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.

We take the brand-new, right-hand drive Renault Range T High out on the road to see how it stacks up for British operators looking for a big-cabbed flagship.

Renault launched its Range T heavy trucks in June 2013 to replace the Premium as the ‘do it all’ tractor unit. It was, let’s be honest here, a no-frills fleet motor; one which would appeal to fleets, yet not be disliked by drivers. At the same launch, it also unveiled the Range T High which was effectively a replacement for the ‘love-it-or-hate-it’ Magnum.

The massive cab offered a flat floor which the Magnum had pioneered in 1990 and has since been copied by just about every other manufacturer, often with a better result. By the time it ended production, the Magnum was definitely somewhat dated.

But there was a catch with the Range T High. The new big cab was only available in left-hand drive only. Renault claimed this was because it felt there “wasn’t the demand” for it, although it was widely accepted among industry commentators that the real reason was parent group Volvo did not want the threat of losing sales of its FH Globetrotter XL to Range T Highs.

That did not stop a few operators buying LHD versions for the prestige, and you only have to travel on a major UK road to see plenty of the trucks from mainland Europe; Portuguese operator Patinter is certainly keen on them. 

However, last year Renault relented and finally agreed it would now start to offer the Range T High in right-hand drive form for the UK and Irish markets. And for the trade press, the arrival of the first demonstrators and press fleet trucks has been widely anticipated.

The first right-hand drive Range T High in the Renault press fleet is now available for evaluation, and Trucking was quick to jump at the chance to get behind the wheel of the new flagship.

The truck

The model under scrutiny is the T480 version with the 480 bhp version of the 12.8-litre straight-six Euro 6 DTi engine, but you can order it at 440 bhp or 520 bhp. The 10.8-litre engine is not an option with this cab, nor sadly is the 16-litre.

The middle power output gives 2400 Nm of torque – the 440 bhp offers 2200 Nm while the biggest output is 2550 Nm, which suggests the 480 bhp is a perfect tool for 44-tonne work in the UK and Europe. The gearbox is a 12-speed automatic – there is no manual option – and the rear drive axle is 1:2.64.

The test truck was a 6×2 with a centre mid-lift pusher axle, but you can specify it as a 4×2, 6×2 rear tag axle or a 6×4 tractors – the latter for heavy haulage and landfill applications. 4×2 and 6×2 versions for drawbar use are also available. Wheelbase options on the tractors are 3700 and 3800 mm for 4×2, 3900 and 4100 for the midlift and 3200, 3400 and 3700 for tag-axle options. 

The front suspension is a choice of leaf or air with front axles of 7.1, 7.5 and eight tonnes. Front and rear disc brakes are standard.

The cab was specified with twin bunks, but the top bank can be omitted and more storage boxed fitted to the ceiling instead. The unladen weight of the unit was 8800 kg, which for a 6×2 tractor with a large cab is very credible indeed and a quarter of a tonne lighter than a Scania S450, which is a direct rival.

The cab

The most relevant part of this test is, of course, the cab. Like so many press fleet trucks, all the option boxes have been ticked, so we were able to benefit from heater leather seats (I have to admit, I prefer cloth seats) and a host of other gadgets.

The big cab requires four steps to gain entry, like the Mercedes-Benz Actros Gigaspace. This means getting into the cab with luggage is a challenge, but the assumption is these trucks will be loaded up at the start of the week with equipment and provisions, and probably not unloaded until the end of the week or even fortnight. So drivers have to accept that trade-off – more room in the cab means more hassle getting stuff into the cab. Also, getting in an out of the cab during the day is anticipated to be less frequent on a long-haul truck. 

The cab space inside is excellent – well thought-out and well-appointed. There is plenty of room for storage to place your week’s necessities. If we had a criticism, we found the floor a bit too slippery to walk on, but that’s easily addressable.

Such is the complexity of modern trucks that manufacturers offer handover training, and this is especially important here. With the Renault, for example, some of the buttons for the cruise control are not where you might expect them; they are actually located under the steering wheel arm, which is actually quite a sensible idea.

The stalk for the three-stage exhaust brake at first looks a bit flimsy, but actually it’s very easy to use and you soon actually appreciate its design and positioning. It’s clearly visible and will make you use it more than the footbrake.

On the road

Pulling a Krone tri-axle trailer and loaded to 44 tonnes, our route was from Warwick to Alcester and then up to the M42, M6 and A46, which gave a good feel for the truck with a mix of all types of road and some hills (albeit maybe not the most challenging of hills).

Despite having 480 bhp on tap, we were pleasantly surprised how well the truck pulled. If optimum power is 10 bhp per tonne, a 480 bhp engine is something of a luxury at 11 bhp per tonne; but we’ve driven some recent trucks with more power – a lot more power in some cases – which seem to labour more than this Range T. It certainly made us question why people could need over 500 bhp, let alone 600-750 bhp!

On the hills, yes, the truck obviously slows down, but a lot of that was actually due to the road and the traffic – parked cars and bends both being reasons to slow down. But on the hillier sections of the motorway, the T480 romped up inclines with no issues at all.

The steering was first rate, the truck handled superbly and the forward and rearward vision is very good indeed. Just a word of warning: you sit so high, you can approach a bridge and think ‘whoa, that looks low’ when in fact it’s not – you are just high! Magnum drivers will love it.

Verdict

We were very pleasantly surprised by this truck. This is a well-built vehicle and it handled and performed very well indeed. Many people could have their pre-conceptions about the Renault brand truly busted by this vehicle. Of course, the real proof will be when you have operated or driven a Range T High for six, 12 or 24 months. But even here, we don’t expect too many complaints and generally the praise we hear about Range Ts is very positive indeed. The High cab offers the driver a superb living area – obviously a lot of this benefit will depend on how drivers or operators specify the vehicle, but we challenge any driver on long-haul work not to be appreciative of the internal living space.

Lists prices are academic, but Renaults are known for being much cheaper than their Swedish and German counterparts. That means you get a heck of a lot of truck for you dosh in this case. Residuals on the Range Ts are also better than the Premiums and Magnums. Orders are now being taken, and we’re sure the T520 will be popular among small fleets, owner-drivers and firms which cross the Continent. This truck – especially the T520 – is up against some excellent vehicles in a very congested market. But if you are about to rush out and buy any flagship vehicle and have not given the Range T High the once-over, then more fool you. You could well be pleasantly surprised.

The latest DAFs have a huge range of upgrades and improvements, including an all-new transmission. Here’s the lowdown – and our first impressions.

DAF launched their new range of XF and CF trucks at the CV Show back in April. Described as a “new generation” the new models promised a 7% fuel saving over the outgoing models, and class-leading efficiency. The initial press releases on social media explained the many changes and improvements, but this seemingly went straight over the head of a lot of people who said “but that looks just like the old model”. Well, yes they do. But under the skin these trucks are very different. Euro 6 has been with us for almost four years now, and no truck manufacturer can afford to stand still. DAF has been busy; this isn’t just a nip and tuck job. Think of it as Euro 6.5 if you like.

The engines have been heavily revised, the engine brake has been improved on the MX13, there’s all new Traxon tranmissions, new rear axles, new software, various aerodynamic improvements and new interior options. 

Trucking had the opportunity to travel to Holland for a series of short test drives, talk to DAF’s technical team and attend a presentation explaining the changes to the new trucks. Here’s a run-down of what’s been done, and our first impression of the trucks.

ENGINES

Both the 11 and 13-litre MX engines have been extensively reworked. As you can see from the chart, the BHP outputs of each engine have been raised, which is the figure most likely to grab the headlines. However, DAF were keen to point out that their focus is on efficiency, not outright power. In pursuit of fuel savings the engines have been redesigned to deliver more torque at lower speeds, matched to  a new set of gear ratios. The drivetrain is now set to work at lower revs than before. The new range-topping MX-13 is capable of supplying a substantial 2600nm torque at just 1000rpm. DAF state that the 480bhp version is their “sweet spot” for maximum fuel efficiency on the MX-13. Don’t get your hopes up for a storming 560-ish version at any point though – there’s no doubt the engine could do it, but it goes against the efficency ethos.

• Increased compression ratio from 17.5 to 18.5
• New pistons and injector nozzles designed to work “hand in hand”
• New piston ring and liner combination
• More efficient EGR system, operating from one manifold branch only
• 40% smaller exhaust, 50kg weight saving
• Variable ratio PAS, A/C, coolant and oil pumps
• MX-13 has a new turbocharger and new camshaft
• MX-13 has new, more powerful single-valve engine brake

TRANSMISSIONS

With the new engines capable of producing peak torque at lower revs, the next step was to come up with a transmission matched to these low-rev characteristics. For the first time, ZF’s TraXon gearbox is now fitted as standard. DAF had stuck with the ASTronic initially due to concerns over the TraXon’s extra weight, but the latest versions match the old ones. A 16-speed manual is still available as an option. Sadly the 12-speed Eco-split has been discontinued. The TraXon offers 12-speeds as standard, with 16 as an option, along with direct-drive or over-drive ratios. The rear differential is of a completely new design, using new gears, bearings, lower viscosity oil and less of it.

The new ratios mean that cruising at 85kmh in top gear, the engine will be revving at just 1000-1040rpm – a huge change from the outgoing models. There’s a range of new software maps for the gearbox, depending on what work a truck will be doing such as liquid transport, heavy haulage and refuse collection. Eco-mode is retained; press the stalk button once and the gearbox will change to Eco-performance, a more lively shift strategy. Press it twice and you get manual mode, with the system returning to Eco-mode when it deems conditions suitable. DAF say that it’s important operators have a discussion with the dealer to decide on the set up is best for their application.

SOFTWARE

Electronics have been completely redesigned, with a new vehicle ECU which is described as “the director of the orchestra”. More and more focus is being placed on the importance of software in getting the best from the powertrain. We’ve already mentioned the transmission; complimenting that the Eco-roll function has been improved and the truck should now be able to roll more often and can even activate while going uphill, there’s a tyre-pressure monitoring system too. Predictive cruise control has been tweaked so it can see further ahead. Dynamic cruise control is also a feature, which uses “mild torque build up at the start of a climb”.

INTERIOR

The interior of both the CF and XF continue to retain the same architecture but there’s improvements over the earlier Euro 6 models. The quality of plastics and trim appears to be first-class; there’s a new Exclusive-line trim level too, with “cognac” dash and leather. The switchgear, instrument panel and heater controls have all been improved. The night-heater is now fully integrated into the HVAC (heating, ventilation and air conditioning) system. Cruise control functions can now all be operated from the steering wheel, and there’s an improved driver information display on the dash.

AERODYNAMICS

One of the DAF engineers made the point that when it comes to aerodynamic savings, “all the low hanging fruit has gone”. In the past, engineers perhaps wouldn’t have pursued tweaks which offer only small fuel savings, but today, even the smallest fraction of a percentage is considered important. While they may look very similar to the old Euro 6 models, there’s actually been quite a few changes; a new sunvisor, part-sealed grille, radiator wind deflectors and extended wheel arches all play their part. Plus there’s a splash of aluminium trim on the front, just because it looks good!

On the road: XF MX-11 450

The 11-litre engine is popular with big fleets such as Tesco and Royal Mail. It’s also used by companies looking to maximise payload at 44-tonnes, but at that weight it tends to be a tad breathless especially with the current Eco-mode. It’s rare to find a MX-11 powered XF with the engine; it’s almost always found specced with the CF cab, which is again favoured by those running big fleets and looking for payload.

This was the first truck I took out. It had been three years since I’d driven a left-hand drive truck, and even that was only an 18-tonner. So I spent most of the 40 minute test drive just trying to get to grips with the steering wheel being on the opposite side. If I was on my driving test, I’d have failed it….I’m saying no more! My apologies to the nice man from DAF who had to sit beside me.

One thing that was immediately noticable was just how much the gear patterns have changed. It feels like the truck is barely revving at all on the flat, and with the engine being so quiet (in part due to the lack of revs) it’s initially a bit disconcerting. 

The XF was freighted at 36-tonnes which is just right for this sort of output. My DAF co-driver pointed out how to set the predictive cruise control so we didn’t drop too much speed on the hills. At one point we must have rolled for about two miles without touching the throttle at 50mph or so.

On the road: XF MX-13 480

Having got familiarised on the first XF, I took out a 480bhp version, hauling a low-loader with plant equipment on it. The 480 is going to be the big fleet seller. In recent times I’ve seen more and more 510s on the road, and I wonder if some of the operators who’ve been speccing them, may now go for the 480.

Feeling more comfortable, I took note of the excellent job DAF have done in facelifting the interior. Certain cruise control functions previously had to be accessed via the control knob on the dash, now everything is done via the steering wheel. The driver info display was good anyway, and now it’s even better. The coaching mode which rates you on your eco-driving has been tweaked a bit too.

I experimented with the gearbox modes a bit more. In the standard Eco-mode, it’s like no truck I’ve ever driven. The longer gearing makes it feel like the engine is rarely ever getting much above idle, but it does pick up speed on the flat. On gradients, the gearbox is unlikely to downshift, instead using the engine’s huge reserves of low-down torque to hold a higher gear. Which it does, but at the expense of acceleration. If you want to have a run at a hill or you need to get up a slip road to match the speed of traffic, you’ll need to knock it into Eco-performance mode. Boom! Suddenly the new TraXon transmission comes to life; the gearbox kicks down immediately, and off we go. 

DAF say that for maximum efficiency, they always recommend Eco-mode but I have reservations that in the real world, in the cut-and-thrust environment of UK traffic, a driver is going to be hitting that button for performance mode an awful lot. As standard, the gearbox will look to revert back to Eco-mode after one minute, but it can be programmed by the dealer for other time increments, or switched off altogether, meaning the driver is free to choose Eco, Performance or manual.

On the road: CF MX-13 480

The CF chosen for test was specced with the Exclusive-line trim. It’s likely to split opinion, but I like the cognac trim, it’s a nice change from the usual blacks, greys and beiges you usually see in trucks. I enjoyed driving the CF the best. I’ve always been a fan of the low driving position and visibility, and the latest version of the familiar dash is excellent. It may primarily be a fleet workhorse, but a CF can be every bit as plush as an XF.

There was a fair weight in that container, so the engine had to work. On the road, I was now happy enough to let the gearbox do the work on the flat. As soon as a hill appeared though, I’d have to knock it out Eco-mode or it’d simply lug along at low revs without much acceleration. I also had a play with manual mode and soon had the truck on the limiter, foot flat on the floor (not the way you’re supposed to drive them). 

My co-driver was keen to point out the torque capabilities of the engine. As we were heavily freighted I’d felt the need to give it a bit of stick going up onto a motorway. But he pointed out how to set the predictive cruise control and on the next hill it let the truck do its stuff. We lost a bit of speed on the climb – which was to be expected. Now normally, I’d pre-emptively be dropping the truck down a gear but instead we let it lug way down low in the rev range. There were veins popping in my forehead, perspiration appearing as habit implored me to change to 11^th. It didn’t need it. At little above idle speed, climbing a hill, the CF held at 50mph. The engine was damn near silent – it was quite a strange experience. Fair play to those DAF engineers, there really is a a huge reserve of torque very low down in the rev range. I reckon the previous Eco-mode 460 would have been down to 40mph in the same scenario. Effective, but will take some getting used to.

On the road: XF MX-13 530

The last truck I drove was also the most powerful. This Superspace 6×2 was coupled up to a tanker, freighted to dead on 40-tonnes. There may be a bit more engine noise from the 530bhp version, which isn’t a bad thing. With 2600nm of torque at 1000rpm it ambles away happily and the rev counter barely ever seems to move. It was only a short test drive, but it looks like it’ll comfortably outperform the outgoing 510.

The MX engine brake needs mentioned too; it’s excellent. On long downhill sections of road you’ll never need to touch the brake pedal, and there’s good news for the UK market as it’s expected that the engine brake is going to be rolled out as standard too. The only minus point is that on stage 3, full power, the gearbox wants to aggressively downshift and it’s not necessary. The vast majority of the time, the driver will want the full power of the engine brake, but without a downshift, or just one gear, it will often launch down two or three ratios to 2000rpm – which will bring the truck to a halt if you let it, but it’s not really useable in the real world. I ended up using stage 2 most of the time.

VERDICT

DAF have thrown all their weight behind a drive for all-out efficiency. The work they’ve done with the powertrain and driveline is very impressive. Their engineers are convinced the down-speeding strategy will provide class-leading fuel economy. It’ll be interesting to see how the new models measure up on the UK’s diverse road network, and how drivers take to the low-rev characterisitics of the new engines. We’re looking forward to getting a proper working test of a right-hand drive model.

More information: http://www.daf.co.uk

We put three of Scania’s Next Gen trucks through their paces in the frozen wilds of Norway to see how they perform in ‘proper’ tough wintry conditions.

While some parts of Britain are battling against wintry weather in early 2018, spare a thought for Norway’s truckers. With temperatures south of -10 degrees C and many metres of snow falling over the cold season, the nation’s commercial vehicles and their drivers have an arduous task.

To get some idea of what it’s like to operate in such a tough environment, Scania recently took us to the bleakly beautiful Norwegian town of Trysil to take a range of its most recent truck models out for a good old ‘play’ in the snow. The trucks were kitted out with snow tyres and were carrying snow chains as is required by Norwegian law this time of year, but other than that they were pretty standard spec – and we were certainly interested to see how they would perform.

Two days before our test, the weather was -1 or -2 degrees C and raining, which meant the roads were particularly icy. As we crunched our way across the yard to the test trucks, the day had settled at -4 degrees C and heavy snow overnight meant the slippery roads were now also covered in a blanket of the white stuff. Before we set out, we were warned that traction could well prove a problem because even though the ambient temperature was cold, it wasn’t cold enough to keep the snow frozen hard, which would have made for easier running.

G500 8×4

The first truck we tried out was a 8×4 G-series XT tipper with drawbar trailer. It was spec’d with a Low Sleeper cab and 13-litre, 500 bhp V8 which produces a max torque of 2550 Nm at 1000-1300 rpm.

The new G-series was launched in June last year and includes five basic configurations: G-sleeper Low, G-sleeper Normal, G-sleeper Highline, G-short and G-day cabs. Since the cabs are now sitting slightly lower, Scania has been able to increased internal measurements to allow for some additional headroom. Normal cab height has been increased by 10 cm, while Highline versions are boosted by 16 cm over previous models.

Each cab variant can be specified with powertrains ranging from 280-360 bhp 9-litre, five-cylinder engines to 13-litre, six-cylinder lumps rated from 370-500 bhp.

Also on offer on G-series is Scania’s newly improved Opticruise automated transmission with layshaft brake, which gives quicker, smoother gear changes. It also reduces the time required to engage reverse and crawler gears, and PTOs if fitted.

Like R-, S- and P-series, G-series’ driving seat has been moved to increase visibility. The driving position has be shifted slightly forwards, which combined with a lower dashboard, windowsills and revised A-pillars means we could get a good view of our stunning winter surroundings.

Our test truck was hitched to a two-axle drawbar trailer and we were grossing 50 tonnes with a load of rocks and gravel. It’s a typical truck for tough driving conditions, so it should behave well on this trip.

Easing out of the demo yard onto the main two-lane highway that leads down a long hill to a bridge spanning the frozen river at Trysil, we kept the retarder off and relied on service brakes to keep our speed to a steady 50 kmh. We were advised to keep the diff lock set to stage one all the time in these conditions to help ensure grip on the ice, but we didn’t notice any adverse affects on the truck’s steering.

With no drama on our descent, we took the right filter off the highway to cross the bridge to a roundabout on the far bank. Here, we did a 180 and headed back across the river, where we then made a left-turn at the base of the hill to start the long climb back up.

From a standing start on ice, the G500 pulled away well (though we did feel a bit of wheelspin) and the smooth 12-speed Opticruise brought us back up to speed. We could feel the heavier weight on our climb – with our foot flat on the floor, the G500 settled in at about 35 kmh in ninth gear in Standard mode.

About two thirds of the way up the slope, we took a sharp right and headed into the trees for a spot of scenic rural sightseeing. The going was much tougher here; snow was piled high and it was difficult to tell where the twisting road was leading. To help us solider on, we flicked Opticruise to Power mode to enable gears to be held longer and at higher rpm. The snow was soft so we had to be careful to not sink our tyres into the verge as we twisted and turned through the trees, before joining an even narrower track that would lead us back to the main highway.

After a good start, things went south as we slowed a bit too much before a tight left-turn on an incline. As we started to climb, we felt the traction go as our wheels spun on the ice. Ordinarily we would have rolled back a bit to make a second attempt, but as our drawbar trailer was still on the slant in the turn there was no option but to climb out and shovel some gravel under the drive axle.

Thankfully, after we’d kicked some grit it into place, we climbed back in, gently ease off in first gear and were on our way back to base.

S650 6×2

For our second drive, we chose an S650 tractor unit. With only one drive axle, we thought this truck would struggle to cope with the ice and snow – but it actually acquitted itself well.

Taking the same route as before, but avoiding the scenic route altogether (the demo drivers had tried it earlier and had also become stuck), we settled in for a pleasant and comfortable drive. Again, service brakes were used to control our descent, and once across the bridge we were ready to make the standing start back up the hill.

When we spotted a gap in the traffic, we gently leant on the gas but felt the wheels spinning once more. To help us out, we dabbed at the Load Transfer controls on the dash to put more weight on the drive axle. Once set to 13 tonnes, we felt the tyres bite and away we went.

P220 B4x2LB

Once back at the yard, we spotted a new arrival just pulling in – a P220 B4x2LB with FOKOR body aimed at urban distribution. The truck was fitted with Scania’s recently released 7-litre, 220 bhp engine which hadn’t yet had a press outing, so we were of course keen to give it a go.

We’ve noted before how much visibility the P-cab offers, and our Low cab was also fitted with Scania’s new City Safe Window in the passenger-side doorframe.

Starting it up, we immediately noticed how quiet the new 7-litre powerplant is. Often, drivers of smaller trucks suffer a noisy cab, but the soundproofing in the P-cab matched with efficient engine tuning dampened the note to a comfortable background rumble – no matter how hard we worked the motor.

The test truck was running with an eight-speed automated transmission, which we opted to use in manual mode around the short test track at the Scania demo centre. The course is used as a racetrack in the summer months, so it provided plenty of bends, hills and descents for us to negotiate. We stuck in fourth gear for most of it, and the truck performed admirably.

More information: https://www.scania.com/uk