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D OAF 95XF 480
It's taken Daf a long time to turn the 95 Series into the truck it ought to be, but for owner-drivers looking for a long-distance machine par excellence the new XF was worth waiting for. Thanks to a frugal new 12.6-litre engine and improved driveability, the 95's future looks bright and, as they say, the future's orange...
Truck manufacturing is like life. Sometimes you have to make do with what you've got. When Daf launched the 95 Series in 1987 it had to be all things to all men. Some hope. With its big cab and first generation electronics it was hardly a gaffer's motor. Of course, that didn't deter Daf from trying to sell it all and sundry. But it was always too big, too heavy and too advanced to take a major share of the bread-and-butter tractor market.
Not until the 85 Series arrived could Dal finally reposition the 95 to where it truly belonged—with long-haul owner-drivers and small fleet buyers, Unfortunately, rival manufacturers were rapidly overtaking it with newer models and while the 95 could maintain driver appeal with its upgraded Super Space cab, it desperately needed a bigger engine than Des ageing 11.6-litre straight six. The quick fix was to fit a 500hp Cummins 14-litre. But that wasn't the real answer.
Finally, at this year's Brussels Show, after two years of hard graft and an investment of 190-million Dutch guilders, Daf unveiled the 95XF with an all-new 12.6-litre lump beating beneath an updated cabin. So is the 95XFthe XF stands for Extra Forte—a fizzy orange or watered-down squash? Step forward CASs roadtest team.
• PRODUCT PROFILE
You'd need a book to cover all the engineering changes in the 95XF. Daf has written one called "The Start of a New Era" but if you ask for a copy you're more likely to get a sales brochure.
The 12.58-litre charge-cooled XF engine has the same bore as the old 11.6-litre. But the rest is all new. The latest block is stiffer, to reduce noise, while on top there's a 24-valve head with central injectors and "siamesed" dual air intake ports. There are no, repeat no, electronics on this engine. It passes Euro-2 without them using a conventional low-mounted cam working on redesigned hollow pushrods and roller cam followers.
The XF engine's dry liners suffer less distortion than wet liners and allow piston and liner tolerances to be reduced, so there's even less oil blow-by and particulates in the exhaust. The downside is you need greater cooling, hence the big black radiator "gob" on the 95XF's distinctive grille. Talking of cooling, the fan is gear, rather than belt, driven which not only reduces noise but cuts down on maintenance.
The XF engine has three power ratings (see page 37). Our 95XF-480 test tractor boasted the most powerful of the trio with 2,050Nm of torque. If you want more grunt there's still a 530hp N14 Cummins option although whether you want the weight is another matter. Daf has developed its own engine brake with Jacobs. The DEB (short for Daf Engine Brake) works like a Jake, delivering up to 290kW of retardation at 2,400rpm. It's 50mm high and sits atop the valve rocker mechanism.
We could write a lot more about the XF sixpot but we'll simply say that compared to the old WS engine, it's 20% more durable, 4% (at least) more economical and 4% quieter. And all for just 30kg more.
Behind the engine there's a familiar 2F 16speed Ecosplit box, at the end of the propshaft is Daf's 1347 single reduction drive axle with electronically controlled air suspension.
The chassis has been generally tidied up although Daf has stuck with drum brakes, citing longer life versus discs. Apart from the new grille, a more robust steel bumper and reworked steps, the XF cab still looks like a 95 should. It does, however, sit 102mm higher on the chassis.
You get two cab options: the Space Cab with 830 litres (0.83m3) of "dedicated storage space"; and the voluminous Super Space cab with 1,080 litres (1.08m). Following the introduction of the 95XF all cabs are now 2.25m deep. To improve the cab's handling Daf has developed what's effectively a subframe for the cab mountings. The Space Cab rides on a mix of coil springs, dampers and metalastic bushings on the front cab anti-roll bar. The Super Space Cab has four.point air.
Inside there's a reworked dash, new trim, new seats, better ventilation and a wider repositioned bed you can sit up on. In short, the 95's interior has had a complete makeover. But operators will be asking can it earn a living? • PRODUCTIVITY When it comes to fuel economy the 95XF-480 is a special truck. How special? The most economical Euro-2 38-tonner around our Scottish test route is ERF's 380hp "Fuel Duel" EC11 with 8.47mpg (34.51it/100km). Yet across the first two days of our run the 95XF actually BEAT the ERF on consumption, pulling a slightly higher trailer. It was on target to win outright until the weather stepped in on day three with driving headwinds that dashed any record-breaking hopes.
Even so we still finished with 8.28mpg (34.11it/100km), far and away the best result we achieved from any Euro-2 tractor with more than 400 horses on tap. Its closest rival is ERF's Cummins-powered EC14.52 (21-27 Sept 1995): but that truck couldn't break the magic 8mpg barrier, or catch the 95XF-480 on average speed. Not only is the Daf frugal, it's also fast. Only the Seddon Atkinson StratoCruiser 525 is quicker—but its consumption was more than a mile per gallon worse than the Leyland [Mrs.
The 95XF-480 may not have the biggest payload of our test bunch (the IVIAN's is better while the EC14.52 has the best at 23.69 tonnes). But for productivity it's still the one to go for. Spec a smaller tank than the standard 600-litre job, drop the side skirts and you could certainly carry more.
• ON THE ROAD Watch out Scania, we've finally found a truck to rival the 4-Series for driveability. Time was when a 95 Series handled like a pink blanc mange on a potter's wheel. Not anymore. The new XF ride's firmer, and has lost the old 95's alarming cab roll. Around twisting backroads it's now as sure-footed as the impressive 85 Series.
By adopting the latter's TRW steering box Daf has also got rid of that irritating vagueness that plagued the 95's steering. There's more feel and none of the old seesaw action once needed to keep it in a straight line.
But what will really win over drivers is the 95XF-480's performance. In particular its midrange acceleration—fully laden it's little short of a kick in the pants.
And as the revs drop to around 1,500rpm the 12-litre digs in and starts to really work. Over the A68 we might as well have thrown low range away—we didn't need it.
Such is its flexibility, as long as you're rolling you can pull away from roundabouts in 51. with the revs around 1,000rpm and still recover.
But what will please penny-wise operators is how easy it is to drive it around the 1,300rpm sweet spot on the XF engine's specific fuel curve, thus saving at the pumps.
The biggest revelation is Daf's new engine brake. Get the revs up to 2,000-2,500 and it delivers outstanding retardation. The long drop down into Corbridge on our route is severe enough to cook the brakes on most tractors. We went down it virtually all the way just on the DER Back that up with a firstclass service brake performance and this is a truck that can stop as well as go.
After years bemoaning the Ecosplit box's shift loads we were also pleasantly surprised by the quality of the 16S221 on our test tractor. Whatever Daf or ZF have done we like it.
• CAB COMFORT It's a fair old climb into the Space Cab (and certainly not one to jump out of). The steps could be staggered outwards a bit more otherwise they're OK. Inside the reworked curving dash is less aggressive than the old 95's and it keeps everything in easy reach. And at last, Daf has put its radio in the dash.
There's no doubt that £.1,380 is a lot to pay for the "Super Luxury" seats. But in a business where back and neck trouble is an occupational hazard, after our three days in the saddle they seemed worth every penny.
The new interior colour scheme is more muted and far less likely to show the dirt than before. The "wood effect" dash is rather an indulgence for £410 but it's still a nice touch.
The Space Cab has oodles of storage room and is a true "double-manning" alb.
And if there isn't enough room for your kit under the comfortably thick bunk, or in the head lockers, or the door pockets, then try the Super Space Cab.
Once you've threaded your way past the gearlever, cross-cab access is better than the 4 Series. At 80km/h it's also quiet, damn quiet— with by far the best readings we've recorded inside a big power tractor,
Nice touches include a nice flat centre console for a TV or cooker to sit on, bedside heater controls (though why no switch for the radio?) and a pull-out table. Frankly we can't see many drivers giving it the thumbs down. • SUMMARY
Sonic people never learn from their mistake.s. Daf isn't one of them. It's addressed all the old 95's bad points-and in spades. What can you say about a 480hp flagship with the kind of fuel consumption that would keep even the most tightfisted gaffer smiling?
It's frugal, productive, comfortable, can move quickly and stop fast. You run out of things to say. And price-wise it's certainly aggressively pitched at the right level; not least against the Sc.ania R144 46(1, which retails at £79,375. 95XF ENGINE RANGE
It's probably just as well we Dof 1 2.6-like XF
and sell the 95XF as a fleet didn't beat the ERE After all, Leyland Daf would have to try tractor all over again-and
then where would they be? • 380hp with 1,750Nm of torque • 430hp with I ,900Nm of torque
• 480hp with 2,050Nm of torque Cummins N 14-hire
• 530hp with 2,350Nm of torque
by Brian Weatherley
Price as tested: £78,000 (ex-VAT); includes basic chassis, £72,790; alloy wheels, £1,200; wood-effect dash, E410; EGAS cruise control, £690; Daf engine Brake, £1,150; non-standard paint, £380; and luxury seats, £1,380. Engine: 12.6 litres, 483hp (355 kW). GCW: 38 tonnes. Payload: 23.47 tonnes. Speed: 74.7km/h (46.4mph) Overall fuel consumption: 8.28mpg (34.114/100km).
DRIVERS' VERDICTS
It's not always so easy to entice busy drivers into the cabs of our test vehicles—but with a large orange Space Cab and 480hp on tap none of our guest drivers this week had to be asked twice.
Chris Whittaker comes from Rotherham and drives an MAN F2000 18.403 for Gloystarne Transport. As always we helped him settle in behind the steering wheel. The seat suspension automatically adjusted to his weight and he set it for height and leg room before lifting the steering wheel to suit. "I'm oft oin tall but the seating space is ideal for me," he said before pulling out on to the road from BP's South Mimms truck stop. "The way it pulled away I thought it was empty," he said and, slowing as we approached the first road junction, he added: "the brakes are a bit keen... It's a lot quieter than mine.
You can hardly hear the engine. Is there much insulation around it?" We told him there is some but that the engine block is also designed to cut down on noise. On a downhill stretch he dropped down the gears to six high and applied the engine brake: "It's a lot better than my exhaust brake. It's actually slowing us down." On the M25 he commented on how well it pulled even though we were travelling up hill in top gear. "The screen pillars are not too bulky so there aren't any blind spots at all. All the controls are arranged so you don't have to reach for anything and I can actually see to adjust the radio on the dash without taking my eyes off the road. It's not got a big steering wheel and the seat is a lot comfier than mine. It's almost like driving a car except there is loads of room in the cab. The locker space is phenomenal. The remote lock on the passenger door is nice and I like the writing tray that slides out of the centre console. One wipe and the trim will be clean. The air vents, not just on this truck, are a different problem," said Whittaker.
Ray Fairhurst comes from Huntingdon and drives a Volvo F10 290 for Prestons of Potto. "It's got the some gearbox as the 85," he noticed as he climbed in. "I like the one that Daf used with a collar. I think that was the best on the road." At the first hill he changed down. We said there was no need, so on the next he let the engine work. "It's down to 1,200rpm and it's still pulling strongly" he observed. " After driving the Volvo I wouldn't have known this one had any weight on it. it's lovely and quiet, the ride is very comfortable and the steering is effortless. I am not a big lover of cruise control," he told us as we returned on the motorway. "I prefer to keep control of the accelerator under my foot. It doesn't feel a big truck to drive; no more so than the Volvo. But you have to admire the massive space inside and the amount of storage space. The bunk is oversized compared to many others and it's plenty thick enough. I like a firm mattress. It's a lazy man's lorry," he concluded.
Steve Pike was sat high up in the Renault Magnum 420 he drives for Sams Transport out of Brentford when CM asked him to join us. "The doors open wide and the steps make the access easy but I like mine with the platform," he said. When we were up to speed he added: "It accelerates a bit quicker than mine but I expected more from 480hp. Mine feels a bit more torquey at lower revs. Visibility is about the same as with the Renault. The sight angle's not very good to see anyone at the front. The seat is better than the Magnum's. It doesn't bounce as much but my cab suspension gives a flatter ride. The steering is very light and noise levels are about the same as mine. The gearbox is easier on this; mine is stiffer, especially on a cold morning. The Magnum has more standing height with a flat floor but there is room to move around in here. I like being able to sit up on the bunk. I haven't got places like this console to put a TV on and there is also plenty of stowage space, and an outside locker. The Magnum has air conditionina. Has this?" he .•. „... areve nice. "The slot angle s nor very Ray Fairhurst: "His lovely and quiet, the ride is comfortable and the steering is effortless."
asked, opening the window, good to see anyone at the front."