The renewed LF range is equipped with a choice of two Euro 4 Cummins-built engines. A new four-cylinder 4.5-litre Paccar FR engine or a six-cylinder 6.7- litre Paccar GR engine can power the new LF45 from 7.5 to 12 tonnes. From 12 to 18 tonnes only the GR is offered.

The FR offers power outputs of 140, 160 and 185hp with torque outputs ranging from 550 to 700Nm respectively (405 to 516ft-lb). The GR engine offers three power outputs of 224, 250 and 285hp with torque ratings of 850, 950 and 1020Nm to match (827, 700, 752ft-lb). DAF says that as a result of the increased cylinder capacity and the application of high-pressure common-rail fuel injection, the new engines provide up to around 22% extra torque over the engines in the existing models. The 6.7-litre GR will also power the CF65.

All LF and CF models come standard with a range of ZF manual transmissions, but the major change with the new vehicles for Euro 4 is all are available with upgraded or, for LF, a new six-speed ZF AS-Tronic automated transmission.

The new CF75 is fitted with the 9.2-litre Paccar PR engine, which develops outputs of 250, 310 and 360hp and 1050, 1275 and 1450Nm of torque (775, 940 and 1070ft-lb). The PR engine is characterised by a number of technologies that DAF also uses on the new 12.9 litre MX engine, such as the Delphi SMART high pressure injection system.

The new CF85 is equipped with the 12.9-litre Paccar MX engine. In the CF85 it is rated at 360, 410, 460 and a range-topping 510hp. Torque outputs are 1775, 2000, 2300 and 2500Nm respectively. (1309, 1475, 1696 and 1844ft-lb). The new PR and MX engines are available at either Euro 4 or Euro  5 emission levels and all the new engines use DAF's SCR DeNOx system. The Cummins-built FR and GR engines are currently only compliant to Euro 4.

DAF claims that its new engines at Euro 4 and 5 are around 4% better on fuel than its comparable Euro 3 engines. Service intervals have been extended to a maximum of 55,000km for the LF, 150,000km for the CF.

Production began at the beginning of May although customers will have to wait until September before production starts on multi axle variants of CF rigids. Other variants include a light LF55 tractor unit and a 21-tonne 6x2 LF55 rigid. Chassis weights have increased across both LF and CF ranges thanks to the additional weight of the SCR system. DAF says that with LF the increase is up to 80kg, rising to 130kg on a CF85 tractor with a 75-litre AdBlue tank.

Eight wheelbase options for LF45 range from 3.0 to 5.4m and LF55 also has eight ranging from 3.45 to 6.25m. DAF says it has moved air reservoirs and other components, wherever possible, to the inside of its chassis creating more space for fuel and AdBlue tanks and mounts the latter on some chassis under the  fuel tanks. The manufacturer says that on all models the AdBlue tank capacity has been kept to a minimum to reduce the weight penalty. AdBlue capacity is sufficient for around three fuel tank fills.

Cab interiors have a new colour scheme and finish. Both LF and CF get a new instrument panel, with larger chrome finished dials. There is a vehicle and engine function display in the centre of the dashboard and a new steering wheel, with optional airbag and integrated switches for operating the cruise control, adjustable speed limiter, engine brake and telephone is available on all models.

The AS-Tronic transmission on the CF is  operated via stalks on thesteering column. In the LF - which uses the same cab as the Renault Midlum - the operating units of the AS-Tronic gearbox are located beside the driver's seat. DAF says this is to deter drivers from intervening manually and was requested by customers, who say that the lighter trucks are driven by a wider variety drivers so a requirement to standardise driving style is more important than in the heavy product.

In addition to the engine and transmission changes DAF has improved braking packages and suspension enhancements such as stability control. All this re-engineering comes at a cost and the manufacturer says that there is a blanket 8 to 10% increase on list price across its range.

The driver's eye view We do not have the space in this issue to give a full report on all the vehicles we drove at DAF's Eindhoven launch, so we will highlight our first impressions. Our first drive was in a 7.5-tonne LF45 180 with a six-speed AS-Tronic transmission and day cab. Getting behind the wheel we noted that compared with the new Renault Midlum - same cab - DAF has not gone to the same lengths as its rival in terms of interior finish. This said, Renault has priced its new 7.5-tonner accordingly.

Engaging drive we aimed to creep forward to access the system but found that the automated clutch snatched quite badly and take off was far from smooth. There is a crawler mode on the transmission control and we found this better at very low speed.

Up shifts were slow compared with automated transmissions we have driven in heavier products, and cog changes were far from smooth. DAF said that this vehicle was not typical of the standard and this statement was confirmed by a fellow journalist, who drove another example of the LF45 with AS-Tronic.

Benefit of the doubt given, we think this type of transmission in a 7.5 or 18-tonner will be a godsend for urban multi-drop drivers and from personal experience it will transform this type of driving work. The new 4.5-litre FR engine was quiet and flexible through the rev range around the flat Dutch test route we drove. The higher swept volume and highpressure injection system means that even at the lowest power output there is ample torque for normal operation. Ride is good but we thought that the steering was light.

Our biggest gripe is the brakes. The feel at the pedal was so vague that initially we were not  sure if the brakes had actuated at all. This fault was reported in the old LF45 and despite the makeover it appears DAF has not addressed this apparent shortfall. We experienced a high level of wind noise at high speed in the vehicle we drove.

Conversely the LF55 220hp 15-tonner we tried with ASTronic had a perfect set-up and pulled away smoothly and shifts were subtle. The brakes were much better than the LF45's but still lacked the guidance this driver likes from the pedal. We noticed that there was still a fair bit of wind noise at high speed. The six-cylinder GR engine can be described as a real gem and is lively and responsive. We think that the new LF55 will give its rivals something to think about over the coming months.

Our third brief report from the driver's seat comes from the CF85. We drove a CF85 410 6x2 twin-steer artic loaded to 40 tonnes. Again equipped with an AS-Tronic automated transmission - 12-speed this time and definitely the way forward in modern heavy trucks.

There are not enough superlatives in the English language to describe all the facets of this truck. The 12.8-litre MX engine keeps everything moving with the absolute minimum of effort and the throttle pedal has been transformed into a foot-operated version of a manual gearshift. The transmission control built into the accelerator via the shifting software is superb and it brings back the driver input lacking with so many automated truck transmissions.

The brakes were excellent and the ride and handling are beyond reproach. The only negative comments we have about this truck concern the interior and visibility. We found that the mirrors were partially obscured by the trim that separates the retractable door windows from the fixed upper section. A DAF rep said that the mirror position could be adjusted to suit the driving position. Secondly, we felt that the dash facia and door panels were on the flimsy side and when shutting the doors that thud of quality was lacking. But under no circumstances should this put anyone off buying this truck.

Once you get in and get it moving any minor issues simply fade away as the driving experience takes over.