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hen Daf launched its LF range of light-middleweight rigids at
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the Brussels Show back in 2001 expectations were running high. It had to come up with a new model—but one that wasn't radical enough to put off established high-volume fleet buyers. That's a tricky balancing act, but Daf seems to have mastered it because the LF is now one of the fastest selling 7.5-tonners on the market. This year alone eager operators have snapped U p 4,450 chassis—and that figure would probably have been even higher if the Post Office had been buying trucks.
PRODUCT PROFILE
As the cost of developing a new range of trucks spirals ever upward sharing components is the name of the game—the LF shares its core cab shell with the Renault Midlum. Both cabs come from Renault's Blainville plant, though each has its own interior trim and unique exterior styling panels.
Completed LF cabs are shipped to the Leyland Truck plant for assembly. The back of the LF cab is notably flat and uncluttered, making the bodybuilder's job that much easier. The front end, bottom valances step wells and wheelarches are all clad in practical SMC panels but, in-keeping with the Daf family heritage, there's also a steel bumper to handle the hard knocks of urban life. Mind you, we're not so sure how long the indicator repeater lights on the wheelarches will last...
Underneath the LF cab you'll find another partnership deal. Its four and six-cylinder engines come courtesy of the European Engine Affiance created by Cummins, New Holland and Iveco. And although Daf insists on calling its EEA diesel a Paccar (right down to the badge on the rocker cover) it comes from Cummins' Darlington plant. Meanwhile, Iveco's equivalent Tector diesel is built in Italy.
While the LF and Cargo Tector share the same EEA block they have their own fuel injection systems so the manufacturers can point to different power and torque characteristics. But there's really not much difference between them—a point underlined by our comparison charts of the LF and Cargo Tector (see page3i.
There are no fewer than five engine options in an LF45 7.5-tonner, comprising a 3.9-litre four-pot at 130,150 and i7ohp (our test truck had the middle rating); and a 5.9-litre six at i8ohp and even 22ohp—should anyone daft enough to want that level of power. TI all have four-valves per cylinder, common-, fuel injection (electronically controlled course) and charge-cooling. And they've been Euro-3 compliant from the outset.
One unique feature that Daf can claim its EEA diesels is "pilot injection" bet 1,45 orpm: a small amount of fuel is injed immediately before the main shot wh: makes for smoother running at lower revs.
The LF day-cab chassis comes on ni wheelbases from 3.00-5.4om; sleeper-c operators can choose from six wheelba: from 3.55-54om. Our 3.9m test truck cai with an industry standard "ao-footer" line Boalloy GRP dry-freight box.
Apart from the optional driver's air SE ECAS air-sprung back axle and the overdr six-speed ZF box, our test rigid had a pro much standard spec including air-opera. discs all round. And, oh yes, we almost fork Why the "Peckham Parcels" colour schen Look out for a forthcoming Only Fools a Horses special due to hit your TV scree around Christmas which features the afo mentioned liveried LF45. Yes, really. N product placement, guys...
PRODUCTIVITY
Is it us? After years of trouble-free test we've been rather unlucky with our reo outings with Dail First the CF85 artic was by bumper-to-bumper traffic; this ti: around we'd no sooner set off from our si point at Chievely in the LF than its flowme began misbehaving. By the time we'd react Ledbury it packed up altogether, starvingengine of fuel and causing an urgent "Eng Shut Down!" message to appear in the c ver's central Digital Information Panel.
Fortunately we able to roll into a conveni. lay-by and then the fun started as pars t engineer crawled underneath the LE to plumb the fuel lines and bypass the defu flowmeter to get us back on the road. 1 sound of diesel splashing on the ground as reconnected the pipes wasn't exactly wekor especially as there was no way of measur how much of the precious stuff we'd lost.
Having finally coaxed the little four-pot b. into life we weren't expecting anything sr tacular when it came to our final tank-top tank-top measurement. Oh ye of little fait after 367km and various dollops of lost die the LF45 still turned in our best consumpt figure for a Euro-3 7.5-tonner to date aroi
D our Welsh test route. OK its 9.5mpg isn't that far ahead of the Cargo Tector's 19.3mpg (also powered by an EEA engine of course) but it's still enough to put it on top of the heap.
The LF's flowmeter did last long enough for us to work out motorway and A-road figures, and they make for interesting reading. Over the tr8lcm sprint down the M4 to Magor Services the Oaf's 17.2mpg was by no means exceptional. However, the little four-pot really excelled once on the A-roads where its zo.8mpg was outstanding, Whether that was down to the optional six-speed box, the very tall 3.73:1 back-axle ratio or the efficiency of the Oaf engine we can't say; let's just say that this is one hell of a driveline combination.
Prior to our flowmeter problems the LF set a cracking motorway pace—its four-cylinder, r5ohp engine belied its relatively small capacity by comfortably maintaining the 70mph limit.
We're not convinced that the average 7.5tonne operator worries about payload: those who do should be more than satisfied by the LF's body/payload allowance of 4,2454
ON THE ROAD
Listen to any manufacturers of 7.54i:inners and sooner or later the expression "car-like handling" will trip off their tongues. Yes of course this should be taken with a pinch of salt—if you really want car-like handling, drive a car. But the LF45 comes surprisingly close to justifying that overworked claim.
It's steering is light and very precise on all but the very worst rutted surfaces. It's very stable with excellent ride and handling, and its roll stability is such that you can really throw it into a corner with confidence (forget we said that—unfortunately that's exactly what all too many drivers WILL do). That sure-footed feeling was enhanced by the terrific lateral support provided by the firm, air-sprung seat.
Although a sign on the windscreen warned us to always pull away in first gear, the LF was perfectly happy pulling away in second (and even in third when we were still rolling) without caning the clutch. How times have changed. Where six cylinders once ruled supreme at 7.5 tonnes (not least in the 45 CI,rits) four-pots are now the engine of the
day and the LF's EEA offering is a little cracker. To get the best from it you need to get it spinning up to around 1,9oo-2,000rpm before making a change. There's no point letting it lug down below 1,500rpm as there's little torque back-up below that figure. Yet despite the LF's relatively tight economy band it's easy to keep in the green.
The six-speed ZF box can be a bit lumpy if you need to hurry—this is after all a truck, not a car gearbox. But we've no complaints over its shift pattern, which is very precise.
Nowadays 7.5-tonners come with many features previously the preserve of heavyweights, including cruise control. On the LF it's operated by a simple twist control on a steering column stalk with a button on the end for resume. The standard Oaf exhaust brake is also good at washing off speed approaching roundabouts and junctions without having to overuse the service brakes, but don't expect miracles from it.
And so to the LF's disc brakes. The good news is we've no complaints whatsoever about their performance. During our usual emergency-stop assessment at the test track they were superb, inspiring real confidence with their controlled stopping power. But as for their 'feel'... oh dear. Let's just say that Oaf needs to make them much more progressive as there's not enough real feel coming back through the pedal and it takes a while before you stop pressing it harder than necessary.
CAB COMFORT The 45 Series/Roadrunner was always easy to get in and out of nothing's changed with the LE. One step up and you're in, with the doors opening to a full 90°. A lot of people talk about crosscab access on delivery trucks but it's probably over-rated. That said the LE isn't quite as easy to 'walk-through' as the old 45/Roadrunner because the dash is more intrusive.
Inside the cabin there's an attractive colour scheme (as this example is going to Del and Rodders we're surprised at the lack of fake leopard-skin seat covers). Thankfully, Oaf hasn't forgotten that 7.5-tonners have to deal with some brutal misuse, not least in the rental fleets—the tough rubber floor covering and dark grey fascia look up to the challenge.
Storage space is provided by a big lockable box on the engine hump, with a couple of can holders built in. There's also a smattering of various pockets, a net on the back wall and shelves in the headlining.
Ever had a feeling of déjà vu? The LF's main instrument is a cloned version of the binnacle used in the CF85 (and now the XE95) right down to the central Digital
Information Panel. It's clear, uncluttered, a easy to read. The only thing we don't like the fact that the speedo is still measured km/h first and mph second. Come on gu this IS a right-hooker after all. Turn the ig tion key and all major systems are check out on the display while the self-check co pares the transponder in the keyhead with t tacho before allowing the engine to fire up.
So much for the pros, what about t cabin's cons? In truth there aren't many. air-operated steering wheel adjustment b ton should be on the column, not tucked am behind your right heel where it's awkward get to, even if you do only need it once. T electronic tacho, which is mounted at kr level to the right of the steering colun would be better off in the headlining. And wide expanse of glass that gives good i round visibility and an impressively airy f also means you can catch the sun on the s: of your face. In the absence of side visor, /N some sun block for your right ear...
SUMMARY
Only a fool, or a horse, would fail to taki long, hard look at Oaf's LF 45.150. It co bines outstanding economy with a comp( tive payload and the kind of driveabil that's as close to 'car-like' as hardly matte The world has certainly moved on wher conies to 7.5-tonners; where six-pots or ruled the roost, four-pots have now pros they are more than capable of doing I business. Any operator with lingeri doubts can certainly take comfort from 1 latest products coming out of the Europe Engine Alliance.
It's getting harder and harder to find a t truck, which is why our criticisms of the may seem somewhat picky. But that's no1 say Daf should ignore them, particularly ( comments about the need to give its d brakes more feel.
But as that's the worst we can say about' IF we're first to agree that there's really i much wrong with it. Perhaps the best way operators to test the IF is to hire one for I day—if your driver doesn't want to keep i the end of his shift, he's probably a plonl
• by Brian Weather*