Van User - July 2022

vanuser JULY 2022

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THE MAGAZINE FOR LCV FLEET OPERATORS

ROAD TO ZERO Ford E-Transit Mercedes eVito

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JULY 2022

Contents

KEEPING ON TRACK We had the opportunity to visit the FordLiive Centre at the firm’s Dunton head office site in Essex recently. Along with similar centres in Cologne and Valencia, and soon to be opened sites in Budapest and Gothenburg, FordLiive has teams Dan Gilkes, of operatives solely focussed editor on keeping the company’s light commercial vehicles on the road.

All Ford LCVs now come with a built-in Ford Pass modem, though it has to be activated by the customer for data protection reasons. If you then have a problem in your Transit or Ranger, you can call the FordLiive centre to get instant assistance. More than that, the centre’s operatives follow the progress of your repair, talking to every Ford LCV dealer on a daily basis to help to rectify any hold-ups in parts or technical service.

In the first quarter of this year, the Dunton site helped 2,200 van operators, saving an average 15 days off the road per vehicle. Ford has worked out that a van off the road can cost a customer up to £600 a day in lost earnings, so that’s a huge potential saving.

On the day of our visit, the site was achieving 98.8% vehicle uptime for all of the tracked vans.

Yet, to date, only around 30% of customers have asked for the modem to be turned on. This could be partly due to Ford not yet getting the message across that the service is available. Or perhaps there is a reluctance to being tracked constantly. In either case, if someone is there to help you keep your vans moving productively, why wouldn’t you say yes?

16 NEWS 4 Van supply remains under pressure CV production rises Truckman adds to range 6 Mental health at work Van awards nomination open

24

Geotab and Renault join forces 13 Road Transport Expo

ROAD TO ZERO 24 Ford E-Transit

8

26 Mercedes eVito

ROAD TEST 28 SsangYong Musso

The FordLiive Centre in Dunton

28 LAUNCH 8 Renault E-Tech - Kangoo & Master 13 Fiat E-Doblo

FLEET MANAGEMENT

CONTACTS Editor Dan Gilkes 07802 751473 dangilkes1@mac.com

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

Editorial assistant Polly Coleman 01502 725840 polly.coleman@micropress.co.uk

Sales Manager Dan Rice T: 01502 725858 daniel.rice@micropress.co.uk

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

16 Demand drives expansion for Paneltex

LONG-TERM ROAD TEST

20 SM UK takes welfare to a new level

30 Renault Trafic Sport+

13

30 JULY 2022 • VANUSER 3

News Van supply remains under pressure

N

ew van registrations fell for the fifth month in a row in May, as supplies continue to be squeezed by component shortages. LCV sales were down 25.1% in May, against the same period last year, with all model segments following a downward trend.

Vans weighing more than 2.5 tonnes were less impacted, dropping by 19.4%, while mid-weight vans, of 2-2.5 tonnes, fell by 33.4%.

However, 869 electric vans were registered in May, a rise of 276 versus the same month last year. Indeed, e-LCV registrations for the year to date are up 62.7%, with the BEV market share doubling to 5.2% of all van sales.

“Global supply chain shortages continue to hold back the market following last May’s post-pandemic bounce back,” said Mike Hawes, SMMT chief executive.

“Manufacturers have, however, worked hard to get the latest zero-emission vans to customers, more than doubling their market share. However, this is still an emerging market and everything must be done to encourage drivers to switch to zero emission commercial vehicles, if we are to achieve our net zero goals. The industry will tackle the supply chain challenges undermining delivery, but we urgently need a van plan to address the paucity of dedicated commercial vehicle infrastructure, as well as incentives to boost the sector’s electric transition.”

Vital sector Vauxhall’s Vivaro-e was the UK’s best-selling e-LCV in May and remains the top selling electric van this year. The company sold 212 Vivaro-e models in May and has registered 1,424 in the first five months of the year.

“The e-LCV sector is a vital and growing sector for the industry as businesses look to reduce overheads and emissions,” said Paul Wilcox, managing director at Vauxhall. “The Vivaro-e continues to be the go-to choice for fleets and businesses requiring an efficient and capable zero-emission-in-use van.”

Conversely, used van prices continued to fall in May, averaging less than £10,000 for the first time since December 2021, according to remarketing specialist BCA. Vans that can be put to work in home delivery, civil engineering, building and construction, remain highly desirable, but condition and presentation have become increasingly important, as buyers look for the best vehicles.

“Over the past few weeks, the LCV market has seen reasonable competition for the best stock that can be put straight to work, but far less interest in poorer condition, lower grade vehicles,” said Stuart Pearson, BCA COO.

CV production rises British commercial vehicle production rose by 26.5% in May, the industry’s best year-to-date performance in a decade. More than 7,900 new vans, buses, trucks and taxis were built in the UK in May, the highest number since 2012 and the fifth consecutive month of growth.

Of that number, 67.9% of British-built CVs were exported, 91.8% to the EU. Year to date, CV production is up 44% on last year and 29.1% up on the same period in 2019. This is partly due to robust demand from operators and the ability of CV manufacturers to deliver, despite significant global component supply problems.

“The CV sector is a rare beacon amid the gloom of economic challenges being faced by businesses and fleet operators within the UK,” said Mike Hawes, SMMT chief executive.

“With the best year to May output for a decade and a growing number of zero-emission commercial vehicle models for a wider range of use cases, there are grounds for optimism.”

Truckman adds to range Pick-up accessory distributor Truckman, which was acquired by Australian specialist ARB, is to sell ARB’s Ascent hardtop in the UK. The Ascent top features integrated central locking and electric push-button window switches, for its standard tinted side windows. With static weights of between 350-400kg, depending on model, the hard top can also carry up to 100kg if desired.

The ARB Ascent hard top is available for double cab Ford Rangers, Isuzu D-Max, Toyota Hilux and VW Amarok trucks. It can be self-installed, fitted by dealers or mounted at Truckman’s factory in the West Midlands.

4 VANUSER • JULY 2022

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NEWS

Mental health at work

C

hris Black, commercial director at vehicle provider LeasePlan UK, is calling for increased recognition of the stress experienced by van drivers. For delivery drivers, public sector workers and small business owners, he says that life on the road can be challenging and unpredictable, with many teams now facing reduced staffing and higher than normal vacancy rates. This can lead to drivers having to complete longer working hours and more frequent trips.

“The stresses and strains put on the driver, both mentally and physically, can be overlooked, as fleet managers and business owners focus on key performance indicators and profits,” said Black.

“That’s not to say that they don’t care. Indeed, most companies value their employees’ wellbeing and are supportive of their mental health.

But is there too often the assumption that any issues will be flagged up by management of the driver themselves?

“Thankfully there is a growing consensus within the fleet industry that things need to get better.

In a recent LeasePlan UK survey of fleet managers, one in five stated that they don’t think their company put enough emphasis on driver safety, wellbeing and health.

For those companies wondering what can be done to help the situation, Black added: “Fleet managers should make sure that their drivers know who they can speak to if they need a confidential ear outside of the work environment. At LeasePlan we’ve teamed up with wellbeing charity Mind, to provide a large number of wellbeing resources, which provide both general mental health and fleet-specific support.

“

There is a growing consensus within the fleet industry that things need to get better.

“Fleet managers should spend time optimising the driving experience for each of their drivers and making sure they’re not being put under any undue stress. While you can’t foresee every issue a driver will face while out on the job, you can ensure that they’re operating within the best possible working conditions. Getting enough rest and sleep are crucial here, as are proper nutrition and hydration. It’s down to management to make sure that the correct policies are in place and that they’re being adhered to.”

Van Guard Accessories has launched an updated Ultirack+, a gallery rack with a T-Slot rail system. The heavy-duty builder’s roof rack is made from aluminium and includes built-up side channels. Unlike the standard Ultirack, the Ultirack+ comes with a T-Slot rail system that allows users to install load stops and eye bolts, to increase tie-down security and load restraint.

2022 van awards nomination open Nominations have opened for Logistics UK’s Van Awards 2022 and operators can apply now for the chance to be recognised as the best in the industry. Supported by the AA, Bott, Brigade Electronics, Lex Autolease, Quartix, TVL and WTW, nominations are open in the following categories: • Hero of the year • SME Van Operator of the Year • Winning at Wellbeing • Diversity and Inclusion Award • Keeping your show on the road • Using technology for good • Sustanable Van Operator of the Year • Van Safety and Compliance Award An awards ceremony will be held in September and all category winners will be shortlisted for the Van Operator of the Year category, which will be presented at the Logistics Awards 2022 in December.

Geotab and Renault join forces Telematics provider Geotab is to work with Renault on a one-stop fleet management solution for the van manufacturer’s customers.

All Renault vehicles registered from 2010 are eligible for connection to the service, delivering data and analytics on productivity, compliance and driver safety.

Renault owners will be able to use the MyGeotab fleet management platform, to access 6 VANUSER • JULY 2022

information regarding driving and fuel efficiency. There will also be additional EV data available for those fleets operating e-LCVs. Renault connectivity can be activated remotely, to help companies optimise routes, increase fuel efficiency and minimise engine idling.

“Future mobility will be data-driven,” said Christoph Ludwig,vice president OEM Europe at Geotab. “The electrification of fleets will re-

inforce this trend and pre-installed telematics will become state of the art. The ability to handle mixed fleets is essential, as we transition to an electric vehicle future. We will see the co-existence of internal combustion engine and EV technology for many years to come, so we need a telematic solution that is suited to handling both seamlessly, across one platform.”

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LAUNCH | RENAULT E-TECH - KANGOO & MASTER

ELECTRIC EVOLUTION

If Helen of Troy was the face that launched a thousand ships, then the Renault Kangoo must be the van that launched an electric revolution, says George Barrow

I

t’s been 10 years since the Renault Kangoo ZE first hit the road and while the uptake of electric LCVs is only now just gathering pace, the electric Kangoo is still striving to be the benchmark by which all others are judged and the latest model Kangoo E-Tech is no exception.

As well as its new E-Tech name, the electric Kangoo is joined in the range by a revamped Master E-Tech. Also in the UK product range is the Zoe Van E-Tech and although not officially confirmed, there will at long last also be a mid-sized Trafic E-Tech joining the range within 18 months.

Renault will have a complete lineup of fully electric vehicles ready to rival the likes of Citroen, Peugeot and Vauxhall who have been stealing a march on the competition in recent years, but Renault brings a wealth of electric know-how and experience gathered during its decade in the field.

While the newest Renault Master may feel like something of a stopgap ahead of the large van relaunching on an all-new platform within the next 1824 months, the Kangoo E-Tech is set 8 VANUSER • JULY 2022

“

But bigger changes can be found under the skin, with a larger 45kWh battery

Kangoo E-Tech

to be the most up-to-date small electric van in the market, as it is based on the all-new Kangoo platform which is just about to launch.

RENAULT KANGOO E-TECH

With a brand-new platform for the Kangoo which has seen its size increase, upping not only the amount of space in the cabin but also its load volume, the new Kangoo E-Tech is already significantly different to its predecessor. But bigger changes can be found under the skin, with a larger

45kWh battery, up from 33kWh, and a claimed range of up to 186 miles.

The electric motor has also had a significant upgrade jumping from 44kW to a 90kW motor, making the new Kangoo more closely matched to its key rivals the Citroen e-Berlingo and Peugeot e-Partner, which use a 100kW motor. The electric Kangoo’s 90kW motor is the equivalent of 121hp and produces 245Nm of torque, surpassing the power figures for the diesel van range which makes do with a maximum 113hp.

Charging can be done via a 22kW AC charger, which will be standard on all UK models, or with 80kW rapid DC charging. That will allow the Kangoo to recharge to 80% in just 40 minutes.

Short- and long-wheelbase vans will both be available, providing load volumes of up to 4.2m3 for the larger van and 3.3m3 for the standard Kangoo. Unlike its European equivalents, the UK spec for the van won’t include the Open Sesame wide aperture side door, or the swivelling bulkhead, which increases carrying length by 1.2m and continued on p10

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LAUNCH | RENAULT E-TECH - KANGOO & MASTER

continued from p8 load volume by 0.7m3 thanks to a fold flat passenger seat. Payload for standard vans will be 615kg while the larger models have an increased allowance of 800kg thanks to a higher gross vehicle weight. There’s also the ability to tow 1,500kg.

UK buyers will get the option of two different trim levels called Start and Advance but exact specification is set to be announced later in the summer ahead of first customer deliveries in September. The electric Kangoo will, however, get wireless smartphone charging and a smartphone mirroring 8-inch touchscreen display. Safety features will include the option of lane keeping assistance, emergency braking and adaptive cruise control with Stop & Go. Other safety systems include traffic sign recognition and blind spot warning, and driver assistance systems will include parking assistance and a permanent rearview camera in place of a rear-view mirror. UK models will also get a heated windscreen and heated driver’s seat as standard.

Despite not getting the Open Sesame door and swivelling bulkhead, UK electric Kangoos will get the option of the Easy Inside Rack, a retractable hanging storage system that lets you transport items up to 2.5m long.

The new wider Kangoo is a heavy van, as the payload reflects, and its kerbweight is increased further still with the sizeable 45kWh battery pack, but you’d be forgiven for thinking it was a much lighter van once you experience the electric van’s wealth of power. Its 90kW electric motor provides an instant hit of torque to get you off the line and doesn’t stop until you hit the 81mph limited top speed. Acceleration is a respectable 11.6 seconds if

Kangoo E-Tech

10 VANUSER • JULY 2022

Master E-Tech you’re interested in that sort of thing, but more important than its speed is its comfort and that is commendable in a number of ways.

The Kangoo handles brilliantly, with sharp steering and smooth ride that flatters the overall dynamics of the little van. The diesel model is already an exceptionally quiet and refined van to be in and the electric model takes that a stage further. Once above walking pace where the synthesised whine needed for alerting pedestrians is no longer needed ,the Kangoo is exceptionally quiet with very little road noise and no obvious wind noise around the mirrors or A-pillar.

While the Kangoo is not the most powerful electric van in the segment, it is quick and fleet managers or range-anxious drivers might like to limit the impact their right foot has on the range of the vehicle. This can be easily done with the use of the Eco drive mode button on the central dash console which reduces power by around 25% and can be used effectively in con-

“

The Kangoo handles brilliantly, with sharp steering and smooth ride

junction with the three braking modes accessible via gear-like shifts using the gear selector.

It provides you with the sense of using gears to reduce speed and in its most ferocious setting it enables you to almost entirely do without the foot brake, while the middle setting gives you a modest amount of regeneration and the standard setting allows the vehicle to coast.

The Kangoo’s powerful new driveline and fast charging batteries that provide a respectable amount of real-world range combined with the other overall improvements to the bones of the van – namely its larger more comfortable and practical cab and increased load volume – have restored the Kangoo E-Tech to the top of the electric vehicle landscape. It may not be alone in the market any longer, but it continues to stand head and shoulders above.

RENAULT MASTER

Like the Kangoo ZE, the electric Renault Master ZE was something of a pioneer when it was launched in 2017, as large electric vans had yet to make it to market. Put off by the complexity of a heavy van requiring sizeable numbers of batteries to give it a decent range, Renault wasn’t shy in launching a van with all the electrical underpinnings of the much smaller Kangoo.

The new Master E-Tech has now broken that association with the electric Kangoo, retaining its 57kW motor but getting a new 52kWh battery pack, up from 33kW, which sees the WLTP range reach 124 miles. Unlike the Kangoo E-Tech, the electric Master won’t support rapid charging but will have a fast charging capacity of 22kW or 7.4kW single-phase charging. That

“

The more powerful motor is a welcome change, making the Master E-Tech fractionally quicker

makes charge times a little sluggish with five hours to reach 80% charge on a 7.4kW wallbox or more than 10 hours on a domestic 3.7kW supply. However, 31 miles (50km) of range can be added in 45 minutes with the fast-charging capabilities.

The biggest improvement is the in-

creased model range now on offer, rising from six versions to 15 models with three different lengths, three heights and three gross vehicle weights of up to 3.8-tonnes, with payloads in excess of 1.2 tonnes and load volumes ranging from 8m3 to 15m3. There are also two chassis cab models.

Like the Kangoo, there’s an Eco driving mode to limit power and help preserve range, but there’s no adjustable levels of regenerative braking. Instead, the van makes do with a modest amount as standard, which works well in the large van.

The more powerful motor is a welcome change, making the Master E-Tech fractionally quicker at reaching its 55mph top speed. As you would expect for a large van, the ride is firm, but not unpleasant and it handles well due to the low-down weight of the batteries beneath the loadspace floor.

More power and better batteries were certainly the top requirements for a new electric Master van, but when compared to the improvements in the Kangoo, not to mention the power (or lack thereof), the Master E-Tech feels a bit lacklustre. While the Kangoo E-Tech can now capably compete in the small van sector, the Master E-Tech (even with its increased body size range) remains behind the times compared to rivals that offer more choice and equipment.

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LAUNCH | FIAT E-DOBLO

E-Doblo completes electric line-up

F

iat Professional is completing its move to the Stellantis line of vans, with the launch of new Doblo and E-Doblo compact models.

Based on the successful Berlingo, Partner and Combo, along with their electric variants, the vans will be offered in two body lengths, in both panel van and double cab versions.

The vans will be available with Magic Cargo, which is Fiat’s name for a load-through bulkhead and folding passenger seat, providing an additional 0.5m3 of load volume and up to 3.4m of load length. You will also be able to

“

The vans will be available with Magic Cargo, which is Fiat’s name for a load-through bulkhead and folding passenger seat

get a Magic Mirror, which is a 5” monitor providing a live view to the rear, complete with blind spot monitoring and a rear parking camera.

Last but by no means least, Fiat will offer the Magic Plug, on the E-Doblo, providing an electric feed for power tools or to run an electric conversion, such as a cargo fridge.

Both the short and the long electric E-Doblo will be able to carry up to 800kg, while the diesel versions can handle up to the full 1-tonne. Talking of which, there will be two diesel engines and a petrol on offer. The diesels are both based on a 1.5-litre motor, offering 100hp or 130hp, with both manual and eight-speed automatic transmissions. The petrol is a 1.2-litre engine delivering 110hp.

The E-Doblo will get a 100kW motor fed by a 50kWh battery pack. This should be enough to provide up to 173 miles of driving range. Drivers will have a choice of Normal, Eco and Pow-

er driving modes and the vans come with a brake regeneration button, to boost recharging on the go. Talking of which, the E-Doblo can top up using AC or rapid DC charging points, accepting up to 100kW of power, for a 30-minute return to 80% of charge.

As with all of the Stellantis vans, there will be no shortage of ADAS safety and driver assistance systems on offer, though not all will be standard.

Systems available will include traffic signal recognition, active safety braking, lane keeping assist and driver attention alert. Grip Control and Hill Descent Control will also be included, while you’ll be able to specify a headup display in the cab and front and rear parking sensors if desired.

The vans will be built alongside their Stellantis stablemates at the firm’s Vigo plant in Spain. Full pricing and specification will be available later in the year, with vehicles arriving with customers in the Autumn.

JULY 2022 • VANUSER 13

NEWS

New kid on the block Dan Gilkes takes time out to visit the first Road Transport Expo

T

here is a new commercial vehicle show in the UK, the Road Transport Expo, that ran for three days at the end of last month at the Stoneleigh National Agricultural Centre in Warwickshire. Aimed primarily at the heavy haulage and logistics business, there were some van manufacturers present, with Renault Trucks taking the first opportunity to show its Red Edition Trafic to UK buyers and Iveco its latest Daily van models.

However, the biggest launch at the event came from electric and range-extended truck manufacturer Tevva. The Tilbury, Essex-based company unveiled a 7.5-tonne electric truck, with a hydrogen fuel cell range extender. Larger 12-tonne and 19-tonne models will follow.

Designed for urban and inter-urban use, the Tevva hydrogen truck is powered by a battery, but the fuel cell recharges the battery while driving, offering a total range up to 310 miles.

The truck’s traction battery can be fully charged in just 5-6 hours, while the hydrogen tanks can be refuelled in just 5-20 minutes, similar to a diesel truck and considerable less than a battery charge.

“We are excited to launch our hydrogen electric HGV, creating a landmark moment for Tevva and UK manufacturing,” said Tevva CEO and founder Asher Bennett.

“We firmly believe that the post-fossil fuel future, which is quickly approaching, will see a new range of technologies and fuels take centre stage in the transport industry. By embracing hydrogen, we are futureproofing ourselves, our clients and the industries

and communities they operate in.

“We also pride ourselves on the fact that our vehicles are safe, reliable and go the distance. Combined with our commitment to customer service, we believe that Tevva’s hydrogen electric truck will be a popular choice for fleet operators across the UK, Europe and eventually North America.”

The truck uses a hydrogen fuel cell from Loop Energy and the installation and development has been assisted by the Advanced Prolusion Centre.

“The launch of this truck, with its hydrogen fuel cell range extender, is an exciting outcome of the APC-funded project to completely eliminate CO2 at the tailpipe and lower the total cost of ownership compared to existing diesel vehicles,” said Zoe Hall, head of com-

The biggest launch at the event came from electric and rangeextended truck manufacturer Tevva

petitions and projects at the Advanced Propulsion Centre.

“This smart zero-emission vehicle, with rare earth metal-free electric motors, has the potential to make heavy goods transport sustainable.”

Tevva aims to provide customers with hydrogen supply services, as well as the actual vehicles. The company is working with a range of hydrogen suppliers to provide this service.

Speaking at the launch, Transport Minister Trudy Harrison said: “Hydrogen fuel cells and other zero-emission technology will be vital in helping us decarbonise transport. A thriving UK hydrogen industry could not only help us meet our climate change obligations, but also support thousands of jobs across the country.”

Councils need to provide charging The Association of Fleet Professionals has named the top 20 local authorities with the highest need for kerbside charging to help van drivers to adopt electric vehicles. Birmingham, Edinburgh, Croydon, Glasgow and the London Borough of Newham are among those councils with the greatest need. Indeed nine local authorities in London are among the 20.

The AFP has released a national kerbside 14 VANUSER • JULY 2022

charging map, which shows where businesses need kerbside charging to be installed close to the homes of van-driving employees. Consultancy Field Dynamics produced a dataset that scored 28 million homes on whether there was space to park and charge a van.

This was then overlaid with the addresses of 75,000 van drivers employed by the association’s members.

“The requirement for kerbside charging remains the single biggest obstacle to the adoption of electric vans for businesses,” said AFP chair Paul Hollick.

“Without the ability to charge overnight, the whole operational model quickly falls apart. We believe that around 60-70% of fleet drivers need kerbside charging installed near their home in order to use an electric van.”

FLEET MANAGEMENT | CONVERSIONS

DEMAND DRIVES EXPANSION Expanding facilities at its head office site in Hull, rapidly growing exports, the only thing holding Paneltex back is the delivery of van chassis, says Dan Gilkes.

W

hile many companies furloughed their staff for months on end during the early days of the pandemic, temperature-controlled body building specialist Paneltex closed its doors for just four days. Supermarkets and home delivery companies make up a large percentage of its customers and demand for additional vans and conversions went through the roof, as more people moved to home delivery of groceries.

“The supermarkets all wanted to double their orders,” said marketing manager Sam Berridge. “We felt that we had to step up and do it.”

Having spent those four days creating space for its employees to work safely, while adding the inevitable sanitisation stations around the facility, Paneltex got straight back to work, producing fridge and freezer home delivery bodies to meet the rapid rise in demand.

Luckily, the company had already ordered plenty of additional materials, in preparation for any post-Brexit import complications, so had the ability to increase production.

Yet, even with things getting back to a new normal now, there has been no let-up in demand for the company. The only limiting factor for Paneltex at present, is getting hold of chassis on which to mount bodies. For a company assembling more than 5,000 conversions a year, having a steady supply of vehicles is always critical, but there is no way around the supply problems that 16 VANUSER • JULY 2022

are being experienced by every vehicle manufacturer.

That hasn’t stopped the investment at Paneltex though. The company has gradually taken over almost every unit on the industrial estate in Hull, while its Somers van conversion centre in Norfolk has also been stretched to capacity. Indeed, the company is installing a new bodied-van line in Hull, to take some of the pressure off the Norfolk site.

“We’ve taken on 150 more people at our Hull site and our production output has exploded,” said Berridge.

This growth is not just being driven by existing orders or products. With the rapid expansion of the electric van mar-

“

ket, Paneltex has put itself at the forefront of temperature-controlled box bodies for e-LCV chassis. The company is a One-Stop-Shop supplier to Ford, both With the rapid for its diesel Transits and for the new E-Transit. The firm has also worked expansion of the electric van hard to win a body supplier deal, with market, Paneltex electric truck start-up company Voltia.

That E-Transit business is resulthas put itself at ing in export growth, as the company the forefront of is supplying fridge and freezer bodies temperaturefor Ford vans in the North American controlled box and Canadian markets, built in the US, where the concept of supermarket home bodies for e-LCV chassis. delivery is still very much in its infancy.

Paneltex set up a factory in the north continued on p18

We offer a ONE STOP SHOP service catering for all of your vehicle’s needs.

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FLEET MANAGEMENT | CONVERSIONS

continued from p16 of Hull 18 months ago to build knockdown kit temperature-controlled bodies for export to the US. It has recently had to double the production volume and now has the capacity to build up to 60 Transit and E-Transit body kits for the North American market each week.

“That’s become a big business for us over the last two years,” said Berridge.

The agreement with Voltia will not only be for temperature-controlled bodies, but also for regular dry goods boxes.

Paneltex has worked with the start-up company to develop a body that fits perfectly behind its innovative central-seat cab, putting it in a strong position as Voltia adds smaller models to its soon to be launched 16 and 18-tonne trucks.

“Part of our expansion will be in bigger vehicles,” said Berridge, “though we do want to continue to concentrate on temperature-controlled bodies.”

The company is no stranger to larger vehicles of course, currently building at least one temperature-controlled articulated truck trailer in Hull each week. Paneltex also constructs giant

“

Paneltex also constructs giant cold storage containers, mainly for export

cold storage containers, mainly for export. Indeed, export markets have become increasingly important, with the firm supplying van bodies to Spain, Germany, the Netherlands and Sweden in recent months.

This is partly due to changing habits within those countries. Pre-pandemic, while around 10% of UK groceries were

delivered to people’s homes in vans, that figure was closer to just 1% across the EU, where there remains massive potential growth. This is contributing to very strong order books, which point to further expansion going forwards.

All that Paneltex requires, is an equally steady supply of chassis on which to build.

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FLEET MANAGEMENT | CONVERSIONS

SM UK takes welfare to a new level

C

ontractors and rental companies looking for a welfare van conversion, have a new name to work with, in Leedsbased SM UK. Offering a premium turnkey service, SM UK currently builds welfare vans at workshops in Leeds and Tamworth. The business is expanding rapidly, as demand continues to push production. Indeed, the firm will open a new workshop site later this year in Leeds, to further increase capacity.

“We currently have the ability to build around 10 welfare vans a month, but the new facility will give us more space,” said sales executive Andy Voce.

“We currently build 8 vans at a time, but we will have the space for up to 18 or 20 vans at once. We are new in welfare conversions and it’s going to take some time, but we’ve had an exciting year.”

Customer focused That said, the company is not looking for quantity alone, quality is very much the driving force. The business is totally customer-focused, providing an individual product that meets the needs of each customer. Starting with a base panel van, SM UK carries out the complete build, from design and engineering, through assembly to pre-PDI and registration.

Much of this work to date has been carried out with Ford’s Transit van, though the company can work with any brand or model. It it also moving into more specialist conversions.

“We’ll convert any make of van,” said Voce.

“We’re also working on a chassis cab and pod design.”

Though each vehicle is individually designed and built, the company has four trim

20 VANUSER • JULY 2022

might be working. Likewise, the cab heating for the welfare vans uses a sophisticated wet system, rather than simply a hot air blower, to provide improved comfort for the people working on site.

levels for its welfare offering. Though certainly not the least expensive conversion available, it is perhaps telling that 99% of SM UK’s customers opt for the firm’s top of the range Platinum specification, which includes larger battery packs and can even incorporate solar panels to reduce energy consumption.

This is due in part to the quality of components and the detail that goes into each design. As an example, SM UK’s welfare vans have medical grade steel sinks and domestic quality individual taps. If there is ever a drip from the tap, it is a simple job to change a washer, or an entire tap, wherever the van

Designed to last Though welfare is a growing part of the business, SM UK recently won an order for 50 Transit-based workshops, including all racking, as the design included the ability to carry a scissor lift on board. Previously, the customer had hired in access for its engineers and the new design will potentially save the business more than £2m over the next four years.

“That’s how we engage with our clients,” said Voce.

This focus on detail and design is best illustrated by the fact that the company employs 79 engineers. It is also an approved installer for System Edstrom and Sortimo racking systems.

“We believe in buy it once, buy it right,” said Voce. “Our products are designed to last a lifetime.”

This promise is backed by a comprehensive three-year warranty on all of the firm’s conversion work, in line with the base vehicle manufacturer’s warranties. With a busy order book and new designs coming to market, plus the larger workshop increasing production capacity, SM UK is very much focused on growth for the future.

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What can be done today, to be ready for tomorrow?

ELECTRIC VEHICLES At Bott Ltd, we recognise the importance of being prepared and agile enough to satisfy evolving customer needs. This includes ensuring new procedures are in place for the safe and effective handling of AFVs from arrival on site through conversion, to handover. We have had to adapt and grow to ensure that we remain at the forefront of the conversion industry.

The move towards alternatively-fuelled commercial vehicles (AFVs) / electrical vehicles (EVs) is accelerating and we’re positioned at the forefront of this greener future. In 2019, 0.1% of the vehicles we converted were AFVs/EVs. This grew to 4% in 2020 and by 2021 it was 11%. Things are expanding further in 2022, where we’ll be closer to a 17% AFV/EV conversion rate.

A significant investment has recently been made in a new flexible workspace at our bott conversion base in Ashby de la Zouch. Our site extension can now accommodate up to 25 additional vehicles and has a dedicated conversion space for EV/AF vehicles. The impressive site has been fitted with over 20 flexible charging points allowing vehicles to be held and delivered with an optimal state of charge.

drive on weighbridge for accurate axle and payload weight recording.

Over 100 of our staff members are now trained in the safe handling of AFVs at a minimum level of IMI level 2 and our inhouse CAD design team are now increasingly experienced in adapting conversion designs to optimise EV in-service usage.

There are many things to think about when converting to AF/EV vehicles. We liaise with our customers on aspects we jointly need to consider; these can be based on manufacturer guidelines, end user duty-cycle and regulatory requirements.

We love to take a consultative approach and it’s important that we do what’s right for you and your business. We are right by your side to advise, support & assist along the way.

Are you starting to think about what can be done today to be ready for tomorrow? Contact us now at: v-sales@bottltd.co.uk or call us on 01530 410 600.

Our Ashby HQ is now home to a superb EV/AF training and awareness showroom designed to increase customer knowledge on the transition from ICE to EV/AF vehicles.

In addition, the investment has seen the arrival of a new

www.bottltd.co.uk | v-sales@bottltd.co.uk | 01530 410 600

Are you ready?

Like most businesses operating a fleet of vehicles, you’re probably starting to think about your transition to Electric Vehicles (EV’s).

Let us help!

We acknowledge the key differences between ICE, EV & AFV and can work with you to find the perfect solution for both you and your business needs.

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ROAD TO ZERO | FORD E-TRANSIT

MARKET

INFLUENCER

Ford’s E-Transit is one of the most important new vans of the year and we’ve had the chance to drive one of the first to arrive in the UK, by Dan Gilkes Powertrain The E-Transit is powered by a 68kWh battery pack, which sits beneath the load floor. This drives a rear axle-mounted drive motor, offered with a choice of 135kW or 198kW of power. That equates to 181hp or a hefty 265hp, both of which deliver plenty of motive force.

Whichever you choose, torque is set at 430Nm, enough to keep the big Ford moving along rapidly. It should keep going for a reasonable distance, with a WLTP mileage of up to 196 miles.

There are Normal and Eco and Slippery driving modes. The van will stay in Normal or Eco when you turn off and on again, but will ask the driver for confirmation if restarted after being in Slippery.

You also get an L button in the middle of the rotary gear selector, which brings regenerative braking into play.

A quick tap on the brake pedal can also be used to activate half regeneration, with two taps equating to the full L set-

24 VANUSER • JULY 2022

ting, but only until you accelerate again.

Press the button for the full, continuous regen effect.

There is both AC and rapid DC charging on offer, with the input just below the Ford badge on the grille. The rapid charger can handle up to 115kW, offering a 15-80% top-up in 30 minutes.

Load carrying capacity The E-Transit can be had with 3.5-4.25 tonne gross weights, leading to a maximum payload of up to 1,758kg. From launch there are 25 bodies available, including vans, double cabs and chassis cabs, in various lengths and roof heights.

Despite having the battery packs beneath the load floor, there is virtually no intrusion, with floor height similar to a regular rear-wheel drive Transit.

Ford has already been working with converters to offer a range of pre-bodied One-Stop-Shop conversions, such as dropsides and fridge vans.

In the cab There are few surprises for drivers in the E-Transit cab, it looks much like any other big Ford from the driver’s seat.

You get the SYNC 4 infotainment system, complete with 12” touchscreen, while higher trim Trend models also boast navigation.

You do have to access the screen to change drive modes, but drivers are unlikely to be swapping modes on the move. The screen also provides access to a host of ADAS safety and assistance systems.

Even the entry Leader trim comes with Electronic Air Temperature Control, keyless starting, heated mirrors and Ford’s Quickclear windscreen, while the higher Trend model adds Alexa voice control technology.

On the road Unsurprisingly, even with a 500kg load strapped in the back, the E-Transit of-

powertrain leaves the driver free to concentrate on placing the van on the road, offering a stress-free experience.

Conclusion While Ford is far from the first to enter this sector of the e-LCV market, the launch of the E-Transit is important because it will drive interest with a broader group of buyers. The fact that the big Ford is such a good van helps, while its keen pricing, well below some of its competitors, will also generate interest among potential customers.

Add in the fact that the E-Transit is not a single panel van model, but is already available in 25 body shapes and types and it is easy to see how the van is going to be altering buying patterns.

Ford may have arrived slightly late to the party, but it has certainly made an entrance that few will forget.

fers instant acceleration, with either motor. The van is commendably quiet and refined, even on the UK’s broken road surfaces. That said, having a load in the back does take some of the bounce out of the suspension, making the van’s low centre of gravity more noticeable on back roads.

The E-Transit is simple to drive, offering plenty of acceleration when needed and cruising effortlessly. The

Van User Rating 5.0

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JULY 2022 • VANUSER 25

ROAD TO ZERO | MERCEDES EVITO

ELECTRIC UPDATE

W

hat a difference two years makes. When we first tried Mercedes’ mid-weight electric van in 2020, it offered a comfortable drive, but not much mileage for the price. Swapping from that early model’s 35kWh battery to the new eVito’s 66kWh power supply has transformed the available performance.

Powertrain Though using the same 85kW motor, still powering the front wheels, the additional battery capacity has lifted the eVito’s driving range from a rather limited WLTP figure of 93 miles, to a far more acceptable 162-mile range.

Even taking into account poor winter weather and heavy loads, that should now be enough for a far wider range of business users.

Equally importantly, whereas the original van was limited to a fairly slow AC top-up, the new van now comes with rapid DC charging capability. If you can find an 80kW CCS input, that means a 0-80% recharge will take just 35 minutes, in effect doubling the daily range if you can tie that into a lunch break.

Mercedes has also taken the opportunity to move the input port, from the old diesel flap which was hard to reach if you had driven nose-in to a charging station, to a new position in the nearside

“

front bumper. This makes it much easier to connect to a public charging station, whether parked side-on, or nose-in.

Load carrying capacity The eVito is still offered in two body lengths, L2 and L3, offering 6.0m3 and 6.6m3 respectively. Both models are offered in the lower Progressive trim, while the Premium specification is only available on the shorter L2 model.

That is partly due to the fact that the higher trim level eats into the available payload, with the Progressive model offering almost 60kg more than the Premium. More importantly, all of the new eVitos have lost a bit of carrying capability, due to the larger battery. That means that the L2 Progressive now promises an 882kg payload, excluding the driver, while this Premium model is limit-

Mercedes has changed the things that needed to be changed 26 VANUSER • JULY 2022

It may look very similar externally, but the second generation eVito is a big step forward, says Dan Gilkes ed to 824kg, which drops to 749 when you allow 75kg for the person behind the wheel.

In either case, that probably isn’t going to be the end of the world for some customers. Unless you are regularly running at maximum gross weight, that will probably be enough for many local operators.

In the cab Base Progressive models have heated, electrically-adjustable door mirrors, electric windows, daytime running lights, an Audio 30 sound system with DAB radio, smartphone integration, air conditioning, a heated comfort driver’s seat and twin sliding side doors.

Spend £3,300 more for the Premium model and you add alloy wheels, painted bumpers, metallic paint, electrically

reduces the braking effect further and D++ cancels recuperation completely, to allow the van to coast at higher speeds. There is also a D auto setting that will automatically switch between modes to suit the roads and other traffic conditions.

folding mirrors, a chrome grill, a leather-covered steering wheel, parking sensors front and rear and front fog lights.

In either case you can add a driver assistance package (£1,565) of Active Distance Assist, Lane Keeping Assist and Blind Spot monitoring with rear cross-traffic alert. There is also a Load Area Package (£440) on offer, that includes a load securing rail system in the floor and sidewalls, along with LED lighting in the load area.

Mercedes had added a few options to our test van, including upgrading the

infotainment system to Audio 40 with navigation (£400), though the 7” screen was barely larger than some people’s smartphones and not quite up to the full MBUX experience.

On the road Mercedes-Benz continues to give its e-van drivers more of a chance to influence the way the vehicle works than many competitors. While some simply offer forward and reverse, with the option to engage additional regenerative braking, the eVito comes with three driving modes.

These are C for comfort, E for efficiency and E+ for efficiency plus. All three have an effect on acceleration, but also on heating and cooling and other ancillary functions. In most cases, E is more than enough for regular use and it should provide a longer driving range than C. There are also four regenerative braking settings, controlled by paddles behind the steering wheel. D- gives the highest braking force and therefore the greatest boost to battery life while slowing. This setting will activate the vehicle’s brake lights even if you aren’t touching the brake pedal, to warn vehicles behind that you are slowing suddenly.

The D setting offers less regenerative effect and feels more like engine braking on a diesel model of the van. D+

“

While the new eVito may not look that different, it is a huge leap forward for Mercedes

Conclusion The original eVito was an early adopter and it made a reasonable job of its electric van brief. It was practical, quiet, reasonably powerful and its looks weren’t going to upset any died-in-thewool diesel users.

However, it didn’t offer a massive driving range and the payload suffered thanks to the added weight of those batteries. Oh, and it was fairly expensive.

While the new eVito may not look that different, it is a huge leap forward for Mercedes. The larger battery provides a decent driving range, without having too much impact on carrying capacity, while the ability to hook up to a rapid DC charger makes the van far more practical in day-to-day use.

Plus, we’ve all become a bit more accustomed to the premium pricing associated with an e-LCV. Mercedes has changed the things that needed to be changed, the battery, the charging input position and the availability of DC, without losing all of the good things, like the multi-mode drive control and regenerative braking settings.

There are mid-weight e-LCVs that can carry more and that can travel further, from Stellantis in particular.

And that’s before the mid-weight duo of Ford’s E-Transit Custom and VW’s e-Transporter arrive next year. However, if you opted to add the eVito to your fleet, we would certainly understand the reasoning.

Van User Rating 4.5

Mercedes-Benz eVito Premium L2 Basic price £46,900 (before PiVG) Motor Front-wheel drive e-motor Power 85kW Torque 300Nm WEIGHTS (KG) GVW 3,200 Kerb weight 2,451 Payload 749 DIMENSIONS (mm) Load space length 2,290 Load space width 1,685 Width between wheel arches 1,270 Load space height 1,252 Load volume 6.0 COST CONSIDERATIONS Range (WLTP) 162 CO2 0g/100km Battery capacity 66kW DC charging time (80kW) 35 minutes AC charging time (11kW) 6.5 hours Warranty 3 years/unlimited miles Battery warranty 8 years/100,000 miles JULY 2022 • VANUSER 27

ROAD TEST | SSANGYONG MUSSO

STYLE LEADER SsangYong’s Musso pick-up has been updated, with more than a bold new look, says Dan Gilkes

T

he UK pick-up market has lost a lot of players over the last few years, with Mercedes-Benz, Nissan, Mitsubishi and Volkswagen all pulling out for various reasons. Of course, VW will be back later this year, with an Amarok based on Ford’s latest Ranger, but this is still a much-reduced playing field.

What better time then, to push an alternative to the remaining three major manufacturers, Ford, Toyota and Isuzu? Load that truck up with specification and ask considerably less for it and you’d think that you’d have a recipe for success.

Powertrain SsangYong’s Musso pick-up is powered by a 2.2-litre diesel engine, that delivers a healthy 202hp, at a fairly high 3,800rpm. That’s a 12% boost over the previous model, backed up by 441Nm of torque from 1,600-2,600rpm, a rise of 5%. Entry-level EX trim comes with a six-speed manual gearbox, while higher trims all boast an Aisin six-speed 28 VANUSER • JULY 2022

automatic transmission.

With the auto box, it’s certainly a combination that works well, slurring quietly between the gears around town and offering plenty of acceleration for a motorway overtake if needed. The engine does get a little vocal at higher revs, but there is rarely a need to stretch it to tap into the available performance.

A combined WLTP fuel figure of 31.5mpg, with emissions of 236g/km may not be much to write home about, but they will hardly be a deal breaker in the pick-up sector.

Load carrying capacity Unlike all of its competitors, SsangYong offers the Musso with two pick-up bed options. All are double-cab, with the majority offering a 1,300mm bed length, within a 5,095mm overall length. You can however order the Musso Rhino with a longer bed, of 1,610mm, in an overall length that is stretched to 5,405mm.

This extra length comes in part

“

The Musso is a pleasant truck to drive, with the upgraded engine delivering more than enough power to keep pace with traffic, on any type of road.

from a 110mm longer wheelbase, but also from extended bodywork behind the cab. The shorter bodied truck, in automatic specification, can haul 1,095kg, while the longer model can handle up to 1,140kg., thanks to a gross weight that rises from 3,250kg to 3,400kg. All of the automatic trucks can pull a 3.5-tonne trailer, while the manual is limited to 3.2-tonnes.

SsangYong claims that the Musso is one of the only trucks that is capable of carrying a tonne in the bed and hauling a 3.5-tonne trailer at the same time.

Interestingly, while both SWB and LWB trucks have double-wishbone suspension at the front, they differ at the rear. The shorter models have a multi-link independent suspension set-up, while the longer truck comes with more conventional leaf springs.

In the cab This is where the Musso really scores, with a decent list of standard equipment, even in the base EX model. Move up through Rebel trim and into the

Saracen that we have here, and you get heated leather seats in the front and rear, a heated steering wheel, climate control, front and rear parking sensors and a rear-view camera, a 9.2” infotainment touchscreen and a 12.3” digital dash, that can be configured in numerous layouts, even repeating the entire navigation map in front of the driver.

The driver also gets plenty of assistance, with a host of ADAS systems on offer. The noise and vibration levels within the cab are also improved, thanks to a stiffer body shell, improved aerodynamics and improved engine isolation.

On the road As mentioned, the Musso is a pleasant truck to drive, with the upgraded engine delivering more than enough power to keep pace with traffic, on any type of road. The ride is typically pickup bouncy, though roadholding is good, but the electrically-adjustable front seats are fairly firm.

The truck is quiet and refined at motorway speeds. You get Eco, Power and Winter modes, from a switch to the left of the transmission tunnel, as well as the option to change gears yourself using a thumb lever in the head of the transmission selector.

While Power might come into play when towing, Eco was more than sufficient for general use. As is so often the case with modern automatic transmissions, the only time you’ll really need manual gear selection is when driving off-road, when you might want to restrict the box from changing up.

Conclusion The visual updates for the 2022 Musso may be fairly conservative, but the under-bonnet changes are more substantial. The power and torque boost keeps the truck towards the top of the sector and the generous specification should attract plenty of dual-use buyers. Indeed, it is perhaps surprising, given the reduced number of suppliers available, that SsangYong has not

made more of an impact on the pickup sector in the UK. A very reasonable purchase price and a warranty that stretches to seven years or 150,000 miles, should be more than appealing for owner drivers, SMEs and larger fleets alike. Certainly, the Musso should be on many buyers’ pick-up short list.

Van User Rating 4.0

SsangYong Musso Saracen Basic price £30,665 Engine 2.2-litre Euro 6 Power 202hp @ 3,800rpm Torque 441Nm @ 1,600-2,600rpm WEIGHTS (KG) GVW 3,250 Kerb weight 2,155 Payload 1,095 Towing 3,500 DIMENSIONS (mm) Load space length 1,300 Load space width 1,570 Load space height 570 COST CONSIDERATIONS Mpg (WLTP) 31.5 CO2 236g/100km Fuel tank 75 litres Service interval 1 year/12,500 miles Warranty 7 years/150,000 miles JULY 2022 • VANUSER 29

LONG-TERM ROAD TEST

Renault Trafic Sport+ W

hile many passenger cars have a relatively short lifespan, with almost annual updates and improvements, the van market tends to play a longer game.

Designing, engineering and developing a light commercial from scratch is a huge undertaking and one that is often shared between a number of manufacturers.

This means that if a manufacturer gets it wrong, they will be working with that basic chassis and body for some years before they can make amends.

Conversely, if they get it right, that van can become an incredible success story for its maker.

Front -runner The original Trafic first arrived in 1980 and stayed in production for almost 20 years. The second-generation van, which today’s Trafic buyer would more easily recognise, was designed and built in cooperation with Opel/Vauxhall and with Renault’s Alliance partner Nissan.

30 VANUSER • JULY 2022

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Spend any time at the wheel and it soon becomes clear that any rough edges have long been smoothed out inside too

That model was definitely one that the company got right, only being replaced by the third generation Trafic in 2014 and then facelifted last year into the van that we have here.

The fact that the current Trafic, which was actually Renault UK’s best-selling vehicle of any type last year, remains a front-runner in the midweight arena, clearly demonstrates just how right Renault got the design almost two decades ago. Make no mistake, this Trafic may look familiar, but it delivers as well as anything else in the 1-tonne class.

Update Renault has not simply sat back and revelled in the Trafic’s success. The van has been constantly updated and tweaked, to deliver improved economy, lower emissions, increased cab comfort and reduced operating costs. Externally it still looks fresh, thanks in part to standard LED headlights that provide unrivalled clarity at night.

Spend any time at the wheel and it soon becomes clear that any rough edges have long been smoothed out inside too, with a driving experience that has been honed and load carrying capability maximised. In three months with the van, we never found any options that we would have added to the specification.

The result is still a familiar looking van, that slips quietly through the urban landscape without shouting about its presence. Yet, it does everything that you could want, without complaint or concern. It offers one of the most com-

fortable driving seats in the business, with enough in-cab and ADAS technology, particularly in this Sport+ trim, to satisfy even the most demanding driver.

Electric option?

As an ownership proposition, it rarely dips below 40mpg in this 150hp form, has two-year/24,000-mile service intervals and comes with a threeyear/100,000-mile warranty, that can be extended to five years if preferred.

There are two body lengths and two roof heights on offer, taking load volumes from 5.8-8.9m3, while payloads stretch from 935-1,251kg in panel vans.

The only thing missing from the range, though surely not for much longer, is an electric driveline. As can be seen elsewhere in this issue, Renault has plenty of form in the e-LCV market and the next time the wraps come off an updated Trafic, we can expect there to be a plug input somewhere on the body.

If that chapter of the Trafic story is as successful as this one, Renault has little to worry about long term.

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