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A purpose-built 18-tonner, with proper 18-tonner payload but with a driver-retaining, long-haul tractor unit cab. All this is yours for just a shade over the average18-tonner price. But did Daf’s latest CF65 deliver 18-tonner levels of fuel consumption and productivity around our distribution test route?
Daf launched a new version of the CF65 at last year’s Birmingham CV Show.
The vehicle’s roots are very much in Leyland. Not only is the CF65 built there, it originates from the same gene pool that spawned some of the most successful 18-tonne products of the past 20 years.
The 65’s chassis and driveline has now changed three times since its initial launch in 1993. Originally supplied with a heavier chassis, the 65CF was powered by a 6.2-litre Daf engine rated at 210hp. The engine was uprated to 240hp in 1996 and survived until the introduction of Euro 2. In 2001 Daf relaunched the truck as the CF65 using a new 220hp 5.9-litre engine developed by Cummins. Further improvements saw the introduction of common-rail injection systems on this engineat Euro 3. The basic engine is a product of the joint-venture European Engine Alliance (EEA) engine.
Daf’s 18-tonne LF55 fleet distribution range had its lighter chassis widened in 2001 to accept air suspension. This chassis could also accommodate the wider CF cab, so it was decided to do away with the old CF65 chassis and create a new CF65 using the latest LF55 chassis and driveline.
So why have two 18-tonners in your range when most of your competitors focus on one? Daf says the reason it retains a big-cabbed 18-tonner is down to the diverse and highly competitive nature of the 18-tonne distribution market.
It says that, in consultation with customers and drivers, it became apparent that a purpose-built vehicle was required for longer distances or regular overnight use. At the same time it had to be one that could meet the demands of any future work more geared to local or regional distribution.
Our CF65 test truck came with a sleeper cab, long distance differential, rear air suspension and plenty of driver-friendly extras. This spec of vehicle is aimed at the owner-driver or small fleet engaged on high-value, long-distance niche distribution work.
Our test truck is powered by Paccar’s version of the 5.9-litre EEA engine. Rated at 250hp, the engine produces 950Nm (700ft-lb) of torque at 1200rpm. The CF is available with a ZF 6S850 six-speed transmission. Six-speed boxes are usually favoured by the 18-tonner rental and urban distribution markets where simplicity and robustness of operation are the key factors but our CF65 is aimed at the open road and long-distance operation so is fitted with a nine-speed Eaton FS6309 box with a ratio spread from 12.57 to one.
At the rear, the 65 uses an 11.5-tonne SR1132 axle with power feeding through to a tall 3.73 to one single-reduction differential.
Braking is courtesy of a set of ABS-equipped 430mm ventilated discs and additional stopping power comes from a standard exhaust brake with a maximum rating of 130kW at 3200rpm.
There are no fewer than 12 wheelbase options available for the CF, from 4.0 to 7.3m. Our test truck measured 6.1m – axle centre to axle centre – and, continuing the theme of long-distance distribution of delicate high-value cargo, the CF sported full air suspension at the rear with steel parabolic leaf springs at the front complimented by shock absorbers and stabilisers. Mounted on a set of 22.5in Alcoa polished alloy rims, the 18-tonner was crowned by a CF sleeper cab finished with a wood effect dash.
Bodied with a 7.62x2.56x3.65m Don-Bur, Slide-a-Side easy access curtainsided cargo compartment, the CF weighed in – with 325 litres of fuel and driver – at 7470kg, allowing 10,530kg for cargo.
Daf chooses to extract an additional 100hp and 40Nm (30ft-lb) of torque from its version of the engine for its 250hp CF65 and peak outputs are available lower down the rev band. Other differences between the specs include the transmissions and final drives – the Iveco had a six-speed Eaton transmission and 4.89 to one rear diff.
From the moment we set off the presence of the nine-speed gearbox was appreciated. Of course only eight speeds are used in routine operation, the crawler gear being reserved for the steepest of hills. A shift pattern of 2-4-5 is the norm for pulling away and ensures fairly rapid acceleration off the blocks and will prevent the driver being tempted to stray into the forbidden zone.
Soon in top at our 85kph test speed, on the M3 motorway section from Fleet Services to Basingstoke via Winchester, the CF ate up the miles with engine revs steady at 1600rpm. Its average speed of 53.16mph shows that the truck managed to flatten all but the steepest of hills on this undulating stretch of our test route and was a full 2mph quicker than the 240hp Iveco.
On our heavy-going section, around the Basingstoke ring road and across the A339 to Newbury, there was a gnat’s whisker between the two trucks in terms of average speed, but the Daf’s extra ratios did make driving a slightly more pleasurable experience on the 40mph A-road.
The Daf regained its advantage over the Iveco on the mixed A-road section: the Daf took a minute out of the Iveco’s time – 56 minutes – on the A34, A31 and A272 section.
On the hills, the Daf proved to be a spirited performer. On our 10% A272 climb the Daf’s speed did not drop below 35mph and we held sixth gear. Sadly, thanks to an unexpected traffic jam, our second timed hill climb had to be scratched but on the steepest part of this long torque-sapping climb, we only had to drop one cog with speed remaining above 40mph.
Overall, the CF65 recorded a good average speed – 42.72mph – around our route completing the 138 miles in 3 hours 14 minutes. To be honest, we thought that a slightly shorter differential ratio would have suited our route, but the driveline match was fine and kept downshifts to an acceptable level.
The Daf CF65’s frontal area is 10% greater than the Iveco’s and, added to this, we tested the Daf in the depths of winter. Two things will affect fuel economy here: one is drag and the other is ambient temperature and air density – the latter two being lower and higher in cold damp conditions.
We concluded at the end of our Eurocargo test that Iveco’s gearing left a bit to be desired and felt that a nine-speed box would have yielded a better overall performance. Although the Daf – with an extra 100hp and a 9-speed box – was quicker around our route by nearly 2mph, it posted virtually identical figures as the Iveco for fuel consumption. Red faces around the ROADWAY office? Well, we think not, this time.
On the motorway section the Daf was covering 13.43 miles per gallon of gold stuff consumed. In the heavy-going section 11.79mpg was achieved and 13.94mpg was the order of the day for the easy rural/urban section of our route.
These figures put the Daf on a par with the Iveco, but on the 37-mile motorway section the Daf squeezed an extra 0.11 miles out of every gallon and just pipped the Iveco on overall average fuel consumption by 0.03mpg.
Nothing to write home about but, bearing in mind that Daf was pushing an extra 10% of frontal area through the air in winter, its average fuel consumption figure of 13.09mpg does not look too far away from the mark. We must also put the CF’s achievement down to its driveline. The EEA engine is very efficient throughout the rev range and the Daf tune matches power and torque output well with the gear ratios.
This meant fewer gearshifts on the more testing stretches of our route and, even when the needle was at the upper end of the green band during hill climbs, it was not using excessive amounts of fuel.
Ride and handling
As we mentioned earlier in this report, the new CF65 is basically an LF55 chassis with a CF cab. We have driven the pre-2005 LF55 and thought the feel of the brake pedal was not the best we have experienced. This cannot be said for the new CF65: the feel at the pedal is positive and reassuring and brake application was progressive and consistent.
Daf’s engine brake is not an option on this truck – in its place is a standard exhaust brake. At 2500rpm the brake delivers 87kW of retardation and, to be honest, this is not enough to hold the vehicle’s speed on a long, steep descent without resorting to the service brakes. Maximum power is available at 3200rpm and, once a low gear has been selected – with the engine spinning for all its worth – 130kW of retardation will hold everything in check.
Our observations are not unique to this truck, as the effectiveness of exhaust brakes on engines of smaller swept volumes do not mirror the stopping power of bigger trucks.
Despite Daf fitting a wide CF cab onto an LF chassis, the ride is first rate. Undoubtedly helped by the smoothing effect of rear air suspension, bumps and winter potholes were barely noticed. This will be a comfort to customers of air-suspended CF65 operators who have entrusted millions of pounds’ worth of delicate computer equipment to the haulier!
That said, rear air suspension does put an extra £1540 onto the truck’s purchase price.
Handling is excellent too and on twisting single-lane A-roads 40mph can be maintained with confidence.
The truck corners well, feels stable and follows the driver’s instructions to the letter, having inherited the superb handling traits of the LF55.
There is plenty of room in the driver’s footwell and the cab is spacious with good ergonomics to match. The latest CF cab has an updated dash with areas of flat space and the wood effect fitted as an extra in our test truck complemented the blue interior trim well and was pleasing on the eye.
The cab now has a bigger bunk with the Lastilux mattress found in the XF range. Driving an 18-tonner has always been a ‘get on with it’ affair, but from the seat of the CF’s big cab, it feels more like truck driving should.
There is ample storage space above the windscreen and under the bunk and there is a 90-litre external locker on the sleeper cab. The steering column is pneumatically controlled and our test truck had the extra benefits of aircon, remote central locking, a mobile telephone installation and electric door mirrors.
Four-point cab suspension enhances the CF’s excellent ride further and the cab can be easily tilted using its hydraulic mechanism.
Outside, the headlamps are protected with polycarbonate lenses and the CF benefits from a steel bumper. Daf’s marketing literature talks about luxury and we have to agree the CF65 is probably the most comfortable 18-tonner in its class.
The truck has been specified for long-haul operation. Because economies of scale cannot be relied on to deliver profit margins when operating an 18-tonner over protracted distances, high-value cargoes and contracts are key.
The vehicle also has to cover the distance in the quickest possible time and, as we have seen, this CF65 250 delivered a high average speed on the motorway and A-road sections of our route.
Daf’s quoted R&M costs based on an annual mileage of 80,000km per year are very competitive. Parts prices are on a par with its competition although its initial purchase list price does reflect the quality of the cab.
In the specification tested here it is not a true fleet truck, although it can be specified with a day cab and rear steel suspension and six-speed box. If you need an 18-tonner for a long-haul niche operation you must, in our opinion, get one of these on demo. If you want a fleet truck with lots of happy, settled and productive drivers, then this vehicle could enhance your operation dramatically.
At Euro 4 we fully expect Daf to continue with the CF65. We understand it will have a new engine based on Cummins’s Euro 4 ISBe which uses Selective Catalytic Reduction to achieve the emissions standard. Daf will announce its plans in mid-March and, if you visit the CV Show in April, you will be able to see one for yourself.
The vehicle’s roots are very much in Leyland. Not only is the CF65 built there, it originates from the same gene pool that spawned some of the most successful 18-tonne products of the past 20 years.
The 65’s chassis and driveline has now changed three times since its initial launch in 1993. Originally supplied with a heavier chassis, the 65CF was powered by a 6.2-litre Daf engine rated at 210hp. The engine was uprated to 240hp in 1996 and survived until the introduction of Euro 2. In 2001 Daf relaunched the truck as the CF65 using a new 220hp 5.9-litre engine developed by Cummins. Further improvements saw the introduction of common-rail injection systems on this engineat Euro 3. The basic engine is a product of the joint-venture European Engine Alliance (EEA) engine.
Daf’s 18-tonne LF55 fleet distribution range had its lighter chassis widened in 2001 to accept air suspension. This chassis could also accommodate the wider CF cab, so it was decided to do away with the old CF65 chassis and create a new CF65 using the latest LF55 chassis and driveline.
So why have two 18-tonners in your range when most of your competitors focus on one? Daf says the reason it retains a big-cabbed 18-tonner is down to the diverse and highly competitive nature of the 18-tonne distribution market.
It says that, in consultation with customers and drivers, it became apparent that a purpose-built vehicle was required for longer distances or regular overnight use. At the same time it had to be one that could meet the demands of any future work more geared to local or regional distribution.
Our CF65 test truck came with a sleeper cab, long distance differential, rear air suspension and plenty of driver-friendly extras. This spec of vehicle is aimed at the owner-driver or small fleet engaged on high-value, long-distance niche distribution work.
| MODEL |
FV CF65 4x2 rigid |
|---|---|
| ENGINE TYPE |
Paccar CE184C Euro 3 common rail |
| CAPACITY/CYLINDERS |
5.9-litre in-line six |
| COMPRESSION RATIO |
17.3-to-one |
| BORE X STROKE |
102mm x 120mm |
| POWER AT RPM |
250hp at 2500rpm |
| TORQUE AT RPM |
950Nm at 1200rpm |
| TRANSMISSION | Eaton FS6309 9-speed manual |
| RATIO SPREAD |
12.57 to one to one |
| DRIVE AXLE |
Daf SR1132 single reduction |
| RATIO |
3.73 to one |
| AXLE CAPACITY (design) |
|
| FRONT |
7500kg |
| REAR |
11,500kg |
| CLUTCH TYPE |
395mm push type |
| SUSPENSION |
# |
| FRONT AXLE |
Parabolic leaf springs, shock absorbers and stabilisers |
| REAR AXLE | Air |
| BRAKES |
430x45mm ventilated discs all round |
| AUXILIARY BRAKES |
Exhaust brake 130kW max at 3200rpm |
| CHASSIS RAILS | 260X75X6mm |
| TYRES |
295/80R22.5 all round |
| WHEELBASE |
6100mm |
| TOTAL LENGTH |
10,300mm |
| MAX BODY LENGTH |
7100mm |
| WIDTH |
2450mm |
| CAB HEIGHT |
2860mm |
| BODY |
Don-Bur Slide-a-Side curtain |
| #CHASSIS LIST PRICE | £48,050 |
| EXTRAS |
Rear air suspension (£1540) |
| # | Alcoa polished wheels (£1760) |
| # | Air conditioning (£1070) |
| # | Roof spoiler and collars (£1400) |
| # | Wood-effect dash (£370) |
| # | Combi lamps (£230) |
| # | Luxury drivers seat (£260) |
| # | Telephone kit (£310) |
| # | Electric mirrors (£140) |
| Remote central locking (£160) | |
| CHASSIS PRICE AS TESTED |
£55,290 |
Specification
Daf has told ROADWAY it will unveil its Euro 4 LF and CF ranges at the CV Show in April. The manufacturer is among those who believe its customers will want to buy Euro 3 vehicles for as long as they can. It is therefore continuing its programme of Euro 3 press tests.Our test truck is powered by Paccar’s version of the 5.9-litre EEA engine. Rated at 250hp, the engine produces 950Nm (700ft-lb) of torque at 1200rpm. The CF is available with a ZF 6S850 six-speed transmission. Six-speed boxes are usually favoured by the 18-tonner rental and urban distribution markets where simplicity and robustness of operation are the key factors but our CF65 is aimed at the open road and long-distance operation so is fitted with a nine-speed Eaton FS6309 box with a ratio spread from 12.57 to one.
At the rear, the 65 uses an 11.5-tonne SR1132 axle with power feeding through to a tall 3.73 to one single-reduction differential.
Braking is courtesy of a set of ABS-equipped 430mm ventilated discs and additional stopping power comes from a standard exhaust brake with a maximum rating of 130kW at 3200rpm.
There are no fewer than 12 wheelbase options available for the CF, from 4.0 to 7.3m. Our test truck measured 6.1m – axle centre to axle centre – and, continuing the theme of long-distance distribution of delicate high-value cargo, the CF sported full air suspension at the rear with steel parabolic leaf springs at the front complimented by shock absorbers and stabilisers. Mounted on a set of 22.5in Alcoa polished alloy rims, the 18-tonner was crowned by a CF sleeper cab finished with a wood effect dash.
Bodied with a 7.62x2.56x3.65m Don-Bur, Slide-a-Side easy access curtainsided cargo compartment, the CF weighed in – with 325 litres of fuel and driver – at 7470kg, allowing 10,530kg for cargo.
Performance
Since our relaunch we have only put one other 18-tonner around our ROADWAY distribution test route. The Iveco Eurocargo 180E240 – tested September 2005 – uses the same 5.9-litre EEA-derived engine as the Daf CF. Iveco chooses to extract 240hp at 2700rpm from its Turin-built lump and 810Nm of torque becomes available from 1250rpm.Daf chooses to extract an additional 100hp and 40Nm (30ft-lb) of torque from its version of the engine for its 250hp CF65 and peak outputs are available lower down the rev band. Other differences between the specs include the transmissions and final drives – the Iveco had a six-speed Eaton transmission and 4.89 to one rear diff.
From the moment we set off the presence of the nine-speed gearbox was appreciated. Of course only eight speeds are used in routine operation, the crawler gear being reserved for the steepest of hills. A shift pattern of 2-4-5 is the norm for pulling away and ensures fairly rapid acceleration off the blocks and will prevent the driver being tempted to stray into the forbidden zone.
Soon in top at our 85kph test speed, on the M3 motorway section from Fleet Services to Basingstoke via Winchester, the CF ate up the miles with engine revs steady at 1600rpm. Its average speed of 53.16mph shows that the truck managed to flatten all but the steepest of hills on this undulating stretch of our test route and was a full 2mph quicker than the 240hp Iveco.
On our heavy-going section, around the Basingstoke ring road and across the A339 to Newbury, there was a gnat’s whisker between the two trucks in terms of average speed, but the Daf’s extra ratios did make driving a slightly more pleasurable experience on the 40mph A-road.
The Daf regained its advantage over the Iveco on the mixed A-road section: the Daf took a minute out of the Iveco’s time – 56 minutes – on the A34, A31 and A272 section.
On the hills, the Daf proved to be a spirited performer. On our 10% A272 climb the Daf’s speed did not drop below 35mph and we held sixth gear. Sadly, thanks to an unexpected traffic jam, our second timed hill climb had to be scratched but on the steepest part of this long torque-sapping climb, we only had to drop one cog with speed remaining above 40mph.
Overall, the CF65 recorded a good average speed – 42.72mph – around our route completing the 138 miles in 3 hours 14 minutes. To be honest, we thought that a slightly shorter differential ratio would have suited our route, but the driveline match was fine and kept downshifts to an acceptable level.
At the pumps
One consideration we have to take into account if comparing this Daf CF65 with the Iveco Eurocargo 180E240 rigid for fuel economy is the cab frontal area.The Daf CF65’s frontal area is 10% greater than the Iveco’s and, added to this, we tested the Daf in the depths of winter. Two things will affect fuel economy here: one is drag and the other is ambient temperature and air density – the latter two being lower and higher in cold damp conditions.
We concluded at the end of our Eurocargo test that Iveco’s gearing left a bit to be desired and felt that a nine-speed box would have yielded a better overall performance. Although the Daf – with an extra 100hp and a 9-speed box – was quicker around our route by nearly 2mph, it posted virtually identical figures as the Iveco for fuel consumption. Red faces around the ROADWAY office? Well, we think not, this time.
On the motorway section the Daf was covering 13.43 miles per gallon of gold stuff consumed. In the heavy-going section 11.79mpg was achieved and 13.94mpg was the order of the day for the easy rural/urban section of our route.
These figures put the Daf on a par with the Iveco, but on the 37-mile motorway section the Daf squeezed an extra 0.11 miles out of every gallon and just pipped the Iveco on overall average fuel consumption by 0.03mpg.
Nothing to write home about but, bearing in mind that Daf was pushing an extra 10% of frontal area through the air in winter, its average fuel consumption figure of 13.09mpg does not look too far away from the mark. We must also put the CF’s achievement down to its driveline. The EEA engine is very efficient throughout the rev range and the Daf tune matches power and torque output well with the gear ratios.
This meant fewer gearshifts on the more testing stretches of our route and, even when the needle was at the upper end of the green band during hill climbs, it was not using excessive amounts of fuel.
Ride and handling
As we mentioned earlier in this report, the new CF65 is basically an LF55 chassis with a CF cab. We have driven the pre-2005 LF55 and thought the feel of the brake pedal was not the best we have experienced. This cannot be said for the new CF65: the feel at the pedal is positive and reassuring and brake application was progressive and consistent.
Daf’s engine brake is not an option on this truck – in its place is a standard exhaust brake. At 2500rpm the brake delivers 87kW of retardation and, to be honest, this is not enough to hold the vehicle’s speed on a long, steep descent without resorting to the service brakes. Maximum power is available at 3200rpm and, once a low gear has been selected – with the engine spinning for all its worth – 130kW of retardation will hold everything in check.
Our observations are not unique to this truck, as the effectiveness of exhaust brakes on engines of smaller swept volumes do not mirror the stopping power of bigger trucks.
Despite Daf fitting a wide CF cab onto an LF chassis, the ride is first rate. Undoubtedly helped by the smoothing effect of rear air suspension, bumps and winter potholes were barely noticed. This will be a comfort to customers of air-suspended CF65 operators who have entrusted millions of pounds’ worth of delicate computer equipment to the haulier!
That said, rear air suspension does put an extra £1540 onto the truck’s purchase price.
Handling is excellent too and on twisting single-lane A-roads 40mph can be maintained with confidence.
The truck corners well, feels stable and follows the driver’s instructions to the letter, having inherited the superb handling traits of the LF55.
A driver’s eye view
We, and most of you, are no strangers to the Daf CF cab. It is one of the best mid-sized cabs on the market and the cab features several must-haves for longer-haul operation.There is plenty of room in the driver’s footwell and the cab is spacious with good ergonomics to match. The latest CF cab has an updated dash with areas of flat space and the wood effect fitted as an extra in our test truck complemented the blue interior trim well and was pleasing on the eye.
The cab now has a bigger bunk with the Lastilux mattress found in the XF range. Driving an 18-tonner has always been a ‘get on with it’ affair, but from the seat of the CF’s big cab, it feels more like truck driving should.
There is ample storage space above the windscreen and under the bunk and there is a 90-litre external locker on the sleeper cab. The steering column is pneumatically controlled and our test truck had the extra benefits of aircon, remote central locking, a mobile telephone installation and electric door mirrors.
Four-point cab suspension enhances the CF’s excellent ride further and the cab can be easily tilted using its hydraulic mechanism.
Outside, the headlamps are protected with polycarbonate lenses and the CF benefits from a steel bumper. Daf’s marketing literature talks about luxury and we have to agree the CF65 is probably the most comfortable 18-tonner in its class.
Productivity and operating costs
In terms of productivity we can only compare the CF to its 240hp Iveco rival around this test route. Thanks to its faster lap time and slightly increased payload – the Eurocargo had a box body – the CF65 scored 352 points more than the Iveco.The truck has been specified for long-haul operation. Because economies of scale cannot be relied on to deliver profit margins when operating an 18-tonner over protracted distances, high-value cargoes and contracts are key.
The vehicle also has to cover the distance in the quickest possible time and, as we have seen, this CF65 250 delivered a high average speed on the motorway and A-road sections of our route.
Daf’s quoted R&M costs based on an annual mileage of 80,000km per year are very competitive. Parts prices are on a par with its competition although its initial purchase list price does reflect the quality of the cab.
| Maintenance |
R&M contract based on 80,000km per year over five years |
|---|---|
| Per km |
2.72p |
| Per month |
£181.00 |
| Per year |
£2176.00 |
| Dealer service points |
131 |
| Parts prices | # |
|---|---|
| Oil filter |
£12.08 |
| Fuel filter |
£9.11 |
| Brake pads (full set) | £261.56 |
| Electric door mirror assembly |
£93.34 |
| Wiper blades (cab set) |
£33.34 |
| Headlamp assembly |
£185.31 |
| Clutch |
£649.32 |
ROADWAY says
You can buy a 4x2 rigid with this level of cab spec and comfort, plus all the power you want, from any of the truck manufacturers. Unfortunately it will be based on a tractor unit and will have a heavy-duty chassis and big heavy cab. We think the CF65 is unique. It is a purpose-built 18-tonner with proper 18-tonner payload, 18-tonner running costs with a long-haul tractor unit cab – all for an 18-tonner price.In the specification tested here it is not a true fleet truck, although it can be specified with a day cab and rear steel suspension and six-speed box. If you need an 18-tonner for a long-haul niche operation you must, in our opinion, get one of these on demo. If you want a fleet truck with lots of happy, settled and productive drivers, then this vehicle could enhance your operation dramatically.
At Euro 4 we fully expect Daf to continue with the CF65. We understand it will have a new engine based on Cummins’s Euro 4 ISBe which uses Selective Catalytic Reduction to achieve the emissions standard. Daf will announce its plans in mid-March and, if you visit the CV Show in April, you will be able to see one for yourself.
