When it comes to truck choice, a comprehensive options list increases the chance of an effective fleet engineer specifying the best vehicle for their individual operating circumstances. And it is a reasonable assumption that DAF has the greatest number of theoretical model variants of any of the Big Seven manufacturers. This is true of the lighter-weight LF and the long-haul XF, and especially the CF, which fulfils the multitude of roles in the middle ground between those two.
We reckon there are nine basic rigid chassis layouts and eight tractors in the DAF CF line-up. The rigids range from a simple 4x2 to a trio of 8-wheelers, a regular 8x4, and 8x2s with second and fourth steering axles, one in a tridem configuration. Then we come to the 6-wheelers, a conventional 6x4 and a selection of 6x2s with most permutations of twin and single-tyred trailing axles and steering axle positions possible.
Those are just the chassis options. Fortunately, when it comes to cabs, you can take a breather while deciding between the Day Cab and the Sleeper, both with the same roof height, or the higher roof Space Cab. But don’t relax too much, as you still need to choose the driveline.
The engine options are the MX-11, with 10.8 litres of capacity, and the 12.9-litre MX-13, larger physically and in swept volume. In the DAF CF, the MX-11 has three ratings from 300hp to 450hp, with the MX-13 overlapping to offer another three ratings from 430hp to 530hp.
The standard transmission offering is the latest ZF TraXon automated manual, in 12- and 16-speed versions, although you could insist on a manual. Keeping on trend with the fashion for downspeeding, final drive ratios start at a seriously relaxed 2.05:1.
Our review truck on this occasion had the boxes ticked to make it a CF370 FAN, a 6x2 with a single-wheeled lifting and steering tag axle. The particular DAF CF370 FAN supplied for our review was a little out of the ordinary in that, instead of spreading the word of DAF, it was liveried up to draw attention to the Transaid charity.
Truckspotters have a big clue to help identify from afar which engine is fitted. If it has an MX-13 engine, it has one extra step up to the cab, which means ours has an MX-11 370, the middle rating of the five. Slightly confusingly, the engine is called the 270, referring to its output in kilowatts. The double overhead cam, 24-valve engine design is right up there with the state of the art. A cylinder block and head in compact graphite iron gives a good strength to weight balance, with a composite oil sump, integrated inlet manifold and a discrete oil module all helping the weight and tidy appearance. On the induction side, a variable geometry turbocharger provides the air for a common rail injection system operating at up to 2,500bar. Emissions reduction to the latest step C version of Euro-6 is by the usual SCR/EGR package.
The transmission fitted to this truck is the 12-speed, direct top version of ZF’s TraXon gearbox, with an overdrive top and 16-speed options available. Not long ago, our final drive ratio of 2.21:1 would have been considered pretty optimistic with 14hp/tonne, but with down-speeding bringing engine characteristics to match, it seems perfectly normal now. Aiding the down-speeding strategy, the engine develops an extra 100Nm of torque in top gear (top two gears on overdrive top gearboxes) to keep it rolling at low engine speeds.
One feature we hadn’t previously tested in real life is the Silent mode, now in full production. At speeds up to approximately 30mph with the Silent button engaged, engine power and speed through the gears is reduced to limit noise levels, while the reversing alarm is also silenced. Certainly there were no complaints as we left our overnight stop at 6am, although the ground level bedrooms may have been illuminated by the impressive LED headlamps.
The DAF CF370's body is a nicely built curtainsider from Don-Bur, meeting the EN12642XL spec for load restraint, with the familiar Dhollandia tuckaway tail-lift. DAF has fitted a useful lockable storage box on the nearside of the chassis of this CF370, which keeps straps and the like out of the cab lockers. Both AdBlue and fuel tanks are also located on the nearside, unfortunately so far apart that it requires fine judgement to be able to fill both of them without moving the truck.
The DAF CF370’s interior contains a lot of brown, which makes a change from black and grey. The luxury seats are trimmed in two-tone leather with two armrests apiece, and commendably, both have height-adjustable top mounts integrated. The CF's door panels are a mix of hard brown plastic with cognac fabric inserts, while the soft-feel dash is trimmed with the finest walnut plasticus.
The instrument panel is a bit more stylised these days, but still admirably clear, and it’s good to note that the major unit on the speedo is mph; none of that nasty foreign stuff here. There’s a combined dash dimmer and interior light off switch, which reduces the annoying reflections in the mirrors in the morning darkness. When the sun did come up, the driver’s side roller blind was a boon against the low winter sun.
The excellent mirrors neither need nor get any fancy tech, although the CF370’s traditional door “window-within-a-window” frame would be intrusive if it weren’t for the fortunate fact that, at least in our case, it lines up perfectly with the mirror edges.
The driver information display is located in the centre between the two main dials and is controlled by a rotary “mouse” knob located by the driver’s left knee, and like all of the controls is chunky enough to be operated by any size of hand.
The steering wheel spokes incorporate the phone and audio controls on the left, and the various cruise control functions on the right. To the left of the main switch panel and above the hazard light switch is a lonely looking blank position, designed for mounting a mobile phone as part of the DAF Truckphone Bluetooth phone system, which has a SIM-only option available if operators don’t want drivers using hand-held devices. Its microphone and speaker are mounted above the screen, near the tachograph.
The tail-lift master-switch is located by the driver’s right knee, where it is accessible from outside when you walk to the back and remember you’ve forgotten to turn it on.
When that driver information display counts down towards zero hours remaining for the second time that day, but you’re not going to get to your own bed, you want to know that a degree of comfort awaits. Unfortunately, if it’s your lot in life to drive a distribution 6-legger, you’re probably not going to be spending the night in a Super Space Cab, but that doesn’t mean you have to slum it. True, it might be easier to swap seats in the CF sleeper by getting out and walking around, rather than clambering over the engine hump, even if it does have a helpful step indent on the driver’s side, but after 270 minutes at the wheel, you probably need to stretch your legs anyway.
On models with the MX-11, the engine hump is level with the seat cushions, so at a push you could even have a snooze in a day cab. In this low-roof sleeper, you’ll probably spend most of your off-duty time in the passenger seat. Although the bunk is at a good height for sitting on, the lack of headroom would swiftly give you a stiff neck.
For your entertainment while sitting there, you could place your portable device on the big flat area on top of the dash, plugging it in to the extra USB socket dedicated to gadget charging, as well as the 24V 15A DIN and 12V 5A cigar lighter sockets. The other entertainment source is the large screen infotainment unit, which features truck specific sat-nav, Bluetooth streaming, AUX and USB ports, but not the fashionable CarPlay system. Obviously catering for the Dutch market, there’s a double-width ashtray available near the lighter socket.
Other than height, the bunk area is acceptably spacious, and the Xtra Comfort mattress should ensure a good sleep. The bunk area has a flexi reading lamp and a control panel on the right controlling night heater on/off and temperature, central locking and interior lights. This example did have another curtain on the rear wall and, intrigued, we pulled it aside to reveal a window offering an unrestricted view of the front of the body.
There is no real interior storage in the CF370's bunk area, although there were some coat hooks hidden behind that curtain. Under-bunk lockers comprise one full-size and one horizontally split, the lower half having external access through DAF’s traditional large lid that over-promises. Between them is a cool box with a small fridge. The main storage consists of two shallow net-fronted trays above the screen and a big storage tray with cup-holders at the front of the engine hump.
The first thing you notice when you fire up the DAF CF is the noise. There really isn’t any to speak of at tickover, the reading inside the cab on our sound meter of 48.2dB(A) being little more than the ambient noise outside. When working hard, the engine does gets a bit more throbby, but is never intrusive.
Selecting D on the chunky rotary switch to the left of the heater control panel instructs the latest ZF TraXon transmission to proceed. This it does with smooth and well-considered gearshifts, the test track sprint from standstill to 50mph involving just three changes, from the initial 3rd to 6th, then 8th and 9th. TraXon is still new enough for us to be monitoring its performance and the underlying software is certainly far more responsive than AS-Tronic ever was.
The overall gearing given by the direct-drive top and the 2.21:1 axle ratio saw level road cruising at 50mph with just 900rpm on the rev counter, at which speed there was still usually another 50rpm in hand before the first downshift. If you don’t have the effective predictive cruise control engaged, which we preferred not to do on some of the more challenging country roads, the right-hand stalk makes it easy to briefly override the truck’s preference.
Although manufacturers’ staff are no longer allowed to carry sharp sticks and cattle prods to encourage the journalist at the wheel to drive more efficiently, DAF’s demo driver Mandy Wannerton was always alert to the potential for improvement. Fortunately, predictive and adaptive cruise control parameters are easy to change via the steering wheel buttons.
The service brakes and steering are unremarkable, just getting on with their jobs without issue. The 3-position engine brake feels a bit stronger than the average, with a forced downshift to get into the blue zone a stalk push away. The 20m turning circle given by the steering third axle is good without setting any records. Although fitted with steel front suspension, the ride is surprisingly resilient.
And so to fuel consumption. Overall, the CF recorded a highly creditable 10.88mpg, which is around 1mpg worse than the only Euro-6 18-tonner we’ve tested on the same route. The motorway section saw an impressive 13.86mpg, although we felt that maybe a few more horses would have been optimal on the more hilly A-road sections. It just failed to complete the benchmark climb north out of Monmouth on the A40 without a downshift. AdBlue consumption of just under 6% is par for the course.
We’re not saying that the vast choice of available options is the most significant factor in DAF’s continued success in the UK sales charts, but the ability to choose exactly the right specification for the job has to help. It’s possible to spec a CF cab to cater for everyone from a Royal Mail Christmas relief night trunker to the most sybaritic owner-driver. On the technical front, the range of permutations of engine size and power, gearboxes and final drive ratios, and chassis layouts will please the pickiest of fleet engineers. The only potential problem with this micro-managing of vehicle specifications is that you might end up with something too focused to suit the second owner.
DAF wouldn’t deny that its approach to embracing new technology is conservative. It doesn’t rush into fitting new technology until it is ready for its customers, and its customers are ready for that technology. However, this test demonstrates that practically all the latest tech is there and working well, doing what it should, delivering a safe and efficient operation.
You might not expect an unashamed workhorse like a CF distribution 6-wheeler to set standards in comfort. But although this DAF CF370 FAN 6x2 was specified towards the higher end of the luxury spectrum, with its leather seats and fancy trim, the underlying levels of refinement that even a basic fleet CF would have are impressive. The drivers delivering the goods no longer come off second best to the reps selling the goods.
DAF’s continuing perception as the most British of the Big Seven, together with its DAFaid support network, which remains the industry benchmark, are undoubted assets in the minds of operators. However, its ongoing position as UK market leader in every sector in which it competes is just as much to do with
its ability to give customers exactly the truck that they need.
Images: Tom Lee
