We take this 18-tonner DAF CF65 - Commercial Motor · Standard transmission is the six-speed manual...

For today’s news visit: www.roadtransport.com34 COMMERCIAL MOTOR 6/10/11

DAF

CF65

.300

Long-haul in an 18-tonner isn’t as rare as you might think, as operators increasingly tailor trucks to operational needs. After our test of a 26-tonne Stralis on the Scottish test route, now we put an 18-tonne rigid - a DAF CF65.300 - through its paces

DAFCF65.300

roAD test

We take this 18-tonner on the Scottish test route

Words: Kevin swallow / Images: tom Lee

CMO_061011_034-041.indd 34 03/10/2011 10:43:46

For today’s news visit: www.roadtransport.com

For further information: www.roadtransport.com

6/10/11 COMMERCIAL MOTOR 35

CMO_061011_034-041.indd 35 03/10/2011 10:45:04


road

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t daf cf65.300

36 COMMERCIAL MOTOR 6/10/11

for the second time in as many months, CM has tested a truck ‘outside of the box’ . While the editor usually considers issuing a written warning for using such a term, we have our reasons.

Putting the Iveco Stralis 26-tonner through the two-day Scottish test route (CM 22 September) threw up some interesting results in terms of fuel economy and produc-tivity compared with the 40- and 44-tonne trucks we normally test on that route. Also geared up for the long-haul is this DAF CF65.300 with Space Cab, so we thought: “Why not?”

The 18-tonner is the best-selling rigid: it’s the perfect make weight within a mixed fleet, and it’s no accident that every truck rental company is well stocked with 18-tonners with sleeper cabs.

As this CF is the first 18-tonner to go around the route, like-for-like context is not an option, so we will compare it directly with the 26-tonne Stralis and previously tested trucks at 40 and 44 tonnes respectively. Over the course of time, CM hopes to build this portfolio to broaden the productivity chart and see how running costs, purchase price, and of course payload and fuel economy compare.

The CF65 4x2 rigid is powered by the 6.7-litre Euro-5 SCR Paccar GR220 engine, complete with six cylinders and vertical in-line turbocharger with intercooling. It delivers 295hp from 1,900rpm, and 1,100Nm torque from 1,200rpm to 1,900rpm. Alternatives in the GR range are: GR165 (221hp/850Nm), GR184 (246hp/950Nm) and GR210 (281hp/1,100Nm).

Operators would do well to look at the GR210 engine as an alternative at 18 tonnes, and if it’s for a drawbar application, weigh up the options by looking at the PR 9.2-litre instead, to cope with the extra weight and axles.

Standard transmission is the six-speed manual from ZF,

Manufacturer: DAF Trucks, Thame, Oxfordshire OX8 3FB

Website: www.daftrucks.co.uk

engine: Euro-5, Paccar GR220, turbocharged withintercooling

cylinders: Six, vertical in-line

Bore x stroke: 107mmx124mm

capacity: 6.7 litres

compression ratio: 17.3:1

Maximum power: 295hp (220kW) from 1,900rpm

Maximum torque: 1,100Nm (811lbft) between 1,200rpmand 1,900rpm

transmission: ZF AS-Tronic six-speed automated

Gear ratios: 6.58-0.78:1 Reverse: 6.06:1

final drive ratio: 5.13:1

clutch: 395mm push type, full automated within AS-Tronic

Brakes: Dual-circuit air brake system with ventilated discs front and rear. Air compressor with heated air dryer; rear axle load sensing valve; ABS

Parking brake: Air operated spring action brake

secondary brake: Engine exhaust brake

Brake dimensions:430mmx45mm

chassis: Ladder construction

dimensions: 260mmx75mmx6mm

suspension: Front axle, parabolic; drive axles, air suspension

steering: Hydraulically assisted recirculating ball

turns: 3.8 turns lock to lock

Wheels and tyres: Alcoa alloy R22.5 wheels with 295/80tyres

fuel tank / adBlue tank: 430 litres / 70 litres, plastic

electrical system: 24v negative earth return

Battery / alternator: 2x12v, 125Ah / 28v 100A

test trailer: N/A

sPecIfIcatIoNs

test comparison data

Vehicle: Iveco stralis at260s33 y/Pstested: CM 22 September

Vehicle: Volvo fM11.410tested: CM 23 September 2010

Vehicle: Iveco stralis at450 tested: CM 27 August 2009

In brief

Vehicle: DAF CF65.300Price as tested: £69,440engine: 6.7-litre, 295hp (220kW)GVW: 18,000kgPayload: 9,720kg

CMO_061011_034-041.indd 36 03/10/2011 10:46:12


For further information: www.roadtransport.com road test


Manufacturer: DAF Trucks, Thame, Oxfordshire OX8 3FB

Website: www.daftrucks.co.uk

engine: Euro-5, Paccar GR220, turbocharged withintercooling

Cylinders: Six, vertical in-line

Bore x stroke: 107mmx124mm

Capacity: 6.7 litres

Compression ratio: 17.3:1

Maximum power: 295hp (220kW) from 1,900rpm

Maximum torque: 1,100Nm (811lbft) between 1,200rpmand 1,900rpm

transmission: ZF AS-Tronic six-speed automated

Gear ratios: 6.58-0.78:1 Reverse: 6.06:1

Final drive ratio: 5.13:1

Clutch: 395mm push type, full automated within AS-Tronic

Brakes: Dual-circuit air brake system with ventilated discs front and rear. Air compressor with heated air dryer; rear axle load sensing valve; ABS

Parking brake: Air operated spring action brake

secondary brake: Engine exhaust brake

Brake dimensions:430mmx45mm

Chassis: Ladder construction

dimensions: 260mmx75mmx6mm

suspension: Front axle, parabolic; drive axles, air suspension

steering: Hydraulically assisted recirculating ball

turns: 3.8 turns lock to lock

Wheels and tyres: Alcoa alloy R22.5 wheels with 295/80tyres

Fuel tank / adBlue tank: 430 litres / 70 litres, plastic

electrical system: 24v negative earth return

Battery / alternator: 2x12v, 125Ah / 28v 100A

test trailer: N/A

dasH detaIL Of the three cabs available on the CF65, the Space Cab is by far the most driver-friendly: the luxury driver’s seat is certainly comfortable, but a £320 extra

CMO_061011_034-041.indd 37 03/10/2011 10:47:01


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Fact file: Plated weights

GVW 18,000kgGCW 22,500kgFront axle 7,100kgRear axle 11,500kgUnladen test trailer N/a

Fact file: test weights*

Kerb weight* 8,280kgNet payload 9,720kgLoad volume 48.2m³* Without 75kg driver

Fact file: security

Engine immobiliser ✔

Alarm optCentral locking optDeadlocking ✔

Secure bonnet ✖

Locking fuel cap ✔

daF cF65.300

but DAF has fitted one of two options, namely the ZF AS-Tronic six-speed automated ’box (the other option is the nine-speed manual).

On top sits the optional Space Cab, which increases payload and cost by 95kg and £4,770 respectively. Standard is the day cab. The boxvan bodywork is built on the Leyland production line.

List price for the chassis cab (with day cab) is £52,530 (plus VAT). Optional extras include the Space Cab, Alcoa alloy wheels, rear air suspension, night heater, front camera system, roof spoiler with side collars, larger fuel and AdBlue tanks, wood-effect dashboard, luxury driver’s seat and refrigerator. All in all, it totals £69,440 as tested.

on the roadNo current CM tester remembers the last time a six-speed tackled the Shap hill climb on a road test, but it’s unlikely to have been as effortless as the ZF in this truck. Manu-

facturers appear divided over which transmission is best suited to 18-tonners. DAF and Renault go for six speeds, while MAN specs a 12-speed automated transmission for its TGM, and others specify nine speeds.

Any concerns that a six-speed might reveal gaps in the driveline between third and fourth and again between fifth gear and the overdrive top gear were ably dismissed by the broad 1,100Nm torque

band that stretches over 700rpm.Tramping up the M6 was done exclusively in top gear,

so there was no need to use the controls on the right- hand stalk off the steering column. At 40mph on single-carriageway roads, it’s a different story as revs sit in and around 1,400rpm.

Peak torque starts at 1,200rpm before it falls away to approximately 800Nm at 1,000rpm, so at 40mph and with 200rpm in the bank CM found that unless a hill climb

Attempts to lug below 1,000rpm (it happened twice) saw momentum drop right down and a change was needed to recover lost speed. The driver needs to focus on the 1,200rpm mark and judge each climb on merit.

At 50mph, the truck sits at approximately 1,600rpm in top gear, so only being baulked or tackling something close to Snowdonia would require the driver to drop a gear. Peak power only starts to kick in at 1,900rpm, so for the most part the truck is using between 190hp and 215hp of the 295hp on offer, if you can keep the revs between 1,200rpm and 1,400rpm.

Keeping revs down helps save fuel and to do this manual intervention on the gearbox is needed, as CM discovered in the Iveco Stralis test. It prevents unwanted changes on shallow hill climbs by over-zealous gearboxes erring on the side of caution.

It takes a while to get the hang of it, but situations like braking, negotiating urban areas and roundabouts/traffic lights can be controlled admirably by automation. On the open road and accelerating up through the box, the driver can easily switch to manual and use their wealth of experience to pre-judge changes economically, rather than wait for the automated transmission to change gear based

veered towards the prolonged or arduous, we could nip over the apex in top without losing somewhere between 2mpg and 3mpg for an unnecessary gear change.

CMO_061011_034-041.indd 38 03/10/2011 10:48:56




service data

Servicing downtime: recommended standard servicing 120,000km/year UK trunking. Contract maintenance: One of a five-year contract, minimum of eight inspections, 120,000km/year UK trunking. Parts prices: Retail total of brake linings (full set); headlamp unit; door mirror, wiper blades; oil/air filters; clutch. Residual values: Trade value assuming 90,000km/year CAP Average Condition. Figures supplied by CAP Monitor.

servicing intervals: 48,000km (urban) 60,000km (long-haul)

servicing downtime: Annual hours 2.0

Contract maintenance: Per month £353.33

Parts prices: Basket of spares £1,560

residual value: Three years £21,525 Five years £14,525

dealers: UK/Europe 134/800

Warranty: Basic cover, months/km 24/unlimited(including bodywork off Leyland production line)

List price: chassis cab £52,530

oPeratIoNaL Costs

“It has the power and torque to offer a peaceful and uneventful drive”

on the amount of load feedback from the engine.At 6.7 litres, the engine works well and it suitably

delivered without compromise when power was called upon for the hill climbs. Using an 18-tonner for trunking and long-haul is becoming a more common practice, and the driver will be happy enough with this specification of vehicle. It has the power and torque to offer a peaceful and uneventful drive.

The truck handled well through both the motorway and urban/A-road sections, although with a sizeable body attached to the chassis, rather than the kingpin, there is more sideways movement from any crosswinds and the over-hastily filled potholes and uneven roads that seem to dominate every trip.

Controls for the cruise/speed limiter are found on the right-hand side of the steering wheel.

ProductivityIt’s hard to imagine following the summer we have just had that CM and DAF would be blessed with the best weather for this road test. But the wind and rain never materialised and decent temperatures bordering on 20°C were reached on both days.

CMO_061011_034-041.indd 39 03/10/2011 10:50:13


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“of the three cabs available for the CF65, the space Cab is by far the most driver-friendly”

perFormanCe

Fuel consumption:

Overall

Day one overall

Day two overall

Tough A roads

Easy A-roads/motorways

Tough motorways

average speed:

Overall

Severe gradients


Tough motorways

running costs: (diesel at £1.10/lit; AdBlue at 43p/lit)

AdBlue rate, % of diesel

Fuel costs, £/100km

AdBlue cost, £/100km

Total cost £/100km

Hill performance: (minutes/seconds)

Miltonrigg Hill

Castleside

M18

M1

14.25mpg (19.8lit/100km)

14.85mpg (19.0lit/100km)

13.78mpg (20.5lit/100km)

12.14mpg (23.3lit/100km)

14.93mpg (18.9lit/100km)

14.27mpg (19.8lit/100km)

75.3km/h

62.1km/h

82.1km/h

81.3km/h

6%

£21.78/100km

£0.51/100km

£22.29/100km

aborted

aborted

03.48

04.28

engineCombination of six-speed ‘box and 6.7-litre SCR Paccar GR220 (producing 295hp at 1,900rpm and 1,100Nm torque from 1,200rpm to 1,900rpm) proved capable over hills

daF CF65.300

On the opening day, the DAF CF65 marched north-wards without disruption, recording 14.85mpg at 77.0km/h. Day two kicked off with the severe gradients followed by easy A-roads/motorway and the tough motorway sections, and the 13.78mpg figure at 72.2km/h provided the DAF CF65 with an overall figure of 14.25mpg at 75.3km/h using 6% of AdBlue compared with diesel use.

The highest-scoring section for fuel was the easy A-road/motorway section, returning 14.93mpg at an average speed of 82.1km/h.

This compares with the overall 11.35mpg (4.3% AdBlue) used by the Iveco Stralis AT260S33 at an average speed of 74.3km/h, while the Volvo FM11.410 Globetrotter LXL

tested at 40 tonnes (CM 23 September 2010) recorded 8.40mpg (5.2% AdBlue), and the Iveco Stralis AT450 tested at 44 tonnes (CM 27 August 2009) returned 8.11mpg (4.7% AdBlue). In terms of productivity (see sidebar), the DAF CF65 is 25% less productive than the 26-tonne rigid Stralis AT260S33, which has a 16,300kg payload. The DAF CF65 at 18 tonnes is 37.5% less productive than the Volvo FM11.410 at 40 tonnes and 46% down on

the heavyweight Stralis at 44 tonnes.

Cab comfortOf the three cabs available for the CF65, the Space Cab is by far the most driver-friendly. At 900 litres (according to DAF’s specification sheet), it has 58% more storage than the low-roof sleeper cab and 85% more than the day cab.

There are two storage shelves above the windscreen, some fold-out storage in front of the passenger seat, storage underneath the bunk and underneath the centre of the dashboard.

Both door pockets have a wide and narrow storage facility, there is an open tray on the engine cover and the external storage is an airtight box. On top of the dash is an open tray for pens, glasses and coins.

Space Cab has the potential for two bunks, but in this case there is the solitary single-piece bunk, which appears

to be very comfortable. On the back wall are lights and night heater controls and a coat hook.

DAF had fitted the optional luxury driver’s seat complete with arm rest (which costs £320), which was indeed comfortable. The steering wheel houses controls for the telephone and on-board computer.

At 440mm, the engine cover presents a significant barrier to cross-cab access, and anyone ordering a Space Cab with a single bunk might want to consider making use of the space on the side and back walls for additional storage.

While functional in design, there is enough room and scope to upgrade the cabin to something more akin to a one-bed flat, and additions like the refrigerator (at £590) certainly enhance the interior for the driver. n

● Productivity: figure is kilometres per litre multiplied by payload divided by journey time, which equals mpg/payload per minute.

Fact file: acceleration

0-80km/h 37.2sec32-64km/h 14.6sec48-80km/h 19.7sec

CMO_061011_034-041.indd 40 03/10/2011 10:55:51




Kevin SwallowWhen it comes to horses for courses, the 18-tonner is able to meet the most varied of chal-lenges. and in terms of performance, the daF CF65.300 18-tonner revealed that compared

with a 44-tonner it can improve mpg twofold while delivering a third of the payload.

the question is whether it would suit your operation en masse or would be better plug-ging gaps in the distribution network. either way, the CF65 is a market standard bearer. the six-speed transmission coupled with the 295hp/1,100Nm engine and space Cab cre-ated a pleasant environment. CM would go for additional storage on the back walls, but otherwise the specification was first-rate.

the severe gradients only knocked the truck back in terms of fuel. the engine didn’t miss a beat, although it is slightly over-spec-ified and perhaps the Gr210 (281hp/950Nm) would be better suited. as for drawbar applications, the Gr220 would suit, although the operator is more likely to go for the Pr 9.2-litre instead.

the 18-tonner is unlikely to replace an artic like-for-like (unless it’s a drawbar), but could meet specific tasks within a mixed fleet. and as a working vehicle, the daF CF65 is first class.

overall width 2,490mmoverall length 10,000mm (body is 7,620)external cab length 2,200mmoverall height 4,000mmexternal cab height 3,405mmstep heights 410mm, 350mm, 325mmCab floor height 1,185mmengine cover height 440mm

Internal cab length (max) 2,100mmInternal height above bunk (top/bottom) 1,350mmBunk thickness 2,045mmx700mmx120mmWheelbase (oas) 5,700mmFront overhang 1,380mmrear overhang 2,300mm

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tests oN tHe WeB...

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NeXt testUsed maN tGX

Fuel consumption:

Overall

Day one overall

Day two overall

Tough A roads


Tough motorways

average speed:

Overall

Severe gradients


Tough motorways

running costs: (diesel at £1.10/lit; AdBlue at 43p/lit)

AdBlue rate, % of diesel

Fuel costs, £/100km

AdBlue cost, £/100km

Total cost £/100km

Hill performance: (minutes/seconds)

Miltonrigg Hill

Castleside

M18

M1

CMO_061011_034-041.indd 41 03/10/2011 10:51:15

We take this 18-tonner DAF CF65 - Commercial Motor · Standard transmission is the six-speed manual...

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