T he 95.430 was developed before impending emission limits were announced
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so the early model we tested back in 1992 didn't meet the Euro-1 regulations that came into force the following year Daf's 11.6-litre engine Produced a lot of power for its size. Output had been increased by 6.8% over the preii-ious models and, significantly, maximum torque was not only up by 76% but was developed 200rpm lower at 1,100rpm. But even this figure was beaten by similarly rated engines of larger capacity. Standing headroom in the optional high-roof Space Cab could only he equalled by the newly introduced Renault Magnum cab. It was suspended at four points on air cushions and came with air-suspended seats, a second bunk, electric windows, roof hatch, integrated temperature control, seat belts and a CD player, adding £3,730 to the list price. On a 3.5m wheelbase and with steel wheels it lipped the scales at 738 tonnes. This didn't make it the lightest in its class but there is scope for weight saving With the speed limiter set at 60mph the 430's average speed of 73.4km/h was on a par with its 400hp stablemate, but in track tests the 430 shaved a clear five seconds off the 400's 0-50mph time Out on the road this was reflected in its hillclimb times,. it also burnt slightly less fuel, returning 7.38mpg overall which beat some units with 1oohp less. The combination of seat, cab and rear axle suspension left us virtually riding on air but the cab movement was so well controlled that handling didn't suffer External lockers were useful for spare ropes, suzies and tools but they did eat into the under-bunk stowage space. Fortunately there was plenty of other space to compensate. Entry was no different from the standard cab. The steering column adjusted for height and rake while the seats incorporated inflatable lumbar supports Dols air conditioning system was a boon to comfort that we were sure would appeal to international drivers.
310, the 360 replaced the 350, the 400 replaced the 380. Cab options were expanded to include a top sleeper and the voluminous Space Cab.
Two years later the cab interior had a face lift with new trim, improved seats and a thicker bunk. At the same time a 430hp version was also introduced, followed in 1993 by Euro-1 engines. In June of that year Oaf made its ECAS drive-axle air suspension standard throughout the range, with the Space Cab fitted as standard on 360,400 and 430hp models.
The power wars continued and by October 1994 Leyland Oaf was ready to join the 500hp club with the Euro-2 95.500, albeit thanks to the option of a 14-litre charge-cooled Cummins straight-six (then, as now, only for left-hookers). The bigger Super Space Cab arrived at about the same time.
Coming up to date, the range has been revamped this year, with the launch of the Daf 95FX sporting the Space Cab and Super Space Cab. Oaf's new mechanical-injection 24valve 12.6-litre engine gives the extra capacity to provide power options up to 480hp with a more powerful engine brake. The power of the Cummins variant has been increased to a nominal 530hp.
• OPERATORS
Mike Beer Transport, located at Pike Road Industrial Estate, Eythorne, just outside Dover, is well situated to carry its bulk haulage operation onto the Continent. As well as covering most of the UK and Ireland the company's trucks travel across the Channel to Spain. Italy and Germany with a wide range of loads.
Mike Beer started as an owner-driver in 1976 and set up his limited company 10 years later. It is still a family business which runs some 30 vehicles, most of them artics including 26 4x2s. As well as eight Nem EuroTechs and four Volvo FHs, the fleet includes 18 Dafs, of which two are 95.400s. All are equipped with radio telephones or satellite systems so that information on journeys and deliveries can be updated as necessary.
"I started with a Leyland Roadtrain which I bought from Channel Commercials," says Beer. "I got very good backup from Oaf when I travelled abroad so I went back to them when I replaced it. DafAid is still the best roadside backup provided by any manufacturer and I still buy most of my trucks from Oaf; mostly 95 Series. I have another three on order now. Bulker work is very hard on fuel, because of the big gap between the back of the cab and the front of the trailer. The 95.400s return about 7.0mpg but this improves to about 9.0mpg when they run with 13.6m curtain-sided trailers. The 85.400s do about 0.5mpg better than that because of the smaller cab. I've got a load of 360s and there's not a lot of difference—they give me about 6.8mpg, but even with speed limiters consumption can depend a lot on the driver. On bulk my Volvo FHs return as low as 6.4mpg but at best they turn in 7.33mpg "All of my 95s are specified with Space Cabs," he says. "The drivers spend a week away at a time but they like the room inside the cabs and they like the trucks. The 95 is about 400kg heavier than the 85 Series so they give us less payload; we get about 24.5 tonnes on bulk. On average they cover 140,000km a year. We like to change them after three to four years but don't expect to have to touch the driveline in that time."
All of Beer's aluminium bulk tipper, tanker and curtain-sided trailers run on air suspension and are expected to have a first service life of at least eight years.
"In the past I've bought all of my trucks outright and part exchanged about 90% back through the dealer," says Been "The residuals are not as good as we would like but I can't see any good reason why they should not be as high as some others, My accountant tells me I'd do better to lease and I have taken a couple on contract to see how it works out. Parts are expensive but not as high as Volvo's. We stipulate Pirelli tyres on new vehicles—they last longer than anything else—but sometimes we may replace them with Michelins in service. We always fit new on the fronts and to the trailers but we do retread drive axle tyres. We use the Ring Tread tyre care system and don't suffer any problems. A set gives us up to a year on the units and they last a bit longer on the trailer tyres.
"The 95s' brake linings last about 18 months," be reports. "They don't need replacing as often on the FH Volvos', fitted with engine brakes. I was very impressed with the new 95XF and we have ordered some, also fitted with engine brakes at an extra £1,100. I calculate that we will need to keep them for four years to ensure a payback but there should be benefits on the trailers we have not accounted for.
"Although 380hp is probably all the power we really need, and 400hp is ample, we have gone for 430hp on the new ones," he concludes. "It's costing a bit more up front but we expect the extra power will pay off in higher residuals at the other end."
Since 1979 Paul Mathew has carved his own niche in show business. His name might not be recognised by the general public but it's known in theatres the length and breadth of the UK and throughout the Continent. For the past 18 years he has specialised in moving shows on tour, including Cats and Les Miserables.
Paul Mathew Transport runs 20 artics, all Dafs, and 42 tandem-axle step-frame box trailers, mostly Crane Fruehauf, from an office, workshop and 5,600m2 warehouse complex in the idyllic surroundings of Littlehampton Marina.
Mathew reckons that the 95 Series Daf is "as good as any range of trucks on the market. Mine range from 310 to 400hp. Eight have the Comfort Cab but the two 400s have the Space Cab. I don't need any more power as we rarely run at more than 28 tonnes but we do cover up to 180,000km a year. The 400s do about 10.5mpg which is slightly better than the lower powered models.
"I've bought all of my Dafs from Colin Morgan at Morgan Elliot of Croydon and continue to buy them because of the price, reliability and the backup," he says. "DafAid is very reassuring for continental operation. We operate on a tight schedule and can't afford to break down. If any minor component shows signs of wear we don't repair it, we fit a new replacement. Fortunately we have never had to replace an engine and the ZF 16-speed box has been fine on all the 95s but we did replace a water pump and have changed a few compressors after finding oil in the air systems.
"Because of the low operational weight some things last a lot longer than you might think," says Mathew. "We can get 235,000km out of the front tyres; 355,000km from the rears. A clutch lasts about 650,000km and we change the brake linings between 600,000 and 750,000km. Electrics are not a problem and the cab trim has worn OK. They have been incredibly reliable for us but when we have had the odd problem DafAid has proven to be a good system."
"We like to sell the trucks on after about six years," he says, "but I won't part exchange. Residuals could be better but in the past we have been able to sit on them until we got the price we wanted. My drivers like the space that the big cab gives them, I have one who has been away on tour for the past 15 months and only spends a couple of nights a fortnight out of the cab even in temperatures that have been known to drop as low as -26°C. The driver stayed warm but we did have trouble starting and with the diesel waxing.
"Because we always drop off the load in the city centres we lase a few steps on the near side," he adds. "Daf has modified the step line on the new XF—I've got two on order but I have gone for the smallest engine possible."
Seven years ago Morrison Freight set up shop in Ipswich, which seemed a good site for a European freight forwarding company wanting direct shipping links to the Continent. However, since the Channel Tunnel has opened, P&O's and Stena's rates have become more competitive so now Morrison finds the Dover route is more economical than Felixstowe, particularly as the North Sea ferry no longer runs from Ipswich.
Director Rod Marchant-Smith explains that the company's 21 trucks include two Volvo FH12 380 Globetrotters, two FH12 380s with the standard cabs, one Cummins-powered Daf 95.500, "and the rest are either 85.360s or 85.400s. We've had the 85.360s for three years now and they're coming up for renewal. They
are all to be replaced by 95XF430s with the space cab. The 85s have been a good truck for us but the 95s will give the drivers more Eying space. We've had no trouble with the 400hp engines: the drivers like them and they regularly return fuel consumption figures in the high eights.
"We don't expect to get the same out of the 95.500," he adds. "It averages 7.87mpg and we're satisfied with that. As for reliability, it's never missed a beat. It is a special truck, although question if anybody actually needs all of that power. Typically we run light with 12 to 15 tonnes inside the trailer—we use mostly tilt trailers which are that bit more robust then curtainsiders. The truck can spend three weeks away at a time and the size of the cab makes that possible for the driver."
All of our Dafs are serviced by the local Daf dealer, Chassis Cab of Ipswich," says Marchant-Smith. "The backup from the local dealer is very important, irrespective of what truck you operate. We have a good working relationship and feel we are getting everything they have to offer. We have had problems with the electrics on one of the 85s, but having seen what the driver is running I can see why. The 95 comes as standard with heavier duty 165Ah batteries instead of 140Ah on the 85 but a 55amp alternator is standard for both.
"Although our trucks only cover about 85,000 miles a year most of that is clocked up on the other side of the water," he says. "We decided on a three-year replacement programme to cut down on the risk of breakdowns which can otherwise be very expensive over there. We ran some 95.430s in the past with the standard cab, which is still quite large, and with the more powerful engine they were easy to sell. There are more 85 Series about, but ours are quite highly specced with 600-litre tanks and Hatcher cab conversions, so hopefully they'll fetch a reasonable price."
• DEALERS
If you are looking for a particular Leyland Daf model you could do worse than Phone Leyland Dafs Stock Locator Service on 01869 249795. That put CM on to Solway of Carlisle who was listed as having an L-reg 4x2 95.400 with Space Cab in stock.
Sales executive Angus Trail reports that Solway handles a good number of used 95 Series tractors: although the company covers the complete LD range it is more active at the heavy end of the market and usually has between 15 and 30 used vehicles in stock.
"We've just sold a 95.400," says Trail, "but we have another in our hire fleet we could sell you. We get a reasonable number of the higher powered 95 Series. The 400 and 430 came in 1992...1 think we sold more at 430hp with both the Space and standard cabs but the 95 was quite popular with the 400hp engine with the large fleets.
"The living space of the big cab makes it the most desirable option," he adds. " It comes as standard with a 600-litre tank on the 3.8m wheelbase but some operators on long continental haulage also specify a 300litre tank mounted on the other side of the chassis. Air suspension is usual but steel is still preferred by some tipper operators as well as some operators who travel to the more remote parts of Europe. More ownerdrivers go for three-axle units but the big fleets are still running 4x2s."
Trail told us that, depending on condition and mileage, a K-reg 4x2 95.400 with standard sleeper cab would retail at between £14,000 and £18,000 while a 6x2 will be some £2,000 more. Add another 12,000 for a Space Cab.
Smith Brother Services have been independent truck dealers in Widnes since 1985. Mike Smith holds a mixed stock, comprising mostly late Volvo, Scania, Mercedes, ERF and Leyland Daf tractive units.
"We specialise in offering late trucks at a reasonable price" says. Smith. "We usually have 25 to 30 units in stock from 1991 onwards, plus a few rigids and light vans. We've had a few Leyland Daf 95.400s and 430s pass through our hands recently. The Space Cab with either model makes them quite good sellers but they are priced at least £5,000 behind the Volvo Globetrotter or Scania.
"They're known to suffer a bit from air valve problems on the suspension and the cab trim is not quite so good," he adds, "but the back-up is good and they have a good following. The 95 with the standard cab doesn't go anywhere, though; it has to be the Space Cab. Not long ago we sent a 360 and a 400, both 6x2s, away to be converted to the higher cab specification by Airflow Design. They do a super job; both sold almost immediately after they returned. Most 95s are on air and the 6x2s are favourite. They're ready for 44 tonnes if it ever conies in.
"The Space Cab puts about £2,500 on the price," he reports. "We would be looking to sell a late K-reg 400 or 430 for about £25,000. The 360s fetch a bit less, at about L23,000."
• SUMMARY
Dafs 11.6-litre engine has been made to deliver more power than many people would have ever thought possible, apparently without sacrificing anything in reliability or fuel economy, while the well proven driveline goes on and on.
Models with the Space Cab and the even larger Super Space Cab are the most soughtafter for the room and comfort that make long treks away from home more easily sustained. Roadside back-up in the form of DafAid is said to be second to none and the response from the dealer network has improved beyond recognition over the years The early Daf 95, were certainly not without their problems, especially with electrics and the ECAS air suspension, but by the time the 400hp-plus versions broke cover the Dutch manufacturer appeared to have got on top of the job. If you're an international operator looking for a "big cab" tractor, the 95 has the space at an attractive price.
by Bill Brock