On The Road
You’d expect 950Nm of torque to be a recipe for lively performance at 18 tonnes, and it doesn’t disappoint. Both on the road and at the proving ground, it trounced all of its 220 and 240 contemporaries. The biggest challenge on our Welsh distribution route, the climb south of Wantage on the A338, was completed a clear 22 seconds quicker than the nearest competitor, the Iveco Eurocargo with just 11hp less. The engine is quiet most of the time, just producing a pleasantly throaty Cummins family growl when working hard.
While the 220 version gets a six-speed ZF, the 250 comes with an Eaton 6309 nine-speed transmission, which brings a 45kg penalty. The shift is four over four, with a range-change toggle stick on the front of the lever. Crawler is located left and back, opposite reverse. The downshift from sixth to fifth seemed a bit obstructive, but the gear change was fine in other respects. The 3.73:1 diff ratio gives near-ideal gearing. On the motorway, the 88km/h limiter seems the engine turning at 1,650rpm, while the A-road 40mph limit equates to 1,210rpm, leaving a bit of green in reserve at the bottom end. Unless you’re aiming for maximum performance, a couple of block shifts will see you in high range when moving from rest. The transmission makes itself heard a bit at idle and in low range, but improves considerably in the higher gears.
Eaton’s nine ratios and that high torque figure mean that Daf should meet the needs of operators in more arduous environments. Its abilities on hills were a revelation. Expecting a terminal wheelspin on the 25% (1-in-4) greasy hill start, we actually stalled on the first attempt thanks to an abundance of grip. For the second attempt we used a few more revs and the Daf moved off with no drama. The parking brake held easily on the 25% (1-in-4) slope, but facing downhill on the 33% (1-in-three) was just too much for it.
Once you get the hang of Daf’s bottom-hinged footbrake valve, the brakes work well. The technique seems to be press the top of the pedal pad to obtain the best sensitivity, otherwise its all to easy to over-brake. Bad weather scuppered our objective brake testing but the real-world drive revealed nothing untoward. The driver’s left foot operates the simple exhaust brake, which is possibly a bit too simple. Not only does it cancel the cruise control, it won’t work until you’ve disengaged cruise manually.
Handling is good, with precise but slow steering. Progress through tighter bends and roundabouts is limited by the speed you can turn the rather low-geared ring with its six turns from lock-to-lock. Those same tight manoeuvres generate enough cab roll to rub the mud flaps on the road, tlthough this isn’t a problem in any other respect.
Overall, the CF65 delivers a driving experience with the well-planted feel of something much larger than itself.
Cab Comfort
It may be bigger than the LF, but the two-step access into the CF cab is no more difficult – one of the benefits of the cosy, low-set driving position. The CF brochure claims “good cross-cab access” which is a bit of a poetic licence given that you need to squeeze between the gear lever and wrap-around dash while climbing over a 440mm-high engine hump. In fairness, the off-duty hours when living in the passenger seat and bunk area involve much less gymnastic activity.
The cab interior is predominantly blue, tastefully highlighted on our test truck by optional wood trim.
The driver’s air suspended ‘Lux’ seat lives up to its name, being well shaped and thoroughly comfortable. The blue velour trim is opulent without being fragile. The bunk mattress is thick, firm and at the right height to sit on, with enough headroom for most frames. There’s a night-heater control panel and a couple of coat hooks in the bunk area. Door pockets are disappointingly small, but the remaining in-cab storage is more generous. Three quarters of the width above the screen is occupied by shallow net-fronted bins with non-slip linings; a large tray on the engine hump features two cup-holders and an oddments area. On this sleeper cab version you get large bins beneath the bunk, and there’s an external locker on the nearside of the cab. A large non-slip flat panel above the centre of the dash is easily big enough for a portable TV for those nights in.
The right-hand end of the screen header houses the tachograph and a spare DIN housing, together with a solitary switch to cancel the reversing bleeper. The roof hatch is manually opened. Entertainment is courtesy of a VDO radio/single CD.
Visibility is fair, with relatively slim A-pillars and we didn’t find the black secondary door window frame to be a problem. We would appreciate ‘one-touch’ operation of the electric windows, though.
Electric heated and adjusted main mirrors are a £140 option. The main sun visors are staggered, but the fold-down visor above the driver’s door window could be bigger. There’s no excuse for a dirty windscreen, with no less than four washer jets on each wiper blade.
Seven vents delivering face-level air should cover all needs, while the knobs controlling the heater are both chunky and conveniently located. As usual, we weren’t allowed to touch the one for the optional air-con.
Most of the frequently used controls (lights, wiper and horn) are on the left column stalk, with cruise control on the right. The column is fully adjustable with an air-operated lock. The instrument panel is Daf’s usual model of clarity, with dials measuring engine and road speed, fuel, coolant temperature and air.
Everything else is monitored by the equally clear driver information display, operated by a large ‘mouse’ knob on the dash. The large minor rocker switches are easy to find and operate and the whole driving environment is ergonomically sound.
