf s current cab interiors set a new benc mark for truck accommodation, in terms both material and build quality.

Summary

No doubt there are bean-counting transpr fleet bosses out there who may feel that givii their drivers a quality of working environrne comparable to their own company cars absolutely out of the question. Fortunately f their drivers, the economic argument for t.; Daf is a strong one.

Fuel economy is good, performance is go and payload is good. Its future as a mom earning fleet tractor is good, but it does, end there.

Although not the obvious first choice f the sybaritic owner-driver, in some respec the Space Cab has more of its eponymo. commodity than the XF Super Space Cab, a, in a considerably more compact packaE There's no real reason why the CFI shouldn't be as suitable for long-distan work as for hauling breakfast cereals arou, the M25. It really does seem to offer som thing for everyone.

• by Cob Barnett

ROADIES!

DAFI

Cr 85.380.

SPECIFICATIONS

MODEL

Dar FT CF85.380 4x2 tractive unit with Space Cab.

Design GYM 19 tonnes. Design GCVO:50 tonnes.

Importer: Daf Trucks, Eastern Bypass, Marne, Oxon 0X9 3FB.

ENGINE

Daf XEC1 (Euro-3), charge-cooled diesel with electronic diesel control and LIPEC unit pump/idectors. Cylinders; Six, in-line.

Bore/stroke: 130x158mm.

Capacity: 12.6 litres.

Compression ratio :17.4:1.

Maximum net power: 375hp (280kW) at 1,900rorn.

Itadmum net toresal,750Nm (1,2911bft 1 at 1,000-1,500rpm.

TRANSMISSION

ZF Ecosplit 165181, direct-top, 16-speed manual gearbox (with range change/splitter). Optional ServoShift fitted on test tractor. Ratios: 16.04001; reverse,15.36:1. Rear sick Daf1347 single-reduction hypoid with mechanical diff-lock. Riot delve ratio: 3.07:1(3.31:1 optional).

Clatdt Single dry plate, air-assisted hydraulic operation.

BRAKING SYSTEMS

Dual circuit full-air system; ventilated discs on all axles with ABS and EBS as standard.

*Preserve's% 2x3614:1x20; 1x25IA. Parking Spring parking brake 041 drive axle.

Exhaust brake Air-actuated butterfly valve, rated at 300kW at 2,400rpm. Brake dakaisions; Disc diameter, 430mm; thickness, 45mm,

STEERING

Hydraulically assisted re-circulating ball;five turns lock-to-lock.

CHASSIS

Daf flat-topped steel adder frame with riveted and bolted construction. Side-member dimensions: 260x-(5x7rnm.

Sossensier Front, semi-elliptic twin leaf parabolic springs with anti-roll bar; rear, full air with anti-roll bar. Hydraulic shock absorbers on all axles; ECAS standard on rear axle. Medias% 3.8m.

Axle plated weigids: Front, 7,100kg; rear, 11,500kg. Axle resign weight% Front, 7,500kg; rear, 13,000kg.

Wheels and tyres:10-stud 8.25x22.5in alloy wheels with 295/80R22.5 tyres (steel wheels standard).

Frei twit Alloy, 620kt (steel, 390 lit standard).

24V CAN system. Battery: 2x12V,175Ah. Generator :BOA.

TERMS OF WARRANTY

Two years' unlimited distance with Option of third year with contract maintenance. Standard three-year maintenance contract.

DEALERS AND SERVICE POINTS

128 service/main dealers in the UK.

DRIVERS

Robert Jones drives an Actros 2540 for &IN Transport out of Mold, North Wales: lirtry is nice and low so you don't get vertigo climbing in. You don't want to be too high for multi-drop work where you are In and out all day. There's quite a bit of headroom and plenty of stowage. The brakes feel as sure as those on the Actros, though they're a hit harder to push. It's nice to be back with a manual gearshift—

nice and easy. The engine has plenty of grunt low down. Visibility is fair and electric mirrors can be helpful when reversing. I like the option to set the delay for the wipers."

Gerald Bietcher Is an ownerdriver and Robert's boss—he has a brand new Volvo 1H12 460: "The driving position is very low compared with the Fit but visibility is OK with no obvious blank spots. I'm impressed by the pulling power—it's stronger than I expected from a 380 at 40 tonnes. It might need a few more gear changes on the steeper hills but it doesn't struggle. The cab is just a touch noisier than the FH and it roils a bit more than my twin-steer. The brakes are a bit severe and my engine brake gives more retardation at lower revs. Stowage lockers above the screen are better than mine; they don't intrude back Into the cab as much. I'm 6ft 3in and there's room for me to stand.'

Damian McLaughlin was on his way home to Co Antrim when we caught up with him in the Volvo FH12 420 he drives for Reid: "It's a lot bigger Inside than you would think from its outward appearance. The seat is very comfortable—it gives plenty of back support and I can rest my elbow on the door. It's only 380hp you say? It goes very well for 40 tonnes; it's got more pull than my 420 from rest. The gearbox is easy to use and the steering is light. The brakes are dead-on but the thick carpet makes the engine brake difficult to operate.., you need to apply too much pressure for comfort. The overhead

lockers are a good size."


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