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STICK NOT TWIST
Page 43
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The Euro-4 compliant Daf XF95 is just round the corner, complete with a revamped cab. But we've found some compelling reasons to stick with the old faithful...
Wit. little more than a month to go before h Daf unveils its all-new XF95 (called the 105, by the way) it might seem daft to roadtest the outgoing model, but stick with us — there's method in our madness. Sure, as we report in the news this week, the soon-to-arrive new kid on the block has a tricked-up interior and facelifted exterior, not to mention the latest Euro-4 13-litre MX lump under the hood. And yes, in theory, you can order one straight from the launch in October. But don't expect right-hand-drive 6x2s to appear in any numbers much before the second quarter of 2006. In fact, Daf Trucks insists it will continue "actively selling the [old] XF95 for another 12 months — or at least up to next September [2006f" when the Euro-4 deadline takes effect.
Given that the new model also has all the hassle of SCR, plus an 8-10% price premium (on top of the 3% rise announced by Daf in February) we can see plenty of UK operators saying: "Thanks, I'll stick." So don't dismiss the current version just yet.
The XF95 has consistently scored highly with drivers, thanks to its excellent living room; especially with the Super Spacecab, It's also been the one truck that's put the wind up Scania and Volvo in the UK tractor market. But the big Dutchman is beginning to look rather dated. especially inside, when up against the latest Scanias and Mercs, so a makeover is overdue.
Tithe XF95 cab has cemented Dafs healthy reputation, so has its engine. Whether at Euro-2 or Euro-3 the 12.6-litre XE diesel has been the one to beat in CM roadtests.And while its 530hp top rating will ultimately be overtaken by a 560hp MX its hardly out-gunned against other marques. Which is why we weren't about to give it the brush-off when Daf offered us an XF95.530 fora test (though the fact it had ZF's slick-shifting AS-Tronic auto box also helped).
About the only thing we weren't too worried about was the all-singing-and-dancing audio-visual aspect of the special order "Alpine" package which. along with a barrowload of other goodies, helped push its price tag over the £1()0,000 mark. More than flOOK for a top-weight tractor? You cannot be serious!
On the road
Ever since Daf sorted out the original 95 Series' chassis and cab suspension when it was reborn as the ?CF. it's been a pleasure to drive, and the 6x2 FIG is no exception in terms of overall handling. Its ride isn't as soft as an R Series or Actros, but the Super Spacecab's roll stability remains surprisingly good for such a tall tractor, inspiring plenty of confidence around switchbacks and tight turns. The FTG's steering is pretty neutral too: it goes where you point it and stays there without being too light.
We've probably been spoilt lately by driving all-disc EBS artic outfits (Dais test trailer had drums) as the initial feel on the XF95's foot brake seemed to need a bit more of a shove. Its track braking distances are pretty much on par with the other 'true' 44-tonner in our test group. the Iveco Shahs 540, though the Daf took longer to stop from 40mph.
Out on the road we couldn't fault the XF95's overall stopping power. helped by its optional ZF Intarder and Dais own (Jake-type) DEB engine brake.Together they provide up to 965hp of extra stopping power. Unless you deliberately switch it out, the Intarder is 'blended' into the footbrake and comes in progressively as you press down.
There's also a downhill speed control: on reaching your required terminal velocity just push in the collar on the column stalk and the retarder automatically holds you to it. Perfect for long hills with a Gatso at the bottom. What's more, the downhill limiter doesn't cancel the cruise control.
For sheer braking confidence it's hard to fault the Intarder/DEB combination although the price-tag is an eye-watering £5,130.1n fact unless you're currently re-lining your brakes every other month the Intarder is probably more a "would-like" compared with the DEB's"should have".When you use DEB with AS-Tronic it automatically selects the lowest gear for maximum back pressure without blowing the cylinder head off For those still wary of auto boxes we'll just say we can't remember the last time we were given a 44-tonner for test that didn't have one.Trust us, the manufacturers wouldn't be putting them up for test, especially when fuel economy is such a major factor, if they didn't deliver more than a manual, and AS-Tronic is no exception.
Daf s version still allows for driver intervention although on normal roads it's seldom needed (and in town you won't want to any way).The only time we indulged in a bit of DIY was on the up and down cross-country section of the A69 where we down-shifted early for approaching gradients. But on the really nasty hillclimbs on the A68 we deliberately reverted to full auto and left AS-Tronic to do its stuff. And why not? We've yet to find a manual box (or manual driver for that matter) that can beat it for sheer shift-speed and auto intelligence especially on a 14% slope.
It's also amazing how the ZF auto block shifts up and down while keeping the revcounter needle plumb on the XE engine's 1,400rpm sweet spot. With a bit of judicious feathering of the right foot you can also encourage up-shifts and save fuel.
Finally,there's nothing more tiring than a day in a noisy truck — but we've never had to level that criticism at the XF.A quick glance at the comparison chart shows why we think it's the perfect rig for silent running.
Productivity
When it comes to fuel economy we think Daf has a real problem on its hands. How on earth can the new MX-powered model possibly beat the XF95.530 FTG's astonishing 8.14mpg, even with the promise of better fuel from SCR? For stat freaks this is the first 44-tonner to break the 8mpg barrier around CM's revised two-day Scottish test route, while on those sections common to both old and new routes the Daf sees off its comparison-group rivals, whether at 44,41 or even 40 tonnes.
Given that result it would he unjust to not add a few caveats...so here they are.
First, with the demise of Crane Fruehauf, we're sourcing our test trailers from SDC and Hill Hire so we were forced to run with Dar s own box-bodied test trailer instead of our usual curtainsider.That inevitably had a positive effect (judging by previous trials we'd say around 1-2%).
Second, the weather (light breezes and temperatures on the second day climbing to over 25"C) was perfect for good fuel results. However, that still doesn't alter the fact that the XF95.530 clearly dislikes the taste of diesel, despite having 530 horses in harness.
Payload-wise it's not the lightest 'big cab' sixwheeler around,but neither is it the heaviest. It just shades the Stralis and definitely beats the Actros 2546 we tested back in 2003.
The XF95.530's average speed and acceleration figures are good too, and that's without unduly hammering it — had we done so we doubt if we'd have achieved the fuel return we did. So all those owner-drivers who reckon that their 530 is thirstier than their old 480,.. wake up, smell the coffee and raise your right foot.
Cab comfort Whatever we don't like about the current XF95 cab, hopefully. Daf has fixed in the new model. Either way we'll know when it appears next month. However, our spies at Daf tell us the greatest changes are inside. Just as well, because this is where the current model is showing a distinct lack of creature comforts.
It's not that it isn't driver friendly; quite the opposite thanks to the supportive, in fact luxurious, driving seat and excellent storage space spread throughout the cabin. It's just that its interior trim is too much like a (ahem) 'fleet motor'. Nothing wrong with that either, but this, after all, is Dars flagship tractor.
So where are all the extras that everyone else puts in their range-topping models? Sorry, but the odd leather steering wheel, aluminiumlook dash inserts and loose carpets over the tough rubber floor and engine cover don't hack it. In a 530hp Super Spacecab XF95 we expect to be pampered — otherwise why not buy a CFS5 Spacecab and save some money?
All of which leads us to the optional Alpine package on out test truck, which includes a shed-load of stuff like a full aero kit, immobiliser/alarm, and an AV package to challenge your local multiplex cinema. If you're a long-haul driver looking for the ultimate entertainment system you'll relish the six-speaker CD/DVD player (the screen pops down from the central overhead locker); SatNav; and media station/radio receiver complete with a pop-out screen in the dash. Whether you'll relish it enough to shell out £7,500 for the Alpine pack is up to you.
Mind you by the time the pop-out screen popped out for the umpteenth time (it's activated by the key) and we'd sent it back into its hole again the novelty had worn thin.For some reason the left-hand indicator muted the speakers (not sure why) and in the end we were happy to leave it turned off.
Daf also needs to make the Driver Intbrrnation Panel display a bit more readable as the smaller orange on black symbols (eg the cruise control indicator) aren't easy to see in sunlight. Otherwise the dash is very well laid out with clear dials and gauges—so don't change them! •