Silent Partner

One of the most anticipated trucks in years, the all-new DAF XG provides the desirable combination of exceptional aerodynamic efficiency with a spacious interior which meets the ergonomic needs of drivers.

The incorporation of the 15-litre Euro VI engine is a triumph of engineering and the result of extensive collaboration across several continents.

The XG cab is narrower at the front and wider at the back than the previous XF model, facilitating the DAF’s ability to knife through the air and maximise the aerodynamics contribution to fuel efficiency.

“We’re seeing more than eight per cent improvement in fuel economy,” says PACCAR Australia’s Director of Product Planning Ross Cureton, referring to results obtained in trials with several major fleets.

“In the past if an OEM said they’d get you eight per cent you’d be happy to get four. Except we know it’s doing eight and it’s not a claim – it’s fact.”

The 15-litre engine meets Euro VI emission compliance without the need for EGR and is referred to as the PX-15 because, while it may be Cummins hardware such as the block, head and reciprocating components, its control software is firmly integrated with the PACCAR product and monitors multiple systems and arbitrates electronic decisions to provide the optimum engine performance and fuel efficiency.

The engine’s maximum 3,200Nm of torque is on tap from as low as 900rpm and from there delivers not so much a torque ‘curve’ as a flat table, and is delivered to the 46,000lbs Meritor diffs through a 16-speed High Torque ZF Traxon transmission.

The engine and transmission operate seamlessly together with slick changes between gears and not a hint of confusion as to what ratio should be selected.

It’s another win for the software developers which includes several German engineers who spent some time at the Anglesea Proving Grounds understanding the ZF transmission’s parameters and Australian conditions and gross weights.

Use of the electronically controlled PACCAR Airglide rear suspension permits a short rear frame cut-off that will suit drop deck trailers. This level of flexibility will be appreciated by major fleets and rental operators.

The DAF XG is rated for a GVM of up to 97 tonnes making it suitable in PBS applications such as A-doubles and B-triples.

The view through the curved windscreen is panoramic, the mirrors have enough of a space between the main glass and the lower spotters to check on situations like roundabout traffic.

On the road the DAF is as quiet as what is now expected from a premium European truck due to its combination of good engineering, quality insulation and effective aerodynamics.

Even on the quite rough secondary roads we took the test rig along, the cab’s suspension provides an excellent ride and driver comfort without any nausea-inducing swaying. Apple CarPlay and Android Auto apps are both standard features of the infotainment system.

PACCAR has thousands of its Kenworth trucks working in the Australian transport industry which, through PACCAR Connect telematics, provides some serious benchmarking in terms of fuel efficiencies.

The past couple of years have seen 18 DAF XG and XG+ units on evaluation assessments with a number of major Australian operators and by Christmas 2024 the trucks had collectively travelled more than 2.4 million trouble-free kilometres, with many more still to come.

Assembled in PACCAR’s Bayswater plant this truck has the fingerprints of the Australian engineering cohort of PACCAR and Cummins all over it.

The 660hp/3200Nm engine spec isn’t simply some random numbers but has been arrived at after complex considerations in order to deliver the acme of fuel economy and acceptable trip times.

A lot of thought obviously went into making the best use of the 3900mm wheelbase and there are two fuel tanks providing a total of 1,150 litres which should avoid en route refuelling when running between major centres such as Melbourne and Brisbane at normal B-double weights.

The AdBlue tank holds 130 litres. The engineers have put much effort into keeping the floor level at a reasonable height and despite the 15-litre engine the cab’s flat floor hasn’t been raised at all and accessing the cab is via three easy steps.

The kerbside ‘A’ pillar is found on the DAF Corner View camera, which at first experience can be a bit discombobulating but the driver very quickly becomes accustomed to it and appreciates the excellent 270 degree view it provides around the side of the truck and across the area immediately in front.

This eliminates the requirement for kerb and front view mirrors, improving aerodynamics as well as providing an improved mantle of safety.

In recognition of the long haul applications these trucks are likely to be utilised in, both models boast a 2220mm x 800mm lower bunk, with the XG+ featuring the electrically adjustable ‘Relax bed’ and an additional fold-down top bunk.

There is a good area of space between the dash panel and the bunk, and the XG’s 2040mm standing height is more than adequate for most physiques, while the XG+’s 2170mm roof height can accommodate most professional basketballers should they choose a new career in trucking.

Different trim colours provide additional differentiation between the XG and the higher roof XG+ models which also get a number of additional enhancements such as an air suspended passenger seat and a second fridge drawer.

Multiple USB and socket power outlets are complimented by a cordless inductive smartphone charger located on one of the dash trays.

An easy-to-use control panel is located on the rear bulkhead of the sleeper, controlling lighting, temperature, windows and even the roof hatch in case you want to do some star gazing.

DAF’s full complement of safety systems is standard equipment and includes Vehicle Stability Control, Lane Departure Warning, Adaptive Cruise Control and Advanced Emergency Braking.

The electronic park brake is fool proof, and the operation of the Hill Hold function is simple and very effective.

DAF cabs now have the patented Programmed Cab Displacement feature which incorporates a mechanism to shear the cab off the chassis in the event of a super serious accident, absorbing the impact’s energy as it slides rearward and significantly improving protection for the occupants.

The effectiveness of the five stage engine brake can be substantially increased by toggling down one or two gears with no concerns about an over-rev as the transmission will only process the manual downshift if there is no risk to the driveline.

Daily check access is good through the lift up front panel and the side opening front wing sections.

Steps integrated into the fuel tanks and solid grab handles provide safe access to the non-slip walkway behind the cab to check batteries and trailer umbilicals.

The engine is equipped with a 50-litre sump to allow for standard 80,000 kilometre oil drain intervals.

In local testing this has been run out to 96,000 kilometres to ensure there would be no issues.

The Australian led project surrounding DAF’s entry into the high productivity road transport category isn’t a simple case of being all about the cab, or all about the engine either, for that matter.

The DAF XG is greater than the sum of its parts and demonstrates one plus one can equal three.

It may have even been simpler to graft a DAF cab onto a Kenworth chassis with a Cummins engine and that was actually an early consideration, but even with the best minds involved that exercise had the risk of creating a mishmash of a truck and the engineering focus remained on delivering the product as intended.

Ultimately, what PACCAR has delivered in the DAF XG and XG+ models are well-engineered homogenous trucks exhibiting all that is relevant to the requirements of high productivity vehicles in Australia today.