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ARTIC LIGHTS
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For payload-conscious bulk hauliers counting every last litre and kilo, Daf's CF85.480 FTP is at the front of the light brigade's charge.
Niche, novelty or non-starter. Three small words that sum up 'little wheel' 6x2 tractors quite nicely. Haifa tonne more on a 44-tonner certainly sounds attractive, but unless you're a bulk haulier the extra complexity and residual risk on a "6x2 he" are a powerful deterrent.
However, if every kilo or litre counts they make good sense in more ways than one. Smaller wheels on a mid-axle not only save weight, they also give more room on the chassis for bigger fuel tanks or a wet kit.
There's no shortage of models to choose from with Renault, ERF, Volvo and Scania all offering a 6x2 with 19.5in wheels and tyres on the middle axle. Dars CF85 FTP tractor has even smaller 17.5in wheels and tyres, prompting the claim that it has a "greater payload potential than any other 6x2 tractor at 44-tonnes".
According to the spec sheet an FTP lops 460kg off the kerbweight of a conventional twin-steer FTG sleeper, which weighs 7,210kg fully fuelled. In fact our CF85.480 FTP with optional (and heavier) Space Cab weighed in at 7,650kg with full 445-litre fuel tank. But hold on that includes a sliding fifth wheel, ZF Intarder, side skirts, air-con and various other bits which add some 4604. And when we tested a Space Cab FTG CF85 it tipped the scales at 8,010kg ready to roll, so Dal's claims of a 400kg saving on the FTP aren't far off as long as you spec it right.
If you're sensitive to the jibes of fellow operators you can always cover those titchy 17.5in wheels with side valances although that rather defeats the object weightwise„ even if they do improve aerodynamics.The mid-axle comes with drum brakes; EBS discs remain on the steer and drive axle. The smaller wheels lower automatically when required and you can also dump the mid-axle's air for maximum traction.
On the road Apart from its little wheels our CF85 FIT also boasted the most powerful 480hp 12.6-litre XE engine, which delivers 2,100Nm of torque, and ZF's two-pedal AS-Tronic automated box — a sure sign of the times that autos now deliver fuel economy to match any manual.
New AS-Tronic users generally go through three phases:"1Let's see what it will do":"Let's try and beat it in manual"; and "Let it get on with it!" We soon reached phase three and were happy to stay there. It really is a 'pointand-go' system. While occasionally revving the engine beyond the solid green band, especially when hill climbing or starting from rest, it often leaps three gears at a time, saving seconds and fuel along the way.
It's also exceedingly fast shifting up or down, and, in busy town traffic or when running onto crowded roundabouts it's a pleasure to let ASTronic choose the gears while you concentrate on braking, steering and those nutters on motorbikes who want to commit hara-kiri under the front wheels.
With some gentle feathering of the throttle you can even prompt up-shifts around 1,500rpm so you stay in the green at all times. About the only reason to choose manual is when you're cresting a hill and want to hold a higher gear, or when manoeuvring at low speed. Otherwise keep your hands to yourself.
If you do select manual on the Daf it stays there, unlike the AS-Tronic installation in the MAN TGA, so if you forget to reselect auto you'll be rudely reminded of it when you shudder up to the lights in top. Fortunately selecting "S" on the box prompts AS-Tronie to choose the most appropriate gear,saving you any further embarrassment. If your drivers don't like AS-Tronic they should seriously consider anew line of work.
With 2,100Nm on tap the 480 XE six-pot has plenty of bottom-end grunt; it happily lugs down to 1,000rpna.
We looked hard for differences between the FTP and a regular FIG tractor but we couldn't find any. It shows none of the understeer frequently found on 6x2s, and those small wheels certainly don't hurt the CF85's rocksolid handling. In spite of the taller Space Cab there's hardly any body roll to speak of, even if you push it hard into a corner. The optional 'super-luxury' driver's seat with extra lumbar supports and kidney huggers holds you snugly and is well worth the extra.
The rather unusual disc/drum brake combo worked well enough too,but the real star is ZFs excellent Warder, which works off the back of the gearbox. Not only can it hold you at a constant speed running downhill in "Bremsomat" mode, it's also combined with the foot brake so the Intarder and the extremely effec five Daf Engine Brake (DEB) can be brought in automatically whenever you need that extra bit of retardation.This means there's no excuse for letting a fully freighted 44-tonner "get away from you" on a motorway incline any more, and as you're not constantly having to dab the service brakes to stay at the 60mph limit there's a productivity bonus too, never mind the saving on brake linings you'll get with an Intarder.
In the past we've criticised the CF85's steering for being just a bit too light.This' time round the FTP's steering was as dose to perfect as you're likely to get with a 6x2, with just the right amount of resistance and accuracy:The previous problem of road shock coming up through the CF's steering wheel has also been sorted.
The perfect truck has yet to be made and that includes the CF85 FTP. With a higher engine hump than an 3095 there's a touch more engine noise, not least when the fan cuts in (the Intarder shares the same cooling circuit as the engine) but it's never intrusive. The driver's mirror also needs to be mounted lower as it blocks your vision at junction and roundabouts.
Productivity Until we trimmed CM's artic test route down to two days last year the Daf CF85.430FTG was top fuel champion at 44 tonnes. Guess what? The CF85.480FTP has drawn a new line in the sand with an overall average figure of 7.89mpg. Admiftedly the only other 6x2 we've tested around our new route is the Actros 2546 (which delivered 7.45mpg) but we reckon it will take a very special truck to beat the Daf.
While direct comparisons with previous attic tests aren't easy, they're not impossible as we've retained much of the old route, including the first day and the 'easy-A-roads' and 'tough motorway' sections.
About the only thing that comes anywhere near it is the Cummins-powered ERF (surprise, surprise) and if you're talking hard motorway work the CF85 blows the opposition well and truly into the weeds on fuel without compromising speed.
Payload-wise, the FTP's 29.27-tonnes is only bettered by the Scania RI24.420 with small wheel-mid lift axle. But the Swede didn't have all the Dal's extras, including a high-roof sleeper.
Cab comfort
There are only two steps on the CF85 but they're well-positioned and access is easy enough. Inside, the blueilight grey trim is fleet practical, or you can personalise your CF with a E360 mock walnut dash (presumably from a mock walnut tree) and leather-trimmed steering wheel.Air-con isn't cheap at £1,040 but in return you get a cool, calm and hopefully collected driver throughout the summer.
The CF85's control layout and general feel is definitely user friendly. Big dials in the central binnacle show what's happening and the "Driver Information Panel" between the speedo and tacho is easily operated by a knob in the dash that doubles as a cursor and mouse clicker. It's pretty intuitive and allows you to run through daily checks without having to leave your seat.
There's plenty of room in the footwell and a nice pedestal to rest your left heel on, especially when you're using the DEB. The handbrake is in the dash where it should be and the big treadle brake pedal is welcome. The flat surface in the middle of the curving dash is another thoughtful feature:just right for your TV or coffee maker.
Having overnighted in the CF we can confirm the bunk is comfortable, and as it's raised by two gas struts (count 'ern) hernias should he avoided. Lighting and heater controls are well placed by the driver's head once he's turned in; pity there aren't equally convenient switches for the roof vent or radio.
As manufacturers add more and more fume(ions to steering column stalks they often get naessy.The CF85's are just about right, with the cruise and retarder control sensibly mounted on the same side.To select downhill speed hold simply slide in the collar on the right-hand stalk.
It's good, but there's still some room for improvement. If you could push the steering column further away it would make getting into the bunk a bit easier.
Likewise, if you could rotate or fold down the AS-Tronic selector there'd be even more room to play with. It's a pity that the fridge isn't nearer the driver as you can't reach easily it on the move and a big battle holder would be appreciated. •