The transformation from a DAF 8×4 chassis-cab into a Ginaf 8×4 Wide Spread is like a Dobermann morphing into a Rottweiler. Completely unrelated, I know, but you get the picture. Even better, featuring two fully identical 2015 Ginaf G6 4243 CS asphalt dumpers, caught in the yard of a used truck dealer on September 14.
For extra convenience and comfort, the Ginafs have a DAF XF-series Space Cab, instead of the usual, much lower and smaller CF-series day cab. It’s common practice that a dedicated asphalt dump truck has a sleeper cab, with or without a raised roof.
Their power source is DAF’s 12.9 liter, MX-13 turbodiesel with a maximum power output of 460 DIN-hp. Each.
The stocky and strongly built Rottweilers Ginafs are rated at a gross weight of 43 tonnes (94,800 lbs) and with an overall length of only 8.50 m (27’11”), these are the opposite of last Sunday’s Scania flower truck, in each and every aspect.
The insulated dump bodies, the hydraulics included, were made by HYVA (Hydrauliek Vaandrager), a global giant in this line of business.
At the front, the twins are equipped with a Nido mounting plate for implements, think winter season.
Note the trailer couplings for towing a full trailer, carrying job-related machinery.
The trucks’ distinctive color scheme is recognizable from a country mile, the Jan Bakker company was the former owner for sure.
See, here’s a 2015 MAN TGS 10×4 Wide Spread I spotted six years ago. The cab livery would suit an owner-operator’s tractor very well, but with a fleet of 200 vehicles, Mr. Bakker went beyond that stage quite some time ago.
Related articles (with more in-depth chassis information):
2019 Ginaf X6 4243 S – Desperado, The Blazing Asphalt Hauler
I’m going to guess that the cab’s about 8′ long, which means the bed’s about 18-19′. Gross weight of 43 tonnes seems that there’s some incredibly concentrated weight in that tipper. I guess the many tyres for such a short wheelbase explain that themselves.
And no wonder the hydraulic erector thingy is such a big one (and no, jealousy is not a curse, thankyou).
Axle weights from front to back, in tonnes: 10 + 10 + 11.5 + 11.5 = 43 tonnes GVWR. The payload capacity -in this case for hot asphalt, dumped in the dump body- is 25.5 tonnes (56,200 lbs). Those are the legal numbers, anyway.
Interesting trucks, and a bit reminisecnt of the ‘Super 10’ dump trucks we have here in California. A typical ‘Super 10’ is a long wheelbase Kenworth or Peterbilt conventional tandem with a pusher or trailing tag axle and a 10 yard box. They can haul around 50,000 lbs. of payload, probably a bit shy of what these Ginaf’s can handle but these Super 10’s are under the legal max. axle weight for California and other western states. Different approches to similar problems.
I did a GIS for ‘Super 10’ dump trucks, really neat!
The crucial factors in NL: the axle spacing and drive axle or non-drive axle. Add two meters of wheelbase (just as an example) between the front steering axles and the rear tandem and the GVWR is still 43 tonnes, which is the absolute maximum for an 8×4 drivetrain.
DAF -or any other mainstream manufacturer- can’t supply something like that, but Ginaf and other domestic conversion specialists certainly can. A counter-steering rearmost drive axle is always a part of the aftermarket package. BTW, the MAN in the last picture also has one.
The registered payload capacity of the Ginafs is 56,200 lbs, as mentioned above (GVWR -/- curb weight).
Why on earth do they put Space/ Snoozer Cabs on asphalt trucks? Is it because NL has no asphalt plants due to the stink resulting in long trips to Belgium or Germany for pickup?
Waiting, resting, and resting while waiting. Hauling asphalt is a 24/7 business. A big, roomy cab is simply a more comfortable place to be and rest in than a small cab. No need to drive to Belgium or Germany for the freight.
10-4 JD