VanUser April 2021

vanuser APRIL 2021

THE MAGAZINE FOR LCV FLEET OPERATORS

HEAVY HAULAGE Iveco’s biggest Daily

News Latest Kangoo ‘opens doors’ for Renault

Interview VW looks to an electric future

Road to Zero The best way to get plugged-in

Fleet management FordLiive promises major savings

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APRIL 2021

Welcome to the April issue of Van User As the Government’s Road Map allows us to start gradually reopening businesses this month, the demand for vans on our roads is only going to increase. Throughout the national lockdowns, LCVs have played a vital role, in delivering goods and in helping service providers to keep our economy running.

However, for those companies that have been unable to work, whose vans have been standing still, it will be worth carrying out vital checks of tyres, fluid levels and general vehicle condition, before returning to the roads. We’ve been talking to Highways England in this issue and the organisation has a range of Van Driver Toolkits available to help companies and their drivers at www.drivingforbetterbusiness.com/ van-driver-toolkit/.

We have a new website, at www.vanuser.co.uk, with a regularly updated news feed and a range of new sections, covering every aspect of the light commercial vehicle market for small to medium sized fleets. We are also sending out regular newsletters during the week, so please subscribe, to receive the latest news from Van User.

As you’ll have noticed, I have taken the steering wheel at Van User this month, after many years as technical editor. I would like to thank Simon Tooth for being the driving force behind the magazine for the last 12 years. It has been a pleasure working with Simon over that time and all of the team at Van User would like to thank him for his calm, knowledgable and friendly leadership. We wish him the very best going forwards.

Dan Gilkes, editor

Contents

6

NEWS

TEST DRIVE

4 Government cuts Plug-in Van Grant

22 Heavy haulage: for carrying capacity without using a truck, Iveco's biggest Daily has much to offer

Transit Custom to get full EV 6 Summer arrival for latest EV Capital allowances push van investment 8 Latest Kangoo opens doors for Renault

INTERVIEW

28 Traction advantage: if you need occasional all-terrain traction, Ford's Transit Custom Trail could be the answer

22

11 Changing times: Volkswagen Commercial Vehicles starts to move to an electric future with new UK director Cian O'Brien at the wheel 12 A trusted voice: Highways England's Mark Cartwright talks about the organisation's focus on LCV users

FLEET MANAGEMENT 24 Ford Liive promises major savings 26 VW and Hermes team up for optimised deliveries Iveco ON portal brings visibility

12

CONTACTS Editor Dan Gilkes 07802 751473 dangilkes1@mac.com

Design and production Mark Shreeve 01502 725839 mark.shreeve@micropress.co.uk

Editorial assistant Jade Soanes 01502 725840 jade.soanes@micropress.co.uk

Advertising executive Laura Munnings 01502 725866 laura.munnings@micropress.co.uk

Published by Countrywide Publications, Fountain Way, Reydon, Suffolk IP18 6DH 01502 725800 www.vanuser.co.uk

24

ROAD TO ZERO 14 EV charging guide: the best way to get plugged in 16 Urban chic: Renault's Zoe Van delivers in style 19 Living the 'EV life': Dan Gilkes plugs in to the future of van use with our long-term e-Dispatch

Printed by Micropress Printers Ltd

APRIL 2021 • VANUSER 3

News Government cuts Plug-in Van Grant

T

he government has reduced the amount of financial assistance that companies can claim on the purchase of an electric or hybrid light commercial vehicle. Where it had been possible to claim up to 20% of the price of an EV LCV, to a maximum of £8,000, the government has introduced two new grant limits, depending on vehicle weight. For smaller vans under 2,500kg GVW, the grant will drop to 35% of the cost, to a maximum of £3,000. For larger vans it will be set at 20% of purchase cost, with a limit of £6,000. In both cases, the vehicles must be capable of travelling at least 60 miles emission-free, while overall CO2 levels, for hybrids, must be less than 50g/km.

“News from the UK government that plug-in grants for passenger and commercial vehicle customers are being reduced is disappointing and is not conducive to supporting the zero-emissions future we all desire,” said Graham Hoare, chairman of Ford of Britain.

“Robust incentives, both purchase and usage, that are consistent over time, are essential if we are to encourage customers to adopt new technologies, not just for all-electrics, but other technologies too like PHEVs, that pave the way to a zero emissions future.”

“Fleet adoption of electric vans has barely begun, simply because of lack of availability of models,” said Paul Hollick, chair of the Association of Fleet Professionals. “To reduce the grants substantially, just as they are starting to enter production, is a little mystifying.”

The news is worse for car buyers, as the government has reduced the Plugin Car Grant from £3,000 to £2,500 and capped the upper price limit for the car at £35,000, removing many more expensive EVs from the scheme. At least there is no cap on value for the van grant. But, with EV van adoption just starting to grow, the decision does seem poorly timed.

“This is a retrograde step by the government that comes without any warn-

Transit Custom to get full EV The next generation of Ford’s Transit Custom van will include a full battery electric (BEV) model, along with mild-hybrid, PHEV plug-in hybrid and diesel versions. All will be built at the firm’s Kocaeli plant in Turkey, home to current Transit production.

The site will also assemble the next generation Volkswagen 1-tonne van, as part of the Ford-Volkswagen Alliance deal between the two manufacturers. In exchange, the two companies have confirmed that VW will build a Caddy-based city van for Ford at its plant in Poland from 2022, to replace the current Transit Connect.

Ford said in February that its entire commercial vehicle range will be zero-emissions capable, through all-electric or plug-in hybrid, by 2024, with two thirds of sales expected to be all-electric or PHEV by 2030.

“The next generation Transit Custom range, including all-electric versions, will strengthen Ford’s position as Europe’s number one commercial vehicle brand,” said Stuart Rowley, president of Ford of Europe.

“Our Kocaeli plants will be transformed into Turkey’s first and only integrated production centre for the assembly of electric vehicles and batteries.”

4 VANUSER • APRIL 2021

“

This is a retrograde step by the government.

Mark Barret

ing and at a time when incentives are vital to encouraging drivers and fleet buyers to make the switch to greener motoring,” said Mark Barrett, general manager of Harris Maxus.

“There is a growing range of EV vans in the market and many tenders in process awaiting to be awarded. This move will alter the dynamic of commercial fleet tenders, for which price is a huge factor and may now result in fleet buyers delaying the move to electric.”

Vivaro-electrifying British business

Winner of International Van of the Year 2021 New all-electric Vivaro-e

Carries British business

Fuel economy and CO2 results for the New Vivaro-e Elite L1 3100 100kW (136PS) – 75kWh battery. Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to 205 miles (WLTP).

The New Vivaro-e is a battery electric vehicle requiring mains electricity for charging. Range data given has been determined according to WLTP test procedure methodology. The figures shown are intended for comparability purposes only and should only be compared to other cars tested to the same technical standard. The range you achieve under real world driving conditions will depend upon a number of factors, including but not limited to: the accessories fitted (pre and post registration); charging frequency; personal driving style; vehicle payload and route characteristics; variations in weather; heating/air conditioning; pre-conditioning and battery condition. Please note, EV range assumes that vehicle has been pre-conditioned prior to journey.

WLTP figure includes 50% payload. Please note, EV range is achieved in ‘normal’ mode. ‘Power’ mode will decrease range and ‘Eco’ mode will extend range althoughAPRIL power, torque and climate 2021 • VANUSER 5 control are limited. For more information, contact your local Vauxhall Retailer.

NEWS

IN BRIEF

Medequip ramps up Alloy Ramps by Aviramp has created light weight loading ramps for mobility specialist Medequip.

The customer required a low weight solution to maximise the carrying capacity of its vans, yet the ramp had to be capable of coping with a 600kg load.

LEVC VN5 supports chilled deliveries LEVC’s range-extended electric VN5 van has been converted for use in temperature-controlled food delivery, for London artisan butcher Turner & George. The battery within the VN5 can offer up to 60 miles of EV travel and is big enough to power the fridge unit, with the petrol engine range-extender coming into play once the van is outside the ULEZ low-emission zone.

Freezerent refrigerates eSprinter Rental company Freezerent is offering a refrigerated version of the electric Mercedes-Benz eSprinter. Converted by Solomon Commercials, the eSprinter is equipped with a fully electric GAH SRF271e refrigeration unit, that is powered by independent lithium-ion batteries, so there is no impact on driving range. The additional weight of the batteries, insulation, fridge and evaporator have impacted the overall payload, though the van can still carry up to 500kg within its 3.5-tonne GVW. 6 VANUSER • APRIL 2021

Summer arrival for latest EV EV commercial vehicle and bus newcomer Arrival, will start trials of its first full electric light commercial with key customers this summer. The Arrival Van, which offers a walk-through bulkhead for urban deliveries, promises a payload of up to 1,975kg. It will be available in two lengths, of 5.1m and 6.5m and the firm claims up to 2.4m3 of load volume per metre of chassis length, resulting in load volumes of around 12m3 to 15.6m3.

The vans will use the firm’s modular battery design, offering outputs of 44kWh to 133kWh. A lightweight aluminium frame and composite body panels should keep unladen weight to a minimum, extending driving range and maximising load capacity. Independent front and rear suspension promise a good combination of comfort and handling.

The cab specification will include seat heating, climate control and a 15.6” touchscreen, to communicate vehicle data to the driver. The van will also come with digital e-mirrors, a 360° surround view system, Advanced Emergency Braking, Blind Spot Monitoring, Traffic Sign Recognition and Lane Keeping Assist.

Capital allowances push van investment Fleet software specialist FleetCheck is advising companies that the 130% capital allowance superdeduction, that comes into effect in April, will present a big opportunity for reinvestment in van fleets. Businesses looking to upgrade to Euro 6 or EV vans will have an ideal opportunity thanks to the news in this year’s budget.

“As long as you are a limited company buying new equipment using a method of finance that means you obtain outright ownership at the end, the superdeduction applies and there is no ceiling on how much can be claimed,” said Peter Golding, managing director of FleetCheck.

“For fleets this represents a major renewal opportunity for vans and other commercial vehicles. While it is widely recognised that new

van orders are slow at the moment and many vehicles ae in short supply, the superdeduction applies for the next two tax years, until March 2023, so long lead times are not really a problem.”

Kumho launches all-season tyre Tyre manufacturer Kumho has developed the PorTran 4S CX11, an all-weather tyre for popular vans like Transit, Sprinter, Ducato and Transporter. The tyre will be produced in 15 sizes, from 15-17’ diameter. Despite being developed for maximum traction on snowy roads, Kimho says the tread design has been optimised to reduce fuel consumption.

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NEWS

Latest Kangoo ‘opens doors’ for Renault Renault will launch new versions of its Kangoo and Trafic vans by the end of this year, along with the first Master van to feature a hydrogen fuel cell, to extend its battery electric range.

Kangoo The new Kangoo will be offered in standard and Maxi models, with Renault dropping the Compact variant in favour of a new Express van for left-hand drive markets. With a robust new look, Kangoo will be powered by a choice of two petrol engines, delivering 100hp and 130hp, three diesel engines, offering 75hp, 95hp and 115hp and a revised Kangoo E-Tech Electric van, now boasting a 75kW motor and a 44kWh battery.

The E-Tech name replaces Z.E. for the compact Renault, to bring it in line with the firm’s EV and hybrid car models. That 44kWh battery will deliver up to 165 miles of range on the WLTP cycle.

The new van comes with a rapid charging capability, with a 75kW charger capable of adding 80% of charge in just 42 minutes. A standard 7kW wallbox would take up to 7 hours to reach a full charge from empty.

All of the petrol and diesel-engined vans have a six-speed manual gearbox, while the more powerful Kangoos can also be specified with a seven-speed EDC double-clutch automatic. Service intervals for all models are set at 2 years/18,600 miles.

Perhaps the most noticeable new

8 VANUSER • APRIL 2021

feature of Kangoo is the option of an ‘Open Sesame’ side door. Available on the shorter model only, with petrol/diesel power or in E-Tech form, the Open Sesame door removes the traditional B-pillar behind the passenger door. This allows you to open both the sliding side door and the passenger door to deliver unobstructed access to the load area.

When combined with a folding mesh bulkhead, this provides a maximum load length of 3.05m and a door opening that is 1.45m wide. Unfortunately, it looks like this option will not be available on right-hand drive vans.

For vans without the wider door aperture, Renault is also offering an internal roof rack, known as Easy Inside rack, that extends through the bulkhead to allow internal carrying of ladders and other long items. The rack can handle up to 30kg. The standard van offers payloads of 600-800kg, while the Kangoo Maxi will be available with an increased payload option taking it to almost 1-tonne.

Renault will offer 12 new ADAS driver assistance systems on Kangoo, including Active Emergency Braking, Active Blind Spot Monitoring, Lane Departure Warning and Assistance, Adaptive cruise Control and an EasyPark

hands-free parking system. The van will also be offered with Permanent Rear View Assist, which uses a 7” screen and a rear view camera to replace the traditional rear view mirror.

The interior of the van is redesigned, with plenty of storage, including a glove box that opens as a pull-out drawer. There are up to three USB sockets to charge phones and other electronic items, along with a smartphone dock that can be placed to the left or the right of the main dash. A choice of infotainment systems runs from a DAB radio, through to Renault’s EasyLink infotainment system with an 8” screen.

Trafic Though not revealing all of the detail for the updated Trafic van yet, Renault has shown the people-carrying Combi and SpaceClass versions of its midweight. This includes a new, more upright grille like the latest Master, with LED lights and Renault’s C-shaped daytime light signature. The interior has a similar update, with increased storage capacity and the option of the 8” EasyLink screen.

Of more interest to van buyers, will be the option of a host of ADAS systems,

“

the most noticeable new feature of Kangoo is the option of an ‘Open Sesame’ side door

including Active Emergency Braking, Adaptive Cruise Control, Lane Departure Warning, Blindspot Warning and Speed Warning with Traffic Sign Recognition. Though yet to be confirmed, Renault has also hinted at an electric version of Trafic before the end of the year.

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Master The big news for heavy van buyers will be the launch of Master Hydrogen, later in 2021. The hydrogen fuel cell-equipped electric van will provide a much longer range for heavy van operators, for whom the current Master Z.E. falls short. Renault claims that the combination of batteries and hydrogen fuel cell will give the Master van a range in excess of 310 miles, with of course the possibility of a rapid re-fuel time if you have a hydrogen supply.

To make that part of the equation work too, Renault has formed a joint venture with Plug Power, to help customers with refuelling and recharging infrastructure. The Renault Plug Power business is aiming to capture 30% of the European hydrogen LCV market by 2030.

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INTERVIEW As Volkswagen Commercial Vehicles starts to move to an electric future, new director Cian O’Brien talks to Dan Gilkes

P

roduction shutdowns, model changeovers, the end of the road for a popular pick-up and a global pandemic, have all contributed to an interesting first year in the job for Volkswagen Commercial Vehicles director Cian O’Brien. Previously chief operating officer at Audi of America, with experience in sales, aftersales, fleet and product, he has inherited a commercial vehicle business that remains a strong player in the UK market, currently at number two behind Ford.

“Last year, for us and for the industry, was a challenge,” said O’Brien.

“The market declined by 20%, which was an impact that we all had to absorb. Overall, we finished the year 10,000 units down, but we had a strong

Changing times performance in the second half of the year and we are moving forwards.”

Though Covid certainly played its role, part of that downturn in sales can be attributed to Volkswagen’s changing model mix.

“We had the run-out of Amarok, which for us was a big product. We are also transitioning from Caddy 4 to Caddy 5 and there was a big impact on Transporter production.”

It hasn’t all been negative though.

Volkswagen’s share of the heavy van sector grew, with strong demand for Crafter, as companies like Amazon and DPD placed orders. Aftersales performance was also strong, with all of VW’s Van Centres maintaining their opening hours and providing a back-up service for essential customers throughout 2020.

So far this year, demand looks increasingly bouyant and VW is hoping for a more consistent market. The company will be

launching Caddy 5 to dealers and customers during Q2, though there is still some stock of Caddy 4 available to meet existing orders.

“We’ve got production in place right now to satisfy customer demand,” said O’Brien.

Electric charge The big news however is yet to come. As with other manufacturers, Volkswagen is turning its attention to the electric market, having successfully introduced e-Transporter last year.

The company has established a large demo fleet for the BEV van and all of its Van Centres are set-up to sell and service future electric models.

“We’re seeing a lot of interest in EVs, so we are looking at multiple financial solutions.

We’ve got a lot of financial flexibility and we can do try before you buy,” said O’Brien.

Unlike many of its competitors, Volkswagen will

not make EV models of all of its diesel-powered vans, there is no electric Caddy for example. Instead, in much the same way that the firm’s car business has launched ID.3 and ID.4 full electric models to run alongside the existing Golf and Tiguan, VWCV will introduce pure electric vans such as the ID.Buzz Cargo to run in parallel to Caddy and Transporter.

“We appreciate that EV won’t work for every customer at the moment, so there needs to be an EV road map for Volkswagen, as we develop a broader portfolio,” said O’Brien.

Future focus That also means the introduction of additional diesel vans, with Transporter 7 due to make an appearance late this year for a launch in 2022, while the Sportline trim will return to the Transporter line-up in the summer of this year.

“The van sector is still strong,” said O’Brien. “Even in the third lockdown, vans are seeing strong sales. We’re looking forward to building on that.”

APRIL 2021 • VANUSER 11

INTERVIEW

A trusted voice

Highways England’s Mark Cartwright talks to Van User about the organisation’s increased focus on light commercial vehicle users

T

he UK’s van fleet is growing rapidly, despite a drop in sales during 2020. By the end of 2019, Government figures put the UK van park at around 4.1m vehicles, between them covering up to 55.5bn miles a year. Vans have become an increasingly visible part of the overall commercial fleet and, like any other type of vehicle, they are involved in accidents.

For many years, Highways England’s Commercial Vehicle Incident Prevention Team has perhaps focussed more on the truck sector than the lighter commercial market. Truck accidents after all, tend to be far more visible and have more serious consequences.

“Vans crash regularly too, but it tends to not be as big as an HGV,” said Mark Cartwright, head of the Commercial Vehicle Incident Prevention team.

“But there are a lot of them, so we are adding an increased focus on vans.”

That doesn’t just mean enforcement though, as the team is equally interested in prevention, through increased dialogue and driver education. Indeed, Cartwright and his five-person delivery team, would far rather talk to companies and drivers to work together to prevent accidents, than be involved in enforcement measures.

“It’s all about people. A van or a truck doesn’t crash itself or overload itself. We know that truck drivers are highly trained, but are van drivers?

We want to encourage that,” said Cartwright.

Through Highways England’s 12 VANUSER • APRIL 2021

“

We know that truck drivers are highly trained, but are van drivers?

We want to encourage that Driving For Better Business brand, the team is launching a series of Van Driver Toolkits, covering more than 30 different topics, from vehicle roadworthiness and speed limits, through to drivers’ hours and vehicle awareness.

These toolkits will be made available to larger fleet operators, to distribute to their drivers, but are also offered to small to medium companies free of charge. Cartwright is also keen to use what he calls the power of procure-

Highways England Highways England is one of those organisations that we all know exist, but are perhaps not that clear of its exact function or remit. It is a Government company that plans, builds, operates and maintains England’s motorways and major A-roads, which together are known as the Strategic Road Network (SRN).

That’s around 4,300 miles of motorway and major trunk road that provide the core structure of the country’s road system. Scottish roads are similarly managed by Transport Scotland and roads in Wales by the Welsh As-

sembly. While 4,300 miles might sound like a vast network of asphalt and concrete, it actually represents just 4% of UK roads. However, crucially, the SRN carries up to 60% of UK freight.

Split into seven regions, Highways England can also be divided into the various divisions that handle road construction, maintenance and management. Within the Safety Engineering and Structures division is the Road Users Group, that includes enforcement, suicide prevention and the Commercial Vehicle Incident Prevention Group.

ment, to push businesses to ask questions of their own suppliers.

“All of these drivers work for someone. These people need to make sure their suppliers are running legally,” he said.

“We want to position Highways England as a trusted voice in the van space as well as the truck space. We want to improve understanding and

knowledge.”

He is also keen to promote driver health, mental as well as physical. At a time when more than 75% of suicides are among young men and lone commercial vehicle drivers are 20% more likely to commit suicide, the team is working with the Campaign Against Living Miserably (CALM) to make sure that drivers know how to look after

“

It’s all about people. A van or a truck doesn’t crash itself

themselves and how to ask for help if they are struggling.

CALM has developed a range of CALMDriver graphics and informative leaflets as well as putting together several videos, that demonstrate to drivers just how important it can be to check on their own health, as well as the condition of their vans. They also provide a first contact point for drivers that might be struggling, particularly through the third UK lockdown.

Of course, while Cartwright is keen to interact with companies and their van drivers in a positive way, enforcement remains a vital component of the team’s activities. Though Highways England has no enforcement powers of its own, it does work with Police forces around the country and with DVSA, to prevent dangerous vehicle use on the roads.

This includes using WheelRight drive-over tyre management systems at operators’ bases and at ports, that instantly assess tyre condition and axle weights. Initially used to monitor heavy goods vehicles, Highways England is working on a mobile kit that will assess the tyres of vans and light trucks up to 7.5-tonnes.

The team also operates three white DAF tractor units, that it loans to Police forces. Running on major motorways, these trucks operate as elevated observation platforms, allowing the officers on-board to see into and video other trucks, vans and more recently cars that may be overtaking in outer lanes. As well as having high-definition cameras on-board, the officers in the cab can radio ahead to Police cars and bikes when required, to stop motorists. Interestingly, less than 50% of prosecutions are trucks, while the most common offences are for not wearing seatbelts and using mobile phones and other devices on the move.

“They are not operating covertly, we do tell people where they are,” said Cartwright.

With that in mind, the three trucks will be in use as part of Operation Vertebrae on the M6 in May and again in Operation Orbital on the M25 in mid-November.

CAMLDriver information and the Van Driver Toolkit are available at: www.drivingforbetterbusiness.com/ calmdriver/ www.drivingforbetterbusiness. com/van-driver-toolkit/ APRIL 2021 • VANUSER 13

ROAD TO ZERO

E

lectric vans are not just for lastmile delivery companies. Indeed, from 2030, it will no longer be possible to purchase any new petrol or diesel-powered LCVs in the UK, with hybrids going the same way in 2035. While 2030 may be nine years away, for many SMEs that could be just two, or perhaps three, van life cycles. There has therefore never been a better time to consider a move to a new electric future.

The actual supply of battery electric vehicles (BEV) has been struggling to keep pace with growing demand, but there are new models arriving all the time. There are plenty more in the pipeline too and we are now seeing used EVs coming to the market. Choosing the vehicle is only the first step, however. By all means, do the calculations to see if a BEV will suit your business.

How you integrate that electric van into your operation and in particular how you charge that vehicle, will be an equally important consideration.

AC/DC AC, or Alternating Current, is the most common type of EV vehicle charging technology and will typically be the solution for drivers charging at home or in a small business premises. There are two main types of home charger, offering 3.6kW or 7kW power ratings 14 VANUSER • APRIL 2021

EV

sive to install, as it requires an inverter to convert the AC current in the power grid to DC. DC charging at a business premises is only really necessary if you require rapid re-charging of vans, typically in under an hour.

It is worth considering whether your vehicles can accept DC rapid charging. Vans such as the MercedesBenz eVito, currently only have the capacity to take an AC input.

GUIDE

Charging points When considering a home or business charger, you may see the terms tethered or untethered. A tethered unit has the cable permanently attached to it, like public charging points, while an untethered charger has no cable, relying on the user to supply a suitable connection to the van. Most EV vans will be delivered with at least one cable, though it is possible to buy additional ones, if you require a longer reach for instance.

Public DC rapid chargers will usually have two cables connected to them, a CHAdeMO type and a Combined Charging System (CCS) connector. CHAdeMO was the original rapid charging connector and can be used to supply up to 50kW of power. The CCS charger, which is expected to become the most popular DC type, can be used with 50kW, 150kW and 350kW charg-

CHARGING Thinking of an EV future, Dan Gilkes looks at the best way to get plugged-in on a domestic electricity supply. If the premises has three-phase electricity, an AC charger can also be supplied to deliver 22kW or 43kW. DC, or Direct Current, can deliver far higher outputs, for what is commonly known as rapid charging. DC rapid chargers tend to start at 50kW and now rise as high as 350kW. However, DC charging is far more expen-

ing stations.

It should be noted, that although your van has a rapid charging capability of say 80kW, as in the case of the Mercedes eSprinter, you can still connect it to a higher-powered charging outlet, such as a 150kW or 350kW. The vehicle system will decide how much charge to accept.

Business premises Most domestic properties will have enough electrical supply to power a vehicle charging point. The charge point provider will ask the house owner to send photographs of electrical supply boxes, house fuse boxes and earth points. You may need to upgrade some cabling or the main house fuse before a charge point can be installed.

“Typically, we try to gather as much information remotely as possible, but if insufficient evidence is obtained, we would make a site visit,” said Ben Coombes, director at UK charge point manufacturer Sync EV. “A monitoring device would be installed to see how much spare capacity is available during various times of the day and night. We can also provide load management, which would only allow the spare capacity to be used by the charging points.”

With a business premises, where you may be considering multiple charging points, you might have to have the electrical supply surveyed and increased, to cope with the demand of fleets of vans. This can be a costly exercise, so is well worth investigating before ordering vehicles.

“EO surveys both businesses and drivers’ homes,” said Sam Steele, business development manager at EO Charging.

“Homes are typically surveyed remotely using photos and video. Businesses can also be surveyed remotely, however in most cases EO would send

Sam Steele, business development director at EO Charging provided these top tips for businesses thinking of trialling an electric van.

termine how much energy is available at different times of the day and year at each premises. This can then be used to configure a smart charging system to make more power available to charge vans when the premise is not using as much of its available supply.

This enables EO to charge more vehicles without upgrading the electrical supply. Supply upgrades are very costly and are often the difference between a viable electrification business case and one that does not make sense commercially.”

5

1

Spend some time to understand what you need out of your vans and whether an electric model can fulfil that role.

2 3

Make sure that you understand what available supply capacity you have at your sites.

Keep your electrification plan simple to begin with. You’re about to have a battery on wheels.

That battery needs to charge to do its job. That can be achieved by plugging a cable into a socket which is powered by your existing electrical system.

4

Choose suppliers that understand your business needs. From a charging infrastructure perspective, a modular and scalable solution is the best starting point, as it gives you flexibility to adapt and expand cost effectively.

5

Make a start. There are dozens of case studies out there, but no other business is exactly like yours.

Trial one EV van and gain an understanding of how it fits into your business. You’ll very quickly gain the information you need to make informed decisions on how to scale up your electric fleet.

a trained engineer to survey the site, as the existing electrical infrastructure and installation requirements can be more complex.

“For businesses, EO offers to carry out a Supply Demand Assessment.

One of the benefits is that EO can de-

“

If you are asking drivers to charge at home, there may need to be a way to measure the amount of electricity that has been used, so that drivers can claim expenses

OZEV grants Whether you are installing charging points in a business depot, or at your drivers’ homes, there is financial help available. The Office for Zero Emission Vehicles (OZEV), which used to be called OLEV (Office for Low Emission Vehicles), will provide businesses with grants for up to £350 per charging socket, for purchase and installation. This applies to charging points at a business premises or at a driver’s home and is offered for up to 40 chargers per company.

There are some conditions of course.

You have to prove that the BEV has been purchased or leased, or has at least been ordered, and that it will be with the driver for at least six months.

“Grant applications on the EVHS domestic scheme would be accepted providing the driver is issued an Annex 1 document, stating that he or she is the sole user and will be for a minimum six months,” said Coombes.

The work must also be carried out by an OZEV-approved charge point installer. The good news is, that most of those charge point providers can do most of the paperwork for you, once you have shown that you will be running electric vans.

Financial considerations If you are asking drivers to charge at home, there may need to be a way to measure the amount of electricity that has been used, so that drivers can claim expenses. It is possible to install split meters within the domestic supply, that show how much energy is being used just by the charging point. Alternatively, the majority of charging systems have a smartphone app or a web portal with reporting to show how much charge has been added.

“All of our units are remotely monitored and all charging sessions recorded in kWh,” said Coombes. “Access to this information can be provided by us to the client to monitor their own fleet.”

APRIL 2021 • VANUSER 15

ROAD TO ZERO

Urban chic T

here is nothing new about converting a compact city car into a light commercial, Ford has been doing it for years with Fiesta. Indeed, there was a time when Renault offered a van version of the Clio hatchback, to run below the Kangoo high cube models.

What’s new about the Zoe Van is the fact that it is based on a full electric urban runabout, offering zero emission deliveries for those keen to avoid the growing cost of inner-city transport.

Powertrain The Zoe R110 has a 52kWh battery capable of delivering a WLTP combined range of up to 239 miles on a single charge. In real life, Renault predicts a summer range of around 233 miles and a winter estimate closer to 150 miles. Even so, that will be more than enough for most urban users.

There is a simple auto transmission style gear selector, that offers a choice of D or B for forward travel. D is of course drive, while B pulls in additional brake force regeneration, almost allowing one-pedal use in town. It drives the front wheels through a single-speed transmission and an 80kW motor, which delivers its 225Nm of torque instantly, for rapid acceleration when required.

Charging The van comes with both a Type 2 and 16 VANUSER • APRIL 2021

CCS rapid charge inputs, hidden behind the diamond logo on the front of the vehicle. Plugging in to a standard 7kW home charging point will take up to 9 hours 25 mins for a full charge. If you can access a 22kW public charger then it will take 3 hours to fully recharge the battery, but access to a 50kW rapid charger will give you 80% in just 1 hour and 10 mins. That rapid charger will also pump in 90 miles in just 30 mins, making a lunchtime stop a viable option if you have a longer journey to complete.

Load carrying capacity With 1m3 of load volume, the Zoe Van is hardly a high-capacity load lugger. That will, however, be more than enough for some postal couriers, florists, engineers and many other trades

If you only need a compact LCV for inner city work, Renault’s Zoe Van delivers an electric option, says Dan Gilkes

“

Compact car-derived vans have always been a bit of a niche...

Zoe Van moves the game on

that need to access customer premises in the city. The van has a flat load platform with raised edges alongside the rear side doors, which provide easy access to the load area. There is also a mesh bulkhead to prevent the load sliding towards the driver or passenger.

Maximum payload for this Business+ trim van is 435kg, which again is hardly massive, but will be enough for a range of users. As with many EVs, there is no option to tow a trailer.

In the cab There are two trim levels on offer, Business and Business+. The standard van comes with LED headlights, front fog lights, hands-free entry and start, auto lights and wipers, cruise control, manual air conditioning, heated electric mirrors and Renault’s Easy Link infotainment, that comes with a 7” touchscreen and can pair with Apple and Android devices.

Moving up to Business+ trim, for an extra £1,250, adds 16” alloy wheels, Business+ recycled fabric upholstery, rear parking sensors, Lane Departure Warning, Lane Keep Assist, Auto high beam, Traffic Sign Recognition and Over Speed Protection. The air-con becomes climate control and there is a wireless smartphone charging surface.

You also get connected navigation and six speakers for the Easy Link system.

Not strictly in the cab, but drivcontinued on p19

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ROAD TO ZERO

continued from p16 ers also get a MY Renault app that provides journey planning, including recharging stops, battery status, recharging scheduling to use the cheapest tariff and the ability to activate heating or air conditioning remotely, to set the temperature while still plugged in.

On the road Renault’s Zoe car has been a big hit with early adopter EV buyers and it’s easy to see why. The Van is just so easy to drive and to live with, instantly making its petrol competition feel outdated.

The van is the very definition of a nippy city runabout, yet is also capable of holding its own on a dual carriageway or a cross-country A-road. Indeed, the performance is so lively that you have to show a surprising level of restraint to remain within the legal limit.

Of course, watching the remaining miles tick down is always a good way to get you to lift off the throttle pedal, but flicking into the B setting on re-entering town can actually see the remaining range rise, as regenerative braking comes into play.

Light steering, reassuring handling and near silent travel are all present and correct, with the only downside being a rather unsupportive driver’s seat, that could be set a bit lower. However, the trim level is high and you would hear few complaints from drivers.

LONG TERM TEST

Conclusion Compact car-derived vans have always been a bit of a niche, but one that a small group of customers still appreciate. Zoe Van moves the game on and takes this sector of the market into the next generation. For urban deliveries or service providers, it offers painless adoption of zero-emission technology.

Van User Rating: 4.5

Renault Zoe Van Business+ R110 Z.E. Basic price £28,075 Motor Synchronous, wound rotor Power 80kW Torque 225Nm Weights (kg) GVW 1,988 Kerb weight 1,553 Payload 435 Dimensions (mm) Load space length 1,220 Load space width 1,120 Width between wheel arches 1,000 Load space height 880 Load volume (m3) 1.0 Operating considerations Charging time 7.4kW wallbox: 9h 25m; 11kW charger: 6h; DC 50kW rapid charger: 1h 10 m Battery capacity 52kWh CO2 0g/100km Service interval 1 year/18,000 miles Warranty 5 years/ 100,000 miles Battery warranty 8 years/100,000 miles

Living the 'EV life' Time to practise what we preach? Dan Gilkes plugs in to the future of van use with our long-term e-Dispatch

A

s a magazine editor it is quite easy to preach about the benefits of an electric LCV. Whenever we try a new BEV van it is provided with a full battery and with a pre-planned route, that won’t result in range anxiety. It is therefore fairly easy to be positive about the benefits of going electric.

However, on the few occasions that we have had an EV for a longer test and have actually tried to drive further than a single battery charge, things have not always gone so well. Broken or inaccessible public charging points, or a total lack of them in some parts of the country, have led to stressful journeys with multiple stops. The only real light on the horizon has been Gridserve’s Electric Forecourt in Braintree, which works perfectly, though it isn’t always on my route to or from events.

So, when Citroen asked if we would like to run an e-Dispatch as a long-term van for five months, we jumped at the opportunity. Here was a chance to see exactly what day to day life with an EV really means. Of course, the current lockdown rules have limited trav-

el to and from press events, but the e-Dispatch is still racking up the miles.

Our Medium length van has the larger 75kWh battery, promising up to 211 miles of range, though we have yet to see more than a promised 190 miles on the dash readout. In Perla Nera black, the van is in Driver specification, which brings an impressive list of standard kit. That includes air conditioning, electric windows and heated, folding mirrors, cruise control, a 7” touchscreen with DAB radio, Bluetooth, Apple and Android compatibility, navigation, plus the Moduwork twin passenger seat with underseat storage and load-through steel bulkhead.

We’ve also got front and rear parking sensors with a Visio Park rear view camera.

You get plenty of assistance, thanks to a Safety Pack of lane departure warning, speed limit recognition, intelligent speed adaptation, driver attention alert and smart beam headlights. Our van also has the Drive Assist Pack, with collision alert and active safety brake, along with the Secontinued on p20 APRIL 2021 • VANUSER 19

ROAD TO ZERO

continued from p19 curity Pack, that includes advanced emergency braking and forward collision warning.

On the road it’s a pleasure to drive, the 136hp motor offering up 260Nm of instant torque to deliver rapid acceleration if needed. In effect it’s a single-speed automatic, so progress is smooth as well as silent and, by flicking the B button behind the gear selector, you can increase the regenerative braking effect to the point where you rarely need the foot brake in town.

I am still struggling to get a charging point installed at home, though that’s one for another report. Suffice to say my electricity supplier has now upgraded the main electrical supply box with a new cut-out switch (£158) and the power grid has sent an engineer to uprate the main fuse (free). Unfortunately, they discovered that the ‘tails’ from the external box to my fuseboard are not big enough, so a call to the electrician is hopefully going to see them upgraded too. Then all I’ll need is a charge point provider willing to

help with the installation.

I have been able to slowly top up the charge, using the three-pin plug cable supplied with the van and have also discovered a public CCS 50kW rapid charger in town, though it’s not as cheap to use as a domestic supply.

While the range question is always

the first one asked by friends and passers-by, few ever wonder what the van is like with a heavy load. This medium length van offers a load volume of 5.3m3, or 5.8m3 if you include the loadthrough facility. It is also capable of handling up to 1,000kg, which leaves little room for complaint.

While helping a sheltering bubbled relative with a house move recently, we managed to load the e-Dispatch to the roof, with all of those essential garage contents that seem to move from one house to the next without ever quite reaching the local tip. While the van certainly registered the weight from the driver’s seat in terms of body roll, there was almost no noticeable drop in performance. Having full torque at all times means that, even with a load on board, the e-Dispatch pulls strongly, though it did see the available mileage dropping more rapidly.

We’ll be reporting back each month, to let you know what it’s like living the EV life with the e-Dispatch. So far, the positives are outweighing the negatives.

www.viasatconnect.co.uk

01702 507 229 | support@viasatconnect.co.uk

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vanuser Essential reading for LCV operators – online and in print

vanuser APRIL 2021

THE MAGAZINE FOR LCV FLEET OPERATORS

HEAVY HAULAGE Iveco’s biggest Daily

News Latest Kangoo ‘opens doors’ for Renault

Interview VW looks to an electric future

Road to Zero The best way to get plugged-in

Fleet management FordLiive promises major savings

Subscribing is free.

To make sure of your regular copy – and to receive weekly news updates – go to vanuser.co.uk/subscribe

ROAD TEST

If you are looking for ultimate carrying capacity, without using a truck, Iveco’s biggest Daily has much to offer.

G

etting more than 1 tonne of payload in a standard 3.5 tonne van is getting harder to achieve, as manufacturers have to add more equipment to meet environmental and buyer demands. Yet there are plenty of operators that want to carry far more than that, but would rather not be moving up to a truck.

One possible answer is Iveco’s 7.0-tonne Daily. Available in a wide range of lengths and roof heights, or as a chassis cab for conversion, the big Daily is perhaps as far as you can stretch the van description.

Powertrain Lighter Daily vans can be had with a 2.3-litre diesel engine or the heavy-duty 3.0-litre motor, with outputs ranging from 116-210hp. Unsurprisingly the 7.0-tonne model is restricted to the 3.0-litre engine, which can be had at 180hp or a range-topping 210hp. The van can also be supplied with a compressed natural gas (CNG) version of the 3.0-litre, offering 136hp.

You can have a six-speed manual gearbox if you like, but the majority of Daily buyers now opt for the excellent eight-speed Hi-Matic automatic transmission. This smooth-changing box makes life easier for the driver and can offer improved fuel consumption, thanks to its broad spread of gears.

Daily is available as a 4x4, even at this weight, but the majority of Iveco vans are rear-driven, with twin rear wheels as standard for the 7.0-tonner.

Load carrying capacity Daily is offered on three wheelbases, this being the longest at 4.1m and with three roof heights. There are five body lengths available, with two offered on the longest wheelbase. The ultimate Daily boasts a massive rear overhang and an enormous 19.6m3 of load volume, while this slightly shorter version boasts an impressive load length of 4,680mm and a load volume of 18m3.

The flip side of the load space coin is payload and the big Daily doesn’t disappoint here either. With a gross weight of 7.0-tonnes, this van can haul just over 4.0-tonnes, which is more than you would carry on a comparable 7.5-tonne truck.

22 VANUSER • APRIL 2021

HEAVY

haulage In the cab As a truck manufacturer, Iveco tends not to offer a fixed menu of trim levels and specifications, letting customers pick the options that best suit their operation. That said, Daily buyers can choose from two equipment packs, three functional packs and the delivery-spec Mission pack, to tailor the van to their operation. There are also a host of options available.

Suffice to say our test van was well equipped, with a decent selection of

option boxes ticked, including air conditioning, electrically heated mirrors, suspension seating and cruise control.

The current Daily has a comfortable, spacious cab environment, with clear instruments and easy to reach controls. The two-tone black and blue dash livens the interior and it’s a comfortable place to spend the day.

The van boasts a rather odd-shaped steering wheel, that carries plenty of switches for infotainment, cruise and other controls. However, the optional sat-nav screen isn’t the largest that you’ll see in a van these days, though it is clear and easy to read.

On the road The Hi-Matic transmission offers Eco and Power settings, along with the ability to manually select gears if required. Even running at around 6.0-tonnes, the 180hp engine has more than enough power to operate in Eco in most situations, though flicking to Power can provide a bit more acceleration if needed.

The Daily is equipped with an electric parking brake, that needs to be manually released before moving off.

But otherwise, the Hi-Matic van is simple to drive, with good visibility from its high-riding driving position.

Given its weight, the big Daily is of course restricted to 56mph and drivers will need a digital tacho card to record their progress. However, it cruises calmly on the motorway and makes continued on p24

FLEET MANAGEMENT

ROAD TEST

“

continued from p22 reasonable progress on cross-country routes.

You can specify air suspension for the rear axle if required and this would Despite its certainly be a popular option for peoenviable ple-carrying models. For a panel van carrying though, the steel suspension rides capacity, it still smoothly and the big van always feels looks and feels in control and easy to manoeuvre.

Indeed, that is probably the most like a big van, rather than critical factor of the 7.0-tonne Daily.

Despite its enviable carrying capacia truck ty, it still looks and feels like a big van, rather than a truck.

Conclusion For some buyers that last fact is perhaps one of the most important. The big Daily can drive into residential areas and urban streets without looking like a truck has arrived. For others it will be the Iveco’s carrying capacity, which we know from experience is combined with better fuel consumption than a 7.5-tonne truck.

Looking at the steadily rising sales figures, you might expect to find these larger Daily vans on every street. In reality many heavier van chassis become small buses, rather than load haulers.

But for those that need ultimate carrying capacity within a van profile, the Daily 7.0-tonner is in a class of its own.

Van User Rating : 4.5

Iveco Daily 70C18HA8 V Hi-Matic Basic price £50,120 Engine 3.0-litre Power 180hp Torque 430Nm @ 1,500-2,800rpm Weights (kg) GVW 7,000 Kerb weight 2,977 Payload 4,023 Dimensions (mm) Load space length 4,680 Load space width 1,800 Load space height 2,100 Load volume (m3) 18 Cost considerations Fuel consumption N/A CO2 N/A Service interval 2 year/37,000 miles Warranty 3 years/unlimited miles 24 VANUSER • APRIL 2021

FordLiive promises major savings

F

ord is launching a holistic uptime service, called FordLiive, that aims to reduce customer van downtime by up to 60%. FordLiive will be available to any customer with a connected van, that is one with the FordPass Connect modem installed. All of Ford’s vans have had the modem as standard since mid-2019 and the company believes there will be at least 1 million connected vans by this time next year. FordLiive will be free to customers running Ford Pass Pro, for fleets with less than five vans, or one of the Ford Telematics service offerings for larger fleets.

Vehicle health data is constantly sent by the FordPass Connect modem and Ford will analyse this van data to determine when individual vehicles will require preventative attention. The connected service includes Smart Maintenance, that aims to schedule servicing at the most efficient time for the customer. FordLiive also relies on the firm’s Transit Centre dealer network, which will see the data that is available to van owners through Ford Service Pro and be able to plan service and maintenance work accordingly.

There will also be a network of FordLiive Centres. There are currently three of these sites, one at Dunton in Essex for the UK and Ireland markets, one in Valencia for Spain, France and Portugal and a third in Cologne, for Germany, Austria and Switzerland. Addi-

tional sites will join the network over the coming months and Ford aims to cover 80% of European customers by the end of 2021.

The FordLiive Centres use what Ford calls Uptime Pro, a system that looks at data from Ford Transit Centres across Europe, to determine predictive maintenance interventions. If the system detects delays to repairs or repeated visits for the same vehicle, FordLiive agents will be able to advise on solutions to identify and fix underlying issues as quickly as possible.

The centres also provide a technical back-up service to the individual Transit Centres. Ford is currently trialling virtual reality headsets for its technicians and these will allow experts at the FordLiive Centres to assist those technicians remotely.

As the service is rolled out across Europe, Ford Fleet Management customers will be able to opt for tailored uptime solutions, developed around their individual operations. This will be delivered as part of the ownership package from teams within the FordLiive centres.

“Our customers’ businesses stop whenever their vehicles are off the road, said Hans Schep, general manager of commercial vehicles at Ford of Europe.

“Combining the benefits of real-time connectivity with our commercial vehicle know-how, FordLiive is the ultimate tool to optimise uptime.”

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FLEET MANAGEMENT

VW and Hermes team-up for optimised deliveries Volkswagen Commercial Vehicles and Hermes have joined forces in a pilot project to optimise the parcel delivery firm’s fleet of delivery vehicles. The two companies are working with German startup Neohelden, using its Neo delivery app on a pilot project in East London.

The voice assistant app offers what the company is calling a ‘conversational interface’ and it provides the driver with visible and audible instructions.

Linked to Hermes’ IT systems, the Neo app allows the driver to see and hear what’s coming up on their delivery round. They can select the next delivery by touch or by voice command and the app can read out information, such as recipient name, address, type of delivery and any particular place where the parcel should be left. The driver can also ask about for further details relating to their job list.

“Our network of over 27,000 couriers are working hard to deliver ever-increasing volumes, driven by the growth of e-commerce,” said Lynsey Aston, head of product, innovation and onboarding at Hermes.

“On top of that the pandemic has seen our volumes soar to more than

630 million parcels over the last year and we’ve grown our teams and network of self-employed couriers, which has meant a lot of new starters to onboard fast. Anything that helps us to do this quicker and supports our couriers in delivering more safely and efficiently is really important.”

Neohelden was among 180 entrants from all over Europe in a Future Logistics Challenge run by Hermes and VW, to find the most promising solutions for delivery driver experience and smart delivery vehicles.

The app provides visible and audible instructions

26 VANUSER • APRIL 2021

For example, fleet managers can access their vehicles’ performance and fuel consumption trends to identify actions they can take to improve their total cost of ownership. With the app, drivers can access all the digital services that make their life easier and help them on the road, such as Driving Style Evaluation and remote assistance services, as well as actuating remotely most of the cab functions.”

MICHELIN Tyre manufacturer Michelin is advising companies to complete essential safety checks before dusting off vans that may have had little use over the last year. Even when not being used, tyres will lose pressure and driving on underinflated tyres is both dangerous and can increase fuel consumption. Prolonged storage can even cause flat spots on tyres, while being parked in oil or water can also cause damage.

The company says that drivers should set tyre pressures, visually check condition for bulges, cracks and other damage, move the van to expose any flat spots and check that tread depth is still within the legal limit of 1.6mm around the entire circumference and across 75% of the tyre’s breadth.

WARWICK The University of Warwick has adopted Teletrac Navman’s mobile asset and fleet management system, to control its diverse fleet of vans, tipper trucks, utility vehicles and agricultural machinery, along with its 500 drivers. The fleet management solution will provide vehicle location and utilisation data, while delivering fuel management and compliance information. The University’s drivers will present a PIN ID to operate authorised vehicles on the campus, preventing unauthorised use and enhancing security.

Iveco ON portal brings visibility Truck and van manufacturer Iveco has launched the Iveco ON portal, providing fleet managers with easy access to a range of connectivity-enabled services, that should make the driver’s life easier on the road and increase the data available to managers in the office. The portal includes simplified navigation registration and activation and a dedicated section that allows managers to set permissions for drivers.

“We developed the new Iveco ON portal based on feedback we received from our users,” said Fabrizio Conicella, head of digital and advanced technology.

“It offers a single touchpoint that puts all of our connectivity-enabled services at the operator’s fingertips.

IN BRIEF

The portal introduces Safe Driving features, with the addition of new key performance indicators based on the vehicle’s ADAS systems.

MICROLISE LKQ Euro Car Parts has equipped its 3,000-strong van fleet with Microlise’s Journey Management and Proof of Delivery solution. SmartPOD is designed to provide visibility of delivery operations and to minimise supply chain concerns. Drivers have access to delivery and consignment information with deliveries tracked electronically. Additional features support task management, driver communication and access to site notes and manifest data.

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ROAD TEST FORD TRANSIT CUSTOM TRAIL

Traction advantage If you need occasional all-terrain traction, Ford’s Transit Custom Trail could be the answer, says Dan Gilkes.

T

here have been plenty of allwheel drive vans over the years. Several manufacturers have also offered two-wheel drive vans, with some form of additional traction capability.

Ford has been present with the Transit AWD, but has never catered for customers that wanted something a bit smaller. Until now, that is. By searching through its extensive options list and employing a Quaife mechanical Limited Slip Differential (mLSD), the Transit Custom Trail delivers a best of both worlds on and off-road capability.

Powertrain The Trail model is available with either the 130hp or the 170hp version of Ford’s EcoBlue 2.0-litre diesel engine.

You can also have the 130hp with the mild hybrid mHEV driveline, if you are seeking a few extra mpg.

In all cases the transmission choice is a six-speed manual, with the drive going to the front wheels. The mLSD requires no service or driver input, simply directing torque to the wheel with the most traction when things get slippery.

Having tried the system on wet split grip surfaces at the Millbrook Proving Ground, I can confirm that the mLSD works well, allowing the van to pull rapidly away without excessive torque steer and keeping the wheels working in variable road conditions.

Load carrying capacity The Custom Trail is offered with a choice of two wheelbases and two roof heights as a panel van. You can also have the Trail specification on the L1 or L2 Double Cab-in-Van models, as we have here.

In terms of load volume, there is no loss compared to the standard vans, so 6.0m3 through to 6.8m3 for the vans and 3.5m3 to 4.4m3 for the DCiV models.

The additional weight of the mLSD is not a major concern, however as this is 28 VANUSER • APRIL 2021

the double-cab, it has a payload limited to around 850kg. With windows behind the driver, that means that it will not be possible to reclaim the VAT on this particular model, though you can of course on the vans.

In the cab As mentioned, the Trail series came about through some selective box ticking within Ford’s extensive options catalogue. One of the more unexpected items that got the go-ahead was the fitting of leather trim as standard. While this makes perfect sense for those drivers that are going to be venturing onto the rough now and then, as leather is certainly easier to keep clean than cloth, it might make a few fleet managers think twice.

The Trail model sits between Trend and Limited in Ford’s Custom line-up, so it comes with the Quickclear windscreen, power fold mirrors, auto headlights and wipers, front fog lights, front and rear parking sensors and various body-coloured bits of trim.

To that, Trail adds that bold FORD grille, two-tone front bumper, 16” 10-spoke alloy wheels, contrast cladding on the lower bodywork, manual air conditioning, that leather trim and the mLSD. You also get the Trend model’s 8” touchscreen in the cab, with smartphone compatibility and Ford’s SYNC 3 infotainment with Ford Pass Connect

“

The Trail model handles much like any other Transit Custom, which is to say very well

embedded modem. It’s a great place to spend the day.

On the road The whole point of an occasional mLSD is that it shouldn’t make any difference to the way the van drives when the roads are dry and the terrain grippy.

Indeed, the Trail model handles much like any other Transit Custom, which is to say very well. By the time you realise that the differential has intervened, it should have pulled you out of any potential trouble.

We tried a little gentle green-laning with the van, though it isn’t intended as a real mud-plugger. Suffice to say, it handled the odd slippery mud section and woodland puddle without problems. As a way of transporting people and materials or tools to a less accessible site though, the Custom Trail seems to offer a very comfortable alternative to the established players.

Conclusion The Trail specification is an interesting one, offering comfort and practicality, in what I personally think is the best-looking Custom trim to date. If you regularly require a little bit of extra traction, but don’t want to lose the excellent road manners and fuel economy of the standard Custom van, there is much to recommend the Trail option.

Van User Rating: 4.5

Ford Transit Custom Trail D/Cab 300LWB Basic price £37,971 (incl VAT) Engine 4 cyl, 1995cc Power 170hp @ 3,500rpm Torque 390Nm @ 1,500rpm Weights (kg) GVW 3,000 Kerb weight 2,150 Payload 850 Dimensions (mm) Load space length 1,944 Load space width 1,775 Width between wheel arches 1,351 Load space height 1,406 Load volume (m3) 44 Cost considerations Fuel consumption 35.8mpg Fuel tank capacity 70 litres CO2 206g/100km Service interval 2 year/36,000 miles Warranty 3 years/100,000 miles

LOCK & LOAD Speedliner Euro HC® (Hygiene Coat) is tough, durable and together with its protective qualities is the first spray on bed liner product to have been developed to offer an active anti-bacterial, anti-microbial spray liner coating for the transport vehicle market.

The polyurethane/polyurea hybrid product dries quickly and provides anti-corrosion, wear and tear protection combined with excellent UV properties.

Before

After

CALL 01584 877 513 EMAIL INFO@SPEEDLINEREURO.COM VISIT WWW.SPEEDLINEREURO.COM

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For more information visit www.pedders.co.uk

APRIL 2021 • VANUSER 29

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