Truck on Trial DAF CF85 x Hino 7321

52 TRUCKING October 2009

Truck on Trial

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October 2009 TRUCKING 53

Truck on Trial

Dutch vs Japanese in our latest 8x4 tipper face-off

DAF CF85 v Hino 7321

By Bob BeechPHOTOGRAPHY DAVE CAUDERY

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BULKDutch vs Japanese in our latest Dutch vs Japanese in our latest

ORDERSORDERS

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The rigid tipper market has been hit particularly hard with a rapid downturn in sales. This sector was probably the first to suffer when construction and other

large projects were put on hold, and many operators have either parked up trucks or sold off surplus vehicles.

In busy periods, tippers are often the first to experience delays in supply. Chassis take longer to build and use more components than tractors, and once the chassis is built it may take many weeks to build the body, paint the truck and prepare it for the road.

Hino was at a great advantage in recent times following a re-entry to the market after an absence of some years. The ready supply of chassis via the importer’s Irish

Hino 700: on tHe job

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Truck on Trial

Effective engine brake is essential for tipper work

assembly plant meant a truck could be supplied within a few weeks, rather than waiting more than a year just to source the chassis. This led to a rapid increase in sales. The demise of Foden gave the manufacturer a ready-made dealer network in the UK, and as a result Hino market share increased fast.

Quality contenderThe product was streets ahead of the old-model Hino and has been generally well received by operators. The firm featured here has been running tippers for over 60 years and is well placed to judge any new product to enter this sector. Despite misgivings over fuel use for its operation and criticism of the cab dimensions, it considers the Hino to be one of the most

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Model Hino FY1EUKA/UKM 700-series 3241 8x4 tipperManufacturer J Harris Assemblers, Naas Road, Dublin, IrelandChassis 6660 mm wheelbase (6050 mm centre line first axle to centre line of rear bogie), 9.0 mm pressed-steel chassis, riveted construction with additional flitches from gearbox to rear bogie, 300-litre ally fuel tank, front underrun protection, side-mounted exhaust, 2x front towing pinsFront bogie 2x MF781 drop-centre rigid-beam axles, taper leaf springs with shock absorbers and stabiliser. Design weight: 15,000 kg. Plated weight: 14,200 kg. Tyres: 295/80R22.5Rear bogie Hino tandem drive axles with single-reduction hypoid gearing, ratio 4.10:1, inter-axle diff lock, no-spin limited-slip differentials, equal-split balance-beam suspension with semi-elliptic springs, axles located by radius rods and torque arms. Design weight: 21,800 kg. Plated weight: 19,000 kg. Tyres: 295/80R22.5Engine Hino E13C T1 UN Euro 4, 12.91-litre, six-cylinder, turbocharged and intercooled, overhead camshaft, electronic common-rail injection, cooled exhaust gas recirculation (EGR), variable- geometry turbocharger, Hino two-stage engine brake. Bore x stroke: 137 mm x 146 mmMax power 302 kW (410 bhp) @ 1800 rpmMax torque 1863 Nm (1372 lbf.ft) @ 1100 rpmGearbox ZF Ecosplit 16S221 16-speed synchromesh rangechange and splitter, overdrive top, mechanical linkage with hydraulic assistance, 430 mm single-plate clutch. First gear ratio: 13.80:1. Top gear ratio: 0.83:1. Reverse gear ratio: 12.92:1Brakes Dual-circuit air-operated taper roller drum brakes, ABS, load- sensing on rear bogie, automatic adjustment, heated air drier, parking on axles two and three, Hino engine brakeElectrics 24V negative earth, 90 amp alternator, 2x 120 Ah batteriesPerformance Max restart: 30+ per cent. Geared road speed: 67 mph.@ 32 tonnes Engine revs @ 56 mph: 1640 rpmAdditional Semi-sleeper with single bunk, four-point air suspension, equipment electric cab tilt, high-back ISRI suspension seat, electric windows, electrically adjustable mirrors, radio/cassette/CD player, centre console and overhead storage, central locking, air conditioning, night heater, additional bunk mattress and curtains, external sun visor, fog lights, ally wheels, air horns, beacon bar, rear camera system, weighing gear. Bodywork: Alliweld Ltd ally bulk tipping body with rear barn doors, Harsh underfloor tipping gear and Harsh sliding power-operated sheeting systemFirst registered June 2007

SPeCiFiCAtion: Hino 700-SeRieS 3241 8X4

Hino 700: on tHe job

Truck on Trial

operator spec’d Harsh power-operated sheeting system

Hino is fitted with a ZF Ecosplit manual gearbox

Driver rates Hino’s off-road traction

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i ’ve worked for Webb for quite a few years and have driven most

of the trucks in the fleet, and found the Volvos in particular to be good vehicles — strong and reliable. But the Hino intrigued me: it was something different, and I said I would be more than happy to drive one.

“This truck has now been in service for over two years, has done 250,000 km and it has been virtually faultless. It starts every morning and does a day’s work, it goes in the workshop for inspections and servicing, but nothing ever goes wrong. It’s by far the most reliable truck I have ever driven. The only problem was when a warning light came on after water got into an electrical plug, but it was easily sorted.

“I find the truck excellent to drive. I prefer a manual; the automated ’boxes are very good in traffic, but the manual gives you more control when off-road. It takes a while to adjust to the slap-across rangechange on the Hino, but it’s second nature now.

Sixteen gears is slightly overkill: I only really use the splitter on the top few gears, but it does allow you to creep away on a slippery site and build up speed very gently.

“The truck has excellent traction. It only has the inter-axle diff lock, but it rarely ever needs it. I think the heavy rear springs mean there’s weight on the drive axle when empty, and the front end doesn’t sink in like a Volvo.

“The engine performs well. It’s smooth and seems to like to work hard. The more weight on the truck, the better it pulls. It doesn’t have quite as much torque as the DAF 410 or the 13-litre Volvo, and it’s a little slower off the mark, but it’s a very relaxing

drive. The overall gearing is pretty low and it’s revving quite high on the limiter, so it would help the fuel consumption if it was higher geared.

“The engine brake is very effective. I use it all the time, and as a result I hardly use the brakes when empty. They are very powerful, and almost too good — you have to learn to feather the pedal in heavy traffic. Brake wear has been very good — the linings are original and tyre-wear seems to be pretty good as well. The steering lock is far better than the DAF, which is useful as I often visit farms and equestrian centres and have to get into some tight spots.

“The only drawback is lack of cab space. It’s fine for me, but a taller driver might struggle. The sleeper is a bit narrow, but it’s comfortable enough if you fold the seats forward. I’m not out in it every night, so it’s sufficient for my needs. I like the high driving position, and the heating and air conditioning is very effective.

“The only annoying feature is the headlights seem to get dirty very easily, but otherwise it’s a first-rate truck. It’s certainly built to last.”

DRiVeR’S VeRDiCt: RiCHARD ReA, Hino

the engine brake is very effective. i use it all the time.

Hino uses EGr tech to meet Euro 4 emissions standards

Truck on Trial

robust build is ideal for this work cab is well appointed, but a bit smallMirror arrangement provides good visibility

700-series has 300-litre ally fuel tank

Hino 700: eXteRioR & inteRioR DetAiLS

Dash and controls are well laid out

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Truck on Trial

Hino returns an average of 7.3-7.75 mpgcab is well appointed, but a bit small

Hino ticks all the right boxes for Webb

12.91-litre engine has variable-geometry turbocharger

700-series has 300-litre ally fuel tank

reliable trucks it has operated so far, which has to count for something.

Moves were made to introduce the 7.5-tonne 300-series and the 18-tonne 500-series, but both ranges were very slow to emerge after being introduced at the 2008 CV Show. If they had been available sooner, dealers may have gained valuable traction when the market was very boyant — although the lightweight sector would have been a whole new ball game for some of the more traditional ex-Foden dealers.

This over-reliance on the three- and four-axle rigid sector was good while

demand was high, but has left dealers very exposed now the market has all but collapsed. While all marques have seen record falls in truck sales, Hino’s make grim reading. For the period January-July 2009, a total of just 69 chassis were registered in the UK, as opposed to 443 in the same period in 2008. Just five chassis were registered in July, compared with 36 the year before.

Leading the packLooking at the market from the other end of the spectrum, DAF still dominates virtually all sectors. While total sales have fallen

Hino 700: eXteRioR & inteRioR DetAiLS

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Truck on Trial

Model DAF FAD CF85/410 8x4 single-reduction tipperManufacturer DAF Trucks Ltd, Thame, Oxon Chassis 5700 mm wheelbase (first axle to centre line of rear bogie), 6.0 mm pressed-steel chassis with full-length internal flitch, riveted and bolted construction, steel front bumper with 2x towing points, 340-litre ally fuel tank, optional 75-litre plastic AdBlue tank (45-litre standard), side-mounted exhaust catalyst with downward tailpipeFront bogie 2x DAF 156N straight I-beam front axles with three-leaf parabolic springs, shock absorbers, stabiliser and compensation linkage to equalise axle loadings. Design weight: 14,200 kg. Plated weight: 14,200 kg. Tyres: 295/80R22.5Rear bogie DAF SR1132 T single-reduction tandem drive axles with cross- and inter-axle diff locks, 3.73:1 standard (4.10:1 optional), 2x spring semi-elliptic balance-beam rear suspension, axles located by V-stays and reaction rods. Design weight: 19,000 kg. Plated weight: 19,000 kg. Tyres: 295/80R22.5Engine DAF MX300, 12.9-litre, Euro 5, six-cylinder, turbocharged and intercooled, SMART electronic unit pump (EUP) injection system, exhaust aftertreatment via SCR catalyst with AdBlue, exhaust brake and optional MX engine brake. Bore x stroke: 130 mm x 162 mmMax power 300 kW (410 bhp) @ 1500-1900 rpmMax torque 2000 Nm (1474 lbf.ft) @ 1000-1410 rpmGearbox ZF AS-Tronic AS2130 12-speed constant-mesh rangechange and splitter with automatic and semi-automatic control functions, automated clutch control and fully integrated gearshift, single-plate 430 mm clutch. First gear ratio: 15.86:1. Top gear ratio: 1.00:1. Reverse ratio: 14.68:1Brakes Dual-circuit air-operated disc brakes on front axles, drum brakes on rear axles, ABS, rear-axle load sensing, heated air drier, parking on axles two and four, exhaust and MX engine brakeElectrics CAN-based system with data storage and display, 80 amp alternator, 2x 175 Ah batteriesPerformance Max restart: 30+ per cent. Geared road speed: 74 mph.@ 32 tonnes Engine revs @ 56 mph: 1450 rpmAdditional CF single-bunk sleeper cab, four-point coil-spring suspension, equipment high-back suspended driver’s seat, electric windows and mirror adjustment, manual roof hatch, overhead, underbunk and engine-tunnel storage, external locker, air conditioning, night heater, radio/CD player, driver information system, external sun visor, ally wheels, beacon bar, rear camera system, weighing gear. Bodywork: Alliweld Ltd ally semi-bulk tipping body with rear barn doors, Harsh underfloor gear and Harsh sliding power-operated sheeting systemFirst registered April 2008

SPeCiFiCAtion: DAF CF85/410 8X4

Engine brake is much improved over previous version

DAF CF85: on tHe job

aS-Tronic gearbox performs well

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Truck on Trial

DaF’s alliweld tipping body is fitted with rear barn doors

dramatically, the company has actually increased its market share from 27.48 per cent to just over 30 per cent over the same period. In July 2009 alone, DAF registered 601 new trucks — and this shows the true value of having a complete range to sell. Quite a few of these trucks will have been on order for some time, but they still represent a healthy aftermarket opportunity. To put it bluntly, given the sheer number of DAFs on UK roads, any DAF dealer that gets itself into serious financial problems has no-one but itself to blame. The business opportunities are there for the taking.

While Hino never intended to dominate the market, the rate of decline has to be very worrying. It would be impossible to sustain the operation of a substantial Hino

dealership, and the relatively young vehicle parc of Hinos in operation mean parts and service business would not have reached substantial levels in most areas.

Different approachOn the other hand, a number of these firms already have multiple franchises and are not afraid to try their hand at something new. The exposure they felt with the demise of Foden has taught them to never put all their eggs in one basket, and most importantly never truly believe statements of long-term assurance from high-ranking executives.

There is further uncertainty over a Euro 5 Hino engine. Nothing has been announced, and there are thought to be a substantial number of Euro 4 chassis held in stock. ➤

DAF CF85: on tHe job

Poor steering lock can make tight

manoeuvres difficult

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Truck on Trial

DaF clutch control could still be improved High-mounted bunk is comfortable, but limits headroom when sitting upMirrors create a slight blindspot at junctions

ally fuel tank holds 340 litres

DaF is still market leader

There will be scope for deferring the registration of a percentage of these trucks past the Euro 4 deadline, a number of these chassis will have to be preregistered or sold at very attractive prices. Given the rapidly rising prices of most European new trucks, there might been an opportunity for some Hino dealers to shift a bit of stock if they are given a financial incentive to get on with it.

Given the engineering capability of both Hino and its parent Toyota, there is no doubt they have a Euro 5-compliant engine waiting in the wings. Similar low-emission engines are required in other markets, and

Hino has issued statements saying it is involved in the development of exhaust aftertreatment technology (SCR?) with fellow Japanese manufacturer Isuzu. Both marques have a strong presence in Australia and New Zealand.

Antipodean optionsHino in Australia has just introduced a 480 bhp version of the 13-litre EGR engine in a 6x4 tractor rated at 70 tonnes for use with B-double trailer outfits. The spec includes an 18-speed constant-mesh gearbox and a high-roof version of the standard sleeper ➤

DAF CF85: eXteRioR & inteRioR DetAiLS

DaF has ergonomic dash design

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The 410 engine pulls superbly. It’s probably 5-10 mph

faster than the old 75/360 on some long hills, and the acceleration is far better.

“I find the automated gearbox is far better. The clutch control is much improved, which is very welcome when shunting in a tight spot. It also tends to skip more gears when loaded to make better use of the extra power. However, it does tend to change gear a bit too much when empty, which can be an issue in heavy traffic. It’s as if it can’t really decide if the truck is loaded or empty.

“Given the choice, I would say the Volvo I-Shift still has the edge. The DAF is very much improved and I would probably pick it over a manual ’box, especially when we are running into central London. An auto takes the effort out of driving and enables you to keep an eye on other road users.

“Ride and handling are very good. There’s a bit of roll when the body is full with a bulky load, but it tells you when you’re pushing a bit too hard.

“The new engine brake is a big improvement. The old DAF exhaust brake

made a noise and did little else — you had to rev the engine very hard to get any braking power from it. This is completely different. It works throughout the rev range, even at 1100-1200 rpm. It’s well matched with the gearbox. I use it all the time as it allows me to keep off the footbrake until I need to come to a complete halt. The brakes are very good: smooth and powerful.

“One area that could be improved is the steering lock. It really is poor. Sometimes on site, people think it’s the driver’s fault when you have to take a couple of shunts after other eight-wheelers get in without shunting. The Volvos are far better in this respect, DAF should

try and improve the lock. The steering itself is light and doesn’t wander on narrow roads. We just need more of it.

“The cab is comfortable, the driving position is very good, overall visibility is fine and the mirrors are excellent, but they can create a slight blindspot at junctions.

“The bunk is comfortable and high-mounted, but headroom is a bit limited when you sit on the bed. A higher roof would be good, but we are limited on this job. To be fair, this cab is comfortable enough. Most of the storage is under the bunk and it swallows most of my gear, so it’s possible to keep the cab reasonably free of clutter.

“The heating and ventilation is good and everything is built to last. All controls are well positioned, the dash is very clear, and in all it’s a really nice truck to drive.

“I can’t really give an opinion of the Hino. The cab is actually bigger inside than it looks, but given the choice I would stay with the DAF.”

DRiVeR’S VeRDiCt: SiMon WARD, DAF

the new engine brake is a big improvement.

DaF fuel use averages 8.74-9 mpgHigh-mounted bunk is comfortable, but limits headroom when sitting up 410 bhp engine “pulls superbly”

ally fuel tank holds 340 litres operator spec’d 75-litre adBlue tank

Truck on Trial

DAF CF85: eXteRioR & inteRioR DetAiLS

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Truck on Trial

cab to suit market conditions. Contacts tell us Hino has new low-emission engines ready when needed, but as far as the UK is concerned, the importer would far rather deal with its existing Euro 4 stock than complicate the issue further.

As far as long-term plans for Europe are concerned, we feel Hino under Toyota would be foolish to turn its back on the UK now it has a dealer network. The market might be on its knees, but it will come back. Another small statement on Hino’s website says it is involved in another joint venture with Isuzu to develop a range of cabs and chassis to meet the needs of the European market, and the best way into this market would be through Britain.

Hard timesWith a total truck market down by over 40 per cent when compared with this time last year, all truck-makers and dealers are going through a lot of pain. While there have been many downturns and full-blown recessions before, it’s the speed of change that has caught most out.

Just over a year ago, manufacturers were still quoting 12-18 months’ delivery for new trucks. But cancelled orders were already starting to mount up, despite best efforts to cleanse the order banks. A number of existing orders were probably at best speculative, and in some cases nonexistent. Dealers were asking customers to put their name to build slots to secure stock, and hauliers weren’t really sure if they would need these trucks — but it all seemed such a long way off that it didn’t really matter.

We generally go for high-specification

trucks. I feel modern technology brings too many benefits to ignore, so the Hino might be seen as something of a backward step. But I wanted to give them a try. The demo gave a good account of itself and the dealer worked hard

to win the business. The chassis weight was attractive and it was able to meet our spec. The price was also competitive.

“We had a slightly bigger body on the Hino to suit a particular job, but I was very pleased with the unladen weight. The Hino is well built and we know they stand up to heavy muck-shifting very well. It should last a long time.

“The engine is very smooth and the rest of the driveline is well matched. I would like to see the option of an AS-Tronic gearbox as it would save a bit more weight, but I doubt it will be introduced under the current circumstances. The truck is very easy to drive and maintain. Our workshop staff like it: all filters are easy to access and the truck never seems to go wrong. We just

inspect and service it, and it goes straight back to work.

“The two drawbacks at the moment are the lack of a full sleeper cab and heavier fuel consumption. The cab is okay for this particular truck: it’s not away all week, but we need a bigger cab for our normal work. The cab layout is pretty good, but it needs to be deeper to provide a proper bunk space.

“Fuel-wise, it can be as much as 1 mpg behind the 410 DAF and 3/4 mpg behind the 13-litre Volvo. The low overall gearing probably doesn’t help on longer runs, but I feel changing the diff ratios wouldn’t completely cure the problem. Probably Japanese operating conditions are different from Europe, and the engine characteristics don’t quite suit our requirements.

“The latest-spec DAF CF85 is a much-improved truck. The 410 bhp MX engine is a good unit: it has lots of power — probably a bit more than we need in this part of the country — but the automated ’box takes away the scope for abuse. It would probably be different with a manual.

“The AS-Tronic is further improved. Volvo still has the edge in this respect, but all our automated gearboxes have proven their worth in the long term. Clutch life has improved dramatically and fuel consumption has decreased across the fleet. Indeed, their use has led to a substantial improvement in vehicle reliability.

“The CF85 has been improved, but I would like to see changes to the rear bogie. It doesn’t give much trouble, but it could be lighter. Both the latest DAF and Volvo eight-wheelers have become quite a bit heavier, especially compared with the Hino.

“Hino parts supply seems good, but we have little need to call on them. The only problem I can recall was flat batteries, and they were replaced straight away. The Hino really has proven very reliable so far, and it has set us thinking quite a bit.”

oPeRAtoR’S VeRDiCt: DAViD Webb

the Hino really has proven very reliable so far.

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Truck on Trial

When these trucks became a reality, the salesmen went back to the operator and said: “The five new tractors you ordered would be coming through in six weeks, so where do they have to go for painting?” The operator said: “Hang on a minute, you asked us to do you a favour and we never said we could be sure we would take those trucks. We were told: ‘No problem, we’ll tell you in plenty of time and you can cancel the order and we’ll sell them on.’”

Now everything had changed, and the dealers started to put pressure on customers to take the trucks. We’ve heard of manufacturers threatening to take operators to court for cancelling orders for new trucks. While all businesses have to take a stand at times, certain manufacturers need to take a close look at the activities of some of their sales staff a year or more ago, otherwise the full facts might make for an embarrassing day in court and have a drastic effect upon customer relations in certain areas.

Finally, one of our first Trials with Webb’s fleet involved a DAF CF75 8x4 and an Iveco Eurotrakker 8x4. The Iveco had a very advanced specification for 2002: a 350 bhp Cursor 8 mated with a ZF AS-Tronic automated transmission and rear air suspension. This was probably the first application of a modern automated ’box in an 8x4 tipper — it was a brave step, and we said Iveco should be applauded at the time.

The truck is still in the fleet. The engine gave a few problems, but it was not really the truck’s fault. The gearbox needed some attention, but still works perfectly. Not bad after over seven years’ service. ■

it’s been a while since we got behind the wheel of a Hino, and it

makes a change to see one with a bulk tipping body. Most of the 700-series on the road are either steel muckaway or ally aggregate tippers, along with hook-loaders.

The use of underfloor gear now seems a bit strange. It was very popular for some time, but most operators have gone back to front-end gear. Webb has stuck with Harsh underfloor as it suits its needs: the body is closer to the cab, and it can achieve the required body size without having a longer-wheelbase chassis.

The Alliweld body is well matched to the compact Hino cab and the truck has a well-balanced look about it. The high-mounted 700-series cab is easy to get into, but care would be needed with the relatively narrow steps if wearing size 12 work boots.

The high seating position gives a good view in all directions and the new mirror design works well. The wide-angle mirrors give a great field of vision without compromising safety at junctions, and the front-mounted mirror provides an excellent view down to the front bumper.

Fixtures and fittings are the same curious mix of

modern and slightly dated design, but it all works well enough. Really tall drivers might struggle to get the seat back far enough, but it’s fine for us lesser mortals. All controls are well positioned, though the right-hand indicator stalk might cause confusion.

The double-H ZF gearshift will not be welcomed by all,

but this works better than most if the driver has a gentle grip on the lever and floors the clutch. Fully loaded, the Hino pulls away easily in second low, with a block change to fourth and then one full gear at a time, using the splitter on seventh and top if required. It’s actually quite relaxing. The ride and handling are good, and the engine brake is effective. The steering is slightly low-geared, but it does make a driver select the gear before a junction rather than grab a shift while turning — no bad thing.

The DAF is the current incarnation of a long-serving design, and the latest changes have further improved an excellent truck. The MX engine has a nice deep growl and excellent low-down torque. The 410 bhp version is well

suited to a 32-tonne 8x4, and the AS-Tronic ’box block-shifts when pulling away from rest right up to ninth gear. Progress is swift and smooth, and it’s easy to underestimate how fast the truck gains speed.

Fortunately, the engine brake soon pulls the speed down and the brakes themselves are very

effective. But as ever, the floor-mounted metal brake pedal seems slightly at odds with the mostly car-like interior fittings of the CF sleeper cab.

Clutch control is much improved, but we feel it could still be better. If the truck starts to pull away from rest and the driver uses a fair bit of throttle, and then suddenly has to lift off again, the clutch disengages violently.

So which is best? For most users, it has to be the DAF. Euro 5 has been on offer for a long time and the overall package is very good. Hino has yet to state its intentions in this respect, but it has proven to be a very sound truck. Any operator looking for a tough 8x4 with fast delivery should be able to get an excellent deal as the Euro 4 deadline approaches.

teSteR’S VeRDiCt: bob beeCH

the DAF’s clutch control is much improved.

Hino is expected to launch a Euro 5

engine range soon

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Truck on Trial DAF CF85 x Hino 7321

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Transcript of Truck on Trial DAF CF85 x Hino 7321