It was around the early part of the 1970s, back in the days of the first forays into the Middle Eastern countries by Western European truck operators, that driver comfort started to take a prominent role in

vehicle selection.

The aspirational trucks for any driver at this time in Europe were both cabovers, with the Volvo F88 and 89, known in Australia with the G prefix, and the DAF 2800.

The DAF made a lot of converts, not least for being the first European to launch an intercooled turbodiesel, with its 11.6-litre engine producing 320 hp and 1260 Nm of torque. In February 1982 DAF launched the 3300 model. With 330 hp (246 kW) of power the cab featured more sound insulation, something the British manufacturers had not really bothered to include in their products to any great extent.

DAF trucks were assembled in Australia briefly in the 1980’s, through a small CKD import operation based in Brisbane. Without the benefit of a full factory-backed support structure, the DAF brand subsequently faded from Australian view within a relatively short timeframe.

Following PACCAR Inc’s purchase of DAF in 1996, PACCAR Australia relaunched the Dutch manufacturer back into the Australian market with its sales, service and parts distribution being added to the existing Kenworth dealership group.

The purpose of this historical reflection on the DAF brand is to highlight the longevity of the brand and its ability to compete on equal terms with the best that Europe has to offer.

Becoming part of the PACCAR world cemented DAF’s global future, and the technology transfer that followed resulted in the introduction of the PACCAR branded MX engine range that forms the basis of the Kenworth and Peterbilt product range.

DAF has carved out a loyal following in the Australian market and it is now a respected brand by many operators that appreciate the growing popularity of European vehicles. This change in buying habits, in particular with the large fleets, happened in part due to companies requiring vehicles with higher levels of driver safety features, such as drivers’ airbag, disc brakes with ABS and EBS as well as driver aids such as proximity cruise control systems and lane-departure warning systems.

A further influencing factor in the increasing appeal of European trucks sales in this country has been the fuel economy gains compared to both their US and Japanese rivals.

DISTRIBUTION BY DAF

Brenton O’Connor checks out the abilities of the DAF LF FAP 280 6x2 for urban delivery.

Engine Paccar GR; 6.7-litre; 280 hp; 1020 Nm

Transmission ZF nine-speed synchromesh manual

Suspension FR; parabolic leaf spring; RR; six-bag air suspension with ECAS

GVM 23,500 kg (dependent upon relevant state legislation)

GCM 23,500 kg (dependent upon relevant state legislation)

Positives Negatives

Excellent cab access No cupholders

Very compliant ride and handling

Limited leg room for taller drivers

Backing of an established dealer network

No automatic transmission offering

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FEATURE

This become particularly obvious when emissions standards in Australia (80/02) were legislated from the beginning of 2008. The utilisation of EGR technology led to increased fuel consumption for some US and Japanese suppliers, plus other reliability issues caused by increased engine operating temperatures. As some of the US and Japanese engine manufacturers struggled to work with the new technologies, European manufacturers such as DAF showed they were significantly ahead of the pack in terms of research and development.

PowerTorque took to the road recently with a new DAF LF FAP 6x2, providing a unique opportunity to trial this newly launched vehicle that was previewed at the Brisbane Truck Show in May this year. Whilst the new Euro 6 cabin is not new to Australia (this was launched by DAF in 4x2 configuration in 2015), it’s the first time we have seen the 6x2 lift up pusher axle with the new cab.

The LF sold by the DAF dealer network in Australia is somewhat unique, as it features the Euro 6 cabin, (Euro 6

being mandatory in Europe), but with the same Euro 5 running gear that was offered in the

previous product.

In addition to the cabin change, DAF now imports OEM approved 6x2 versions direct from Europe, rather than as a 4x2 chassis that was converted to a 6x2 by adding a lazy axle on arrival in this country. When compared to other 6x2 rigid vehicles from both the Japanese and Europeans, the DAF LF and CF 75 models feature a pusher axle, rather than the industry standard trailing axle.

DAF regional sales manager, Clara Hornley, told PowerTorque that DAF went down this path because of the industry-mandated maximum overhang of 3.7 m used on this type of vehicle. “If the trailing axle of a 6x2 is lifted, the overhang measurement then commences from the centre of the drive axle ahead of the lifting lazy axle, creating excessive overhang that may be over the maximum allowable length. This potentially means that the raising of the axle feature is, in many cases, illegal,” said Clara.

“With a pusher axle located ahead of the drive axle, operators can experience the benefits of a lift-up axle, whilst still being within the permissible overhang laws. The benefits of a lift-up axle are better fuel economy because of reduced drag, improved traction in some situations and also reduced tyre wear when the axle is not operational,” Clara added.

“The increasing appeal of European trucks sales in this country has been the fuel economy gains”

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DISTRIBUTION BY DAF

At the heart of the new DAF LF 6x2 is a Cummins-derived, PACCAR GR powerplant. At 6.7 litres in capacity, this turbo intercooled in-line six-cylinder engine produces 280 hp (from 2100 to 2500 rpm) and 1020 Nm of torque (1200-1800 rpm), and utilises SCR (AdBlue) Euro 5 emission reduction standards. The driveline is completed through a nine-speed, fully synchromesh ZF transmission and a hypoid rear axle. Suspension is provided through parabolic leaf springs on the front and a six-airbag bogie suspension setup at the rear, including a driver controlled keypad for lowering and raising the ride height via ECAS (Electronically Controlled Air Suspension).

The standard fit nine-speed ZF synchromesh manual is a pleasure to use. With a light effort and very positive shift feel this transmission uses an H-over-H pattern, with a switch on the side of the gear lever to shift between high and low ranges. Although not currently available, an automated transmission would be a welcome addition, enhancing its appeal to the many fleets that are now refining their buying preferences to include AMT or fully automatic transmissions.

The LF as tested was fitted with a 14-pallet curtainsider body manufactured by AusTruck bodies in Seaford, Victoria. A nice standard inclusion of DAF is the roof hat, which removes the need for an aftermarket air deflector or a nose cone ‘bubble’ to be fitted to the front of the body. As an option, DAF offers an adjustable height air deflector that would be useful to those who carry loads of varying height, such as a flat tray truck carrying general freight.

Opening the door to the LF, the driver is met with excellent seat access, including well-gripped, cascading steps with excellent grab handles. This is ideal for the type of work

typically done by these rigid vehicles as the driver is in and out of the truck numerous times per day unloading cargo. The standard fit, air sprung seat is aimed dimensionally at most drivers, but for those in the taller category some additional seat adjustment to gain further leg room would be beneficial.

Once mobile, it’s easy to appreciate this new DAF would be a very pleasant spot to spend one’s working day. The truck is quiet, the steering is light, and the gearshift and clutch actuation are first class.

A neat feature is the driver information system located in the dashboard. This monitors all aspects of the driver’s operation and provides instant feedback on economical and safe operation by providing an overall percentage score of the driver’s performance. This acts as an encouragement for drivers to do the right thing, as human nature is generally competitive and we always want to better our score!

Out on the open road, the little DAF makes easy progress with an excellent ride quality, while aerodynamically the design gets the thumbs up for the near absence of any wind or engine noise, making for a very pleasant drive. The only gripe here being the lack of bottle or cup holders, now standard fit on almost all other vehicles.

Overall, the new DAF LF 6x2 is an impressive package. With the backing and support of Australia’s biggest selling heavy truck manufacturer, and the associated dealer parts and service network, coupled with the lift-up pusher lazy axle, the DAF would be a wise choice for any operator looking for a vehicle in this segment.

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