DAF Driver Magazine Late Summer 2022 - Issue 29

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ISSUE 29

/ LATE SUMMER 2022

INSIDE THE UK’S #1 TRUCK MANUFACTURER

DAF Driver Challenge

It’s back and we have a winner!

Richard Kingston

We pay tribute to DAF’s late, legendary driver trainer

JR Dixon’s new DAF XG+

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WELCOME FROM YOUR PUBLISHER

WELCOME TO THE LATEST EDITION OF DAF DRIVER MAGAZINE

It’s good news that haulage rates and drivers’ wages are going up, but the big question is whether they can go up fast enough to keep pace with the cost of living.

Publisher - Matthew Eisenegger

CHALLENGING TIMES

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hank you for picking up this issue of DAF Driver magazine.

It goes without saying that we all know there are challenging times ahead.

It’s good news that haulage rates and drivers’ wages are going up, but the big question is whether they can go up fast enough to keep pace with the cost of living: there’s no doubt that this winter will be a challenging time for us all.

One of the highlights of this issue is the challenge that DAF sets the nation’s truck drivers every couple of years: The DAF Driver Challenge. You don’t actually have to drive a DAF to take part, but to win it you have to show a very broad range of skills and knowledge related to truck driving and transport. It’s not just about blindside reversing without knocking any cones over: it includes real-life assessments of roadcraft, off-road driving in a quarry, legal knowledge, and the ability to sort out and secure a load in difficult circumstances.

Beyond that, you also have to show a willingness to embrace new technology: participants this year had to get to grips with DAF’s mirrorless Digital Vision System and drive an electric truck. Those experiences were a novelty for most competitors, and you can find out how they got on on page 18.

We also pay tribute to one of the best of the old-school driver trainers, the late Richard Kingston. He was a public face for DAF for many years, whether coaching

journalists around on roadtests or teaching operators and drivers how to get the best from their trucks.

There are few tasks more challenging than training people who already think they know all the answers and it was one that Richard managed with great tact and diplomacy: Page 26.

A few years ago, we used to hear a lot about ‘peak oil’ and how the world would run out of hydrocarbons…well it didn’t, but there are now other reasons to look beyond crude oil as an energy source.

And a company doing just that is called…wait for it…

Peak Oil! In this case it’s an oil distribution company based in the Peak District, which is also a passionate advocate for DAF’s non-fossil fuel of choice: HVO. Not only does the company run its 16-strong all-DAF fleet on HVO, it also delivers in bulk to customers and even sells it as a retail fuel from a forecourt in Chesterfield. Find out more on page 32.

We’ve also got two stunning examples of automotive art, in the widest sense. There’s the inside story on the new Rolls-Royce Ghost Series III (Page 12) and also what has to be one of the best-looking trucks in Europe: JR Dixon’s fully-liveried New Generation DAF XG+.

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.

If you know of a better-looking DAF truck, we’d like to see it.

Enjoy the issue!

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CONTENTS

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ISSUE 29

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LATE SUMMER 2022

FEATURES

6 JR Dixon

XG+ 530 joins the Dixon fleet. “A phenomenal truck”, says the boss.

12 Rolls Royce New Ghost is quick, quiet and reassuringly expensive

18 Driver Challenge It’s back after three years. Who picked up the trophy?

26 Richard Kingston Our tribute to DAF’s great driver trainer

32 Peak Oil Cleaner diesel: Delivered by DAF

REGULARS

3 WELCOME

We’ve got stories by the truckload, says Matthew

44 SIMPSON SAYS Electric trucks won’t offer an easy ride, says Richard

45 SPOT THE DIFFERENCE Can you pick them out?

52 TRAINER’S NOTES Monitor, signal, manoeuvre...

53 MEET THE TRAINERS Jason Eley is Chassis Cab’s man in East Anglia

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 Jessica Grainger Ronnie Hitchens Karl Hopkinson Chris Russon Rolls Royce Motor Cars Richard Simpson John Kendall Mandy Wannerton Brian Weatherley

38 LF Feature Behind the wheel of the LF Electric

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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

To say that drivers are impressed with the New Generation DAF XG+ is an understatement.

The latest to describe the new truck as ‘phenomenal’ and ‘a masterpiece’ is Phil Clarke of JR Dixon Ltd. DAF Driver magazine tracked-down ‘Big Phil’ on his way back to the UK after tipping in Neumarkt, Bavaria, and he had some very good things to say.

ASTERPIECE Words: Ronnie Hitchens

Photographs: Karl Hopkinson

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OPERATOR FEATURE

It’s big and impressive: J R Dixon’s new XG+ scores on comfort, space, performance and economy 8

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OPERATOR FEATURE

Big Phil

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ig Phil had left the UK on Monday (we spoke to him on Thursday the same week) loaded with 13 engines which he had picked up from the Cummins Engine Plant in Darlington.

His itinerary then saw him back to Haverhill, Suffolk, before returning to France for a single drop, then two in Italy – the trip would have seen him spend three weeks away in total; a typical period of time for Phil to be away from home. “It’s tough,” he said, “being away from my wife and children, but I love my job, and when you have a piece of kit like this it’s nothing short of a joy. The truck is a masterpiece and is head-and-shoulders above anything else on the truck market today.”

“I have top-spec Scania drivers coming up to me at Truckstops to take photos and to take a look inside the cab,” he adds, “They’re all bowled over by the space inside.”

Phil is the boss of an eight-truck fleet – all artics – with three DAFs (including his latest XG+ 530 FTG), three top-rated Scanias, a Merc Actros and a Renault T High. The New Generation DAF was

supplied by Motus Commercials in Hull through Grayrentals.

At home, abroad Phil is the only driver to take on the continental work, “My lads don’t want to go overseas,” he says, “They need to enjoy their work and if that means UK-only, that’s fair enough. For me, I absolutely love going abroad. I’ve been all over Europe; and I mean all over.

After doing it for so long you become familiar with the quirks of working in individual countries.

“Driving in Germany especially is never a chore,” says Phil, “but Italy is the country I’m always excited about returning to; the tunnels, the scenery, the people – it’s what truck driving is all about.”

Cool on fuel DAF Driver is well used to drivers describing the abundant space and comfort in the XG+ cab, but we wanted to know more about the operational aspects of DAF’s new top-of-therange wagon. For instance, is 530bhp enough for mountainous long-distance work? And, what’s the fuel economy

like? Phil is quite clear, “There’s more than enough grunt for 44-tonne operation. There’s ample power right across the rev range and it’s delivered smoothly through the TraXon gearbox. I understand why drivers would like 600 or 700bhp trucks,” he says, “but, with 530bhp, you rarely need to drop a gear even on the long drags in the south of France, Italy or Switzerland.”

When we spoke to Phil, he was grossing about 30-tonnes and his trip computer was recording an average of 16.1mpg, but we wanted to know what fuel is like when he’s maxing out. “I’m just so impressed with fuel economy,” he told us,” Out of Germany recently at 43-tonnes, I averaged 12.5mpg, significantly better than my previous 510bhp DAF XF and I’ve only had the truck for a little over a month. That figure is only going to improve,” he reckons, “I have twin tanks fitted and, with 750-litres on-board, fuel stops are infrequent – but very expensive! AdBlue economy is also great and I only need to refill every two-to-three weeks.

“Honestly, it’s just a phenomenal truck,” he says.

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OPERATOR FEATURE

Right: J R Dixon is a family affair and celebrates 50 years on the road in 2023 Below right: The Workington-based company is a general haulier operating a mix of contracts.

The best bit “Of course, performance, economy and reliability are critical,” says Phil, “but the cab’s the best bit and, for me, it’s just as important. Spending weeks away, you really do need a decent working environment, and with as many creature comforts as possible, and the XG+ cab is by some distance the best on the market. The space and comfort are incredible, and I know other drivers are jealous!”

“I’ve been driving DAFs for years,” he says, “and I loved my most recent XF Super Space Cab. It had a fantastic bunk, but the XG+ is a step-up even on 10

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that with its DAF Relax bed. And the technology too – just incredible. I was uncertain about the Vison Cameras at first, but I quickly became familiar with how they work and now I’m totally reliant on them. You never lose the back of the trailer. And they look pretty cool as well. There’s tech everywhere and it’s amazing to see how far truck design has come even in just five years.”

“I like a bit of chrome too,” says Phil, “and the Kelsa Lite bars are a great addition. In fact, the truck’s going back to Motus soon for some deflectormounted three-in-one perimeter lights.

Five generations

Trucking really is in Phil’s blood. His ‘Nanna’ and Godfather (who Phil calls Uncle John) started up in 1973, with the DAF marque present ever since.

The business is looking forward to celebrating its 50th anniversary next year. Phil, 46, remembers those early years. “My Nanna ran the business and my Uncle John did the driving,” he says, “I distinctly remember a DAF 2100 six-wheel rigid which I used to ride in with my dad. We even took a potty along with us – that’s how young I was!

Roping and sheeting was a regular part of the job back then – now there’s a skill that’s all but died out.”

JR Dixon Ltd. is based in Workington,

OPERATOR FEATURE

New DAF XG+ “Is just a phenomenal truck”, says Big Phil.

Cumbria, and is a general haulier by trade. The company fulfils a lot of sub-contracted work for Grampian Continental (a DAF customer which also has XG+ vehicles on its fleet), a new business relationship Phil has built-up over the last 12-months and one which he describes as ‘awesome’. JR Dixon enjoys established work-streams too, namely with Gregory Distribution to whom it has been subcontracted for 15-years.

It’s a true family affair too, with Phil’s wife undertaking an administrative role while his daughter looks after HR and IT. DAF

Driver was delighted to learn that Phil’s Nanna is still fit and well although she’s stepped back from front-line duties.

A job that chooses you Phil’s back story is not untypical in the truck industry. DAF Driver magazine has met dozens of familyrun haulage companies who, like JR Dixon, are passionate about what they do. The life of a small haulier is tough, especially in today’s economic climate, but when trucking is in the blood, it becomes a vocation – a calling. Trucking chooses you, not the other way around.

Big Phil told us that he’s regularly on the road for three weeks at a time, sometimes more, spending a few days at home to spruce up the truck and see his family, before hitting the road again. It’s a demanding lifestyle for sure, but one to which Phil remains fully committed, “It can be very challenging,” Phil concedes, “but I’m confident in my abilities and I’m absolutely determined to secure a successful future for my family.

Despite the hardships, I love my job and it’s made immeasurably more enjoyable by the fact I have the best truck on the road.”

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LUXURY CAR

Rolls-Royce Ghost Series III Words: Chris Russon

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Photographs: Rolls-Royce Motor Cars

LUXURY CAR

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LUXURY CAR

H

ow do you improve on the best?

That was the question facing Rolls-Royce when it decided to create the latest version of the Ghost.

Before deciding, it sought feedback from customers to find out exactly what they wanted. The answer was a simpler, more minimalist look but still using the finest materials money can buy, ensuring that less is better.

So the decision was taken to start from scratch, taking nothing from the car’s predecessor except the iconic Spirit of Ecstasy statuette that sits on the bonnet and the famous RR umbrellas that are housed inside the rear doors, in compartments which, incidentally, are heated so your umbrellas can dry.

The result is a car which is the epitome of automotive engineering, luxury and refinement.

Even the famous magic carpet ride associated with Rolls-Royce has been improved thanks to its new Planar Suspension System, which the company says creates a sense of flight on land, never before achieved by a car.

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And having covered more than 700 miles in the new Ghost Series III recently, I for one wouldn’t disagree.

Working with Planar, a camera behind the interior mirror scans the road ahead and sends signals to the air suspension adjusting it in advance for what it’s about to drive over. Potholes and bumps in the road are therefore ironed out as if they don’t exist, as this new king of the road floats over every imperfection leaving its occupants neither shaken nor stirred.

And it’s all done in the sort of serene silence that other car manufacturers can only dream of. But then thousands of man hours have been spent ensuring that the new Ghost is as quiet as, well a ghost.

The extensive use of aluminium rather than steel not only lightens the car although it still weighs a whopping 2.5-tonnes - but also makes it quieter because of its lower acoustic impedance.

And while other car makers have a single layer floor the Ghost has a double layer and the gap between the two is packed with soundproof material, as is the bulkhead separating the engine compartment from the passengers.

There’s even soundproofing inside the tyres to reduce road noise.

The attention to detail on the new Ghost is mind blowing. But then so is the price.

The model featured here - with numerous optional extras - was a staggering £335,000.

It’s not a price that puts buyers off though, as orders at the Goodwood factory where the models are made will testify.

The new Ghost, while not as large as its sibling Phantom, is still a huge car. At more than 18ft in length and over 7ft or two metres wide, it’s grown both in length and width.

But those dimensions don’t worry the huge 6.75-litre, V12 twin turbocharged engine that powers it. With 563bhp it can whisk the Ghost to 62 miles per hour in just 4.8 seconds and on to a top speed of 155 miles per hour. There’s an eight-speed automatic gearbox with a column change but - like something out of science fiction - this box “talks” to the GPS system which reads the road ahead and ensures that it’s in the right gear for the next bend or hill, well before it reaches it to ensure unprecedented ride quality.

LUXURY CAR

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LUXURY CAR

The new model is sleeker, more dynamic and more eye catching than its predecessor, particularly at night when 20 tiny LEDs light its huge iconic Pantheon grille. But as night falls, the interior too has its share of theatre.

Sitting in it for the first time at night I looked up to see the roof headliner totally covered with tiny LEDs giving the illusion of stars in the night sky. And just when I thought I had seen it all there was suddenly a display of shooting stars above my head. This lightshow ceiling has also been incorporated into the car’s 18-speaker sound system with the whole of the headliner transformed into one giant speaker with cinema-like sound effects.

As you take the driver’s seat the multifunctional steering wheel lowers to your pre-set position and you sink into the finest hide while the carpets and mats are so thick your feet disappear into them. Rear seat passengers have plenty of leg room to stretch out and travel as if in the first class section of an aircraft, with heated and cooled multi adjustable seats which can be programmed to give a gentle massage on long journeys.

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The interior is pure opulence. Mine was heavily adorned with open pore or matt finish - wood veneer on the dashboard, steering wheel and doors with the grain in every panel carefully matched to the next. And the word Ghost is proudly displayed on the passenger side of the dashboard surrounded by 850 stars, but the whole thing is invisible until the interior lights are operated.

Driving the Ghost can seem a little daunting at first. As you open the driver’s door the Spirit of Ecstasy rises up majestically from a bonnet which seems to go on for ever. On previous models she was set further forward in the chrome work of the grille, giving a little more perspective on tight corners.

Press the start button and the giant engine bursts into life with a gentle rumble. What you see is what you get with a Rolls-Royce. There is no choice of driving modes, no paddles behind the steering wheel and not even a rev counter. The latter is replaced by a power reserve meter showing exactly how much you have in reserve at any given time.

And it was an indication of just how

powerful the giant V12 engine is, when I noted that at around 75 mph on the motorway I still had 96 per cent of power untapped. But make no mistake this big car can move. But it puts the power down on its terms. There’s no fuss, no rush, no screaming revs just a smooth surge as you head for the horizon at warp speed. And with perfect 50/50 weight distribution and both four-wheel-drive and four-wheel-steer it has plenty of grip at speed and plenty of agility when it comes to parking, although you can just press a button and let it park itself.

While Rolls-Royce claims the new car is the most technologically advanced car it has ever produced, it’s nice to see it has retained traditional features like the organ stop air vents, analogue clock and rear hinged back doors. As always you close the doors by simply pushing a button, but on the new model you also get power assistance to open them.

This is a car for which you rapidly run out of superlatives. In fact from my point of view there is only one thing wrong with the Ghost Series III. Sadly I can’t afford one!

Price: £335,000 Mechanical: 563bhp, 6,750cc, 12cyl petrol engine driving all wheels via eight speed automatic gearbox.

Max speed: 155 mph 0-62mph: 4.8 secs Combined mpg: 18.6 Insurance group: 20 CO2 emissions: 343 g/km BiK rating: 37% Warranty: 4yrs/unlimited mileage

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DRIVING FEATURE

DAF DRIVER

CHALLENGE 18

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DRIVING FEATURE

Delayed by two years, the finals of the 2020 DAF Driver Challenge took place in June.

The winner goes forward to the International finals in Europe!

Reproduced courtesy of Truck & Driver magazine Words: Jessica Grainger

Photographs: DAF Trucks UK

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DRIVING FEATURE

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he DAF Driver Challenge is a great way to showcase the DAF product as well as gather feedback from drivers. The biannual event now being staged for the third time, was previously held at Millbrook Proving Ground, which was an amazing location, but the new venue at DAF Motus Gloucester gave a whole new set of challenge options. The initial selection process has tightened up over the years. It now includes an online entry with questions, an invitation for a drive and further theory questions before final selection to go forward to the UK final. Here, there are five assessors, cherry-picked from DAF’s own Dealer Driver Trainers; these are the people that really know the DAF product inside out. One assessor is responsible for a specific event, and in the spirit of good competition, there is no socialising with competitors between challenges!

The challenges are designed to test every facet of a driver’s skill and knowledge, from health and safety to pure driving ability. The 15 finalists, split into groups of three, worked through all the challenges in a different order. Over the two days each driver was tasked with completing a total of eight challenges.

The pressure was intense.

Driving Challenges There was a 40 minute “commentary drive” around the town in the new mirrorless XG; the majority of drivers came with no experience of these, so this was, “in at the deep end.” For a commentary drive, the driver tells the assessor everything that they see, while explaining what they do and why. It’s pretty full on when you are experiencing a vehicle for the first time.

The off-Road challenge involves two circuits in a DAF CF 410 Tridem around a seriously testing dirt track in a local quarry, fully loaded, with a time limit and a bucket of ping pong balls in the back that if spilled, will incur penalties.

Manoeuvring tests were carried out in both an LF Electric rigid and a mirrorless XG with 45ft trailer, around a coned course in the yard. Not only were drivers conscious of the assessor with their clipboard, there was the added pressure of the other finalists seeing every mistake.

The final driven challenge was to take the DAF LF Electric on a 20 minute city drive..

Non-driving challenges The remaining challenges included an interview, walk round checks, theory and hazard perception tests and lastly, load restraint. The walk round check included a couple of red herrings and things that drivers should notice, such as loose wheel nuts.

The load restraint challenge was a real brain teaser, and certainly would have thrown me. Competitors

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DRIVING FEATURE

Off-road Challenge in a CF 410 Tridem: just don’t spill the ping-pong balls..

had only five straps, a pump truck to secure, and pallets to move around to ensure the load was secure for transport. Assessors were looking for details such as using the vehicle ladder and use of correct lashing points, as well as the load security.

All the drivers were hugely impressed with the event, with many saying they would quite happily have paid to do the challenges. The off-road driving shone out as the weekend highlight for everyone, including me.

The tridem set up proved unstoppable in the terrain, but we all agreed we wouldn’t be driving that hard if we owned it! The mirrorless system really impressed with its field of vision and detail. A slight change in driving style is required as you can’t move your head position to change your view but it quickly became second nature.

I was able to take the low ride XG for a quick drive just to experience the new product, and as a long time DAF driver, was impressed with the tweaks to the driveline and controls. The cab really is a big step up for driving and living space. Aerodynamics have been improved by 19%.

The amazing electric bed, standard in the XG+ but optional in the XG was a thing of beauty. I have big issues with sleeping comfort and would quite happily have taken the bed home with me.

New award Each challenge yielded an award, as well as a first, second and third prize overall for the event. This year saw the launch of the Ian Joyce Shield, a new award commemorating a much admired and loved colleague to all the team at DAF. Ian was one of the first Dealer Driver Trainers. A winner was chosen to reflect the kindness and consideration for which he is remembered. The shield was presented

by Ian’s son, Stephen Joyce, to winner Jennifer Lock. Jennifer is the third generation in the family business of Allen and Lock of Cornwall, which provides transport and industry training. She is one of three daughters and by her own admission was the tomboy of the three. She got behind the wheel as soon as possible through the Young Driver Scheme, and can usually be found behind the wheel of a six wheel tipper. Jennifer holds

a full set of HGV licences, and a PSV. She confessed to feeling a little rusty doing the coupling exercise but was at home on the off-road area. This was Jennifer’s second crack at the challenge, previously competing in 2018.

The competition attracted, two other previous competitors. Colin Court, who went on to become the outright winner this year, came very close on his last attempt in 2018. Graham Hirst made it to the final in 2016. Illness forced Devon-based Graham out of the competition on the final day. His career has gone from strength to strength since making the final in 2016. He became a driver trainer at Gregory’s Distribution and was then head-hunted by the Royal Marines to continue providing training with them, his 30 years’ experience proving invaluable.

EV Cargo (formerly CM Downton) had put forward two drivers who both agreed it was nice to be recognised for their efforts. Denise Hawker and Keith Warner both had very different driving backgrounds. Denise started off in production at Cotteswold Dairy LATE SUMMER 2022 DAF DRIVER

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DRIVING FEATURE

Clockwise from top left. Colin Court with his winning trophy, second placed Ryan Pennington, Jennifer Lock is a worthy recipient the Ian Joyce Shield and Richard Scott took third place.

and had never thought of driving as a career. A chance chat with a delivering lady driver who got her sat behind the wheel meant she was hooked.

Fourteen years later, with a raft of experience with transport, she made the move to EV Cargo. Here she pulls a double decker with Moffett forklift delivering to Pets at Home stores in the south west of the country. Keith has driving in the blood and aspired to follow his dad, who he lost early in life. This saw him become heavily involved with the petrol delivery industry, running a fleet of 12 vehicles.

He moved into driver training, which is now part of his role at EV Cargo, alongside driving.

Ireland was represented by Damien McCoy and Northern Ireland by Colin McKeag. Damien drives for Dublinbased Zellwood on fridge work delivering to the major supermarkets.

Colin on the other hand was rather a dark horse. He won the Scania Young Driver Challenge back in 2010. He is also a hardened Scania fan driving a stunning R730 for the family firm, M K Transport, delivering bulk aggregates.

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David Seppman from Buxton was just squeezed out of a placing, despite winning the city drive in the rigid. He has a huge amount of experience running his own transport and training businesses.

Daniel Lote, one of the youngest competitors at just 30, is an ownerdriver running a lovely looking 19-plate DAF XF. Few 30-year-olds can claim they have been their own boss for ten years. He is also a regular at truck shows and his XF was Editor’s Choice in our February ’21 issue.

If you see a show-ready Menzies MAN, we can guarantee this will be driver Lee Boddy’s. Having served in the RAF with numerous tours under his belt, he takes immense pride in everything he does. Re-joining civvy street in 2007, he started at Wisemans, and through the years has had various driving jobs to broaden his experience, as well as having a dice with death when crushed by a forklift. Crazy that you survive serving in conflict and nearly get killed by a forklift at work!

Michael Konera had travelled all the way from the Kent area. From school all he wanted to do was drive, but ended up pursuing a career in catering and tourism. He left his native Poland in 2004 and moved to Cyprus. Here he carried on working in the hospitality industry until he ended up doing van deliveries as part of his job.

This reignited his desire to become a professional driver. He completed his licences in Cyprus but found that there were no driving jobs available as businesses tended to be family orientated. This brought him to the UK in 2007. Michael has a real enthusiasm for the job and manages to make supermarket store deliveries sound interesting. He is also a big fan of DAFs so found the weekend particularly enjoyable.

Dirk de Kloe had also travelled from the Kent area and still retains a hint of his Dutch accent. A long time resident of the UK since childhood, he was academic at school, so driving as a career was not on the

DRIVING FEATURE

The UK finalists had to successfully compete against hundreds of other applicants in online knowledge and in-cab driving assessments.

radar, but he still wanted to be a HGV driver. With that he went and got his licence and ended up stuck in the “no experience”, can’t get any experience trap. In 2008 he applied to Iceland, run by DHL. In the application, he stated that he would work for free until he had gathered enough experience. This must have caught someone’s eye as he got a call to say he had a position. DHL took him on and trained him up, with pay of course.

Artur Brejnak works for Aldi driving a Scania. He was finding the competition exciting, but felt his off-Road drive had been far too slow. You could see Artur took pride in what he did and wanted to learn from the challenges too.

Sunday saw Scott Andrews, 2018 winner, arrive to hand over the mantle and congratulate the new DAF Driver Challenge champion.

Scott started vlogging before the Driver Challenge but since winning he has developed a huge online presence. He is no longer an agency

driver, working full time for M&M Greene from Llanelli. He has just become the proud driver of a Scania S650.

Top Three Third placed Richard Scott has driven for Home Bargains for six years, and really enjoys his job there. He had always wanted to be a driver but on leaving school went into the Royal Navy. Unfortunately, and to all our amusement, it turned out he gets very bad sea sickness. He stuck it out and did his licences on his leave time from HMS Somerset, docked in Portsmouth. This gave him the opportunity to get some experience agency driving before leaving the Navy altogether. Richie has ambitions to become an ownerdriver in the future.

Ryan Pennington came a close second. Originally from Derbyshire, he now lives in Essex. He doubted his chances of success on some of the challenges and was so concerned about the theory, that he swatted up on the Friday night. This paid off

with a win in this challenge and his groupage experience was rewarded with a win in the load securing.

He drives for Dutch transport company Thomas Boers, delivering groupage shipped through the port of Harwich. Ryan is the proud driver of the new DAF XG and was the only driver to have used the mirrorless cameras before.

Colin Court is the 2022 DAF Driver Challenge winner. Colin has 25 years’ experience pulling a powder tanker and has seen many changes in the industry through the years.

He is very happy in his work and is passionate about driving, as the permanent smile on his face showed. Hanson is very lucky to have Colin as a member of the team.

We look forward to seeing Colin go forward to the International final in Luxemburg and wish him luck.

If you are looking for a challenge and want to test your professional skills as a driver, look no further than the DAF Driver Challenge. It really is an incredible experience.

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RICHARD KINGSTON 1946-2022 26

DAF DRIVER LATE SUMMER 2022

THE CONSUMATE PROFESSIONAL Reproduced courtesy of Commercial Motor magazine Words: Brian Weatherley

Photographs: Kingston Family and various

DDM remembers the late Richard Kingston, DAF’s highly respected Press Demonstration Driver and Trainer who mentored countless journalists and working wheelmen in the art of fuel economy driving and HGV ‘Road Craft’

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onsidering the amount of direct driving support a driver can get from today’s trucks, be it lane-keeping support, automatic emergency braking, GPSbased predictive cruise control, and soon-to-arrive drowsiness detection, it’s easy to forget that not that long ago HGV drivers had to play a far more active role in controlling their vehicles, especially when it came to delivering good fuel economy. To achieve the very best consumption took time, experience, and above-all-else it required the very best driver trainers.

Commercial Motor’s road-testers, as well as those on other road transport titles, have long benefited from the sage advice and practical schooling provided by the manufacturers’ various press demonstration and development drivers, whose collective expertise has instilled

in generations of CV journalists the art of delivering not just good fuel economy, but what the Police call ‘Road Craft’.

Throughout the years we’ve encountered many demo drivers, each with their own unique style. However, they’d invariably had two things in common: excellent communication skills and a desire to show whoever’s behind the wheel how to get the very best from their truck.

In their own way they’re exemplary salesmen, though we doubt they’d use that term. Indeed, we suspect most would say it’s simply about presenting the latest product in the best possible light–by showing what it can do out on the road. That requires an intimate knowledge of the product and what’s gone on behind its development, and above-all-else, what makes it better than the previous model. However, it’s also about practically demonstrating

its strengths and explaining how the latest technology can make a driver’s job easier, and their bosses balance sheet better. Two points that aren’t always mutually inclusive.

DAF has always been a strong supporter of CM road tests from its very first incursion into the UK market and for more-than four decades the stand-out press test front man and driver trainer for the Dutch truck maker was Richard Kingston, who sadly died in May just before his 76th birthday after a long illness with cancer. ‘Rich’ originally joined DAF in 1981 in its very early days at Marlow after working for many years in the industry, driving such diverse trucks as an Atkinson Borderer and a Mack F-Series Mack, often accompanied by his faithful Border Collie Cindy. He’d seen, and what’s more, lived life at the proverbial sharp end.

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Richard (far left) on one of many tests. There was friendly rivalry between the Leyland and DAF teams in the early Leyland DAF days!

Peter Symons, truck market guru and owner of ICE Marketing, was Product Marketing Manager for DAF Trucks GB at Marlow and a longtime colleague. He well remembers that when Rich became one of DAF’s product demonstration drivers, he’d already acquired an enviable reputation as a talented wheelman.

Peter recalls: ‘I knew of him before his DAF days. I was taught to drive trucks by an old guy called Edgar, who we’d nicknamed ‘Eggy’, who drove for my dad at BBO Farmers. Rich was then driving artics for one of the other local feed merchants who’d bought a Mack Interstater which Rich ended-up driving. Eggy knew all about this local ‘kiddie’ called Kingston and he told me “He’s brilliant, he knows what he’s about.” So, when Rich joined us at DAF, he already had a high approval rating! He was hugely enthusiastic, worked very hard, and took everything seriously from day 1. And because he took things seriously, and clearly loved the brand, it really worked for us and for DAF. He was a lovely man

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to work with and to know.’

Renowned for his meticulous preparation of press trucks, Rich mentored and tutored countless CV journalists in the art of fuel economy and what’s today called ‘defensive’ driving. His approach was to subtly encourage, offering measured advice and tips that gently inspired his ‘pupils’ to raise their game, gaining confidence in their ability along the way. Under his tutelage those journos conducting a press test, no matter the magazine, invariably delivered impressive results. When the test was over, he was always quick to praise a good driving performance. A good fuel result for a magazine was a good result for DAF and by clear association, Rich.

He was without doubt a superb emissary for the brand. On those (very) rare occasions a truck performed below its potential - usually due to his ‘arch-enemies’ of traffic jams, roadworks and bad weather–Rich could be disconsolate, but would never ask

for a retest. His philosophy was always ‘it’s what it does on the day’ and to look forward to the next opportunity to promote DAF. Rich took a real pride in his vehicles and was always quick to point out and explain a new feature on the latest model highlighting its benefit, whether to an operator or a driver. However, he was never partisan. If you spotted something that was not right on a truck, he’d always hold up his hand to it. More importantly you could be sure he’d be passing any negative observations back to Eindhoven where he was highly regarded by his Dutch colleagues in the factory demonstration department. His feedback, no matter how small the issue, would always be taken seriously, and invariably acted upon.

When DAF organized a new model ride-and-drive on the Continent, Rich was invariably part of the driving demonstration team, joining his colleagues from each of the different

Richard with one of his many painstakingly prepared press test vehicles

European market countries. Not only was he well respected within the DAF organization, but also extremely well known within the dealer network to whom he provided regular support whether on training, or simply when delivering a vehicle.

It’s no exaggeration to say that Rich’s behind-the-scenes efforts contributed a great deal to DAF’s early growth and current market leadership and product perception. The preparation of his test trucks, (always immaculately turned out and perfectly-specced for UK conditions regardless of whether it was a 7.5-tonner or a 44-tonne tractor) together with his relaxed coaching, frequently resulted in record-breaking runs at a time when road tests and the fuel figures contained in them, especially those of CM’s, had a far greater influence on operators’ buying decisions than in the years since 2009.

From Rich, and his equally dedicated contemporaries, we learnt the now forgotten art of block-changing and how to get the best from a manual box

(thanks to automated transmissions now a thing of the past) letting an engine ‘lug’, making the most of an engine brake and using the truck’s weight to cover ground ‘for free’. After you’d mastered that lot, he’d then get you thinking about ‘finessing’ your drive, like knocking off cruise control as you approached the brow of a hill, using the momentum of the truck to get you over the top before re-applying it ‘softly’. All things that now happen automatically with GPS-based Predictive Cruise Control.

Ironically, thanks to ever-increasing technology, many of those skills we learned now seem somewhat redundant.

Rich wasn’t only a great teacher he was also a consummate performer in his own right. In CM’s special Group Tests, he was rarely off the podium. In September 1990 a DAF 95.360 driven by him finished as a group category winner and runner-up in the overall productivity category in CM’s very first 38-ton Round Britain Group test, a

gruelling four-day marathon covering 1,500km featuring 12 tractors driven by the very best demonstration drivers.

Those events were the rare occasions when CM’s journalists stepped back and let the manufacturers’ own drivers have a go.

Five years, later CM challenged the manufacturers to another 38-tonne Round-Britain Group Test, this time for Euro-2 tractors. Around the three-day route, out of the 10 contestants, Rich not only delivered the best fuel economy, but also the best average speed and overall productivity too - all the more impressive considering that his CF85FT mount was a left-hooker (as DAF hadn’t time to build a right-hand drive tractor for the event) and had barely arrived in the UK from Eindhoven before Rich was expected to put some miles on it and get it road ready!

When the numbers were totted-up on the last day, amongst the first to congratulate Rich was ERF’s legendary Test Driver Derek Rafferty who, though

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narrowly beaten into second place, recognized, and appreciated Rich’s outstanding performance. Indeed, throughout the 1990s the competition for artic top fuel honours on CM tests was frequently between Rafferty with ERF and Kingston with DAF. It was fierce, but always friendly. Amongst his fellow demo-drivers Richard was not only highly regarded, but wellliked for his camaraderie and good humour. At various CM events like Tip-In and the Sleeper Cab Test, Rich could always be seen having a good laugh and a joke with them - usually at the expenses of CM’s journalists!

In 2000 after several years as a full-time employee, Rich became a freelance contractor to DAF Trucks UK continuing his work on press demonstrations, but also increasingly acting as a roving driver trainer for customers looking to get the best from their latest purchases. In 2014 he finally retired to spend time with his beloved Jaguar, attending many club events with his wife Judith and, more

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recently, polishing his Harley Davidson 883 motorbike.

Since his recent and sad passing, the tributes have come thick and fast from the many who shared a cab alongside Rich. “The last of a generation of stick-holding press testers who could say more by saying less,” is a typical example from Transport News’ Editor, Kevin Swallow, who did his very first road test with Rich. RTM’s Group Technical Editor, Colin Barnett, offers this similar appreciation: “On almost my first week at CM, when he gave up a day to show me how to drive efficiently, his guidance was valued.

I always enjoyed driving with him, not least because he made me, and I suspect many-others look good.”

Meanwhile, Dave Young, former Editor of Truck & Driver recalls: “It was the meticulous work Richard put into preparing his test drives that enabled them to yield such impressive results,” before adding “A fine companion when truck testing, and subsequently eating

at Le Casserole [DAF’s usual watering hole for continental ride-and-drives], in the Ardennes!’”

Peter Jackson of Econodrive is one of DAF’s current freelance approved trainers who worked closely with Rich over the years. “Always calm and gentle, I recall originally going out with Richard and ‘giving it large’ using all the gears trying to show him my skill with a constant mesh box. He rolled his eyes and said: ‘You wouldn’t get far driving like that as you’d be knackered by the end of day one!’ He advocated a make-it-easy for yourself ‘pipe and slippers’ technique of which he was a master. He was my guru and go-to man for great advice.”

Amongst his colleagues at the Dutch truck maker, Rich built up an unequalled reputation for his work ethic and application. DAF’s former long-time UK Truck Marketing Director, Tony Pain, was Rich’s former boss. He told us: “Richard was always regarded as the most professional of

A PERSONAL MEMORY FROM EX-CM EDITOR BRIAN WEATHERLEY Having become CM’s technical writer in 1984 in charge of light vehicle testing I finally got my chance to move up to driving heavies in 1987 when I passed my old Class 1 licence.

Whilst proud of my little red book I was painfully aware of the world of difference between driving a Ford Cargo with a six-speed synchro box and an unladen 30ft flat trailer and a fully freighted 38-tonner! Upon hearing the news that I was finally ‘legitimate’, Rich lost no time in inviting me to get some real-world experience behind the wheel of his black-painted 2800 DKSE (just one in a long line of beautifully turned-out demonstrators) with a fully loaded test trailer. It was my first taste of a ‘proper’ artic and under his guidance, after some initial trepidation (the last thing I wanted to do was to damage his ‘baby’) I loved every minute.

A year later the very first artic I tested over CM’s then three-day Scottish test route was a DAF 95.310 FTG at 38-tonnes with Rich. That I managed to get around it without embarrassing myself was undoubtedly down to him. He was the perfect mentor, patiently explaining to me how to do something, and quietly encouraging you when it finally ‘clicked’.

Back then the old CM route featured the notorious A68 ‘severe gradients’ section on the third day which crossed the Scottish Borders and down into Northumberland. It included half a dozen very nasty hill climbs, each famous for bringing even the most experienced drivers, never mind a cack-handed novice

like me, to a sudden halt with an ill-chosen cog. Somewhat nervously, I suggested to Rich he might want to drive that section. His positive response was typical of the man. ‘No, you should drive it. It will be a good experience. You’ll be OK.’ With Rich quietly advising me to ‘come down a full gear here’, ‘just let her work’ and ‘watch the rev counter and the speedo, if your revs are holding steady and you’re not losing road speed, leave it alone’ I managed to complete the ‘valley of death’ without embarrassment… and with a whole new shedload of confidence. My overall fuel result across the three-days wasn’t bad either.

Throughout the ‘90s the ever-rising price of diesel meant fuel economy rapidly became the number one (or close to it) reason for choosing a particular make of truck. Consequently, CM’s testers were expected (and quite rightly so) to be on top of their game every single time they took a truck out on test. After all, a bad fuel figure caused by poor driving could have a negative effect on a particular model’s prospective sales. And as the competition between the truck makers grew ever-more intense, so the unspoken expectations on CM’s testers to deliver a good fuel result, whatever the conditions, also increased!

That DAF consistently delivered such impressive test results throughout that period, with each new model, and with different journalists behind the wheel, speaks volumes for Rich’s vehicle preparation and quiet coaching as to how to get the best from it. Once you’d gained his confidence, he trusted you to get on with the job. At that point conversation in the cab could turn to anything other than the truck.

Rich had an innate mechanical empathy and ‘feel’ for his charges. While other manufacturers spent many days pre-testing their vehicles around CM’s route before releasing them to us. Rich could take his latest truck round his own three-hour Midlands circuit, and from its performance know what he could expect it to do around CM’s three-day Scottish route. Above-all-else, watching Rich behind the wheel was a lesson in how to drive completely ‘relaxed’ whilst in total control. Throughout the countless hours I spent in the cab with him I never saw him hurried or hasty. It was always a masterclass in consummate professionalism. I’m only sorry I can no longer spend any more time with a marvellous mentor and wonderful in-cab companion.

drivers, and also the one who best prepared the vehicles before a press test. Quietly confident in the way he went about his work, he was a master as the wheel.”

tyre degradation until he, and only he, was satisfied it was just-right for the job. And God help the journalists who switched on the heated mirrors during a test when it wasn’t necessary!”

Likewise, John Beveridge was DAF’s Engineering Manager for 25-years and remembers his early encounter when Rich first joined the Dutch truckmaker’s team. “Little did I know then that Richard and I would become lifelong friends as we entered those pioneering days at Marlow. Reflecting on our days together gives me great pride to be his partner in crime, seeking to be the best no matter what the cost (well almost!)”

“Whilst I like to think I aided Richard in his quest for excellence, it was he and he alone that ‘wheeled the artic out into the open’ and surely put DAF Trucks (UK) onto the trucking map in the UK. In this life, but more particularly in this business, you need ‘Fingerspitzengefühl’–the German expression that literally-means fingertips feeling – and Richard had more in his throttle foot than mostof us have in our entire bodies! This was reflected-in how not only he treated a vehicle, but equally how he treated a co-driver, customer, and his many press colleagues. In my opinion, Richard was the best front-end ambassador this industry has had or will ever have.”

“At times Richard could be perceived to be pedantic or even finickity. In fact, he was neither. What he was was meticulous–and that’s a world of difference. We’d spend hours together seeking out the best specification for his next demonstrator. He’d trawl FSCs (specific fuel consumption) curves, gearing, load collectives and

Those are just some of the countless tributes to Rich we’ve received,

though sadly for reasons of space, we’ve not been able to include all of them. However, we’ll leave the final word to Mandy Wannerton (who took over DAF’s press demonstration duties when Richard finally retired in 2014) and who’s long been a familiar face on DAF press tests and at company driving events. Having originally learned to drive HGVs in the forces she says: “I only do what I do today because of Richard. He was so generous with his time and his expertise when I first started. What he saw in me I don’t know, but he obviously saw something. He had his quiet own way of letting you know when you’d got things right and with the occasional gentle ‘tut’ that you should be doing it differently!

I couldn’t have asked for a better mentor. There will never be another Richard.”

DAF Driver’s sincerest condolences go out to his Wife Judith and his two daughters Louise and Sarah and their three children.

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OPERATOR FEATURE

PEAK PERFORMANCE Innovation. It’s an oft-used word – one that conjures ideas of commitment, nous and an undeterred enthusiasm to create the best. We often see it in the road haulage industry too.

Whether it is the advent of the diesel engine in the late 1800s, right through to today’s incredible driver assistance systems that help to make our roads safer for all.

Words: Ronnie Hitchens

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Photographs: Karl Hopkinson

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OPERATOR FEATURE Most of the Peak Oil fleet is specced with rear-wheel steering

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nnovation also links Peak Oil, its long-standing truck manufacturer of choice, and the product responsible for changing the face of the business – HVO.

he needed to start out on his own. He rented storage and a tanker from a friend who’d done the same thing the year before and signed a petrol contract with a recognisable oil company.

Demand for HVO has grown steadily in the last couple of years, and recent interest in the alternative fuel has picked up significantly. Also known as renewable diesel, HVO is produced by reacting plant and animal-based oils at high pressures and temperatures. The resulting fuel uses completely renewable raw materials and can deliver up to a 90% reduction in ‘well-to-wheel’ carbon dioxide emissions.

“A little over a year later,” he says, “the Yom Kippur war led to the ’73 oil crisis.

But his supplier continued to honour the deal, and Peak Oil became one of the only retailers in the area to have a regular supply of petrol. That’s when the business really found its feet and secured some long-lasting custom.”

Early beginnings Rewinding the clock back by half a century, long before HVO was on the scene, it was traditional fuels and oils that helped Neil’s father, Tom, to grow the Peak Oil business.

“He started out as a salesman for a major engine oil and lubricant brand,” explains Neil. “His area of operation had always been focused on Manchester, Stockport and the Pennines generally. They offered him a new role in London, which he didn’t want, and that was the motivation 34

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Tom’s first rented truck, a Ford, was superseded in 1974 with the arrival of Peak Oil’s first brand new truck. It was a Commer. Their next truck, a Leyland, set the tone. From that point on, Peak Oil has only ever bought Leyland and DAF machinery.

Changing climate It’s not just Peak Oil’s line-up of Leyland and DAF models that have changed over the years. The Derbyshirebased business has adapted and evolved organically as a consequence of market pressures, supply, and customer demand.

“Ultimately, the business was built on selling petrol and paraffin for gas lamps,” admits Neil. “Today, of course, we’ve moved on. We stopped selling petrol when the supermarkets started, as our customer base was the small independent garages. Now we sell diesel and kerosene, but I suspect the demand for diesel will drop in the next few years.

“I started using HVO for the first time in my car to see how it would perform. Not only was it good for the environment, but I also saw the efficiency benefits. We began supplying it to a few customers, and the demand was strong,” Neil says.

The positive response from businesses resulted in Peak Oil establishing a forecourt in Chesterfield, supplying customers on a pay-as-you-go basis with payments taken on credit or debit cards.

Neil adds, “We’ve got to clean up the environment and reduce our emissions.

I’ve got three young children, and when they turn to you and say, ‘what are we going to do about the planet’, it hits home. I think, for the time being, this could be the future.

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OPERATOR FEATURE

“The beauty of it is that it’s a drop-in fuel,” he says, “There’s no need for any extra infrastructure and no need to flush the system or clean out any tanks. It can be totally interchangeable and mixable with diesel, which means you can run a truck on it outbound and fill-up with diesel enroute for the return leg. I prefer to call it renewable diesel as there’s no guarantee that it’s made solely with vegetable oil. It is always made using renewable, fossil-free oils, though.”

Long service Unsurprisingly, HVO is the fuel of choice for Peak Oil’s fleet of 16 DAFs. With every modern DAF diesel engine capable of running on HVO, Neil found the switch to be simple and pain-free.

“It was smooth sailing and it had an immediate effect on reducing the environmental impact of our fleet,” Neil says. “Customers love that we use it, and we’re definitely sensing that big businesses want to work with environmental-conscious suppliers. It can be the difference between winning and losing an RFQ,” he says.

Of the 16 rigid DAF tankers, three 32-tonne and eight 26-tonne DAF CFs make up the majority of the fleet. A further five 12-tonne DAF LFs complete the line-up. In an average year, Peak Oil purchases two or three new trucks, each supplied by the DAF Dealer Motus Commercials in Derby. At the time of writing, Peak was due to welcome a new 12-tonne DAF LF later that week.

DAF Driver was keen to understand why Neil, and his father Tom, have been and continue to stay loyal to the brand.

“Innovation,” he claims. “Every truck I take delivery of is better than the last. It’s our drivers’ office, their desk. They are in and out of them every day, on multiple drop work, so it needs to be a comfortable, decent place to spend their shift.

“With the market for drivers as it is,” Neil adds, “we can’t expect them to use outof-date vehicles. We’re competing for their services, and one of our key points when I’m selling the job to drivers is that they will be driving a new, top-end truck. If they’re currently in a role where they don’t have that luxury, we find it’s a big draw.”

Supplied as chassis by DAF, bespokebuilt tanks are manufactured and fitted

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OPERATOR FEATURE

Peak Oil runs 16 DAF rigid tankers fitted with TASCA Tankers bodywork and MechTronic pumping equipment.

to each vehicle by TASCA Tankers in Wakefield. Pumping equipment is provided by Leeds-based MechTronic.

Ticking boxes “Being based in and around the Peak District means we spec our trucks differently to some others,” Neil says.

“With lots of hills, we need maximum performance, so each truck’s own fuel tank is relatively small. It’s not a problem as they’re coming in and out of the depot throughout the day.

Some also have a shorter wheelbase to aid with manoeuvrability, and we tend to opt for rear-wheel steering. The specification will also vary depending on the business need at the time,” says Neil.

Neil is also impressed by the service afforded by recent incumbents to

Chesterfield, the DAF Dealer group Ford & Slater. Prior to their arrival, Peak Oil had a very strong relationship with its predecessors, A Herring.

We’ll often receive enquiries from foreign operators. I think it’s because people are confident that they’ll get plenty more life out of a DAF.”

“DAF simply ticks all the boxes for us,” he says. “The fuel economy is really good, especially running HVO. We’ve had a repair and maintenance contract with DAF for as long as they’ve been offered. I know what the costs are going to be every month, and the fleet is dealt with exceptionally.

If we do have a breakdown, which happens from time to time, I know that the vehicle will be recovered safely and that all being well, it’ll be back out on the road the next day.

While DAF has been a key contributor to the success of Peak Oil, Neil is keen to highlight the role his team continue to play. Some have been working for the business for more than three decades.

“What’s more,” adds Neil, “they hold their value really well. I tend to sell them outright after five or six years.

“We pride ourselves on our service,” he says. “Our staff take huge pride in their work and are enthused about meeting the needs of our customers. Just like DAF, we have to be innovative. It’s all about evolving, adapting and reacting to every challenge we face. For every challenge, however, it’s important to remember that there’s often an opportunity.”

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LF ELECTRIC: FIRST DRIVE

Part 1

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LF ELECTRIC: FIRST DRIVE

GAME CHARGER Words: Matthew Eisenegger

Photographs: Karl Hopkinson

The truck industry on a global scale is on the cusp of the biggest change since the introduction of the diesel engine back in the late 1800s. The entire talk around the industry is of electric vehicles. Car and van manufacturers have been actively selling their products for a good few years. Truck manufacturers have had vehicles in development for many years, but trucks provide a whole different set of operating restrictions over that of cars and most certainly vans. Payload and range being the two main considerations. DAF has been very hard at work and recently showcased a number of EV offerings aimed primarily at the urban and inner-city delivery and collection sector. Already entering service is the ‘all new’ LF Electric. DAF Driver Magazine managed to get behind the wheel and put it through its EV paces.

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LF ELECTRIC: FIRST DRIVE

The LF Electric promises deliveries on the quiet

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y invitation of the DAF marketing team, we were invited along to the Leyland assembly facility where The LF Electric was temporarily based, before heading out on fleet and dealer demonstrations. The route chosen would take us away from the production facility towards Preston and then onto the seaside resort of Lytham and St Annes. From there we would head up the coast to Blackpool. What better way of paying homage to probably the oldest surviving form of EV Transport in Britain, the legendary Blackpool tram? Running up the Golden Mile we then passed the famous pleasure beach as well as all three piers and of course the iconic Blackpool tower. Then we headed back through the back streets

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of Blackpool, followed by a short burst down the M53, before returning through Preston to the Leyland manufacturing facility.

The look and style of the LF Electric is identical to its diesel-powered sibling.

Only an expert can spot the boxed batteries on the side of the frame. Other than that it is identical. The technology is the key to this vehicle. The LF Electric has four battery modules combined into two battery packs on both sides of the chassis. The three temperaturecontrolled lithium iron phosphate (LFP) batteries provide 2504 kWh regardless of the outside temperature.

Charging Up When it comes to charging, the LF

Electric can be charged by an external direct current (DC) charger, or an alternating current (AC) charger. This means that it is not always necessary to invest directly in expensive (DC) charging equipment. In most cases, low-cost AC charging equipment will suffice to charge the LF electric.

To operate the LF Electric in city distribution applications, the CCS charging connector on the LF electric meets the Combo 2 protocol and is positioned on the driver’s side. Either the left-hand side or right-hand side of the chassis is possible depending on the driving position. Power delivery comes from a Dana permanent magnet motor, which provides motive power and recovers electrical energy during braking. Efficiency is maximised thanks

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to the direct drive design and with its brushless construction, the motor is maintenance free.

Many vehicles engaged in urban or innercity work need to provide additional power to ancillary equipment. DAF makes an optional E – PTO available with the LF Electric that delivers 400V AC, making it ideal for the supply of power to refrigerated bodies. The CEE socket is mounted at the rear of the cab and can be directly used to power most refrigeration units.

The LF electric has a gross vehicle weight of 19,000 kg, with an unladen weight (with dry freight box and tail-lift) of 9,900 kg giving a payload of just over 9,000kg.

LF ELECTRIC: FIRST DRIVE

LF Electric could take you up to 175 miles between charges

On the road Driving the vehicle is very similar to a diesel powered LF. All the driver needs to do is turn the ignition key to bring the system to life, select the driving mode and that’s about it. On the dashboard, the battery charge rate and range will be displayed. As with a traditional automated shift, the rest is down to the driver’s right foot.

Moving away is brisk, in fact very brisk. Joining a dual carriageway, the vehicle accelerates very quickly up to road speeds - a carry-over characteristic from electric cars. That wellknown phrase, “range anxiety” also comes to the fore, with the truck driver constantly monitoring the range and planning the route ahead. What is of interest are the behaviour traits of the driver. In fact consideration needs to be given all the time to range and the fact that if you run out of charge you are going to be in a spot of bother, because the vehicle cannot be recovered in a traditional way.

Driver training is the key to optimising operational range

Driver Training The key to the success of running any type of EV is going to be driver training. Regardless of diesel or electro-mobility, the driver is fundamental to fuel and power usage. Utilising the vehicle’s mass and kinetic energy will play an important part in achieving maximum range and efficiency.

Part 2

Urban deliveries suit the LF Electric perfectly

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The vehicle really comes into its own when running in an urban environment. As you would expect, it operates in near silence. Diverting away from the coast road we went through the beautiful seaside town of Lytham, with its main street flanked with very nice outdoor eateries, which were busy, as we glided past in virtual silence.

DAF predicts a range of 280km - about 175 miles. There is a level of regenerated power that can be harvested that will help ease the burden of range restrictions, if the driver puts the regeneration to good use.

LF ELECTRIC: FIRST DRIVE

LF Electric can offer a payload of just over 9000kg

The LF Electric, as you would expect, has been engineered to within an inch of its electric life. On the road what surprises is that there are no surprises. Acceleration is brisk, in fact probably too brisk but other than that it drives like a normal truck. Obviously, payload becomes a consideration due to the weight of the batteries. On any urban distribution cycle, a range of 175 miles should easily satisfy a large portion of delivery and last mile scenarios.

The whole process of acquiring an EV is vastly different to that of a diesel truck. It’s more a case of how you adapt business to these new technologies rather than having them just drop straight in and go to

work. The actual DAF element of the acquisition process is the easy bit as user confidence already exists in the brand and its dealer network. Rest assured the LF Electric will have been highly engineered.

There are other serious considerations too. There is no truck charging infrastructure on the UK’s highway and motorway network, meaning the operator will be totally reliant on depot charging. Firstly, the business will need to establish if indeed there is enough electric capacity in the grid to serve the premises. Then comes the process of getting power and charging points into the premises. It may be the location is wrong from the perspective of either not enough electric capacity,

or the location is too far from the distribution point, exhausting the vehicle’s range before being able to return to base. Sometimes it could well be a more cost-effective option just to simply find a brand-new site with everything ready to go.

From an operational perspective, the main considerations need to be understanding the route and what range requirements are needed. The key to getting the best out of any EV is planning. Obviously, these types of vehicle only suit a certain type of operator and the work that they undertake. In an urban distribution environment they do provide the perfect solution for zero tailpipe emissions.

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SIMPSON SAYS

FUEL FOR FREE

By Richard Simpson, industry pundit

E

ver since the doublewhammy of Covid and Brexit, drivers have been at the top of the agenda for road transport. DVLA is now testing new drivers in record numbers as, at long last, the wages on offer from hauliers are reflecting the responsibilities and value of the driving profession.

But what about driver skills?

It’s a fact that modern trucks are a great leveller. Top of the range heavy trucks now feature a wide range of electronic aids: everything from initiating an emergency stop to choosing the correct gear change sequence to climb a hill, can now be done by the truck, rather than the driver!

Everyone will have their own view as to whether this is a good or bad thing: but few people yet realise that it’s only a temporary state of affairs.

Electric trucks will change everything, and operators of electric trucks will find they are back in the 1990s when it comes to the importance of driver skills: the difference between their best and worst drivers will be far greater than the difference between the best and worst trucks.

It’s simple. The keys to getting a usable range out of an electric truck are going to be routeing and driving.

Trucks will have to be routed so they

44

DAF DRIVER LATE SUMMER 2022

tackle the steepest climbs first, with full batteries, then recoup charge by using regenerative braking on the downhills. Data gathered by telematics can be used to plan the most efficient routes for electric trucks, and in many cases they will be different to the most efficient routes for diesels.

And that’s the easy bit. The driver has a more complex task, and will need a different mindset to that of today’s drivers.

Patience and attention are the key.

We are used to electric appliances being ‘switch on and go’ but that won’t be the case with electric trucks.

They are actually more like electronic devices than electric ones. You can just switch on a vacuum cleaner and sweep the carpet, but you have to wait for your computer to power up and log on before you can start surfing the net. Similarly, an electric truck needs time to power up its various systems: you can’t just turn the key and go.

And once underway, drivers will realise that they need to pay more attention to the road ahead and the state of the vehicle than they would with a diesel. The most important factor is the battery state. It’s not like a fuel gauge with a slow linear decline through the day: with an actual full to empty range of under 100 miles in

some conditions, it will drop very fast indeed by comparison.

But then, electric trucks can also refuel on the move by using regenerative braking: for the driver it’s the equivalent of using an engine brake or retarder: but instead of turning kinetic energy into heat and sound, it turns it into electricity. This ability to harvest ‘fuel for free’ is the key to the successful operation of electric trucks, and one of the reasons why they are far more suitable to operations in town and on rural roads than they are on motorways.

The driver has to actively monitor the battery state: when the batteries are full, or nearly so, regenerative braking is wasteful, and the truck should be allowed to freewheel and preserve momentum if possible.

When the battery is less than fullycharged then regenerative braking must be used to top it up.

A good electric truck driver will keep an eye on the battery state, but will also be watching the road ahead with a view to creating the maximum space in front of the vehicle, and therefore minimising the use of the friction brakes. This will require practice and patience, but other aspects of the electric driving experience (the lack of noise, vibration and gearchanges) should help to ultimately reduce the stress levels overall.

In association with

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Simply spot and mark the four differences on the images above.

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LATE SUMMER 2022 DAF DRIVER

45

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● Parts and Service Dealers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

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● Truck Sales, Parts and Service Dealers Republic of Ireland Area 34 DUBLIN

Dealer name DAF Distributors Ireland Ltd ★

Road No. Dublin 22

Telephone 00 353 1403 4141

● Parts and Service Dealers Republic of Ireland 98 99 100 101 102

Area CAVAN CORK DUBLIN DUBLIN GALWAY

Dealer name Interparts Drumalee Ltd DAF Truck Services Cork Ltd North Dublin Commercials Ltd North Dublin Truck & Trailer Galway Truck & Van Centre Ltd

Road No. N3 N20 M1 D11EK2A N84

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The TRP Trailer parts range is the largest in the UK, offering a ‘one-stop-shop’ to fleets of all sizes.

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MEET TRAINER’S NOTES

MANDY Mandy Wannerton is the DAF Press & Demonstration Driver

DON’T LOOK BACK.

I

’m sure by now most of you have seen the New Generation DAF out on the road. You may have even got up close and personal with these at the many shows taking place, or maybe you’re lucky enough to be driving one. They are certainly a head-turner and the option of cameras rather than conventional mirrors is a hot topic of conversation amongst drivers.

The technology is starting to be seen more regularly with more and more truck and car manufacturers now introducing cameras as an alternative to mirrors with the latest systems, such as offered on the DAF, being considerably better than previous versions with sharper images and better able to cope with poor weather or low-light conditions.

People often ask why vehicle manufacturers are turning to cameras.

Well, there are several reasons; removing large mirrors reduces aerodynamic drag and thus helps to save fuel – cameras can save over 1%, which could amount to between £500 and £1000 per year for an operator. And by allowing an uninterrupted view through the side windows, potential blind spots are eliminated for improved safety – choosing cameras instead of mirrors can improve the London Direct Vision Standard star rating. The heated cameras also help provide a clear view to the rear, whatever the weather – gone are the days of steamed up or dirty mirrors.

Externally the system comprises cameras on each side of the cab. These are positioned much higher than conventional mirrors and are therefore less likely to be damaged when meeting other vehicles on bends or where hedgerows are close to the road. If they do get clobbered the camera arms fold 52

DAF DRIVER LATE SUMMER 2022

back. If that happens, they are simply pushed back into position by hand – check for any damage when doing so.

It’s also possible to fold both mirrors out of harm’s way by pressing a button on the driver’s door – ideal for narrow entrances or truck washes. Another press and they return. Drivers often ask, ‘what happens if the camera arms do get damaged?’. Well, the answer is the same as when a mirror breaks, ‘you replace it.’

Internally, there are two monitors; one on each side mounted on the A-pillar.

The monitor housings are contoured to minimise any obstruction to direct vision. The monitor on the passenger side is larger than the one on the driver side, to ensure the image is large enough to see easily. Each monitor shows both a regular and wide-angle view, effectively replicating both main and wide-angle mirrors. When moving from light to dark, such as entering tunnels or buildings, the monitors automatically adjust for brightness.

To assist the driver when driving or manoeuvring, the monitors incorporate overlays which have guidelines to indicate the end of the trailer or body.

These are a considerable help, as our eyes don’t judge distance quite so well viewing an image on a screen, as they do when we do when viewing a reflected image in a mirror. Don’t rely solely on the guidelines, however. They are for guidance only, as the apparent position of the lines can change when, for instance, reversing towards sloping ground. Some drivers, like those who have a prescription for reading but not for driving, may find the image on the driver side monitor appears not so sharp. It’s best to sit in a truck and give it a try if you have any concerns.

Most drivers I have spoken to say they

If you use a brush truck wash you can help prevent damage to the cameras by folding the camera arms using the switch situated on top of the driver’s door, pressing the button again will return them back to position.

settled down and stopped noticing the difference between the monitor and mirror view after 15–30 minutes of driving.

Cameras and Mirrors?

Many people have spotted New Generation DAF trucks fitted with both mirrors and cameras. This is all down to the global shortage of microchips which meant that, for a while, vehicles specified with the DAF Digital Vision System were temporarily fitted with conventional mirrors, to allow them to go to work. The monitors are now being retrofitted by DAF Dealers which allows the mirrors to be removed.

Corner View Camera Alongside the Digital Vision System which can replace the main and wideangle rear-view mirrors, DAF also offers the DAF Corner View camera system which can replace the front view and close proximity kerb view mirrors. This gives a 285-degree view across the front and down the nearside of the vehicle which is displayed on a single monitor mounted on the passenger side A-pillar.

This, without a shadow of a doubt, is a game changer and potential life saver.

As a driver you can easily, clearly and quickly spot anyone in the potential blind spot.

Camera technology is here to stay and, if haven’t already, it is likely that you will get the chance to try it out soon. To help you become quickly used to using this system you can download the DAF Digital Vision System make sure to read the Drivers’ Manual or contact your local DAF Dealer and ask to speak to their driver trainer who will be happy to answer any questions you may have.

Stay safe! Mandy x

MEET JASON ELEY

MEET THE TRAINERS

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 Jason Eley, who is DAF Dealer Driver Trainer for Chassis Cab DAF, who have dealer locations in Ipswich, Bury St. Edmunds and Cambridge.

Q: When did you first join Chassis Cab and what was your first job there?

A: I started working with Chassis Cab in May 2019 and was appointed as the Driver Trainer, but soon found I was fully immersed into parts of a sales administration role too.

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

A: I was not sure what I wanted to do after leaving school so opted for college where I studied art for two years and gained a Diploma in Art & Design. Then I went straight into the building game and became a roof tiler.

Q: When did you take your HGV licence?

A: My licence came in two parts: I passed my Class 2 Rigid in 1998 and my Class 1 Artic in 1999.

Q: What do enjoy most about your role?

A: I enjoy the whole role, from checking in newly delivered vehicles, planning their build schedules, delivering them to customers and teaching them the finer points of getting the best from their new machine. I also try to instil a little patience and road etiquette into the driver’s working day, so we all feel a little safer out there.

Q: Do you have a top tip for a driver getting his new DAF? A: Top tip: With the new vehicles now having so much technology within, I often tell a new driver that “You have to be patient, you can’t send an email without opening windows”. Trucks now are exactly the same: you have to wait for it to open up fully before asking it to do anything.

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

A: I am easy to please in this sense. I currently have a great company van which is a very important tool for the job but if I were to treat myself, it would be something sporty with two seats, so I could knock the roof back and head off to southern France or Italy.

Q: What other responsibilities do you have within your role at Chassis Cab A: I work within our admin team, processing vehicles from start to finish. We work very closely with the sales, parts and workshop people to make sure everything is going smoothly which, in recent times (due to the pandemic and component shortages), has been a huge challenge.

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

A: I have just returned from a lovely holiday in Venice and was lucky enough to use their Classic Mahogany Riva Limousine water taxis and quite frankly, I thought it was the best and most satisfying little job I had ever seen.

Amazing surroundings, beautiful boats, everybody on the canals knew one another, it just looked and felt like a lovely little calm way of life. You never know…

Jason flying his uncle’s single engine plane over Saint Tropez.

Jay’s approach to life is philosophical, saying he tries to appreciate most of what comes his way, and his approach to challenges is that they make you stronger, more determined, and more focused.

His family is a big deal to him, and he appreciates how they all work hard to have nice things, and to enjoy the small pleasures of holidays around Europe and seeing all it has to offer.

Jay likes to garden and has started to appreciate the garden even more. He jokes that he is perhaps now approaching an age when he will turn into one of those old boys who potters around pruning and making sure the veg is coming along nicely!

He remains ambitious, and with a long way to go before retirement, his aim is to continue to improve at what he does, fine tuning the art of driving and maybe becoming a big name in the world of DAF Dealer Driver Trainers. We think he already is!

LATE SUMMER 2022 DAF DRIVER

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NEW GENERATION DAF

10% Fuel saving

A spectacular 10%* gain in fuel efficiency, thanks to a fully optimised driveline and an exceptional aerodynamic cab design. The low-drag, elongated cab – designed to take advantage of the new masses and dimensions regulations – reduces fuel consumption significantly. *Depending on the road traffic conditions, cargo and type of vehicle.

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