Introduction
Driver retention and residual values continue to fuel sales of 400hp plus ‘big-cab’ tractors. But cost-conscious fleet operators clearly resent buying a Megawhopper flagship for domestic work, and who can blame them? Thankfully, most manufacturers now offer the perfect compromise: a weight-saving cab, but with the high roof that keeps drivers and future used buyers very happy.
Daf’s CF85 Space Cab is a good example of the “narrow but tall” genre – and it’s the perfect foil to the “big is beautiful” brigade. Compare the Space Cab CF85 with a XF95 Space Cab and you’ll be in for a surprise. When it comes to ceiling height the CF actually beats the XF (2,230mm vs 1,885mm). For more height you’ll have to move up to the mightier Super Space Cab – and then you’ll only gain 25mm.
Similarly, the CF85 Space Cab’s 900 litres of storage stacks up pretty well against the XF95’s 1,080 litres. Bear in mind that you also get exactly the same 12.6-litre six-pot engine as the XF95 and you begin to ask yourself if it’s worth paying more for that 95 grille badge.
But the real kicker is payload. Even though Daf’s latest XF95 has lost some weight, like-for-like a CF85 is 200kg lighter so its earning potential is greater – not least at 44 tonnes. And on the subject of weights, having marked time at 41 tonnes, Commercial Motor’s technical team has bowed to the inevitable and will now test all 6x2s at 44 tonnes. Daf’s CF85.430FTG is the first off the blocks at the new weight…
Product Profile
When Daf unveiled the latest CF75/85 range in Frankfurt two years ago it improved what was already a strong performer. Externally, the most notable change was the adaption of a longer (by 140mm) face-lifted cab, which now comes with a choice of the aforementioned high-roof Space Cab, atop four-point coil springs.
The smoother profile cabin has a plethora of easily replaced SMC/plastic panels in the most vulnerable areas; a plastic grille surround should keep stone damage to a minimum. Like its predecessor, the new CF uses a one-piece steel bumper (but now plastic coated) which sits below the trade-mark “big gob” black radiator.
Inside there’s a new curving binnacle with central Digital Information Panel for driver, with a “wood” (well, ok, plastic) trim option and an XF steering wheel with one-touch rake/height adjustment. The bottom bunk has been raised to give more storage space underneath and the controls have also been revised.
The new CF85s are powered by the latest Euro-3 XE version of Daf’s trusty 12.6-litre in-line six rated at 340, 380 or 430hp.l Our test tractor – an FTG twin-steer with mid-lift and fill ECAS control – came with the most powerful option offering 1,950NM of torque, feeding through the standard ZF 16S181 16-speed Ecosplit direct-top box with optional Servo Shift.
Daf’s Euro-3 diesels have been re-mapped to reduce fuel consumption across a broader rev-range; compression ratios have been raised to 17.4:1. Fuelling is handled by the Dutch manufacturer’s own UPEC (electronic unit pump) set-up, and to match the Euro-3 engines the standard rear axle ration is now 3.07:1 while maximum engine speeds are down to 1,900rpm. And Daf has finally joined the 21st century by fitting EBS electronic discs all round.
Thanks to the Digital Information Panel a CF driver hardly needs to leave his seat to check the status of his truck. There’s no dipstick as such; behind the grille is the usual clutch fluid reservoir and heater/pollen filter with a rather silly windscreen-washer top-up funnel that will require a watering can with a very thin spout. On the plus side the hidden steps that give access to the windscreen are a nice touch, as is the covered towing pintle.
To get to the back of the cab and pull the centrally located air filter you’ll need to pull back the rear cab valances. A two-piece catwalk is fitted to get round the second steer-axle drag link that sits proud of the chassis. Having a trailer closely coupled makes climbing up to the catwalk a bit awkward and the first step is hidden under the battery cover.
CMs FTG CF85.430 Space Cab came packed with over £10k’s worth of optional extras including a 510lit tank (430lit is standard), alloy wheels, ZF Intarder, Super Luxury seats and a whole parcel of other goodies.
Productivity
There were times when we wondered if we’d ever get this test completed. First we had to change two tyres on Daf’s box trailer (CM’s triaxle curtainsider is being replaced by a new GT Fruehauf test unit with a test load to suit 44 tonnes). A bad smash on the A5 forced us to turn around after just 30 minutes and wait four hours for the traffic to clear before restarting; and even then we were diverted. Then we had more delays through roadworks (again on the A5 and M6), followed by indifferent weather in Scotland and, last but not least, a strong headwind on the way home.
But to look at our “How it measures up” box you’d never guess we had anything but a clear run. The CF85’s overall figure of 7.69mpg (36.7lit/100km) is actually better than the three 41-tonners we’ve tested, two of which are also Euro-3 powered.
True, we have driven more economical 6x2 41-tonners – Iveco’s 430hp EuroStar Cursor 10 with EuroTronic, and ERF’s ECX both returned 7.79mpg. A 380hp ERF ECS did even better with an astonishing 8.43mpg around our Scottish test route last year. However, all three had Euro-2 engines and are no longer available (the EuroStar has been superseded by the Stralis, while the ECX and ECS have been axed). So unless you’re buying second-hand their results are somewhat irrelevant.
That the CF85 should deliver such a figure in less-than-perfect conditions is impressive. That it did so hauling an extra three tonnes of profit-generating payload marks it out for special attention. While we’ve clearly got plenty more 44-tonners to test, the CF85 has thrown down a pretty strong challenge.
Fact: It takes more fuel and more time to shift 44 tonnes. You can see that in the Daf’s average speed, especially over the toughest climbs on the A68, where all that extra weight made it feel like we’d hit a brick wall. But on descents a 44-tonner sure can roll, and all that extra impetus can save a lot of fuel.
