On The Road
The 220 produces a reasonable amount of power for an 18-tonner, but it doesn’t have enough in reserve that we could risk recommending the 180 version. In its six-cylinder version, the Paccar engine escapes the annoying driveline vibration that afflicts the four-pots to some extent, regardless of brand. The common-rail fuel system produces a marked change in the engine note at around 1m400rpm, giving a sensation almost like variable valve timing.
On the M4 motorway section, we were able to maintain our limited speed on the great majority of the run from Newbury to the Severn Bridge, although our A-road average speeds were hampered a little by thick fog over the Lambourn Downs.
The Eaton eight-speed plus crawler box fitted to the test truck is an option, a ZF 6S850 coming as standard. On the road we tended to change down at 1,400rpm or so. In top gear, 40mph equates to 1,350rpm, so any adverse factors encountered on A-roads demand seventh, a very useful ration. The gear change gate is widely spaced but has a precise and un-ambiguous action. The range change switch is mounted on the front of the lever, and it’s possible to hear it clang into action on occasions.
The first time we tried the brakes on the open road we had to take a look down at the pedal because we thought it might have been a footrest, such was the rather wooden feel. The four ventilated discs worked OK, though, although the proving ground emergency stopping distances were slightly down on the rivals. The smooth action of the ABS was particularly noteworthy.
The exhaust brake is useful for checking speed on gentle top gear descents, but it really does need as much as possible of the 3,200rpm maximum engine speed for best effect, meaning sixth or even fifth gear. The park brake also just about held on the 1-in-4 test hill and the Daf also managed to restart on the same slope with no difficulty.
A smoothly styled and chunky two-spoke steering wheel sits on top of a fully adjustable column, and controls an ideally weighted steering linkage. Compared with the 7.5-tonners we usually take around our Welsh route, the higher axle loadings made for a noticeably more stable and reassuring drive along the slimy Herefordshire A-roads.
The ride was firm enough to feel the road but not too firm for comfort. A degree of chassis roll was betrayed by the mudflaps grounding during more spirited cornering. Most roundabouts could be negotiated comfortably in sixth gear. In tighter situations, the 5.85m wheelbase needs a little attention to monitor the tendency to cut-in.
Cab Comfort
The higher mounted LF55 cab has one step more than the LF45, band the steps are layered outwards towards the bottom, making access very easy. Inside, although the engine hump is lower at the front, the biggest hindrance to moving across the cab is the small gap between steering wheel and gear lever.
At the risk of repeating ourselves, the interior accommodation of the current Daf range remains the benchmark for quality of build and materials that the opposition must aim for. The interior décor has a light grey feel with greenish-blue velour seat trims and a light-coloured floor covering – even the gear lever has a leather gaiter. Our example was fitted with two luxury high back seats which incorporate two lumbar supports, heating, sliding cushion and integral belts.
The dashboard features a care-like instrument panel with dials in recesses with smoothly radiused edges. White on black dials, with orange backlighting, consist of matching rev counter and speedo, fuel, temperature and two air pressure gauges. In the centre of the panel is the driver information display screen, controlled by a large knob in the top centre of the dash, which acts as a navigation “mouse”.
The stack to the left of the steering wheel has a bank of switches, including fog lights and panel light dimmer, then the radio which is above the array of soft-feel heater knobs. In the centre is a secondary row of switches which includes hazard lights, work light, heated mirrors (and heated windscreen, if fitted), reverse bleeper cancel, passenger door locking and body ultrasonic alarm over-ride. At the bottom is a large ashtray, complete with 24V cigar lighter, with another 12V socket nearby.
On top of the dash is a handy oddments storage tray. Other storage includes three net fronted bins above the screen, a couple of narrowish door pockets, a net on the rear wall and two coat hooks. The engine hump is home to an A4-sized box with a lockable lid incorporating an elasticated tray and two drinks holders. There are also small storage recesses in the gear and ark brake lever housing.
The LF cab is pre-wired for telephone and audio, this example having a DIN-sized VDO MS4100 sat-nav/radio/single-disc CD unit. Its only problem is that most functions are controlled by the right-hand knob, which obscures what you’re looking at on its display. The Din electronic tachograph is located close to the driver’s right knee.
The interior noise levels of the LF cab are not far away from Scania territory, which is praise indeed. Its overall refinement highlighted the slightly agricultural sound of the Eaton gearbox, although in fairness, at 15,000km, the whole vehicle was considerably less run-in than usual. The cab suspension on four steel coils also suffered from a few squeaks on the very worst surfaces encountered.
A deep windscreen, relatively thin A-pillars and well located mirrors combine to give good visibility. A cab rear window is standard, deleted on this example, but useful for the many builders’ merchants and the like who seem to favour Daf dropsides. The three equally sized sun visors give good coverage, although the driver would find it impossible to operate the one of the left while driving.
