It is cold, dark and wet at 12:30am on Monday morning as I drive toward the brightly lit Polar Fresh cold store at Browns Plains, south of Brisbane.
The facility looks like a squat version of the NASA buildings seen in the Apollo moon landing anniversary footage. The security is nearly as tight: cameras, guards and blockhouses protect every entry and exit.
As I enter, Richard Narga, lead driver for C and S Neave Transport and my designated crash test dummy for the day’s activities, bounces around the gatehouse, looking to sign me through the gates and into the truck as soon as possible.
With the formalities over, we stride toward our mount, a DAF CF85 FTT. It is a 300kW (410hp) prime mover optimised for urban deliveries.
While I look over the rig, checking out where everything goes and what each button does, Richard fires up the prime mover and backs it up for our first task of the night — hooking up the 45-foot chiller van that will be our constant shadow for the next 11 hours.
For a cabover, with all of the inherent difficulties in making them look different, the CF85 presents itself well. Probably due to the depth of the cab, it somehow avoids the sameness often seen in vehicle design.
It has as much front as a block of flats, but designers have broken this up by adding aerodynamic ‘ears’ either side of the top grille; they lead back into a distinct shoulder line across the doors and contribute to a decidedly muscular look.
Although the windscreen is only slightly raked, the optional air deflector picks up the angle and continues it over the cab and back to the trailer, helping to break up the angular lines common to cabovers. The multiple door mirrors (more on them later) are big, chunky units, while the passenger door wears a vertical mirror for checking clearances to docks, pedestrians and parked cars. It definitely comes in handy in tight spots.
DAF has developed a family look across its entire range: there’s a wide grille below the windscreen to allow air to flow onto the air-conditioning radiator. Under this sits the ‘open mouth’ air intake for the engine-cooling system with a smaller letterbox-slot cut into the bumper to generate a little more airflow around the engine bay.
Flanking the radiator are the headlight assemblies, featuring twin headlights and a clear indicator lens on each side, while beneath them sit a pair of dual fog lamps, recessed into the bumper.
Beauty is often skin deep, not so on the CF85 FTT: this thing has more layers than an ogre, and about the same amount of stopping power when required.
As professional truck drivers will attest, the first big test for a truck is the entry — if it is complicated, difficult, or leaves you with a feeling of dread in contemplating the dismount then trust your spider senses and just give it a swerve.
The good news is that the CF85 is one of the easiest big trucks I have ever climbed into. There are nice, deep steps that are well staggered, and big hand grips to support yourself, so it is always easy to maintain the safe three contact points.
Command station
Swinging the well-weighted cab door out through its 90-plus degree arc reveals one of the most welcoming day cabs to roll off a production line. The driver’s seat with an air-suspension unit and integrated seatbelt is central to an impressive command station, with a wrap-around dashboard — cocooning without cramping — featuring all of the important functions within easy reach.
Regular pilot Richard is a good deal shorter than my 187cm, yet we were both able to keep the truck under control at all times and with minimal effort.
The ‘Driver Information Panel’, as DAF labels the main console, is a work of understated visual elegance. It contains just the barest minimum of information yet with can show any number of screens if needed. The base display is the tacho, speedo, air pressures, fuel, temperature and AdBlue level, plus an information screen that defaults to the gear selection and gearbox mode and cruise-control settings. The driver can program this to run a trip computer or other displays.
DAF wisely decided to stick with the same thick-rimmed multi-function steering wheel used in the LF model. It has six thumb switches on the top two spokes so virtually all of the truck’s main functions can be accessed — cruise control, hill descent, hands-free telephone and the multiple displays for the information screen.
The other main functions are covered by the stalks mounted on the steering column. The right stalk operates the 12-speed AS-Tronic automated-manual transmission, including switching between manual and automatic shifting, the actual gear changes and also the magnificent ZF engine intarder for engine braking. The stalk on the left operates wipers and indicators. The main light switch is mounted on the, right of the information panel.
In no specific order, the driver has controls for the audio system, air-conditioning, the main rotary dial selector for the AS-Tronic transmission, hill start assist, diff lock, lights, trailer and park brakes and the electrically-operated windows and mirrors. DAF’s ergonomics experts also made sure the buttons and switches are all large and easy to operate by feel, so the driver doesn’t have to look away from the road.
Our prime mover was a day cab version, fitted standard with two seats and only a relatively narrow rear section for bag storage. But for a single operator carrying a daypack, lunch box and portable fridge there would be ample room.
There are plenty of cubby holes for street directories, work diaries and run sheets, while above the driver’s head is a double space for AM and UHF radios. There’s plenty of head, leg and shoulder room. The two-pedal set-up meant even my size-11 boots had plenty of space (the footrest on the left was particularly appreciated).
DAF does driver vision well. The combination of the big front screen and plenty of well-positioned mirrors means you do not miss much. However, with the left mirror cluster so close to the A-pillar the driver must crane forward out of the seat to get a clear line on oncoming traffic at an intersection.
In day cab trim the FTT gives even better vision. Its sizeable rear window comes in handy when reversing or hooking up trailers, particularly if you have to change directions while backing up. The vertical clearance mirror is a real bonus as it allows the driver to pick a mark and follow it to ensure the trailer is square on the target.
Early in our drive, Richard had to back into a supermarket loading dock jammed with construction equipment. The mix of his talent and the DAF’s terrific vision meant we were in on the first attempt and ready to drop off our load of frozen groceries.
I had the good fortune to start my stint in heavy rain in pitch darkness — thanks again, Richard — and found that aiding the good vision the multi-speed wipers do a great job of clearing away rain and road spray thrown up by other vehicles.
Well balanced
Make no mistake, I’m as in love with big horsepower as anybody else in the transport industry, but there is such a thing as unusable power — the CF85 is a case in point.
Despite having ‘only’ 300kW, it develops 2,000Nm (1,000rpm). Peak power between 1,500 and 1,900rpm, right where you want it.
On top of that, the engine is a beautifully balanced and well damped unit, meaning little engine noise intrudes into the cab. And despite a decent lump of torque, it doesn’t twist the truck off the road or turn the cab inside out.
Then there is the small matter of the 420kW of braking force from the ZF intarder. It’s only available with the optional AS-Tronic transmission, which is another reason to go with the computer-controlled gearbox.
In our case, bringing a freezer van full of meat down the Toowoomba Range, I set the AS-Tronic to manual, selected sixth gear, engaged the intarder and crawled down the Range at a comfortable 34km/h. The intarder offers a barely audible ‘thrum’ in the cabin — unlike the Kenworth 100m in front, with the roar of its engine brake drowning out our combination.
After observing from the passenger seat for the first part of the trip and seeing just how relaxed my chauffeur was, I was really looking forward to taking my turn behind the wheel. After taking a couple of minutes to find where everything was it was on with the indicator, I selected drive on the transmission’s rotary dial took off the park brake and we were back on the highway.
The first thing you notice with the clutch pedal-less AS-Tronic is it helps to bring the revs up by about 50rpm to engage first gear and then release the brakes. This prevents clutch damage and eliminates roll-back (on steeper inclines the hill start takes care of it for you, but on flat surfaces it isn’t needed).
Again, the DAF’s MX300 engine is remarkably smooth and near silent, even under heavy acceleration. The computer-controlled gearshifts execute perfectly, with no hint of any missed changes. At virtually full acceleration the computer will cut the power for a fraction of a second, but never disruptively.
Another pleasant DAF trait is the well-weighted power-assisted steering. It takes the effort out of the task without removing the feel, so you always have a sense of what is happening underneath you.
The steering damping is also above average; you feel the big road bumps, but there’s no kickback trying to tear the wheel from your hands.
As I settled into a rhythm for the run out through Toowoomba it became obvious why Richard was so happy behind the wheel. The combination of well-sorted suspension, good steering and excellent cabin soundproofing made this truck one of the nicest I have ever driven.
Control is effortless, particularly on cruise, allowing us to concentrate on the slippery road ahead. Still, on downhill runs momentum can push the truck over the set speed, requiring some driver intervention to avoid the speed camera at the bottom of the hill.
Anyone who has driven the Warrego Highway out to Toowoomba and beyond knows while it is not the worst piece of road in Australia, it is by no means the best. Yet the CF85 with Airglide 200 airbag rear suspension and parabolic spring front end just soaked up everything the tarmac could throw at us.
Uneven brake
Bringing the combination down to 60km/h as we rolled through Withcott revealed one annoying side to the DAF, shared by its model cousins: there’s a distinct lack of feel in the brake pedal. While there was never a question of the combination disc/drum brakes working, the pedal feels dead with no feedback about how the brakes are working.
Instead, it is a case of pressing on the pedal, which barely seems to move, and hoping that you have got your brake distance right. And there’s little difference regardless of how much pressure is applied.
The other issue I have is with engaging the intarder. There is a switch on the footrest for driving in traffic, which applies the engine brake for as long as it is pressed but then it is released. In virtually every other truck I have tested there is a permanent on/off switch for the engine brake, exhaust brake or retarder, as well as an indicator light to confirm it is switched on. Not so on the CF85.
It has a pull switch on the right stalk, but there is no light to confirm it is switched on. As soon as you apply the throttle the intarder switches off, requiring the driver to pull the lever each time to engage the engine brake. It can be annoying, particularly in hill country where you need the intarder going down one side but then have to drive the truck up the next incline.
By way of compensation, the CF85 does have DAF’s clever hill descent system, which allows the driver to set a maximum downhill speed and the computer will manage the gearbox, brakes and intarder to maintain the selected speed, before returning control to the driver.
Just as important for a prime mover is its performance in going backwards. The CF85 excels: there’s plenty of rear vision and enough feedback to negotiate obstacles. Helping the driver in this regard is the AS-Tronic, which allows you to quickly move between first and reverse with both gears offering a ‘crawler’ mode for ease of navigation. It’s also where the power assisted steering is really helpful — well-weighted for low-speed operations and allowing the operator to make small adjustments where they are needed.
Colin Neave, co-owner of C and S Neave Transport, was the man who put his livelihood on the line in inviting Owner//Driver to drive the CF85, confident even a journalist could bring it back in one piece.
“We go with DAF for a few reasons, particularly the reliability and power,” he explains. “We also have a 460hp version that does both singles and doubles, and has no problems whatsoever.”
Quizzed about the CF85 in 410hp, Neave says the AS-Tronic was a big factor in making the decision as it makes the driving task so much easier.
“You take a lot of the stress out of the truck by using the AMT, and the drivers also like it,” he says. “The truck is easy to drive.
“You have got to make it as easy as possible for the driver, and for yourself.”
And DAF certainly does that. Quite simply, the CF85 is a magnificent piece of equipment, particularly for daily back-to-base operations.
While it lacks some of the ‘bling’ offered on other trucks, it is loaded up on the things that count: a comfortable work space, excellent sound-proofing and a supple ride that allows you to get out of the truck at the end of the day without feeling like you’ve gone 10 rounds with Hulk Hogan.
Add to that the mechanical advantages of the AS-Tronic automated manual, a killer engine brake that virtually eliminates the need for brakes and an engine with a nice wide power band and smooth delivery, and you have an excellent truck happy to work two or more shifts a day, every day.
Model: DAF CF85 FTT
Engine: MX300 with SCR; 300kW/2,000Nm
Transmission: AS-Tronic
Retarder: 420kW ZF Intarder
Cab: Day cab, two seats configuration, no sleeper
GCM: 45 tonnes
Configuration: 6x4
Fuel capacity: 1 x 430 litre tank; 1 x 340 litre tank
AdBlue tank: 1 x 50 litre