On The Road
The sheer muscle of the XE280 engine, producing 375hp at 32 tonnes, allows a driver to reduce journey times and maintain a more constant speed up hill and down dale, at least in theory. Ultimately one-off timed trips like ours will vary from day to day but, although slower overall than the Renault Kerax, the Daf proved quicker at particular points where traffic wasn’t an issue.
For example, it climbed Edge Hill quicker than the Foden Alpha or Renault Kerax; the Daf also held an edge over its French counterpart between various staging posts on duel carriageways like the A5/M42 junction, sections of the A452 and the last three miles on the A5 outside Milton Keynes.
If further proof were needed we point to our timed runs on the MIRA track near Hinckley. In every test it was quicker than the French, British or Swedes.
One reason for this is the quick and decisive gear changes from the 12-speed automated ZF AS-Tronic overdrive gearbox; its performance is smooth and effortless. Renault’s Kerax is also equipped with a ZF box, though the French prefer the Ecosplit manual box.
Neat manual gear changing was once the mark of a competent driver but if more evidence were needed that automated transmissions are the way forward, allow Commercial Motor to present to you the ZF AS-Tronic. It is significantly more refined than previous automated systems, even by ZF’s own standards. The Daf software, its XE driveline and the gearbox are all well matched.
Tippers might not seem its natural environment but out on the road it does what it’s designed to do: lighten the load on the driver and get the right decisions from the engine – well, most of the time.
The haul up Edge Hill did provide some unexpected entertainment, though risking the loss of a part of the propshaft on a tight right-hander three-quarters of the way up isn’t standard operational procedure these days. But as we approached the final steep gradient the automatic transmission decided to try to change down from fifth to third before deciding a moment after it had changed that it would really be better off in fourth.
For some reason the man in the cab from Thame could only speak in broad Anglo-Saxon for the next 20 minutes.
The role of the accelerator in an automated truck is significantly different from a manual but the driver can be stuck with ‘manual’ mentality. This was a case in point.
Avoiding an unnecessary series of changes entails switching to manual or holding the accelerator so the engine doesn’t think it needs a change. Put your foot down and the software will think it needs to change; ease back and the software should do nothing, although your progress might suffer as a result.
Of these two options we would recommend the switch to manual and holding the revs. At the bottom of the hill you can put the accelerator through the floor to get the kick-down mode. This will get your truck into hill-climbing mode as it enters a tough climb. It will then drop to the appropriate gear and make all the changes to maintain maximum power. Despite these changes and a poorly parked car on the brow the time was still impressive.
Further on in the route we did try to take over from the auto option at around 40mph in a bid to keep the rev counter at the bottom of the green band, but all it really achieved was to save some unwanted changes as the generally flat gradient dipped and rose over the course of the journey.# Perhaps the death knell for manual boxes is a little premature.
Cab Comfort
This is partly subjective as one driver’s pleasure can be another driver’s poison. But objectively the driver benefits form having extra space behind the seat which is ideal for bags and coats. This also allows him or her to recline further when catching some rest during the working day.
The engine cover doesn’t really present a real obstacle if the driver really wants to clamber across but surely in this day and age moving around inside the cab shouldn’t be that difficult or time consuming.
Forward vision is excellent; the mirrors are well placed on both sides and the dashboard is nicely curved for a cockpit-type feel without any feeling of claustrophobia. Even the colours are fairly neutral (and probably irrelevant after three days work).
The gearstick is definitely out of sight and out of mind. The automated version sits on top of the plastic tray at seat level. Little if anything has been said about its position because the automated gearstick and controls lacks presence and size, but it does sit low down on the engine cover. Choose manual and the stick’s position isn’t uncomfortable, but it does feel unusual.
This minor point is unlikely to be sorted out until product re-launch time, but it could be repositioned easily as it is essentially an electronic control. We’d vote for a move towards the driver’s left knee with a proper base to mount it higher – or even stick it on the dash as is the case with many vans.
Either way it needs to be nearer to the driver’s peripheral sight line so he can go straight to it rather than having to look around to find it by his left hip.
The interior has a homely feel not unlike the family car and just about any seasoned truck driver will be familiar with its layout. This, after all, is a design made popular by the original 85CF range: short on extravagance but long on function.
