Van User - November 2022

vanuser www.vanuser.co.uk

NOVEMBER 2022

THE MAGAZINE FOR LCV FLEET OPERATORS

y l i a eD

N EW

CONVERSIONS | E-DOBLO | RENAULT KANGOO

Isuzu Grafter

Isuzu 3.5T Euro 6 Isuzu trucks are robust and adaptable enough to suit any number of different applications.

The 3.5T Grafter chassis cab is available with either single or twin rear wheels. The standard ‘Driveaway’ vehicle body options include Dropside, Tipper and Utilitruck.

www.isuzutruck.co.uk

NOVEMBER 2022

Contents

W

e don’t often feature heavy trucks in Van User, restricting our coverage to 7.5-tonnes or those vehicles that have traditionally been driven with a car licence.

However, we have included a first drive this month of MAN’s Dan Gilkes, eTruck, a battery electric longeditor haul vehicle that will be able to handle gross weights in excess of 40-tonnes when it goes on sale in 2024.

They will use a megawatt charging system (MCS) that will make it possible to rapidly recharge these heavy haulers in just 45 minutes, or during the driver’s mandated lunch break. However, if you think it’s difficult to find a 150kW DC rapid charger at the motorway services already, imagine how much work is going to be involved in creating the infrastructure for MCS across the country.

The positive side to the story is that, not only have the various manufacturers got together and agreed the positioning of charging points and connection hardware, they are also working together with local authorities and installers to start the construction of that infrastructure.

Another plus point, of the MAN trucks and the Iveco eDaily batteries also featured in this issue, is the development of battery chemistry, that will allow 100% rapid charging with no slowing to protect the cells from overheating. Fast charging battery developer StoreDot recently said that we are still a decade away from mass-produced solid state batteries for automotive use. But that doesn’t mean that manufacturers aren’t continuing to develop existing battery technology and they will continue to do so.

That technology will work down to the van sector, resulting in longer driving ranges, faster recharging and lower weights. When we first drove heavy electric vans just a couple of years ago, they offered less than 90 miles of driving range and a payload of around 800kg. The new eDaily will carry closer to 2 tonnes up to 186 miles, while the E-Transit can manage closer to 196 miles.

The e-LCV market is developing so rapidly that it is sometimes hard to keep up. We’ll keep bringing you the latest news as it happens, whatever the size of the vehicle.

11 NEWS 4 Fleets must keep to service schedules Vauxhall simplifies LCV line-up English Oak relies on Fuso Canter Plate change reflects growth 6 INTERVIEW: David Saint SIXT

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

ROAD TO ZERO 23 TriAgg takes first e-LCV from MBNI Northgate launches EV package Fraikin supplies electric vans to BAE Systems 25 Logistics UK announces road to zero conference

4 LAUNCH

Renault Trucks to assemble Freegones e-Cargo bike 26 Mega charge

7 Iveco hits the spot with new eDaily 11 Electric model leads Doblo introduction

FLEET MANAGEMENT

23 28

12 Van Safety: Increased visibility 14 Currys rebrands fleet with RGVA Ferns Group to deliver telecoms with Daily

ROAD TEST

Factory-fit security now available for Ford vans

28 Renault Kangoo

Rhino overhauls roof bar line-up

LONG-TERM ROAD TEST

16 Building bodies

CONTACTS

26

5 Isuzu commits to builder awards

30 Toyota Corolla Commercial

30 NOVEMBER 2022 • VANUSER 3

News

Bilanol/shutterstock

Vauxhall simplifies LCV line-up

Fleets must keep to service schedules Technology solutions provider Trakm8 is urging fleets not to cut costs on vehicle maintenance. Paul Wilson, sales and marketing director said: “British businesses are navigating extremely turbulent economic waters at the moment, with both the cost-of-living crisis and continued fuel price uncertainty really starting to bite. Indeed, according to research by The Motor Ombudsman, worries about financial precarity this winter is leading up to 22% of vehicle owners to delay their service, while 33% are considering missing a service altogether.

“While this might save money in the short term, it could lead to a massive and unexpected outlay further down the line if the vehicle fails. This will be ex-

acerbated among fleet operating-businesses, where costs associated with unexpected vehicle downtime can run into the tens of thousands. And when you consider the fact that businesses are having to run older vehicles for longer thanks to the ongoing parts shortage and delays in sourcing new vehicles, the sector really could be facing a perfect storm this winter.”

He said that companies can avoid this by putting proactive vehicle maintenance at the top of the fleet agenda, ensuring vehicles continue to be serviced at regular intervals and investing in vehicle healthcare solutions that can provide up-to-the-minute diagnostics across a wide range of vehicle datapoints.

Plate change reflects growth UK light commercial vehicle sales were up 10.8% in September, marking the first month of growth in 2022. Medium and larger vans accounted for the biggest improvement, while battery electric van sales were up 70%, representing 4.4% of the market. Much of the downturn in sales has not reflected demand, as buyers are keen to get their hands on new vans. The problems have been driven by supply from manufacturers, rather than demand from the market.

Overall, the van market remains down by 20.1% over last year and 4 VANUSER • NOVEMBER 2022

24.8% lower than pre-pandemic levels.

However, manufacturers report strong order books as post-pandemic component shortages start to ease. That said, the SMMT said that measures to address the UK’s economic sluggishness will be crucial to boost operator confidence and to help the transition to a zero-emission future.

“While the full recovery of Britain’s new van market remains some way off, September growth reflects van makers’ efforts to fulfil strong order books despite a paucity of supply,” said Mike Hawes, SMMT Chief Executive.

Vauxhall has trimmed down its LCV range, with Combo, Vivaro and Movano now offered in Prime or Pro specifications, replacing the previous Dynamic, Sportive, Elite and Edition models. That said, there will also be a new sporty GSi trim available on Vivaro and Vivaro Electric.

The company says that streamlining the specifications will benefit buyers, with diesel Combo models now £1,800 less than before, while Vivaro prices have dropped by around £3,000. The biggest savings can be had on Movano, where some models are up to £7,500 less than before the trim change. With fewer trim levels on offer, Vauxhall will have four options packs available. These include a Safety Pack, a Design Pack, a Cargo Pack and a Worksite Pack.

English Oak relies on Fuso Canter Husband and wife arboricultural business English Oak Tree Services has added a second Fuso Canter to its fleet.

The 3.5-tonne trucks are equipped with bespoke, high-sided tipping bodies from PD Stevens. They also come with lockable toolboxes with shutter doors on both sides behind the cab, additional toolboxes beneath the chassis and split, side-hinged rear doors.

The bodies also boast

fixed tops built from chequer plate, which means that they can be used to carry ladders. The roofs are slightly shorter than the bodies, leaving an open section for wood chippings to be loaded and come angled at each side to prevent snagging on vegetation.

The company purchased its first Canter in January, to replace its previous truck. A second Canter so soon demonstrates the speed of growth within the company.

Isuzu commits to builder awards Pick-up specialist Isuzu has continued its association with the Federation of Master Builders, donating a D-Max to the winner of this year’s biennial Master Builders Awards.

Decided over the course of seven regional ceremonies and a national showcase, the awards will take place in the spring of 2023. Nominees can put forward individual tradespeople, a Master Builder company or even an exceptional apprentice.

“The Master Builders Awards are the Oscars of the building industry, showcasing the brilliant work that Master Builders carry out across the UK,” said FMB chief executive Brian Berry.

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INTERVIEW

“Our aim is to be able to provide a solution for all businesses” Rental company SIXT is moving increasingly into the van market, with the acquisition of Gap Vehicle Hire.

Senior vice president David Saint talks to Van User.

Van User: The acquisition of Gap Vehicle Hire and the recent purchase of Dorset Vehicle Rentals will expand SIXT’s presence in the UK van market. What is your desired coverage in terms of depots for the UK and by when do you aim to achieve this?

David Saint: The acquisitions significantly increase our commercial vehicle fleet in the UK, and we’re excited for the future. We are looking to focus on developing our B2B proposition with fit-forpurpose locations, increasing our footprint to serve customers nationwide.

VU: How big is the SIXT van fleet at present and how do you see that developing in the short to medium term?

DS: Following the recent acquisitions, the SIXT van fleet is currently in excess of 7,000 vehicles across the UK. VU: The SIXT website offers VW Transporter, Transit 3.5-tonne, Crafter 3.5-tonne and Transit Luton with tail-lift. Is it your intention to broaden this offering, to smaller vehicles and heavier ones?

DS: Thanks to these acquisitions, we are now able to offer our customers an even wider range of vehicles, from small vans to 18-tonne trucks and everything in between.

VU: Will you offer dropsides, tippers and other body types going forwards?

DS: We now have a full offering of tippers and dropsides, as well as welfare vehicles. We’ll now be able to cater to customers’ bespoke requirements and offer customisation of vehicles on-site to fit their exact specifications and needs.

VU: Are you seeing demand for electric vans and when do you 6 VANUSER • NOVEMBER 2022

anticipate including an EV offering in the van sector?

DS: We’re starting to see an increased demand from customers for electric vans, although we have also seen that customers are still working through how best to integrate EV into their fleet requirements and day-to-day operations.

VU: Are you primarily interested in short-term van hire, or is there also an option of longer-term rental, what is the bulk of your business?

DS: Our strategy is to focus on longterm rental as a way to offer our business customers an alternative to leasing or purchasing, while also giving customers another supplier option to consider in the UK rental market.

VU: Do you see rental as a means for companies to trial an EV to see how it could fit into their business operation?

DS: Absolutely! We will see demand for electric vehicles increasing through 2023, providing rental companies with the opportunity to play a key role to play in allowing customers to trial EV without committing to long-term leases or having to outlay capital to purchase.

VU: Is the business aimed more at private and smaller company users, or are you looking to attract larger

“

The shortage of vehicle supply is impacting all rental companies

fleet customers?

DS: Our overall aim is to be able to provide a solution for all businesses, large or small.

VU: With the shortages in the market, are you able to supply as many vans as you would like?

DS: The shortage of vehicle supply is impacting all rental companies.

While we are eager to source as many vehicles as possible, we are confident that we can secure enough supply through our strong relationships with vehicle manufacturers to meet our customer needs.

VU: What does SIXT have to offer van hire customers that they may not be able to get elsewhere?

DS: Through the acquisition of GAP Hire, we are able to offer in-house vehicle customisation including shelving, beacons, tow bars, and livery, meaning that we have complete control of quality, conversion times and pricing. We are focused on delivering a premium van rental experience to our customers.

For me, premium means recognising that for our customers, their van is a business-critical tool that needs to be the right thing, in the right place at the right time, and delivering on that.

LAUNCH

Iveco hits the spot with new eDaily Iveco rejoins the electric van market with a massively improved eDaily van line-up, says Dan Gilkes.

B

eing an early adopter can go one of two ways. Iveco was one of the first manufacturers to offer a large full electric van, with limited success. Though available in a number of body styles and sizes, the Daily Electric was painfully slow, very expensive and found few if any buyers in the UK market.

Fast-forward to early 2023 and the second generation eDaily will be available to customers across Europe. With gross weights of 3.5-

7.2 tonnes, more than 200 body styles and chassis lengths, a realistic driving range of up to 186 miles and a 140kW motor that pushes the van rapidly along in all traffic conditions, the eDaily is a totally different proposition.

What’s more, in common with other manufacturers, Iveco is putting as much work into the ecosystem that has to exist around an electric vehicle, as it has into the vans themselves.

This includes the vehicles, the infrastructure, finance, digital connectivity and service. The >> NOVEMBER 2022 • VANUSER 7

LAUNCH

>> company has also been working with a huge range of body builders and converters, to ensure that any operating mission that can be handled by a diesel Daily, can also be reliably tackled by an eDaily.

7.2-tonnes are only offered with two or three batteries. Maximum range is achieved on a 4.2-tonne eDaily with three battery packs, which offers up to 186 miles. The 4.2-tonne model is also offered in a single rear wheel or a twin rear wheel layout, while the 3.5-tonne eDaily details vans come with single rear wheels only and The eDaily uses a modular battery that has the heavier models all have the twin set-up. been built by sister company FPT, in cooper- Crew cabs are offered on 4.2-7.2 tonne modation with US cell supplier Microvast. These els, while chassis cowl and minibus variants battery packs weigh 260kg and offer a nom- are based on the 7.2-tonne chassis only. inal output of 37kWh. The battery As the batteries are mounted packs sit inside the eDaily’s chassis, within the chassis rails, it is posin place of the engine and transmissible to remove or add a battery sion, powering a mid-mounted perpack, if the customer’s operation manent magnet assisted resistance More than 200 changes or for a second life. Howmotor. This in turn runs through ever, the wheelbase has to be at body styles a transfer box to a shortened prop least 4.1m for three battery packs and chassis shaft and a conventional Daily axle. to be used. The batteries come with lengths Customers will be able to choose bean 8-year/155,000-mile warranty, tween a range of rear axle ratios, to guaranteeing at least 80% perforsuit their operating needs. mance. That is reduced to 8 years and 100,000 Vans with a gross weight of 3.5-tonnes will miles if the vehicle has a single battery pack. be offered with one battery, at 37kWh, or two All models come with an AC charging capacks, offering 74kWh of power. There is a new pability of up to 22kW and a DC rapid charge 4.2-tonne eDaily, in line with current legisla- capacity of up to 80kW. Both charging inputs tion that allows car drivers with a B licence are positioned in the front grille, though Iveto run at up to 4.25-tonnes in an electric van. co said that it may be possible in the future This is also offered with a single battery, two to reposition or add a second input, for compacks, or a third battery, giving a total out- panies that want to charge while backed into put of 111kWh. If the driver has the correct a loading bay. Using an 80kW rapid charger licence, those 2-3 battery models have a tow- will put up to 62 miles of range into the bating capacity of 3.5-tonnes, the same as their teries in just 30 minutes. diesel counterparts.

The eDaily can be equipped with a choice Vans with gross weights of 5.2 and of three ePTO power-take-offs to drive con-

“

8 VANUSER • NOVEMBER 2022

versions and to provide internal power for operators. The first ePTO operates at 12V and 2.5kW and is suitable for tail lifts. The second ePTO uses 400V and delivers up to 15kW, to drive refrigeration units and other high-power consumers. Finally, there is a 15kW e-motor that can be used to drive a hydraulic pump, for heavy-duty applications such as access platforms. For applications where the vehicle is stationary for longer periods of time, but the ePTO is still required, it is possible to plug the van into a charging point or electrical plug purely to run the ePTO. The eDaily is the first Iveco to use the company’s most recent logo update and the exterior has been tweaked. However, it is very much recognisable as a Daily and will be familiar to drivers and fleets. The full range of ADAS systems is available and the vans can be ordered with Iveco’s optional AirPro air suspension.

At the wheel There are few changes inside the cab, though the latest Daily offers a comfortable driving position with plenty of equipment. The eDaily uses a gear lever similar to the automatic selector from Hi-Matic models to select forward and reverse direction, neutral and parking.

Tap the lever to the left though and the driver can access three levels of brake force regeneration, from coasting to single-pedal driving.

That single-pedal setting really works too, bringing the van almost to a stop when you lift off the throttle at urban speeds. >>

SPEEDLINER EURO HC® KILLS CORONA VIRUSES

The DVSA recently revealed that 88.5% of LCVs stopped at the roadside were overloaded.

With plans to pull over more LCV’s on the roadside and to potentially enforce HGVlike legislation on the LCV market, isn’t about time you checked your minibus or van’s laden weights, especially the individual axle weights? SvTech has discovered many more vans have overloaded rear axles than previously thought. Any overload could invalidate your insurance.

Speedliner Euro HC® has been tested and proven to kill enveloped corona viruses. This puts Speedliner Euro HC® as the first and only spray liner system to the forefront of advanced hygiene control for vehicle internal load areas carrying food, medical products and hospital laundry as well as ambulances, transport services and welfare vehicles to list just a few.

Not only does Speedliner Euro HC® offer its previously proven anti-bacterial protection properties but Speedliner Euro HC® now has a virtually unapproachable, definitive advantage over all other spray liner products.

SvTech can help with uprating your LCV to give you more payload, keeping you safe and legal. Most makes and models catered for. Call us to discuss your needs and try using our free Load Distribution program – www.svtech.co.uk/lda

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12/10/2022 09:52 NOVEMBER 2022 • VANUSER 9

LAUNCH

>>

There are also three driving modes, controlled by a small flick switch to the left of the transmission lever. These are Power, Normal and Eco and they deliver varying amounts of acceleration, though Eco is more than quick enough for in-town work. There is also a Hi-Power function, that comes into force when the throttle is fully depressed. This delivers the maximum 140kW (190hp) and 400Nm of torque for up to two minutes, for an extended overtake or for use in hill climbing under load.

There is simply no comparison between the previous Daily Electric and the new eDaily, which puts the company right up with the sector leaders in terms of driving and performance.

Electric ecosystem Iveco believes that battery electric vehicles will make up 35% of its sales by 2030 and 50% by 2035, by which time fuel cell electric vehicles will also account for 20% of sales. The company says that the e-LCV market will double in size every two years over the next decade. To achieve this growth, operators are going to need some help.

The company believes that the majority of medium to large companies, who will adopt electric vehicles first, will charge in their own depots. As retail and smaller customers come to the market, the demand for public charging for vans will rapidly increase.

To meet the need for depot charging, Iveco has partnered with five providers across Europe, including edf in the UK, to deliver in-depot charging infrastructure. Initially the manufacturer will introduce its van customers to the charging companies, resulting in separate invoicing for vehicles and for charging systems. However, it believes that the next step, starting next year, will be to offer a single contract, for the vehicle and the charging infrastructure, simplifying set-up for customers.

Indeed, in some European countries, starting with Italy, Iveco will launch GATE, a green advanced transport ecosystem. This will be a fully digital rental service, to include the vehicles and the infrastructure, plus back-up, on a single contract invoice. Customers will be able to pay on a per km basis, a time basis or on a consumption model, to suit their individual needs.

GATE will be an end-to-end solution, offering long-term rental of electric and hydrogen-powered vans and trucks. It will be offered to all types of company, from last-mile 10 VANUSER • NOVEMBER 2022

delivery to long haul. As yet there is no news of the possible inclusion of the UK within the scheme.

UK buyers will however benefit from a range of connected services with eDaily. The Iveco On Easy Daily app for example is offered on both Apple and Android smartphones, providing companies with monitoring of range, energy use and helping to optimise charging. There is also an eDriving setting that will help improve driver performance and an eDaily routing function, that will let companies plan their journeys taking into account weight, driving style, range and ePTO use.

Fleet managers can also use the Iveco On web portal to set operating parameters within the vans, such as the use of Hi-Power mode.

W

ith sales starting early in 2023, full pricing has yet to be revealed. However, it is unlikely to be as shocking as that earlier Daily Electric, as operators have become more

accustomed to e-LCV costs,and the potential total cost of ownership benefits of an electric van. By offering virtually the same line-up of models with battery electric power as the current diesel generation, Iveco is certainly making the transition easier, helped by a range of infrastructure and support services.

“Electric means the future, and we want to make electrification accessible to all our customers,” said head of marketing and product management Alessandro Massimino.

“As a key element of Iveco’s product development strategy and transition roadmap, we designed eDaily with the objective of making its whole range electric, while maintaining the features that our vehicle is celebrated for: robustness, reliability, versatility, load capacity and performance. With its broad line-up, fully modular battery set and adaptability to a wide range of conversions and applications, the new eDaily brings electric to new missions and customers.”

LAUNCH

Electric model leads Doblo introduction

F

iat Professional has launched its latest Doblo van, starting with the battery electric E-Doblo this month. The e-LCV model will be joined by three diesel vans and a petrol-powered variant in the New Year.

Based on the same van structure as fellow Stellantis brands Citroen, Peugeot and Vauxhall, along with the Proace City from Toyota, the Italian vans have a new face with the latest Fiat branding across the nose.

The E-Doblo is powered by a 50kW battery, driving a 136hp electric motor. This delivers up to 170 miles of driving range. Charging inputs are up to 11kW for AC and a maximum 100kW for the rapid charge DC socket. The vans can carry up to 800kg and tow a 1-tonne trailer. The three diesel models all use a 1.5-litre engine, delivering 100hp with a manual gearbox, 130hp with the manual and 130hp with an automatic transmission. The petrol engine is a 1.2-litre unit, with 110hp and a manual gearbox.

Simplified line-up E-Doblo and Doblo can be had in L1 or L2 lengths, with the longer model also offered as a crew van. In a simplified line-up, there are just two trim levels. Standard includes air-conditioning, cruise control and an 8” touchscreen with smartphone compatibility. There is an electric parking brake on E-Doblo models and the vans come with rain and dusk sensors.

The higher Primo specification adds a height adjustable driver’s seat, rear parking sensors and a reversing camera, a bench passenger seat with load-through bulkhead, electric windows and heated mirrors, plus Visibility and Icon packs as standard.

There are seven equipment packs in total.

Visibility includes rain and dusk sensors, elec-

adds four stowage hooks, 12V and 230V sockets, a plastic floor covering and LED lights in the cargo area. Freight also brings the electric parking brake to all models, the bench passenger seat and the comfort seat for the driver.

tric windows and heated folding mirrors, plus fog lights. Icon adds body-coloured bumpers, side protectors and door rails, gloss black mirror housings and 16” wheel covers. The Assist pack includes active lane keep assist, speed sign recognition, advanced emergency braking, driver attention assist, high beam assist, rain and dusk sensors and fog lights. To that, Comfort Drive Assist adds navigation, steering wheel radio controls, a comfort seat with lumbar support and a leather steering wheel.

The Techno pack incorporates navigation, steering wheel controls, electric windows and heated mirrors, comfort seat, the rear parking sensors and camera, rain and dusk sensors and fog lights. A Worksite pack brings additional ground clearance, underrun protection for the engine, mud and snow tyres, Grip Control and a spare wheel.

Finally, a Freight pack

Extended warranty All models come with three years/100,000 miles of warranty cover, though E-Doblo batteries also get eight-years or 100,000-miles of cover. That said, all of the vans can be had with Fiat’s optional 555 extended warranty, offering five years of cover, servicing and roadside recovery for a fixed price.

Service intervals are two years/30,000 miles for diesel engines, one year/12,500 miles for the petrol model and two years/25,000 miles for the E-Doblo, with an additional check after one year/12,500 miles on the EV. Fiat Professional, along with Fiat itself, is positioning itself as the expert in urban mobility within the Stellantis group of companies. It is also hoping that customers will recognise the benefits of its heavy truck-based dealer network, offering extended hours of operation and business user expertise.

NOVEMBER 2022 • VANUSER 11

FLEET MANAGEMENT | SAFETY

Increased visibility PART 3: VAN SAFETY SM UK managing director Steve MacDonald calls for improvements in van safety and visibility for drivers.

T

he Parliamentary Advisory Council for Transport (PATS) has ranked van deaths per mile travelled as the highest amongst ‘other road users’, said van conversion specialist SM UK. One in three of all road fatalities are caused by van drivers at work, with some of those collisions due to vehicle blind spots and driver error.

With the number of vans on the road in the UK set to rise, fleet managers and drivers face a raft of insurmountable challenges including stringent van legislation that aims to reduce the number of deaths on UK roads to zero, with the primary burden to reach this target firmly placed on the fleet manager.

Charlotte Le Maire from Arch Law said: “Zero tolerance means zero tolerance and as such we are also seeing a rise in the prosecution of not just the driver, but the fleet manager and the company.”

In theory, if negligence leads to a death on the road, this is gross negligence, which could see the fleet manager being tried for manslaughter with a maximum sentence of life imprisonment, although in practice a lesser prison term would usually be given. It is

12 VANUSER • NOVEMBER 2022

also entirely possible that a company could be charged with corporate manslaughter where the sentence could be an unlimited fine.

Where the CPS doesn’t rule gross negligence, it could look at a myriad of health and safety offenses, which would all involve heavy fines capable of closing a company down.

Current trends If that doesn’t raise a few hairs on the back of your neck, then it’s worth noting that there has been a sharp increase in roadside stops for vans and the average fine per offense has been in the region of £972. It’s easy to see that vans that don’t comply with the rules, regulations and standards and procedures can be a costly experience in fines, let alone additional costs for recovery and repair.

“Not to mention the potential to cause a serious injury if ignored. Can the van user really afford not,” said MacDonald?

Van Excellence Safety Technology SM UK supports The Van Excellence Code, that requires all new vans entering fleets to be fitted with safety equipment, such as revers-

ing alarms, sensors and cameras, to prevent collisions and protect vulnerable road users.

To help combat the safety challenges faced in the van sector, SM UK offers a free van audit and advises fleet managers on what needs to be fitted to stay on the right side of the law.

These can include a basic HD Dash Cam Recorder, which records forward-facing incidents, though what is now being widely recommended are full safety systems including an HD Mirror Monitor, HD Front Cameras, HD Number Plate Camera (for reversing), and an HD Eyeball Camera (Blindspot or Vehicle Side View) along with an HD Mobile Digital Recorder and 4G cloud backup system, allowing the fleet manager to gain immediate access to the driver’s live feed.

“This level of protection can help the driver see blind spots and a reverse view of everything these cameras observe, including people and obstacles,” said SM UK managing director Steve MacDonald.

In an incident, having this level of protection would indicate to the police that the company is serious about safeguarding vulnerable road users as well as assisting their drivers to manoeuvre and drive safely. For the more serious incident, it can also provide irrefutable evidence and protect the driver against a wrongful accusation (It has happened!).

“Facts can often be misinterpreted and conclusions can be drawn later in court which may well misrepresent what actually happened,” said Le Maire.

In the short term, the van is here to stay and at SM UK we provide a comprehensive fitting service and can independently advise on both internal and external safety, from cameras to racking to an increasingly serious matter of payload!

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www.smuk.co.uk

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FLEET MANAGEMENT | CONVERSIONS

Currys rebrands fleet with RGVA Electrical retailer Currys has called upon vehicle branding company RGVA to apply a new livery to almost 425 vehicles in its fleet. As part of a three-year contract, RGVA will rebrand 124 of the firm’s existing trucks and trailers, followed by 299 new 3.5-tonne vans and 7.5-tonne trucks, before they are delivered to stores.

The delivery vehicles are covered in an Arlon self-adhesive vinyl laminate graphic. These have been printed using RGVA’s eco-solvent printers, to guarantee lower chemical emissions. The existing fleet vehicles have all been finished and the RGVA team have turned their attention to the new vehicles, applying graphics to 10-15 vehicles a week.

Factory-fit security now available for Ford vans

Ferns Group to deliver telecoms with Daily A new contract with BT Openreach has pushed Ferns Group to purchase four Iveco Daily dropsides, to carry equipment, piping, tools and materials to site for installations of telecoms infrastructure. The 3.5-tonne Dailys have been equipped with Brit Tipp double-skinned aluminium dropside bodies, capable of carrying up to 1.2-tonnes of aggregate and tools, while towing desilting jetting machines on trailers.

James Gupwell, Ferns Group transport director, said: “We needed a vehicle that was rear-wheel drive and could tow a trailer and that was durable enough to work in challenging environments on and off-road. It needed to be something sturdy and capable of dealing with a fair 14 VANUSER • NOVEMBER 2022

amount of punishment and the Daily has proven a perfect partner.”

The Daily dropside and trailer’s footprint is proving far smaller than a 7.5-tonne truck when working in urban areas, whilst still enabling Ferns to accommodate payloads normally associated with a larger vehicle.

The dropsides are equipped with a 140hp 2.3-litre diesel engine, with maximum torque of 370Nm, that is mated to Iveco’s six-speed manual transmission that boasts 50% less play than its predecessor, to deliver more precise shifts.

An advantage of this powertrain combination is 18% greater clutch durability and a lengthy 217,000-mile gearbox oil service interval.

The first Ford vans in Europe equipped with TVL Security’s enhanced locking systems as original equipment, have started to roll off the production line. While these security systems have been available as aftermarket solutions in the past, they can now be specified as a factory-fit, with TVL shipping the locking systems to Ford’s assembly plant in Turkey.

“To have Ford Pro vehicles coming straight off the production line fitted with our market leading portfolio of security products offers fleets and operators real peace of mind. Plus, there are no additional delays to worry about once the vehicle has arrived, it’s ready to go with all the extra security protection in place upon delivery,” said Laura Moran, managing director, TVL Group.

Paul Baynes, Ford’s Special Vehicles marketing and sales manager added: “Our Ford Pro vehicles already come with class-leading security as standard. Now with our TVL relationship customers who require the ultimate level of security can select a range of security options available as factory-fit to suit their specific vocational requirements.”

Rhino overhauls roof bar line-up Cheshire firm Rhino Products has updated its roof bar range, with the introduction of the steel KammBar Fleet system. Updated from its DeltaBar predecessor, the new bar uses a ‘Kamm’ teardrop shape, to improve aerodynamics and minimise wind noise. The company has also updated its aluminium KammBar Pro, with bespoke fitment and pre-assembled legs for rapid installation, along with two pairs of load stops supplied as standard.

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Van operators in the UK have a huge network of specialist body builders available to provide tailored solutions to their operational needs, says Dan Gilkes.

W

hen it comes to conversions and van bodies, the dropside, tipper and Luton or box body are by far the most common types available. They are so popular in fact, that the majority of chassis manufacturers have those models pre-built, in varying sizes, ready for rapid sale to meet customer demand. But what if your requirement is for something slightly different, if you want a body that is a bit longer, slightly wider or taller, that is capable of doing something slightly differently? That’s when you need a specialist body builder.

If your business is in the UK, then you are very much in luck, as we have one of the most highly skilled, creative and sophisticated body building and conversion industries in the world.

Whatever your specific business requirement, there will almost certainly be a company on an industrial estate somewhere in the UK that is capable of designing, engineering and building it.

PD Stevens is one of those business-

es. By no means the largest company in the industry, this family-run concern, based in Market Drayton, Shropshire, has been creating innovative commercial vehicle bodies since 1959. Of course, the company does build dropsides, tipper and dry freight bodies, in box and curtainsider forms, but it can also turn its hand to something far more bespoke when required.

“We do have regular bodies, but also more one-off builds,” said director Greg Stevens.

Caged tipper One of those more popular regular builds is an arboricultural body, primarily for Isuzu Truck, that is available on both the firm’s 3.5-tonne Grafter chassis and on its larger HGV models.

This high-sided caged tipper is designed to catch the output of a wood chipper and it comes with a tool storage pod behind the cab.

The company’s name can also be found on many of the specialist bodies developed for Renault Trucks, for use

“

The company can also turn its hand to something far more bespoke when required

BUILDING

on its Master Red and more recently Trafic Red models. This includes some of the company’s Ready for Business tippers, dropsides and dry freight versions.

But it also includes more specialist conversions, such as the Optisafe, a secure Trafic that incorporates high-strength secondary doors within the main cargo area to prevent tool and goods theft.

Next to come will be a Trafic Opticage, an alloy caged tipper with a 5° sloping base to prevent water build-up in the body. The Opticage, which will be based on a Trafic chassis cab, should appeal to local authorities and contractors, looking for a more compact solution than the larger Master caged tipper.

Currently a work in progress within Stevens’ Market Drayton workshops, the Trafic Opticage should be available before the end of the year.

Development of a completely new model like this involves a hybrid engineering approach, to meet the needs of the manufacturer, dealer or end user that has specified the build. This comContinued on page 19

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FLEET MANAGEMENT | CONVERSIONS

Continued from page 16 bines technical CAD drawings, with traditional design and build techniques, to create a body conversion that is made for the job. Even when the finished Opticage is launched though, it will still be possible for customers to tailor the specification to meet their individual operational needs.

It’s a similar story with conversions based on Renault Trucks’ Master E-Tech electric chassis, where the actual operation of the vehicle has been the main driver in its design and engineering. Rather than use the vehicle’s traction batteries to power body tipping or accessories, Stevens integrates a standalone power supply unit from Clayton Power, so there is no detrimental effect on driving range. A two-hour charge of

“

We’ve got room for growth.

this secondary power source is sufficient to tip the body on the E-Tech tipper up to 70 times.

Supply issues As with all body builders and converters, much of the work this year for Ste-

vens has been affected by supply issues, both from chassis manufacturers and from materials and component suppliers. The company can only work on a chassis when it actually arrives at the workshops. There have been major component shortages that aren’t related to the chassis manufacturer and the company reports that tail lifts in particular have been hard to source, with customers adopting a broader spread of brands to simply get vehicles onto the road.

PD Stevens has always been a coachbuilder, particularly on larger vehicles and the company has a full paint facility at a nearby truck and trailer repair site, also in Market Drayton. This allows the business to deliver a complete build to dealers and customers, incorporating specific paint and livery requests.

Founded in 1959, the family-run business has built a reputation for quality, service and innovation, working with manufacturers as approved converters. Despite the delay in chassis deliveries, Stevens has been producing 260-270 conversions a year over the last few years, but is aiming for steady growth. To meet this expansion the firm has established a parts centre in a nearby unit, where fabrications and components can be brought together to speed the build process once the chassis has arrived.

“We would like to be hitting up to 350 builds a year,” said Stevens. “Having the parts centre has changed how we work and it is going the right way.

We’ve got room for growth.”

New face for Fife Fife Creamery has ordered 30 Fuso Canter 7.5-tonne trucks from dealer Cicely Commercials, all wearing the company’s eye-catching new livery.

The trucks are equipped with Gray & Adams dual-compartment insulated bodywork and dual-temperature Thermo King V-800 Series refrigeration units.

The fridge unit uses a compressor powered by the vehicle’s engine, with a stand-by compressor powered by an electric motor, to deliver fresh, frozen and deep-frozen goods across Scotland. The company’s new livery features cut-out images of colleagues employed in a variety of roles, presented against brightly coloured backgrounds.

The Fuso trucks are powered by a Euro VI 3.0-litre diesel engine and drive through a Duonic dual-clutch automated transmission.

“The Canter is not a long-haul truck, but it’s excellent for the kind of intensive delivery work that we undertake in busy urban centres such as Edinburgh, Glasgow and Aberdeen,” said logistics manager Richard Wishart.

“Despite the fridge body and with a driver and full tanks of fuel and AdBlue also factored in, ours will still take a 3.0-tonne payload. That’s almost a tonne more than you’d get on a conventional 7.5-tonner. At 18mpg, the Canter is also comfortably ahead in terms of fuel economy, and this contributes to its overall cost-effectiveness.”

NOVEMBER 2022 • VANUSER 19

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ROAD TO ZERO

TriAgg takes first e-LCV from MBNI

A

sphalt surfacing and groundworks contractor TriAgg has added its first Mercedes-Benz eVito to a fleet of 20 diesel Mercedes models, including Citan, Vito and Sprinter. The High Wycombe business has purchased the van from MBNI, the official Mercedes-Benz agent for Northern Ireland.

“I bought my first van from MBNI shortly after we set up the business in 2020 and have stuck with them ever since,” said managing director Dave Dawe.

“Initially I contacted the dealer because I’d seen an online advertisement for a vehicle for sale from stock, which was exactly what I was looking for. Sales executive Chris Boyd was extremely helpful throughout the purchase process, he was always available and happy to talk whenever I called.

“When we decided to invest in our first electric vehicle, I knew I could trust Chris to give me the right advice.”

The eVito arrived in time to take on an unusual job for its first assignment, on duty for the UK round of the FIA Formula E World Championship. TriAgg was contracted to install the temporary surfaces, crash barriers and debris fencing for the race circuit at Lon-

don’s ExCel centre.

“We thought it only right to use an electric vehicle for such a high-profile showcase of battery power,” said Mr Dawe. “Now, though, we’re looking forward to gaining a deeper understanding of how an electric van will fit into our day-to-day work patterns and the signs

are extremely promising.

“It’s shown it can cover 160 miles before needing a recharge and is very smooth, quiet and comfortable to drive. In all other practical aspects, it’s just like any other Mercedes-Benz Vito, which from me is high praise indeed, but with zero tailpipe emissions.”

Fraikin supplies electric vans to BAE Systems Fleet management provider Fraikin has delivered two battery electric eSprinter vans to defence contractor BAE Systems. The vans, which have been supplied on a four-year, full-service contract hire agreement, will be based at the company’s Broad Oak manufacturing facility in Portsmouth. As part of the deal, which replaces two diesel vans that were also supplied by Fraikin, the company is delivering charging infrastructure support.

One electric van will be dedicated to carrying a mixture of goods for BAE Systems’ Mari-

time Services business, while the second will be made available for general use by Broad Oak’s on-site staff. BAE Systems expects each new asset to cover approximately 8,000 miles annually and the vans’ 109-mile driving range is expected to be more than enough for daily use.

Broad Oak was selected as a base for the new vehicles owing to the site’s ongoing push to improve operational sustainability, including achieving net zero carbon emissions. Based upon the success of these electric vans, there could be further orders for e-LCVs at the site.

Northgate launches EV package Rental company Northgate has introduced an EV package that will allow customers with an e-LCV rental contract of more than 12 months, to get both the vehicle and a charger for a single monthly payment.

The package includes a 7kW charging unit, supplied and installed by Northgate’s partner ChargedEV. The charger comes with service and maintenance included in the monthly price.

Business will have access to an online platform that delivers full visibility of their drivers’ charging use, with a reimbursement function for company drivers. A charging app also allows drivers to schedule auto charging, to take advantage of cheaper tariff times.

Northgate’s 12 months+ contract includes vehicle rental between 1260 months, including livery, racking and full servicing and breakdown cover.

NOVEMBER 2022 • VANUSER 23

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ROAD TO ZERO

Logistics UK announces road to zero conference Industry body Logistics UK has announced a new one-day conference in London, on November 22, called Delivering Decarbonisation. Aimed at senior business leaders, the conference will explore the roadmap to net zero and discuss plans, initiatives and projects currently ongoing to help companies with their decarbonisation journey.

“The importance of decarbonising operations is increasing as we head towards phase out dates and the net-zero by 2050 deadline,” said Denise Beedell, public policy manager at Logistics UK. “Industry has demonstrated a great willingness to decarbonise and has already taken great steps towards this. However, Logistics UK recognises that this can be a complicated and overwhelming process.

We are delighted to be launching this event, which will bring together some of the most knowledgeable and influential logistics professionals, to focus on the conversations worth having.”

Topics to be discussed include: Powering Up Your HGV Fleet, Financing The Change, Non-Net Zero Technology, Secretes Of The Last Mile and a look at how SMEs can remain profitable amid the move to net-zero.

Renault Trucks to assemble Freegones e-Cargo bike Renault Trucks has joined forces with Lyon-based manufacturer Kleuster to accelerate production and distribution of the Freegones range of e-Cargo bikes. The bikes will be assembled within Renault Trucks’ Venissieux industrial site and distributed through its truck network across Europe. The truck builder has put in place a team of 12 to meet increasing demand for the e-Cargo bikes at Venissieux, boosting production fivefold.

The Freegones bikes are built on a single chassis, with a choice of five cargo modules, including a dry box, refrigerated box, food service, flat bin and refuse skip. The dry box offers a 2m3 capacity and a 350kg payload, while the refrigerated

box offers an ATP-approved temperature control range of 1250C to +40C. The refuse skip can unload into a tipper truck or a larger storage bin.

“E-cargo bikes can be a great option for customers in urban environments that need to access zero emissions zones. Through this partnership with Kleuster, Renault Trucks is differentiating itself and taking the lead in offering even better solutions to our current and future clients,” said Bruno Blin, president of Renault Trucks.

Renault Trucks in the UK will be assessing early sales on the Continent before making a decision about bringing the e-Cargo bikes here.

DPD takes a ride on the buses Parcel delivery firm DPD is taking advantage of a charging offer from local bus operator First Bus. At last year’s COP26 conference, First Bus offered local business the chance to use the electric vehicle charging infrastructure at its Caledonia Depot in Glasgow. DPD has become the first company to take them up on that offer, with drivers now able to access the site to recharge, while delivering within Glasgow.

“The partnership with DPD reflects the commitment we made during COP26 to help other businesses to achieve their green ambitions,” said Graeme Macfarlan, commercial director at First Bus.

“We hope that this marks the first of many valuable partnerships and demonstrates the power that comes from working together to reduce carbon emissions. Electrifying fleets, and having the infrastructure in place to support them, is a mammoth undertaking and it simply isn’t feasible for every business to build its own charging station.

“Reducing carbon emissions is a priority for us, not just to meet our own targets but because we’re committed to delivering cleaner, greener journeys for Glasgow. We’re already in conversation with other businesses and look forward to announcing further partnerships in the near future.”

NOVEMBER 2022 • VANUSER 25

ROAD TO ZERO

MEGA CHARGE The light commercial vehicle market may be leading the way to an electric future, but long-haul trucking won’t be far behind, says Dan Gilkes.

T

he battery electric van market is growing rapidly, with all manufacturers now offering at least one model. While it is accepted that local delivery trucks may soon follow suit, the conventional wisdom has been that we will have to wait for hydrogen before larger trucks can make the transition. German manufacturer MAN Truck and Bus, a division of Volkswagen-owned Traton, has other ideas.

MAN is promising a range of eTrucks by 2024, including 4x2 tractors, 4x2 rigid trucks, 6x2 rigids and 6x2 drawbar trucks. They will be available with a wide range of bodies and conversions. Using a modular design, the eTrucks will be offered with four, five or six battery packs in tractor form, or with three, four, five or six batteries on rigid models.

Each pack weighs 650kg and a 4x2 tractor with five batteries will be similar in weight to a diesel model. Choose

26 VANUSER • NOVEMBER 2022

“

Thermal management will be critical

fewer packs to increase payload, or reduce load-carrying ability to extend driving range.

MAN’s long-distance eTrucks will offer a daily driving range of 600-800km, including a 45-minute re-charge during the driver’s lunch break.

Putting that level of charge into a battery in such a short time will require what the company is calling a Megawatt Charging System (MCS). CCS2 rapid DC charging systems, that will also be offered for overnight charging, currently offer up to 350kW inputs. An MCS system would need to be capable of providing up to 3.75MW of power. To achieve this, MAN and sister company Scania are working with Volvo and Daimler, to provide charging stations across Europe to meet this need. The companies believe that there will be up to 270,000 BEV trucks operating across the continent by 2030.

The eTruck has a motor producing 300-350kW of power with more than 3,000Nm of torque and two or four gears. This is mounted in the middle of the chassis, driving a convention-

al rear axle. The gear-changing process is automated, though the driver can make manual changes. There are five levels of brake force regeneration, from coasting without regen, through to full braking effect.

Vehicle-specific chemistry Thermal management will be critical, temperature is one of the major concerns when it comes to battery charging, especially as rapid charging inputs rise. Most van rapid charging systems will only take a battery to 80% capacity, before slowing for the final 20% to protect the cells. MAN has developed its battery packs with commercial vehicle-specific chemistry that it claims can be 100% rapid charged in just 45 minutes using MCS. The company has invested to build up to 100,000 of these battery packs at its Nuremberg plant each year from 2025.

As with van manufacturers moving into the electric world, MAN has created a 3600 eMobility ecosystem, including charging infrastructure and supply, integrated route planning software and a Plug and Charge single payment system.

A single long-haul eTruck covering 120,000km, has the potential to save up to 100 tonnes of CO2 per year. At current prices, businesses could also save up to €7,000 per year in fuel costs against a diesel truck, though purchase cost will be higher.

The difficult bit is going to be infrastructure, but manufacturers are working on potential solutions. MAN’s eTrucks will be available in 2024 and by 2030, the company believes that half of its vehicles sold in Europe will have zero-emission drivelines.

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NOVEMBER 2022 • VANUSER 27

ROAD TEST | RENAULT KANGOO

Renault’s latest Kangoo van takes a huge step forward in build quality and driver comfort, says Dan Gilkes.

A

s visual upgrades go, Renault’s recent update to the popular Kangoo compact van has to be one of the best. Smooth new lines, with impressively tight shut lines and a modern face, have brought the Kangoo right up to date in line with the larger Trafic. With a much-improved cab interior and several load-carrying improvements, it is little wonder that the French van picked up the International Van of the Year award for 2022.

Powertrain Engines include two diesels and one petrol, or of course there is an all-electric E-Tech model coming soon. This Blue dCi 95 will probably be the biggest seller, for those still using an internal combustion engine. The 1.5-litre motor delivers 95hp and 260Nm of torque and drives through a six-speed manual gearbox.

If you need a bit more under the bonnet, 28 VANUSER • NOVEMBER 2022

QUALITY there is also a Blue dCi 115 version of the same base engine, pushing out 115hp and 270Nm of torque. The higher-powered van drives through a seven-speed EDC automatic transmission. Alternatively, there is a 1.3-litre petrol TCe 100 engine, that delivers 100hp and 200Nm. This, like the smaller diesel, is only offered with the manual gearbox.

The 95hp diesel engine may sound the least powerful on paper, but it is far from disappointing in the cab, delivering plenty of performance and easy cruising at higher speeds. It pumps out a WLTP CO2 figure of 139g/km and returns a claimed 53.3mpg on the combined cycle.

Opt for the more powerful diesel and, even with more ratios in its gearbox, you’ll get 147g/ km and just 50.4mpg, though that’s hardly going to be a deal breaker for those that want to run at full load over longer distances. Suffice to say though, that unless you really need the additional output, or want to

have the automated transmission, the lower-powered diesel has more than enough performance for everyday use.

Load carrying capacity As in the past, we won’t get the shortest Kangoo in the UK this time around, so the smallest of the vans will be what Renault calls a medium wheelbase. This van has a load volume of 3.3m3, with a maximum payload of 850kg, though that has dropped to 814kg in this test vehicle. The long wheelbase Kangoo has a load volume of 4.2m3 and a maximum payload of 987kg. Both models can tow up to 1.5-tonnes.

Though right-hand drive vans aren’t available with the Open Sesame side doors, you can have a new Easy Inside roof rack. This has hanging brackets within the right-hand side of the roof, that carries on into a secure load area that sits above the driver’s head. It offers a maximum load length of 2,009mm that

can be used to carry pipes and other longer objects securely within the load area.

In the cab The cab has been completely overhauled and build quality levels have risen by quite a few notches. There are two trim levels on offer – Start and Advance. Start comes with a DAB radio with Bluetooth, a 3.5” monochrome TFT display for the driver, auto headlights and wipers, a height adjustable driver’s seat, manual air conditioning, a full bulkhead, electric windows, heated mirrors, twin sliding side doors and cruise control.

Move up to Advance and you add an 8” Easy Link touchscreen display, smartphone connectivity, an electric parking brake, LED lighting in the load area, rear parking sensors and a passenger bench seat. Don’t be fooled by the photos, our test van was in Start trim, but with a few options fitted, including the 8” Easy Link screen with navigation and three years’ connected services (£800).

Though comfortable over a longer journey, the driver’s seat does feel a little overstuffed at first. It’s almost as if someone has turned the lumbar support right up, even though it isn’t equipped with an adjuster. But that doesn’t detract from what is a comfortable, relatively quiet, place to spend the working day.

On the road As mentioned, there is no reason to feel hard done by if you get the lower of the two diesel

CARRIER outputs, unless you particularly wanted an automated gearbox. The 95hp engine delivers more than enough power for lively acceleration and relaxed cruising.

There has obviously been some work on the Kangoo’s suspension too, as the van rides well and the handling has stepped up a notch over the previous generation model. The van is actually fun to drive across country and equally capable of nipping through city traffic.

There are a host of ADAS driver assistance and safety systems available for the Kangoo, but most of them remain on the options list.

That said, Renault does offer two Advanced Driver Assist Packs. The first, which includes Active Emergency Braking, Over Speed Prevention and Traffic Sign Recognition, Blind Spot Warning, Lane Keeping Assist, Auto High Beam, Adaptive Cruise Control and Driver Attention Alert, will set you back £1,250. The second, which does without the adaptive cruise and driver attention alert systems, costs £750.

Conclusion The compact high-cube may not be the busiest sector in the LCV arena at the moment, but there are still plenty of players and some very good vans on offer. That said, there is plenty of overlap between brands, with the four Stellantis companies sharing their smaller models with Toyota and Ford and Volkwagen sharing more than just components on Caddy and Transit Connect.

Of course, Kangoo is not without its partners. Mercedes-Benz offers much the same vehicle in the new Citan and Nissan recently launching the Townstar, though without any diesel options its appeal might be limited for the next few years. For Renault, the new Kangoo should be seen as a successful update, lifting the van well clear of its predecessor and putting it on a par with the best in the class.

Renault Kangoo ML19 Blue dCi 95 Start Basic price £18,550 Motor 1.5-litre Euro 6D-Full Power 95hp @ 3,750rpm Torque 260Nm @ 1,750rpm WEIGHTS (KG) GVW 2,230 Kerb weight 1,416 Payload 814 DIMENSIONS (MM) Load space length 1,806 Load space width 1,570 Width between wheelarches 1,248 Load space height 1,215 Load volume 3.3m3 COST CONSIDERATIONS Mpg 53.3mpg CO2 139g/100km Fuel tank 54 Service interval 2 years/18,000 miles Warranty 3 years/100,000 miles

Van User Rating: 4.5 NOVEMBER 2022 • VANUSER 29

LONG-TERM ROAD TEST | TOYOTA COROLLA COMMERCIAL

CREATURE COMFORTS O

ne of the benefits of a car-derived van, is that it often comes with much of the equipment that driver’s want as standard. That is certainly the way with the Corolla Commercial, which is offered in one all-encompassing trim level.

The van is unremittingly dark in the cab, apart from the odd flash of chrome across the dash and though beautifully put together, it uses some fairly uninspiring plastics. The Toyota is a very comfortable place to spend the day though, with dual-zone climate control, heated seats for both occupants and powered lumbar adjustment on the driver’s seat.

The combination of relatively soft suspension and unaggressive wheels and tyres also make for a very pleasant long-distance ride, without losing too much in the handling department.

You get Toyota’s Touch 2 multimedia system, with a clear, 8” full colour screen controlling all infotainment functions. This includes DAB radio, Bluetooth connectivity and smartphone integration, with your phone providing the satellite navigation function. The screen also provides a clear monitor for the reversing camera.

There’s a comprehensive array of ADAS as-

30 VANUSER • NOVEMBER 2022

sistance systems all included in the price, rather than being offered on an options list that will rarely be ticked. This includes full-range adaptive cruise control, lane departure alert, lane trace assist, sway warning and road sign assist. Indeed, there are relatively few option boxes that can be ticked on the compact carrier, apart from the external colour (£525 for a metallic).

Car-derived vans may have gone out of fashion over the years, but it is easy to see why drivers and fleet managers would be attracted to the Corolla Commercial.

I

t turns out that we are not the only fans of Toyota’s newcomer. Specialist rail and infrastructure provider Readypower Group has replaced a fleet of diesel vans with 45 of the hybrid Corollas. The vans will be used by engineers to support customers across the country. The company opted for the Toyota vans as its first step towards cutting vehicle emissions.

Transport manager Tony Buckland said: “We have been running diesel vans and were keen to address the issue of our vehicle emissions. We looked at diesel models available on the market, but by choosing Corolla Commercial hybrids we have been able to reduce our average fleet CO2 emissions.”

Another company opting for the Corolla is fire protection specialist SFS Fire Engineering.

The Slough-based business has taken six of the vans, again for use by engineers working nationwide.

“Part of our sustainable business plan is to reduce our average fleet CO2 emissions,” said Tanya Smyth, SFS managing director. “The Corolla Commercial achieved this result and also provided our engineers with the comfort of a car-derived van, with the added advantage it is manufactured in the UK, further reducing our carbon footprint.”

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