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us its 2800 model
Page 57
Page 58
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On the motorway it only returned 6.75mpg, but the chassis suspension's impressive, the ride's quiet, and the price is right. Tim Blakemore enjoyed the view, too
DAF didn't want to be left out of any series of tests at 40 tonnes — not surprisingly since, at 50 tonnes, the Netherlands has the highest permissible gross weight in the EEC.
DAFs are regularly operated at that weight on their own territory but no suitable FT2800DKS tractive unit was available for test in this country so the only answer was to bring one over from Eindhoven.
On the first day the Dutch vehicle's specification caused a minor hiccup early on at MIRA, for its two-line Suzies were fitted with palm couplings, and the Al semi-trailer of course had C and A couplings, which are virtually unheard of in Holland.
Midland DAF Trucks Ltd came to the rescue with some adaptors, and after some adjustment of the Jost sliding fifth-wheel and repositioning the kingpin to keep within the length limit we were ready to roll.
DAF's demonstration driver was somewhat disappointed with our acceleration test results which showed the 2800DKS could reach 80km/h (50mph) in 82 seconds, about seven seconds slower than he expected.
Our test procedure is to make a number of runs up and down the horizontal mile straights at MIRA and take the mean of the best times recorded — this cancels out the effect of the wind.
We would have liked to make some further runs with the DAF, but on that occasion our time on the straights had to be limited. Compared to the other vehicles, the times we recorded in fact were quite respectable — the Ford was 13 seconds faster to 80km/h (50mph) but the DAF engine does give away some 6kW (8bhp) to the Cummins engine and 180Nm (133 lbft) of torque.
Had the 2800 been fitted with the latest DKSE engine (see CM Engineering News September 27) there would have been little difference in torque, for the new engine option is rated at 1,260Nm (929 lbft) at 1300rpm as against the standard DKS's 1,160Nm (855 lbft) at 1450rpm.
The driving style demanded by the E engine to get the best economy is similar to the Cummins Eor L-rated Rolls-Royce but very different from the standard 11.6-litre unit in our test DAF. The green sector on the 2800's rev counter covers a narrow engine speed range from 1,500rpm to 1,800rpm with a shaded green sector from 1,300rpm up to 1,500.
To keep the engine in this speed range, the driver must stay on top of his job using the gearbox liberally — no great hardship with a 13-speed Fuller, but in the hands of a driver reluctant to make proper use of all the ratios available, fuel consumption would be bound to suffer.
On steep hills the rev counter needle has to be taken into the yellow sector and up towards the red line and maximum power at 2,200rpm, but this didn't have a disastrous effect on fuel consumption as the results over the A68 section show.
Fuel consumption on motorways must have been adversely affected, though, by having to keep the engine spinning at 2,100rom to maintain 97km/h (60mph). The lowest numerical ratio (highest speed) rear axle DAF offers for the FT2800DKS 5.03:1 giving it a geared roa speed of only 100km/h (62mph For the lower European speE limit of 80km/h (50mph) th makes sense, but for motorwi work in the UK it is somewh undergeared. On the M6 b tween Forton and Gretna, f, example, the Ford, Foden ar Volvo all bettered 7mpg but Ti DAF could only manac 41.851it/100km (6.75mpg).
DAF's second generation ci has no radical modifications, b a number of detail changes ha, been made. The steering whe now has a diameter 5cm (2i smaller which will please mo portly drivers, but every driv should be pleased with tl wheel's new padded vinyl cost( ing which allows it to be gripe, securely, even with swea hands.
I have mixed feelings abc the multi-function stalk on t left of the steering colurr which replaces the two da: board-mounted stal previously used.
As we headed North on M6 the first day of the test it vs dark and raining and my first action was to be grateful that a strange vehicle, and a "I hooker", I didn't have to fuml for headlight flasher, wir switch and indication.
The trouble with this type multi-function switch is that o small fault could put seve
omponents out of action and lerhaps unnecessarily immobise the vehicle.
Electrically heated mirrors are low standard on the 2800, ley're larger than before and 'ere is an additional one on the ,assenger side. DAF says this xtra mirror is for "keeping a loser eye on the trailer" but I pund that it was much more seful fitted as it was — on the ffside of a left-hand-drive ehicle — as a means of checkig for approaching traffic at -iotorway slip roads or angled Dad junctions.
Of the three left-hand-drive ehicles we drove in this 'series f tests, the OAF was the only ne thus equipped and it made a -emendous difference.
All-round visibility from the IAF cab is better than most any/ay, because of the windows to le rear and sides of the bunk nd the narrow rear corner And as part of the improvelent to the cab's thermal and ound insulation these windows re now double glazed.
At a time when two gearbox lanufacturers are dominating ie European commercial ehicle market it was not surrising to find that four of the ve vehicles were fitted with uller gearboxes — two 13peed and two nine-speed.
In mainland Europe the stanard gearbox for the FT28000KS ZF's Ecosplit, but for Britain -le Fuller RT09513 is used. Allough the same gearbox is tted to the Ford Transcontinen31, the "feel" of the two different istallations could not be more ifferent. DAF's gearlever, for intance, is a lot longer because it
emerges from the cab floor and not the engine cover.
Just one long selector rod is needed to connect the lever to the gearbox and the effect of this is to make a very positive connection between gearbox and lever, unlike the Ford which uses a cross-shaft and several linkages.
The gearbox responds best to a gentle coaxing of the lever rather than hurried movements and, as long as the engine revs are right, there is no problem. Indeed, once the technique is mastered it's easy to make clutchless changes.
The disadvantage of the direct connection between gearbox and cab is that gearbox noise is transmitted up the shaft and the lever on our test vehicle some
times rattled or buzzed as a re suit.
The latest shape of Fuller gea knob, fitted to the DAF, allows for a good positive grip and particularly like the new range change/splitter button which ha: to be pressed in against a sprinc to select low range.
An advantage of the Fulle gearlever-mounted switcr system, compared to Volvo's re. mote-mounted splitter switch, is that the driver doesn't repea. tedly have to move his hanc from the lever.
Pa.rabolic shackle-endec springs front and rear with shod', absorbers on both axles anc hefty anti-roll bar on the real adds up to an impressive chassis suspension. But there is no cat suspension — the cab is simply rubber mounted and this invevitably leads to a fairly harsh ride.
The redeeming feature is tha it helps to keep the cost down and the 2800's retail price is very competitive at £27,300. Specifying the E-engine will add only £250 to that figure.