On The Road
As far as the CF75.360 goes, the answer’s simple – it’s a little cracker. Let’s start by talking about its handling. You wouldn’t normally expect a six-wheeler without a rear anti-roll bar or rear dampers to handle particularly well. But then the CF isn’t your normal six-wheeler. By mounting the “eight-rod” tandem back bogie’s trunnions higher up in the frame rails, Daf has reduced the gap between the chassis’ roll-centre and that of the body with the net result that its overall roll stiffness is significantly improved.
If that sounds like manufacturer-speak we’ll simply say that on the road the CF has rock-solid handling and corners like a go-cart. And with no rear stabiliser or dampers, you not only save 100kg but worn anti-roll bar bushes are also a ting of the past. A rare case of ‘loose some, win some’.# With a full load the little Daf rides well too – although on bumpy roads we found our right foot frequently bouncing off the small accelerator pedal, especially as we had an air-seat. These modern, little ‘electronic’ throttles are all very well, but give us a big, old, treadle-type pedal any day – at least your foot stays on it.
With almost 14hp/tonne to play with, the CF75.360 is well on top of shifting 26-tonnes. While its overall average speed might not reflect that, look at its hill climb and 0-80km/h acceleration times. It blows its test rivals – especially those with a smaller six-litre lump – well and truly into the weeds. The 360hp CF75 has real productivity potential.
Now some words about its steering. Positive, light and vibration free – it goes where you point and stays there. If only we could be so complimentary about the CF’s brakes. They work OK, but the pedal feels deader than the proverbial Norwegian Blue parrot. Whether it’s a function of combining front discs with rear drums we don’t know. But having got used to the positive and, equally importantly, progressive pedal feel from recent Daf tractors on the test, the CF75’s braking felt distinctly lacklustre – although on a rollerbrake tester it delivered the goods on braking efficiency. The story’s much the same when it comes to the exhaust brake. And to add insult to injury you can’t get the otherwise excellent Jake-type Daf Engine Brake (DEB) on the nine-litre.
Fortunately, our tipper came with the optional ZF Intarder fitted. For £3,250 – and just 95kg – this gearbox-mounted retarder is definitely money well spent. For washing off speed at roundabouts and junctions and holding you back on steep hills its stopping power is quite simply phenomenal. The icing on the cake is the downhill speed hold function. Once you’ve reached your required speed, simply slide the collar across on the three-position steering column lever and the Intarder automatically reins you in.
But the rear clincher was when we pulled into our final fuel stop at Milton Keynes and gingerly felt around the front and rear hubs. There was no heat, no fuss, nothing. And as heat equals brake wear we can see the linings on an Intarder-equipped wagon lasting for a long time. Would we buy one? Yes, we would. Now we come to CF’s 9.2-litre six-pot. It’s a pretty free-revving and flexible little engine, which for most of the time can be driven happily around the max torque/fuel ‘sweet spot’ at 1,400rpm within the green economy band. Indeed, the only time you’ll need to rev it a bit harder is when you’re changing up on a slope. Otherwise it will recover from 1,000rpm on the flat – but if you’re in a hurry, change down early and keep it spinning and it will reward you with a rapid drive.
Generally it’s well matched to the eight-speed ZF box, bar the odd gap between fourth and fifth, and with a bit of judicious use of the throttle – and strictly on the level – it will pull away in third quite happily fully laden without caning the clutch. One final word, the standard 4.10 rear diff is perfect for urban running, so think carefully before speccing the faster optional. 3.75 ratio as you need a pretty good reason – or a lot of motorway work – to justify it.
Cab Comfort
Compared with the Scania P range and Volvo’s FM the CF75 cabin looks to have more usable space. By steering away from a marked ‘cockpit’ design with a deeply curving dash – as favoured by the Swedes – you can at least move from one side of the Daf cab to the other without getting a hernia, or having to get out and walk around.
Overall, its interior trim is more tipper than tractor and the grey and blue colour scheme should keep the dirt from showing, although again why so many redundant blank switches that will only collect dust? Storage space isn’t exactly abundant, but there’s a useful central box on the engine hump and door and headlining pockets, plus space behind the seats. What’s missing is a decent bin on the back wall. Nice touches include side sun blinds and the option of an alloy roof hatch in place of the normal glass unit, which sounds fine until some clown with a bucket drops a 40mm reject boulder on it.
The CF’s control layout is good. The hand-brake is where it should be – in the dash – and the gear lever is well placed. ZF’s optional Servoshift ensures gearstick loads are light too, so why not make it standard?# The optional suspension seat proved supremely comfortable throughout our two-day test, only you can’t lock it out. For that you’d need the Super Luxury saddle, probably OTT on a tipper. The CF’s mirrors are also good and they don’t get in the way when you’re approaching a roundabout – unlike the FM’s.
However, it’s not all roses. Daf still accepts Km/h as the main marking on the speedo of right-hand drive trucks. More significant, its nine-litre lump has a distinctive bark, especially when working hard, and interior noise levels aren’t as quit as its rivals. That could definitely do with some more attention from the folks at Eindhoven.
