On The Road
Apart from its little wheels our CF85 FTP also boasted the most powerful 480hp 12.6-litre XE engine, which delivers 2,100Nm of torque, and ZF’s two-pedal AS-Tronic automated box – as sure sign of the times that autos now deliver fuel economy to match any manual.
New AS-Tronic users generally go through three phases: “Let’s see what it will do”; “Let’s try and beat it in manual”; and “Let it get on with it!” We soon reached phase three and were happy to stay there. It really is a ‘point and go’ system. While occasionally revving the engine beyond the solid green band, especially when hill climbing or starting from rest, it often leaps three gears at a time, saving seconds and fuel along the way.
It’s also exceedingly fast shifting up and down, and, in busy town traffic or when running onto crowded roundabouts, it’s a pleasure to let AS-Tronic choose gears while you concentrate on braking, steering and those nutters on motorbikes who want to commit hara-kiri under the front wheels.
With some gentle feathering of the throttle you can even prompt u-shifts around 1,500rpm so you stay in the green at all times. About the only reason to choose manual is when you’re cresting a hill and want to hold a higher gear, or when manoeuvring at low speed. Otherwise keep your hands to yourself.
If you do select manual on the Daf it stays there, unlike the AS-Tronic installation on the MAN TGA, so if you forget to reselect auto you’ll be rudely reminded of it when you shudder up to the lights in top. Fortunately selecting “S” on the box prompts AS-Tronic to choose the most appropriate gear, saving you any further embarrassment. If your drivers don’t like AS-Tronic they should seriously consider a new line of work.# With 2,100Nm on tap the 480 XE sic-pot has plenty of bottom-end grunt; it happily lugs down to 1,000rpm.
We looked hard for differences between the FTP and a regular FTG tractor but we couldn’t find any. It shows none of the understeer frequently found on 6x2s, and those small wheels certainly don’t hurt the CF85’s rock-solid handling. In spite of the taller Space Cab there’s hardly any body roll to speak of, even if you push it hard into a corner. The optional ‘super-luxury’ driver’s eat with extra lumbar supports and kidney huggers holds you snugly and is well worth the extra.
The rather unusual disc/drum brake combo worked well enough too, but the real star is the ZF’s excellent Intarder, which works off the back of the gearbox. Not only can it hold you at a constant speed running downhill in “Bremsomat” mode, it’s also combined with the foot brake so the Intarder and the extremely effective Daf Engine Brake (DEB) can be brought in automatically whenever you need that extra bit of retardation. This means there’s no excuse for letting a fully freighted 44-tonner “get away from you” on a motorway incline any more, and as you’re not constantly having to dab the service brakes to stay at the 60mph limit there’s a productivity bonus too, never mind the saving on brake linings you’ll get with an Intarder.
In the past we’ve criticised the CF85’s steering for being just a bit too light. This time round the FTP’s steering was as close to perfect as you’re likely to get with a 6x2, with just the right amount of resistance and accuracy. The previous problem of road shock coming up through the CF’s steering wheel has also been sorted.
The perfect truck has yet to be made and that includes the CF85 FTP. With a higher engine hump than an XF95 there’s a touch more engine noise, not least when the fan cuts in (the Intarder shares the same cooling circuit as the engine) but it’s never intrusive. The driver’s mirror also needs to be mounted lower as it blocks your vision at junction and roundabouts.
Cab Comfort
There are only two steps on the CF85 but they’re well positioned and access is easy enough. Inside, the blue/light grey trim is fleet practical, or you can personalise your CF with a £260 mock walnut dash (presumably from a mock walnut tree) and leather trimmed steering wheel. Air-con isn’t cheap at £1040 but in return you get a cool, calm and hopefully collected driver throughout the summer.
The CF85’s control layout and general feel is definitely user friendly. Big dials in the central binnacle show what’s happening and the “Driver Information Panel” between the speedo and tacho is easily operated by a knob on the dash that doubles as a cursor and mouse clicker. It’s pretty intuitive and allows you to run through daily checks without having to heave your seat.
There’s plenty of foot room in the footwell and a nice pedestal to rest your left heel on, specially when you’re using the DEB. The handbrake is in the dash where it should be and the big treadle brake pedal is welcome. The flat surface in the middle of the curving dash is another thoughtful feature: just right for your TV or coffee maker.
Having overnighted in the CF we can confirm that the bunk is comfortable, as it’s raised by two gas struts (count them) hernias should be avoided. Lighting and heater controls are well placed by the driver’s head once he’s turned in; pity there aren’t equally convenient switches for the roof vent or radio.
As manufacturers add more and more functions to steering column stalks they often get messy. The CF85’s are just about right, with the cruise and retarder control sensibly mounted on the same side. To select downhill speed hold simply slide in the collar on the right-hand stalk.
It’s good, but there’s still room for improvement. If you could push the steering column further away it would make getting into the bunk a little easier.
Likewise, if you could rotate or fold down the AS-Tronic selector there’d be even more room to play with. It’s a pity that the fridge isn’t nearer the driver as you can’t easily reach it on the move – and a big bottle holder would be appreciated.
