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Forget catkins and daffodils — if CM's annual cab test is here, it must be spring. This time round we are comparing the 'biggest' fleet cabs that most employed drivers rely on as their home from home.
or two days at the start of each spring, CAT's roadteSters must be the only peOple in the country hoping for a nice spell ofreally cold weather. Not because we're masochistic; we just like our annual in-cab sleepover to present aserions challenge:This year we were sadly disappointed, as overnight temperatures barely fell to zero. As usual, all the major manufacturers were invited to submit tractor units.This time we :asked for fleet-oriented cabs suitable for one-man occupation, and with a narrow cab where there's a choice of a high roof too: Iveco was unable tosupply a.v6hiele, being inlimbo between the withdrawal of the old Stralis and the arrival of its successor;Scania was also unable to come up with a suitable contender.
That still left us with a quality field, with the Mercedes-Benz Axor and MAN TGA LX representing Germany and the Volvo FM 400 Globetrotter as the sole Swede. Renault brought the latest Premium Privilege, while Daf provided a CF85 Space Cab so new that we spent the day burning the paint off the exhaust. rhe CF's cab access is a simple one-two-and-in affair, while some Dther fleet tractors make you take another step. The deep first tread s big enough for a hefty rigger boot and the air-seat dump and adjustable steering column help ease you in, as does the large door aperture. Inside, the CF's old blue trim has been replaced by a lighter grey finish. Whether it will hide the dirt as well is open to question but it's easier on the eye and feels more spacious.
In any case, the Ors traditionally tough floor covering will go he distance and overall build quality is solid.
So what's it like as a sleeper? Well, we enjoyed a good night's cip in ours. The 120mrr-thick foam mattress proved comfortable Dnoug h, although we Can't see why it needs two 'cutouts' behind :he seats. It would be better to lose the one behind the passenger ;eat and provide more shoulder room for the sleeping driver.
There are plenty of interior lights but no single 'all-off' control switch if you're lying down in the bunk. We'd also like the heater controls either relocated to the centre of the rear cab wall or, better still, on the nearside. And a bunkside switch to open and close the top vent would be welcome, -ather than having to use the dash-mounted switch. There's also a ack of small nets or cubby holes at either end of the bunk.
But in general, the storage space in this Daf is excellent. The iiigh-mounted single bunk (the best choice for a UK long-haul :motor) has oodles of space underneath, not least for a fridge, xhile the three lockable headlining cabinets in the high-roof Space 2.ab are voluminous. There's also plenty of space in the tray oelow the dash as well as cubby holes in the dash itself and in the qeadlining trays. which have nets across to stop things falling out.
The flat section of the dash is perfect for a TV or coffee machine (but not while driving). Strangely, having taken out the :op bunk Daf didn't make better use of the vacant space by adding more lockers or pockets. We're also mystified why the XF 105's excellent under-bunk slide-out fridge and locker haven't been carried over to the CF. Prduct 'differentiation' perhaps?
Having moaned about the thickness of the XF105's curtains in our 2006 cab test we're pleased to report that they have been improved. Our CF had two sets (one round the screen, the other across the bunk) which certainly cut out the light. Now Daf needs to look again at how to tie them back.
With no gear lever in the way we had no problem getting across into the sleeping area, especially once we dumped the air out of the figure-hugging optional 'luxury' seat. And six-foot plus drivers will have plenty of headroom in the Space Cab CF, even standing on the engine hump.
Sc what's our view of CF85? A grand night out and with a bit more attention to detail it could blow the competition away. Our example of a TGA LX was in bog-standard spec, yet the superb Isri seat boasted tremendous legroom and a split backrest which will fit this truck to every shape and size of driver.
Despite a higher engine tunnel than in the range-topping TGA versions. a six-foot-plus driver can still get dressed quite easily even if unable to stand fully upright. Move to the passenger footwell and there is overhead space to spare thanks to MANS decision not to include overscreen storage on the nearside. On the raised floor, a central mat (fitted as standard) adds a touch of luxury and also separates your toes from the cold flooring on chilly mornings.
Above the windscreen two cupboards prove reasonably spacious although they won't hold a small overnight case. More space is available under the bunk; a big locker behind the passenger seat can be accessed from inside or outside the cab; and a second side locker behind the driver is restricted to outside access only. The slide-out insulated centre drawer beneath the bunk is designed to store overnight provisions and bottles out of sight; it incorporates a smart folding table.
Clever add-ons aside, MAN's use of the valuable underbunk area is rather poorly executed as there is a lot of wasted space.
At night, an array of bright and well positioned lights chase away the gloom, although we'd appreciate one at either end of the bunk. However, the TGAS curtains prove disappointing. We wouldn't mind the TGA 's extra window panes behind the doors if the curtains covered them effectively. but they don't. By dawn the driver is left trying to close the gaps where the morning light floods through.
Even worse, the curtain material is translucent — irritating when you're trying to catch up on rest during daylight hours.
Fortunately it's not all bad news. The LX cab's orthopaedic bunk features a foam mattress atop a wooden slatted frame and it's one of the most comfy truck bunks we've ever slept on. A handy control panel to the left of the driver's seat gives fingertip control of the night heater, interior lights and side windows, provided you leave the key in the ignition.
The top bunk has an ingenious towel rail in its front edge, adding further on-the-road convenience when you are away from home.
Although MAN still has the newest heavy truck cab structure of the major European manufacturers, all of its rivals in this cab test have had more recent facelifts. With expectations of an autumn revision for the TGA. MAN will have to improve the storage and light exclusion of its heavyweight cabs if it wants to take gold this time next year.