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11 river retention and residual values continue to fuel sales
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of 400hp-plus 'big-cab' tractors. But cost-conscious fleet operators clearly resent buying a Megawhopper flagship for domestic work, and who can blame them? Thankfully, most manufacturers now offer the perfect compromise: a weightsaving narrow cab, but with the high roof that keeps drivers and future used buyers happy.
Dal's C F85 Space Cab is a good example of the "narrow but tall" genre—and it's the perfect foil to the "big is beautiful" brigade. Compare the Space Cab CF85 with a XF95 Space Cab and you'll be in for a surprise. When it comes to ceiling height the CF actually beats the XF (2,230mm vs 1,885mm). For more height you'll have to move up to the mighty Super Space Cab—and then you'll only gain 25mm.
Similarly, the CF85 Space Cab's 900 litres of storage stacks up pretty well against the XF95's 1,o8o litres. Bear in mind that you also get exactly the same 12.6-litre six-pot engine as the XF95 and you begin to ask yourself if it's worth paying more for that 95 grille badge.
But the real kicker is payload. Even though Daf s latest XF95 has lost some weight, likefor-like a CF85 is zookg lighter so its earning potential is greater—not least at 44 tonnes. And on the subject of weights, having marked time at 41 tonnes, Commercial Motor's technical team has bowed to the inevitable and will now test all 6x2s at 44 tonnes. Dal's CF85.43oFTG is the first off the blocks at the new weight...
PRODUCT PROFILE
When Daf unveiled the latest CF75/85 range in Frankfurt two years ago it improved what was already a strong performer. Externally, the most notable change was the adoption of a longer (by 140mm) face-lifted cab, which now comes with the choice oi aforementioned high-roof Space Cab, four-point coil-springs.
The smoother profile cabin has a plet of easily replaced SMC/plastic panels ix most vulnerable areas; a plastic grille round should keep stone damage to a r mum. Like its predecessor, the new CF u one-piece steel bumper (but now pl coated) which sits below the trade-mark gob" black radiator.
Inside there's a new curving binr with central Digital Information Pane the driver, with a "wood" (well, ok, pla trim option and an XF steering wheel• one-touch rake/height adjustment. The torn bunk has been raised to give more age space underneath and the controls I also been revised.
The new CF85s are powered by the 1; Euro-3 XE version of Des trusty 52.6in-line six rated at 340, 380 or 43ohp. test tractor—an FTG twin-steer with mil and full ECAS control—came with the r powerful option offering 1,95oNm torque, feeding through the standard z6S181 r6-speed Ecosplit direct-top box optional Servo Shift.
Daf s Euro-3 diesels have been re-maI to reduce fuel consumption across a bro rev range; compression ratios have I raised to 174:1. Fuelling is handled by Dutch manufacturer's own UPEC (elect unit pump) set-up, and to match the Et engines the standard rear-axle ratio is 3.07:1 while maximum engine speeds down to 1,9oorpm. And Daf has finally jo the 21st century by fitting EBS electronic c all-round.
Thanks to the Digital Information Paz CF driver hardly needs to leave his se; check the status of his truck. There's no stick as such; behind the grille is the u clutch fluid reservoir and heater/pollen f with a rather silly windscreen-washer toj funnel that will require a watering can w very thin spout. On the plus side the hid steps that give access to the windscreen z nice touch, as is the covered towing pintle
To get to the back of the cab and the trally located air filter you'll need to pull 1 the rear cab valances. A two-piece catwa fitted to get round the second steer-axle c link that sits proud of the chassis. Havil trailer closely coupled makes climbing u the catwalk a bit awkward and the first ste) is hidden under the battery cover.
CM s FTG CF85.43o Space Cab c; packed with over Li ok's worth of optic extras including a 5zolit tank (43olit is s dard), alloy wheels, ZF Intarder, Luxury seats and a whole parcel of o' goodies (see box, page 31).
PRODUCTIVITY
There were times when we wondered ifs ever get this test completed. First we ha change two tyres on Dais box trailer (CM. axle curtainsider is being replaced by a I GT Fruehauf test unit with a test load to 44 tonnes). A bad smash on the A5 force, to turn around after just 30 minutes and four hours for the traffic to clear before
ting; and even then we were diverted. nt we had more delays through roadworks lin on the A5 and M6), followed by indifnnt weather in Scotland and, last but not I, a strong sidewind on the way home.
ut to look at our "How it measures up" you'd never guess we had anything but a ,r run. The CF85's overall figure of 9mpg (36.71ittrookm) is actually better n the three 41-tonners we've listed, two of ch are also Euro-3 powered.
rue, we have driven more economical 41-tonners—Iveco's 430hp EuroStar -sor to with EuroTronic, and ERF's ECX h returned 7.79mpg. A 38 ohp ERF ECS
even better with an astonishing 3mpg around our Scottish test route last r. However, all three had El1.1.0-2 engines are no longer available (the EuroStar been superseded by the Stralis, while ECX and ECS have been axed). So ess you're buying second-hand their _fits are somewhat irrelevant.
hat the CF85 should deliver such a figure F.:ss-than-perfect conditions is impressive. A it did so hauling an extra three tonnes of fit-generating payload marks it out for speattention. While we've clearly got plenty re 44-tonners to test, the CF85 has thrown in a pretty strong challenge.
act: It takes more fuel, and more time, to 1 44 tonnes. You can see that in the Oafs rage speed, especially over the toughest tbs on the A68, where all that extra weight de it feel like we'd hit a brick wall, But on cents a 44-tonner sure can roll, and all that a impetus can save a lot of fuel.
N THE ROAD
2 the Cummins ISM, Oaf's XE diesel les with a foot-off "idle-away" system that ; 44 tonnes rolling smoothly without any s or bother. Apart from really tough hill :k we never went out of the L000)orpm green band, despite running at the 44 tonnes. Such is the flexibility of the XE
engine and its excellent match with the ZF box that if a driver can't keep it in the green band it's time for some economy training.
In the best tradition of Dais big in-line six, the XE pulls lustily at around i,,zoorpm. At times we thought we might need an extra split down, but it surprised us by lugging down happily to L000rpm and still recovering without needing a shift.
On the A68 it was simply a case of getting up ar.d over, and with 44 tonnes it wasn't a matter of if we needed low range, but when. It will be a very special truck that can deliver much more than 5mpg over this section hauling 44 tonnes... the CF85.430 slipped inside the bz.rrier with 5.o4mpg.
One thing's for sure: at 44 tonnes, speccing a retarder is no longer a silly Continental aberration. Our CF85.430 came with the optional hydrodynamic ZF Intarder built into the Ecosplit box and its performance is superb. Whether dialling in various braking levels manually via the control stalk, or setting r. up as a downhill-speed control via the sliding collar, it offers tremendous stopping power. Round our three-day Scottish route we reckon it reduced our use of the service brakes by at least 50%.
As a 44-tonner tends to accelerate downhill like a grand piano pushed out of a sixth-floor window we wouldn't normally contemplate driving down Carter Bar at 40mph, but with the Intarder's downhill limiter function engaged we did just that with total confidence. When we did need the service brakes they were there, cool and ready to bite, and we've certainly no complaints about the CF's new discs.
The Intarder also scores on long motorway descents where you'd normally be forever dabbing the brakes to keep your speed down. Not with the 'Bremsomat". Just let the speed get up to 6 omph, push in the collar on the steering column stalk and it will rein you in. As the terrain levels off, the cruise control takes over again and you're away, Perfect foot-off driving, for mile-after-mile.
The ZF retarder is cooled by the same circuit as the engine and operates best over 1,500rpm. As you let the revs climb (not least if you're also using the exhaust brake) you can certainly hear the fan cutting in, and it tends to stay in for 2-31cm. The Intarder has a safety override that will reduce the level of retardation after heavy use to prevent any engine over-heating; when this happens the green "R" symbol flashes on the dash.
Spending £3,380 on a retarder might seem a lot. But offset that against longer brake life and, more importantly, reduced downtime and the economics start to look attractive, never mind the extra safety For the record, the Intarder weighs in at just 95kg.
Like the XF, the CF now has a similar version of the cab suspension `subframe' that has done wonders for the 95's ride and handling. While you certainly notice the extra height of the Space Cab, the CF remains as surefooted as it ever was, allowing tight corners to be taken in fine style.
In the past we've criticised the CF for the amount of road shock that travelled up through the steering column and floor. Bigger ball joints in the steering set-up and revised metalastic bushes in the spring shackles combine to deal with this. The steering is now very light a little too light for our taste—so win some, lose some.
Thank goodness for Servo Shift. The Ecosplit finally has the kind of shift levels we've long desired in ZF's otherwise slick gearbox. But why make it an option on the CF85 when it's standard on the new XF95?
CAB COMFORT
The CF has always been an easy cab to get into and its latest manifestation maintains that praiseworthy tradition. The revised "family" dash is a model of clarity. Every gauge and dial is easy to see and read, with the exception of the speedometer. We may be isolated from the Continent (and we're all for saving on part numbers) but Daf still sells a hell of a lot of trucks in the UK. So why can't right-handdrive CF's have a speedo marked in mph first and km second, rather than the other way round?
As for the Digital Information Display, it's easy to scroll through and find a multitude of condition readings from turbo boost to next service warnings. We doubt that your average driver will ever use more than 50% of its functions but operators can't say they don't have access to a full range of management data.
The Space Cab has a practical but comfortable trim with a sensible rubber floor covering and muted blue colour scheme. The curved binnacle has a nice flat centre section, complete with a rubber mat that's just made for a TV or kettle. Mock wood trim? We can take it or leave it, but for all those minimalist hauliers out there, there's an optional stainless-steel finish.
It's not called a Space Cab for nothing. The storage room provided by the narrow-but-tall design is pretty impressive with voluminous lockers over the header rail, plenty of space under the bottom bunk (you can also spec a slide-out cooler) and sundry pockets and drinks holders. The only thing we missed was a holder for a litre bottle.
The extra-thick foam bottom bunk felt comfortable enough (if you really need to be pampered order the top bunk with a sprung-base). There's also a particularly solid step arrangement to get you up and into the top bunk.
OK, fr,34o is a lot to pay for a pair of "Super Luxury" seats. But after three days in the saddle we reckon the driver's seat is worth the money because it really is superb. 1 back pain the biggest cause of time off v it's hardly a sign of indulgence to invest ir best possible working environment. someone mention driver retention?
Overall visibility is OK, although we'd p ably lower the offside mirror to see over it, Dal needs to shroud the mirrors more el tively as they pick up spray and dirt too ea especially from the windscreen.
SUMMARY
Narrow-but-tall fleet cabs have dearly capti the imagination of cost-conscious UK tra buyers: not least among Daf operators. Du CM's three-day test most of the CF85s we (and we saw a lot) had Space Cabs. We car no reason why a UK long-haul ch shouldn't be more than happy to work, and sleep in a CF85 Space Cab in place c XF95 or other 'big cab'. If your drivers can' on with a CF85 Space Cab they're prob also bitching about the rustle of the A: Gabriel's wings...
And so to the $64,000 question: What I expect from 44 tonnes? Higher paylo; Definitely. Better rates? Definitely not. W consumption? Not necessarily, particular the CF85's figures are anything to go Despite less-than-perfect conditions it d ered outstanding economy on all but the worst terrain where the extra weight bound to take its toll.
With just one test of a Euro-3 44-tor under our belts it's clearly too soon to del definitive verdicts on anything. But the oj sition will certainly be after our new 44-tc 'crown'—and anyone aiming to beat CF85.43o twin-steer will need to come up' something pretty special.
• by Irian Weather*