There is no denying that the latest generation of DAF trucks has been well-received since its launch in 2021. Indeed, the Dutch OEM could be forgiven for sitting back and riding the wave of success for a while, but three years is a long time in today’s technological world, so we are already on to “The Next Chapter”.
Unveiled at IAA Transportation in Hanover in September, a fortnight later the more detailed press introduction was in full swing, and we headed off to find out what is actually beneath all that very shiny red paint.
The answer can be broadly split into three areas: safety, driveline and software. The latter takes the form of Paccar Connect, an integrated service drawing everything from telematics to vehicle sat nav onto one platform. More in the realm of management than engineering, we will leave that to one side for today, giving us more room to talk about the other two.
SAFETY FIRST
Safety was always going to be high on the list, given the July 2024 start date for the upgraded EU General Safety Regulations (GSR2). For this new range DAF has, of course, included Advanced Driver-Assistance Systems (ADAS) mandated for fitment to new vehicles under GSR2, going beyond the legal minimum in some areas.
Long- and short-range radar is mounted in the lower part of the main grill, along with additional radar on the nearside of the vehicles. A dual front camera working in fusion with that radar is mounted in the usual place at the top of the windscreen, while a second sits at the rear of both rigids and tractors. In a step ahead both from the previous system and that now mandated, all trucks now come with a secondary display in the cab as standard. This automatically shows the view from the rear camera when reverse is selected.
Large warning lights are integrated within the digital dashboard and mounted on the nearside A-pillar, along with an audible warning. Between them, the radar and cameras cover the rear object protection, side blind spot monitoring and moving off warning systems as required.
Graded alerts start with orange warning lights alone when the vehicle is stationary, which turn red and audible should the driver attempt to pull away into an obstruction. AEBS will now stop the vehicle if a vulnerable road user steps out in front of an already moving vehicle.
In practice, the orange warnings are, indeed, large enough that they cannot possibly be ignored. Even while the driver is busy inserting their card or setting up the sat nav, the bar on the dashboard is big enough to register in their peripheral vision, ensuring it cuts through any distractions. The triangular light on the nearside pillar is similarly effective.
CONSTANT LOOP
Moving on, we have two additional systems: Driver Drowsiness Detection, which is mandatory in the European Union, and Event Data Recorder, the second of which is not mandated until 2029. Both of these prompt additional questions beyond their basic functionality, but there will be no escaping them in the long term.
Driver Drowsiness Detection, we are told, works using the long-range radar fitted as part of the AEBS system. It spends the first 15 minutes of a driver’s journey learning that person’s style of steering the vehicle in relation to the white line. It then uses the information gathered to spot deviations from the norm, which may indicate the onset of fatigue. After working through a series of stages, which can be brought up on the dash if required, a yellow warning comes up on the dash saying, “Time to take a break”, accompanied by a single “ping”.
DAF is very clear that this is advisory message, not an instruction. Nevertheless, the obvious question is whether ignoring this advisory would have legal or insurance implications should an incident then occur. While that standard driving template made at the beginning of the first journey is linked to the tachograph card, we are assured there is no record made in either the Event Data Recorder or telematics that warnings have occurred. Whether that will change when such systems become compulsory in 2026 remains to be seen, however.
The Event Data Recorder again works with the AEBS, and in this case is intrinsically tied to it. It records on a constant loop until triggered by an event – a haptic warning given by the AEB before activating; an actual activation of AEB; or a situation where the time to collision was 0.5 seconds or less – at which point the relevant data is stored and protected.
The EDR can store up to five events, after which it begins to overwrite. The five events stored are always the most recent. Data stored includes still images from the cameras, so events can be more objectively analysed afterwards if needed and are linked to the driver through their driver’s card.
Obviously, this raises privacy questions, both from driver and operator perspectives. Data is, we are told, owned by the latter, and access can only be gained by taking the vehicle to a DAF dealer, who will download it from a flash memory within the AEBS system. We are also assured that the dealer will always provide that service on request.
ENGINE UPGRADES
Moving on to the drivetrain, the MX-11 and MX-13 (pictured, left) engines have both had an upgrade, with their valve timing adapted according to the Miller principle. For those who need reminding, Miller timing is where the inlet valves do not initially close at the bottom of the stroke, reducing the work needed for compression – indeed, reducing the amount of compression the piston needs to achieve, as the pressure is relieved for the first part of the stroke.
Consequently, there is also a reduction in the amount of air, and therefore oxygen, which is in the cylinder at the point of ignition. This, in turn, means less NOx is produced which then needs dealing with using EGR. There are other changes, too. Reduced EGR means injection can be a little earlier in the cycle – indeed, needs to be, to ensure the fuel burns easily and quickly.
Compression ratios have been altered from 18.6 to 19.1 for the same reason, and there are new turbocharger settings. But the result of all this is both higher efficiency and lower emissions.
The updated engines are paired with a new dual drive coolant pump, driven electrically when the vehicle is running along and the need for mechanised cooling is lowest.
Only when the driver demands more power will the pump switch over to running on a traditional belt. The air compressor is now clutched, so it too is more efficient, stopping completely unless it is actually needed rather than just running on regardless.
On the axle front, by combining the updated engines with a new shifting strategy for the TraXon transmission, it is now possible to use the tallest ratio available with DAF’s SR1344 axle with the 315/70 22.5 tyres most operators choose these days. This, of course, means further engine downspeeding, the 2.05 axle giving a 7% lower rev count at 85kph than the 2.21 most commonly used for standard haulage now.
At the moment, this 2.05 differential is only available for 4x2 tractors, but we understand 6x2 are likely to be added in the near future. For now, the other change to this axle applies to the 2.64 diff, which has been redesigned to have the same friction-busting grinded design as its taller cousins, the 2.38, 2.21 and 2.05.
This, combined with an offset pinion, makes that particular axle 1% more efficient than what came before. Importantly the SR1344 axle is now strengthened to be available in combination with the 530hp rating of the MX-13: previously, the heavier duty SR1347 was required.
EFFICIENCY GAINS
Finally, there is another story here, too, one that could easily be overlooked. DAF is claiming a 3% improvement in fuel efficiency compared to the previous iteration with these factors combined, including use of the 2.05 axle. Add that to the 10% improvement that came with the first version of New Generation DAF and that makes for a whopping 13% improvement on what came before.
But there has been a snag. In order to get all of that first 10%, operators had to tick the right option boxes, including those for the Digital Vision System (DVS) mirror-replacement, predictive cruise control and low rolling resistance tyres. Which, you will not need us to tell you, many operators did not.
In Europe, for example, DAF freely admits only one third of trucks were delivered with DVS, and only two thirds had predictive cruise, so many could not reach anywhere near their maximum potential.
From the perspective of DAF’s R&D team, it must have been an incredibly frustrating state of affairs, but one they could do little about. The only real solution would be to make all these things part of the standard vehicle specification, so that is precisely what the Dutch have done.
This means those opting for the very basic version of, say, XG, will actually get 9% better fuel efficiency compared to what came before, simply by ordering the same thing again – they really could not make it any easier.
