DAF in action

DAF in action

driven by quality

Magaz ine o f DAF Trucks N.V. A p r i l 2 0 1 2

In th

is is

sue

DAF in action

4. DAF in the news.6. Developed for maximum

efficiency and sustainability:DAF announces Euro 6 engineswith common rail.

10. DAF at BedrijfsautoRAI 2012:The focus is on ATe.

12. 55 years of leadership in engine technology.

14. PACCAR MX engine successfulin North America.

16. Jan de Rijk Logistics: “ATe doeswhat it promises!.”

18. DAF ATe: Positive responsesfrom the market.

20. EcoCombi – much discussedbut still utilised too little.

22. Substantial backlog in vocation-al training for 35-hour directive:Drivers do not train enough.

24. PACCAR Parts Europe: “It's allabout maximum utilization.”

27. DAF launches special websitefor the bodybuilding industry.

3 D A F I N A C T I O N

In this edition of DAF in action Magazine, we are proud to present our new

PACCAR MX-13 engine for Euro 6, the emission legislation that will enter into

force in the European Union on 1 January 2014. The new regulations require

soot particle emissions to be reduced by a further 66% compared to the current,

stringent Euro 5 standard, and nitrogen oxide by as much as 77%.

Trucks that have a Euro 6 diesel engine are getting close to ‘zero emissions’. As a

result an even greater emphasis will be placed on the reduction of CO2 emissions

in the years to come. Not only because this is important to combat global warming,

but also because the amount of fossil fuels is not inexhaustible. After all,

CO2 emissions are directly linked to fuel consumption.

The further reduction of fuel consumption and therefore CO2 emissions is a shared

responsibility. It’s a responsibility of the European authorities and can for instance

be achieved by establishing a more fluid infrastructure and by ensuring a greater

range of applications for the EcoCombis. Reducing fuel consumption and CO2

emissions is also one of your responsibilities as an operator and can be achieved

by investing in efficient vehicles, ensuring correct spoiler setting and tyre pressure

and by training drivers in driving economically. Further reducing fuel consumption

and CO2 emissions is also one of our responsibilities as an industry, which is a

reason for DAF to implement important innovations on the 12.9-litre PACCAR MX

engine as part of our Advanced Transport Efficiency programme. Throughout

Europe, market responses to this have been exceptionally positive.

We are also implementing ATe technologies into Euro 6. Furthermore, we are

using technologies with which we have gained extensive experience in Northern

America with our sister brands, Kenworth and Peterbilt. Additionally we are

devising new solutions. These have been tested through and through, according

to DAF tradition. It was not one of DAF's objectives to be the first on the market

with Euro 6, especially because currently, market demand is still limited. Which is

why we have taken the available time to implement Euro 6 in the best possible way

for maximum reliability, sustain ability and performance, not forgetting economical

fuel consumption. As you have come to expect from us.

Harrie Schippers,

President DAF Trucks N.V.

DAF and Euro 6

DAF in action is a publication of DAF Trucks N.V. Edited by: Corporate Communications departmentP.O. Box 90065, 5600 PT Eindhoven, the Netherlandswww.daf.com

Design and printing: GPB Media bv, Leiderdorp

D A F I N A C T I O N 4

unplanned downtime can be avoided withpreventive maintenance and the use of originalparts” explains Robin de Jong, one ofLeegwater Transport's mechanics. “Thesethree vehicles have only had a water pump,turbo and camshaft replaced, that's all”.

The high number of kilometres does not stopLeegwater Transport from continuing to usethese 95XFs on a daily basis. They are senton their way to France, Poland or Germany,loaded with flowers and plants, bulbs, potatoes or shipping containers. “A lot of

PACCAR begins construction of DAF factory in BrasilBeginning of this year PACCAR held a groundbreaking ceremony for its new DAF assembly plant in Ponta Grossa, Brasil. The ceremony, led by Mark Pigott,PACCAR Chairman and Chief Executive Officer, and Paraná Governor BetoRicha, was attended by state and local officials, supplier partners, key transportcompanies and other business and educational leaders.

The new DAF assembly facility is a strategically important development for PACCAR.The $200 million facility will consist of a 300,000-square-foot assembly plant in the cityof Ponta Grossa, in the State of Paraná. Construction is due to be completed in 2013.The facility is designed to assemble the DAF XF, CF and LF vehicles and the industry-leading PACCAR MX engine. It will produce DAF trucks for Brasil and the entire LatinAmerican market. The DAF trucks will be distributed through a network of independentDAF dealers.

More than two million kilometresFifteen of the eighteen vehicles in the fleet owned by Dutch transport operatorLeegwater Transport bear a DAF badge, and three of them already have more thantwo million kilometres on the clock.

Harrie Schippers chairmanof ACEA CommercialVehicle BoardHarrie Schippers, President of DAF Trucks NV, wasappointed chairman of the Commercial Vehicle Boardof ACEA (Automobile Manufacturers' Association) in2012. ACEA selects a new chairman each year.

“2012 will be a challenging year in view of the uncertaindevelopment of economies in key markets throughout theworld and in Europe in particular. It is vital that confidencein the Eurozone is restored”, explains Schippers. “TheEuropean commercial vehicle industry is striving to retainits leadership position in safety and environmentally-friendly technologies so that we can continue to contributeto sustainable growth in Europe and beyond. We need a calm and stable basis to be able to make long-terminvestments.”

After an exciting European final at DAF Trucks in Eindhoven, Rinze Louwsmawas declared ‘DAF European Technician of the Year 2012’. The workshop technician from the Dutch dealer Cosmo in Bolsward achieved the highestscore in the four theoretical assignments and six practical cases in the final.

Rinze Louwsma was presented the accompanying trophy by Johan Drenth,After Sales Director at DAF Trucks N.V. “The 'European Technician of the Year'competition is organised to underline the importance of professional workshoptechnicians”, explained Drenth. “Technical knowledge is essential but, at thesame time, the mechanic also acts as a representative of the workshop. It boilsdown to providing service and quality right down to the finest details.”

European Technician of the Year


Two million axlesThe 2,000,000th axle recently left the production line at DAFVlaanderen in Westerlo, Belgium. This occurred in the presence ofemployees and various Belgian media. DAF opened its productionfacilities in Belgium in 1966. Production started with the manufac-ture of cabs. In 1971, it added axles to its repertoire.

Just like in the cab factory, major investments have also been made inthe axle factory over the past few years, in order maximise efficiencyand quality. For example, a new half shaft line has been produced andthe factory uses the latest in robotic technology. Production takes placesequentially following the 'just–in–time' principle, which means that the axles are delivered to the DAF assembly plant in Eindhoven and toLeyland Trucks in Great Britain at precisely the right time. DAF Vlaan derencurrently manufactures around 475 axles per day.

The National Police Services Agency (KLPD) in the Netherlandsrecently began using a brand new FTG XF105.410 Super Space Cab.The XF105 serves as a tractor unit for the ‘Mobile CommunicationUnit’ (MCU), a mobile emergency room that is used in the event of disasters and catastrophes. The unit is fitted with the latestcommunication equipment and the combined vehicle as a whole ison standby for immediate use 24 hours a day, seven days a week.

When various makes were tested in practice, DAF came out on top. The main reasons that the XF105 Super Space Cab was chosen wereits driving performance and inside space. Once the combined vehiclehas reached its location, the driver must be able to withdraw quietly fromthe often hectic activities in the trailer. The cab of the XF105 has all thespace the driver need, for example, to complete his administrative tasks.

XF105 for the police service

Eelco van Veen, Managing Director of DAF Nederland, hands over the keysof the new XF105 to Ron Dreyer of the National Police Services Agency.


Developed for maximum efficiency and

DAF announces Euro 6 engine


sustainability:

ensure optimum efficiency by only compres-sing the amount of fuel mixture that is reallyneeded. This reduces hydraulic losses to aminimum.” The common rail system of the new Euro 6PACCAR MX-13 engine allows high injectionpressures of up to 2,500 bar, and providesthe opportunity to use pre- and post-injection,or a combination of both. This results in fineratomisation and many more possibilities tooptimise combustion, ensuring the lowestpossible emission and noise levels, and thelowest possible fuel consumption. “The highlyadvanced engine software and new sensorsand actuators also play an important role inthis respect, functioning even faster and moreaccurately to ensure that the best possiblemixture of air, exhaust gases and fuel is injectedat all times. This is also key in achieving maximum efficiency and low emissions”, says Borsboom.

Turbo with variable geometryThe main advantage of using a turbo chargerwith variable geometry (VTG) is that the

Ron Borsboom, member of the DAF Trucks N.V.Board of Management and responsible for ProductDevelopment: “Achieving the ultra-low Euro 6emission values requires additional technology,and our aim is of course to keep fuel consumptionand CO2 emissions at the low levels of our currentEuro 5 ATe vehicles.”

DAF Trucks announces a new engine generation, developed for the newEuro 6 emissions legislation, which comes into force in the EuropeanUnion on 1 January 2014. The 12.9 litre Euro 6 PACCAR MX-13 engineuses ultra-modern common rail technology, a turbo with variable geometry and advanced controls for maximum efficiency. In order to comply with the strict Euro 6 emissions requirements, it featuresexhaust gas recirculation, together with SCR technology and an active soot filter. “The PACCAR MX-13 engine is ultra clean”, says Ron Borsboom, member of the DAF Trucks N.V. Board of Management

and responsible for Product Development. “In addition, we've gone to great lengths to obtain industry leading fuel efficiency, reliabilityand sustainability.”

A good example is the higher position of theEGR cooler, which allowed us to place theturbo closer to the block, further reducing theoverall size of the engine. This is an importantfactor when it comes to fitting the engine inour European cab-over-engine vehicle designs:it allows for a low cab floor to ensure ease ofentry and maximum cab space. In addition,we will of course also be applying technolo-gies to the Euro 6 PACCAR MX-13 enginethat have recently been introduced as part of our ATe programme for Euro 5. An encap-sulated exhaust manifold for even betterturbo efficiency and optimised piston ringsand cooling are just a few examples of thesetechnologies.”

New: Common railThe PACCAR MX-13 engine is characterisedby its combination of proven, state of the arttechnologies and a large number of technicalinnovations. “The block has been redesignedfor even better stiffness and, like the cylinderhead, it is made of strong compact graphiteiron”, explains Borsboom. “With a view toensuring maximum reliability and durability, as many functions as possible have beenintegrated. For example, plumbing has beencast into the cylinder block and head, and thetwo pump units that generate pressure in thecommon rail system have been integratedinto the block, which means they can beactuated by the same camshaft that drivesthe valves. The fuel in the central pipe is supplied using smart dosing controls, to

Compared with the current Euro 5 standard,Euro 6 requires that nitrogen oxide (NOx)emissions must be reduced by a further 77%,while soot particle emissions must be cut by 66%. In concrete terms, this means thatnitrogen oxide emissions have to be reducedfrom 2.0 to 0.46 grams/kWh, and soot particle emissions from 0.03 to as little as0.01 grams/kWh. These are however not theonly requirements: Euro 6 engines must meetthese stringent requirements for a minimumof seven years or 700,000 km, in all operatingconditions. In future, authorities will carry outrandom checks to ensure that vehicles arecompliant with these standards, and new on-board diagnostics systems will warn the driverin the unlikely event that this is not the case.

Vast experience with EPA10A quarter of the Kenworth and Peterbilt truckssupplied in the United States since summer2010 are equipped with the six cylinder 12.9-litre PACCAR MX engine with EPA10specification. “This engine complies with current North American legislation, of whichemission values come close to those set outin Euro 6”, explains Ron Borsboom. “Wehave therefore been able to build up vastexperience of technologies we will now beapplying in Europe for Euro 6, such as exhaustgas recirculation (EGR), a turbo with variablegeometry and an active soot filter. We havefurther developed these technologies, focus-sing in particular on how we can best integratethem into European vehicle concepts.

es with common rail

cable harnesses are encapsulated, just asthey are in the current Euro 5 engines.

Efficiency is the guiding principle“In addition to reliability and durability, the biggest keyword in DAF’s Euro 6 technology is efficiency”, says Borsboom. “Achieving the ultra-low Euro 6 emission values requires additional technology, and our aim is of course to keep fuel consumption and CO2emissions at the low levels of our currentEuro 5 ATe vehicles”, says Borsboom. “Wehave done everything to get the very best out of the technology. DAF never aimed to be the first to introduce Euro 6. It was moreimportant for us to use the time available tocome up with the best solutions.”

The new 12.9 litre Euro 6 PACCAR MX-13 engine will enter production early 2013, withoutputs of 300 kW/410 hp, 340 kW/460 hp and 375 kW/510 hp. “Obviously, the introduc-tion of new and additional Euro 6 technolo-gies will have consequences for our vehicles”,concludes Borsboom. “We will be revealingthese at the IAA in Hanover in September.You can be sure that DAF will come up withsomething beautiful!”

ture of the exhaust gases drops too low inany given situation, the engine will switch to active regeneration. A seventh injector,positioned behind the turbo and ahead of thesoot filter, has been added to the engine forthis purpose. It injects fuel into an oxidationcatalytic converter in the exhaust, in order to generate exactly the right amount of heat.Also the SCR catalytic converter has alsobeen optimised for temperature. Thanks to its innovative coating, it is able to achievemaximum effect across a wider range of temperatures, which means that the enginecan function optimally and in the most efficientway as much as possible. Anyway we makesure that exhaust gases enter the SCR catalytic converter at the right temperature as much as possible.”

Numerous innovationsFor its Euro 6 technology DAF has implemen-ted important innovations in all areas. New isa single poly-V belt, as well as a fan that ismounted directly on to the crankshaft withouta coupling shaft – which save on maintenancecosts, improve reliability and reduce weightand fuel consumption. A larger oil sump volumealso allows service intervals of 150,000 kmwith Euro 6. It is made of composite material toreduce weight and noise levels. The fuel filterand water separator have been combinedinto a single unit, which is mounted directlyon the engine for maximum ease of mainte-nance, and the oil cooler – usefully combinedwith the oil filter – is now made from stainlesssteel to further increase its robustness. Stillunique in the industry is the fact that the

engine can rely continuously and across itsentire rpm range, on the best turbo settingsfor maximum performance. “The variablegeometry turbo was also required to optimisethe effectiveness of exhaust gas recirculation,especially at low rpm”, explains Borsboom.“This technology allows us to carefully set theamount of exhaust gases diverted back intothe engine, which also helps fuel efficiency.The application of an advanced turbo alsohas a positive effect on the MX Engine Brake,which can release more than 75% of itsimpressive 325 kW at low speeds (1.500 rpm)for maximum efficiency.”

Exhaust gas after-treatment for Euro 6In order to meet the stringent Euro 6 emissionrequirements, DAF is using a combination of exhaust gas after-treatment technologies,such as an SCR catalytic converter and anactive soot filter. “In addition to achieving the right exhaust gas mixture, the aim is tocreate an optimum temperature in the filter toregenerate the collected soot particles”, saysBorsboom. “The starting point is to allow asmuch passive regeneration as possible bygetting the engine to create the ideal circum-stances for this to happen. That is why theexhaust manifold, as well as the most essentialparts of the exhaust system, have beenencapsulated. If, in spite of this, the tempera-

The main advantage of using a turbo chargerwith variable geometry (VTG) is that the engine can rely continuously and across itsentire rpm range, on the best turbo settings for maximum performance.

A larger oil sump volume also allows service intervalsof 150,000 km with Euro 6. It is made of compositematerial to reduce weight and noise levels.


New is a single poly-V belt, as well as a fan that ismounted directly on to the crankshaft without acoupling shaft – which save on maintenance costs,improve reliability and reduce weight and fuel consumption.


BedrijfsautoRAI 2012

For DAF Trucks, the BedrijfsautoRAI 2012 exhibition, which was held in Amsterdam from 17 to 21 April, was allabout Advanced Transport Efficiency (ATe); a complete range of solutions to further improve truck efficiency andreduce fuel consumption and emissions. Alongside the CF85 and XF105 ATe Edition models, DAF showcaseddevelopments that form part of its ATe philosophy, including an aerodynamic body for the LF distribution truckand a new lightweight tandem axle.

DAF Advanced Transport Efficiency (ATe) a complete range of solutions that improve transport performance while further reducing environmental impact and operational costs.

Up to 8% reduction in fuel consumption and CO2: the LF45 with PACCAR Aero body.

automated gearbox with a shifting strategyfully optimised for fuel consumption is fittedas standard, which only allows the driver tochange gear himself when maneuvering orusing the PACCAR engine brake. All CF85and XF105 ATe Edition models also comewith a DAF EcoDrive driver training, which, in practice, permanently reduces actual fuelconsumption and CO2 emissions by 3 to 5%on average.

LF45 Aero bodyAlongside the CF85 and XF105 ATe Editionmodels, an LF45 distribution truck with PACCAR Aero body was on display at theBedrijfsautoRAI. This aerodynamic body isdelivered in the UK ex-works, and DAF waskeen to use the opportunity presented by theBedrijfsautoRAI to gauge the level of interestin other countries. The PACCAR Aero body isdifferent because of its upward-sloping rooffairing, which gently slopes down again in themiddle at the rear of the vehicle. The edges of the body are also rounded. The LF45 Aerobody is supplied together with a speciallydeveloped set of spoilers and fenders, whichensure that the cabin is fully integrated withthe body itself. These features reduce fuelconsumption and CO2 by up to 8% at cruisingspeeds.

DAF launched its ATe programme in the summer of 2011 with the introduction of alarge number of innovations to the 12.9-litrePACCAR MX engine. These enhancements,including new pistons, optimised fuel injectionand a unique, fully encapsulated exhaust mani-fold unit, ensures 3% lower fuel consumptionand lower CO2 emissions. The range oftransmissions has been expanded with theaddition of new manual and automatic 12-speed gearboxes, which allows the drive-line to be even more effectively tailored to thespecific use of the vehicle. In addition, theengine in the CF and XF105 models switchesoff automatically after five minutes of idling, andthe maximum speed is limited to 85 insteadof 89 km/h, which saves an additional 2 to3% fuel in the international transport sector.Extensive information on the current andachieved fuel consumption is provided on thecentral display as standard.

ATe EditionsThe CF85 and XF105 ATe Edition models thatform part of DAF's ATe programme are specialversions that have been fully optimised for lowfuel consumption. They are equipped with acomplete set of side skirts, roof spoilers andside fenders, tyres with a low rolling resistanceand adaptive cruise control. An AS Tronic


along with a large storage compartment. Airvents for warm or cool air positioned alongthe bottom of the door windows deliver extracomfort to the driver and co-driver. A new air vent has been fitted at the bottom of thepanel to provide additional heating for thefootwell area.

New mudguardsTo further reduce susceptibility to damage,the CF and XF105 series are equipped withnew mud guards. The mud guards comprisethree separate parts, and the uppermost partcan be easily removed, while the outermostparts remain at a lower height than the chassis.This positioning means that they are no longersusceptible to damage from the trailer, whichcan sometimes occur when driving on and offloading docks or ships. The mud guards havealso been designed so that they protect thenew rear light units.

DAF TRP at BedrijfsautoRAI 2012

DAF Truck and Trailer Parts (TRP), the parts programme of PACCAR Parts and DAF Trucks, was also present at the BedrijfsautoRAI, and for the first time with its own stand. TRP supplies parts for all makes of trucks,

trailers, tail lifts and superstructures, a widerange of consumables for workshops as well astools, irrespective of whether the vehicle combi-nation is maintained by the transporter itself or bythe DAF dealer.

New mud guards and new rear light units for theCF and XF105.

At the BedrijfsautoRAI, DAF introduced a newgeneration of seats for the CF and XF105,developed for maximum comfort and ease ofuse. Special attention was paid to assure goodventilation. Maximum ease of use is achievedthrough the use of logically positioned, robusthandles, that are also attractively designed.Two-step heating is available as an option.The new seats are upholstered in a warm,textured dark-grey fabric, with the same pattern also used on the XF105 door panels.

For the CF series, the door panels have beenredesigned to create even more space betweenthe seats and the doors, which can be used,for example, for tipper or loading systemvents. The new door panel has an attractive,contemporary design, incorporating a decorative stripe with a silver DAF logo and amixed light and dark colour scheme. A long,wide integrated armrest is fitted as standard,

Euro 5 product enhancements

New lightweight tandemMaking its debut at the BedrijfsautoRAI wasthe new DAF SR1360T tandem axle, which is also perfectly aligned with the aims of theDAF ATe programme. The tandem axle is 375 kilograms lighter than the existing tandemaxle with hub reduction, and it saves morethan 5% on fuel. It was primarily developedfor heavy applications in which double drive is required, but with limited off-road driving.There are two variants of the new tandemaxle, with technical payloads of either 21 or26 tonnes for total combination weights of up to 70 tonnes. For special applications, theGCW can be as high as 120 tonnes. Along sidereductions in fuel consumption and weight,maintenance costs for the new tandem arealso lower, as the rear axle oil only requiresreplacement once every three years or every450,000 kilometres.

New roof spoilerAlso the new roof spoiler that DAF will beintroducing is a good example of the ATe philosophy. After summer the new spoiler willbe available optionally on all versions of theXF 105 Space Cab and it is primarily charac-terized by an even larger adjustment range,making it particularly suitable for low decktractor too. The new, adjustable roof spoiler isalso 25 kilograms lighter which also benefitsthe payload of the truck. Unique is the possi-bility to equip the spoiler with a practicaladjustment mechanism. As a result, the drivercan easily adjust the height of the spoilerwhile he or she stands next to the truck. Thisis achieved by means of a spindlemounted on the rear wall of thecab or inside the fenders. Thespoiler can be thus be adjustedto the right height at any time,which can result in significantfuel savings.

The new DAF SR1360T tandem axle is 375 kilogramslighter than the existing tandem axle with hub reduction, and it saves more than 5% on fuel.

New generation of seats for the CF and XF105, developed for maximum comfort and ease of use.


('Advanced Turbo intercooling'). By optimi-sing breathing, injection and heat regulation,considerably higher engine outputs could be achieved while the traditional efficiency ofthe DAF engines was further improved. The11.6-litre DKZ ATi engine was developed with an output of up to 274 kW/373 hp and a torque of up to 1,400 Nm (at 1,250 rpm).

New enginesFor the new DAF 95 – International Truck ofthe Year 1988 – DAF's 11.6-litre engine wasdesigned completely from scratch. It was of course fitted with ATi, had a cross-flowcylinder head and a more efficient turbo charger. Power and torque were increasedfurther: the new 11.6-litre WS engine wasavailable with an output of up to 282 kW/ 383 hp and a torque of up to 1,526 Nm at1,300 rpm. This was followed by a modelwith 400 hp in 1994.

Four-valve technology With the introduction of the 95XF – Inter -national Truck of the Year 1998 – DAF broughtout a completely new generation of enginesin 1997: the XF, with a cylinder volume of12.6 litres. By fitting a new block, four-valvetechnology, high-pressure fuel injection, aluminium pistons and a turbo with wastegate, it was possible to achieve even greaterperformance. In addition, reliability and durability were further improved and mainte-nance intervals of up to 100,000 kilometresbecame possible. Based on this engine, theEuro 3 model was brought onto the market in 1999. DAF was again one of the first truckmanufacturers to meet the new emission

smaller diesel version and the DS575 with anoutput of 165 hp, which was very impressivefor that time. In order to achieve this high horsepower rating, DAF was one of the veryfirst truck manufacturers to use an exhaustgas turbo.

A first: Turbo intercoolingIn the trend towards higher power ratings,DAF developed a completely new engine inthe 1960s based on the Leyland engine usedsince 1957. The new engine delivered outputsup to 230 hp and had a displacement of 11.6 litres. Whilst many truck manufacturersopted for a higher displacement, DAF carriedout pioneering work on intercooling. Thisdevelopment not only ensured higher outputand lower fuel consumption, but it emergedlater that it was also vital for achieving cleanerexhaust gases. In 1973, DAF was the first tointroduce a truck engine with intercooling: the 11.6-litre DKS engine with an output of228 kW (310 hp).

ATiThe next key step forward was made in the early 1980s with the introduction of ATi

When DAF introduced its first truck chassis tothe press in 1949, it was fitted with AmericanHercules petrol engines. A year later, custo-mers were also able to opt for diesel enginesfrom Hercules and Perkins. DAF did not buildengines itself; the investments for developingand building engines proved to be too high inthe post-war years and the company wishedto concentrate on the production of chassisand axles first. However, DAF had large-scaleambitions and it was already clear at that timethat the company would eventually developand produce its own engines.

At the forefront of turbo technology In 1955, DAF reached an agreement withLeyland, whereby the British manufacturerwould, for the time being, act as engine supplier, while DAF acquired the right to produce engines under licence when theplanned new engine factory was ready. Whenthat was the case in November 1957, workwas immediately started on the production ofDAF's first engine: the DD575 with a powerrating of 105 hp. Less than eighteen monthslater, DAF introduced four engines derivedfrom the DD575: two petrol engines, a

DAF has already been developing and manufacturing its own engines

for 55 years. During that time, the company has built up an excellent

reputation in terms of durability, reliability, fuel economy and low

emission. Which developments preceded the introduction of DAF's

new Euro 6 engine?

DD 575: Leyland 0.350 built under licence. DS 575: first DAF engine with turbo. DKS: world première: first truck engine with turbointercooling.

1957 1959 1973


requirements, at equivalent or even lower fuelconsumption.

Euro 4 and 5For Euro 4/5, DAF developed the 12.9-litrePACCAR MX engine, available with poweroutputs up to 375 kW/510 hp and torques upto 2,500 Nm. It is characterised by its combi-nation of proven, state-of-the-art technologyand a large number of technical innovations,such as the use of extremely strong CompactGraphite Iron, an intelligent high-pressureinjection system, a camshaft integrated in the block, fewer components and maximumintegration of functions. These all contributeto an excellent performance, low fuel consumption, a design life of 1.6 million kilometres and a service interval of up to150,000 kilometres. A large number of technical innovations in the PACCAR MXwere also employed in the 9.2-litre PACCARPR engine.

EEVIn the spring of 2008, DAF was one of the firsttruck manufacturers to supply all its models(LF, CF and XF) in EEV versions as an option.EEV vehicles (Enhanced Environmentally-friendly Vehicles) emit at least 33% fewer sootparticles than required by the Euro 5 emissionstandard. Several variants of the PACCAR FRand PACCAR MX engines even comply withthe EEV standard without the use of a soot filter.

EPA10DAF’s leading position in the area of enginedevelopment also proved to be of great value

also resulted in higher outputs. At thistime, the environment was hardly an issue. However, that quickly changed in the 1980swhen the 11 and 9 NOx engines set the standard for subsequent Euro emissionrequirements. If we compare the 11.6-litreDKS engine from around 35 years ago withthe new Euro 6 engine, there are someimpressive differences. Although the capacityof the latest six-cylinder turbo diesel engine is only 10% greater, it supplies a torque that is more than 215% higher. And whencompared to a Euro 1 engine from 1993,DAF’s Euro 6 engine emits 97% less soot and 95% less NOx.

for its sister brandsPeterbilt andKenworth: since thesummer of 2010, ithas been possible to fitthe heavy trucks of thesebrands with a version ofthe PACCAR MX enginespecifically designed forNorth America and Canada.This engine complies with current North American legislation, of which emission values come close to those set out in Euro 6. The engines developed in the Netherlands are equippedwith SCR technology, exhaust gas recirculationand a soot filter. Based on its considerableexperience with EPA10, DAF was able tomake the best choices for Euro 6, in order to achieve maximum reliability, low fuel consumption and excellent performance.

Progress Whilst engine development in the 1950s and 1960s was purely driven by the need for reliability, in the 1970s fuel consumptionbecame a key additional criterion when developing engines. Higher vehicle weights

WS: ATi engine, introduced together with the DAF 95.

XF: first DAF engine with four valves per cylinder.

1987 1997

PACCAR MX: outputs up to 375 kW (510 hp).

PACCAR MX EPA10: fittedwith SCR technology,exhaust gas recirculation

and a soot filter.

2006


The EPA10 engines developed by DAF inEindhoven are equipped with SCR technology,exhaust gas recirculation and a soot filter, justlike PACCAR's new Euro 6 engine – but doesthis mean that the Euro 6 engine is the sameas the EPA10 engine? The answer is no,because differences in terms of climate, fuelspecification and vehicle deployment are toogreat, and there are also differences in testprotocols between Euro 6 and EPA 10. ButDAF has been able to use its considerableexperience with EPA10 to make the bestchoices for Euro 6, in order to achieve maximum reliability, low fuel consumptionand excellent performance (see page 6).

The PACCAR MX engine was launched in the North American market in the summer of2010. Over a quarter of all heavy Kenworthand Peterbilt trucks are now equipped withthis engine. “This is an excellent result in amarket where truck manufacturers are notautomatically also the engine manufacturer”,explains Bill Kozek, General Manager ofPeterbilt Motors Company and Vice Presidentof PACCAR Inc. “The PACCAR MX enginehas been on the market for a relatively shortamount of time, and the fact that such a largeproportion of Kenworth and Peterbilt custo-mers are already choosing it says somethingabout the confidence they have in it.”

“$5000 saving”Jeff Hall, Director of the shipping companyJ&R Hall, in Ontario, Canada, is just one ofthe many customers who holds a high opinionof the engine. Hall has a clear business philosophy: “We’re always thinking abouthow technology can help us manage ourcosts and do better for our customers.” Thiswas one of the reasons that the companypurchased four Kenworth T660s, equippedwith PACCAR MX EPA 10 engines. “Welooked long and hard at our options to makesure we were getting the most fuel-efficientand dependable engine”, Hall said. “Ourchoice: the PACCAR MX rated at 455 horse-power. It consistently provides a 3 percent to4 percent advantage in fuel economy. That’sa savings of $5,000 a year per truck.”

J&R Hall operates primarily in WesternCanada and in the north of the United States,where the conditions are incomparable withthose in Europe. Every year, the vehicles drivearound 250,000 miles with GCWs of around

Heavy trucks from DAF's sister brands, Kenworth and Peterbilt, have been available with the 12.9-litrePACCAR MX engine for almost two years. This enginecomplies with current North American legislation, ofwhich emission values come close to those set out inEuro 6. North American transport operators are full ofpraise for the engine.

CEO Tommy Hodges, Titan Transfer: “Our long-term and exclusive relationship withPeterbilt has added value for our company and we received a request from Peterbilt to take part in the test phase of MX EPA10 engines.”

“Fourteen more ordered – tha


40 tonnes. “ Heat, cold, mountains, thePrairies, cities, remote two-lane highways –we see it all”, says Hall.

Hall goes on to explain that the Kenworth660 combined with the PACCAR MX engineis a great success. Comfort is important to Hall and the company’s drivers, about 40 percent of whom run in teams. He saisdrivers have been pleasantly surprised at thequiet operation of the PACCAR MX. “Whenthere’s less noise, the driver is going to feel

more alert when he’s awake and get betterrest when he needs to sleep.”

“Loyal to Peterbilt”Full service transport company Titan Transferin Shelbyville, Tennessee, has a fleet of almost300 vehicles, all of the Peterbilt brand.Continuity and uniformity are of paramountimportance to CEO Tommy Hodges. “Ourlong-term and exclusive relationship withPeterbilt has added value for our companyand we received a request from Peterbilt totake part in the test phase of MX EPA10 engines.” Titan achieved lower consumptionfigures almost immediately. “And that is reallyremarkable”, says Hodges. “The test phasewas primarily intended to test reliability.” Theresults of the test were so good that TitanTransfer decided to order 50 Peterbilt Model587s with the PACCAR MX engine.

on other engines. Trucks would sit for two,four, even eight weeks waiting on the enginemanufacturer to address an issue. I prefer thePACCAR MX engine because the Kenworthdealer can diagnose a problem right awayand get me back on the road quickly.”

User from the very beginningDuring the development phase of the PACCARMX engine for the North American market,Steve Kent Trucking drove three test vehiclesthat were equipped with the new engine.

“They were flawless”, Kent recalls. The hostileenvironment of oilfield work has been a formidable proving ground for PACCAR MXengines. After years of tough prototype operations, Kent needed no more convincing.He purchased some of the first productionPACCAR MX engines last year. “We have 10or 12 trucks with the PACCAR MX engines onthe road right now in South Texas and havehad no issues. I’ve placed an order for 14more T800s with the PACCAR MX engines.”

“No unplanned stoppage”Steve Kent Trucking has served the oil andgas industry of Louisiana and South Texassince 1992. With five regional offices and afleet of 175 trucks, mostly Kenworths, thecompany delivers timely, cost-effective trans-portation services to oilfields and oilrigs in thisresource rich area of the United States. “Wesupport fast-paced drilling operations withproduct hauling, waste hauling, pumping andhandling of just about any liquid in the oil andgas business,” sais owner Steve Kent. “Wegive the customer what he needs, when heneeds it, and we make it cost-effective for him.”

“Downtime will kill you in this business”, hecontinues.” That’s why I buy Kenworth T800swith PACCAR MX 485-hp engines. What hashurt me in the past has been the serviceability

at says it all!”

DAF has been able to use its considerable experience with EPA10 to makethe best choices for Euro 6, in order to achieve maximum reliability, low fuelconsumption and excellent performance.


As part of DAF’s ATe programme (Advanced TransportEfficiency), DAF introduced a number of enhancements tothe 12.9-litre PACCAR MX engine. Jan de Rijk Logistics wasone of the first transport operators in the Netherlands todrive it. Their initial experiences: “At least five percentmore economical!”

Jan de Rijk Logistics:

our new vehicles are more economical by anaverage of at least five percent!”

Information is knowledgeCompared to other forms of transport, air cargovehicles are relatively economical becausethey seldom carry heavy loads. “But para-doxically enough, it is a type of transport inwhich we keep track of fuel consumption tothe nearest hundredth”, explains Lievaart. “Inthe air cargo sector, we mainly keep to fixedtimetables, often along fixed routes, and withextremely thin margins. So no matter whetherthe vehicle is carrying a lot of or a little cargo,

Jan de Rijk Logistics, based in the Dutch townof Roosendaal, specialises in transporting aircargo by road. The company's fleet consistsof some 650 tractors and more than 1,000trailers. “Of course you know you're alwaysbuying proven technology from DAF”, saysCaspar Lievaart, Purchase Manager at Jande Rijk Logistics. “And yet it is always satis-fying when the theory is also true in practice.We already had high expectations of our thirty new DAF XF105 tractors with renewedengine being even more economical thantheir predecessors, but our initial resultsshowed this to be an understatement, as

the truck has to drive. If it is somewhat quieterin the sector for a while, such as around thetime of the Chinese New Year, then costs permetre of transported freight shoot up. That isan important reason why we keep accuraterecords of the fuel used by our vehicles. Inaddition, we take Corporate Social Responsi -bility seriously. As part of our Lean and Greenprogramme, we want to reduce our carbonfootprint by at least 20 percent in five years'time, and although this applies to all our activities, and so too for warehousing for example, 97 percent of our CO2 emissionsare caused by our vehicles. In other words,diesel.”

Driver trainingAt Jan de Rijk Logistics it is therefore veryimportant to keep track of fuel consumption.“It is one of the key parameters we use forguidance and to manage our fleet”, saysLievaart. “We use software and telematicsthat not only record consumption per vehicle,but also per driver and type of transport.” Jan de Rijk Logistics is not only constantly onthe lookout for the best technology for savingfuel, but also puts a lot of effort into training

its drivers. These training courses for driversplay an important role in fuel optimisation.Lievaart: “All drivers are given fuel and vehicletraining at De Rijk. They then need to keepthis knowledge up to date in order to keepdriving efficiently. We can see it paying off:our boys are good drivers. That's why it's sogreat they can achieve even better fuel effi-ciency with our first thirty new ATe trucks. Itreally is thanks to the vehicle, because wehaven't told any of the drivers that the newvehicle is supposed to be more economical.”

Up to nine percent more economical“Most drivers drive between three and fivepercent more efficiently with the latest DAFs,but this figure has even been known to rise tonine percent! This proves to us the importanceof good training combined with an efficientvehicle. For us, the ATe concept is a fantasticboost that helps keep the fast rising costsbetter under control.”

Caspar Lievaart, Purchase Manager at Jan de Rijk Logistics: “All drivers are givenfuel and vehicle training at De Rijk. They then need to keep this knowledge up todate in order to keep driving efficiently. We can see it paying off: our boys aregood drivers. That's why it's so great they can achieve even better fuel efficiencywith our first thirty new ATe trucks.”

DAF’s ATe philosophyAt a time in which fuel prices are reaching unprecedented levelsand costs are increasing for transport operators across the wholespectrum, it is particularly important to help them optimise the efficiency of their fleet. This is DAF's precise reason for introducingATe.

ATe stands for Advanced Transport Efficiency, a complete package of products and services for lowering operating costs for transport operators and for reducing the impact on the environment. ATe wasintroduced last year, when DAF presented the enhancements of its12.9-litre PACCAR MX engine for the CF85 and XF105. The reactionsfrom transport operators have been exceptionally positive throughoutEurope. Fuel savings of 5% (and therefore 5% fewer CO2 emissions) are no exception and in the international transport sector this quicklytranslates into a saving of thousands of euros per truck per year. Engines that automatically switch off after five minutes of idling, a maxi-mum speed limited to 85 km/hour as standard, ample information aboutfuel consumption on the dashboard – these are all examples of howDAF implements ATe. There are special ATe editions of the XF105 andCF85. There is an even greater choice of efficient gearboxes and a newlight-weight tandem axle was recently presented that weighs 375 kilo-grams less and which is 5% more economical.

Technical solutions naturally play an important role within ATe. Just as important is for the transport operator to be made aware of theimportance of driver training that could generate a permanent fuelsaving of between 3 and 5% and that he knows that good spoiler positioning could save him up to 5% of fuel – because ATe goes muchfurther than simply technology. It is an attitude, a philosophy, a symbolfor low operating costs and an even lower impact on the environment.


By: Bert Roozendaal

Self-employed driver Edwin Wiegmink:

“Invest in lower fuel consumption”“I do not spend any money on bling for my vehicle, but I do invest in lower fuelconsumption. Nowadays, if you want tocontinue to enjoy success as a self-employed driver, you really do have to bemore of a transport operator than a driver,and you can only do that if you make theright choices and have the proper tools atyour disposal.” Edwin’s fifth DAF meetshis requirements perfectly: “DAF productsdo what they are intended to do. For me,that is what makes this truck a perfect toolfor earning a living.”

“As a self-employed driver, I can only makemore profit by either driving more or by usingless fuel, which is why I chose DAF's ATe technology. According

to my dealer, that should allow me to use up to three percent less fuel, but I have actuallybeen able to reduce my fuel consumption from33 l/100 km to 29.7 l/100 km – a fuel saving of ten percent or around 5000 litres per year. I have also been able to reduce my CO2emissions, which, as a self-employed driver, is in keeping with my client's CSR and Leanand Green objectives.”

Self-employed driver Edwin Wiegmink savesaround 5000 litres of diesel a year.

DAF Advanced Transport Efficiency:

Since DAF introduced important innovations to the PACCAR MX engine as part of Advanced Transport Efficiency,many transport operators have been able to acquire extensive experience with this even more efficient engine.Responses from across Europe have been extremely positive.

Positive responses from


Tony Richards:

“Vast improvements”“We have definitely seen an improvementsince the new MX engines have beenintroduced,” reveals Tony Richards, CEO atJack Richards & Son. “It is dependent onthe driver, but the average is an improve-ment of 0.3mpg.” Mr Richards says hisbest drivers are now getting close to10mpg, and adds that the fleet average is up to 8.6mpg.

So happy is Mr Richards with the performanceof his XF105s, that by summer 2012 it will bethe only truck in the company’s fleet. “TheXF105 provides us with a reliable, durable,and cost-effective truck, one that our guysenjoy driving.

Nirotrans:

“Up to 7% lower fuel consumption”Nirotrans, in the Belgian town of Zoersel,recently began using five new XF105 tractor units fitted with the 460-hp versionof the PACCAR MX engine with ATeenhancements. They are already seeingreductions in their consumption figures.

Around 70% of Nirotrans' turnover comesfrom the transportation of aeroplane parts. InBelgium, Nirotrans is the only truly significantprovider in that field, and within this specialism,the company is the exclusive transport operator for a number of major airlines. Themajority of the 50-vehicle fleet are DAFs; mainlySuper Space Cab versions of the XF105.“This is a partnership that has developed over the years”, explains Director RobyVissenberg. “My father bought his first DAF in 1951.”

“In the competitive world of road transport,fuel consumption can make the differencebetween profit and loss”, explains Vissenberg.He is therefore very pleased about DAF's ATeconcept: “Compared to their predecessors,my new trucks are six to seven percent moreeconomical when carrying out the same kindof work.”

Meyer Logistics:

“Savings champion” Meyer Logistics in the German town ofWillich specialises in the transportationand storage of electronics, drinks and foodproducts. The company drives severalmakes of truck, including 21 DAFs.Director Peter Meyer was pleasantly surprised when he recently began using a number of new DAF XF105s with the460-hp version of the optimised PACCARMX engine.

“I was already impressed by the low consump-tion of our DAFs, and I never thought that the new XF105s could surpass that, but thetrucks are actually three to four percent moreeconomical. And that is without counting inthe results of our intensive driver training,focussed on low fuel consumption. We do theEcoDrive training ourselves, in house, usingour own trainer, who knows the product likethe back of his hand and is able to get thevery best out of the vehicles.”

Meyer is positive about all the improvementsto the PACCAR MX engine, but he is parti -cularly pleased with the top speed of 85 kilo-metres per hour, which is set at the factory:“This speed will make it much easier to antici-pate things. It saves fuel and in some caseseven ensures a higher average speed, whichmeans that the driver can reach the customersooner. It also has a relaxing effect on the driver.”

Peter Meyer: “I never thought our that our new XF105's could surpass the already low consumption of our existing fleet of DAFs.”

Roby Vissenberg of Nirotrans, together with his wife, Nicole. “In the competitive world of road transport, fuel consumption can make thedifference between profit and loss.”

Jack Richard & Son opted for a 100% DAF fleet.

m the market



able to move unhindered through the trafficfor years now, without limitations for driving inmist, snow, over railway crossings or throughcity centres. The vehicle is so commonplacethere that the Swedes are now performingtests with 32.5 metres and 80 tonnes…

Point of view For a long time now, opponents have pointedto the fact that Scandinavia has a lot of space and is sparsely populated. Insinuatingthat driving EcoCombis in heavily populatedareas just isn't advisable. Now that the DutchMinister Schultz, after years of struggle andexperimenting, is going to include the Eco -Combi in the transport legislation, that point ofview is rather untenable. In the Netherlands, ithas been sufficiently proven by now that theEcoCombi is just as safe as a regular truck in very heavily populated areas. The Dutchcalculated that the 400 EcoCombis usedduring the test phase produced an annualCO2 reduction of 16,000,000 kilos, and this in addition to a decrease in the congestion by20 million vehicle kilometres. Minister Schulz isgrateful to use those figures to fulfil the Euro -pean climate objectives. There are currently600 EcoCombis on the road in the Nether -

Many transport organisations find it incompre-hensible. In their eyes, the EcoCombi is theultimate instrument for the rapid advance-ment of the European climate goals as wellas being effective for fighting congestion onthe local level. The benefits of the 25.25 metre-long truck may be known: more load lengthand more tonnage per combination ensureless vehicle movements. The rule of thumb isthat two EcoCombis can carry the same asthree regular tractor/trailer combinations, andsince no more or hardly any more engine output is needed to achieve this haul, theamount of diesel fuel used per transportedtonne is reduced by up to 30 percent. Andthe reduction in CO2 emissions more or lessparallels this.

Scandinavia In the pursuit of more sustainable transport,that is good news, yet only a few countriesare embracing the EcoCombi concept. Whatis remarkable is that none of the opponentsof LHVs dispute its (climate) benefits. Theiropposition appears to be mainly inspired byemotions, local politics and economic interests.This is not the case in the Scandinaviancountries, where the EcoCombi has been

lands. After the change in the legislation, thatnumber could quickly increase.

DenmarkSince 2008, a test has also been running in Denmark over 174 routes. This test is considered to be a great success by thegovernment agencies but has not yet beencompleted. For Danish Transport MinisterTrusholm, at any rate, the results up until nowhave triggered him to start making pleas forthe cross-border utilisation of EcoCombis.

Environmental organisations But we have not advanced that far yet withinthe EU. In many countries the EcoCombi is noteven up for discussion, or the idea is quicklyabandoned, like in France and England. InFrance, the first test in 2009 was discontinuedfollowing protests from environmental organi-sations because an EcoCombi still emittedmore CO2 than the train; but the French didincrease their GVW for the transportation ofagricultural products by 4 tonnes to 44 tonnes.In England, a test was started in 2006 butwas then quickly suspended. The officialreason was that a ‘more careful study on the impact of road surfaces’ was wanted.However, the termination seems rather tohave been prompted by the protests of smallertransporters who fear falling freight transportprices. As an alternative, the English are nowlooking at longer trailers.

Decision-making processProponents find it regrettable that each newcountry that is considering allowing longercombinations must start this process fromnought. Results consolidated from othercountries do not seem to have much of aninfluence on the decision-making process;there is very little sharing of lessons learned –and little learning from one's own experience.A Belgian initiative ran aground in 2008, butnow, four years later, the Belgians want to tryout the EcoCombi again – only this time noton 148 routes as was planned in 2008 but onsix routes only, all crossing the border withthe Netherlands. Internationally speaking, thatis a step in the right direction, but if you takea good look you can see that the Belgians

In the Scandinavian countries, such as here inSweden, the EcoCombi has been a normal sight in daily traffic for many years now

EcoCombi –but still utilised too little Political discussion surrounding the EcoCombi has flared up again recently. The key to the European adoption of this vehicle lies in Germany.


perform half of their tests from Antwerp, thereby extremely limiting the use of Eco -Combis on their own territory.

The keyThe key to the European adoption of the Eco -Combi, however, is not in Belgium and noteven in France – all eyes are on Germany. Ifthe concept is accepted there, large portionsof Europe will lie open for more efficient trans-port. That would so fundamentally influencethe international transport relations that othercountries would follow suit on their own.Unfortunately Germany has been divided foryears now about the EcoCombi. That is a directconsequence of the more than a century-olddiscord between the road transport sector on the one hand and the proponents of rail,united in the Allianz Pro-Schiene lobby, on theother. The latter has only one goal: all goodsback on the rails!

In the federal state of North Rhine-Westphalia,there was initial support for a test, but a decision was made later to withdraw partici-pation. In spite of this, tests were started atthe beginning of this year in seven federalstates; it is just that the interest in them is stillminor. The reason for that lack of interest isbecause the maximum tonnage has beenkept at 40 tonnes. The EcoCombi would be permitted to weigh an extra four tonnes,but only in the case of combined transport.These conditions limit the range of use, which

The key to the European adoption of the EcoCombi is not in Belgium and not

even in France – all eyes are on Germany. If the concept is accepted there,

large portions of Europe will lie open for more efficient transport. That would so

fundamentally influence the international transport relations that other countries

would follow suit on their own.

This combination, based on the DAF XF105, is used for the transport of new trucks and tractors.Due to the unique combination of a tractor with atrailer and a second carriage, four truck chassiscan be transported instead of three.

By: Bert Roozendaal

Country Status Specification Remarks

Sweden No limitations 25.25 meter, max. GVW 60 tons Trials being carried out

with 32.5 meter length and 80 tons GVW

Norway No limitations 25.25 meter, max. GVW 60 tons

Finland No limitations 25.25 meter, max. GVW 60 tons

The Netherlands Some limitations: 25.25 meter, max. GVW 60 tons

• Special driver’s license

• Weather-related limitations

• No crossing of railroad crossings

Belgium Six trial routes 25.25 meter, max. GVW 60 tons Routes mainly cross

border to the Netherlands

Germany Trials in seven federal states 25.25 meter, max. GVW 40 tons Maximum GCW 44 tons, but only

in the case of combined transport

Denmark 174 trial routes 25.25 meter, max. GVW 60 tons

Great-Britain Trials terminated in 2006 Alternative: longer trailers

(+2.05 meters)

France Trials terminated in 2009 GVW for agricultural products

increased from 40 to 44 tons

means that the extra costs per vehicle cannotbe easily recuperated.

In fact, Germany has the whole Europeanroad transport sector in a hold with this. Theuse of EcoCombis is only really of any benefitif they can be driven internationally. At themoment that still seems like a bridge too far,but in any case it is a positive sign that theGerman Federal Minister for Transport, afterhis Danish colleague, has now very carefullyspoken out in favour of pursuing cross-bordertransport with EcoCombis.


this so-called ‘Code 95’ endorsement, he orshe will not be permitted to drive. Most EUcountries chose an initial term of introductionof five years; that is by the end of 2013. Thatway drivers who follow 7 hours of training per year would have no problem reaching the35-hour mark. Only Sweden and the Nether -lands set this initial term at 7 years. In thosecountries, the drivers have until the end of2015 to fulfil this requirement.

From theory to practiceSo much for the theory. Because according tomany training institutes, in practice, far too fewdrivers are sent for training by their transportoperators. In Germany, for example, almosttwo million training courses should have beengiven by now to ensure that all 800,000 driverswould have each had one day of vocationaltraining five times to reach the target in 2013.In practice, however, the count has stalled at25 percent of the number of training daysneeded. England's count is a poor 18 percent.And in the Netherlands, Sweden, Austria,Poland, Belgium, Italy and Slovakia, the number of training days is also far behindschedule. Of these countries, only the

The European Directive from2008 began with the bus drivers.In September 2009 it was the turnof the truck drivers. The regulationrequires that all professional drivers follow officially registeredvocational training for 35 hourswithin a five-year period. Only ifthis requirement is fulfilled will thedriver receive an endorsement onhis or her driving licence. Without

Based on the series of numbers thatbegin with 95, the agencies can seethe driver's deadline for once againcompleting his or her 35 hours.

Each driver who completes the DAFEcoDrive training learns to drive anaverage of 5-10% more economically in the short term. In practice, this generally results in permanent fuelsavings of 3-5%, generating pure profit for your company, as well as for the environment.

Drivers do not train enough

Not enough drivers within the European Union followtheir compulsory training modules for the European 35-hour directive. In some countries, the backlog is sogreat that it has become virtually impossible to make up for before the target date of 2013.


Netherlands and Sweden have the possibilityof catching up.

Autonomous regulation versus legal requirementThe backlog is greatest in countries wherethe transport sector itself must ensure thatthe drivers receive their vocatonial training.There are also countries where it is a legalrequirement to do at least one module peryear. That is why France, for example, has no backlog at all. The 340,000 French driverswere already familiar with a system like this.The same also applies to the 100,000 Czechdrivers. In 2007, Romania introduced a typeof refresher course programme. There, thedriver's birthday is the final date by which the 90,000 drivers must have completed their annual module. And just as they do inDenmark, the 420,000 Spanish drivers lookat the last digit of their driving licence numberto know in which month, at the latest, theymust take their turn. In Hungary, too, there isa type of vocational training programme forthe professional goods traffic sector.

Nothing doingThe most unclear situation is that in Greece.According to the German organisation DEKRA,it appears that nothing has been organisedthere yet. In this, the Greeks are in goodcompany with the Swedes of all people. Inthis otherwise tightly regulated country, theinfrastructure for the training is not even theleast bit settled, according to Peter Klingler,International Directives expert at DEKRA.According to his colleague, Hans Koningsfrom the Dutch institute VTL, the same thingis true to an even stronger degree in Poland,with the difference that, in contrast to Sweden,in Poland there are not enough funds to setup the necessary training infrastructure.Konings has serious concerns about this.

Doom scenarioBy now it has already been convincingly proventhat additional training is directly beneficial to a company's operational management, yetmany smaller transport operators in particularperceive the 35-hour directive as a obligationforced upon them from above. Larger trans-porters, are often in line with or even ahead ofthe requirements of the directive. They havealready long since figured out that one drivingand economy training session like that givenby the DAF organisation, for example, produces

By: Bert Roozendaal

cost-savings of 5 percent or more as a rule.Other training programmes, such as the correctuse of the tachograph, can prevent many fines.

Yet there is still too little training being provided,and soon it will be too late. Throughout Europeas a whole, almost 4,000,000 drivers must follow a total of approximately 20,000,000 training courses. Naturally, the training institu-tions want to plan these courses spread outover a period of five years in order for the entireprocess to run smoothly with a reasonablenumber of instructors. Now there is the threatof a situation in which the vast majority of themarket will come forward for training in the lasttwo years before the deadline with the idea of having the driver ‘just’ take off for a week

of training. And in that scenario, the trainingcapacity is simply insufficient.

Added valueThe bitter reality of this is that the ultimateresponsibility lies with the driver, becauseobviously – whose driving licence is it anyway?For the smart driver there is yet anotherimportant matter: Even though the transportoperators are evidently not yet enthusiasticabout training courses, in the future whenthey hire new personnel, they will prefer tochoose a driver with a Code 95 on his or herlicence. And after 2013, these drivers couldvery well quite suddenly be hard to find… Inother words, a well-trained driver is not only abetter driver but is also in greater demand.

Inspection: Anyone not in possession of a Code 95 after2013/15 may not get back behind the wheel…


“Parts distribution is one of PACCAR's, andtherefore DAF's, core competencies”, beginsDick Leek, General Manager of PACCARParts Europe. “And this is only logical, as the customer wants maximum utilization ofhis trucks. Maintenance must be planned asefficiently as possible and unplanned down-time must be kept to a minimum. That is onlypossible if two requirements are satisfied: the necessary parts must be available at alltimes and be available for delivery as soon as possible.”

Five distribution centresEach year, PACCAR Parts sends hundreds ofthousands of shipments throughout Europeand beyond from ultra-modern distributioncentres in Eindhoven, Leyland, Madrid,Budapest and Moscow. “When it comes tothe availability of parts, PACCAR Parts leadsthe way in the truck industry”, stresses Leek.“We have a 97% service level, which meansthat 97 out of 100 parts can be supplieddirect from stock. What's more, we are ableto achieve 99.98% reliability of delivery fromour distribution centres. In other words: If wepromise that a part will be delivered to thedealer in Spain or to whichever location inEurope before tomorrow morning, we will fulfill that promise. We have advanced, self-developed stock planning processes andintelligent IT systems available to support usin this.”

Within 12 hoursOne example of such an intelligent system is MDI, which stands for “Managed DealerInventory”. Leek explains: “Via this system,the dealer automatically receives a daily ordersuggestion from PACCAR Parts in Eindhovenfor his regular stock orders. The systemallows us to see exactly what the dealer'scurrent parts stock is like and what has to bereordered in order to guarantee optimum, i.e. quick, service. Of course it sounds greatwhen one can report that a part has reachedits destination within 24 hours, but we havebeen delivering our parts within 12 hours formany years now.” By introducing MDI 2.0,

Dick Leek: “We have a 97% service level, whichmeans that 97 out of 100 parts can be supplieddirect from stock.”

“It's all about maximum utilA truck's profitability is determined by its utilization. The availability of parts for maintenance and repair is of major importance in this respect. PACCAR Parts provides a service level of over 97% in Europe – “uniquein the automotive industry.”


PACCAR Parts has been able to extend itsleading position even further. “With MDI 2.0,we can ensure that our dealers from all over Europe now have 93% of their partsimmediately available in stock in their ware-house. We have raised the bar very highbecause, once again, maximum utilization of the truck is of the utmost importance. Idon't need to explain to anyone what it costsif a truck cannot drive any further. And, as I explained, if a dealer does not have a part in stock, we will ensure that it gets to where it needs to be early the next morning.”

New distribution centreThe largest of the five parts distribution centresof PACCAR Parts Europe has been on theDAF Trucks site in Eindhoven for many years.“We intend to start building a completely newcomplex this year, which will replace the existing facilities”, explains Leek. “This willenable us to grow further and to expand our service to dealers and customers evenfurther. The new distribution centre will usethe latest technologies, such as advancedlogistical systems, radio-frequency identifica-tion, smart tags and computer-operated voicepicking systems. The new PACCAR Partsdistribution centre will provide additionalcapacity and support the growth of DAF.”

lization”

TRPThe parts portfolio of PACCAR Parts is under-going continuous expansion. For instance theTRP Truck and Trailer Parts programme nowconsists of 72,000 items. “With TRP, we areenabling the dealer to be a 'one-stop shop'for the customer”, explains Leek. “The custo-mer can rely on the DAF dealer for everythingrelating to his fleet, such as parts for all makesof trucks and trailers, and also for workplacematerials. The philosophy behind TRP issimple: if work on the truck is carried out,why not do so simultaneously with the trailer?Furthermore, it’s more efficient to have onecontact address and to receive an invoicefrom just one address. It also assures the highest quality at an attractive price.”

PACCAR Parts Fleet ServicesThanks to programmes such as TRP, PACCARParts can also increasingly focus upon fleets.“We are now starting up an organisation anda new system with which we can provide larger fleets with the opportunity to pay oneuniform price for their parts, irrespective of thedealer from which the part has been bought,and all on the same invoice”, explains Leek.“This wil improve their efficiency considerably,as well as offering complete transparency asregards the use of parts. We will kick off in

the Netherlands, Germany and France. Theother markets will follow during the secondhalf of the year. The added value that we areable to offer customers with this PACCARParts Fleet Services is unique in the industry.”

Market to the MaxAnother of PACCAR Parts' unique tools is the ‘Market to the Max’ programme. Thisprogramme supports over 600 DAF-dealersin 15 European countries and focuses specifically on the sale of truck and trailerparts and accessories. “Every month, over300,000 European transport companiesreceive special offers and information thatfocuses on service, maintenance and parts “,explains Leek. “And all on behalf of the localdealer. The special offers are specially tailoredto the fleet of the specific operator, because it doesn't make sense to send a customerwho has Euro 5 trucks a direct mailing onEuro 3 air filters. A recent step we have madeis MyMAX, a customer-specific website onwhich customers are offered specific specialoffers based on their chassis number. Lastsummer, the Max programme won theGolden Euro Effie award for the most effectivemarketing programme, and we are very pleased about this – not just for ourselves,but also for our customers.”

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The website aims to support thebodybuilding industry to help increating the best solutions in themost efficient way. This is whyusers can also download CADfiles from the website that can beused in bodywork development,and 3D animations have beencreated that allow the transportoperator to see exactly how thefinished superstructure will looklike on the road. The website isavailable in English, Dutch, Czech,French, German, Hungarian,Italian, Polish, Spanish andRussian.

Once a truck leaves the factory, it often travels straight to a specialist who installs a specificsuperstructure, such as a tipper orcargo body, or to have a loadingcrane or support legs installed. Inorder to provide optimum supportto these specialist companies intheir assembly and bodybuildingwork, the new website includesdetailed chassis drawings, speci-fication sheets and bodybuildingguidelines. Bodybuilders can also consult grid views that canbe used when applying striping,logos and the transport companybranding to the vehicle.

DAF Trucks is launching a bodybuilder information website (www.DAFBBI.com) especially designed for the bodybuilding industry. The online platform is available inten languages and provides bodybuilders in all details and guidelines they need toefficiently build on a DAF chassis.

DAF launches for the bodybuilding industry


www.paccarfinancial.eu

PACCAR Financial, your best partner for financing DAF trucks

When you need to finance your next DAF truck or trailer, team up with PACCAR Financial. As the in-house finance company of DAF Trucks N.V., we are the principal financier of DAF trucks, new and used.

Our knowledge and experience of the transport industry will ensure that you get the best possible solution.

To form a partnership between PACCAR Financial, DAF Trucks and you, contact your local DAF dealer.

Documents

DAF in action