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GOES
Take Daf's 360hp, 9.2-litre diesel, put it in a CF75 six-wheeler and you've got a cracking tipper.
Usually, at this time of year, our phone would be busy with calls from manufacturers eager to offer us a new tipper for test. Sadly, since the demise of TipCon, they no longer have an obvious annual reason for punting one our way. Indeed, this week's test of the Daf CF75.360 is only the third six-wheel tipper we've done since 2000.
We could understand it if the market was dead, but it isn't. In fact, last year three and four-axle rigid sales grew for the sixth year in succession as registrations topped 8,200 vehicles.You figure it out.
But one thing is clear: tipper men want more power.Time was when 260hp was more than enough for a 6x4.Today.Daf is by no means unusual in offering a full l 00hp more in its most powerful CF75 six-wheeler, while its lowest 250hp rating in the same chassis seems positively anaemic.
Back in December 2003, having tested Volvo's nine-litre FM9 8x4, we asked: "How many tipper operators want a nine-litre eightlegger?" The answer is not a lot. But put the same capacity engine into a six-wheeler and it's a whole new ball game. Suddenly you've got a very attractive 26-tonner with infinitely more staying power than those with six-litre lumps. And never mind the extra kerbweight — think of the extra cubes,and the extra in reserve compared to smaller and higherrevving diesels. Last year Oaf took the top spot in the multi-wheeler market despite some tough opposition from the Swedes. So when we were offered the nine-litre CF75.360 we were keen to see why.
On the road As far as the CF75.360 goes, the answer's simple — it's a little cracker. Let's start by talking about its handling.You wouldn't normally expect a six-wheeler without a rear anti-roll bar or rear dampers to handle particularly well. But then the CF isn't your normal sixwheeler. By mounting the "eight-rod" tandem back bogie's trunnions higher up the frame rails. Daf has reduced the gap between the chassis' roll-centre and that of the body with the net result that its overall roll stiffness is significantly improved.
If that sounds like manufacturer-speak well simply say that on the road the CF has rocksolid handling and corners like a go-cart. And with no rear stabiliser or dampers, you not only save 100kg but worn anti-roll bar bushes are also a thing of the past. A rare case of lose some, win some'.
With a full load the little Daf rides well too —although on bumpy roads we found our right foot frequently bouncing off the small accelerator pedal, especially as we had an air-seat. These modem, little 'electronic' throttles are all very well, but give us a big. old, treadle-type pedal any day —at least your foot stays on it.
With almost 14hp/tonne to play with.the CF75.360 is well on top of shifting 26-tonnes. While its overall average speed might not reflect that, look at its hill climb and 0-80km/h acceleration times. It blows its test rivals —especially those with a smaller six-litre lump — well and truly into the weeds.The 360hp CF75 has real productivity potential.
Now some words about its steering. Positive, light and vibration free — it goes where you point it and stays there. If only we could be so complimentary about the CF's brakes.They work OK, but the pedal feels deader than the proverbial Norwegian Blue parrot. Whethe r it's a function of combining front discs with rear drums we don't know. But having got used to the positive and, equally importantly, progressive pedal feel from recent Daf tractors on test. the CF75's braking felt distinctly lacklustre —although on a rollerbrake tester it delivered the goods on braking efficiency. The story's much the same when it comes to its exhaust brake.And to add insult to injury you can't get the otherwise excellent Jake-type Daf Engine Brake (DEB) on the nine-litre. Fortunately, our tipper came with the optional ZF lntarder fitted.For13,520 — and just 95kg on the kerbweight —this gearbox-mounted retarder is definitely money well spent. For washing off speed at roundabouts and junctions and holding you back on steep hills its stopping power is quite simply phenomenal. The icing on the cake is the downhill speed hold function. Once you've reached your required speed. simply slide the collar across on the three-position steering column lever and the Intarder automatically reins you in.
But the real clincher was when we pulled into our final fuel stop at Milton Keynes and gingerly felt around the front and rear hubs. There was no heat, no fuss, no nothing. And as heat equals brake wear we can see the linings on an lntarder-equipped wagon lasting for a long time.Would we buy one? Yes. we would.
Now we come to CF's 9.2litre six-pot. It's a pretty freerevving and flexible little engine, which for most of the time can be driven happily around the max torque/fuel 'sweet spot' at 1.400rpm within the green economy band. Indeed, the only time you'll need to rev it a bit harder is when you're changing up on a slope. Otherwise it will recover from 1.000rpm on the flat — but if you're in a hurry. change down early and keep it spinning and it will reward you with a rapid drive. Generally. it's well-matched to the eight-speed ZF box, bar the odd gap between fourth and fifth, and with bit ofjudicious use of the throttle — and strictly on the level — it will pull away in third quite happily fully laden without caning the clutch. One final word, the standard 4.10 rear diff is perfect for urban running,so think carefully before speccing the faster optional 3.75 ratio as you need a pretty good reason —or a lot of motorway work— to justify it.
Productivity Our trial results say it all —best on fuel by a significant margin, not just overall, but on both motorway and A-road running. And remember the CF75 has a Euro-3 engine,all the others have Euro-2 diesels.This not only shows how efficient Dafs 360hp motor is, but how few new tippers we've lately had on test!
We've already mentioned speed so we'll pass straight on to payload. With the extra metal of a nine-litre the CF75 is always going to struggle a bit against lighter six-litre 6x4s. But. as our figures show, not by that much and — get this — while our test truck came with steel wheels like its rivals, it also had a further 300kg of extras including the aforementioned intarder,George Neville sheeting system.cab side collars, air seat and air con. Knock that lot off and you're closer to 16.69 tonnes in the bin. Add some alloys and up it goes again.The bottom line is there's room to play with if payload is your ultimate goal.
Cab comfort
Compared with the Scania P range and Volvo's FM the CF75 cabin looks to have more usable space. By steering away from a marked 'cockpit' design with a deeply curving dash — as favoured by the Swedes — you can at least move from one side of the Daf cab to the other without getting a hernia, or having to get out and walk around. Overall.its interior trim is more tipper than tractor and the grey and blue colour scheme should keep the dirt from showing, although again why so many redundant blank switches that will only collect dust? Storage space isn't exactly abundant, but there's a useful central box on the engine hump and door and headlining pockets,plus space behind the seats. What's missing is a decent bin on the back wall. Nice touches include side sun blinds and the option of an alloy roof hatch in place of the normal glass unit, which sounds fine until some clown with a bucket drops a 40mm reject boulder on it.
The CF's control layout is good.The handbrake is where it should be — in the dash — and the gear lever is well placed. ZF's optional Servoshift ensures gearstick loads are light too, so why not make it standard?
The optional suspension seat proved supremely comfortable throughout our two-day test,only you can't lock it out.For that you'd need the Super Luxury saddle, probably on a tipper. The CF's mirrors are also good and they don't get in the way when you're approaching a roundabout — unlike the FM's.
However,it's not all roses. Daf still accepts Km/h as the main marking on the speedo of right-hand drive trucks. More significant, its nine-litre lump has a distinctive bark, especially when working hard, and interior noise levels aren't as quiet as its rivals.That could definitely do with more attention from the folks at Eindhoven. •