The world’s best trucks are coming to South Africa
The world’s best trucks are coming to South Africa
South African operators are finally getting DAF’s award-winning XF and XG truck models. CHARLEEN CLARKE visited Eindhoven and Westerlo to see how they are produced. Then she drove the trucks to discover why they impressed the world’s leading commercial vehicle journalists.
The arrival of a completely new truck range is always significant. The arrival of a range already judged to be the best in the world is considerably more exciting.
South African operators are finally getting DAF’s New Generation trucks, including the XF480, XF530 and XG. They will all be powered by the 12.9-litre PACCAR MX-13 engine and equipped with the automated TraXon transmission. The smaller MX-11 offered internationally is not planned for this market. The local MX-13 will be supplied in Euro 3 form, reflecting the fuel and operating realities of the South African market.
Before the first trucks arrive, FOCUS travelled to the Netherlands and Belgium to experience the world from which they come. We visited DAF’s headquarters and main manufacturing complex in Eindhoven, explored the company’s remarkable museum, toured its cab and axle factories in Westerlo and finally climbed behind the wheel of several left-hand-drive models.
Our driving programme included diesel and battery-electric trucks. The electric models are not destined for South Africa, but they provided a fascinating glimpse of the flexibility built into DAF’s latest platform. The diesel trucks were the real focus. They gave us an early taste of the vehicles that will soon be working on South African highways and, more importantly, helped explain why the XF, XG and XG+ family secured the 2022 International Truck of the Year (IToY) title.
A museum that explains the mindset
Our journey began not on a production line, but in the DAF Museum in Eindhoven. That proved to be the right starting point. Modern trucks can easily be reduced to power outputs, fuel figures and lists of electronic systems… the museum provides a broader perspective. It shows that DAF’s present-day engineering approach did not appear overnight; it developed through almost a century of experimentation, practical problem-solving and an occasional willingness to challenge accepted thinking.
The story began on 1 April 1928, when Hub van Doorne established a small construction workshop in Eindhoven. His early work included welding and forging for local businesses such as the nearby Philips company. The modest workshop later expanded into trailer manufacturing with Hub’s brother, Wim; the initials DAF originally referred to Van Doorne’s Aanhangwagen Fabriek (Van Doorne’s trailer factory).
From those beginnings came trailers, cars, military vehicles, buses and trucks. The exhibits are not merely a collection of beautifully restored machines; they reveal a company repeatedly searching for lighter, simpler or more efficient ways of moving people and goods. DAF’s early trailers, for example, used welded rather than riveted chassis. This reduced weight at a time when riveted construction was widely accepted. It was a practical innovation rather than technology for technology’s sake – a distinction that remains important, as DAF’s best ideas have generally been aimed at improving payload, efficiency, control or ease of use.
The engine displays tell another part of the story. In its early years, DAF installed engines supplied by manufacturers such as Hercules and Perkins. By 1957, however, it had designed and begun producing engines under its own name. Two years later, DAF became one of the first European truck manufacturers to use turbocharging on diesel engines.
Turbo intercooling followed in 1973, years before the technology became commonplace among European competitors. It initially provided greater power and better fuel efficiency, becoming important later in reducing emissions. Advanced Turbo Intercooling, introduced during the 1980s, pushed the concept further by improving combustion and performance.
Walking through the museum, one begins to understand why the company places so much emphasis on integration. DAF has rarely treated the engine, cab, driveline and chassis as isolated components. The most successful vehicles have been those in which each system complements the others.
That philosophy is clearly visible in the New Generation XF and XG. Their fuel efficiency is not attributed to one revolutionary component. It comes from combining aerodynamics, engine development, transmission control, axle design, electronic assistance and careful weight management. Likewise, their comfort is not simply the result of fitting a better seat. Cab dimensions, suspension, visibility, noise suppression, control placement, storage and sleeping accommodation were considered together.
The museum therefore provided more than an entertaining diversion. It established the thread connecting Hub van Doorne’s tiny workshop with the enormous factories we were about to enter.
Two factories, one production story
DAF’s two principal continental European production locations have distinct responsibilities.
Eindhoven is the company’s headquarters and the heart of its truck manufacturing operation. It houses the engine factory, component and press facilities, the heavy-truck production line and the electric-truck assembly plant. This is where engines, chassis, axles, cabs, drivetrains and electronic systems are united to create complete vehicles.
Westerlo, in Belgium, specialises in two of the truck’s most important building blocks: cabs and axles. The cab shells are assembled, painted and trimmed there, while the adjoining axle operation produces front and rear axles engineered for DAF’s various applications.
At Eindhoven, the overwhelming impression is one of coordinated movement. Quite how they manage to get it right we simply do not know (clearly, a lot of planning goes into the process). Each vehicle may have a different cab, wheelbase, power rating, axle configuration, fuel capacity or customer specification. Components must therefore arrive at precisely the correct point and in the correct sequence.
Engines produced in one part of the complex are matched with the appropriate chassis. Cabs arriving from Westerlo must meet the right vehicle at the right moment. Wiring, braking systems, transmissions, tanks, electronic control units and safety equipment must all correspond with the individual build order.
Digital instructions help ensure each vehicle is assembled according to its specification. Robotic systems are used where they improve consistency or ergonomics; skilled employees remain responsible for work requiring judgement and adaptability. Quality checks take place throughout the process, not just when the completed truck reaches the end of the line.
The engine factory is particularly relevant to South Africa because the PACCAR MX-13 will be the only engine offered locally in the new XF and XG range. Seeing an engine move through assembly reinforces how many individual decisions influence its eventual performance. Machining tolerances, fuel injection, cooling, turbocharging, lubrication and electronic management must all work together through hundreds of thousands of kilometres.
Eindhoven is also where DAF assembles its latest electric trucks. Although these vehicles are not part of the initial South African programme, their presence demonstrates that the company’s manufacturing system is already accommodating diesel and battery-electric powertrains on related vehicle platforms.
Westerlo offers a different experience. Here, flat pieces of steel are transformed into the distinctive cabs of the XF, XG and XG+. Welding robots join the structural elements before the body passes through finishing and paint processes. Doors, glass, interior panels, wiring and trim gradually turn a steel shell into a sophisticated workplace.
The long, smooth front section of the New Generation cab plays a central role in aerodynamics. The larger windscreen and low window line improve visibility, while the additional dimensions of the XG and XG+ create living space behind the seats. All these benefits depend on manufacturing processes capable of producing complex structures consistently.
Alongside the cab operation, DAF builds its own axles. Westerlo began producing cabs in 1966, with axle production following in 1971. In-house axle design allows DAF to match axle characteristics closely to specific vehicle types, applications and driveline requirements.
Westerlo shows how the truck’s principal structures are created; Eindhoven shows how they become a complete working machine.
Why the award matters
The IToY accolade is featured prominently at both plants – and for good reason. It is a “Seriously Big Deal”, and those factories played an integral role in the company’s victory. So, how does the award work? Well, the winner must be a truck introduced during the preceding 12 months, selected as having made the most significant contribution to road transport efficiency. Jury members assess technological innovation, comfort, safety, driveability, fuel economy, environmental performance and total cost of ownership.
The New Generation DAF XF, XG and XG+ won the 2022 title after extensive testing by specialist commercial vehicle journalists from across Europe and further afield (yours truly represents South Africa on the jury). The year occasionally causes confusion, because the range was unveiled in 2021. It is not an error – the award recognised the new trucks for the following model year.
What impressed the IToY jury was the breadth of the advance. DAF had taken full advantage of revised European masses and dimensions regulations that allow additional cab length when used to improve aerodynamics, safety and driver comfort rather than load space. Instead of treating the regulatory change as an opportunity for a minor alteration, DAF created an entirely new cab architecture.
The front of the truck was extended and shaped to guide air around the vehicle more efficiently. The windscreen was curved, the corners were rounded and the cab sides were carefully tapered. Beneath the visible surfaces, the manufacturer also addressed airflow through the engine compartment, wheel arches and underbody. At the same time, the additional length created more collision-absorption space and allowed DAF to improve the driver’s view of the road and surrounding traffic. The XG and XG+ gained further length behind the seats, providing considerably more interior space than conventional European truck dimensions had previously allowed.
Gianenrico Griffini, the chairperson of the IToY jury, summarised the decision: “With the introduction of the New Generation, DAF has delivered a high-tech, heavy-duty truck range that sets a new benchmark in the truck industry. In addition, it is future-oriented, as it also represents a complete platform for new generations of alternative drivelines.”
The jury also highlighted the trucks’ direct visibility. The large, curved windscreen; low side-window beltlines; and optional kerb-view window allow the driver to see more of the area immediately around the cab. Camera systems can replace the main mirrors and provide a wide-angle view of the front corner, reducing external obstructions while improving awareness of cyclists, pedestrians and other vulnerable road users.
The award matters to South African operators because it confirms that the vehicles arriving here were recognised for the same qualities that determine success in local fleets. Fuel consumption, for example, matters enormously, as do driver comfort, safety, uptime and ease of operation.
South Africa is not simply receiving a newer-looking XF. It is receiving a vehicle family that prompted one of the most important redesigns in DAF’s history and was then subjected to several years of European production and fleet use before reaching this market.
The first kilometres
Factory visits show how a truck is produced. Driving reveals whether all that engineering feels coherent. Our programme included only selected left-hand-drive models, so it was not a complete rehearsal for the right-hand-drive trucks destined for South Africa. Nevertheless, the fundamental qualities of the range were immediately apparent.
The first is visibility: the windscreen is vast and the dashboard remains low enough not to intrude unnecessarily into the driver’s view. The side windows continue the low beltline, creating an open driving environment and making the truck feel less imposing from behind the wheel. Despite the size of the cab, the driver does not feel disconnected from the road or uncertain about the truck’s position.
Steering is light, accurate and reassuringly progressive. There is no need to wrestle the vehicle through a turn, yet it does not feel nervous or over-assisted. The cab responds predictably and settles quickly once a manoeuvre is completed. The driving position offers extensive adjustment. The seat and steering column can accommodate a broad range of body shapes, while the controls are positioned logically around the driver.
DAF has adopted a digital instrument display, but it has resisted the temptation to place every function inside a touchscreen. Frequently used controls remain on the steering wheel, column stalks or dashboard. The company calls this its “Hands on the Wheel, Eyes on the Road” philosophy. It is a sensible one – a driver should not need to search through several electronic menus to perform a routine task while controlling a heavy combination. Physical controls can be located by touch and continue to work intuitively in darkness or on rough roads. The digital display is clear and can be configured to present different levels of information. It provides the benefits of modern instrumentation without overwhelming the driver with unnecessary visual clutter.
On the road, the diesel driveline feels extremely capable. The PACCAR MX-13 produces its torque low in the engine-speed range, allowing the TraXon automated transmission to hold gears rather than constantly shifting in search of performance. All South African models will receive the super-efficient TraXon automated transmission, which really needs no introduction. It’s one of the best known and most admired gearboxes around – it has surpassed 1.5 million units since its 2014 launch (and for good reason).
The engine brake also deserves attention – DAF has increased braking performance at lower engine speeds, enabling the driver to control the truck without relying excessively on the service brakes. This will be particularly relevant on South African routes containing prolonged descents. Effective auxiliary braking reduces heat and wear in the foundation brakes while helping the driver maintain a stable speed.
Ride quality is another highlight. The cab remains composed over surface changes and settles quickly after undulations. It doesn’t float excessively or continue pitching after the chassis has dealt with the disturbance.
Our very short European test route could obviously not replicate every local condition. It offered none of the dreadful roads, potholes, heavily patched regional roads or demanding high-mass operations familiar to South African fleets. Even so, the basic ride and steering characteristics suggest that drivers should find the trucks comfortable over long distances.
The battery-electric models provided a markedly different experience. Their immediate torque, lack of gearshift interruption and extremely low noise levels were impressive. They also demonstrated that the cab, steering and control architecture work effectively with more than one type of drivetrain. They are not part of the current South African plan, but driving them helped explain Griffini’s description of the range as a platform for future powertrains.
Space, safety and efficiency in one design
The XG’s interior may be the feature that creates the strongest initial reaction. European truck cabs have traditionally been constrained by strict overall vehicle-length regulations. By revising those rules, legislators allowed manufacturers to use more length for better aerodynamics, safety and driver accommodation. DAF responded by creating a cab that feels fundamentally different rather than merely slightly larger.
The XF offers generous space and a lower cab position. The XG places greater emphasis on long-haul accommodation, with additional room behind the driver and co-driver. The award-winning European family also includes the even larger XG+, which offers up to 2,220mm of standing height and a cab volume of 12.5m³. The local focus, however, will be on the XF and XG models specified for South Africa.
The value of space is best understood by considering how a long-distance truck is actually used. For its driver, the cab is not simply a place to sit while the vehicle is moving; it is also an office, rest area, dining space, bedroom and storage facility. A few additional centimetres can determine whether the driver can stand upright, move between the seats, change clothes or reach the bunk without twisting around luggage and equipment.
The New Generation interior feels open and carefully organised. Storage is distributed throughout the cab rather than concentrated in one or two oversized compartments. There are spaces for documents, clothing, bottles, food and the everyday equipment required on the road.
The bed is 2,220mm long and can be up to 800mm wide across its full length in the larger cabs. An electrically adjustable Relax Bed is available internationally, while controls near the bunk allow functions such as lighting, windows, audio and temperature to be managed without the driver getting up.
Low interior noise adds to the sense of refinement. The engine remains audible, but it does not dominate the cab. Reduced noise and vibration should make conversation easier and rest less difficult.
These qualities have a practical South African relevance: drivers working long-distance or cross-border routes may spend days away from home. They can face lengthy waits at depots, terminals and border posts – a comfortable bed, useful storage, effective ventilation and adequate room to move can positively influence fatigue, morale and driver retention.
Safety has also been built into the fundamental cab design. The elongated front provides extra space for energy absorption in a collision. The cab structure includes crash zones, while DAF’s Programmed Cab Displacement System allows controlled rearward cab movement during a severe frontal impact to help preserve the occupant survival space. Advanced driver-assistance features available internationally include emergency braking, lane-departure warning, electronic parking functions and systems designed to assist with trailer coupling and stationary operations.
Advanced driver-assistance features available internationally include emergency braking, lane-departure warning, electronic parking functions and systems to assist with trailer coupling and stationary operations.
The camera-based DAF Digital Vision System replaces conventional main mirrors with external cameras and screens inside the cab. The displays can alter their view while cornering, so that the driver continues to see the rear of the trailer. DAF Corner View provides a wider image of the area around the front and co-driver’s side, replacing the conventional front and kerb mirrors.
These systems reduce the size of the external mirror structures, which benefits both aerodynamics and visibility. Drivers accustomed to glass mirrors will require familiarisation, but the screens are positioned where the eye naturally expects to find the relevant view.
Efficiency is similarly spread throughout the vehicle: DAF’s original European development programme produced a 19% improvement in aerodynamic performance. The smoother cab shape, curved windscreen, tapered panels, controlled engine-bay airflow, wheel-arch deflectors and optional cameras all contribute.
The MX-13 was refined through changes to combustion, injection, turbocharging, pistons, liners and thermal management. Auxiliary systems such as oil pumps, air compressors and alternators were optimised to reduce the energy they consume, while the transmission, axles, predictive systems and braking components add further incremental improvements.
The result for the new range entering South Africa is a claimed fuel-consumption improvement of up to 12%. The precise saving will naturally vary according to vehicle specification, load, route, speed and driver behaviour – but the potential for fuel savings is significant.
Importantly, the saving is not dependent on one feature, potentially delivering only under ideal conditions; it is built from a series of improvements that continue contributing in different ways as operating conditions change.
What South Africa is getting
South African operators will be offered the XF480, XF530 and XG, powered by the 12.9-litre PACCAR MX-13 and fitted with TraXon automated transmissions. The engine will be supplied in Euro 3 form, and the MX-11 will not be offered. That positions the range directly in the premium long-distance and extra-heavy segments where the MX-13’s power and torque are most relevant.
South Africa will therefore receive the core qualities that earned the European truck its reputation: the new cab architecture, improved aerodynamics, advanced driving environment, spacious interior and integrated driveline.
These trucks are not arriving immediately after an untested global debut. They have already accumulated several years of production experience and fleet operation in highly demanding European markets. The New Generation series reached 10,000 units within months of production beginning and passed 50,000 units in 2023. DAF has described it as the most successful product introduction in the company’s history. South African operators will now be able to judge the trucks on the factors that matter locally: fuel consumption, reliability, payload, uptime, driver acceptance and total operating cost.
Our European visit could not answer every one of those questions. That will require local trucks, South African loads and the demanding, familiar route between Johannesburg and Durban. Truck Test 2026 will provide precisely that opportunity, with a New Generation DAF set to join the field for assessment alongside its rivals under real South African operating conditions. Fuel consumption, journey times, average speed and productivity will reveal how the truck performs where it matters most.
What the European visit did establish was why the range has attracted so much attention. The museum showed a company with a long record of practical innovation and Westerlo revealed how the cabs and axles are created, while Eindhoven demonstrated how engines, chassis, electronics and structures are assembled into complete trucks. The drive brought all those elements together. The XF and XG are safe, comfortable and efficient. They are also technically advanced without being difficult or intimidating to drive.
South Africa has waited several years for the trucks that were named 2022 International Truck of the Year to arrive on local shores. They are finally coming – the next question is how they will perform on South African roads, carrying South African loads against fierce premium-market competition. Truck Test 2026 – and operator feedback – should provide some compelling answers.
Published by
focusmagsa
