{"id":5124,"date":"2020-04-12T11:39:43","date_gmt":"2020-04-12T09:39:43","guid":{"rendered":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/?p=5124"},"modified":"2020-04-12T11:39:43","modified_gmt":"2020-04-12T09:39:43","slug":"road-test-daf-xf480-ftp-6x2-with-hvo-fuel","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2020\/04\/12\/road-test-daf-xf480-ftp-6x2-with-hvo-fuel\/","title":{"rendered":"Road Test: DAF XF480 FTP 6\u00d72 with HVO fuel"},"content":{"rendered":"

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Road Test: DAF XF480 FTP 6\u00d72 with HVO fuel<\/strong><\/span><\/h3>\n

DAF\u2019s lightweight FTP chassis puts its emphasis squarely on maximum payload. The 6\u00d72 set-up with lightweight pusher axle has been carefully pared down to help hauliers achieve the most bang for their buck \u2013 so it\u2019s not surprising the configuration has found prominence on more than a few big-name fleets.<\/strong><\/span><\/p>\n

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 \u201cprobably the best lightweight truck ever\u201d by Turner\u2019s group fleet engineer, Tim King. Strong words indeed.<\/span><\/p>\n

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\u00d72 twin-steer tractor, plus enables larger fuel tanks to be fitted. Initially, it looked like the only main drawback was operators spec\u2019ing FTP would have to keep an extra set of smaller tyres in the yard.<\/span><\/p>\n

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\u2019t like the way they looked.<\/span><\/p>\n

The first problem is now well and truly sorted, reckons DAF. \u201cOur latest range of Euro 6 axles are a different ballgame,\u201d the Dutch manufacturer\u2019s 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\u2019s early adopters.<\/span><\/p>\n

But the aesthetics issue is ongoing. A smaller wheel on the leading rear axle can rub drivers up the wrong way. It\u2019s possible to mitigate it by fitting sideskirts, though this isn\u2019t something DAF offers from the factory. But when you\u2019re a cost-conscious big-fleet operator, chances are the bottom-line benefits will shout louder than driver preference.<\/span><\/p>\n

FTP can be spec\u2019d 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).<\/span><\/p>\n

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 \u2019boxes, which prioritises fuel economy over performance \u2013 though an Eco Performance mode can be optioned if a more balanced point between economy and drivability is preferred.<\/span><\/p>\n

Test spec<\/span><\/strong><\/h5>\n

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\u2019s current policy (see boxout for more on this \u2018drop-in\u2019 alternative fuel).<\/span><\/p>\n

Our test truck\u2019s configuration can\u2019t quite be described as \u2018no frills\u2019, but it isn\u2019t far off. There\u2019s 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.<\/span><\/p>\n

In typical press test fashion, the interior of the Space Cab had been lavished with some luxuries to make the driver\u2019s 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\u2019s sleep.<\/span><\/p>\n

It makes for a very nice driving and living environment, though we\u2019re aware the majority of drivers will likely find themselves with a lower-spec interior to work in (and we\u2019d actually prefer cloth seats any day of the week). But to its credit, even DAF\u2019s base spec is pretty comfortable and well-built in our experience.<\/span><\/p>\n

On the road<\/span><\/strong><\/h5>\n

Our drive kicked off on a sunny Monday morning at DAF\u2019s 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.<\/span><\/p>\n

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\u2019s 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.<\/span><\/p>\n

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.<\/span><\/p>\n

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.<\/span><\/p>\n

At one point, the A40 follows a long, sweeping and particularly narrow single-lane descent \u2013 so the perfect place to flex the muscles of the XF\u2019s 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 \u2013 instead, we just flicked between stages on the stalk to keep us to a safe speed. A good effort at 41 tonnes.<\/span><\/p>\n

With nearly 12 bhp per tonne to play with, the XF coped well around this fairly sedate region of the UK and we\u2019d have been quite happy to motor along in the FTP all day long. Which wouldn\u2019t 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\u00d72 chassis and it\u2019s 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).<\/span><\/p>\n

Verdict<\/span><\/strong><\/h5>\n

Proving once again that DAFs make great driver\u2019s trucks, the lightweight FTP provided a positive and comfortable ride on our test. And it\u2019s easy to see why some of the bigger operators continue to bolster their fleets with smaller-wheeled mid-lifts \u2013 not only do they perform well, but their extra payload and boosted operating range is a powerful draw.<\/span><\/p>\n

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\u2019t like it, an aftermarket sideskirt kit can help sort things out.<\/span><\/p>\n

HVO: A clean switch?<\/span><\/strong><\/h5>\n

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 \u2013\u00a0and requires no special kit on the vehicle.<\/span><\/p>\n

\u201cInterest in, and awareness of, HVO has grown significantly over recent months,\u201d DAF\u2019s marketing manager, Phil Moon, tells us. \u201cFor 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 \u2013 which is the only other fuel that comes close in terms of well-to-wheel carbon reduction.<\/span><\/p>\n

\u201cThere is a cost premium for HVO over fossil diesel,\u201d Moon continues, \u201cbut 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.<\/span><\/p>\n

\u201cThere 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,\u201d he continues (DAF currently runs is demo fleet on HVO). \u201cThe cost premium over diesel will depend on an operator\u2019s current diesel purchases, but 8-10 ppl would be a typical budget number,\u201d Moon concludes.<\/span><\/p>\n

DAF Driver Challenge<\/span><\/strong><\/h5>\n

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.<\/span><\/p>\n

\u201cMake no mistake, this is a challenge in the true sense of the word,\u201d said DAF\u2019s marketing man, Phil Moon. \u201cOur 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 \u2013 regardless of the make and model of their own vehicle.\u201d<\/span><\/p>\n

To find out more information, head here.<\/a><\/span><\/p>\n

SPECIFICATION<\/span><\/strong><\/h5>\n