2020 DAF CF 450: Launch Review

The 2020 DAF CF 450, with its new MX-11 engine, will join a brace of new DAF models with which the Dutch manufacturer can shift its attention to new markets and fresh opportunities.

That was a key message delivered at the launch of the next-generation DAF line-up in Brisbane recently. There DAF dealers, customers and local truck media converged on the Mount Cotton driver training facility to inspect and drive the new all-rounder CF and line-haul-oriented XF trucks, which now join the new LF medium-duty range to complete DAF's new offering in Australia.

While the Euro 5 CF 85 has already made way for the Euro 6 CF with PACCAR's overhauled 13-litre MX-13 engine, the Euro 5 CF 75, with its 9-litre engines, will be superseded by the end of 2020 by the Euro 6 CF with PACCAR's 10.8-litre MX-11. The MX-11 is a new engine for Australia and it will join the DAF line-up here in several power ratings up to 450hp.

Founded in the Dutch city of Eindhoven in 1928, DAF was acquired by PACCAR in 1996, with the first DAFs reaching Australia in 1998. DAF is a giant in Europe, even dominating the heavy segment in several European countries, but its acceptance here has remained constrained.

Even so, DAF has expanded its heavy-duty segment market share here from 1.5 per cent to 3.6 per cent over the past eight or so years, so it's made steady progress with its Euro 5 product. Now, with the introduction of its Euro 6 line-up, PACCAR Australia says DAF is poised for substantial growth, with the new MX-11 engine an important part of its strategy.

The MX-11 supersedes the old 9-litre engines of the CF 75, and will allow DAF to shift its focus from the sub-11-litre segment where it was largely out-gunned (and out-priced) by the Japanese makers, to the 11-litre class where it will compete with the likes of Volvo and Mercedes-Benz, along with UD (the control of which was effectively handed from Volvo Group to Isuzu recently).

DAF Australia General Manager, Felipe Rubio, says he expects these MX-11 CF models to represent roughly 20 per cent of DAF sales, with the lion's share (around 60 per cent) stemming from the two MX-13 models, the CF 480 and CF 530.

That leaves the larger, line-haul-spec XF 530 to account for around 10 per cent (also powered by the MX-13), and the remainder for the LF, which largely spans medium-duty rigid models.

We singled out the new CF 450, with MX-11, for a drive at Mount Cotton, but also sampled a couple of the 13-litre CF models, for a first taste of what's coming, and what's already here, in the family that accounts for the majority of DAF's Australian sales.

It's been a long time coming, this new Euro 6 DAF line-up, with the trucks first hitting European roads in 2017. The first trucks reached Australia in April 2019, with 12 examples embedded in various applications with operators from last September.

Of course, since August 2018 PACCAR Australia has assembled DAF CF trucks from CKD (complete knocked-down) kits on a dedicated assembly line at its Bayswater production facility in Melbourne. It transitioned from its Euro 5 to Euro 6 MX-13 models in early February 2020, and says the MX-11 models will start rolling down the line toward the end of this year.

In total, we're talking a total of six power ratings for Euro 6 CF models – four for the MX-11 and two for the MX-13 – spanning 370hp to 530hp. Emissions compliance is achieved through a mixture of EGR, SCR and a DPF, and all will be mated to the latest ZF TraXon automated transmissions, either a standard 12-speed or optional 16-speed, which replace the older ZF AS-Tronic transmissions.

DAF has employed the principle of 'downspeeding' in its new engines, effectively providing more torque at lower revs to deliver a general reduction in engine speeds, thereby improving fuel economy. There's now an extra 150Nm on tap in top gear for the new MX-13, says DAF, which means less need to downshift.

DAF is claiming an improvement of up to 10 per cent for the new trucks, achieved through the aforementioned downspeeding plus a reduction of internal engine friction, superior drivetrain integration and software, the new ZF TraXon transmissions, new axles, improved aerodynamics, and more efficient cabin cooling.

The CF also has a new electrical/electronic architecture with new, faster ECUs running the show.

Engine cooling systems have been boosted significantly to counteract the increased operating temperatures associated with Euro 6, while the engines run higher pressures in their common-rail injection systems and have new, variable-geometry turbo-chargers.

A new MX Engine Brake, meanwhile, offers up to 360kW of retardation in the MX-13 and up to 340kW in the MX-11. It's a compression braking system, its three stages offering additional braking force from two, four or all six cylinders.

Related reading:
DAF unveils new CF and XF range
Renewed DAF range targets new markets
DAF XF 530: Launch Review
ZF TraXon transmission: Review

While we sampled these new CF models within the controlled environs of the Mount Cotton driver training facility, the trucks were fully or near-fully loaded to give a good initial taste of their ability. We'll conduct a comprehensive road test down the track.

Standing before the CF 450 with MX-11, I have to say it's one smart and stylish truck. This particular truck has DAF's Space cab – the biggest available in the CF line – but cab entry is super easy thanks to two cascading and grippy steps, the bottom one being exceptionally low.

This truck's cabin was finished in a fleet-spec trim, with cloth upholstery for the Grammer seat and a basic mix of greys and darker tones. It's functional and will prove easy to maintain, but if you're after a little more there are a couple of other trim grades to choose from, with different hues and things like a leather-accented driver's seat, complete with multi-stage heating and ventilation.

Loaded to a full 42.5t courtesy of a single flat-deck trailer of sandbags out back, moving off is as simple as selecting 'D' for drive on the angled bank of switches to my left, flicking the brake lever off, easing on the accelerator and letting the automated ZF TraXon 12-speed transmission do its thing.

Modern European trucks are just so simple to drive, and these new DAFs are no exception. But while it's possible for just about any driver to jump in and drive, leaving it to the truck's electronic smarts to sort out the best way forward, it still takes familiarity and perhaps a little driver training to extract the most out of these vehicles in terms of fuel economy. That's where DAF's expert driver trainers come in; they can help drivers to master the ins and outs of these trucks and their increasingly sophisticated drivelines.

The Space cab is a pleasant place to be, ergonomically accommodating for the full gamut of drivers but also highly functional. The instrument layout is clear and uncluttered, with all the major controls close to hand and unnecessary distractions kept to a minimum.

The set-up also affords a high degree of customisation – the new electronics architecture means it's easy to shift buttons around as desired – while DAF has retained the large button format and controls that are easy to use, even when wearing gloves.

Even at 188cm (6ft 2in) I can stand up in the Space cab, my hair just brushing the top of the overhead hatch. There's reasonable storage space, with three large bins over the dash, a large tray with cup holders extending over the tunnel at the base of the centre stack, and a small fridge under the bunk.

With its innerspring mattress, the bunk is quite comfortable and reasonably roomy, with its own reading light and controls for the (upgraded) cab lighting. Of course the XF's Super Space cab is bigger and comfier again, but for a quick nap or the odd overnight stay there's little to complain about in the CF Space cab.

Also improving the driver's lot is the excellent noise insulation. DAF tells us these new ZF TraXon transmissions are now up to 35 per cent quieter, and on the road (or test track, at least) it really shows. It's easy to hold a conversation in the cab, the distant and muted rumble of the MX-11 barely intruding.

Finding that 'just right' driving position is easy thanks the adjustable seat, armrests, and steering wheel, and I love the simple but informative TFT instrumentation, with a menu system controlled by a large dial with adjacent 'back' button. It's a neat system that works well.

That dial can bring up a stack of information on the TFT display, from driver performance scores to axle weights, tyre pressures, and all manner of trip data, and it's complemented by an infotainment screen on the angled panel to the left of the steering wheel, with truck-specific sat-nav, audio streaming and more.

On the topic of sat-nav, DAF tells us these trucks are ready for topographic cruise control, where the truck adjusts its gearing and engine output to best harness the vehicle's momentum over undulating terrain. Once PACCAR has the 3D mapping for Australia it will be made available for these latest DAF trucks, although there's currently no estimate on when that may be.

Despite being fully loaded, the MX-11 is a willing performer with plenty of urge. It dropped down through several gears in the TraXon 12-speeder when tackling some of Mount Cotton's short climbs, but even with yours truly making some 'questionable' inputs here and there, it was clear this smart and well integrated driveline was doing its best to keep the tacho needle within its green 'eco' zone, roughly between 800-1600rpm.

The transmission/engine brake stalk is also a neat unit. Key on and the truck is in its default eco/auto mode, but click the button on the end of the stalk and it switches to power/auto, where the transmission shifts points are effectively raised a little. Press it again and you're in manual mode, where fast and refined shifts are simply a matter of flicking the stalk up or down, while pulling the stalk towards you activates the three-stage engine brake.

The engine brake is really effective, in both engines but especially the MX-13, and an important aspect to achieving a solid driver performance score. It works so well that dialled-in drivers will largely rely on it to slow the truck in most situations, rather than the service brakes.

As for safety, these new trucks now benefit from a comprehensive range of standard active and passive safety systems. The list runs to forward collision warning with autonomous emergency braking, lane departure warning, and vehicle stability control, among others.

And DAF has introduced what it calls its Protective Cab Suspension Construction, a proprietary system that sees the cab shift partially backwards in a frontal collision, absorbing more of the impact and better protecting the cab's occupants.

After my time in the CF 450 with MX-11 I switched to the CF 530 with MX-13, which combines all the benefits of the new generation with even more grunt, and the more powerful engine brake. It lapped up the Mount Cotton circuit with complete nonchalance, and will surely place DAF on the offensive with its product offering, allowing it push into new segments. Once again, we hope to take one for an extended road test soon.

The new DAF CF range with MX-11 engine will focus the brand's efforts across a wide range of applications, from metro multi-drop work to containerised freight, crane trucks, supermarket distribution – the list goes on.

For DAF customers it's been a long wait for this Euro 6 line-up, but their patience has been rewarded with a ground-up redesign that improves on virtually every aspect of the range.

For PACCAR Australia, meanwhile, this next generation gives the brand its best opportunity yet to bring a little of that European sales momentum Down Under, as it sharpens its focus in existing segments and targets fresh markets for the first time.

2020 DAF CF 450
Engine: MX-11 450
Capacity: 10.8 litres
Power: 330kW (449hp) at 1600rpm
Torque: 2300Nm at 900-1125rpm
Exhaust emission: Euro 6
Transmission: ZF TraXon 12-speed automated manual
Axle ratio: 3.40
GVM: 25,200kg
GCM: 50,000kg
Brakes: Ventilated discs front and rear, dual circuit air system with electronic control, ABS and PACCAR Engine Brake with up to 340kW
Fuel tanks: Aluminium 770 litres
Safety: Adaptive cruise control, forward collision warning, advanced emergency braking system, vehicle stability control, lane departure warning system, side camera, protective cab suspension and construction, driver airbag, seatbelt pretensioners