Fleet Van November 2012

FleetVan B E S T P R A C T I C E F O R B R I TA I N ’ S L I G H T VA N O P E R AT O R S

November 2012 fleetnews.co.uk/fleetvan £5 where sold

RATED: 4 NEWEST PICK-UPS

Ford Ranger v Isuzu D-Max v Great Wall Steed v VW Amarok. Which heads the field?

Case study: Babcock

Unique toolbox talks drive home safety message

Insight: Towing rules

Make sure your van drivers don’t break the law when towing

Benchmarking: Spot hire

Why rental companies are failing to deliver on key fleet requirements

Contact us Fleet News, Media House, Lynch Wood, Peterborough PE2 6EA. Email fleetnews@bauermedia.co.uk Editorial Editor-in-chief Stephen Briers 01733 468024 stephen.briers@bauermedia.co.uk Deputy editor Simon Harris 01733 468308 simon.harris@bauermedia.co.uk Associate editor Trevor Gehlcken Contributors Mark Cartwright, John Charles, Alasdair Suttie, Chris Lowndes (photographs) Production Head of publishing Luke Neal Production editors Andrew Ryan Alan Salt Designer Charlotte Boon Advertising Commercial director Sarah Crown 01733 468320 B2B commercial manager Sheryl Graham 01733 468256 Account managers Lucy Herbert 01733 468800 Heidi Rogers 01733 468269 Lisa Turner 01733 468345 Marcus Woods 01733 468269 Business development manager Stuart Wakeling 01733 468342 Head of project management Leanne Patterson 01733 468332 Project managers Angela Price 01733 468338 Kerry Unwin 01733 468327 Telesales/recruitment b2brecruitment@bauermedia.co.uk 01733 468275/01733 468328 Events Event director Chris Lester Event manager Sandra Evitt 01733 468123 Event organiser Kate Howard 01733 468146 Publishing Managing director Tim Lucas 01733 468340 General manager Ian Richardson 01733 468555 Group marketing manager Bev Mason 01733 468295 Office manager Vicky Meadows 01733 468319 Group managing director Rob Munro-Hall Printing: Headley Brothers Ltd, Kent © 2012 Bauer Consumer Media Ltd ISSN 0953-8526.

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CONTENTS 4 I Best practice: Short-term hires Rental companies fail to deliver on key requirements for fleets.

6 I Insight: Niche vehicles

There can be benefits in allowing more obscure vehicles on to option lists.

11 I Risk: Technology

Increasing road casualty figures put focus on accident prevention technology.

16 I Compliance: Towing

Should your van be fitted with a tachograph?

20 I Environment: Rev limiters

Fleet records up to 25% improvement in fuel consumption during trial.

25 I Remarketing: Internet bidding Auctions opened up to overseas buyers.

28 I Fleet case study: Babcock

Training scheme targets drivers without access to computers.

31 I Fleet Van Awards

We reveal the companies in the running for honours in our 2012 awards.

34 I Cover feature Group test: Double cab pick-up trucks

Ford Ranger, Great Wall Steed, Isuzu D-Max and Volkswagen Amorak go head-to-head.

38 I First drives

Iveco Daily, Nissan NV400 dropside.

NEXT ISSUE – December Fleet case study – Lafarge

How van fleet is working towards ‘zero harm’

Spotlight – GE Capital

Top 10 contract hire and leasing company is looking to grow its van business

Risk and safety – anti-theft Devices to keep vans and drivers safe

fleetnews.co.uk/fleetvan November 2012 3

B e n c h m a r k i n g b y t h e F TA S h o r t-te r m h i r e s

Spot hire still to prove its worth to fleets Rental companies fail to deliver on key requirements cited in our survey with 90% of respondents

By Mark Cartwright, identifying this as their most critical requirement. head of LCVs, Freight Transport Association Paul Millard, managing director of Telfordast month’s Fleet Van carried an interesting case study from Kelly Group’s based Secal Logistics, said: “We don’t use too operations director, Dermot Coughlan, many hire vehicles, but when we do need them on the flexibility afforded by the use of we need to rely on the hirers being able to provide them quickly. spot and short-term van hires.

“We have fast-moving delivery schedules and This got us wondering how much other businesses were using similar approaches and how need to meet our clients’ expectations.”

But before the rental compathey felt rental providers were nies think they can satisfy their performing in supporting their customers needs by simply business demands.

What proportion of the operof respondents use spot buying more vans, the second requirement following closely ating fleet is typically provided or short-term van hires behind is cost with customer through the rental companies? service a close third.

We asked fleet managers how they would quantify this. No How well do the rental compasurprises here; almost twonies do in meeting these three thirds typified that they used “very high scoring requirements? few” (less than 2% of fleet) or of respondents cited Interestingly, the three areas of “few” (between 2% and 5%). Just vehicle availability as the 7% of respondents operated most critical requirement availability, service and cost which score so highly on the more than 10% of their fleet operators’ wishlists are also the through rentals and around a fifth either didn’t use hire vans or did so rarely to cover three areas with the greatest statistical gap between expectations and experiences. emergencies.

For example, vehicle availability rated 90% as Across the board, our respondents averaged just over 3% of their fleets sourced in this way; an expectation for the operators but, when asked still a sizeable number of vehicles given they to score how well their current providers did on a similar scale, the rental companies scored 80%. operate around 20,000 vans between them.

Similar gaps are also evident for the customer What are operators looking for from their service and cost responses – certainly areas for the providers to recognise going forward. rental?

Given that the use of spot and short-term hire is so often in response to an emergency or unex- What else could rental providers do to improve pected demand, it is understandable that vehicle their offer? availability is the most important requirement A number of respondents identified the provision of vans with trackers as a useful option.

Martin Bytner, transport manager at Kier Harlow, said: “We’d like our hire vans to have trackers fitted as standard. We manage our assets carefully and tracking capability is fundamental for this.”

Having vehicle availability closer to their own company specifications was also a key item on several operators’ wishlists; particularly in the civil engineering and utilities sector.

Suitable vehicle racking, towbars, Chapter 8 livery and beacons were a minimum for many with the provision of more specialist kit also being welcome.

“Our engineers rely on their vans to do their job,” said John Blakeley, transport manager at Clancy Docwra. “We have more than 900 vans Paul Millard, Secal Logistics specified to their needs and we need the

L

3%

90%

“We don’t use too many hire vehicles, but when we do, we need to rely on the hirers being able to produce them quickly”

4 November 2012 fleetnews.co.uk/fleetvan

vans provided by our rental partners to be as close to that specification aspossible.”

Making the provision of vans as seamless and efficient as possible was also high on the list of “good to haves” with several operators identifying the timely collection and delivery of hire vans as a significant timesaver.

What do the rental companies make of these findings?

Laura Moran, commercial vehicle director at Hertz UK, a recognised partner of FTA’s Van Excellence scheme, said: “At Hertz we recognise that our service is measured on supporting our van fleet customers in keeping their fleet on the road.

“The availability of a suitable vehicle in the right location is critical and we ensure that we maintain a balanced mix of available vehicles across the network that are dedicated to supporting fleets. These include contingency vehicles that may include Chapter 8 livery and specialist equipment.

We are also working with our fleet customers to utilise our Hertz on Demand technology which provides 24/7 remote keyless access to a fleet of contingency vehicles.”

Most operators keep their use of spot and short-term hire to a minimum. In these difficult times it may be that the flexibility afforded by their use will be seen to encourage greater use, particular as the providers become more adept at meeting their requirements.

EDITOR’S COLUMN Stephen Briers, editor, Fleet Van

T

he judges have deliberated and now we are able to reveal the shortlisted companies for the Fleet Van Awards (see page 31).

Competition was strong across the fleet, manufacturer and supplier categories, a good indicator of the health of the van sector, despite stuttering sales.

The winners will be announced in the December issue of Fleet Van following the awards luncheon on December 5 at Altitude 360, Millbank Tower in London. But the full winners’ reviews with pictures won’t be published until our February 2013 issue due to deadlines.

“Leasing companies are looking to grow van business”

“We need the vans provided by our rental partners to be as close to our specification as possible” John Blakeley, Clancy Docwra

Talking of stuttering sales, will we ever see a return to the 300,000-plus van sales market of pre-2008? Not likely – certainly Phil Robson, Peugeot fleet director, doesn’t believe so.

But analysis from the Fleet News Fleet200 suggests the losses have primarily happened outside of the very biggest fleets.

These 200 fleet goliaths cumulatively have grown their van numbers by 8.5% or almost 20,000 over the past 12 months.

And they have a rising number of lenders queuing up to offer funding. Leading leasing companies are looking to grow their van business.

A more competitive market for funding bodes well for van operators looking for the best deals.

fleetnews.co.uk/fleetvan November 2012 5

Insight Niche vehicles

California beach pitches up on fleets There can be benefits in allowing more obscure vehicles on to option lists

P

By Trevor Gehlcken icture the scene. Your finance director’s company car is about to be renewed and he tells you that for his next vehicle, he wants a camper van.

Looking into the benefits and drawbacks of widening the company car choice list to include more obscure vehicles reveals some surprising facts.

One manufacturer making the most of this phenomenon is Volkswagen, which has been building a range of campers since the 1950s.

The Transporter California Beach, pictured here, sells about 500 units a year – the leader in its class – and VW is seeing more purchases being made with company money as userchoosers become bolder in their choices.

Alastair Hemmings, VW’s national fleet manager, said: “At present it’s a small niche but an interesting one for user-choosers who want the benefits of a practical business vehicle that

also doubles up to provide lifestyle benefits – and fulfils many people’s dreams of driving a Volkswagen camper van.

“The California Beach does not have any cooking equipment fitted, so is registered as a passenger vehicle rather than a motorhome. A motorhome attracts a flat rate of road tax, but a passenger carrying vehicle is taxed on emissions, which penalises the Beach a bit – so I’ve stressed the lifestyle benefits and the savings of running one car instead of two.”

There are basically two areas which need looking at if you are to allow more unusual vehicles on to your fleet – image and costs.

The image issue is an important one. If your director turns up at a client’s premises in, say, a five-year-old tired lookng car, he could well

The California Beach is a star performer when it comes to residual values and fuel economy

6 November 2012 fleetnews.co.uk/fleetvan

lose important business on this fact alone. But what image would a camper van portray?

In the case of a vehicle such as the California Beach, the answer is rather trendy and refreshingly different.

It manages to look upmarket and stylish, with alloy wheels and tinted glass.

In fact, you’d have to look twice to realise it was in fact a camper. And there’s more.

Both front seats swivel round backwards, so your director could use the table which folds out from the sliding door to conduct a meeting. Practical and chic.

But it isn’t exactly cheap at £34,980 + VAT – and on top of that basic price there are a list of goodies as long as your arm to customise it to individual tastes, which most buyers will want to do. But you do get a lot for your money.

Included in the standard spec list as well as the beds are alloy wheels, climate control, electronic stability programme (ESP) and hill-hold assist. There are even two folding chairs stowed away in the tailgate.

The downside is the company will not be able to reclaim VAT unless it can be proved that the vehicle is being used for commercial purposes.

But the real icing on the cake is in the residual value forecasts. KeeResources predicts that after three years/60,000 miles, the California Beach will make 42% of its original value.

The California Beach is a star in the fuel economy stakes too. It has a Bluemotion badge, which means that it is an environmentallyaware model, carrying a stop-start system as standard which boosts fuel economy to 40.3mpg on the combined cycle and reduces CO2 emissions to 184g/km.

“You’d have to look twice to realise it was a camper”

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*BUSINESS USERS ONLY. Contract Hire is available subject to status and conditions on eligible vehicles registered between 01/10/2012 and 31/12/2012. Guarantees and Indemnities may be required. Example based on 12+35 profile, 10,000 miles per annum on a non-maintained contract. Further charges may be made subject to mileage and condition. Excess mileage will be charged at 6.4 pence per mile (excluding VAT). RAC cover, vehicle excise duty and 3 year/100,000 mile warranty included. Contract Hire Finance provided by Nissan Business Finance, a trading style of Arval UK Limited, Windmill Hill, Swindon SN5 6PE. Model shown is NV200 SE 1.5 dCi priced £13,970 exc. VAT and optional metallic paint at £350. Models subject to availability. Prices correct at the time of going to print. Nissan Motor (GB) Limited, The Rivers Office Park, Denham Way, Rickmansworth, Hertfordshire WD3 9YS.

R i s k Te c h n o l o g y

Systems help make life safer for van drivers Increasing road casualty figures put focus on accident prevention technology

I

By Trevor Gehlcken t was national motoring journalist Jeremy Clarkson who once quipped that the best safety device that could be placed in vehicles was a large spike stuck in the steering wheel pointing towards the driver.

While obviously joking, it is true that the vehicle safety systems are no guarantee against accidents and serious injuries.

Although the longer-term trend has seen a reducation in accident numbers, the 2011 figures show that in 2011 3% more people were killed on UK roads than in 2010 – a total of 1,901 – while serious injuries rose by 2% to 23,122.

There is an argument that the safer vehicles become, the more risks drivers will take, believing themselves safe from harm.

However, these figures must be put in perspective to highlight just how much technology has improved the lot of the van driver. In 1965, for instance – the year when the Ford Transit was first launched – there were a staggering 7,952 road accident deaths in Britain.

Many readers will remember those days – light commercial vehicles often had sliding doors that could be hooked open with a leather strap (the earliest form or air-conditioning) while seatbelts were non-existent. It wasn’t until 1968 that vehicles had to be mandatorily fitted with belts.

Even then it was not until 1983 that drivers

steadfastly averse to fitting it until compelled to. were required by law to wear them.

All LCVs made by Ford, Mercedes-Benz, Iveco After the introduction of the seatbelt, the biggest and Volkswagen have ESC as standard. It comes technological advance for helping save lives is as standard on rear wheel drive versions of the electronic stability control (ESC), in which a small Vauxhall Movano, Renault Master and Nissan unit located under the bonnet uses intelligent NV400 but, for all other vans, it remains a paid-for sensors to check 25 times per second whether option or, worse still, not available. the driver’s steering input matches the vehicle’s It’s a situation which has caused much consteractual direction of travel. nation among safety camIf the system detects some paigners. Roadsafe, for example, discrepancy and identifies that has urged all manufacturers to the vehicle is likely to become fit ESC as standard. unstable, it intervenes by Roadsafe director Adrian reducing the engine torque in Walsh said: “Businesses are order to restore stability. If that is losing £2.7 billion each year not sufficient, then it additionally through accidents, so there are brakes individual wheels. huge benefits in managing this ESC also incorporates the risk. Most van fleet operators functions of the anti-lock braking don’t believe safety is a problem system (ABS) and traction control.

Adrian Walsh, Roadsafe and we have to get this message across that it is. One way of stopThe system was developed by ping accidents is by fitting ESC Bosch and the company has now and this should be fitted as standard on all vans. fitted more than 50 million units worldwide.

It saves lives and costs for the business.”

EU law states that all new LCV models introWalsh pointed out that it was not just death and duced since November 2011 have to have ESC as injury that would be reduced if all vans had ESC. standard and by October 31, 2014, all vans made Most crashes involve damage to will be required to have it. vehicles and if this could be limited, Despite the fact that this system is reckoned to once again money could be saved. save 4,000 lives and 100,000 serious injuries a He said: “Any van fleet operator year across Europe, some manufacturers seem-

“Businesses are losing £27bn each year through accidents”

Electronic stability control could save 4,000 lives a year across Europe

fleetnews.co.uk/fleetvan November 2012 11

R i s k Te c h n o l o g y with an interest in duty of care would have ESC fitted even if it cost extra, but we need it as standard so that this decision would be taken out of the buyer’s hands. It is a fantastic innovation.”

Walsh said research had shown that for every hundred decisions an average driver makes, five are the wrong ones. While ESC won’t stop a crash if a driver loses total control, it will correct most of the wrong decisions a driver makes.

And when another driver makes a mistake, ESC can also help by allowing the innocent vehicle to swerve and avoid a collision.

Telematics systems are increasingly being integrated with hi-tech units to improve van safety.

For example, CMS Supatrak has just launched Ecotyre, a new product to continually monitor a vehicle’s tyre pressure.

With 5% of vehicles involved in crashes having tyre problems, either under-inflated or poorly maintained, Ecotyre has the potential to increase the safety of vehicles. In addition, tyres are the most significant contributor to vehicle maintenance costs, which again demonstrates the benefits that such a system offers.

Sensors are fitted to the vehicle’s tyres, measuring their pressure. Drivers can view the live data using an in-vehicle display unit, as well as fleet managers being able to access the data through a reporting suite.

Jason Airey, managing director of CMS SupaTrak, said: “Research has shown that underor over-inflated tyres can affect a vehicle in many ways, including increased fuel consumption, greater carbon footprint, reduction in the life of the tyre and increased accident rate. All of these factors show just how important it is to regularly check tyre pressures.”

Telematics specialist Navman Wireless also highlighted how systems can improve van safety.

Steve Blackburn, European vice-president at Navman Wireless UK, said: “The advancement and adoption of telematics as part of a new safety ethos could lead to a dramatic drop in accidents.

“Our Smart Telematics system, for example, has been designed to provide critical real-time data about vehicle and driver performance, enabling businesses to make informed decisions that can help improve safety. Data could be used to identify at-risk driver behaviour.

“This, coupled with the right training and incentive programme, can be the catalyst for creating a safe driving culture. Our advanced maintenance module also provides in-depth reports outlining maintenance requirements. This helps fleet managers safeguard themselves, their business and drivers from risks such as bald tyres, low air pressure or faulty lights.”

12 November 2012 fleetnews.co.uk/fleetvan

Electronic stability control can correct most of the wrong decisions a driver will make

Safety technology – what it all means Electronic stability control (ESC) ESC improves the driver’s control over the vehicle in critical situations – for example, if there is a risk of skidding. ESC compares the vehicle’s intended direction with its actual track. If there is a discrepancy between the driver’s instructions and the vehicle’s reactions, the system takes corrective action instantly, either by reducing the engine power or by selective actuation of one or more brakes. ESC combines the functions of anti-lock brakes (ABS), acceleration skid control (ASR) and brake assist (BAS), to which it also adds a stability aid.

Anti-lock braking system (ABS) ABS prevents the wheels from locking during braking. Speed sensors continuously monitor the speed of each wheel. If a wheel is on the point of locking up, the brake pressure at that wheel is immediately reduced. When the danger has been averted, the pressure is then re-applied. It allows the driver to steer the vehicle, even during emergency braking. When ABS is in operation, the driver feels a slight pulsing in the brake pedal.

Acceleration skid control (ASR) At the first sign of wheelspin, that is to say if the rotational speed of one of the drive wheels suddenly increases, ASR intervenes in the engine management system to reduce engine power and also in the brake system to prevent wheelspin. ASR ensures smooth start-off and acceleration without wheelspin or sideways drift. The result is improved traction and safety – particularly on mixed traction or slippery surfaces.

Brake assist (BAS) In tests carried out in a driving simulator, research engineers discovered that drivers do not apply the brakes vigorously enough during emergency braking. This finding led them to develop the brake assist system. From the speed at which the brake pedal is depressed, BAS is able to detect a situation where emergency braking is required. In such a situation, the system automatically increases braking power, aided by the anti-lock braking system which prevents the wheels from locking up.

C o m p l i a n c e To w i n g

Should your 3.5t van be fitted with a tachograph?

Why using a light commercial vehicle to tow could mean you are breaking the law

I

By Trevor Gehlcken f there is one area of van fleet management that causes more confusion than any other, it must be that of towing and the law.

The rules are relatively simple, but it seems that many operators are either ignorant or wilfully dismissive of the law regarding tachographs and who is allowed to drive vehicles with trailers. This is a surprising fact bearing in mind the legal consequences in the event of a crash.

Next time you walk past a 3.5-tonne GVW van with a trailer, see if there’s a tachograph fitted.

The chances are the dashboard will be bare – and in that case the van you are looking at is more than likely breaking the law. It is reckoned that of all the vans on UK roads with towbars fitted, less than 1% have a tachograph.

Towing tips Before the start of any journey, drivers should ensure that: n The load is distributed evenly n The trailer is not overloaded n The load is secure n The lights are working correctly n The seven or 13 core cable and plug is undamaged n A breakaway cable or secondary coupling is used. Make sure this is undamaged and correctly connected n The tyre pressures are correct and the tyres are undamaged and the tread depth is legal n The wheel nuts/bolts are tightened to the correct torque (remember to also check the towing vehicle) n The trailer is correctly coupled to the towball or pin n The coupling height is correct n The trailer has secure mudguards

Exceptions to the rule A specific category BE qualification will be The law states that the weight of the trailer must needed to tow a trailer weighing in excess of be added to the gross vehicle weight of the van.

750kg when the combined vehicle and trailer So if the van has a GVW of 3.5 tonnes and it’s weight come to more than 3.5 tonnes. Drivers will towing a two-tonne trailer, the vehicle effectively need to pass a separate test for this. weighs 5.5 tonnes and must have a tachograph To tow a trailer weighing more than 3,500kg – and you’ll need an O-licence to operate it too. with a car or small vehicle (Category B), drivers There are exceptions to this rule and the main need to pass a test for category C1E. two that may apply to Fleet Van readers are: The situation is unchanged for drivers who n If the vehicle is not being used for hire obtained their licence before January 1, 1997. and reward Their entitlement to tow trailers n If the vehicle doesn’t travel up to a gross vehicle weight of 8.25 more than 50km (33 miles) from tonnes, and a minibus with trailer its base. over 750kg, is retained until the Van fleet operators could also expiry of their licence. fall foul of the law if they don’t adequately check drivers’ licences Choose good quality equipment too.

Witter is one of the major towbar Staff who passed their tests suppliers in the UK and a before January 1, 1997, will be spokesman stressed the need for allowed to drive vehicles up to 7.5 fleet operators to choose good tonnes gvw on their ordinary quality equipment.

Witter spokesman licences, but those who passed He said: “The towbar is now after that date are limited to 3.5 tonnes. Therefore, recognised as a safety-critical piece of equipment if a 3.5-tonne van has a trailer fitted, it will go over and its design and strength are now closely that limit and the younger person won’t be entitled controlled by European legislation. Although to drive. towing capacities can vary between models, The regulations stipulating which drivers are Witter always designs and tests towbars to the qualified to tow trailers were amended in 1997 so worst case conditions.” that anyone who passed their driving test since Witter towbars are subjected to a two million requires a Category B or BE entitlement. Changes cycle fatigue test before sale. The test can take to the rules from January 13, 2013, will further anything from two to five days, during which the restrict the weight that drivers qualified after 1997 towbar is repeatedly loaded with the maximum it can tow without a separate qualification. will endure.

On the road: n Always keep within the legal speed limits, your capabilities and the road and weather conditions at the time n If the trailer starts to snake or swerve, ease off the accelerator and reduce speed gently. This is an indication that you are going too fast or the trailer is incorrectly loaded. n Do not brake harshly on a bend as this will make the trailer unstable.

Reduce speed in plenty of time when approaching any hazard Source: The AA

16 November 2012 fleetnews.co.uk/fleetvan

“The towbar is a safetycritical piece of equipment”

Less than 1% of vans on UK roads with towbars are fitted with a tachograph

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Environment Rev limiters

Rev limiters lift fleets’ fuel economy Up to 25% improvement recorded in fleet’s mpg and CO2 output during trial

A

By Alisdair Suttie ny van operator would welcome a 25% increase in fuel economy, especially if there was a low-cost way of achieving the improvement. The solution comes in the form of rev limiters that allow normal use of a van, but restrict its engine revs and, consequently, its maximum speed.

A trial by Autokontrol, one of the UK’s leading suppliers of aftermarket limiters, showed a 24.7% improvement in economy, corresponding to a similar reduction in CO2 emissions.

One utility company in north-west England fitted limiters to 19 vehicles, including Ford Transit, Land Rover Defender, Toyota Hilux and Vauxhall Movano.

The average improvement to economy across the range of vehicles was 4.42mpg to give an average consumption of 22.31mpg. The company has now ordered rev limiters for its entire fleet.

Gerry Leggat, product manager of Autokontrol, said:”This trial ran for six months and we saw improvements of as much as 13mpg for some vehicles. Even with vehicles that already had a factory-fitted speed limiter, we witnessed worthwhile economy gains.”

The cost of fitting an aftermarket limiter can be spread even further than its use on the original vehicle. Leggat says: “A rev limiter is simple to

He added: “If purchased as an option on a new install, which means very little downtime for the vehicle, and the approximate £300 plus VAT cost vehicle, the costs is commercially viable across is easily returned in fuel savings. The limiter can the life of the asset for Royal Mail. For retrospecbe removed from the original vehicle and fitted to tive fitting of a rev limiter, it should be undertaken as part of a scheduled service visit and is a small a replacement van for around £90.” job for most vehicles without The amount of fuel saved using attracting vehicle downtime.” a rev limiter worked out at 5mpg Factory-fitted limiters cannot be for a Ford Transit 350 medium removed or swapped, which can wheelbase, lifting it to 22mpg. have an effect on the van’s resale This van would cost £23,734 in value. Many fleets have limiters as fuel at current prices over a typical standard, but not all buyers want 36-month/60,000-mile period with rev or speed restrictions. no rev limiter. Fit the limiter and This is where a transferable rev the fuel bill drops to £18,340, limiting unit can offer a van opersaving £5,394. ator the best of both worlds. It also Richard Wiggins, head of techallows the owner to fulfil their duty nical fleet for Royal Mail, has fitted Richard Wiggins, of care to the driver by ensuring speed limiters on all the fleet and Royal Mail the vehicle cannot exceed the rev limiters on urbam-based vans. national speed limit or legal “We recognised our light fleet was capable of performance that exceeded our maximum for that vehicle.

Most speed limiters work by taking a signal needs, so we adopted a policy of fitting limiters from the speedometer, measuring its frequency prior to the vehicle entering service,” he said.

“Every LCV we purchase is limited to 70mph, as and then preventing the signal from going beyond well as coming with reversing sensors and seat- this frequency. A rev limiter works in belt warning devices. We have seen a small a similar fashion, but it intercepts the benefit in fuel economy, but just as importantly it signal from the throttle pedal to the rev counter and then passes it on to has helped set a standard for driver behaviour.”

20 November 2012 fleetnews.co.uk/fleetvan

“Every LCV we purchase is limited to 70mph”

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Environment Rev limiters the engine’s ECU (electronic control Rev and speed limiters can unit) to restrict engine revs to a help raise driving standards pre-set maximum.

It does not interfere with the original maker’s ECU or electronics, so there is no issue with the vehicle’s warranty.

Autokontrol’s Gerry Leggat said: “As it only adjusts the information sent to the ECU, many vehicle makers and their service departments regard a limiter as extra protection for the vehicle.”

Some insurers might be wary of an aftermarket device being fitted, but Leggat says that most insurance companies quickly come round to the idea when they see the reduced number of claims.

A spokesman for the Association of British Insurers said: “Any rev limiter that is fully approved and properly installed should not attract an increased premium as the insurance industry recognises the likely improved safety.”

There is also no room for the driver to switch off the limiter or tamper with it, as the rev-limiter Leggat said: “We set the rev limit at the point is fixed behind the dash of the vehicle.

When considering whether a speed- or rev- of maximum torque, so there is no performance loss. However, the driver cannot limiter is best suited to your needs, work the engine beyond this into a the type of use is the major deciding wasteful rev range. Most drivers factor. If your van spends a large quickly learn to drive accordingly amount of time on the motorway, a speed limiter is possibly the best Average improvement in and change up through the gears solution as it offers a pre-set fuel economy during utility earlier. This has advantages for fuel company’s rev limiter trial economy, but also for vehicle maximum speed.

For vehicles that spend more time in town or longevity, reliability and better driving standards.”

Wiggins agreed: “Limiting maximum speed has on a variety of different roads, a rev limiter could had no negative impact on our drivers and is now be a shrewder choice.

4.4mpg

22 November 2012 fleetnews.co.uk/fleetvan

a firm part of our fleet policy. This also includes a pre-driving assessment for new drivers, driver risk assessment, vehicle safety specifications being a mandatory part of contract specifications and Royal Mail’s Zero Accident Programme.”

The cost savings offered by rev limiters are clear, and not just for large fleets such as the Royal Mail’s. Every van operator can benefit from using one of these devices, with fuel savings of 25% easily achievable for a small initial outlay, and it also has the added advantage of helping to protect the driver’s licence.

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Advertisement feature

Values still rising as stock shortages continue in LCV sector

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ccording to BCA’s latest Pulse Report, average used LCV values improved in October by £223 (5.2%) to £4,447, with year-on-year figures ahead by £144 or 3.3%. Average age fell slightly to just under 58 months while average mileage increased to nearly 79,000.

Price performance was strong across the board, with average values reaching record levels in the fleet/lease sector. Performance against CAP average improved over the month by a point to 101.8%.

Year-on-year, October 2012 was £146 (3.4%) ahead of the same month in 2011, with both average age and average mileage increasing over the period.

Duncan Ward, BCA’s general manager – commercial vehicles, commented: “October has been a relatively strong month for LCV sales and average values improved compared to September. Real and ‘virtual’ footfall at LCV sales has increased significantly and the ongoing shortage of retail quality stock is keeping values very firm indeed.

“Any vehicle in clean condition will attract the buyers’ attention, including older, higher mileage vehicles if they are well presented.

As a direct consequence, values continue to rise for dealer P/X stock, where average CAP performance is actually higher than the corporate sector. As in previous months,

“The ongoing shortage of retail quality stock is keeping values firm”

Any vehicle in clean condition will attract the buyers’ attention any late year, low mileage LCVs will create a wave of interest. Buyers will compete strongly for any vehicle with an unusual specification or modification such as crew cab vans, cherry pickers, tippers and dropsides and we are now seeing the upswing in demand for LWB panel vans, Lutons and fridge vans ahead of the Christmas period. Much of the seasonal volume uplift from corporate fleet sources has now been and gone and trade buyers have to look further afield to secure the stock they need. As a result, BCA’s Live Online and Bid Now/Buy Now internet platforms are seeing plenty of activity.”

Fleet and lease

Duncan Ward, BCA

Monthly values in the fleet & lease LCV Source: BCA

Average used LCV values 2010-2012 £5,000

£4,000

Part exchange There was a similarly strong picture in the part-exchange sector, where values remained just below the record levels established in September, falling by just £4 over the month to £2,970.

CAP comparisons improved marginally to 102.7% and continue to outperform the fleet & lease sector. Year-on-year values remain well ahead by £173 or 6.2%, with age and mileage rising in 2012.

Nearly-new

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sector improved by £199 (3.2%) to £5,201 in October, the highest average monthly value ever recorded for corporate LCV stock.

Performance against CAP increased by one and half points to 101.5%.

Retained value against manufacturer recommended price also improved by a point to 32.6%, with average age and mileage increasing slightly. October 2012 was £90 (1.7%) ahead of the same month last year – with average age and mileage rising.

Nearly-new values improved for the second month running to reach £13,581, the highest value recorded since January this year. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor. CAP performance fell slightly to 102.5%.

Europe’s No.1 vehicle remarketing company log on to www.british-car-auctions.co.uk or call 0844 875 3480

Remarketing Internet bidding

Internet opens auctions up to overseas buyers Bids come from around the world as online sales continues to increase

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By Trevor Gehlcken he internet has changed the lives of most working people beyond recognition in the past 20 years – and it has certainly altered the way used vans are sold.

Eager buyers standing in the auction halls munching on bacon rolls and sipping hot tea are now facing worldwide competition as they bid for vehicles – and it’s a situation that is paying dividends for sellers as more people are being attracted to buy used LCVs via this route.

Just how important internet bidding is at auction was highlighted after the Japanese tsunami in March 2011. Used vehicles are worth very little in Japan so, traditionally, cars and vans have been shipped off to Australia and New Zealand at two or three years old to be sold on for better money.

When the tsunami struck, this source dried up suddenly and Australasian buyers hit the internet and began bidding in the UK, much to the surprise and consternation of the auction hall buyers who now faced added and unwanted competition, but to the delight of UK sellers and auction houses.

Half of vans attract online bids James Davies, director of commercial vehicles at Manheim Auctions, says: “We have buyers from Australia, New Zealand, Malaysia and Africa signed up to our Simulcast online bidding system.

“It is so successful that now half of the vans sold have had an online bid submitted for them and 20% are sold like this. It’s strange to think that someone who puts his hand up to bid at Colchester may have a bid made against him from the other side of the world. It has surprised us, but we are happy to take this business and are even helping get the vehicles shipped abroad afterwards.”

He adds: “We believe our Van Check system, where we guarantee the quality of vehicles, has given traders the confidence to buy without seeing the vehicles. However, we do have problems.

“We occasionally get traders phoning up to say things like ‘whoops, the cat just walked across my keyboard and accidentally bid for a van’, but I’m afraid that as with any auction, when the hammer falls, a legally-binding sale has been made.”

One of the reasons for the rise in internet bidding is the continuing shortage of good used stock. As used vans in good condition continue to be a scarcity, buyers are being forced to look further afield – and they don’t want to traverse the length and breadth of the country in person.

Duncan Ward, general manager, commercial vehicles at BCA, says: “Online channels are increasingly important for both buyers and sellers of commercial vehicles, with the continued shortage of good retail quality used vans being a

Online and physical sales work in perfect harmony

major factor in the growth of internet remarketing volumes. Trade buyers have to look further afield to secure the stock they need and BCA’s Live Online and Bid Now/Buy Now internet platforms are seeing plenty of activity.

“From the vendor’s viewpoint, online and physical sales work perfectly in harmony with each other, literally in the case of Live Online.

“Online channels play a complementary role in the broader remarketing remit, offering alternative or discrete selling channels to the traditional route.”

Online LCV sales growing rapidly Sales of light commercials through BCA’s Live Online channel accounted for more than 25% of the total LCV sales last year, compared to 20% in 2010 and just 5% in 2009. Live Online allows trade buyers to bid for vehicles on their laptop or PC against buyers in the auction hall in real-time.

BCA has also launched regular LCV sections via its daily Bid Now, Buy Now and e-auction online channels, meaning buyers have access to constantly refreshed commercial stock around the clock.

Ward adds: “We have some buyers who buy almost exclusively

“We have buyers from Australia and New Zealand” James Davies, Manheim Auctions

fleetnews.co.uk/fleetvan November 2012 25

Remarketing Internet bidding online, particularly when they are searching for more specialist commercial vehicles. If current levels of online activity are maintained, the number of LCVs sold online at BCA could well represent a third of the total volume this year.”

BCA analysis shows that the highest percentage of commercial vehicles sold online is the doublecab pick-up and stationwagon sector, with more than a third being purchased by Live Online buyers. But there is interest across the broad range of body shapes and specifications, with around a fifth of all car-sized vans, panel vans, crew vans, tippers and dropsides and a quarter of lutons and minibuses selling online at BCA. In the metal Ward says: “While the age of the vehicle is no barrier to internet bidding, condition becomes more important in the online arena. It is important to provide buyers with detailed images and comprehensive descriptions, as well as universally understood grading information.”

But while online channels are growing in importance, the value of a widespread national auction infrastructure should not be underestimated.

Many professional buyers will continue to go to the auction hall because they prefer to see the vehicles ‘in the metal’ which is entirely understandable when buying often hard-worked commercial vehicles. For corporate sellers, the ability to de-fleet vehicles into the nearest appropriate auction centre to begin the remarketing process is an important part of the service, clearing the decks for the replacement vehicles coming on to their fleet.

And it is not only the big auction houses which are making use of internet bidding. Shoreham Vehicle Auctions reckons internet usage is as important as its physical auction, with the two dependent on each other.

In fact, vehicles are more likely to be sold if sellers have used SVA’s internet presence in the days before the auction. At least six images and accurate descriptions should be made available for viewing three to four days before an auction and this quite often increases the likelihood of a vehicle being sold first time.

Advanced information enables buyers to do

About of fifth of all car-sized vans at auction are sold online

“Many professional buyers prefer to see the vehicle in the metal” Duncan Ward, BCA Dave Woods, director of XBG Fleet, said: “It will take some of the volume away from physical auction, but I think this is a good thing as when a large fleet operator offloads 100 identical vans Combination of media simultaneously, they will be spread through A recent truck auction featuring 25 vehicles saw online and physical channels. Spreading the 80% sold online. The increase in online sales is a volume should mean we see better prices and reflection of the confidence in online bidding that open up stock to new buyers.” has grown among vendors and buyers.

He adds: “Our new partnership with Autorola SVA is seeing buyers use a combination of allows us to offer stock to our buyers 24/7 and if media. For example, by using telephone and someone wants to source a vehicle for a customer internet research and bidding, many buyers are out of normal business hours or at weekends, we now buying at the smaller auctions which, due to have got this covered.” geographical constraints, they would not be able Autorola is also pioneering a service to vendors to attend in person. Internet bidding has expanded for vans struggling to sell at physical auction. Vans the buyer base considerably. are photographed at the auction and uploaded on SVA managing director Alex Wright says: “We to the Autorola platform, opening them up to are building strong relationships with internet thousands of new buyers. buyers based on trust. These buyers are enjoying Autorola’s business developdealing with smaller auction ment manager Jon Mitchell says: houses as we can sort any issues “When the internet auctions were quickly and efficiently. in their infancy, online was very Being able to virtually ‘attend’ smaller auctions like ours extends of the 25 trucks at a recent much an alternative or last resort, but now it’s often the first choice our buyer base and provides auction were sold online and at the very least an integral buyers with access to more stock. part of an overall remarketing We expect this trend to continue.” strategy. The success of internet The internet has also seen the bidding has almost become selflaunch of companies such as Autofulfilling – as buyers recognised rola, which are increasingly taking of BCA’s total LCV business from some of the tradi- sales were made through an increasing amount of stock was finding its way on to the online tional auction houses. its Live Online channel platform, they increased their own The firm reports growing last year usage which in turn has attracted demand for its branded site high quality vehicles. service, whereby clients are provided with their “Key to the success of the internet auction is own remarketing website which runs off Autoattracting good quality stock and high calibre rola’s platform. The first site to launch was develbuyers which makes trustworthy processes and oped for commercial vehicle disposal specservices imperative. ialist XBG Fleet, which is now able to offer its “Internet bidding is as much about the activity range of ex-fleet LCV stock online as well as at back-of-house as it is about the online product.” the physical auction. their homework while also having time to ask any questions about the vehicles.

80% 25%

The internet has extended auctions’ buying base

26 November 2012 fleetnews.co.uk/fleetvan

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Babcock’s training scheme targets drivers without access to computers

TOOLBOX TALKS DRIVE SAFETY MESSAGE

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By John Charles any businesses employ light commercial vehicle drivers located around the country who don’t have access to computers. It can make implementing any type of occupational road driving programme difficult.

But one business with 800 van drivers working out of 65 locations nationwide has overcome the hurdle by adopting a seemingly unique approach through toolbox talks using a series of five- to seven-minute videos in which its own drivers star and key safety issues are highlighted.

Working in partnership with Drive Smarter, a specialist training solutions provider, Babcock Infrastructure, a division of the leading engineering support services organisation, has launched its new safer driving programme as part of its Home Safe Every Day philosophy.

The programme has four themed toolbox talks delivered quarterly over 12 months concluding in the first half of 2013. Each toolbox talk lasts 20-30 minutes and is composed of a five to seven minute video and a discussion based on the video. It concludes with a 10-question multiple choice quiz.

The themes of the specially-shot four videos, which feature Babcock drivers and vehicles with an introduction by a director or senior manager, are: n Slow speed manoeuvring and reversing The majority of the unit’s

28 November 2012 fleetnews.co.uk/fleetvan

incidents are classed as ‘avoidable low speed and reversing’ resulting in particular in bumper and wing damage. Reducing such incidents will cut repair costs, vehicle downtime and replacement vehicle hire charges. n The rules of the road Highlighting key aspects of the Highway Code as well as Babcock’s own driving procedures such as a ban on mobile phone use. n Hazards and distractions Drivers encounter three types of hazards when driving: physical road features such as junctions and bends; the position and movement of other road users; and weather conditions. Good observation gives drivers more time to react to potential hazards. The video also focuses on driver fatigue and distractions. n COAST The concept focuses on Care, Observation and Anticipation giving Space and Time when driving. Babcock says a good driver will be observant, will anticipate and will be ‘a true ambassador for the company’.

Angus Beveridge, assurance director at Babcock Infrastructure, says in the introduction to the first video: “The safer driving programme is a key component in making sure that everyone goes home safe every day.

“We were keen to build in plenty of opportunity for open discussion and debate, rather than creating something and telling everyone, ‘this is how it’s going to be’. The opportunity to share personal experiences is likely to be just as important a part of the programme as the more formal components.”

Fleet case study Babcock

Angus Beveridge: ‘safer driving programme is a key component’

Ian Pinkney: ‘the interaction during talks on road safety is good’

Smarter’s experience and the expertise of Professor Steve Stradling, Professor of Transport Psychology at Edinburgh Napier University and attached to the University’s Transport Research Institute.

Pinkney says: “When you have a body of men you have to engage them and we have found that toolbox talks do that. The interaction during them is good and the talks are part of their working day. These talks are raising the profile of company vehicles and I believe they are the way forward.”

Fact File

Company: Babcock Divisional transport manager: Ian Pinkney LCV fleet size: 806 LCV brands on fleets: Fiat Doblo, Scudo, Fiorino; Mercedes-Benz Sprinter Annual mileage per van: fewer than 6,000

“I can see the approach that Babcock is taking growing in popularity” Andy Turner, Drive Smarter

Drive Smarter began working with Babcock five years ago. An online driver training programme was delivered to both Babcock Nuclear and subsequently 100 ‘grey fleet’ car drivers within Babcock Infrastructure.

A further quarterly e-learning refresher programme for 100 company car drivers in the unit travelling more than 25,000 business miles a year has also recently been introduced.

Ian Pinkney, divisional transport manager for Babcock Infrastructure, says: “Getting the safe driving message out to 800 tradesmen who were not PC users and were spread across 65 locations required a new approach.”

The company’s fleet of 800 light commercial vehicles – Fiat Doblo, Scudo and Fiorino and Mercedes-Benz Sprinters – are driven by skilled tradesman undertaking maintenance work on Ministry of Defence sites across the UK. Although vehicles are averaging fewer than 6,000 miles a year, including home-to-work journeys, the fleet has doubled in size in the past three years due to contract wins and Pinkney says: “We were concerned that our incident rate was rising and we decided that toolbox talks were the right approach.”

In 2010/11, 50 mainly low-speed and reversing incidents had been reported costing more than £25,000 in excess insurance payments alone. In 2011/12 the number of incidents increased to 75.

The films take into account Babcock’s own safe driving policy, Drive

Sustainable safe driving Two weeks before attending a toolbox talk, the driver receives a newsletter highlighting issues that will be raised during the video, discussion and quiz.

After drivers attending one of the site-based toolbox talks have watched the video, a site or area manager moderates a discussion that encourages participants to give their feedback on the company-wide process of improving driver safety. A ‘cue sheet’ based on the video further helps the discussion with the aim of creating an ongoing sustainable safe driving programme.

Pinkney says: “There is an emotional attachment to driving, so the discussions have proved to be very interactive. It is a subject that everyone has a view on and wants to get involved with. The response has been very positive.”

Finally, the toolbox talk is completed with a quiz based on the video with the results analysed by Drive Smarter and inputted for access by Babcock for report compilation.

Pinkney says: “The quiz data provides an audit trail for Babcock. The questions are not set to catch drivers out, but they will show trends. We would expect drivers to correctly answer at least seven of the 10 questions.

However, if deficiencies are highlighted we will recommend further training.

To date we have not had any drivers that have not scored well.”

Six to nine months into the programme and Drive Smarter will re-analyse the unit’s insurance records to see if the number, cost and severity of incidents has declined. It will also survey each of the sites to find out first hand from drivers the effectiveness of the initiative.

Once the toolbox talks are completed, Babcock Infrastructure is hoping for a 10-15% incident reduction over the following two to three years with, significantly, the cost savings more than funding the programme.

Pinkney says: “The programme is not a one-off. When this four-module phase concludes in 2013, there must be follow-ups to ensure sustainability.

What comes next will be determined by insurance data and the survey.”

Andy Turner, managing director of Drive Smarter, adds “Using Babcock vehicles and drivers in the videos was extremely important because it has proved to be a very effective way of engaging the workforce. In addition, a video introduction from a director or senior manager means there is top-level buy-in to the safe driving approach adopted by the company.

“It is very impressive to see a company such as Babcock invest so much in safe driving. It is not just a box-ticking exercise for the company; it is something the directors and senior management are passionate about.

“The approach that the Babcock Infrastructure has taken is unusual and we believe unique, but we must make sure that it is cost effective.”

And, he says: “I can see the approach that Babcock is taking growing in popularity, particularly for van drivers who tend to be permanently mobile without computer access. Additionally, the Babcock drivers are attending toolbox talks in a group environment which is a good forum for learning.”

The programme, launched in early summer, has already been deemed such a success that Drive Smarter is now discussing with Babcock Infrastructure in Germany the possibility of introducing a similar initiative. It would involve about 200 van drivers with the films remade in German.

fleetnews.co.uk/fleetvan November 2012 29

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Fleet Van Awards December 5, Altitude 360, London

Sponsored by

Shortlist announced With the Fleet Van Awards edging ever nearer, we reveal the companies in the running for honours

FINALISTS Fleet categories Driver Management Initiative n Iron Mountain n Rhodar Innovation in Fleet Safety n Balfour Beatty n Gateshead Council n Rhodar Small Public Sector Fleet n Gateshead Council n NHS Blood & Transplant n Walsall Housing Group n Wakefield and District Housing Large Public Sector Fleet No shortlist, winner only Small Private Sector Fleet No shortlist, winner only Large Private Sector Fleet n Andrew Page n DPD n E.On n Enterprise n J Murphy & Sons Fleet Safety Champion of the Year (public) n Gateshead Council n NHS Blood & Transplant n South Central Ambulance Service n Walsall Housing Group n Wakefield & District Housing

Fleet Safety Champion of the Year (private) n Andrew Page n DPD n E.On n Enterprise n Iron Mountain n J Murphy & Sons n MITIE Group

Van categories City Van of the Year n Citroën Nemo n Fiat Fiorino n Ford Fiesta Van n Peugeot Bipper n Vauxhall Corsavan Small Van of the Year n Citroën Berlingo n Fiat Doblo Cargo n Nissan NV200 n Peugeot Partner n Renault Kangoo n Vauxhall Combo n Volkswagen Caddy Medium Panel Van of the Year n Mercedes-Benz Vito n Renault Trafic n Vauxhall Vivaro n Volkswagen Transporter

Large Panel Van of the Year n Ford Transit RWD n Mercedes-Benz Sprinter n Nissan NV400 n Renault Master n Vauxhall Movano n Volkswagen Crafter Pick-up Truck of the Year n Ford Ranger n Isuzu D-Max n Mitsubishi L200 n Nissan Navara n Toyota Hilux Commercial Vehicle of the Year n Fiat Fiorino n Ford Ranger n Mercedes-Benz Sprinter n Volkswagen Caddy n Volkswagen Transporter Green Van Manufacturer of the Year n Fiat n Ford n Vauxhall

Supplier categories Safety Initiative of the Year n ASL for ASL Vision n FMG for Ingenium Dynamics n GreenRoad for Driver Improvement Loop Van Rental Company of the Year n Burnt Tree n Europcar n SHB Van Fleet Management Company of the Year n Arval n BT Fleet n GE Capital Fleet Service n Hitachi Capital n LeasePlan n Ogilvie Supplier of the Year n ATS Euromaster n Kwik-Fit n Nexus Vehicle Management

Fleet Van Manufacturer of the Year n Citroën n Fiat n Ford n Mercedes-Benz n Renault n Volkswagen Commercial Vehicles

For more details contact Kate Howard on 01733 468146 or email kate.howard@bauermedia.co.uk fleetnews.co.uk/fleetvan November 2012 31

Advertisement feature

Let BT Fleet drive down your vehicle costs Maximise the working capacity of your fleet vehicles and increase productivity Underutilised vehicles cost fleet operators throughout the UK millions of pounds each year.

BT Fleet believes it has the solution to turn the tables – putting a stop on unnecessary capital investment, through the implementation of its comprehensive fleet utilisation programme.

Getting into the specifics, BT Fleet has developed a diverse series of tests to identify vehicles that are underutilised.

These have delivered impressive results for BT Group.

The tests focus on a complete examination of a fleet’s profile, from analysis of telematics data through to identification and optimisation of each vehicle’s specific usage patterns, SMR spend and fuel consumption.

Openreach, BT Group’s communication network support and maintenance provider can pay testament to the benefits that BT Fleet’s vehicle utilisation product can bring:

“BT Fleet’s vehicle utilisation analysis has delivered huge savings in efficiency of around £8-10 million in rental costs alone for Openreach” Duncan Webb, Openreach’s Fleet Director BT Fleet’s vehicle utilisation programme enabled Openreach to remove 2,000 underutilised vehicles from service. It also paved the way for existing vehicles to be

Stand out figures: n Reduced downtime by 75% n Reduced fleet management costs by £294,000 PA n Service times cut from eight hours to two hours n Saved £20m in avoided capital expenditure n Saved £8m in rental vehicle costs

refurbished and put back into use by Openreach’s engineers, delivering savings of more than £20m, in what would have been wasted capital expenditure spent on new vehicles.

Openreach is currently aiming to reduce its fleet by a further 800 vehicles in the coming year, based on the success of the BT Fleet programme.

And what of those external customers outside of the BT Group? Well, let’s take the UK’s leading breakdown and recovery services provider, the AA. The AA’s fleet of 2,800 vans and 280 recovery trucks is relied on by millions of people and their cumulative 3.5 million breakdowns each year. It is crucial, therefore, that BT Fleet’s vehicle utilisation programme should be implemented with minimal disruption to business operations.

BT Fleet’s vehicle utilisation programme was tailored to work with the AA on vehicle specification, a preventative maintenance schedule and planned vehicle maintenance scheduling.

BT Fleet’s approach focused on regular technical review meetings with vehicle and equipment manufacturers to address quality issues. In addition BT Fleet made recommendations to introduce eightweekly servicing, concentrating on some of the core vehicle problems such as brake pad wear and tear.

A planned maintenance programme

delivers efficiencies by facilitating advanced bookings for servicing and MoT preparation, including the creation of a flexible booking system to accommodate work volumes and driver availability.

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Contact BT Fleet today to find out how their vehicle utilisation product could help to cut down on your organisation’s fleet expenditure, both now and for the long-term.

Group te s t Double-c ab pick-ups

Premium pick-ups pitched against budget – who wins?

Putting the latest double-cabs to the test produces some surprising results

The contenders Great Wall Steed SE The Steed is offered only as a double-cab in both S and SE guises. Both are powered by a 2.0-litre common rail turbodiesel unit pumping out 143bhp. Surprisingly this engine only meets Euro4 emissions standards.

Isuzu D-Max Yukon The D-Max is the newest contender here and Isuzu has made no bones about the fact that it wants to lead this sector in sales. The model on test here is the 163bhp Yukon, which is the second of four spec levels.

Ford Ranger Limited The model here is the mid-range Limited variant with 150bhp.

The new Ranger comes in regular, super and double-cab formats and power comes from either a 2.2-litre diesel with 125bhp or 150bhp or a 3.2-litre unit wih 200bhp.

Volkswagen Amarok Startline 4Motion We eschewed the top spec models for the more fleet-like Amarok Startline 4Motion.

This double-cab is the lowest spec and the 2.0-litre common rail turbodiesel powerplant pumps out 122bhp.

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By Trevor Gehlcken he 4x4 double-cab truck sector has evolved at an amazing rate in the past 10 years or so. Look back to 2002 and you’ll see a world of vehicles that were slow (100bhp on average), noisy and quite unrefined.

In that year a momentous event occurred – the Government decided to class 4x4 trucks as commercial vehicles for the first time, allowing fleets to claim back VAT on their purchases as long as they offered a one-tonne payload.

At the time, benefit-in-kind tax on vans was minimal and a whole host of accountants, estate agents and solicitors started opting for these vehicles as company cars to save cash. In return, the manufacturers obliged them by speccing up their offerings with alloy wheels, leather seats and air-con, as well as increasing horsepower and refining ride and handling capabilities.

In the past year or so, we have seen new vehicles being launched, such as the Volkswagen Amarok and Ford Ranger, which take the sector to ever more dizzying heights in terms of looks, refinement and off-road capabilities. The latest newcomer is the new Isuzu D-Max which we tested in the June edition of Fleet Van. However, the 4x4 sector is about to veer off in

yet another direction with the arrival of Chinese manufacturer Great Wall. The Steed pick-up debuted at this year’s CV Show and is being pitched head-to-head against the opposition, but with red-hot pricing that no fleet manager can ignore.

But can this new vehicle cut the mustard against the established contenders? Ever looking for new challenges, Fleet Van presents here its first-ever four-way shootout – between the Amarok, Ranger, Steed and D-Max – to assess which vehicle best suits today’s modern van fleet.

We look at a variety of crucial areas of fleet interest. And. as it turns out, all is not what it at first seems...

“Despite its bargain price the Steed has a very upmarket feel”

Look and feel

When it comes to looks, the Steed is way up there with the others in isolation. It has a chunky, macho look, complete with shiny silver metallic paint and chrome foot rails. But park it alongside the new Ranger and it’s a lower, less-imposing vehicle.

It also doesn’t feel as well built as the other three contenders.

Doors don’t quite snick shut as well as they do on the Amarok and Ranger and the panels don’t feel as thick as with the others.

The Amarok looks a tad ordinary against the Steed offers a chunky, macho look

34 November 2012 fleetnews.co.uk/fleetvan

Screaming style, the new Ford Ranger truck

newer opposition. However, any shortcomings in the sartorial department are adequately made up for in excellent build quality. All the panels fit nicely and doors close with a satisfying clunk.

The new Ranger simply screams style and is the best looking of the four. It sits higher than the rivals too, giving a commanding view of the road ahead. It also seems chunkier, with that hewnfrom-rock feel.

The D-Max feels pretty chunky and well-built too, although not quite up to the Amarok’s German solidity.

Ford Ranger’s chic cab

In the cab

Despite its bargain basement price, the Steed has a very upmarket feel to its interior. Leather seats are standard on both S and SE variants, while the dash is all silver and black as is de rigueur nowadays. There’s plenty of room for both front and rear passengers and the seats are big and comfortable with plenty of sideways support.

Our test model came with a black roof lining which gave the vehicle a rather gloomy look. We were not impressed, either, with the stereo, which is one of those fiddly little items with knobs and switches the size of pinheads, making it virtually impossible to adjust without the aid of a magnifying glass.

The Amarok’s cab is about what you’d expect from a German manufacturer – very little fuss and style, but immensely practical and very well built. The seats are big and chunky and have lots of built-in lumbar support, which encourages the driver to sit in the correct position for long-term comfort.

There are no carpets on the floor, but as this vehicle is built for work rather than play, that’s good thing as floors can be sloshed out with soap and water after use.

If the Ranger looks stylish outside, it’s even more chic in the cab, with

Pricing and running costs In terms of price the Steed is by far the cheapest. Priced £15,998 ex-VAT in SE, our test model featured asilver metallic finish, chrome side steps, alloy wheels, a rear canopy with roof bars, leather seats, air-con and rear parking sensors as standard. But the options list is spartan, limited to sat-nav, towbar and a few other odds and ends.

The Steed doesn’t even offer electronic stability control (ESC) as an option and that’s a big minus point. It does have dual airbags even on the lower spec model, plus ABS and EBD. The Ranger is priced £21,278 ex-VAT, making it the most expensive. However, you get a lot for your money, such as ESC and Brake Assist, leather seats, chrome side rails, dual zone climate control, 17in alloys and Bluetooth hands-free phone with voice control. And bear in mind a cheaper 125bhp option (£18,200) is also available, albeit at a lower spec.

The D-Max looks good value at £18,999 ex-VAT, and everything is included in the price with no extras on top. This includes ESC and ABS, front, side and curtain airbags, alloy wheels, chrome grille and bumper, side steps, air-conditioning and cruise control.

The Amarok, at first glance, looks great value at £18,795 ex-VAT. This price includes ESC traction control, electronic diff lock, hill-hold and side and curtain airbags. However, we must add metallic paint at £450, load compartment covering at £485 and rear parking sensors at £271 to make a more level playing field which brings the price up to £20,000.

It’s not all about price, of course, and running costs alter the picture. The Amarok and the D-Max tie for first place when depreciation, fuel cost and service, maintenance and repair bills are taken into consideration over four years/80,000 miles. Both have running costs of 39p per mile (ppm), putting them just ahead of the Steed’s 40.56ppm. The 150bhp Ranger is cast adrift at a weighty 46.84ppm (although the 125bhp option is 39.74ppm).

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Group te s t Double-c ab pick-ups swirling lines on the dash and chunky black leather seats, which give huge amounts of back and side support.

There’s ample seating for three in the back and the centre piece pulls down to reveal a handy little table.

The cab of the D-Max is stylish yet functional and the driver and passenger seats are huge, with plenty of side support for when things get rough.

The standard air-con proved its worth as we tested this vehicle on a few hot days this summer.

In the back

Our Steed SE featured both a load liner (essential to keep vehicles like this in good order) and a canopy, which is just about unheard of in the sector. It’s a nice quality one too, with separate openings at the rear for the window and the tailgate.

The Steed features a large step which looks very handy until you touch it. It’s made out of plastic and feels as though it might snap in half at any moment. We’d be interested to look forward a

couple of years and see how many of these steps are still in one piece.

The Amarok’s rear end was graced with a lockable tool chest which turned out to be a £323 option. It looked good and chunky but meant there was little room left for any other cargo. although it does have the highest payload at 1,119kg.

We were also disappointed to see that the load liner, which is free on the Steed, D-Max and Ranger, came as an option too at £485.

However, the rear tailgate is so strong that you could imagine launching a rocket from it, while the rear step is tough and sturdy too and quite up to the job. If you want a canopy like that offered as standard with the Steed, it’ll cost an extra £1,583.

The D-Max also features a load liner as standard fitment and there are plenty of load-lashing eyes liberally dotted about. The rear step, too, felt chunky and hardwearing.

D-Max has a stylish yet functional cab

The Ranger features a plastic load liner and also a bar on each side with movable load lashing eyes. We were also pleased to see the addition of a handy 12v take-off in the load area, something the others didn’t have. Once again a canopy comes as an added extra.

On the road

Purely on drivability, the Steed suffers against the opposition. It is much more like 4x4 trucks used to be six or seven years ago, with clunky gear changes and an unnervingly vague steering set-up.

The Steed suffers from turbo lag too, a phenomenon we haven’t experienced for some years now.

Put your foot down and very little happens until the engine reaches the mid rev range, after which it surges forward in a lively manner.

However, once up to normal road speeds the Steed lopes along nicely and the suspension is set up so that it won’t shake your fillings out.

Seats in the front and the back are big and comfortable and even on bumpy roads, the Steed provides a smooth ride.

The Steed’s rough edges really showed themselves up when we swapped into the Amarok. VW was aiming for a true car-like experience on road – and that’s exactly what the manufacturer has achieved.

Despite the Amarok owing 21 horses to the Steed, it has more torque and felt more powerful.

The engine is whisper quiet, while steering is pin-sharp and gear changes slick and smooth.

Even on rough B-roads, this truck felt exactly

“If the Ranger looks stylish it’s even more chic in the cab”

Isuzu has made no bones about its intention to have the D-Max Yukon as the top seller in the segment

36 November 2012 fleetnews.co.uk/fleetvan

As you would expect from Volkswagen, the build quality of the Amarok is excellent

like a car and absorbed all the bumps and dips.

The Ranger’s ride and handling have improved in leaps and bounds over the old model, but we did feel that it wasn’t quite up to that of the Amarok.

Gear changes were annoyingly clunky on our test model compared to the German rival and, on some of the rougher roads, not quite as many lumps were soaked up, although once underway the engine thrums away quietly and smoothly.

The D-Max, too, suffered from an annoyingly notchy gear change and a slight last-generation vagueness in the steering department.

However, there was no lack of power and drivers certainly won’t get left behind in traffic.

Off the road

Despite not having driver aids such as hill-hold control like the Amarok, our off-road test at the Steed’s launch saw it act in a very competent manner in the rough.

The D-Max, too, lacks all this techno wizardry, but we put the vehicle through its paces on a demanding off-road course recently and our nerve gave out long before the truck’s ability ran out.

Both the Ranger and Amarok have a variety of self-help items as standard, so if serious off-road use is anticipated and drivers lack experience in the rough, then these are the vehicles to choose.

Fuel and CO2 The D-Max rules the roost on fuel economy and CO2. It has the most powerful engine on test, but it nudges ahead of the Amarok on the combined cycle at 38.2mpg against 37.2mpg. It puffs out the least CO2 as well, at 194g/km against the second-placed Amarok’s 199g/km. The Ranger trails on 224g/km (although the 125bhp version matches the Amarok).

Verdict

Specification Gross vehicle weight (kg): Power (bhp/rpm): Torque (lb-ft/rpm): Payload (kg): Comb fuel economy (mpg): CO2 emissions (g/km): Price (ex-VAT):

Ford Ranger Ltd 3,200 150/3,700 276/1,500 1,152 33.23 224 £21,278

Great Wall Steed SE 2,885 143/4,000 225/1,800-2,800 1,000 34.0 220 £15,998

Isuzu D-Max 3,050 163/3,000 295/1,400-2,000 1,022 38.2 194 £18,999

VW Amarok 3,170 122/3,750 250/1,750-2,250 1,165 37.2 199 £20,000

Marks out of 10 Pricing Fuel and CO2 Model range Look and feel In the cab In the back On the road Off the road TOTAL

6 7 9 9 10 7 7 9 64

9 7 5 6 5 10 5 7 54

8 9 9 7 7 8 6 7 61

7 8 5 9 8 5 10 9 61

Totting up the scores sees a narrow win for the Ford Ranger, although extra points come from the fact that it’s available as a single-cab – key for utility-type fleets.

The Amarok and Steed are offered only in double-cab format and if that is your criteria then the Amarok emerges as a clear winner thanks to its low running costs.

However, pitch it against the 125bhp Ranger and the Ford retakes the top spot on the back of its lower cost of ownership figures.

The D-Max makes a superb stand against its rivals, especially when you consider that the Rodeo it replaced was far behind the opposition.

The Steed should not be dismissed out of hand. For the price, this vehicle punches way above its weight and we were impressed with its general demeanour. However, it’s a new vehicle from a new (to the UK) manufacturer, so we know little about its longer term reliability, which must be borne in mind.

Winner: Ford Ranger

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First drive Iveco Daily 35S21 LWB Hi Roof 205bhp

A flaw in the king’s make up A giant among vans, but its payload is a bit lightweight Our test van returned a 34.8mpg on the combined cycle

Need to know n 17 cubic metres of space n 1,145kg payload n Available with a 2.3-litre or 3.0-litre engine

W

By Trevor Gehlcken hen it comes to 3.5-tonne GVW vans, there is nothing, but nothing, to beat the vehicle on test here in terms of size and strength.

With more than 17 cubic metres of space in the back, a stonking 3.0-litre twin turbo 205bhp powerplant under the bonnet and a massive ladder frame chassis underneath, the Daily 35S21 is the king of the sector.

The picture says it all – clad in dark metallic blue and boasting about its super heroic capabilities in bold decals, no-one will be in any doubt about what this vehicle is all about.

But who on earth in fleet would buy such a titan – which incidentally weighs in at £34,170 ex-VAT once you’ve added in all the extras that our test vehicle had?

On paper, any firm which carries full loads up and down the motorway and needs to get things delivered PDQ. However, there is a rather thorny problem. There

may be 17cu m of space in the back but payload is just 1,145kg, which means that unless you are carrying a consignment of feathers you are likely to overload this vehicle just by covering the floor with cargo. It renders the loadspace unusable.

To keep fleets on the right side of the law, we recommend the fitment of a weighing system which alerts the driver when the vehicle hits its limit.

The Daily was revamped a year ago and is available in weights which range from 3.5 tonnes GVW to 7.0 tonnes.

It features new, stylish looks at the front and under the bonnet the engines, either 2.3-litres or 3.0-litres, are 10% more fuel-efficient than the old ones.

Despite its massive power output our test van still manages to return a decent 34.8mpg on the combined cycle.

Our test model is the largest and most powerful on offer and came with extras such as a reversing camera (a handy safety extra on such a large vehicle), an air sprung seat, climate control and a coated plywood floor, which all come as part of two option packs at £1,440 and £890 respectively.

“Under the bonnet the engines are 10% more fuel efficient”

38 November 2012 fleetnews.co.uk/fleetvan

Verdict

A great vehicle from the driver’s perspective but for fleet managers, one of the smaller engines will do the job just as well.

Behind the wheel With a massive 205bhp under its bonnet we were expecting some kind of fire-breathing monster.

But the power is delivered in such a smooth way right up the rev range that one could be pardoned for thinking there was less oomph than there actually is.

But once you start pushing things, up a steep hill with a full load on board, or on the motorway, you realise just how powerful this titan is. In fact, our test model came with a three-quarter load of gravel in the back and we didn’t even realise there was anything aboard until we took a glance in the rear end!

We were mightily impressed not only by its sheer power, but also by its admirable road manners. Despite being more than seven metres long, once on the road you could for all the world be driving something much smaller. Of course, low-speed manoeuvring can be tricky, especially if, like me, you live in a cul-de-sac: on a couple of occasions I had to ask a neighbour to move his car so that I could turn round.

We can assume that drivers of vehicles like this are going to be behind the wheel all day – and a fine place that cab turns out to be for long-distance work.

The wonderful air sprung seat in our test model offered firm support from the knees to the neck and included plenty of lumbar support.

The cab is liberally sprinkled with cubby holes, including overhead shelving and those all-important coffee and cup holders and drinks bottle bins in the doors. Meanwhile, the mirrors look like they come from the 44-tonne Stralis and give a fantastic view of what’s behind.

In the rear, even six-footers like me can stand up with headroom to spare and there are any number of lashing eyes and hooking points.

Specification Gross vehicle weight (kg): 3,500 Power (bhp/rpm): 205/3,000-3,500 Torque (lb-ft/rpm): 346/1,400-2,600 Load volume (cu m): 17.2 Payload (kg): 1,145 Comb fuel economy (mpg): 34.8 CO2 emissions (g/km): 213 Price as tested (ex-VAT): £34,170

First drive Nissan N V4 0 0 dropside

A dropside truck with creature comforts Addition to Nissan range is derivative of NV400 panel van

The NV400 dropside has front- and rearwheel drive versions

Need to know n New dropside is available in single and double cabs n Available with a 2.3-litre common rail engine n Payload is 100kg more than the Cabstar

N

By Trevor Gehlcken issan has just expanded its fleet armoury with the addition of a new dropside truck, which is derived from the NV400 panel van.

It may at first appear to be a rather curious addition to the family as Nissan already offers the Cabstar, which does the same job and is a good little lorry.

But anyone who has driven a Cabstar will concede that, capable as it is, it can be a pretty uncomfortable place to spend a day.

The NV400 dropside, on the other hand, offers all the creature comforts of today’s modern panel vans, while managing to lug 100kg or so more cargo around than the Cabstar in the rear.

This new offering was first revealed at the CV Show in April and is part of a concerted effort by the Japanese manufacturer to distance itself from its Renault parent in the commercial vehicles it makes.

Until a couple of years ago, all Nissan’s vans apart from Navara and Cabstar were rebadged Renaults.

But now we have the NV200 small van which is pure Nissan and the NV400 which is a heavily reworked version of the Renault Master.

You’ll see from the pictures that this vehicle isn’t recognisable in the slightest as the French product.

The dropside is available in a number of versions, offering single and double-cabs, front- and rear-wheel drive and tippers.

Our test model is the single cab front wheel drive model in SE spec, weighing in at £24,056 ex-VAT. Under the bonnet is a 2.3-litre common rail turbodiesel unit offering 125bhp and a meaty 228lb-ft of torque at a low 1,250rpm, plenty to pull the maximum payload of 1,462kg. In the rear the NV400 has a large loadbed measuring 3,230mm by 2,100mm.

There’s plenty of standard specification. Included in the basic price is remote central locking, ABS, electronic stability control to prevent sideways skids, electric windows and mirrors, Bluetooth connectivity and cruise control.

Because the vehicle is built by Nissan and converted afterwards, no fuel and CO2 figures are available.

“It is a concerted effort to distance itself from Renault”

Verdict

An excellent addition to the Nissan line-up. While it’s a niche vehicle in sales terms, it could well help to swing those valuable solus deals.

Behind the wheel Conversions are becoming an ever more important part of life for van manufacturers.

Most have now realised that a lot of fleets want solus deals – say 50 dropsides, 60 small vans and 100 large panel vans – and if the dealer can’t offer all at once in a single package, the customer is likely to look elsewhere.

Nissan has been working hard on its new direction of late and with the NV400 having been partly designed and engineered by Brits, dealers can proudly offer this vehicle as a kind of homegrown product.

And it is one that certainly won’t disappoint.

It’s certainly a chunky and wellbuilt vehicle, with the rear end being provided by Italian truck converter Scattolini.

It’s a lighweight conversion that has a quality feel and the floor features a plastic non-slip surface for extra safety.

All the sides fold down and there are eight load lashing eyes which sink flat into the floor when not being used.

The cab has three seats which are all comfortable and supportive and there are two coffee cup holders in the right places.

There’s also an overhead shelf for paperwork and suchlike, plus large bins in each door for drinks bottles and other van driver clutter.

All that low-down torque really does imbue this truck with a feeling of power.

It’s likely to be loaded down to the gills for much if its working life so top grunt at low revs is just what’s needed here.

Meanwhile the truck’s ride and handling are excellent – and it’s top marks to Nissan for making electronic stability control a standard fitment.

Specification Gross vehicle weight (kg): 3,500 Power (bhp/rpm): 125/3,500 Torque (lb-ft/rpm): 228/1,250-2,500 Load volume (cu m): n/a Payload (kg): 1,462 Comb fuel economy (mpg): n/a CO2 emissions (g/km): n/a Price as tested (ex-VAT): £24,056

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