DAF Driver Magazine Autumn 2021 - Issue 26

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DAF DRIVER ISSUE 26

/ AUTUMN 2021

INSIDE THE UK’S #1 TRUCK MANUFACTURER

AWARDED

New Generation

On the road in Spain

Ford Fuels

10 years with DAF

Suzuki Hayabusa

The Ride of Your Life

HEAVY LIFTING LATEST DAF TRUCKS NEWS • UK DEALER LOCATOR • OPERATOR SUCCESS STORIES • INDUSTRY OPINION • COMPETITION

WELCOME FROM YOUR PUBLISHER

WELCOME TO THE LATEST EDITION OF DAF DRIVER MAGAZINE

DAF collects the 2022 International Truck Of The Year for the New Generation. A worthy winner.

Publisher - Matthew Eisenegger

A WINNING TRUCK AND A LOST OPPORTUNITY

W

e open this issue with the great, but unsurprising, news that DAF Trucks has deservedly been awarded the 2022 International Truck of the Year title for the new XF/XG/ XG+ range, together with an additional award for technical innovation.

When it comes to truck design, DAF has always made a point of putting the driver first, in the case of longdistance trucks by constructing the vehicle around the optimum human living and driving space. The long-running 95/105/XF cab was a classic example of this philosophy taken to the limits allowed under the then-current dimensions regulations, creating a ‘shell’ that offered a class-leading driver experience for decades.

With reform of the regulations came the chance to offer yet more living space, along with improved active and passive safety features, and DAF was the first truck manufacturer to take advantage of this with an all-new cab design. Along with that, DAF also took the opportunity to improve aerodynamics, both in the rounded shape of the cab itself and by offering the option to replace intrusive ‘tea tray’ mirrors with far slimmer and more effective cameras.

You can read more about this extraordinary truck in the magazine, starting on page 18.

The IToY award was accompanied by another, The Truck Innovation Award 2022, for a technology that may well take the industry into a post fossil fuel future: a hydrogen-powered internal combustion truck engine. This technology could offer a carbon-

free solution at a fraction of the cost of battery or fuel-cell electric traction, and be the key to the decarbonisation of the transport industry that was agreed at the COP26 conference in Glasgow.

But the industry doesn’t have to wait for the rollout of hydrogen to pioneer a low-carbon future. An ‘emergency’ such as the ‘climate emergency’ surely requires urgent and effective action by operators, manufacturers and Government?

DAF took this a few years ago by offering its customers the opportunity to switch its trucks to a non-fossil fuel: HVO, or hydrotreated vegetable oil. This is a high-quality synthetic diesel produced from certified plant-based waste, and is a ‘pour-in’ replacement for conventional diesel fuels. Free from oxygen, aromatics, sulphur, and metals, it has much-reduced toxic emissions compared to fossil diesel, and offers a carbon reduction of 90 per cent without any need for vehicle modification or new distribution infrastructure.

With our Government so keen to promote a ‘green agenda’ it came as something of a surprise not to see HVO use incentivised in the last Budget. The powers-that-be seem fixated on battery-power as the only route to decarbonising transport, and while DAF already has battery-electric distribution trucks in limited commercial operation and is developing rangeextended hybrid solutions for longer-haul applications it seems a great shame in the wake of COP26 not to recognise a simple and easy way to remove a substantial chunk of the UK transport industry’s carbon footprint by reducing the fuel duty on HVO. Enjoy the issue!

Matthew

The Bigger Picture

Look out for the dynamic QR codes in this issue of DAF Driver magazine.

Simply open the camera on your mobile device and point it at the code, then sit back for some exciting additional content.

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CONTENTS p6

ISSUE 26

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AUTUMN 2021

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FEATURES 6 Cox Cranes

REGULARS 3 WELCOME

XF 530 raises expectations

DAF’s new trendsetters

12 Suzuki Hayabusa

44 SIMPSON SAYS

The legend returns

18 DAF New Generation

On the Road with the new XF, XG and XG+

29 The Future is Here

Make driving a more attractive job says Richard

46 SPOT THE DIFFERENCE Can you pick them out?

52 TRAINER’S NOTES

A look at alternative fuels

Mandy behind the wheel in Spain

32 North West Timber

53 MEET THE TRAINERS

Tridem to access all areas

Mark’s your man at Lancashire DAF

36 Gas Turbine The story of Leyland’s Turbine Truck

40 Ford Fuels Celebrating 10 years with DAF

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INFORMATION EDITORIAL Publisher: Matthew Eisenegger Managing Editor: John Kendall Designer: Harold Francis Callahan Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 Email: matthew@cvdriver.com ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Richard Simpson Mandy Wannerton Karl Hopkinson Ronnie Hitchens Jack Sunderland John Kendall Paul Currie Lee Allen Suzuki GB Showcase Bikes PUBLISHER Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 NOTE

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The publisher makes every effort to ensure the magazine’s contents are correct. All material published in DAF Driver magazine is copyright and unauthorised reproduction is forbidden.

The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.

DAF Driver Magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent. DAF Driver Magazine is a registered trademark.

If you are not going to keep this magazine for future reference please pass it on or recycle it.

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OPERATOR FEATURE

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OPERATOR FEATURE

HEAVY GOING Words: Ronnie Hitchens

Photographs: Karl Hopkinson

J.L. Cox are heavyweights of the haulage industry in more ways than one.

Their experience, expertise and loyal customer base have seen them build a deserved reputation as international specialists in the heavy haulage sector. DAF Driver magazine caught up with the DAF Virtual Truck Show category winner.

I

t feels apt that a trip to J.L. Cox means a visit to the engine room of the industrial revolution. The Black Country, an area to the west of Birmingham, is recognised worldwide as one of the birthplaces of industrialisation in the 18th century. Steel mills, foundries, glassworks and coking plants stretched as far as the eye could see.

Given the local history, it’s no coincidence to find a heavy and abnormal-load haulage firm

operating out of a yard in Oldbury. The company’s lineage stretches back to 1943 - when the Black Country was still a global manufacturing hub – and is still run by the Cox family today.

Brothers Julian and Jonathan Cox are at the helm, supported by son and nephew, Jack.

“G.Cox Cranes came about as a sideline to a construction business,” explains Jason Coles, J.L. Cox driver and show entrant. “Back then, they needed to buy themselves a crane for the

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OPERATOR FEATURE

major lifting. They were regularly approached by other businesses wanting to hire the crane, and the rest as they say is history.”

Describing J.L. Cox as a heavy haulier doesn’t really do justice to the expertise afforded by the team, currently 25 strong. Dealing with anything from fermenting vessels and silos to galvanizing pots, steel presses, small buildings and even large zoo animals, the removal and installation of their cargo is far from simple.

“It’s not often that we do more than one job in a day,” Jason claims. “We recently moved a plant in its entirety to a new site. It was 13 hours a day for a week and the lorry covered 60 miles – it was only two or three miles up the road.

“Every day is so different. I’ve moved a complete, intact cricket pavilion across five fields. We’ve dismantled and reassembled the side of a building to remove brewing equipment. We carry injection moulding machines so big that they must be dismantled and moved using seven containers. Some days I don’t even touch the lorry keys.

There’s plenty of engineering and elbow grease involved. You’re never

“YOU’RE NEVER BORED OR JUST POUNDING THE MOTORWAY FOR HOURS ON END.” 8 DAF DRIVER AUTUMN 2021

Top: Heavy load needs a heavy fork lift Middle: Gently does it..

Bottom: Note the fork lift’s heavy counter weights

OPERATOR FEATURE

bored or just pounding the motorway for hours on end. It’s really enjoyable.”

Form and function Though not DAF-exclusive, the J.L. Cox yard is mostly home to Leylandbuilt machinery. The most notable exceptions being two Scania rigids on ’03’ and ‘61’ plates. However, it was Jason’s DAF XF 530 FTS 6x2 tractor, plated to 80-tonnes, that took the top prize in the ‘Best Show Truck’ category at DAF’s Virtual Truck Show #2 earlier this year.

“It’s very much my truck”, Jason tells DAF Driver with pride. “The other team members won’t drive it unless I’m on holiday and they’re really desperate.

It’s an 80-tonne twin wheel, with a tag lift, hub reduction and a 16-speed automated gearbox with performance settings from the factory.”

As can be expected for the winner of ‘Best Show Truck’, Jason and the J.L. Cox team have invested both time and money in making the truck unique.

External modifications include a Truckmax twin-pipe exhaust system, side locker, chassis infills, Kelsa air and light bars, premium lighting kit and Alcoa wheels.

Inside, the truck is lavishly appointed with a Rusty Trucks interior with under

bunk and cupboard leather trim. An illuminated DAF sign lights up the cab, while leather dash and floor mats and a centre mat embroidered with J.L. Cox, add to the look. To top it off, a 12-inch, 1000w bass speaker, two amps and nine speakers deliver exceptional audio quality.

“I certainly enjoy driving it. The driving position is great and it’s really comfortable to be behind the wheel for hours on end,” Jason says. “Some people might say that it’s a little underpowered for our needs, but we appreciate that we are heavy hauliers, and it takes everything that we throw at it in its stride. Power is of course important, but our trailers are long and our loads unforgiving, so the XF’s manoeuvrability and exceptional visibility is critical for us. We often find that the gearbox is at its best with a heavy load on board, too.

“Before the XF, I’d been driving Scania’, but I’ve really got used to the DAF way of life. When we ordered it, I was told that I could pretty much specify it to have anything I wanted, which has made it feel personal to me. I asked the bosses if I could spec a £475 exhaust tip and they said, so long as I’m in the yard at 6am on Monday morning, I can have whatever I like.

You can’t say fairer than that!”

Jason and the team have been so impressed by the performance of the XF that they’re looking to the next generation DAF range for their 80th anniversary celebration.

“We’re looking at ways to celebrate our 80th Birthday in 2023, and a new truck in a celebration livery is looking to be a likely option. It’s still early days, but we’re looking at either a New Generation DAF XG or XG+. There is talk of maybe getting a Scania V8, but I’m pushing for the DAF. It’s comfier, the cab is more spacious, it has a better bed and a more modern dashboard.”

“I’m already imagining how it would look. I think we’d almost certainly give it the works, side skirts, bumper bar, old fashioned pinstriping. I think it would be a great way of marking such a landmark in the company’s history.”

A taste of victory Talking to Jason, his enthusiasm for trucking is undeniable. Backed wholeheartedly by the team at J.L. Cox, it’s a passion that has seen him win multiple prizes at truck shows up and down the country, with the DAF Virtual Truck Show win his first in the XF. “I’ve been enthused by trucks ever since I passed my HGV test,” Jason says. “I wasn’t able to do everything

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OPERATOR FEATURE I wanted modification-wise at that point. My first truck was a Scania 112 and I couldn’t afford to customise it with the latest and greatest Kelsa lightbar. So, it was a case of increasing the roof angle and wiring in four spotlights.

That’s where the passion for upgrading began.

“I try to take the truck to as many shows as I can. Normally before a big weekend, I’ll book Thursday and Friday off to give it a good clean. Jack likes to see them clean and tidy, so he’ll often come and help. There are times where we’ve been working on it until midnight the night before, sorting out the finishing touches. It’s a lot of elbow grease, but I enjoy it and it’s well worth it when the judges recognise us.”

For the DAF Virtual Truck Show judges, it was a combination of exquisite attention to detail and sympathetic modifications that

stood out. DAF Driver was keen to understand what victory means to Jason and J.L. Cox. “I was stunned – I certainly wasn’t expecting it!” claims Jason. “It actually means the world to an enthusiast like me.

The judges understand and appreciate the effort that we’ve put into preparing the truck for show and display and it’s paid off.

The rest of the team are thrilled too.

“I’m excited for the plans that we’ve got for the truck next year.

We’ve naturally been a little limited by what we could do this year because of the pandemic, but we’ll be able to do more shows in the next 12 months. There’s a group of us from different companies who meet up across the country with our trucks and we’ve all become good friends. It’s a great community and one that I’m proud to be a part of.”

DDM

Jason’s XF 530 6x2 FTS tractor is plated at 80-tonnes 10

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“I TRY TO TAKE THE TRUCK TO AS MANY SHOWS AS I CAN”

OPERATOR FEATURE

Jason can take two days to bring the XF up to gleaming show finish AUTUMN 2021 DAF DRIVER

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HUNTING PRE

BIKE FEATURE

Words: Lee Allen

Photographs: Suzuki GB - Paul Currie - Lee Allen - Showcase Bikes Special thanks to James Sharpe and Tim Davies

It’s 1999 and Honda’s Super Blackbird holds the title of the World’s fastest production bike with a top speed of 178.5 mph - topping the Kawasaki ZZR1100’s 175 mph two years previously. Along comes the Suzuki Hayabusa and flies past at 194 mph. What makes this even more legendary, is the fact “Hayabusa” is Japanese for peregrine falcon, a bird that often serves as a metaphor for speed due to its vertical hunting dive with a speed of up to 202 mph, the fastest of any bird. Not only that, but they also prey on blackbirds!

Suzuki created a legend that still stands today and is still spoken about regularly with stories of highly illegal speeds.

This legend has now been updated this year with a third generation.

F

irstly, it is blatantly obvious the only reason DAF Driver has released me from my cage is due to my obsessive lunacy with two-wheels (thanks to my parents!) and the fact everyone else is plain scared with just the thought of sittng on this legal missile. Let alone hitting that start button and firing up all 190bhp! Even with roughly 40 years on two wheels and the last 30 of those riding on the road mixed with some off-road enduro racing, I was still apprehensive about what I was getting myself into. Back in 1999 I had a brief go on a mate’s brand new Hayabusa. It scared me – and I was running a ‘98 Blade that was by no means a slouch! Those extra ccs mean a lot and it just felt it had endless grunt

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DAF DRIVER AUTUMN 2021

and would just keep going and going.

The third generation has received a huge list of updates and if the part has not been updated - it’s new.

Ten days A picturesque train ride (would have preferred steam or diesel) from Stafford to Milton Keynes, followed by a dizzy taxi journey round one too many of MK’s roundabouts and I was stood in Suzuki GB headquarters, workshop, signing a disclaimer that I would be responsible for anything resulting in action from the boys in blue. Great. Now the nerves are bubbling! Aftersales Marketing Coordinator, Aftersales Operations Tim Davies eased my nerves by taking me on a tour of the workshop and warehouse,

where I got to see some of the Team Classic Suzuki collection, including a Kenny Roberts Jr GP bike, along with one of Barry Sheene’s race bikes kindly on loan from the Sheene family. The HQ is also the hub for the car and marine operations, which was really interesting to see - especially the £28k outboard motors! The parts department was also an eye opener and just as impressive.

All this rapidly became a distant memory, once I sat on the bike and put the key in the ignition. The ‘dash’ quickly comes to life and the fuel pump starts whining, before I hit the starter button and the beast erupts into a roar of inline four music. Every part of your body can sense you’re sat on something insanely powerful, yet upon releasing

NG PREY

BIKE FEATURE

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BIKE FEATURE the clutch, the bike pulls away like a calm and well mannered luxury car. It takes me about a mile to get used to the fly-by-wire throttle which is the only mild issue I have, before I feel right at home, piling into roundabout after roundabout and spending almost a good half hour to eventually stop going round and round in circles and actually get out of MK! Once the merry-go-round is over, I’m on the A5, heading north and very well aware of just how much power this thing has and how smoothly it does everything.

Nothing feels awkward. The brakes, steering, switchgear, the quick shifter clutchless gear changes all come naturally and make riding relaxingly enjoyable. It becomes quite apparent the Hayabusa brings out the smoother rider in yourself

Image courtesy of www.facebook.com/showcasebikes/

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and corner after corner are executed with smooth precision, as is fast paced filtering and slow 5mph filtering through town.

Surprising to be honest, as the Hayabusa is a big bike, but not once did I notice its size or weight, even when negotiating the snail like traffic through Towcester. The bike is so well balanced and the centre of gravity is so low, you never have that feeling of struggling you have with the normal top heavy weight of a big bike if you lean a little too far to one side and start dabbing your feet in slight panic.

The Hayabusa is a time machine Pulling away from the lights, you quickly notice you’ve hit warp factor five in a split second, from looking in the mirrors and seeing the vehicles 60 metres behind are

only just starting to pull away. This is without taking advantage of the launch control setting in the long list of rider aids, including various settings for traction control and quick shifting, to name but two. The Hayabusa is so advanced with its S.I.R.S (Suzuki Intelligent Ride System) which includes an Inertial Measurement Unit (IMU) supplied by Bosch, that combines accelerometers and gyroscopes in a single compact package, that measures angular rate and acceleration to constantly monitor pitch, roll, and yaw movement.

The new Motion Track Traction Control, Anti-lift Control, Active Speed Limiter, Cruise Control, Motion Track Brake, Slope Dependent Control and Hill Hold Control systems employ data provided by the IMU. For my first ride from Milton Keynes to

“Papped” arriving at the Raven Bike Night, Midway Truck Stop, Prees Heath, Whitchurch.

BIKE FEATURE

Hanging out with the new generation XF & XG+ at Truckfest North West Below right: Midway Truck Stop and Beeston Castle

home just outside Stafford, I was really surprised at how amazing the Hayabusa performed and the two hour, 94 mile ride was relaxed and very enjoyable. As well as exhilarating!

Day to day riding made easy Day two was spent riding some local routes taking in the views of Ironbridge, Bridgenorth, Much Wenlock, Oswestry and Ellesmere, before ending up at the Raven Bike Night at the Midway Truck Stop on the A41 at Prees Heath, Whitchurch, where I was “papped” by the Showcase Bikes photographer, as I went round the roundabout. Obviously I had to park next to a DAF too, once the posing had finished.

Day three and I was on the A41 again, this time a flyby of the Midway Truck stop, as I needed to be at The Royal Cheshire County Show ground for a photoshoot with the new generation trucks DAF were setting up in preparation for Truckfest North West over the weekend. Needless to say, the Hayabusa held its ground and looked at home, parked up between the new XF and XG+. Sadly, due to the Hayabusa’s time travelling ability, I was there a few hours ahead of the new XG’s arrival and first public appearance. The ride there and back was great fun, the A49 being the

perfect hunting ground for the Hayabusa, with sweeping bends, drops and climbs, that included a brief stop off at Beeston Castle for a quick photo opportunity. The Hayabusa is a bit of a poser and far from camera shy, with it’s new swooping lines and curves in all the right places.

Day four was a few local chore trips, proving the Hayabusa is at home with short hop trips, just as it is with eating up big mileage at a rapid rate. I live in the sticks, surrounded by single track roads that resemble a cross between a muddy field and a cow’s shitty backside, which the Hayabusa handled like a farmer on a mission with its traction control making sure I was not ditch finding.

Day five was proof that owning a time machine means a typical day of rest Sunday does not exist. However much the Hayabusa looked at home, snuggled up to my collection of bikes in the garage, it was just begging to hit the tarmac and enjoy the sun. Back on the A41 to Whitchurch, left on to the A525, then you’re pretty much alone, as most people stick to the main routes. Left onto the A539 and the road becomes very quiet and twisty.

Even the 20mph limit through Penley does

“PERFECT HUNTING GROUND ....”

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not deter the bike that is capable of almost adding another zero to the 20mph speed limit! Even the 90 degree turns through the centre of Overton do not upset the Hayabusa.

A brief moment on the A538, then back on the A539 to Raubon, under the A5, past the Pontcysyllte Aqueduct, which is worth a visit just to see the feat of engineering and spectacular views, unless you’re scared of heights! Through Llangollen, then onto the Horseshoe Pass - just what the doctor ordered for a happy Hayabusa, sucking up the cooler fresh air. The twisty climb up to the Ponderosa Cafe was just as excillarating as the first time I rode it three years ago and the proceeding 50 or more times I’ve done that route. A slightly sucidal sheep tested my reactions, along with the Hayabusa’s combined, ABS braking. Utter panic in my brain and the seat of my pants, but total calm and precision from the faultless braking system. Some chops and leg of lamb avoided.

BIKE FEATURE

Rhos-Y-Gwaliau

Sasuage and bacon bap Quick bite to eat at the Ponderosa Cafe, surrounded by a sea of other two wheeled fans and a blast from the past - a gen two Hayabusa, proving the gen three is now a Charlize Theron and not a Charlize ThreeChins. Next along the A543, then the amazing A525 to Ruthin, taking in the race track like chicanes through the Nant Y Garth Pass. The Hayabusa corners perfectly, even the odd times I cocked up going in too hot, having to slam the brakes on thinking I’m not getting round this bend, the Hayabusa just takes over like it’s on rails and effortlessly guides you round the corner. Through Ruthin and onto the fast A494 to Bala Lake. Then along a tiny road off the B4391 through Rhos-Y-Gwaliau, with some of the most spectacular views that take you to Lake Vyrnwy. Round the lake, then back to Bala via the just as spectacular B4391 and back home via the same route in reverse. This trip included every imaginable road and road conditon, yet the Hayabusa did not struggle one bit, or make for difficult riding. Just constant confidence and enjoyment, whether the road was perfect sticky tarmac, shredded tarmac, wet corners from waterfalls, mud from tractors and all the cattle grids dotted round Wales. You’re also conscious that nearly all other bikers spot it’s a new Hayabusa and that it is a special bike and far from common.

Rhos-Y-Gwaliau

The Ponderosa Cafe

Lake Vyrnwy

“CONSTANT CONFIDENCE AND ENJOYMENT....”

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The next few days saw more trips into Wales to include the Elan Valley and back up to Mold. Also had a fish and chip run through the Peak District to Matlock Bath, Bakewell, Buxton and the famous Cat & Fiddle run (almost ruined by the 50mph average speed cameras!) to Macclesfield.

Conclusion?

Is there a Suzuki Santa, because I want one!

If I had a spare £16,500 I wouldn’t hesitate, other than choosing which colour to have.

Everywhere I went, bikers would come over and all say the same, “I don’t like it. It’s ugly and too big. Didn’t like the pictures, when it was announced”. Within two minutes of walking round, then sitting on the bike, they all say the same, “Actually, it’s a lot better in the flesh. I quite like it. Blimey, it actually feels nice and light and not like a big bus”.

I loved the look of the new Hayabusa when I saw the first images and footage. Loved it even more in the flesh. Then fell totally in love once I started riding it. After riding nine out of the 10 days I had the Hayabusa and covering just over 1,400 miles, I was gutted to give it back to Suzuki. If I were to have one, I’d probably swap the screen for a “double bubble” and look at the potential of some bar risers - just an inch, which I feel would make the riding position perfectly comfortable for longer journeys. I found after six hours riding in a day, my right wrist ached every now and then. Maybe I should have utilised the cruise control....

The Cat & Fiddle, A537

BIKE FEATURE

Craig Goch Dam, Elan Valley

Heading to Bala Lake, B4391

SPECIFICATIONS Overall length 2,180mm (85.8 in.)

Overall width 735mm (28.9 in.)

Overall height 1,165mm (45.9 in.)

Rudyard Lake, A523

Wheelbase 1,480mm (58.3 in.)

Ground clearance 125 mm (4.9 in.)

Seat height 800mm (31.5 in.)

Kerb weight 264kg (582 lbs.)

Engine type Four-stroke, liquid-cooled,

DOHC, in-line four Bore x stroke 81.0mm x 65.0mm

(3.189 in. x 2.559 in.)

Engine displacement 1,340cc Compression ratio 12.5:1 Maximum power 140kW (190PS)/9,700rpm Maximum torque 150Nm/7,000rpm Fuel consumption 42.1mpg (WMTC) Fuel system Fuel injection Starter system Electric Lubrication system Wet sump Transmission Six-speed constant mesh Suspension (front) Inverted telescopic, coil spring, oil damped Suspension (rear) Link type, coil spring, oil damped Rake/trail 23° 00’ / 90mm (3.54 in.)

Brakes (front) Brembo Stylema®, 4-piston, twin disc Brake (rear) Nissin, 1-piston, single disc Tyres (front) 120/70ZR17M/C (58W), tubeless Tyres (rear) 190/50ZR17M/C (73W), tubeless Ignition system Electronic ignition (transistorised) Fuel tank capacity 20.0 L

WHET YOUR APPETITE FURTHER. SCAN THE QR CODE TO LEARN MORE ABOUT THE NEW HAYABUSA. DDM

Caban Coch Dam, Elan Valley

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START THE NEW GENERATION

Words: Jack Sunderland

O

ften, slogans bandied about at new truck launches tend to be little more than marketing puff designed to drum up excitement. However, few can accuse DAF Trucks of hyperbole as it ushers in three brand-new cabs which are a genuine step into new territory. Under a banner promising to ‘Start the Future’, DAF’s new models are bigger, better and more fuel efficient than anything it has made before.

DAF is the first manufacturer to leverage new European Commission Masses and Dimensions regulations which relax the dimension constraints put on previous 18

DAF DRIVER AUTUMN 2021

Photographs: DAF Trucks

truck generations. The idea is this added flexibility will enable truck-makers to refine vehicles to be more aerodynamic, burn less fuel, lower CO2 emissions, and be safer for other road users.

First unveiled in a digital launch back in June, DAF’s new range comprises three models: XF, XG and XG+. Along with ultra-modern stylings, the vehicles promise a 10 per cent improvement to fuel economy over the current-gen XF. DAF reckons it’s the biggest efficiency increase it has ever achieved – and two thirds of this is down to the cabs’ new aerodynamic profiles.

The new EC regs have enabled XF, XG

and XG+ to have a 160 mm elongation at the front of the cab to ease air flow around the vehicle. Part of this is a new 2.3 m2 curved windscreen, which is 33 per cent larger than current XF and extends downwards for better direct vision. Conventional mirror housings are also slimmer to reduce blindspots, though a new Digital Vision System is also offered which switches glass mirrors for cameras (more on this a bit later).

Other tweaks include tapered corner panels, a new roof shape and deflector, bottom plate with air deflector, tapered side walls, wheelbay deflector, aero seals

E FUTURE

NEW GENERATION

Bigger, better and more efficient

on the bodywork and refined side collars and skirts.

The new trucks wear a new grille design with chrome detailing and full LED exterior lighting is fitted as standard.

These feature daytime running lights, main beam, high beam, cornering and manoeuvring lights, Skylights, side marker lights and optional front fog lights. The steel front bumper has a composite skin and is split into three sections to lower repair costs.

Vehicle weight has also been addressed, with the new cabs built from lightweight, high-strength steel.

New XF is 150-200 kg lighter than the

current-gen XF with Super Space Cab (SSC). New XG compared to XF with Super Space Cab is about the same weight, while XG+ is slightly heavier than XF with Super Space Cab.

a lot of work has gone into redesigning the exhaust aftertreatment system for greater efficiency. These combine to produce a 10-15 kg weight reduction and a service interval of just once per year.

New engines, rear axle tweaks and updated transmissions account for the final three per cent of overall 10 per cent fuel efficiency improvement for the new range. PACCAR MX-11 10.8-litre and MX-13 12.9-litre engines use new injectors, a new cylinder head and block, and a new design for pistons and liners. Upgraded turbochargers, air compressors, oil pumps and alternators also reduce parasitic losses. In addition,

MX-11 and MX-13 engines have been given a torque boost of 50-100 Nm in direct drive top gear. This means the top 530 bhp powerplant now delivers 2550 Nm of torque in low gears and 2700 Nm in top, with max torque available from 900 rpm. DAF’s engine brake is also improved with 20 per cent more torque on tap at lower revs.

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NEW GENERATION

and new pinion bearings, and new brake callipers result in less frictional losses and lower weight.

TraXon automated gearboxes are now standard and have been upgraded with automatic drive-off gear selection, better predictive features and an optional ‘urge to move’ mode. Driver assistance systems are also improved: Predictive Cruise Control 3 now features an extended EcoRoll function and Preview Downhill Speed Control.

New Generation XF, XG and XG+ engine and aftertreatment systems, ECU, Central Security Gateway (CSG) and DAF Connect systems can now all be updated over-theair to reduce vehicle downtime.

Safety features have also been upgraded.

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These include standard-fit Brake Assist, Lane Departure Warning and Emergency Brake Lights. In addition, Advanced Emergency Braking System 3 (AEBS-3) can now bring the truck to a full stop from 50 mph if it detects hazards up to 250m ahead, and City Turn Assist detects other road users or objects at the co-driver side.

Optional extras include a new Electronic Park Brake, which engages the brakes automatically when the engine is switched off; Low Speed Trailer Brake, which activates trailer brakes independently for safer coupling and uncoupling; and Park Brake Assist, which applies all brakes along with the park brake to ensure the truck does not move during loading or unloading.

“TRAXON AUTOMATED GEARBOXES ARE NOW STANDARD AND HAVE BEEN UPGRADED”

NEW GENERATION

The new DAFs take to Spanish roads for the press ride & drive AUTUMN 2021 DAF DRIVER

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NEW GENERATION

The new XF is paired with a tanker semi-trailer, loaded with water

Much has changed inside the new cabs.

The new XF cab – some 75mm lower than the current-gen XF Super Space and Space Cab – has a maximum standing height of 2075mm. XG and XG+ take things even further with heights of 2105mm and 2200mm respectively. Plus, the new EC regulations have permitted an additional 330mm to be added at the rear of XG and XG+ to open up living space. Indeed, XG+ offers a total interior volume of 12.5m3 – some 14 per cent more than the current XF Super Space Cab. Awaiting drivers is a new digital dashboard with 12-inch display and optional 10-inch infotainment screen. Seat adjustment is now the biggest on the market, and

the driver and passenger seat in XG/+ can swivel for more comfortable breaks.

There’s a bigger and better retractable table, and space under the bunk can be filled with either two large drawers, or one or two fridges big enough to enable 1.5-litre bottles to be stored upright.

The bunk has received a lot of attention.

Length is 2220mm in all three models, while the width is extended to 800mm in XG/+. An optional mechanical or electrically adjustable DAF Relax Bed can also be spec’d for better head, back and leg support. XG and XG+ take things a stage further with enhanced interior lighting, which boasts 15 LED lights and light strips which are fully adjustable for brightness and colour.

All three models are packing an automatic temp control system as standard, or optional fully automatic climate control.

This includes Park Airco for XG+, which takes care of automatic cab cooling or heating when driving or idling.

Driving Impressions We had the chance to test drive the new range in the hills north of Malaga, Spain at the beginning of September. A wide range of trucks was available to try, so to get things started we climbed into an XF 450 FT coupled to a tanker trailer filled with water.

The XF is an established favourite with British fleets and the new version is a cut

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NEW GENERATION

above the current-gen model in every way. Climbing up the three stairway steps, the first thing that strikes is the top-notch level of fit and finish – with quality stitching and premium materials used throughout. The new, bigger windscreen makes for a light and airy cab.

Our XF also had DAF’s new Kerb Window installed which, when combined with a fold-up passenger seat, adds considerable visibility. The passenger window can still be opened about halfway (33cm), and the Kerb Window can be removed for easy cleaning.

Our XF was also fitted with DAF’s new Digital Vision System. This uses cameras to feed rearward images to screens

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mounted on the A-pillars inside the cab, and enables the driver to set the end point of the trailer so the system automatically follows it when turning and reversing. It also projects lines on the screen to show when it’s safe to pull in after overtaking.

A notable addition is a down-facing Corner View camera, which replaces the kerb and front view mirrors to give a wide 270-degree view to the side, corner and front of the vehicle. This is fed to a separate screen over on the passenger side, and our co-driver demonstrated it by walking around the front of the vehicle with his shoulder pretty much touching the cab. Needless to say, we could see him clearly the entire time.

By the time we’d pulled out of the truck stop, squeezed through a narrow tunnel, negotiated a tight roundabout and pulled onto the main highway heading for the hills, we felt totally at home with the digital mirrors. Not having traditional mirror clusters hanging off the doors certainly reduced blindspots.

Loaded to 30 tonnes, the XF’s 449 bhp engine and smooth-shifting TraXon automated ’box brought us up to cruising speed with ease. We made extensive use of the newly upgraded Predictive Cruise Control on our 1.5-hour tour of the mountain roads, and it made for a very relaxing drive. Interior noise in the new XF seemed much reduced over the current

NEW GENERATION

Deep windscreen contributes to the airy feel of the cab interior AUTUMN 2021 DAF DRIVER

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NEW GENERATION

XG+ cab is cavernous

“THE XG CAB HAD EVEN LESS INTERIOR NOISE THAN THE XF” 26

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model, and the new digital dashboard proved clear and easy to read.

no doubt be very happy with such an expanded living space.

It’s hard to brake smoothly in a tanker and low-speed manoeuvring always causes the liquid to move around a bit, but the new XF handled excellently. We could feel the water rocking us as we pulled back into the truck stop at the end of our first drive, but the XF handled it with confidence.

Firing up the 449 bhp MX-11, we noticed the XG cab had even less interior noise than the XF – even with the air con on full blast.

This remained true even as we accelerated onto the highway at full throttle.

We carefully parked up beside our next ride: an XG 450 FT Low Deck. Climbing into the XG cab straight after exiting the XF, the difference in size is immediately clear. The extra rearward space and higher roof makes the cab feel cavernous, and drivers who do lots of nights out will

Loaded to just over 33 tonnes, the XG 450 pulled very well indeed and took no time at all to get up to 85 kmh cruising speed.

The region’s long, undulating motorways required us to lean heavily on the new MX Engine Brake, which in this truck was coupled with an Intarder. Together, they meant we only had to use the service brakes sparingly.

NEW GENERATION

Even tall drivers will find plenty of standing headroom inside the XG+ cab AUTUMN 2021 DAF DRIVER

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NEW GENERATION

XG cab feels simply enormous!

Steering felt very light in this new XG. New geometry has reduced steering forces by 20 per cent, which makes for a responsive and effortless drive.

Our Low Deck chassis was pulling a 3m internal height trailer with lowprofile tyres and a 2.05 rear axle ratio, so we had to be careful when pulling into a pitted layby for some pictures.

Suspension is raised with a tap of a button on the dash, which got us over the worst of the bumps without a problem.

Our final drive was a range-topping XG+ 480 FT. Again, the sense of space is remarkable – even coming in from the

XG. The XG+’s market-leading headroom makes the cab feel simply enormous.

Even at well over 6 ft tall, we could stand up straight with plenty of room to spare.

Our XG+ had the 483 bhp MX-13 engine and was loaded to 40 tonnes. Over the same test route, the 12.9-litre engine provided noticeable extra power for the frequent long climbs, which it took in its stride. Like the XG, the cab is very quiet, even when the engine is working hard – and this really adds to driver comfort.

DAFs have always been first-class drivers’ trucks, and the manufacturer’s new range looks set to continue the tradition. Inside the roomy new cabs, the digital dashboard, optional digital mirrors, better seats and bunk, and the

overall upgrade to materials combine to give a modern, premium feel that will please operators and drivers alike.

A 10 per cent boost to fuel efficiency will be hard to pass up, and drivers will find plenty of quality-of-life improvements.

For example, wireless phone charging; chassis-mounted susies; exterior lockers now hinged at the top instead of at the side to offer some shelter when loading in wet weather; and, of course, much better all-round visibility and vastly improved living space.

Series production of XF, XG and XG+ 4x2 and 6x2 tractors and rigids began in October, and orders are being taken now.

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TRU C

IS HERE

K

OVATION A INN D AR W

THE FUTURE

FUTURE FUELS

2022

by ITOY

DAF has received not one, but two, awards from the International Truck of the Year (IToY) jury.

Words: Steve Banner Photographs: DAF Trucks

T

he New Generation XF, XG and XG+ scooped the top accolade for 2022.

However DAF also captured the jury’s 2022 Truck Innovation Award for its XF Hydrogen; a prototype 4x2 tractor unit equipped with a hydrogen combustion engine rather than a fuel cell.

The award underlines the manufacturer’s commitment to low- and zero-emission power trains as it looks to the future; but there is no need for customers to wait. Some of the environmentally-beneficial solutions it has been discussing are available right now.

HVO An environmentally-friendly alternative to ordinary diesel that can be used instantly in any modern DAF engine without the need for modifications, HVO hydrotreated vegetable oil - is made from renewable waste materials such as plant oils and animal fats.

On sale today, it can slash well-towheel CO2 emissions by up to 90% or more.

Particulates tumble by up to 85% claim its supporters, while NOx emissions are down by up to 29%.

Because it produces less NOx, the truck will consume less AdBlue.

HVO is what is known as a dropin fuel. It can either be used on its own or mixed with fossil diesel in

a haulier’s bulk tank or a truck’s running tanks. No special storage arrangements are required.

It is odourless and noncarcinogenic, and if it is spilled on the ground then it biodegrades in under two months. It burns cleanly too, with zero smoke.

Trucks that run on it do not need any additional servicing, and filters do not require replacing more frequently. Nor does its use have any impact on residual values.

On the downside it is around 10% more expensive than standard diesel, and is not available at filling stations. It can be purchased in bulk by operators right now however from a growing number of fuel distributors.

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FUTURE FUELS Hydrogen Not available yet, but perhaps not too far away, are near-zero-emission DAFs which use hydrogen as a combustion fuel such as the awarding-winning XF Hydrogen prototype referred to earlier.

Engines powered by hydrogen are lesscomplicated and cheaper than a hydrogen fuel cellbased power train, and potentially more robust.

They are less-sensitive to the quality of hydrogen used than a fuel cell, and perhaps better-suited to heavyduty applications; including operating at 44 tonnes.

The engine XF Hydrogen uses is a heavily-modified PACCAR MX-13 12.9-litre with spark-ignition.

At just 200hp and 1000Nm, power and torque output are admittedly modest, but increases are in the pipeline.

A 270hp version was in test cells at the time of writing, with a 500hp version anticipated for the future.

Equipped with four hydrogen tanks at 350 bar with a total capacity of 90 litres, the prototype’s range between refills is modest too, at just 120km. With more tanks future models should be able to reach 600km, says DAF. The IToY jury praised the prototype’s handling characteristics, seamless acceleration and userfriendly human/machine interface.

Said jury chairman Gianenrico Griffini: “A transition to CO2-neutral transport requires a wide array of viable solutions.

Hydrogen-powered internal combustion engine vehicles can pay a role in the future power train mix for medium- and long-haul applications.”

DAF LF Electric - battery electric truck

Electric DAF has a portfolio of zero-emission battery-electric trucks that can be ordered today. The line-up consists of a 19-tonne LF Electric, a 27-tonne 6x2 CF Electric rear steer and a 37-tonne 4x2 CF Electric tractor unit.

Their ranges extend from 220km to 280km - and while they won’t get you from London to Carlisle without being recharged en route, they can certainly handle short-haul local distribution work.

Electric trucks are not cheap to acquire, but they are undoubtedly cheap to run. The electricity required to power them is a fraction of the cost of diesel, and they do not attract eyewatering daily charges if they enter a clean air zone.

DAF is now marketing a range of fixed and mobile electric vehicle charging stations from its parent company PACCAR.

a programme designed to support the Department of Transport’s efforts to encourage truck fleets to go batteryelectric.

A charging capability of from 20kW to 50kW can support the daily operations of an individual truck recharged during the course of an evening or overnight, DAF says. A 22kW charger should be able to replenish an LF Electric’s battery pack in no more than ten hours, it suggests.

Several public sector bodies are taking part in the initiative, with eleven of the vehicles going to different National Health Service operations around the country.

The remaining nine will go to local councils, supporting recycling schemes and making deliveries to schools.

What if you need to recharge it more quickly? Opt for a 250kW fast-charger and it should get up to approaching full charge in less than an hour.

Twenty LF Electrics fitted with data logging equipment are being used in

Two CF Electric tractor units have already been ordered by Cardiffbased international freight forwarder Freight Systems Express Wales: the UK’s first order for battery-electric heavy tractor units.

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ACCESS AL

OPERATOR FEATURE

Words: Ronnie Hitchens

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Photographs: Karl Hopkinson

LL AREAS

OPERATOR FEATURE

Timber and builders’ merchant takes DAF CF 480 tridem to boost productivity

R

egional timber and builders’ merchant, North West Timber Treatments (NWTT), has taken delivery of its first new truck from marketleading DAF Trucks – a 32-tonne DAF CF 480 eight-wheeler with the manufacturer’s ‘FAQ’ tridem axle configuration. Equipment includes Hiab crane and a specialist body designed and fitted by Forshaw Engineering. The vehicle was supplied by local DAF Dealer, Lancashire DAF.

The new CF will complement NWTT’s existing fleet of 6x2 vehicles operating on timber and building product drops to clients across Cheshire, Greater Manchester, Merseyside, and Lancashire.

Enhanced manoeuvrability was a key factor in NWTT’s decision to specify the truck with DAF’s FAQ 8x2 axle configuration. The ‘steer-steerdrive-steer’ tridem arrangement allows access to a greater number of customer locations, where

“ENHANCED MANOEUVRABILITY WAS A KEY FACTOR” Caption to go here please

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OPERATOR FEATURE New truck fitted with Hiab crane and purpose-designed body from Forshaw Engineering

“THE NEW DAF CF EIGHTWHEELER CAN MATCH ITS 6X2 RIGIDS FOR MANOEUVRABILITY”

space is often restricted and where frequent, complex manoeuvres are demanded. NWTT says that the new DAF CF eight-wheeler can match its 6x2 rigids for manoeuvrability, and with the benefit of an increase to 32-tonnes GVW, and the consequential payload benefit, saving time and money on bulk deliveries and multiple drops.

Due to the nature of NWTT’s

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work, its trucks can often be found operating fully laden over unprepared surfaces. Despite this, the new DAF CF has already proven itself to be a durable and reliable addition to the fleet. When considered against the assurance of a high residual value, the truck represents value-for-money for the timber merchant.

The new CF has been well received by the firm’s drivers, all of whom

OPERATOR FEATURE

are used to driving NWTT’s DAFdominated fleet. Not only have they reported exceptional fuel economy from the PACCAR MX-13 engine, but all are enjoying the spacious and well-equipped cab, optimised for practicality, comfort and safety.

“We couldn’t be happier with our new DAF,” explains Sam Mayor, Director of NWTT. “We’ve been really well served by our existing DAF fleet, so when the time came to specify a brand-

new vehicle, we knew we wanted a DAF. By ordering new, it has allowed us to tailor the truck specifically to our needs. DAF’s tridem set-up,” adds Sam, “is helping to make us more efficient. By working with DAF, Forshaw Engineering and HIAB on the truck, body and crane, we’ve created an exacting specification. The service we’ve received from all three companies has been excellent and our local DAF Dealer, Lancashire DAF, was

there to support us throughout the whole purchasing process.”

Established in 1989, NWTT quickly built itself as a leading regional supplier of timber and building materials to the trade and public. The firm now operates from a purpose-built 11-acre site in Ashton-in-Makerfield and is supported by satellite depots in Manchester, St. Helens, Skelmersdale and Rossendale.

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TECHNOLOGY

BLAST FROM Reproduced Courtesy Of: Commercial Motor

Gas turbines are used for many applications, aircraft, ships, tanks, and stationary generators to name a few, but they’ve never really caught on for road vehicles. That’s not to say they haven’t been tried in trucks, nor that development isn’t ongoing.

The “Turbine” badge on an otherwise standard-looking Ergomatic cab is about the only clue to what is under the floor

T

he roots of the gas turbine go back to 0AD, when Hero of Alexandria invented the aeolipile, a reactive steam turbine that converted heat into rotary movement.

But it was seen purely as a toy and it was another 1,500 years before Ottoman scientist Taqi 36

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al-Din built a working steam turbine to power a roasting spit, although Leonardo da Vinci had drawn a similar design 50 years previously. The gas turbine, as we know it today, was patented in 1791 by Englishman John Barber.

An automotive application for the gas turbine was first

conceived by Rover, in an amazing piece of diversification for what was regarded as the most quintessentially conservative of motor manufacturers. However, it’s not so strange when you realise that Rover was contracted by the Government in 1939 to assist with developing and

TECHNOLOGY

M THE PAST CASE STUDY HOW IT WORKS

Leyland Turbine Truck 1. Speed sensor drive 2. Power take-off 3. Exhaust stub pipes 4. Compressor 5. Stacks that tilt with the cab 6. Ignition plug 7. Air filter box

manufacturing Frank Whittle’s nascent jet engine. Three years later, having become the leading developer of jet engines, Rover decided to leave the world of aero engines and effectively did a swap with Rolls-Royce for the V12 Meteor tank engine, developed from the legendary Merlin.

The simple gas turbine engine can be likened to a four stroke piston unit, with the familiar four stages; inlet, compression, combustion and exhaust. The difference is that there is just one moving part, a shaft carrying a series of vanes or blades, which is located in a tubular housing. Vanes at the inlet end of the shaft, which like a piston engine has to be initially rotated by an external starter motor, draw air into the housing. The compression stage is achieved by an effective reduction in the housing diameter, and as the air passes through this, its temperature increases.

By the time the air reaches the combustion chamber, it is hot enough to ignite a continuous spray of fuel, normally kerosene. As the now even hotter gas expands, it applies thrust to another set of blades, which converts the energy to the rotating shaft. Once combustion is underway, the process becomes self-sustaining.

There are numerous refinements to the basic principle, according to the application. The latest prototype runs on hydrogen with plasma ignition.

Move into cars Shortly after the war ended, Rover began to develop the gas turbine as a car engine, with financial backing from Leyland Motors. The story of the road cars from JET 1 in 1950 to the T4 Le Mans contender in 1965 is enough for a book of its own, but it eventually became one

of high performance allied to high fuel consumption, and the concept quietly faded away from the car scene.

Although Ford and Volvo made abortive attempts to create gas turbine trucks, probably the best known are the Leylands built in the late 1960s and AUTUMN 2021 DAF DRIVER

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TECHNOLOGY

Left: Marathon version is now parked up at Coventry Museum

Right: Secondgeneration engine is on show at the Leyland Museum

Higher than usual rev-counter, and that’s after 10:1 reduction in turbine speed

early ‘70s. The first example was revealed at the 1968 Commercial Motor Show at Earls Court, London.

The background to Leyland’s gas turbine project is not dissimilar to today’s engineers, looking for ways to provide adequate cooling for the next generation of Euro-6 engines. In the ‘60s, demand was growing for more power, but existing cab dimensions were hampering progress.

The bright idea was to try the now neglected Rover engine, in which Leyland Motors still had a stake, in an Ergomaticcabbed 4x2 Super Comet. Part of the thinking was that the gas turbine’s characteristic of producing maximum torque

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at stall better suited a truck application. The installation was matched to an epicyclic gearbox from the company’s bus range. This is the example still in its Leyland Motors livery, which is currently in storage at the British Commercial Vehicle Museum, in Leyland, awaiting a full restoration hack to running order.

Although a bit short of power, it was considered a partial success and encouraged development work on a larger engine more suitable for truck use.

When this unit appeared, it was in the 6x4 Lynx/Bison chassis, newly developed for the Leyland 500 engine. As

well as being physically larger than the car-derived unit, it included the heat exchangers essential to improve the gas turbine’s thermal efficiency Power output was 350hp, with scope to develop to 400hp.

Transmission was again a bus-derived epicyclic, but with extra electronic fully-automatic control. The AEC Mandator V8’s walk-through Ergomatic cab was used, with external modifications by Range Rover and Rover SD1 stylist David Bache.

Weight penalty Although the engine now produced adequate power, with the addition of the heat exchangers, its weight was nearer 900kg than the target

TECHNOLOGY

“FIVE EXAMPLES OF THIS MODEL WERE BUILT. THE FIRST ONE, SHOWN AT EARLS COURT IN 1970” 450kg, rather too close to the 1,000kg of the conventional 680 engine. Five examples of this model were built. The first one, shown at Earls Court in 1970, and a second development truck, were kept in-house.

After development support from Shell, Esso and Burmah Castrol, the oil companies had the final three. The final chapter was a mocked-up version on the 1972 Marathon chassis, which is now owned by the Coventry Transport Museum.

So what went wrong? Well, for a start, it was a bit late. By the time it was ready, the turbocharger was making its presence felt on diesel engines, vastly increasing their power/ weight ratio and thermal efficiency. With the gas turbine engine ending up heavier than expected, the difference was too small.

But most of all, it was too thirsty. At the end of the day, fuel economy depends on thermal efficiency. Heat lost is heat that isn’t converted to power. The amount of heat that could he exchanged within the Leyland gas turbine was limited by the materials available on the day. While components made of unobtainium were theoretically available, their prohibitively high cost and dramatically short service life made them impractical for production purposes. The fact that the oil companies baulked at the consumption tells it all, really.

And so ends the story of gas turbine engines in trucks... or does it?

THE FUTURE

Gas turbine engines may seem to be no more than an interesting footnote in history, but at least one American company sees them as part of tomorrow’s road scene. Turbine Truck Engines (TIE) of Daytona Beach, Florida, is now on the fifth generation of its prototype Detonaton Cycle Gas Turbine engine (DCGT).

module unit; the truck-sized prototype consists of three modules.

The advantages of the DCGT engine are that the lack of moving parts and low-pressure, low-stress combustion process will make it cheaper to build and maintain than a conventional engine. TIE claims this to be half the cost and twice the life of a diesel.

The engine is a scalable and modular unit, capable of powering anything from a lawnmower to an ocean-going ship. Each module looks a little like a BMW boxer motorcycle engine, although with one high pot and a lower one on the other side. What look like cylinders are actually the combustion chambers, and they work in opposing pairs. Air is pumped by a crank-driven blower into the combustion chamber where fuel is injected, the mixture is ignited and expands. The expanding gas acts against the main engine’s only moving part, which is a water-wheel type turbine attached to the equivalent of the crank shaft, creating rotary motion.

The explosive nature of the combustion process is said to result in a near 100% burn of fuel, giving reduced fuel consumption and emission levels.

Again, TTE’s claim is 30% better economy than for a comparatively powered diesel. The DCGT is also truly multi-fuel, capable of running on any fuel that is gaseous or can be gasified, from coal dust to hydrogen.

As the ignition process occurs, it creates back pressure down the intake manifold, which effectively causes a pressure blockage and diverts the incoming charge to the opposing side of the engine, which has a slightly longer manifold. This is vital to provide the staggering of the firing events. The process then repeats, giving rise to the “Cycle” part of the engine’s name.

That’s basically it for the single

While still actively pursuing finance in the West, TIE is now placing most of its eggs in the Chinese basket. The first step is likely to involve production of 150hp car and 400hp bus engines.

TIE makes no secret that it has no interest in becoming an engine manufacturer, preferring to license the concept. It has spent some time trying to persuade the US truck manufacturers to get on-board, but with little success, so far.

However, TIE has identified 33 industry sectors in 100 countries that it sees as potential markets, so there’s a fair chance we are likely to see more of the DCGT in the future.

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FAMILY FIRM

OPERATOR FEATURE

Words: Ronnie Hitchens

The latest two DAF LF 260s were sourced from Motus Commercials in Gloucester

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Photographs: Karl Hopkinson

M EXPANDS OPERATOR FEATURE

DAF FLEET Ford Fuels celebrates 50th anniversary with new DAFs

S

outh-west fuel oil and lubricants supplier, Ford Fuels, is taking delivery of its latest batch of vehicles from DAF Trucks, marking ten years of acquisitions from the market-leading truck manufacturer.

Two new 18-tonne DAF LF 260s join 11 further rigids which entered service last year, adding to the majority of DAF vehicles in the 90-strong fleet.

The company runs a mix of flatbed, drop-side, curtain-side and predominantly tanker vehicles.

Trucks were supplied by local DAF Dealer, Motus Commercials in Gloucester, which Ford Fuels praises

highly for its aftersales support and is key to ongoing vehicle purchases.

The fleet additions coincide with Ford Fuels’ 50th anniversary in business, as the family-run company reflects on its steady growth in the southwest, which now sees its vehicles operating out of nine depots.

Recent DAF intake over the last 12 months is made up of DAF LF 12- and 18-tonne rigids, and also an increasing number of 26-tonne DAF CF 340 6x2 rigids with DAF’s rear-steer ‘FAN’ axle configuration to deliver an increased payload potential – 18,000 litres of product – alongside extremely high manoeuvrability.

Tanker bodywork across the Ford

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OPERATOR FEATURE

“DAF PRESENTED A COMPELLING BUSINESS CASE FOR US”

Fuels fleet is supplied and fitted by Magyar, Lakeland and RTN Group.

The company is currently investing in new technology, including the recent introduction of the ‘FuelStar’ digital ordering and delivery system from TouchStar, with the benefit of eTicketing and real-time job scheduling for drivers.

“We endured some poor experience with another vehicle supplier before moving over

to DAF,” explains Ford Fuels’ Sales Manager, David Ford, “DAF presented a compelling business case for us. DAF vehicles are well proven for quality, value for money and, of course, reliability, and the proximity of Motus Commercials in Gloucester and Bristol – and also Brian Currie in Milton Keynes – offered really good geographical coverage. However, it has been the level of support from the DAF Dealers that has truly impressed,” he said, “there’s a real partnership between us and the DAF brand.”

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OPERATOR FEATURE

Tanker bodywork is supplied and fitted by Magyar, Lakeland and RTN Group AUTUMN 2021 DAF DRIVER

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SIMPSON SAYS

DRIVERS WANTED Dealing with the driver shortage

By Richard Simpson, industry pundit

T

The UK transport sector is currently consuming drivers at an unsustainable rate and, rather than increasing the supply of recruits, the industry must instead seek to nurture the drivers it has and make itself an attractive place to work.

Transport must improve its reputation among working people and recover to the relatively high status it held back in the 1970s and 1980s, where adventurous and resourceful young men became lorry drivers in the hope of an exciting and lucrative life on the Middle-East run and drivers working in sectors such as petroleum and car transportation earned salaries that were roughly on a par with those commanded by midrank management and fairly represented the responsibilities of their jobs.

The only way to do this is by making drastic improvements in terms and conditions.

Issues to be addressed include excessive hours, low hourly wages, poor roadside facilities, and excessive remote supervision via telematics, including the imposition of arbitrary and unsustainable targets and standards.

Businesses face shortages of competent workers across 44

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the economy. This shortage extends far beyond transport and logistics to essential sectors such as farming and food production, construction, and health and social care.

In part, this can be attributed to a superficially far-sighted objective prevalent in the years from Prime Minister to-be Tony Blair’s famous “education, education, education” promise of 1997 to the economic crisis of 2008: triggering increasing emphasis on creating a workforce for the ‘knowledge economy’ complete with a stated ambition of sending half of all schoolleavers to university.

The problem with this is that the other half are then left behind. Unable to secure a place on the Gender Studies degree at the University of Wokington (other courses are available) they are likely to feel doomed to non-careers in the gig economy, and will find it difficult to engage seriously with the world of work. The development of practical skills is neglected in the education system and devalued in society, until such time as society needs a plumber, an electrician, a care-assistant or goods delivered.

It’s then that all hell breaks loose. Demands come thick and fast, and range from calling-up the army to move

‘vital supplies’ (it’s a national crisis when Nando’s runs out of chicken), to inviting back all the Eastern Europeans who left the country after being made to feel distinctly unwelcome by Brexit.

The first solution is patently absurd. If called upon, the army will provide drivers.

But most of those are likely to come from the reserve or territorial forces, and will be called up from their civilian occupation of, err, truck driving. Regular army drivers, trained in the armed forces, are unlikely to be familiar with the realities of driving civilian trucks in a commercial environment. For a start, they will not have the Certificate of Professional Competence that the Government deems is necessary to do the job. Most will have only driven rigid trucks, when the workhorse of logistics is the 44-tonne artic.

It would be wrong to assume that the shortage of professional drivers in the UK is unique to this country or can be cured by any kind of short-term fix, including importing drivers from elsewhere or generating a sudden influx of new recruits from demographics currently under-represented in the UK driver force.

As far back as 2019, the International Road Transport Union (IRU), an employer’s

body, found driver shortages spreading across Europe, with a 21 per cent shortfall reported.

Covid saw a momentary easing: with the figure falling to just seven per cent. But economic recovery is anticipated to raise this to 17 per cent before the end of the year as the economy recovers. So, there is no pool of European drivers desperate to return to the UK. Transport chiefs cited a lack of qualified drivers as the main reason for the shortage, followed by poor working conditions (further exacerbated by the pandemic) and difficulties in attracting women and young people to the profession. So, no different to the UK. The UK is no longer a particularly attractive place for Europeans to work. The postBrexit decline of the Pound means that salary remitted ‘home’ is worth less, Inland Revenue reforms (IR35) mean that income tax cannot be avoided, and housing costs have risen steeply. Plus, many report that Brexit campaigns made the UK a less welcoming place.

Globally, truck driving has become a job less attractive to young people.

IRU reports that the truck driver demographic is ageing even as the global population becomes younger, and the

SIMPSON SAYS

proportion of drivers under the age of 25 is now down to just five per cent. Financial and legal barriers to young people include higher insurance costs for employers and licensing laws in many countries that prevent entry to the profession until the age of 21; by which time potential employees will be working elsewhere.

In the UK there is evidence of chronic wastage of the young people who do invest the time and money to acquire a vocational licence, although they can do so from the age of 18.

Figures published in a report from a ‘think tank’ convened by employment agency Driver Require show a stark picture.

In the five years before the Covid disruption started, over 30,000 drivers were passing their LGV tests each year, more than balancing the maximum of 10,000 who were reaching retirement. Yet the number of people actually employed as truck drivers remained constant at 300,000. So, seven per cent of all truck drivers each year elected to go and do something else before retirement. There was also a pool of 600,000 LGV licence-holders who did not drive trucks for a living.

Given that many of the licenceholders will have invested thousands of pounds of their own cash in licence acquisition,

that’s a pretty damning indictment of the ability of the UK transport sector to retain and manage its staff.

declined. Roadside facilities are fewer, more dispersed, more expensive, lower quality, and more crime-ridden than ever.

So, why is truck driving so unattractive?

It’s debatable as to whether improving the space and comfort of truck cabs has helped or hindered matters.

The rise of the high-roof sleeper-cab was driven by the needs of the long-haul market, but is also seen as mitigation in some circles for keeping drivers ‘out’ for longer than ever before; with operational convenience taking precedence over human welfare.

The first is that what would be anti-social hours in any other profession are standard.

A ten-hour day is regarded as short by most drivers. Early starts, late finishes, weekends and nights are all normal. Not only are the hours long, they are also unpredictable. Few truck drivers start the day knowing when they will finish, and many set out for work on a Sunday or Monday not knowing if they will see home again before Friday or Saturday.

It’s pretty much always been this way in transport, but the slow erosion of wages means that the traditional compensations such as ‘dark’ and ‘night out’ money have been consolidated into increasingly unattractive packages. Simultaneously, drivers are micro-managed by intrusive telematics systems.

In terms of facilities, expectations of comfort and cleanliness have risen steadily since the Second World War. Truck cabs now offer comparatively high levels of living space and comfort. But open the cab door, and what is available for truck drivers has

Anyone hoping to make truck driving more attractive to women need only take a look at what’s on the ground at the average trunk road lay-by to see why this is, literally, ‘pissing in the wind.’

In truth, even marriage to a truck driver is now unattractive. In most parts of the UK, two salaries are now required to maintain a family home. This means that domestic duties such as school runs and child-care are shared.

Traditional male-dominated industries such as construction increasingly operate ‘familyfriendly’ hours to enable this, but road transport cannot until there is total reform of the hours culture.

An alternative would be to increase drivers’ wages by at

least 100 per cent; sufficient to house and raise a whole family.

In truth, the latter might be perfectly achievable. Even though drivers’ wages are one of the largest costs in vehicle operation, when allocated to the load they are not that high.

What is the actual unit cost of transporting a tin of beans from cannery to supermarket shelf, and what proportion of that cost is employing a driver?

Faced with the cost of paying perhaps a penny more or ‘no beans’, which would the consumer choose?

Even with a driver shortage too many on-line retailers still offer ‘free shipping’, indicating that transport is undersold.

The forthcoming decarbonisation of road freight presents a challenge and an opportunity. Electric trucks require daily recharging, where previously trucks ran all week on a tank of diesel. Will the constraint of the nightly depot recharge also force a change in culture where loads in trailers or demount bodies are relayed by one truck after another across the country, and drivers can be home in time to pick the kids up from school and cook their tea?

Who knows if the industry will have the wit to seize this opportunity?

DDM

AUTUMN 2021 DAF DRIVER

45

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Winner from last issue: Andrew Foxall, Cheshire. Winner’s details to appear in the Winter 2021 issue of DAF Driver magazine Special note: Would the winner from the Spring 2020 spot the difference competition, Thomas Fennelly of Co. Kildare please contact 46 DAF DRIVER AUTUMN 2021

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TRAINER’S NOTES

Behind the wheel in Spain

At the Goodyear test facility in Luxembourg

MEET MANDY

Mandy Wannerton is the DAF Press & Demonstration Driver

BACK TO THE FUTURE

F

Finally, the New Generation DAF was unveiled on June 9th. What a launch and what a game changer the trucks are proving to be, there really is nothing else like them out there. DAF have been clever in the making; not only have they made full use of the changes to the masses and dimensions legislation, they’ve retained enough DNA to keep the family link - and their engagement with drivers and customers at key points of design, shines through. They spoke and DAF listened. No ’one size fits all’ here. In fact, DAF haven’t just given us one new truck but three; the XF, XG and XG+ and wow what an eye-popping colour. Tuscan yellow; it’s bright and fresh and it sure catches the eye.

52

DAF DRIVER AUTUMN 2021

Throughout the summer, the New Generation DAFs have been touring the UK and drivers simply itch to get behind the wheel, and who can blame them? After all, I was itching to do so too!

We kept hearing that this was the future and in September, I was lucky enough to accompany the UK press to Malaga on a playdate. What a line-up awaited us at the truck stop, which is set in the hills about an hour north of Malaga. Most journalists made their way to the XG and XG+.

Me? I went for the XF – after all this would be the one that we would see most of in fleets.

Having bobbed tailed around the UK in the XG+, I thought I was going to be disappointed, but no. The space, the comfort, the detail in the trucks’ makeup is as strong in the XF as it is

in the XG+ , and the visibility you get from the driver’s seat and lack of noise inside the cab are mind blowing. It was only when I switched the aircon off that I appreciated how very, very quiet the trucks are and looking back on the day’s driving, I could only put the lack of “stress” encountered driving on the wrong side of the road, down to the improved seating position and visibility. It sure is a case of, once driven, you really are smitten, but sadly the time in Malaga was over far too quickly and it was back to the day job.

Since then, time has been spent getting to grips with the future both here in the UK and more recently at the Goodyear test facility in Luxembourg, where trainers from the DAF subsidiaries went to hone their knowledge on the trucks. What

a fascinating place Goodyear is and who would have thought that those black rubber circles we sit on top of for miles and miles, could be so interesting?

But hey that’s a story for another time. Driving in Spain was great, but it was at Goodyear where we truly got to grips with the trucks and their features. From the minute you climb on board you can see and feel the drivers’ input. There are some really great touches and no two ways about it, the DAF Digital Vision System and corner view camera are a real game changer and potential life saver. Yeah, it was good to get back to the future and I’m happy to report the future still looks bright, Tuscan Yellow bright!

Keep safe all!

Mandy x

MEET THE TRAINERS

MEET MARK BULLOCK DAF now has Dealer Driver Trainers based across the country to help hand over new and used vehicles and we thought it would be good to get to know some of them a little bit better! In this edition we talk to Mark Bullock the DAF Dealer Driver Trainer for Lancashire DAF.

Q: When did you first join Lancashire DAF and what was your first job there?

A: I joined Lancashire DAF in March 2012 as a driver trainer and yard man.

Q: What did you want to be when you were at school?

A: I wanted to be a footballer or a boxer.

Q: What car do you currently drive and, if money was no object, what would you have?

A: I have a Skoda but use my bike to cycle to and from work. My ideal car would be a Range Rover.

Q: What do you enjoy most about your role?

A: Driving new trucks and working outside on a sunny day!

Q: What other responsibilities do you have at Lancashire DAF? A: Handling trucks in and out from delivery companies and delivering trucks. I’m also involved with local events, and activities such the DAF Driver Challenge competition, where I was one of the assessors.

Q: Do you have a top tip for a driver getting his new DAF? A: Find out as much information as you can about your truck. Everything is there for a reason!

Q: If you weren’t doing this, what would your ideal job be?

A: A Premiership Footballer!

Q: When did you take your HGV licence?

A: I took my test back in 1994, aged 21.

Mark has been married to Charlotte for 16 years and they have twins aged 10, Frankie and Lily. Mark spends as much time as he can with his family.

Mark is a Manchester City fan and enjoys going to matches. He enjoys cycling, and cycles to and from work every day, going to the gym and taking his son to football.

AUTUMN 2021 DAF DRIVER

53

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