Road Tests: DAF CF75.360

Usually, at this time of year, our phone would be busy with calls from manufacturers eager to offer us a new tipper for test. Sadly, since the demise of TipCon, they no longer have an obvious annual reason for punting one our way. Indeed, this week’s test of the Daf CF75.360 is only the third six-wheel tipper we’ve done since 2000. We could understand it if the market was dead, but it isn’t. In fact, last year three and four axle rigid sales grew for the sixth year in succession as registration topped 8,200 vehicles. You figure it out.

But one thing is clear: tipper men want more power. Time was when 260hp was more than enough for a 6x4. Today, Daf is by no means unusual in offering a full 100hp more in its most powerful CF75 six-wheeler, while its lowest 250hp rating in the same chassis seems positively anaemic. Back in December 2003, having tested Volvo’s nine-litre FM9 8x4, we asked: “How many tipper operators want a nine-litre eight legger?” The answer is not a lot. But put the same capacity engine into a six-wheeler and it’s a whole new ball gale. Suddenly you’ve got a very attractive 26-tonner with infinitely more staying power than those with six-litre lumps. And never mind the extra kerbweight – think of the extra cubes, and the extra in reserve compared to smaller and higher revving diesels. Last year Daf took the top spot in the multi-wheeler market despite some tough competition from the Swedes. So when we were offered the nine-litre CF75.360 we were keen to see why.

Our trial results say it all – best on fuel by a significant margin, not just overall, but on both motorway and A-road running. And remember the CF75 has a Euro-3 engine, all the others have Euro-3 Diesels. This not only shows how efficient Daf’s 360hp motor is, but how few new tippers we’ve lately had on test! We’ve already mentioned speed so we’ll pass straight on to payload. With the extra metal of a nine-litre the CF75 is always going to struggle a bit against lighter six-litre 6x4s. But, as our figures show, not by that much and – get this – while our test truck came with steel wheels like its rivals, it also had a further 300kg of extras including the aforementioned Intarder, George Neville sheeting system, cab side collars, air seat and air con. Knock that lot off and you’re closer to 16.69 tonnes in the bin. Add some alloys and up it goes again. The bottom line is there’s room to play with if payload is your ultimate goal.