Trucking took a right-hand drive DAF XG480 out for a day and a night to see if the bigger cab really does make a difference…

Good things come to those who wait. After years of mickey-taking from some journals and drivers about how old the DAF XF cab was, it’s finally been replaced.

The new models – a new XF, the XG and the XG+ – were launched last year. A ride-and-drive event in Spain was our first chance to sample the trucks (Trucking, November 2021), but they tend to be shorter trips – and of course in European models spec’d for left-hand drive. What Trucking really wanted was a long stint in a right-hand drive model in the UK. And in late March, we got just that.

First up, a massive amount of praise to DAF for the truck we had. It wasn’t the all-singing, all-dancing XG+ with 530 bhp engine, leather seats and every option box ticked. It was an XG480 with a standard interior spec – the kind of truck that realistically is going to be the more (if not most) popular deals agreed by the salesmen.

The XG+530 may be the truck owner-drivers and small fleets want the most, but typical fleet operators will most probably go for the XF480 or possibly the XG480.

For our test, we were given an XG with middle-of-the-range MX13 engine delivering 480 bhp and a pretty standard interior with cloth trim.

But as well as giving it a decent 170-mile workout over all manner of UK roads, we also had a night sleeping in it. So many drivers sleep in their cabs, so knowing what kind of night you can expect to have when parked is just as important as how the vehicle handles on the A34.

Technical overview

Before we get onto the specifics of this truck, a brief reminder of the new vehicles DAF unveiled last year. The ‘entry level’ model is the XF, which is pretty much the same in size and spec as an XF Space Cab today. It’s a high-roof sleeper and will appeal to fleets and those whose drivers are doing odd nights out, but not necessarily tramping.

It is 16 cm longer than the outgoing XF cab due to its bigger front end. There is currently no flat-roof version, although DAF has hinted this might not always be the case.

Next is the XG, and this is the game-changer. The XG offers 33 cm extra length over the 2017 XF models. Crucially, that means the bed is wider – its width is now 80 cm, the same as a standard single bed you’d have at home. The extra cab length is thanks to new dimensions for HGVs adopted by the EU in September 2020 (and finally signed off in the now-divorced UK in February of this year).

The new dimensions allow longer cabs to enable manufacturers to make their vehicles more aerodynamic and have better crumple zones. But while DAF has done both of those, it has also exploited the extra length to allow a longer, usable cab for the driver. We are not talking US-style huge sleeping areas, but the extra length is very noticeable – especially inside.

Then there is the XG+, which is the same length as the XG, but higher by a good few cm. Interestingly, the XG is as high as the older Super Space Cab, so you get an idea of how cavernous the XG+ is! It’s massive.

The drivelines are pretty much as they were before. For tractor units, you can choose the 10-8-litre MX11 straight-six at 410 and 450 bhp, or the 12.9-litre MX13 at 430, 480 and 530 bhp. But there have been more tweaks to the engines, especially in upping the all-important torque ratings.

Understandably, DAF is still refusing to break the 600 bhp barrier, although many hauliers have hinted 560, 570 or 580 bhp output would win it a few more orders. If there was an XG+580, it would sell – no question.

Axle options

The truck we had was an XG480 FTG, which means it has a non-steering midlift axle and will likely be DAF’s best seller. XF, XG and XG+ models are available with a small midlift (FTP), a rear tag (FTR), a rear-steer tag (FTN), or a twin-tyred rear tag (FTS), as well as a 4×2 (FT) of course. The FT can also be a low-height spec. Following later this year will be 6×4 and 8x4s.

The engine in our truck was an MX13 delivering 483 bhp at 1600 rpm, and 2500 Nm of torque between 900-1125 rpm. It meets Euro 6D emission regulations. The gearbox is an automated TraXon 12-speed. Some drivers have been critical of this ’box, citing it as unresponsive and slow to change gears; but DAF says it is much improved.

It is fitted with a manoeuvring mode for maximum power control which, if selected, means the clutch engages gradually and proportionally to the accelerator pedal, which helps smooth out gearchanges.

The truck has a three-stage engine brake which is also much improved and far more effective than before. The tyres were 315/70R22.5 throughout and the front axle was the typical rating of 8000 kg, with an 11,500 kg drive axle and a 6500 kg non-steering midlift centre axle.

And the other big highlight of the new truck was DAF’s Digital Vision System (DVS), which replaces the wing mirrors. The obvious question is: will it be better an Merc’s pioneering MirrorCam? We’ll get to that shortly…

On the road

To say we were keen to get behind the wheel of an RHD New DAF XG was an understatement. It was, at last, a chance to see what these trucks are like on UK roads, and to a UK spec. But also, we were keen to see how DAF’s DVS fared.

The new XF/XG models have a tough act to follow because despite their age, the outgoing XF is still a widely regarded truck, popular with drivers and operators alike. But by starting with the clichéd ‘blank sheet of paper’, DAF has been able to address the shortcomings of the old model.

You see this the moment you enter the cab via its three steps. For a start, the steering wheel has a useful adjustable movement; something that was not the case on the old truck. You can fold it well out of the way to make entry and exit easier. Of course, this is nothing new – other manufacturers have been offering this for several years. Now DAF has caught up.

The driving position is certainly comfortable enough. The dash has been upgraded and is more user friendly. It’s a digital dash, with a choice of settings to suit different drivers. It’s not quite the same as the Merc, but it is excellent and also feels more like a dash than a tablet. The steering wheel now has more buttons that are of use to the driver, reducing the need to take your hands off the wheel. It’s especially easy to set the cruise control.

Visibility from the large, curved windscreen is superb. It’s some 33 per cent bigger than the current XF’s, which gives the driver a vastly superior view of the road and gives the truck a Direct Vision Standard rating of three stars, even without a passenger door window.

Ride & handling 

The ride quality of the XG480 is superb. Steering is much improved. We often found the old DAFs had a bit of give (or rattle) in the steering column, but we found no such thing on this drive. The truck went exactly where we wanted and expected it to.

On single-carriageway roads with plenty of bends, it was a dream to drive. It never ran away from us when going down hills, and the descent of the two-mile Stokenchurch hill was extremely comfortable, even fully loaded, thanks to the improved engine brake.

The route we took from DAF’s base at Haddenham was the A418 to Oxford, skirting round the university city to take the A420 towards Swindon, and then onto the M4 at Junction 13 to the Chippenham Pitstop for a lunch break.

The return was along the M4 to Reading, then up the A404 bypassing Marlow to join with the M40 for a couple of junctions before heading off for some cross-country driving back to Haddenham – a good workout for the truck, and the driver.

We weren’t doing a fuel test, but we did happen to notice on the stretch along the M4 on the return, the dash was showing an incredible 14.75 mpg. Early reports from operators suggest the new models are indeed delivering sizable improvements in fuel consumption.

Of course, it’s horses for courses and no two drives are the same; but if you can get 12 or 13 mpg consistently from motorway driving with the new models, any operator will be over the moon with that.

Overnight

After a decent stint behind the wheel, it was time to bed down for the night. First up, the ambience inside the cab was amazing. Remember, this is fleet-spec with cloth seats (which some prefer, although leather seats are easier to clean), but the quality was top rate.

This was a lovely place to work. The XG is slightly lower in overall height than the XG+, but still pretty much the same height as a current Super Space Cab. It is, however, the same height off the ground as an XG+. This means a tall person of over 6 ft can easily stand up to get changed.

There is the slightest of engine humps (just 5 cm), so nothing to worry about. Some drivers don’t like completely flat floors because of dirt and dropped pens or whatever rolling around. This cab oozes class and it’s a definite improvement on the outgoing models. Moving around the cab is dead easy.

We’d recommend when you park up for the night, you spend a few minutes ‘rearranging’ the furniture to make optimum use of the space. Both seats swivel, which creates a lounge-type feel in the cab – the vast amount of room opens up even more.

However, make sure you then push the seats back as far as they will go and keep them relatively upright. This not only maximises space, but also allows access to the under-bunk fridge and/or freezer. If you don’t push the seats back, we found they won’t slide out fully!

There is a pull-out table for your laptop or free-standing TV, but it’s also usable to prepare and eat food. Unlike on some other trucks, this table is actually sturdy.

Interior lighting is excellent and can be adjusted to suit your tastes. Maybe you want full lighting to do some work, or mood lighting to watch telly, or fading lighting to nod-off to. It’s all possible with this new system.

Good night’s sleep

The bed is superb and after a long day behind the wheel, having a mattress as comfortable and flexible as this is a dream come true. It’s very thick, but also has a mattress topper which makes it even more luxurious. The bed is adjustable via two buttons on the frame; it’s a bit like a hospital bed, as you can angle it. This makes watching telly even better if, like many drivers, you have a TV fixed to the side wall of the cab. It makes it like a lounger and it’s great for a power nap, a TV session, or if you just prefer a bit of height at one end when you sleep.

Once we’d settled in for the night, it was time to get some shut-eye. Despite being the last day of March, it was a bitterly cold night and the night heater did its job – a bit too well, as it happens, as by 2 am we were being cooked alive. So we tried to turn it down, but only succeeded in turning it off, such that two hours later we woke up freezing! The heater controls were on the dash, but due to a software issue there was no way to turn the heart on, off, up or down using the panel by the bed.

We won’t criticise the DAF for that; but if you buy one, make sure you can do all of those things. The bed itself was incredibly comfortable to sleep on and honestly, if we could have unscrewed it and taken it home, we would have.

Overall, this cab is a million times better than the old Super Space, and probably the best currently on the market. It’s roomy, well-thought-out and the quality is exemplary. It’s a great place to work, and an even better place to live in.

DAF Digital Vision System

One of the best new features on the XG has to be the Digital Vision System. We’re fans of digital mirrors. We agree they are not perfect, but neither are traditional wing mirrors – and we feel digital mirrors have more pluses than minuses.

On the DAF, they are superb. The images are clear, the screens are a sensible size and well positioned and, unlike Mercedes, all mirrors have been replaced – including the front and door mirrors. DVS comes into its own when reversing, especially while turning – for example, during those tricky and tight manoeuvres onto loading bays.

Merc, MAN, DAF and Scania have all now shown off their new systems (Iveco and Renault have pretty much confirmed they are on the way). This just leaves Volvo, which is kind of ironic given the Swedish manufacturer’s reputation as a leader in safety innovations.

Of course, digital mirrors take a bit of getting used to, but they are the future – and it feels like DAF has got it right with this system.

VERDICT

It’s obvious there were only so many makeovers and facelifts DAF could get away with on the old Cabtec cab. It was still good, but the competition had all overtaken it – including those brands which DAF would be traditionally more likely to be vying with for market share.

DAF is the first truck manufacturer to exploit the change in cab dimension legislation. Already the truck is selling well and the reports we’ve seen from drivers suggest most are happy.

DAF has improved every aspect of the design. Its decision to go with digital mirrors is the right one. Its dash is better thought out and much easier to use. The XG handles well, performs well, and it is a high-spec truck with excellent build quality. It’s appearance might take a bit of getting used to, but we’ve already seen some painted in nice liveries and they look the part.

Add in DAF’s excellent dealer network and superb back-up, plus excellent fuel returns, and it’s impossible to see how this truck will not keep the manufacturer at the top of the UK sales charts for several years to come.

This truck is truly superb.

Likes:
+ The superb bed!
+ Digital Vision System
+ Improved fascia
+ Lots of storage space

Dislikes:
–  Lack of a 580 bhp model

SPECIFICATION

Model: DAF XG480 FTG
Design GCW: 44,000 kg
Chassis: 3950 mm wheelbase
Front axle: 8000 kg capacity
Rear axle: 11,500 kg (drive), 6500 (midlift), 2.21:1 ratio. 315/70R22 tyres
Gearbox: TraXon 12TX 2210 DD automated 12-speed
Engine: MX13 12.8-litre six-cylinder EGR
Max power: 483 bhp @ 1600 rpm
Max torque: 2500 Nm @ 900-1125 rpm
Cab: XG high-roof sleeper

As part of a recent range overhaul, the new Iveco X-WAY construction chassis models are now available for UK operators. Trucking takes a traditional eight-legger out for a spin to see if it offers much improvement its predecessor.

The demand for competent eight-wheel tippers that are as comfortable operating off-road as much as they are on the tarmac is heating up. With HS2 construction in full swing and set to continue for several years yet, these versatile tippers are going to be even more in demand.

Beefed-up chassis are not just suitable for tippers – they are useful for tankers, vacuum tankers, fuel tankers and a host of other applications that can use the tried-and-tested 8×4.

It’s a sector where all manufacturers have a range of products, many of them recently upgraded and the product range enhanced or overhauled. There’s Merc’s Arocs, Scania’s XT, Volvo’s FMX, Renault’s Range K – and MAN and DAF have similar models; they just don’t give them a different badge. And then there is the subject of this road test: the Iveco X-WAY.

This truck is one of the newest on the forecourts. The name is a tad misleading, as X-WAY was used for the outgoing models with the Stralis AT cab. However, the truck we have tested here features the new narrow version of the S-WAY cab. It is most definitely the new model range – and in fact, we are the first to have an extended drive of it.

Technical overview: Iveco X-WAY

The truck we had charge of was an Iveco X-WAY 480 8×4 tipper with the 11.1-litre Cursor 11 Euro 6d engine rated at 480 bhp and offering a hefty 2300 Nm of torque. It had a 12-speed automated ZF Hi-Tronix gearbox.

The cab was the narrow 2300 mm wide AD day variant, but the X-WAY can be specified with this in AT sleeper and high-roof sleeper versions, as well as the full-width 2500 mm AS cab – again with either of the two sleeper choices.

This is not the most powerful engine in the X-WAY range, as the Cursor 9 8.7-litre engine is available in 330, 360, 400 bhp, plus there are 420 and 460 bhp versions of this 11.1-litre engine.

Finally, the big Cursor 13 12.9-litre engine at 510 and 570 bhp are options – and presumably the recently announced 490 and 530 bhp options that have just been added to the range.

Not all of those will be of interest to 8×4 tipper operators, but those are the choices across the whole X-WAY range. It should be stressed and there are limitations – for example, the Cursor 13 is only available with the wide AS cab, the Cursor 11 with the AT, AT and AD cab, and the AT and AD cabs are the only options for the smallest engine. In fairness, there is enough overlap in the range to get the cab and power any operator would want.

There are 16-speed automatic ’boxes available on the Cursor 13 models, while a 16-speed manual can be spec’d for the Cursor 9 and 11 models with their relevant cab choices, should anyone want one. Some of the gearbox choices are dependent on the rear axle – be they single reduction or hub reduction.

The wheelbase on our truck was 5020 mm with a double-drive rear bogie with parabolic suspension at front and rear. Each front axle is rated at 8000 kg and the rear bogie at 17,000 kg. Brakes were discs all round.

The Iveco X-WAY range is also available as a 4×2, 6×2, 6×4, 8×2 and 8×4 tridem rigids, plus 4×2 and 6×4 tractor units.

On the road

Being so new, the truck had only just arrived at Iveco’s Dunstable facility – so sadly we were unable to have it loaded. That showed, as with 480 bhp under the cab and weighing in a little over 10 tonnes all in, it literally flew until the speed limiter kicked in.

We have seen a tendency for tipper operators – like other sectors – to be slowly creeping up the power stakes. Where 360 was once the norm, that is certainly not the case now, with 400-430 bhp now favoured instead. Even then, we are seeing 450 and even 500 bhp engines specified by some hauliers.

Personally, 480 bhp is overkill and the optimum model would be the 420 bhp – or if you’re paid by the kilo, then the 400 bhp version of the Cursor 9 will optimise earning potential even further.

A lot depends on the actual work you are doing. These kinds of trucks are aimed at hauliers who spend the vast majority of their mileage – say, 80 or 90 per cent – on the tarmac, but have to go off-road onto construction sites to load and unload. They are still likely to do plenty of motorway or A-road driving, so a bit of grunt is understandable.

It is worth pointing out that for more extreme off-road work, the new Iveco T-WAY has just been launched. However, we can’t see that being a massive seller in the UK – and we Iveco may have the same viewpoint as, for some reason, it is [currently at least] not available with the Cursor 11 options.

The route we took was a bit of motorway driving on the nearby M1, then some much more demanding country roads. You might think that’s not the sort of terrain you expect eight-leggers to be on, but if our trip was anything to go by, that couldn’t be further from the truth! We met lots of similar trucks on our drive – we can only assume some construction was going on nearby. Oh, yes – HS2.

But it gave us an ideal opportunity to see how the truck handled, albeit unloaded. Iveco’s new range is a big improvement on the outgoing Stralis. The eight-legger market has been a big part of its portfolio since the days of Magirus Deutz, and when the famous German brand was dropped, Iveco rook on the mantle with its Trakker models of various cab types – and they have been popular ever since.

But like so many sectors, it’s pretty cutthroat with all the major manufacturers offering on- and off-road 8×4 chassis. The demise of Hino in the UK has helped all the ‘big seven’ pick up more sales in this sector since Euro 6 became mandatory.

Quality drive

The Iveco X-WAY handled sublimely. It was easy to handle, and especially easy to bring to a stop when necessary. The engine brake was superb, as we have come to expect for Ivecos. The steering was light and effortless, and the truck was so easy to drive; almost relaxing. It’s quite manoeuvrable as well for what is such a traditionally cumbersome chassis arrangement.

At one point we encountered some nose-to-tail, barely moving traffic, and it was sensible to do a three-point turn at an adjacent junction. In this manoeuvre, the truck was excellent – other vehicles may have needed an extra shunt.

As we mentioned, this truck has plenty of power; and while that might be ideal if you’re operating a lot in the Highlands, Pennines, Lake District or indeed anywhere with hills, then it’s probably more power than you’ll ever need. If your work can handle it, the 400 bhp Cursor 9 is a good compromise to save on fuel bills.

That said, while there might not too many ‘just in time’ and time-sensitive jobs we can think of in tipper work, if you are doing lots of short repeat runs, a minute or two off each trip thanks to better acceleration might actually mean you can cram in an extra trip a day. In this respect, having some extra oomph could be worth thinking about.

The dash is clear and functional, and while it lacks some of the ‘wow’ factor of some of its competitors, it’s not really an issue for this market. The gearbox buttons are easy to use and the new ignition key set-up is very ‘car-like’.

Verdict: Iveco X-WAY

Iveco’s new product is a vast improvement on the outgoing, noticeably dated Stralis models – and that has certainly been proven by the new S-WAY for general haulage. Tippers present a different proposition: they don’t do the same level of mileage, but they need to be sturdy and up to the job.

But also, they need to be profitable. Iveco has always had a reputation for great payloads, and in that respect the Iveco X-WAY really ticks the boxes. It is a good weight and has a wide variety of engine, gearbox, cab and axle options, so it should be easy to get the truck that best suits your business.

The days of dodgy build quality on the brand are long gone. The dealer back-up is not the most comprehensive and, as we have said so many times before, this could be an important factor.

But judging this truck on its own merits, it’s really nice to drive, it’s durable and, if spec’d correctly, it will most certainly be profitable.

Iveco has upped its game with its latest tractor units, with operators offered a choice of diesel or gas engines alongside a wealth of other upgrades and improvements aimed to make S-WAY stand tall alongside its competition.

Iveco was one of the first manufacturers to focus not just on the purchase price of a truck, but on the total cost of ownership (TCO). Now as the company’s long-serving Stralis moves aside for the new S-WAY, Iveco claims to have brought a restyled method of dealing with its customers to complement its newly restyled cab.

At a recent press conference, Gerrit Marx, president of commercial and speciality vehicles at Iveco, explained in full this renewed direction for the Italian company – and a significant factor of the direction is the joint venture between Iveco’s parent company Case New Holland (CNH) and electric vehicle developer Nikola. This strong co-operation between CNH and Nikola would seem to be a good fit and could well prove to be one of the most significant milestones in the move towards alternatively fuelled vehicles. This is an ongoing, developing project – and one that’s sure to gather pace in a relatively short time frame. We mention this in particular because it indicates why Iveco did not develop a completely new cab for the S-WAY – why would you when it is likely to change again soon?

Better by design

Nevertheless, we feel Iveco has done a worthy job on the styling and S-WAY is a good-looking truck. The new grille gives a contemporary profile and overall the exterior styling is neat and crisp, as well as being functional. This functionality delivers a 12 per cent reduction in aerodynamic drag, which Iveco claims can translate to a four per cent reduction in fuel consumption. This is attributed to the new cab profile, improved mirror assembly and other small enhancements – such as the entry steps covered when the door is shut, and some restyling of the roofline.

Iveco offers a choice of three different finishes for the multi-piece bumper which includes a step for the driver, and these can be carried around to match the truck’s sideskirts. Some thought has been invested in providing the driver with ample external storage lockers, which can provide up to 380 litres of space.

The S-WAY cab is available in three main configurations of the AS full sleeper; AT medium sleeper; and AD which is a low-roofed short cab. Both AT and AD are available in a narrower width option of 2300 mm. Similar options are available for Iveco’s X-WAY model, which is slightly more rugged and is aimed at operators whose work demands a more robust vehicle, such as those in the construction sector.

Once inside, the S-WAY’s interior layout has not changed dramatically from the Stralis – although this should not necessarily be viewed as a bad thing. When originally launched, Stralis was ahead of its time on many fronts, and the general upgrades since have managed to keep the cab modern and meet drivers’ needs. While it may not appear to be the largest cab on the road, S-WAY is somewhat deceptive and the internal floor-to-roof height of 2150 mm offers the driver a good sense of space.

Although many of the other improvements are relatively minor, the list is extensive and includes: full LED lighting inside and out, improved internal storage, USB connectors, a central locking security system, enlarged roof hatch, a swivel passenger seat, nighttime control panel, and an integrated pull-out table. 

Other options include a selection of internal fridges with capacities up to 100 litres, and most of the comfort functions can be controlled via the MYIVECO driver’s app.

It was encouraging to discover some previous issues around the fit and finish of materials and components seem to have been addressed and significantly improved. Iveco also announced we can expect further upgrades in the near future, including a MirrorCam-style system with a recording capability.

NP priorities

In terms of alternative fuels, Iveco has to some degree ploughed a lonely furrow for many years; and while some manufacturers investigated the benefits of gas, they subsequently chose other directions. Iveco opted to continue with gas power, and believes it is now beginning to reap the rewards of developing its Natural Power (NP) range.

Iveco has invested heavily in a comprehensive development project that covers all aspects of producing real-world alternative fuelled trucks. These include improved fuel gauges with an accuracy tolerance of +/-3 per cent, new wheelbases to accommodate more tanks, and improved methods of locating gas tanks on the trucks to maximise capacity (especially for 6x2s) – with Iveco claiming S-WAY is the undisputed sustainable leader in long-haul transport.

By selecting the correct capacity gas tanks, S-WAY NP can achieve a range of 1600 km on one fill with a 4×2 tractor and semi-trailer combination. This does make the option of gas a more realistic proposition for many operators.

S-WAY is available with a choice of eight power options from Iveco’s Cursor 9, 11 and 13-litre diesels. In addition, Cursor 9 and 13 NP gas units offer a further choice of three power ratings. The diesels deliver from 330 to 570 bhp and torque from 1400 to 2500 Nm. The Cursor 9 and 13 gas units deliver 340, 400 and 460 bhp with 1500 to 2000 Nm torque. These engines are all matched to Iveco’s 12-speed Hi-Tronix transmission.

On the road

For our drive from the Fiat PowerTrain headquarters at the Industrial Village in Turin towards Mont Blanc, we chose the 480 bhp S-WAY with Cursor 11 diesel for the outward leg, and the 460 Cursor 13 CNG on the return. We found there was little if any difference between the performance of the gas or diesel truck.

However, what both S-WAYs deliver over the outgoing Stralis is a significantly quieter, smoother and more refined experience for the driver, which we feel will translate into an improved experience for the operator. One highlight in the area of road safety is Iveco claims a 15 per cent reduction in braking distance with S-WAY. We would agree in so far that we found the ride, comfort and handling of S-WAY to be good and the braking was even and well balanced.

Iveco has joined other manufacturers with a full suite of on-board technology, and now offers systems such as Hi-Cruise GPS which integrates Predictive Cruise Control, EcoRoll and Predictive Gear Shifting systems to deliver improved efficiencies for the operator. All of which can be monitored through the Iveco Driving Style Evaluation (DSE) system. DSE can generate reports on vehicle performance and driver behaviour, and if required will suggest areas of operation where improvements can be made.

While some questioned Iveco’s focus on gas as an alternative to diesel, the company has to date delivered over 35,000 gas-powered units to a wide variety of customers. In response to this criticism, Marx feels that “if you don’t have a gas offering for your customers, you won’t like gas and you will believe it won’t work”. He is sure that “for the newer (Facebook) generation, diesel does not have a future” – though in his opinion he believes “batteries are a chemical nightmare”. Nevertheless, he states “diesel will be with us for a while”.

Marx continues: “In reality, we are moving towards hydrogen as the only real alternative to fossil fuels. It is recognised as the only sustainable way to store energy.” However, that is as yet a long way off and natural power is the bridge to bring us there, and he states the popularity of gas is increasing quite dramatically. In 2018 there were 150 LNG stations in Europe; today in 2019 there are 230.

Also, Marx says the new vehicle emission standards being introduced in 2025, and set for further revision before implementation in 2030, will change the landscape dramatically. Although his outlook on this is positive, and he welcomes the challenge: “We did it with LNG and CNG and we will do it again.”

Stronger links

Recently all vehicle presentations will at some point touch on the subject of connectivity. Marx says that by 2020, 90 per cent of all European heavy-duty trucks will be connected. Iveco is keen to point out it will not charge operators who use its connected data systems, which can generate some useful information on the status of a haulier’s vehicles.

What is equally important is that with Iveco, the operators will ‘own’ the data generated by their connected vehicles. This, Iveco says, is highly important and it would seem is not always the case with other manufacturers who charge for the service.

It may have appeared that Iveco had gone somewhat quiet in recent times, and there may have been some truth in that. However, it would seem the company was simply taking stock and assessing the many changes that have occurred within the industry – and within society.

This has brought about the new S-WAY, and with the new truck there is a renewed sense of purpose with the company and a new sense of direction. “With S-WAY, we are closing the innovation cycle,” Marx says, “but we are also at the beginning of the next cycle.

Can you make a case for a Volvo FH13 as a 4×2 tractor for 32-tonne work? We need a bit of convincing that the sums will stack up and it truly is the right truck…

With Volvo having finally unveiled its new FM range, we’d normally have been champing at the bit to get our hands on the new distribution truck for a lengthy drive. But yes, you’ve guessed it: the coronavirus pandemic has put paid to that for the time being.

With all road testing currently still on hold and us hacks confined to barracks, it seems a good opportunity to look at another option. Volvo has recent been plugging for the 28/32-tonne four-axle urban delivery solution – the FH as a 4×2 flat-roof sleeper with the smallest output of its DK13 12.8-litre engine at 420 bhp.

So this Driven is strange, because this is a truck we have to admit has left us scratching our heads at, wondering what exactly it is for. Yes, it will do the job, and very well at that, but deep down we have reservations about it being the solution many hauliers will actually want.

The way we see it is, this truck sits between two clear solutions. The ‘worry about the resale’ operator who specs a high-roof 6×2 regardless of whether they actually need it, purely so it has a better resale value and an easier sell on. Or the ‘this is the truck I actually need’ operator who is more concerned more about their own operational requirements and not someone else’s later on down the line.

For the former, they really want an FH with the 460 or 500 bhp engine and a mid-lift – be it standard size or small wheel. For the latter, they really need a simple FM with the 11-litre engine at 410 or possibly 450 bhp, and with a basic single-bunk sleeper. 

But this FH sits smack in between. It neither has the sell-on appeal of the bigger FH, nor the lighter weight and cheaper price of the FM. It’s hard to see what the market for a flat-roof FH13 4×2 tractor will be, especially when compared with the other types of trucks mentioned.

Technical overview

This FH – which Volvo calls a ‘Fuel Saver’ fleet-only tractor – has a single sleeper cab and the specification is clearly aimed at urban distribution and supermarkets. 

We’ve often queried why Volvo has never offered its 11-litre engine in the FH range, and let’s face it, this truck would have been perfect with lighter engine at 410 bhp. But it’s not an option and we doubt it ever will be.

So the truck has the lowest powered variant of the D13K engine. Volvo is not as flexible as Scania in offering more choice in its range, and it doesn’t yet build the exact truck the customer wants. But that is its choice, and no amount of ‘comments’ from magazine testers is likely to change that any time soon.

V500 VTC is most definitely a bread-and-butter, no-frills truck, despite its striking yellow livery. It’s a simple 4×2 tractor with a flat roof and that single bunk – which may never be slept in other than for power naps by drivers bored rigid when stuck at an RDC, waiting to get unloaded or loaded.

Under the cab is the 420 bhp D13K engine which delivers those 420 horses at 1400-1800 rpm and offers a maximum of 2100 Nm of torque between 860-1400 rpm. The gearbox is Volvo’s popular and user-friendly AT2612F I-Shift 12-speed. The gear selector is buttons on the dash, which is a cleaner solution unlike the majority of FHs which had the gear ‘lever’ the left of the driver’s seat in the traditional position.

The wheelbase is 3700 mm on the medium-height chassis, and the truck has parabolic front suspension and air suspension on the rear, with an RSS1344D rear axle and a ratio of 2.47:1. Tyres on the front are 385/55R22.5 Michelin X Line Energy, with the similar 315/70R22.5 on the rear. Front axle capacity is 7.5 tonnes with a drive axle capacity of 11.5 tonnes.

Inside the cab is the basic cloth upholstery and a 33-litre under-bunk refrigerator – a nice extra even for a distribution truck. Media Pack with Navigation and Active Safety are both fitted, but the Visibility Package option has not been included. The fuel tank has a 405-litre capacity, while the AdBlue tank can hold 64 litres. A Jost air-operated sliding fifth wheel is fitted.

On the road

Although well capable of operating at 40 tonnes, that is not the market Volvo is pitching this truck at and accordingly it has the Volvo press fleet’s two-axle, rear-steer Krone trailer – again a perfect spec for town deliveries – giving a maximum gross weight of 32 tonnes.

Nowadays 400-450 bhp is a common power output, even for 28-tonne urban artics – you see many DAF CF410s, Scania P or G410s, Mercedes-Benz 1843s and their ilk on this work, so under the cab the FH is pretty much a match for any of them.

On the road, the FH certainly delivered as you’d expect. It has power to spare and handles exceptionally well indeed. It was a very relaxing drive. Unlike other FHs we have driven of late, we just had to take this motor for some town running – and with the rear-steer on the short 33 ft trailer, it is an exceptionally manoeuvrable outfit. The rise of the high street mini-marts as part of the portfolios of the big supermarket chains (hell, why don’t we just say Tesco metros?) sees many of these establishments served by artics. We are reluctant to call it an ‘urban artic’, as that conjours up images of draymen’s trucks – but we guess that’s probably the best description!

Town running also means there’s a lot more stop-start and a greater need to be ready for a brake application when someone – apparently oblivious to a bright yellow and black truck – simply walks out in front of you. The Active Safety feature is good in this respect.

Being high up has its advantages in terms of a better view of the road head when driving; but being lower down, as you would be in an FM, has a better sighting of the hazards that are more commonplace in towns: ie, people. Again, bearing that in mind, the FH seems to be a little over-specified.

Verdict

This was definitely an enjoyable truck to drive, and we agree the bigger cab makes it a better place for the driver to rest in than an FM when on their 45-minute compulsory break, or when held up for longer. But the fact remains the work this kind of vehicle will do is unlikely to include many, if indeed any nights out. Although we guess it’s nice to know a bunk is there should you want a nap, or just for the extra room to put your bags and stuff.

Also, we also agree day cabs have few advantages even for this work, and sleeper cabs offer many other bonuses. Most of all, they are easier to sell on; but also if a new job comes your way where a sleeper is needed, then you have it. And as the coronavirus has highlighted, if your regular ‘day only’ work dries up and you need to diversify, you already have a sleeper should replacement work necessitate it. Finally, if your driver were to be stranded, say due to bad weather or any other reason, they have the chance to at least bed down until it’s clear to crack on. Yes, we are a big fan of sleepers for any artic.

As nice as the FH on test here is, the question is would you really want an FH for town distribution? Having three steps and a higher cab floor makes it more of a hassle to get in and out, which may become a bit annoying after a while.

The FH is also more than likely to cost more compared with an FM, and it has an obvious weight penalty over the smaller model. We would argue for 28/32-tonne town deliveries, an FM is much better and even an FM Globetrotter would be better for the driver than a flat-roof FH.

The residuals might be better for the FH, but there will probably be less of a queue to buy it compared with an FM. An even then, overall TCO might still favour the smaller truck.

But they say there’s a driver shortage and a bigger cab will woo more drivers. In this market, we don’t really buy that argument – the best way to woo drivers is via their paypacket.

In short then, there’s nothing at all wrong with this FH. It’s a great truck and it will do a great job, and your drivers should like it. But we think there are better products in the Volvo portfolio for 28/32-tonne inner-urban distribution, and if we were ordering tractor units for this kind of operation, we’d be looking at the FM – or the CF, G-series, TGS, Hi-Way (or whatever Iveco calls its replacement) and so on.

In conclusion, the FH in this guise is a nice truck, but the wrong spec.

Likes:

• Volvo build quality
• Plenty of power
• Roomy cab
• Good dash

Dislikes

• An FM would be a better spec
• Resale options limited

Read our VOLVO FH Lite review…

MAN’s new flagship TGX is gunning for boosted driver acceptance with a new cab, boosted fuel efficiency and a host of other improvements. We take it for a test drive…

At the recent launch even at the Port of Bilbao, Spain, MAN had a number of TGX available to test drive. We took a 470 bhp tractor unit loaded to 32 tonnes for an hour’s tour of the city and its environs to get a feel for how it performs.

Climbing into the cab, the access steps are now recessed into a stairway (saving your shins), and we spotted a set of buttons on bottom of driver’s door which enables control of hazard lights, adjustment of manoeuvring lights etc without having to climb up into cab. A useful touch.

The new driving position is comfortable – at 6 ft 4 inches tall, we appreciated the extra level of adjustment in the steering column and driver’s seat. But annoyingly, there’s nowhere obvious to put your phone. We suppose the idea is to hook it in via Bluetooth and stick it in a drawer – but in such a high-tech digital cab, the omission of a dedicated holder or induction charging pad is a missed opportunity.

Once strapped in, we navigated out of the Bilbao Exhibition Centre and headed for the main highway – and were struck at once by how light the steering is. It took no effort at all to weave the unit around the roundabouts, curving access roads and out into the main lanes leading out of town.

In fact, the steering may well be a touch too light for our tastes; once we were up to 90 kmh on the highway, the TGX felt a bit twitchy on the bends. We’ll see how it fares once we have a longer test drive.

Bilbao is mountainous and we were frequently climbing long, sweeping hills. The 470 bhp D26 six-cylinder lump behaved well at 32 tonnes. With nearly 15 bhp per tonne, it mostly took the climbs in its stride – though we laboured a bit on some of the steeper roads with the transmission in Efficiency mode. However, setting the fast-changing TraXon gearbox to Performance mode smoothed things out.

Visibility in the new cab is much better than outgoing models. We were particularly impressed with the new mirrors. These have been repositioned slightly backwards, and the space between cluster and truck has been opened up to remove the blindspot that plagued previous-gen TGs.

Similar to our experience with the New Actros, the digital dashboard took no time at all to get used to. Controls on the steering wheel are intuitive, and we reckon MAN is onto a winner with the new SmartSelect dial. It’s excellent – the wrist rest makes it very comfortable to use while driving, and not having to move our hand to poke at the screen meant our eyes remained on the road for much longer. It’s also really zippy, with no hint of lag.

We were told our big TGX was loaded with new safety kit, such as the Lane Change Assist which pulls the truck back into lane if it should start to drift, and a new Turn Assist which can alert the driver to pedestrians, cyclists or vehicles alongside the truck when changing lanes or overtaking. Sadly, these weren’t operating in our test vehicle so we’ll be sure to test them out next time.

We came away impressed with the new TGX. It’s comfortable, quiet and very much designed with the driver in mind. Long-term MAN fans will be pleased – and we reckon the new cab will do much to convince nay-sayers of the step-up in quality and usability.

DAF’s lightweight FTP chassis puts its emphasis squarely on maximum payload. The 6×2 set-up with lightweight pusher axle has been carefully pared down to help hauliers achieve the most bang for their buck – so it’s not surprising the configuration has found prominence on more than a few big-name fleets.

Back in May, Turners of Soham broke DAF records by putting its 800th FTP on the road. The Cambridgeshire-based firm is the one of the biggest FTP operators in the world, reckons DAF, and the chassis has been described as “probably the best lightweight truck ever” by Turner’s group fleet engineer, Tim King. Strong words indeed.

FTP was a relatively new concept when it first launched. With a smaller 17.5 inch wheel on the second axle that only drops when laden, it provides up to 480 kg of extra payload compared to an XF FTG 6×2 twin-steer tractor, plus enables larger fuel tanks to be fitted. Initially, it looked like the only main drawback was operators spec’ing FTP would have to keep an extra set of smaller tyres in the yard.

But there were some early problems. Firstly, some hauliers reported issues with axles after they were incorrectly rebuilt to take the smaller wheels by some third-party fitters. Secondly, some drivers just didn’t like the way they looked.

The first problem is now well and truly sorted, reckons DAF. “Our latest range of Euro 6 axles are a different ballgame,” the Dutch manufacturer’s product marketing manager, James Turner, tells us. These have been redesigned with a completely different structure, he explains, which has eradicated the problems experienced by some of FTP’s early adopters.

But the aesthetics issue is ongoing. A smaller wheel on the leading rear axle can rub drivers up the wrong way. It’s possible to mitigate it by fitting sideskirts, though this isn’t something DAF offers from the factory. But when you’re a cost-conscious big-fleet operator, chances are the bottom-line benefits will shout louder than driver preference.

FTP can be spec’d with engine options to suit most applications, ranging from the smaller displacement 10.8-litre MX-11 at 449 bhp and 2300 Nm maximum torque, to larger 12.9-litre MX-13 powerplants delivering 428, 483 and 530 bhp (at 2300, 2500 and 2600 Nm torque respectively).

The engines can be mated to 12- or 16-speed TraXon automated transmissions (though a 16-speed manual is still offered for those who prefer stirring the stick). Eco Fuel mode is the default shifting strategy for the auto ’boxes, which prioritises fuel economy over performance – though an Eco Performance mode can be optioned if a more balanced point between economy and drivability is preferred.

Test spec

Recently, we were offered the opportunity to take an XF480 FTP for a test drive around leafy Berkshire to see how the lightweight chassis performed. Loaded to 41 tonnes, the tractor unit was coupled to a Tiger Trailers tri-axle box and had been filled with cleaner-burning HVO (hydrotreated vegetable oils) instead of diesel, as is DAF’s current policy (see boxout for more on this ‘drop-in’ alternative fuel).

Our test truck’s configuration can’t quite be described as ‘no frills’, but it isn’t far off. There’s no sun visor, no beacons, no air horns, and not a spotlight or top light to be seen. In short, anything that could adversely affect aerodynamics had been jettisoned.

In typical press test fashion, the interior of the Space Cab had been lavished with some luxuries to make the driver’s life a bit more comfortable. An Exclusive trim level provides brown panelling and highlights, leather steering wheel, leather door covering, leather seats with arm rest and Xtra leather air passenger seat, and we had a decent sized 42-litre fridge. The lower bunk was also rocking an Xtra Comfort mattress for a better night’s sleep.

It makes for a very nice driving and living environment, though we’re aware the majority of drivers will likely find themselves with a lower-spec interior to work in (and we’d actually prefer cloth seats any day of the week). But to its credit, even DAF’s base spec is pretty comfortable and well-built in our experience.

On the road

Our drive kicked off on a sunny Monday morning at DAF’s new UK headquarters in Haddenham. Our aim was to take a decent mixed route through Berkshire, taking in rural and semi-rural A-roads, a few town centres and a bit of motorway cruising.

Rolling out of town, we picked up the A418 headed to Aylesbury. After negotiating a few roundabouts in the town centre, we took the A413 to Buckingham. It’s a good road, if a bit twisty and narrow in places, but we found the FTP handled very well indeed. It gives a comfortable and positive ride, with good feedback through the wheel. The Space Cab makes for a quiet place to work, and all-round visibility is pretty good.

This XF was fitted with Predictive Cruise Control (PCC), which uses GPS to determine the exact position of the vehicle and automatically analyse the terrain conditions for the next 1-2 kilometres. We made extensive use of it on our drive and it behaved pretty much flawlessly, making predictive gear shifts to preempt the hills we encountered along the way, staying in higher gears for longer while climbing to eek out fuel economy.

From Buckingham, we took the A422 to Bicester, where we pulled out onto the M40 for a bit of motorway work. For most of the journey we were cruising at a steady 56 mph in the midday traffic, but spotting vehicles backed up near Stokenchurch, we pulled off onto the A40 to head back to Haddenham cross country.

At one point, the A40 follows a long, sweeping and particularly narrow single-lane descent – so the perfect place to flex the muscles of the XF’s powerful MX Engine Brake. While keeping a close eye on the overhanging branches trying to push us across the boundary marker, we managed to complete the descent without having to touch the service brakes – instead, we just flicked between stages on the stalk to keep us to a safe speed. A good effort at 41 tonnes.

With nearly 12 bhp per tonne to play with, the XF coped well around this fairly sedate region of the UK and we’d have been quite happy to motor along in the FTP all day long. Which wouldn’t have been much of a problem, as our test truck was fitted with twin fuel tanks of 605- and 325 litres. Compare this to the maximum 490 litres available on the regular FTG 6×2 chassis and it’s clear FTP has serious legs for long-haul (and in fairness, the twin tanks actually make the smaller wheels look a little better overall to our eyes).

Verdict

Proving once again that DAFs make great driver’s trucks, the lightweight FTP provided a positive and comfortable ride on our test. And it’s easy to see why some of the bigger operators continue to bolster their fleets with smaller-wheeled mid-lifts – not only do they perform well, but their extra payload and boosted operating range is a powerful draw.

They may not have quite the same visual appeal as an FTG chassis, but most bean-counters will be more than happy with skewing more towards economy than aesthetics. And if drivers really don’t like it, an aftermarket sideskirt kit can help sort things out.

HVO: A clean switch?

For operators looking to move away from diesel to a cleaner alternative fuel, HVO (hydrotreated vegetable oils) is perhaps the easiest switch to make. Produced using a range of waste products from the food processing industry (cooking oils, animal fats and other waste fats) or specially harvested crops such as palm and rapeseed oil, HVO offers a raft of environmentally sound benefits – and requires no special kit on the vehicle.

“Interest in, and awareness of, HVO has grown significantly over recent months,” DAF’s marketing manager, Phil Moon, tells us. “For operators looking to reduce their greenhouse gas emissions, HVO provides a solution that can deliver an immediate 90 per cent saving with minimal operational disruption, and with none of the complexities and uncertainties associated with biomethane – which is the only other fuel that comes close in terms of well-to-wheel carbon reduction.

“There is a cost premium for HVO over fossil diesel,” Moon continues, “but unlike gaseous alternatives there is no requirement for new vehicles, refuelling infrastructure or changes to maintenance. Some environmentally focused firms already recognise a value in being green and some business sectors are facing taxes based on their CO2 emissions. Operators also appreciate that with HVO, they can revert to diesel at any time.

“There is no real problem with availability, as there are stocks in the UK with suppliers able to deliver into existing on-site diesel tanks or into a self-contained bowser, which is what we do here at DAF,” he continues (DAF currently runs is demo fleet on HVO). “The cost premium over diesel will depend on an operator’s current diesel purchases, but 8-10 ppl would be a typical budget number,” Moon concludes.

DAF Driver Challenge

DAF is currently scouring the country to find the very best drivers as part of its UK Driver Challenge. Open to drivers in Great Britain and Ireland, the competition culminates in 2020 where a single driver from an elite group of 20 finalists will be crowned the best of the best after two days of gruelling tests at the Millbrook Proving Ground.

“Make no mistake, this is a challenge in the true sense of the word,” said DAF’s marketing man, Phil Moon. “Our 20 finalists must display exemplary levels of driving skill, road awareness and a deep understanding of the transport business. The winner can rightly claim to be the best of the best – regardless of the make and model of their own vehicle.”

To find out more information, head here.

SPECIFICATION

• Model: DAF XF480 FTP 6×2 tractor unit
• Design GVW/GCW: 23,900 kg / 44,000 kg
• Chassis: 4050 mm wheelbase
• Gearbox: TraXon 12-speed automated transmission, Eco Fuel programme
• Engine: 12.9-litre MX-13 355, Euro 6, MX Engine Brake
• Max power: 483 bhp @ 1600 rpm
• Max torque: 2500 Nm @ 900-1125 rpm
• Cab: Space Cab, air suspension
• Fuel tanks: Aluminium (1x 605-litre with step, 1x 325-litre)
• AdBlue tank: 90 litres
• Additional equipment: Alcoa Dura-Bright aluminium wheels

It’s still an unusual spec for the UK, but DAF’s CF440 FAQ tridem has much to offer for the right applications.

British tipper operators have never had it so good, with myriad options available to suit pretty much any configuration you could care to name. But where most eight-wheel vehicles offer robust off-road durability, manoeuvrability can be an issue for those who need to enter small farmyards, tight building sites, or pokey refuse locations.

Such operators may do well to look a tridem. Manoeuvrability is key with this spec, and drivers have found they can often get such vehicles into places where more traditional rear-steer eight-wheel rigids may struggle.

DAF introduced its Euro 6 CF FAQ tridem back in May 2014 and while it has gained some followers on these shores (waste glass recycler URM recently took delivery of a couple), take-up has been cautious. So the Dutch manufacturer has added a new CF440 FAQ 8×2 to its British demonstration fleet to give operators an opportunity to try a different kind of vehicle for their applications, rather than stick to a more standard eight-wheeler.

The FAQ has a leading rear axle, a driven rear axle and a steered trailing axle, meaning it can be threaded into tight spaces with relative ease. And of course, payload also receives a boost over FAQ’s smaller (yet similarly manoeuvrable) 26-tonne CF 6×4 FAT stablemate, which has been welcomed by firms engaged in refuse collection or shifting heavy containers.

When unladen, the axles can be lifted independently so it essentially becomes a 4×2, meaning operators can save on tyre scrub and brake wear.

Digging in

Traction isn’t quite as good as FAQ’s double-drive brethren, but there are some aids to boost off-road grip. Weight transfer is available so drivers can shift air from the lifting axle into the drive axle for a short time to add more downforce and help it dig in. The truck also has a mechanical diff lock, and the AS-Tronic automated transmission can be forced to allow for a bit more wheel slip during low-speed shunts. But there’s no ‘rocking’ function – we were told DAF did not adopt it to protect the vehicles from detrimental clutch wear.

DAF offers the FAQ as a chassis cab, leaving operators to spec bodies to suit their needs. The demo vehicle we drove had a compartmentalised Alibulk aluminium animal feed/woodchip body from Priden Engineering, Edbro CX13 single tipping ram and Barry Napper onboard weighing system.

“The FAQ is fairly unusual, and there are challenges that come along with trying to spec a demonstration vehicle – such as what body should we put on the back of it, what wheelbase etc,” DAF UK product marketing manager, James Turner, told Trucking when we went to pick up the FAQ for a test drive. “But reception has been very good. Orders have been placed off the back of customers driving it.”

In-cab comforts

Though we have a feeling most operators will opt for a less fancy spec, the FAQ demo’s Day cab includes an array of bells and whistles – and it’s a good example of just how far you can go with this model in terms of focusing on driver comfort.

We feel tipper drivers deserve a similar level of comfort to long-haulers. Take the demo truck’s leather seats – more durable cloth fabric might be a better match if drivers will be hopping in and out of the truck; but if they will be spending eight or nine hours a day in the cab, a bit of extra comfort is important. Regardless of material, the seats can ventilated for muggy days, heated for colder days and are generally very comfortable.

Under the hood

The FAQ we tried had a 400 bhp MX-11 engine and 12-speed AS-Tronic automated transmission with standard Eco programming. With Eco mode applied, the shifting strategy is adjusted towards fuel economy – meaning for the first 11 gears, engine torque is limited by 10 per cent. This, said DAF, is because to harness that extra bit of acceleration and vehicle speed, a disproportionate amount of fuel is wasted.

So even though the badge on the door says 440, the truck is really performing at 400 bhp. But thankfully, that ring-fenced power is still there if the driver requires and can be easily engaged via a switch on the stalk if they need to tackle some more demanding gradients.

Town & country

On our test drive loaded to 34 tonnes, we took the truck on a run around Oxfordshire on a mix of urban and rural A- and B-roads, and onto a busy industrial estate. Sadly, we didn’t have an opportunity to take it off-road, but our journey did emulate most of the usual conditions FAQ would encounter.

One of the first things we noted when threading our way around tight single-lane roads is manoeuvrability really is markedly better than a conventional eight-wheeler. The steered rear axle arrangement enabled the truck to follow a close line around the bends, and it took a few minutes of oversteering before we had properly adjusted.

DAFs have always been good drivers’ trucks, and the FAQ is no different in this respect. Even with Eco mode engaged, the 440 (well, 400) bhp engine didn’t break a sweat – though we did flick the power back on during a steep uphill climb around roadworks on our way out of the town centre.

And on descents, the three-stage MX engine brake held us confidently so the use of service brakes could be kept to a minimum.

In terms of comfort, the air-suspended Day cab is tried and trusted – though sadly, we can’t see many operators plumping for the added extras we enjoyed. Upgraded Xtra leather driver and passenger seats, walnut dash, leather steering wheel – it all makes for a plush environment in which to work.

Verdict

Hauliers who don’t mind sacrificing a bit of off-road traction for more payload and boosted manoeuvrability would do well to take a close look at the CF FAQ. It’s advantages are clear once you get behind the wheel, but the benefits really do depend on the application. Tridem would be of limited use for day-long on-site muck- or aggregates-shifting; but for less demanding feed delivery, refuse collection and container haulage, it makes a lot of sense.

We pity the fool that don’t appreciate the Renault Range T480’s blend of performance and driver appeal. “Fleet spec” doesn’t have to mean dull, suckers!

The Range T has been with us for almost five years. In that time, it has strengthened Renault’s reputation in the marketplace. The looks were pretty controversial at the time, but that was not helped at all by the decision to paint the launch trucks an appalling shade of green (brown?). There was a lot to like about the T’s predecessor the Premium, with the Optidriver auto ’box, powerful engines and fine handling winning quite a few people over. The downside was the cheap interior and an image well-entrenched in the less glamorous end of the market.

If there had been a Twitter competition to name the Premium, it would have been called ‘Fleety McFleetface’.

Those issues were sorted with the T – a larger 2.5 m wide cab offered much more space, and a higher quality interior, while still offering sharp steering and performance. We were delighted to be able to spend a week with one – a 480 bhp model with a couple of the Comfort option packs added. The standard Range T is quite basic, but this demo unit had options typical of what you’d find on a truck on long-distance operations such as the refrigerator, Bluetooth stereo and adaptive cruise control.

Be prepared

I had previously spent a day with a similar Range T back in 2016, where it outperformed the MAN TGX 480 by quite a margin. One thing I remembered was how complex the interfaces and button arrangements were on the T; there are even buttons – important ones at that – hidden on the rear of the steering wheel.

Keen to make sure I was prepared, I spent half an hour at Truckfest Scotland in the cab with Renault’s driver trainer Steve, who guided me through all the systems. Off the back of that, I had TEN pages of notes. Remember not so long ago at all, when “fleet” meant “simple”? Well, not any more. The Range T is bursting with clever technology. Whether many drivers have a clue as to how they use it, is another matter.

I’ll come back to the driver interfaces in a bit, but to begin with you’ll want to change the speedo display from kmh to mph. That should be done with the press of a button, right? Wrong. Using the roller wheel hiding on the rear of the wheel, go to ‘menu’, scroll to ‘settings’ and click, scroll to ‘units’ and click ‘imperial’. You may also want to enable Opti-roll at the same time. These settings are then saved by the lorry so it recognises your tacho card in future. It seems overly complicated, and explains why I overtake Ts which are displaying kmh (you can see the digital speedo through the window easily) – the drivers haven’t worked out how to change it!

Clean running

The T was to be deployed on my usual mix of work, mostly hauling flat-deck trailers throughout Scotland and England, moving wall cladding, bricks, concrete barriers and so on. My first job was to get it washed before we photographed it, and I reckon the T looks great in gleaming red. I’d personally paint the grille bars the same as the cab, but overall I think the design was probably a bit ahead of its time and is bedding in well now.

Packing my gear into the T was fairly easy. The optional upper bunk comes in handy, as it has a clever feature that folds the front lip upwards to the bunk so it can be used to store items tidily and securely. The fridge is a good size, but it’s wide, meaning when you pull it out, it takes up almost all of the floor space. It makes you wonder if they wouldn’t have been better raising the bunk and going for a squarer fridge with a storage box alongside it. The cab’s big enough to accommodate it.

Also, the floor above the engine tunnel is covered in a plastic that looks like it might be quite grippy, but it isn’t. I sat my holdall beside me with paperwork on top, and as soon as I turned right at the first roundabout the whole lot flew into the passenger footwell and I had to stop at the next motorway exit to retrieve it all. I also temporarily lost a footlong steak and cheese Subway in the same manner the following day (cue much swearing). You’re gonna have to get a carpet of some sort on the tunnel to prevent that.

Getting to know you

That aside, the T was very smooth and quiet on the motorway. On A-roads the Opti-driver software works seamlessly, responding well to light touches on the throttle. The driver’s seat offers plenty of adjustment, as does the steering column with its weird, flat steering wheel. A very relaxing drive. I only had to trunk a load of cladding up the road to begin with; you’d be hard pressed to know if there was even a load on. Maxing out a 10-hour card behind the wheel of a T is no hardship at all.

The following day saw more of the same, except this time I would be doing a night out after a trip down south. Again, the driving experience was spot-on; it’s hard to knock the T for driver appeal. The interior layout does come up short for the driver though; there’s a lot of little storage areas in the dash, ideal for coins, but there’s no big pull-out drawers or wide storage trays. And there’s only one cup holder and my thermal mug barely even fits in it. The new trucks I drove either side of the Range T were the Volvo FH and the Iveco Stralis and both have far better thought-out interiors. 

Having said that, I reckon the Renault bunk is excellent and the cab is well insulated too. I had to spend a night in the Walton Summit Industrial Estate one night, which is always jam-packed with trucks. I was late in getting parked up and managed to get just about the last space available. No matter; the T’s superb sleeping arrangements meant I always got a good night’s sleep.

Going gets tough

I did encounter a particularly tricky delivery at a big building site in Burnley. I was fourth in a line of trucks to enter the site, one-in-one-out. We had to drive in forward then reverse round 90 degrees, reverse another 100 m or so, and then another 90 degrees. Not a problem, except the site was a muddy mess. One of the trucks got stuck, and there was a lot of messing about while a strap was hooked up and a JCB Loadall hauled it out.

I really didn’t fancy either getting out the truck, or finding out where the towing equipment was, so I hoped the Renault would do me proud with its state-of-the-art transmission and brand-new tyres. “Stay away from the left-hand side,” said one of the workmen. “Don’t worry, I will!” I replied. The ground was proper soft, but thanks to the responsive, smooth throttle control, I was able to keep the T moving at a consistent, slow speed through the mire, all the way round to where I needed to be. 

It took a few minutes for the JCB to unload the trailer. Then I had to get out. With no weight now pressing on the drive axle, there was some initial wheelspin. I hit the air dump button, engaged the diff lock (which is an optional extra!) and the truck eased out of the mess with the minimum of fuss, and I even got a couple of compliments for successfully extracting it. Sweaty-armpits stuff, but the Renault passed the building site test. In fact, I had it on a rough building site in Edinburgh later that week and it was fine there too. It’s surprising that a diff-lock isn’t fitted as standard; I’d say that’s a must-have item on a tractor unit.

It wasn’t until the Thursday that I finally got a decent payload to haul. A full load of bricks from Carlisle up to Scotland would see how the 13-litre engine measured up. It may say 480 bhp on the door, but the key figure is the 2400 Nm of torque available from 950 rpm. I’m really getting to like some of these Euro 6 “Step 2” engines, they’ve got a lot more grunt than previous Euro 5 and 6 stuff. The Renault tackled the 44-tonne gross weight very well, needing only a pre-emptive downshift at the two hills on the M74 at the Dumfries and Galloway border.

Power mode, where you kick down gears by flooring the accelerator, was locked out on this model, but you’re free to change gear as you choose so it didn’t really matter. The Optidriver shifting set-up seems to know from your throttle inputs and the strain on the engine when it can afford to lug down, when it should hold onto a gear and when it needs to change down. The engine brake is powerful too, although it is activated by the same flimsy, unsatisfying little lever that was in the Premium.

Tech loadout

The Range T is packed full of clever features, although its driver interface systems are, in my opinion, too complicated and not accessible enough. I could write an entire article on what all the things do in the computer system. For example, sixth bar down on the vertical computer menu are the “soft-cruise” options, which alter the gearing, meaning you can fine-tune the adaptive cruise for when you’re heavily freighted or in hilly terrain. There’s so much to it, but the plethora of menus, buttons and levers make it feel like it’s being complicated for the sake of being complicated.

In addition to that, the dashboard and driving environment isn’t particularly well designed. The USB and Aux In sockets are located above the windscreen, but there isn’t a suitable place to put your handheld device safely out the way!

It’s little things like that, and the slidy plastic floor and lack of a decent cupholder or place to store documents that started to get to me after a week, because I was used to driving trucks that offer those things – older trucks with nowhere near the refinement and road manners of the T.

VERDICT

The Range T offers a first-class driving experience; power, gears, steering, handling, braking. All bang on, as is the comfy bunk. The size of the cab is “just right” for a few days away; I’m not a fan of over-sized super cabs for going onto building sites with anyway. So it does frustrate that the interior seems to have been designed without as much thought as it could have been. It’s 80 per cent excellent – it does all the hard bits so well, and falls short on what should be the easy stuff.