Fleet Van November 2013

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

‘safety is paramount for Amey’ Nigel Lewis on how the company has created a safety culture via its Target Zero initiative

Insight: vehicle safety

Find out which vehicle safety options will cut crashes and costs Spotlight: Maxi-Low

How a new supplier is helping fleets to boost payload and efficiency First drive: Transit Connect

Can Ford’s new small van challenge the sector leaders?

November 2013 fleetnews.co.uk/fleetvan £5 where sold

Contact us Fleet News, Media House, Lynch Wood, Peterborough PE2 6EA. Email – fleetnews@bauermedia.co.uk

Contents

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4 I New or used vans?

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 John Challen, Mark Cartwright, John Charles, Chris Lowndes (photographs)

6 I News digest

Production Head of publishing Luke Neal Production editors Andrew Ryan Finbarr O’Reilly Designer Charlotte Boon Advertising Commercial director Sarah Crown 01733 468320 B2B commercial manager Sheryl Graham 01733 468256 Account managers Wendy Cowell 01733 468046 Lucy Herbert 01733 468800 Lisa Turner 01733 468345 Stuart Wakeling 01733 468342 Marcus Woods 01733 468269 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 Events administrator Nicola Baxter 01733 468289 Publishing Managing director Tim Lucas 01733 468340 Group marketing manager Bev Mason 01733 468295 Office manager Vicky Meadows 01733 468319 Group managing director Rob Munro-Hall Chief executive officer Paul Keenan Fleet Van is published 10 times a year by Bauer Consumer Media Ltd, registered address 1 Lincoln Court, Lincoln Road, Peterborough, PE1 2RF. Registered number 01176085.

No part of the magazine may be reproduced in any form in whole or in part, without prior permission of the publisher. All material published remains the copyright of Bauer Consumer Media Ltd. We reserve the right to edit letters, copy or images submitted to the magazine without further consent.

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ISSN 0953-8526.

Printing: Headley Brothers Ltd, Kent

The pros and cons of running second-hand vehicles.

All the important news from the past month.

7 I Model update

What’s being launched, which models are getting an upgrade and concepts.

8 I CV forum

Vehicle operators want extra legislation for van industry.

10 I Vehicle safety

Technology can save drivers’ lives. We look at how it works.

17 I Remarketing

Maximise residual values to minimise running costs: why it is vital to properly prepare vans for auction.

20 I Cover feature Case study: Amey

The company’s Target Zero culture is at the heart of everything it does.

22 I Spotlight: Maxi-Low An innovative way to increase van payload and capacity.

26 I Driven

Ford Transit Connect, Renault Kangoo, Vauxhall Corsavan.

31 I Running costs

4x4 single-cab pick-ups are the workhorses of many fleets. We look at what they cost to operate.

NEXT ISSUE – Dec/Jan Operations: rental policies

Getting the most from your rental partners

Environment: electric vans

Viable business proposition or over-rated?

Fleet Van Awards 2013

Find out which fleets, manufacturers and suppliers collected trophies at the van awards

fleetnews.co.uk/fleetvan November 2013 3

B e n c h m a r k i n g b y t h e F TA U s e d v a n s

Used vans: are upfront savings worth the risk?

FTA surveys members over the pros and cons of running second-hand vehicles

By Mark Cartwright, head of LCVs, Freight Transport Association chance conversation with a relatively large van fleet operator the other day got me thinking. It had just dipped its toe into the world of ‘previously-cherished’ vans with a couple of purchases through its local dealer and was pretty pleased with the outcome.

To be fair, its vans are pretty much ‘stock’ with no specialist racking or equipment and are being used as ‘float’ vehicles to plug shortfalls due to vehicle off-road issues etc. but it did get me wondering how many other operators had gone down this route and what the pros and cons were.

A

Time to survey our members!

We were quite surprised at the number of companies which were operating used vehicles within their fleets, with around a quarter of respondents confirming their use.

Also, tucked away among the data from our survey was quite a clear trend within the local authority sector, where the operation of used vehicles seems more prevalent than within the private sector.

“The vans we purchase have already depreciated significantly and by buying carefully through a trusted partner we feel buying second-hand provides great value for the authority,” said a fleet manager at a London Borough, who asked to remain anonymous.

This view was echoed by Brendan Beggan, transport manager at White Mountain Quarries.

He said: “Pre-owned vans can be bought at keen prices with factory warranties and can be already kitted out for our use.”

Around a quarter of fleets surveyed operate used vans It was also evident that a number of the smaller van operators were reliant on pre-used vans within their fleet with most reporting that all, or at least the majority, of their vans were not purchased from new.

This reliance reduced as overall fleet strength grew, which could be a reflection of their increased ability to raise credit.

It was also clear that the use of second-hand vans wasn’t likely to change in the near future; just 13% thought their use would reduce with the rest expecting to either increase or at least maintain current levels.

There are of, course, disadvantages with the acquisition of pre-used vans.

A lack of awareness of the vehicle history and

Is your use of pre-used vans...

Increasing 8 %

Staying the same 79%

Decreasing 13%

the validity of service records was identified as a potential disadvantage along with, dependent on vehicle age, the lack of manufacturer warranty.

Graham Law, director at Office Creations, runs eight pre-used vans and recognises that the lack of warranty can cause concerns. “We rely on our vans and keep them maintained to the highest standards which can be expensive,” he said.

So, given the need to balance the risk of buying a pre-used van against the potential savings, where were users buying from?

As the chart, right, illustrates, the majority of vehicles were sourced through manufacturer dealer networks and specialist used vehicle dealers. A number of respondents had purchased ex-demonstrators and other low-mileage pre-

“The vans we purchase have already depreciated significantly and by buying carefully through a trusted partner we feel buying second-hand provides great value” fleet manager, London Borough

4 November 2013 fleetnews.co.uk/fleetvan

s

Do you use pre-used vehicles?

n No

n Yes

100% 90% 80% 70%

Stephen Briers, editor-in-chief, Fleet Van

60%

W

50% 40% 30% 20% 10% 0%

Vans

editor’s column

Cars

Vans

Trucks

Trucks

Trailers

Where do you source pre-owned vans?

Trailers

e have long been a vocal advocate for safety in Fleet Van. Safe vehicles, safe drivers, a company safety culture, safe scheduling: there are many ways in which a company can seek to reduce the risk of its vehicles and drivers being involved in a crash.

Does anyone listen? I recently met a number of large fleet operators, people who to an outside world would be regarded as fleet professionals. Yet their risk policies are an embarrassment.

“You need to start taking safety seriously” It’s not always the fleet operator’s fault, of course. Often culture dictates Auctions Private Sales Main Dealers Specialist the company Via a Broker Used Dealers what can and can’t be done; if senior management do not put investment on the table, then the Auctions Private Sales Main Dealers Specialist Via a Broker Used Dealers fleet manager’s hands are tied. n Never n Rarely n Sometimes n Regularly One partial saviour comes in the form of legislation next year which will force manufacturers to appraised the vehicle,” said David Shelley, London registered vehicles direct from a franchised make electronic stability control a Borough of Brent. dealer and cited their strong relationship with a standard feature on new vans Some operators are confident of their own particular dealer in being a large influence in (see vehicle safety article, page 10). in-house capabilities to assess potential this choice.

Ironically, another might come purchases. “We have a team of mechanics who The use of brokers in identifying the right vehicle with the potential introduction of would carry this out,” said Peta Spiller, logistic was also a useful tool for some operators.

O-Licences for vans up to co-ordinator at Celtic Vacuum.

Peter Golding, managing director of Fleetcheck, 3.5-tonnes. That would shake the “It seems that the use of pre-used vans serves said: “We work with a number of clients to source market up – but would be costly. a valuable purpose for some operators,” said pre-used vans. For many they represent a perfect Don’t fancy that? Then you need Doug Hodson, transport manager at Qinetiq. opportunity to reduce their capital expenditure “This approach seems to be more suited to while being able to purchase a reliable and clean to start taking safety seriously. operators who require straightforward off-thevehicle. It’s crucial that we help them to identify When the traffic commissioner shelf vehicles or, interestingly, those with very their needs and help them source the right starts speaking out in favour of specialist requirements who source from equally vehicle; it’s not about just going for the first vehicle O-Licences for all, it’s time to sit specialist sources. they see.” up and take notice (see page 8).

“We mostly purchase through ex-MOD sales for We wondered if some form of third-party Join the FTA’s Van Excellence the specialist vehicles we need.” inspection on pre-used vans would give potential scheme, set up a robust risk There are distinct advantages in terms of cost purchasers greater confidence and it seems that, management policy and, above which need to be balanced against the uncertainty for some at least, this would be a useful addition. all, show commitment to safety. surrounding the vehicles history; a case of caveat “We would never purchase second-hand unless they came via a reputable used dealer who had

emptor if ever there was one!

fleetnews.co.uk/fleetvan November 2013 5

The month in news w w w.fleetnews.co.uk /vans/

News digest Va n o w n e r s u r g e d t o t a k e S M R s e r i o u s ly

KPN and Masternaut join forces KPN and Masternaut have announced an agreement to jointly develop and market telematics-enabled fleet management and telematics-enabled insurance products for businesses.

The agreement provides KPN’s M2M (machine-to-machine) teams access to Masternaut’s telematics products and services helping the company accelerate its goal of providing M2M services beyond connectivity to KPN customers.

A lack of proper van maintenance could mean a four-fold increase in accident levels, suggests AXA Business Insurance.

The insurer, which provides cover for more than 130,000 vans in the UK, has gathered data from van drivers showing a direct relationship between servicing and accidents.

The numbers suggest that while 90% of van owners get their vehicles serviced at least once a year, there are 6% who never get this work done. Among that 6%, nine out of 10 have had five or more accidents in the past five years against an average of less than one in five (17%) who have had a similar volume of prangs.

Drivers involved in accidents where the cause is found to be attributable to their lack of vehicle maintenance may well find that any claim they make is turned down.

Darrell Sansom, managing director of AXA Business Insurance, says: “Van drivers have traditionally had a bad reputation among other drivers, but these statistics show that it is the minority who are tarnishing the image of the majority who take their responsibilities as road users very seriously.”

C o mm e r c i a l v e h i c l e b u i l d tr acking tool l aunched by Zenith Zenith has launched a new online commercial vehicle build management tool for use by its customers.

It has been designed to help ensure that the commercial vehicle build cycle is managed as efficiently and cost effectively as possible.

The new tool forms part of Pulse, Zenith’s online fleet management platform.

It works by tracking each and every stage of a commercial vehicle’s build management programme.

As the vehicle moves through the programme, the status is updated in real-time. Any delays are highlighted immediately and the effects can be mitigated with the programme realigned and areas targeted for improvement; whether this be a supplier, equipment or process enhancement.

L o d g e T y r e ’ s Sp r i n t e r s k e e p o n r o l l i n g Midlands tyre fitters Lodge Tyre is adding a further 12 Mercedes-Benz Sprinters to its fleet.

The company provides a tyre maintenance and replacement service for customers across the Midlands and beyond, including many of the region’s largest haulage fleets.

Its fleet of 90 vans is dominated by Sprinters and operates from a network of 13 depots. The company runs its vans for five years, in which time they will clock up 250,000 miles.

The latest arrivals from Mertrux are six medium-length 313 CDI BlueEfficiency vans: the Derby dealer is also processing an order for a further six.

F o r d R a n g e r s s e l e c t e d f o r m i l i ta r y s e r v i c e Ford has been chosen by the Ministry of Defence to supply more than 100 Ranger pick-up vehicles, to be used by the Army, Navy, Air Force and the MoD. Ford’s rugged off-roader, named pick-up of the year in the 2012 Fleet Van Awards, will see service in a variety of roles, carrying personnel, MOD civilians and their equipment around Britain.

The 104 Ranger XL models will be supplied with four-wheel-drive and in a variety of cab configurations with deliveries via Manchester-based

6 November 2013 fleetnews.co.uk/fleetvan

Ford dealer, Evans Halshaw. Each vehicle will have an operational life of between five and seven years.

Steve O’Leary, programme manager of the MoD’s Project Phoenix, said: “The Ranger was selected as it is more than able to fulfil the required role in terms of off-road mobility and payload, and also for the value for money it offers.”

More than 3,600 Ford Ranger vehicles have been sold in the UK so far this year – 1,200 more than this time last year.

Model update

Looking at the road ahead What’s being launched, which models are getting an upgrade and new concepts

High-roof Transit Custom

Upgraded Citroën Berlingo

Ford is expanding its mid-size Transit Custom range with a new high-roof variant, offering 20% more load volume than the standard roof model for an extra £500.

This latest version features 370mm greater load height than the low-roof model to increase the distance from floor to roof to 1.78m, and offers a maximum load volume of up to 8.3 cubic metres with a full bulkhead fitted.

Citroën’s evergreen Berlingo small van has been upgraded.

From this month, the model gains a new chrome grille, new side rubbing strips and revised side skirts.

Internally, all vans and platform cabs gain a fullwidth, over-windscreen storage shelf with map reading lights.

In addition, all Berlingo Airdream models previously specified with EGS6 automated manual gearboxes will now be equipped with a new ETG6 (six-speed Efficient Tronic Gearbox).

Also, the latest Berlingo L1 vans powered by the HDi 90 engine benefit from an improved combined cycle fuel economy figure of 56.5mpg and a CO2 emissions reduction from 138g/km to 132g/km.

At the same time, Berlingo L2 e-HDi 90 Airdream manual vans see economy increase to 57.6mpg and CO2 reduced to 128g/km.

Payloads have also increased for virtually every Berlingo van. As a result, the Berlingo HDi 90 Manual L1 850 models now have a maximum available payload of 896kg.

Loadspace features include: n Load-through hatch in bulkhead enabling loads up to 3.0m in length to be safely carried inside the vehicle (up to 3.4m in long wheelbase model) n Repositioned DIN and ISO compliant tie-down hooks located on the body sides n One-piece, easy-toclean load floor liner n Ultra-bright LED loadspace lighting

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fleetnews.co.uk/fleetvan November 2013 7

CV forum Delegates were urged to make better use of vehicles, roads and technology to improve the efficiency of their fleet operations

Growing calls for greater regulation of van industry Vehicle operators at commercial vehicle forum want extra legislation for LCVs

T

By Trevor Gehlcken he spectre of heavy goods vehiclestyle legislation being introduced for vans under 3.5 tonnes gross vehicle weight has been rumbling around the corridors of EU headquarters in Brussels for a year or two now, much to the consternation of many van fleet operators.

Such a move would see all vans fitted with tachographs, operators having to apply for O-licences and drivers restricted in the hours they can drive. This would inevitably lead to an increase in van fleet costs.

So far there have been no concrete moves to introduce such legislation.

But, at a commercial vehicle forum in London organised jointly by the Society of Motor Manufacturers and Traders (SMMT), the Road Haulage Association (RHA) and IRTE, the body for professional engineers, it appears that a significant seachange of opinion is taking place among

“Van drivers pose the biggest threat to our industry” Beverley Bell

Britain’s commercial vehicle fleet operators.

When the subject of new legislation for vans was mooted at the forum, the majority of the delegates voted in favour of such a move; a far cry from general industry opinion just a year or two back.

While the majority of 200 or so people who attended were heavy goods vehicle operators, the weight of opinion was certainly in favour of light commercial vehicle operators facing legislation to provide better control and accountability.

Beverley Bell, senior traffic commissioner for the north west of England and one of the panel members, was firmly in favour of bringing the HGV regulation weight limit down.

She said: “Van drivers pose the greatest threat to our industry. Truck drivers have already been regulated, but van drivers are largely untrained.

They drive as many hours as they like and 50% of their vehicles fail their MOT tests.

“With the increase in internet shopping, this problem is only going to get worse unless something is done. Vans should be regulated like HGVs right down to 2.2 tonnes gross vehicle weight but, as yet, the Government doesn’t seem inclined to bring in new regulation.”

Her call was taken up by Laura Moran, commercial vehicle director at Hertz UK. She said: “Some of these drivers are professionals but when we rent vans out to clients we feel responsible and want to know they have the special knowledge to drive such a vehicle on a car licence.

8 November 2013 fleetnews.co.uk/fleetvan

“They may have a licence but it doesn’t mean they can drive a van safely. We must educate smaller operators to encourage their drivers to operate more safely. I think the way to do this is to prove how much they can save in fuel by doing so.”

But Bell was sceptical that such encouragement would work. She said: “This just isn’t going to happen. The Vehicle and Operator Services Agency has been given more money this year to carry out van checks, but we are trying to change the whole culture of people who don’t even realise that there is a problem. We must raise awareness of these problems to small operators and the only way to do this is by legislation.”

Delegates were also urged to make better use of vehicles, roads and technology to improve the efficiency of their fleet operations.

Panel member Giles Margerison, sales director of TomTom Business Solutions, said the financial crisis of the past few years forced fleets to explore new ways to save money, such as telematics.

He said: “Companies have been forced to look at cost-cutting measures that wouldn’t have even been thought of in better times as they have had little choice but to cut costs.

“Telematics have been adopted by more and more firms and have been proven to cut costs.

And drivers have been getting involved too. If you say to drivers ‘we can either cut costs by installing telematics or reducing your wages’ they’ll soon want to use a telematics system.”

Risk Vehicle S afet y

Technology can save your van drivers’ lives More safety equipment is being fitted to vans than ever before.

Here we look at how many of the latest developments work

A

By Trevor Gehlcken n accident takes a spilt second to happen. But the ramifications for light commercial vehicle operators can be enormous and far-reaching.

It’s not just the cost in human lives – drivers being off work with injuries and other innocent road users hurt and killed – but the logistics of a crash can be horrendous. An important delivery may be destroyed or late arriving, a van will be off the road and not working and if you want a replacement in a hurry, it may not be available as the crashed vehicle may well have contained specialist equipment and racking.

With this in mind, it is obvious that fleet operators should take every care to make sure their vehicles are as safe as possible – and technology to help prevent accidents is coming on in leaps and bounds.

Some of the new safety features are now standard fitments on vans but others are still paid-for options, so it’s worthwhile looking at who offers what before making that all-important buying decision. Before we look in depth at the various technological advances being made in vans, it is worth warning that the danger of adding more safety features is that drivers will simply go even faster.

Television presenter Jeremy Clarkson once opined that

10 November 2013 fleetnews.co.uk/fleetvan

the best safety feature that could be added to vehicles would be large spikes in the centre of the steering wheel pointing towards the drivers as it would be a surefire way of making them slow down.

And he may have a point because, at the end of the day, no safety devices available today will actually prevent a crash without help from the driver, so without some kind of safety buy-in from staff, operators are probably wasting their money adding such extras such as electronic stability control (ESC).

But let’s start at the beginning and look at the technology that really counts in van safety: Anti-lock braking system (ABS) ABS was originally developed for aeroplanes in the 1920s, but modern systems began appearing on cars as far back as 1971. Basically, if the system feels the vehicle’s wheels locking, it automatically goes in to ‘cadence’ mode, blipping the brakes on and off in rapid succession to ensure the vehicle can still be steered.

As far as vans were concerned, the Bosch system appeared first as standard on the Mercedes-Benz Sprinter in 2003 and is now standard on just about all new vans in the UK.

ABOVE: Electronic stability control helps to control vehicles in sideways slides

“Any van fleet operator with an interest in duty of care should have ESC fitted even if it costs extra” Adrian Walsh, Roadsafe

ABS brakes are effective in wet weather, but there are dangers insofar as few drivers have ever been taught how to use them properly.

Older drivers are well used to cadence braking on their own and it’s a habit that is hard to break – and one which will render the ABS system useless.

Many drivers don’t realise that with the brake pedal pressed firmly down, a van with ABS can be steered out of trouble. We’d recommend a short circuit-based ABS training course. The outlay will be recouped the first time your drivers avoid a crash.

Electronic brakeforce assist (EBA) Many drivers are not prepared for the relatively high efforts required for maximum braking, nor are they prepared for the ‘buzzing’ feedback through the brake pedal during ABS operation.

If an emergency develops, a slow reaction and less than maximum braking input could result in insufficient time or distance to stop before an accident occurs.

EBA is designed to detect such ‘panic stops’ and apply maximum braking effort within milliseconds. It interprets braking behaviour by assessing the rate that the brake pedal is activated.

2003

year in which ABS first appeared as standard in the Mercedes-Benz Sprinter

4,000

lives a year are saved across Europe by ESC

If the system identifies an emergency, it automatically initiates full braking faster than any drivers can move their feet.

Emergency stopping distances can be shortened, reducing the likelihood of accidents – especially the common nose to tail incident.

Unlike ABS, the system will work on its own with no real input from the driver.

Electronic stability control (ESC) This device, developed by Bosch to help prevent sideways skids and control oversteer, has been lauded as the best safety invention since the seatbelt and is estimated to be saving around 4,000 lives a year across Europe.

It works without any input from the driver and adjusts the power to each of the van’s four wheels, or gently applies the brakes, to keep the vehicle under control.

But it’s a controversial addition at present. Despite the fact that all vans made after October 2104 must have ESC as standard, some manufacturers are still charging for it as an optional extra.

It’s a matter of great concern to safety campaigners such as Adrian Walsh, head of Roadsafe. He says: “Businesses are losing

fleetnews.co.uk/fleetvan November 2013 11

Risk Vehicle S afet y £2.7 billion each year through accidents so there are huge benefits in managing this risk.

“Most van fleet operators don’t believe safety is a problem and we have to get this message across that it is. One way of stopping accidents is by fitting ESC and this should be standard on all vans. It saves lives and costs for the business.

“Any van fleet operator with an interest in duty of care should have ESC fitted even if it costs extra money, but we need it as standard so that this decision would be taken out of the buyer’s hands. It is a fantastic innovation.”

ESC was first introduced as a standard fitment in vans in 2006 on the Mercedes-Benz Sprinter. At present, all vans from Mercedes-Benz, Volkswagen, Iveco and Ford have it fitted as standard, while it’s a paid-for option on vehicles from Citroën and Peugeot.

Fiat has just made it standard on Ducato, while Vauxhall and Renault include it in the standard package on rear-wheel drive versions of Movano and Master.

Fiat Professional’s recent decision to add ESC as standard on Ducato was driven by safety concerns from the industry.

Sebastiano Fedrigo, director of Fiat Professional, says: “This was a request more from industry experts than fleet buyers and we have had to increase the price of Ducato by around £300 to cover the cost.

“But once we have explained to fleets that this price will be recouped and more the first time a driver avoids an accident, they understand and feedback so far has been positive.”

2006

year in which ESC was first fitted as standard on a van

“We expect that by 2016 vehicles will find it increasingly difficulty to achieve a five-star NCAP rating” Peter Shaw, Thatcham Research

Reversing sensors If there is one piece of equipment that offers more bangs for bucks than any other, it must be the reversing sensor.

Some vans nowadays have it as standard and for those that don’t, fleet operators would be well advised to pay the £200 or so to have it fitted. This relatively small sum will be recouped the first time a driver avoids backing into a wall or other stationary object.

However, it does have its drawbacks. The scanner only looks at ground level so drivers of high-roof vans could easily be lulled into a false sense of security and back into an object which happens to be six or seven feet up in the air.

The other problem with reversing sensors is that their true value is difficult to assess. After all, a driver is hardly likely to rush into the office and tell you he’s just narrowly avoided backing into a woman with a pram.

Autonomous emergency braking (AEB) AEB uses technologies such as radar, lasers and optical sensors to identify other vehicles and, in many cases, pedestrians, automatically applying the brakes if the driver does not appear to be responding in time to avoid a collision.

It’s available as Collision Prevention Assist on the latest Mercedes-Benz Sprinter and Active City Stop on the forthcoming Ford Transit Connect.

It is also slated to become a big issue in the NCAP ratings battle. Peter Shaw, chief executive of Thatcham Research, says: “We expect that, by 2016, vehicles will find it increasingly difficult to achieve a five-star rating unless they have this powerful safety measure. UK insurers are already offering favourable insurance groupings on vehicles fitted with AEB as standard – a clear sign of its effectiveness.

“The evidence from our testing is undeniable, and combined with a growing body of real-world research and evidence we firmly believe that AEB and other ADAS (Advanced Driver Assist Systems) have a critical role to play in avoiding both common low-speed bumps that can cause injuries such as whiplash, and mitigating injuries and fatalities from mediumspeed crashes.”

Ford and Mercedes-Benz take the lead for safety technology Ford and Mercedes-Benz are emerging as leaders in the safety technology with a host of new features on their models.

The new Mercedes-Benz Sprinter has five new safety technology systems:

Crosswind Assist automatically helps to correct the van’s forward path when a strong sideways gust of wind affects it.

Collision Prevention Assist sees the van taking over and braking when it detects that it is too

Ford Transit Custom features curtain airbags for front seat occupants

12 November 2013 fleetnews.co.uk/fleetvan

close to the vehicle in front.

Blindspot Assist is a system which looks down each side of the van and detects when there is another vehicle alongside.

When a vehicle is detected, a red spot appears on the relevant side mirror.

Lane Keeping Assist gives an audible warning to drivers when they are thought to be drifting into an adjacent lane.

High Beam Assist automatically switches the headlights from dipped to high without any input from the driver.

Steve Bridge, Mercedes-Benz Vans sales and marketing director, says: “There’s no such thing as having too much safety and that’s why we’ve made every effort to ensure that our van range offers the drivers, passengers and other road users the highest possible degree of protection.”

Meanwhile, Ford is offering an active city stop system on the new Transit Connect and a Lane Departure Warning system and Driver Alert system which detects and audibly warns a tired driver on Transit Custom.

Transit Custom was the first Transit to be available with an enhanced restraint system with curtain airbags and Ford received the first Euro NCAP Advanced rewards for technology available on a commercial vehicle.

Stuart Southgate, Ford automotive safety director, says: “Safety is a core value at Ford.

We will continue to invest in safety and we are determined that our products are segment leaders. The five-star rating received for Transit Custom is a wonderful recognition of the values and talent of our designers and engineers.”

Advertisement feature

Five top tips to ensure your LCV is fit for purpose Choosing the right vehicle can save you money. Alphabet explains how

C

hoosing the most suitable vehicle for your business and fitting the correct equipment might seem like a relatively simple task. However, making the wrong choice can significantly affect the efficiency and profitability of your business.

Dave Freeman, LCV consultant at business mobility specialist Alphabet, offers his advice.

Choosing the right vehicle With almost 162,000 registrations to date this year, vans represent the fastestgrowing sector of motor vehicle usage. With so many LCVs on the road and with such a wide spectrum to choose from, it is critical for you to choose the right one for your business as it can impact on the bottom line.

Whether you are a delivery firm or an electrician, it is important to make sure the vehicle you choose exactly matches the tasks you need it for.

The following questions should help: n What is the size/weight of the typical load? n Do you need to carry the load all the time? n Are you carrying specialist equipment? n What kind of security is needed? n How will the load be accessed? For example, will you need a tail-lift? n Will the van need to carry passengers? n Do I need parking aids and should they be externally audible?

1

Internal equipment 2 Next you need to ensure you have the correct equipment inside the vehicle. First and foremost, you need to consider driver safety and the security for what is in kept in the load area. For this, you need to consider which bulkhead you opt for. And are the rear doors glazed? If so, you may need to consider fitting an opaque film on the glass and an internal mesh grille to maximise the security of the contents. My top tip would be to consider whether you need a number of charge points within the vehicle, for mobile phones or specific tools and equipment.

Choosing fuel type Keeping costs to a minimum is high on everyone’s list of priorities, which means ensuring your van is as fuel efficient as possible. Diesel remains the most popular option for LCVs and there are plenty of economical diesel models on sale. It would also be worth looking into alternative fuels such as LPG, bio-diesel, biogas and electricity. It is important you choose the fuel option that is best suited to the type of work you will be using your van for.

3

Maximise the exterior Research suggests that more than 3,000 people an hour see a sign-written vehicle operating in a busy area. This means that your van is more than just a method of getting you from A to B, it is a mobile advertising hoarding too. But are you making the most of it? Poor livery can damage your business’s credibility in the eyes of customers and potential clients, so whether it is simple logos and phone numbers or full vehicle wraps, it is vital that the exterior is maintained to a high standard. In addition, the way the vehicle is driven has a big impact on the company

4

image. Driving well will have a positive impact on the perception of your company, while the inverse is true for poor driving.

The driver So, once the correct vehicle is selected and it is suitably equipped, what else can be done do to maximise efficiency and economy? The simple answer is train the driver. Ensure the driver completes a vehicle walk around check each morning, looking for signs of damage, paying close attention to the tyres for tread depth, as well as reviewing the mirrors, windscreen and lights to ensure that they are undamaged and working effectively. Lastly, you can select the most fuel efficient vehicle, but performance may well be compromised by how it is driven. Driving efficiently leads to improved fuel economy, reduced vehicle wear and no speeding fines. It may be cost effective to enrol drivers on a driving efficiency course.

5

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Fleet LCV values are running at record levels A

market in 2009. Four years on, the big corporate fleets that provide the bulk of the ‘first time to market’ used vans simply do not have the same volumes to sell.

“Professional buyers who typically buy corporate vans at auction are finding they have to bid harder and higher to secure the same stock and this trend is set to continue.

“And in terms of seasonal movements, the onset of bad weather usually marks an increase in demand for four-wheel drive vehicles and we can expect to see average prices for 4x4 pick-ups rise in the coming weeks.

“While new van sales are recovering, they are nowhere near the levels seen in pre-recessionary times. The used sector shortage is set to continue until new van volumes pick up significantly and the economy improves enough to generate a bigger churn of vehicles in the marketplace.”

Fleet & lease Values in the fleet & lease LCV sector improved by £110 (1.7%) in October to £6,518 – the third consecutive month a record value has been achieved and the seventh record value seen in 2013. Performance against CAP fell back by two points to 103.16%, while retained value against Manufacturer Recommended Price (MRP) rose by half a point to 37.43%. October recorded a year-onyear value differential of £1,317 (25.3%) in the fleet and lease sector, with average age and mileage down over the year. Retained value against MRP improved by nearly five points over the year.

Part-exchange

£5,000

Part-exchange van values fell back by just £8 from September’s record levels, to settle at £3,501 – the second highest average value on record in the sector. CAP comparisons fell back by half a point compared to September to 106.09%, but continue to outperform the fleet & lease sector. Year-on-year values remain ahead by £531 or 17.8%, with average age declining marginally and mileage rising compared to a year ago.

£4,000

Nearly-new

£7,000

Fleet & lease used values 2011 - 2013 £6,000

Source: BCA

£3,000

Oct

Sep

July

Aug

June

Apl

May

Mar

Jan

Feb

Dec

Oct

Nov

Sep

Aug

Jun

July

Apl

May

Mar

Jan

Feb

Dec

Oct

Nov

£2,000 Sep

verage values for light commercial vehicles remained high in October, as demand for good quality vans from professional buyers continued to outstrip supply and conversion rates remained high.

The average October figure of £5,151 for all LCVs was the second highest on record and the third month in a row that values exceeded £5K. The average age and mileage for vans sold were virtually static at 59.28 months and 80,725 respectively.

Year-on-year values remain well ahead, up by £704 equivalent to a 15.8% uplift over the 12-month period. Average CAP performance fell back by just over a point to 103.9% compared to September and was up by two points compared to a year ago.

Record values were achieved in the fleet & lease sector, while values were at near record levels for dealer part-exchange vans.

Nearly-new values improved to the second highest level this year.

Duncan Ward, BCA’s general manager – commercial vehicles, commented: “As predicted last month, professional buyers continue to bid very competitively across the range of LCV stock on offer at BCA and prices remain strong. With encouraging news about the economy, many LCV dealers are telling us they expect retail activity to hold up well for the rest of this year and into 2014.

“The issues over supplies of retail quality used vans remain, however, and buyers are prepared to bid on older vehicles in good condition and even vans requiring refurbishment to make up the shortfall.

“This stock shortage is a long- term issue that results from the collapse of the new van

Nearly-new LCV values improved by £584 to £13,278 in October, with CAP performance declining by a point to 98.48%. As always, this has to be taken in the context of the very low volumes reaching the market and the model mix factor.

Europe’s No.1 vehicle remarketing company Log on to bca.co.uk or call 0844 875 3480

Remarketing Maximising residual values

Maximise residual values to minimise running costs Preparing a van for auction in the right way has many benefits for a fleet

M

By Trevor Gehlcken aximising residual values (RVs) is an important and integral part of running a costeffective van fleet.

Take a look at the pence per mile running cost tables on our website (www.fleetnews.co.uk) and it soon becomes clear that a lower price at selling time can have a dramatic effect on the overall cost of a vehicle during its fleet life.

But unlike with cars, which can be

expected to be in a certain condition at selling time, RVs can prove a nightmare for van operators.

A florist, say, would be expected to sell a van at auction after three years in near-pristine condition, apart from maybe the odd spill of water on the floor and perhaps a small dent in the bumper.

On the other hand, a builder is likely to end up with a vehicle that’s worth little more than scrap value at the end of its first life.

Between these black and white

“Online channels are important for both buyers and sellers of commercial vehicles” Duncan Ward, BCA

scenarios are various shades of grey – and most van operators will fall between these two stools.

What’s needed to maximise those RVs is good advice. Over the years auction houses have been offering ever more sophisticated services, all designed to get the most for vehicles when they go through the auction halls.

Internet bidding has changed the face of auctions, as bids are no longer restricted to the area in which the auction house lies.

After the Japanese tsunami in 2011 which saw the traditional supply of used vehicles from Japan to Asia and Australasia dry up, UK auctions found bids for vans and 4x4s flooding in from right across the world, with vehicles shipped out to the affected areas.

Smart repairs, too, are now a part of everyday auction life and potential sellers can be given free advice on

whether or not it is worth repairing damage for a better sale price or whether it is best to let the vehicle go ‘as is’.

After all, it is hardly worth spending £500 on a repair, only to get an extra £300 for the van at sale time.

Importance of online channels The importance of internet bidding can’t be stressed too highly, according to Duncan Ward, general manager commercial vehicles at BCA. He said: “Online channels are important for both buyers and sellers of commercial vehicles, whatever the age, condition and mileage of stock.

“With the continued shortage of used vans, trade buyers have to look further afield to secure the stock they need and BCA’s Live Online and Bid Now/Buy Now

“Internet bidding has changed the face of auctions, as bids are no longer restricted to the area in which the auction house lies” fleetnews.co.uk/fleetvan November 2013 17

Remarketing Maximising residual values

Under the hammer Ken Brown, CAP LCV editor Last month was a case of ‘more of the same’ with high auction attendances and relatively low entries as the used LCV market continued to suffer from a severe shortage of stock.

With talk getting louder that retail sales are continuing to improve, coupled with the encouraging news of better than expected growth in UK GDP, it’s tempting to say that it was a case of ‘making hay while the sun is still shining’.

Were we witnessing dealers replenishing stock so they could cash in on the upturn in retail demand, uncertain of how long their change in fortune would last?

Or, was it simply a case of buying up stock in anticipation of lean times ahead?

Generally, the competition in the halls was fierce with professional buyers having to bid well above CAP Clean in order to secure the best quality vehicles which, unfortunately, were all too few and far between.

“There is little doubt that stock shortages will prevail for the foreseeable future” With so little to choose from at times, even vehicles exhibiting significant amounts of bodywork damage were selling easily on the day and above the CAP Average condition prices on many occasions.

As the month progressed though, we saw prices stabilise across most sectors.

A large number of de-wrapped and reworked ex-utility vans in blue appeared to sell particularly well in the early part of the month. Previously the trade had shown very little interest in these, but the majority of those had been poorly prepared for sale, again emphasising the importance of the right preparation.

There is little doubt that stock shortages will prevail for the foreseeable future and, if demand continues even at its present level, it is likely to cause an upward shift in market prices, or, at the very least, result in prices remaining at their current high levels.

Equally though, there is greater uncertainty over the mix of models entering the market and this is likely to have a compound effect, making it even more difficult to predict where prices are heading in the short to medium term. n For more information, go to www.cap.co.uk

“There are benefits for both buyers internet platforms are seeing plenty of and sellers. Online buyers have a better quality of information to idenactivity.

“From the vendors’ tify the vehicles that meet their viewpoint, online and physical sales needs and will bid accordingly. They work perfectly in harmony with each can also use the video stream and other. Online channels play a Assured Report data to pre-sell complementary role in the broader vehicles to their retail customers.”

Good quality ex-fleet van stock is remarketing remit, offering alternative or discrete selling channels to in short supply at present. This means that there are significant the traditional physical route.

“While the age of commercial numbers of professional buyers out vehicles is no barrier to internet there competing to secure the best bidding, condition and specification vans. However, there are a number becomes more important in the of actions which can be taken by online arena, so it is important to both the vendor and the auction provide buyers with comprehensive company to help make the most of this wholesale demand, according to pre-sale information.”

BCA is working on a number of Manheim’s head of commercial initiatives to make the process ever vehicles, James Davis.

He said: “Firstly, it is important more transparent for buyers.

Ward said: “BCA now offers online that vehicles are exposed to the largest potential Video Appraisal for buyer base, through LCVs. This enhanced physical auction centres service delivers a twoand also online buying minute video covering views of vans are platforms which can exterior and interior featured in BCA’s online attract bids from both condition, 360º views, Video Appraisal the UK and internaas well as multiple still tional buyers. images with zoom “Stock should be allocapability. cated to the right chanThis provides buyers nels dependent on with detailed condition information together mechanical checks are profile and condition, with the specification carried out under BCA not simply a ‘one-sizeand configuration, Assured for van buyers fits-all’ approach.

“Condition reports which on an LCV can should be detailed and easily be as critical as the condition.

“Buyers using the service tell us accessible, with plenty of relevant that it makes it easy for them to photography.”

The stock itself should be wellassess the cosmetic condition in advance of the sale and that it presented, with the use of professtreamlines the process of drawing sional valeting, trade name deletion togetheralistofpotentialpurchases.” and value-add services such as body mop polishing a faded van as and when required.

Peace of mind for buyers Davis added: “In addition, it should “In addition, we have launched BCA Assured for van buyers, which offers be carefully inspected, appraised peace of mind to buyers by providing and valued to ensure it is being a report on a 30-point mechanical offered through to the right audience check carried out by an independent with a realistic expectation of sale price based on its condition. This is motoring organisation.”

The check includes an onsite drive especially true of duplicate volume, to test brakes (to VOSA standards), especially if other vendors have warning lights, tyre depths, engine identical product, their sale stratenoise, limited gearbox check, gies and values achieved will have a significant bearing.” suspension and fluid levels.

From the perspective of the The report appears in pre-sale cataloguing on the BCA website vendor, it is important to ensure that and a printed copy is available with all paperwork is sold with the vehicles, so prospective buyers can be the vehicle when it is sold.

360º 30

“Condition is of greater significance in determining demand than mileage” Simon Wells, Autorola

18 November 2013 fleetnews.co.uk/fleetvan

confident in the service history and provenance. Likewise, it is important that the van sellers support the sale on the auction day, i.e. attending in person if possible or providing reserves in a timely manner and giving timely responses on any provisional bids.

Davis said: “Ultimately, buyer engagement is key.

“This means devising a coherent strategy for both pre-sale marketing and in-auction communication, as well as following through on all sales in a professional and efficient manner.

“Regular reviews of auction centre data and buyer feedback can help to ensure that guide values and variances are understood, reserves are set appropriately and that the right stock is being directed through the right sales channels to achieve optimum values.”

Correct description is vital Simon Wells, national business development manager at online auction specialist Autorola, says that when looking to maximise RVs, vendors can often forget that what is important for cars is just as important for vans and LCVs. Just like with cars, a spare key, service history and other documentation supporting the history of the van has a similar impact on the RV.

It is important van sellers attend the auction if possible

LCV descriptions can be sketchy but the correct description is vital as the variants are far more numerous than with cars.

Wells said: “The condition of an LCV is of greater significance in determining demand than mileage.

This being the case, cleaning and preparation will always add value.

“Vans are usually in a poorer condition than cars and while it is not always advisable to completely refurbish, a clean and presentable van will always achieve more.

“Accurately valuing certain conversions can prove challenging as many are bespoke to the first user and do not feature in trade pricing guides.

“If the conversion can be removed, the base vehicle may be more valuable than without them like for example glass frails.

“Light bars and some retro fit options can also often detract from the price, though a roof rack may add to the value whereas specialist racking might detract overall.”

Is smart repair worthwhile in terms of increasing value?

Proper preparation and good presentation are vital if LCVs are going to achieve the best possible price in the auction hall.

BCA’s Duncan Ward said, with the current high demand for well-presented vans, there is a massive opportunity for sellers.

He added: “On any used van, condition is important – panels should be straight and clean, and trade name deletion must be done to a good standard.”

Smart preparation – the process of bringing vehicles back to showroom condition through paint technology, cold metal dent removal and repairs to interior and trim – can have an important role to play.

Ward said: “This technology helps vendors maximise returns in the auction hall by ensuring vehicles look their very best when they are sold. Smart preparation is a useful tool in the van market, provided vehicles are chosen carefully.

Removing trade names from vans to a high standard helps increase resale values

“For a 2011 model year van at 10,000 miles in good condition, but with a few small dents, this can be a cost efficient choice for the vendor.

“However, the return on the investment to bring a five or six-year-old, 100,000-mile van,

without a straight panel to its name, back to showroom condition is likely to be less rewarding.

“Vendors are finding our Smart Detailing service valuable for older vehicles, as it presents them in the best possible light.

“Here, vehicles are trade name deleted, the engine bay is steam cleaned and all the exterior paintwork is polished and de-greased. The end result is a well-prepared vehicle that looks its best whatever the age and mileage may be.”

fleetnews.co.uk/fleetvan November 2013 19

Fleet case study Amey

‘You have to embrace safety completely’ Fleet and plant director Nigel Lewis on why Amey’s Target Zero culture is at the heart of everything the company does

T

By John Charles here is no room for complacency when it comes to occupational road risk management.

That is the message from the man in charge of one of the UK’s largest vehicle operations, as he continues to ensure the company’s ‘Target Zero’ culture is at the very centre of his and his team’s daily activities.

Nigel Lewis is the fleet and plant director for Amey, the leading public and regulated services provider across the utilities, highways, waste management, rail, justice solutions, social housing and facilities management sectors. He is in charge of about 10,000 vehicles and 78,000 items of plant.

Earlier this year, Amey doubled its UK presence with the £385 million acquisition of Enterprise, which was the UK’s largest dedicated provider of maintenance and front-line services to the public sector and utility industry.

Not surprisingly given the sectors in which the two companies operate, they each had a long award-winning history of occupational road risk management excellence.

Enterprise’s record was most recently recognised with the company being named Fleet Safety Champion of the Year (Private Sector) in last year’s Fleet Van Awards.

Now Lewis, who has been in the fleet industry since he left the Army in the 1980s and has been in charge of the Amey fleet for five years, is

20 November 2013 fleetnews.co.uk/fleetvan

integrating road safety best practice from both organisations into the enlarged company’s new business model.

Stressing that many initiatives were already aligned in terms of both companies having, for example, a road risk management committee that manage business-wide activity across the road transport sector with board-level engagement, Lewis says: “Driver road risk management is key in terms of protecting our customers, members of the public and further improving a reduction in incidents which, in turn, will drive improved cost control.”

‘We have systems with teeth’ “That is why we have to demonstrate that we have systems in place and initiatives with teeth and cascade them through the operation. In turn that will have a major impact on the way we look after our fleet assets, fuel consumption and insurance expenditure which are all costs to the business,” he adds.

Lewis says that integrating the safety focus “has not been too difficult” because a zero accident culture was already embedded across both businesses.

Prior to acquisition, Enterprise operated about 1,750 light commercial vehicles (2011: 1,600 vans) within a fleet of some 6,500 vehicles and had seen the number of van-related accidents decline by around 10% on the previous 12 months despite the growth.

About 50% of the expanded 10,000-strong fleet are light commercial vehicles with the majority equipped with telematics devices enabling a raft of management information to be obtained and analysed in conjunction with the company’s brokers and insurers.

Communication with drivers and supervisors is viewed as critical in disseminating the road safety message and data recorded by the in-vehicle devices is essential in ultimately building up risk profiles of every single employee and compiling a bespoke training programme for those deemed to be a higher risk.

Lewis says: “We have a challenge to not be complacent and we must build on the initiatives in place across both businesses and continue to introduce them to the wider group. There has been – and there will continue to be – a big push on driver behavioural safety. By collecting the data we will be more robust in applying riskbased management programmes.”

A range of best practice initiatives such as electronic driver licence checking with the DVLA, driver risk profiling and daily vehicle defect reporting were already in place across both Enterprise and Amey, but Lewis says: “In the future, we want our training programmes to be based on driver categories and tailored to individual employees within those sectors and that will further improve our safety record.”

Additionally, Amey is focused on working with its supply chain partners to further improve data

“Everything we do is about driving operational efficiency within a safety culture” Nigel Lewis, Amey analysis and accuracy, particularly from telematics devices.

“We must make sure that we have robust data in terms of capture and analysis,” says Lewis, who, following his Army career, spent almost two decades with Lex Transfleet where latterly he was in charge of managing the Ministry of Defence’s White Fleet contract.

Harmonising van specifications He is also focused on harmonising the specification of vehicle assets across the integrated fleet without compromising safety.

Prior to the acquisition, both Enterprise and Amey were heavily involved with organisations such as the Transport for London Fleet Operator Recognition Scheme, The Freight Transport Association-backed Van Excellence scheme and road safety charity Brake.

They have a long history of winning awards, notably from the likes of the Royal Society for the Prevention of Accidents.

Lewis says: “The challenge is to build on that best practice and demonstrate that we provide a safe and compliant fleet.”

Amey customers include organisations such as the Highways Agency, Transport for London, Network Rail and a wide array of public utilities, and it is inherent within such businesses that their supply chain partners have a safety culture in addition to the ability to deliver a quality product and value for money.

“Safety is not something to be compromised,” explains Lewis. “Our customers expect it and we expect to deliver it on every single occasion.

We actively seek the latest technology that can drive safety and performance improvements in the assets we are procuring and benefits in wholelife costs that we can then pass on to our customers by being more price competitive.”

Lewis says: “The guiding principle is safety first and then the wholelife cost of a particular asset to make sure it meets our criteria. We then make decisions off the back of that as to how we fund any particular model.”

Very few vehicles across the enlarged Amey fleet are standard off-the-shelf vans with the vast majority having a range of additional features fitted including, from a safety perspective, Chapter 8 livery that includes high visibility markings, beacons, speed limiters and tachographs as appropriate as well as telematics.

Lewis says: “Both Enterprise and Amey use telematics because they are a key driver in terms of operating efficiency and monitoring vehicle mileages and utilisation.

“We are trying to drive asset utilisation up and wholelife costs down.

“Additionally, we are trying to risk manage maintenance over and above the legal prescribed statutory requirements and manufacturer recommendations in relation to MOTs and servicing through vehicle inspections.

“All of that is being managed from the data we

are collecting from the in-vehicle telematics devices.”

Working closely with unions Pointing out that telematics devices were no longer regarded as ‘spies in the cab’ but supported the company’s Target Zero culture, Lewis says the business continued to work closely with trade unions.

He adds: “Everything we do is about driving operational efficiency within a safety culture.

The more efficient we become as a business, the more competitive we are in our chosen markets and that ultimately drives business growth and secures employment.”

Just as Lewis is focused on the challenge of integrating the fleets of two major businesses, he is also firm in the belief that whatever decisions are taken, “safety is paramount”.

Describing fleet decision-maker complacency around road safety as “unacceptable” against a background of growing compliance requirements, he concludes: “You have to embrace road safety completely. There is no one simple and straightforward answer.

“Everyone understands the economic climate in which organisations are now operating and the sensitivity around balance sheets and business performance.

“The issues go hand-in-hand. Safety will drive improvements within the business and together that will make organisations more competitive.”

fleetnews.co.uk/fleetvan November 2013 21

Spotlight Maxi-Low

success story set to continue overseas Maxi-Low expects to offer its vehicles to light van operators in Europe in quarter two next year

L

By Maurice Glover ight van operators across Europe will soon have access to a bright idea from Britain to boost the load capacity of their vehicles.

Just months after being launched at the Commercial Vehicle Show, van converter MaxiLow is poised to drive its innovative extra-volume Luton models into EC markets.

“I think we’ll be operating in Europe from the second quarter of next year,” says operations director Ken Crouch.

“We’re in continuous discussion about production facilities and we’re looking at all the practical, financial and legal implications involved in taking our products abroad.”

Based on the Vauxhall Movano LWB platform cab, the Maxi-Low allows operators to carry payloads of more than 1,500kg in lightweight bodywork that uses improved aerodynamics to return economy gains of between 12 and 15%.

Three vehicle options The concept was developed in only three months after an approach by a national roof insulation firm which needed a van big enough to carry sufficient material for a day’s work as well as the 750kg of machinery needed by two fitters.

The company liked the result and Maxi-Low is now supplying its 1,000-strong fleet.

Operating from an office at Narborough, near Leicester, the converter has three vehicles on offer – a standard, 20 cubic metre Luton, a 26 cubic metre version called Jumbo and another van designed specifically for multi-drop use.

Complete with racking, automatic locking doors and automatic LED lighting, this unit is winning interest and orders from the parcel delivery and courier sector, currently booming as more shoppers go online.

Maxi-Low is producing seven standard vehicles per week and is contracted to deliver one Jumbo unit each week until

Maxi-Low offers three van conversions which boost payload capacity

22 November 2013 fleetnews.co.uk/fleetvan

12-15%

economy gains through aerodynamic improvements

200

size of first order for Maxi-Low vans

the end of April. “We’ve sold some Jumbo models to a furniture removals firm in London and they tell us they will continue to use them to renew their fleet,” says Crouch.

“Our plans for the next quarter are to raise weekly output to 10 in line with demand, but a logistics firm has evaluated our demonstrators and we’re expecting a substantial order, along with another order from Enterprise for between 150 and 200 units next year.

“We think we’d be comfortable with an output of between 20 and 25 units per week but raising production beyond that means we need to find bespoke manufacturing premises.”

Marketing director Andy Williams adds: “Through his Crouch Logistics business, Ken has lots of contacts in the logistics industry and we always believed there would be a certain demand for our vehicles because operators are always looking for more payload.

“We expected to sell between 150 and 200 in our first year, but our first order was for 200 units, the next was for 50 then another one came in for 200. Now we are in the advanced stages of securing orders for sizeable volumes with some of the major distribution firms and the public sector. There’s every likelihood our business will grow each year purely on the strength of internet expansion.”

After agreeing to join forces, Crouch and Williams, a director of Creative Asset Finance, made approaches to three van makers with their plans, but the most interest in the Maxi-Low concept came from Vauxhall.

“There’s every likelihood that our business will grow each year purely on the strength of internet expansion” Andy Williams, Maxi-Low “It opened up its management team and gave us technical support,” says Crouch. “As a result, we have a very good working relationship and I can’t see that changing. They are the right partners for this product and we’re happy that Vauxhall’s factory at Luton is now working flat out largely on the back of what we’re doing.

“However, the relationship has gone much further and we’ve been to Germany for meetings with GM Europe officials who have identified strategic opportunities for Maxi-Low. “We have our own clients in the UK who run pan-European operations and they are also talking about taking the vehicle to their European depots.”

Steps towards European market Relationships such as these are spurring Maxi-Low on to create a production base in mainland Europe.

“Part of the discussion is how we build – whether in the UK or in a European facility,” adds Crouch. “We are talking to officials at a French factory who are keen to take the product on board. GM is pushing us hard and want us to get cracking. They want us to make a commitment – I think it’s keen to repeat the success we’ve had in Britain.”

Start-up costs, advertising and overheads soaked up the first year’s turnover, but Maxi-Low is now operating at a profit.

But that doesn’t mean Crouch and Williams are now able to relax. Williams explained: “Our competitors have sat up, taken notice and reacted to what we’ve done. Despite that,

ABOVE: Andy Williams (left) and Ken Crouch have appointed a leasing company to market the Maxi-Low vans to small and medium-sized businesses

we believe we’re still ahead of the game by about 200kg.

“When we started, we anticipated our business would be mainly with parcel delivery companies running up to half-adozen vans, but the blue chip corporate companies have picked up on the vehicle and the Vauxhall fleet team has been so enthusiastic about it that doors are opening to us and we’re talking to major players we never expected to meet.

“That’s great, of course, but because we always expected to enter the SME market, we have a strong association with the smaller operator and were just as thrilled as the customer running a Channel hopper service who came here to collect his first new van a few days ago. He sat in it for half-an-hour then told us he’d be back in March for the next one and again in April for another.

“We have just appointed a leasing company to market our vehicle to small and medium businesses. We have also launched a new website with a more strategic approach to SME operators like furniture removal and antiques firms – people who want the extra capacity that’s not provided by their current vehicles.

“We’re carrying out feasibility studies relating to a couple of new markets because we want to continue to expand.

Logic dictates that it won’t be long before someone catches us up, so we’re now looking at making savings elsewhere relating to how the vehicles are adapted.

“I’m not going to say exactly what we’re doing, but we’re working to achieve an even higher payload.”

fleetnews.co.uk/fleetvan November 2013 23

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regimes, to keep fleets on the road safely and efficiently.

BT Fleet has pioneered a series of initiatives that translate into optimised fleets, less accidents, less downtime, lower fuel costs and greater efficiency.

Just what business needs. n Tel: 0800 032 0012 n Email: sales@btfleet.com n Website: www.btfleet.com

Lightening the load for van fleet operators John Catling, CEO, FMG Mobility is vital to businesses.

Getting our client’s products and people to where they need to be, on time and in great condition, is a consideration we deal with every day at FMG. Helping to keep businesses on the move.

The truth is, van fleets are unique.

Trying to apply the same rules across different vehicle types can often prove futile.

There are even considerable differences between van fleets that need to be addressed, because of the versatility of the vehicle class.

For example, contents can often be as valuable as the vehicle itself.

By taking a holistic view of the challenges faced by a business, we can address

specific issues and, as everyone knows, there are rarely ‘one size fits all’ solutions.

By tailoring a bespoke set of tactics, you can achieve your strategic goals.

FMG has the right expertise to meet the demands of a modern van fleet. Crucially, though, it is in our culture, our DNA, to better manage vehicles through smarter processes that get to the heart of the challenges our customers face.

Best practice equates to being a responsible business: responsible to your suppliers, your employees and your customers. These are values FMG stand for, and apply, to all our business relationships. n Tel: 0844 243 8888 n Email: info@fmg.co.uk n Website: www.fmg.co.uk

ment feature

E

veryone claims to aspire to best practice, few actually achieve it. Why? Time, money, a lack of opportunities to share with peers – there are many reasons why fleets fail to adopt the very best in working practices.

But achieving best practice is something that every fleet operator should aim for.

It can help drive efficiencies, reduce fuel costs, cut insurance bills, and improve road safety.

Best practice is something that Fleet Van strives to provide at every opportunity. From the pages of our magazine to our website and events, we are constantly rooting out great ideas from leading fleet operators and suppliers alike that we can pass on to you.

Commercial vehicles bring unique challenges Mark Lovett, head of commercial vehicles, LeasePlan With over 35,000 commercial vehicles across the UK, you’re probably closer to a LeasePlan commercial vehicle than you might think.

What this size gives us is an understanding of how a commercial vehicle fleet really works and, with everything

from builders’ trucks, delivery vans and media units through to more specialist vehicles, including electric sweepers and refuse vehicles on our fleet, it’s safe to say we’ve seen every eventuality so we have the ability to apply our knowledge to help others.

Commercial vehicles bring with them a unique set of challenges. As a result, simply adjusting solutions originally developed for the company car

is not enough. It’s an easy trap to fall into and a mistake made by many leasing companies.

For this very reason, LeasePlan has an entirely separate approach to the way it treats its commercial vehicles and it’s been created in partnership with true commercial vehicle experts – our customers.

So whether it’s your goal to save money, get from A to B as safely as possible or simply to

make the most of vehicle and driver time on the road, with a sound knowledge informing everything we do, you can be sure that our commercial vehicle team can help. n lcv@leaseplan.co.uk n 0844 493 5810 n www.leaseplan.co.uk

Concentrate on whole life costs to make savings Marcus Puddy Commercial Vehicle director, Lex Autolease Making acquisition decisions around your commercial vehicle fleet can be a complex process. Taking into account both in-life costs and disposal costs are perhaps the most important to address.

The commercial fleet vehicle spends 98% of its life in service

following purchase. It is here where the costs are variable and should therefore get the most attention.

With some fleet operators not taking a whole life cost approach to fleet management, there’s an opportunity to improve the cost base of the UK fleet industry.

Lex Autolease can help fleet managers to improve those all important whole life costs.

Lex Autolease is the UK’s

leading provider of specialist commercial vehicles. We have the industry knowledge to build the perfect commercial fleet for your business as well as the experience to meet the challenges of your vehicle requirements.

With industry expertise, innovative service and a comprehensive range of vehicles, we can genuinely add value to your business and contribute to your success.

We’ll work with you to understand all your requirements – from design to specification, to funding and maintenance – so we can create a bespoke solution to match your business needs. n To review your commercial vehicle requirements, please email Marcus.puddy@lexautolease.co.uk

Improve safety and reduce costs with telematics Giles Margerison, sales director UK & Ireland, TomTom Business Solutions Fleet management technology provider TomTom Business Solutions enables companies to dramatically improve operational efficiency and safety standards.

Smart navigation, time

management, job despatch and driver performance monitoring tools also help make substantial fuel, maintenance and administrative cost savings. By improving driver behaviour, van operators will not only improve road safety but can reduce their risk profile to enjoy lower insurance premiums.

TomTom currently helps 20,000 customers and 300,000 vehicles worldwide save more than £2 million a day.

The FTA’s Van Excellence programme aims to establish quality standards and best practice for van fleets, but there is recognition that one of the biggest challenges faced by operators is how best practice can be recorded and monitored effectively.

TomTom Business Solutions is an official industry partner of Van Excellence to offer an easyto-use, market leading, solution to van operators.

The company’s WEBFLEET fleet management software offers superior fleet insights through a comprehensive suite of reports. The OptiDrive indicator profiles and scores drivers based on safe and efficient driving measurements. n www.tomtom.com/business n uk.business@tomtom.com n 020 7255 9774

N e w L a u n c h F o r d Tr a n s i t C o n n e c t

New Connect goes straight to top of the class Market-leading features and fuel efficiency make a compelling case Need to know n All-new model due in UK later this year n Prices drop by 7% compared to predecessor n Service intervals extended to 20,000 miles

A

By Trevor Gehlcken lthough the bosses at Ford would never admit it publicly, the Transit Connect has been somewhat of a sales disappointment since its launch in 2002.

When the baby Transit first arrived, it was hoped among the hierarchy at the blue oval that it would be market leader in the small van field.

But the Connect faced significant problems. It was bigger and chunkier than rivals such as the Citroën Berlingo and Peugeot Partner – even Ford admits that it was over-engineered.

This gave the Connect a weight, fuel economy and price disadvantage over some of the rivals in an already hotly-contested field.

There was also a massive gap in Ford’s range as the next model down was the diminutive Fiesta Van, while rivals had high cube city offerings such as the Citroën Nemo and Peugeot Bipper.

However, such shortcomings are about to be swept away with the arrival of the all-new Connect later this year, to be followed by a smaller Courier next year.

It’s all part of Ford’s plan to replace its entire LCV range in two years – a plan already underway with the launch of the Ranger 4x4 last year, which won the Fleet

26 November 2013 fleetnews.co.uk/fleetvan

Van Van of the Year title in 2013, and the Transit Custom earlier this year.

The last piece of the jigsaw, a new full-size Transit, is also slated to appear next year.

Ford’s new vehicles so far have all received rave reviews – Transit Custom won the International Van of the Year title for 2013 and the Connect has just won that title for 2014, even though it isn’t on sale yet.

For one manufacturer to win this title two years in succession is unheard of – and Ford hopes to win the triple with its bigger Transit.

With so much riding on these new models, we flew to Germany to test the first left-hand drive models of the Connect and to speak to Ford’s director of sales Andrew Barratt.

He told Fleet Van: “The old Connect was more truck like and very durable and, to be honest, rather over-engineered.

“This replacement is new from the nuts and bolts upwards and while we have kept the durability, we have produced something that is more refined and in our view sets the standard in the small van sector.

“It’s attractive looking, which frankly the old Connect wasn’t, and will reflect style in any business which chooses it.

“Buying a Connect will now be an emotional decision as well as a practical one.”

There’s certainly no denying the practicality of new Connect; it boasts a whole range of best-inclass features and Ford is keen to stress that prices overall have actually dropped by around 7% against the old model.

Transit Connect has a chunky, space-age dash

Specification Gross vehicle weight (kg): 1,970-2,405 Power (bhp/rpm): 75/3,500-115/3,600 Torque (lb-ft/rpm): 170/1,400-400-270/1,750-2,500 Load volume (cu m): 2.9-4.4 Payload (kg): 625-1,000 Comb fuel economy (mpg): 50.4-70.6 CO2 emissions (g/km): 105-129 Prices (ex-VAT): £13,150-17,250

Behind the wheel

Transit Connect has replaced the chunky looks of its predecessor with sleeker styling Designed in Britain and built at Ford’s factory in Valencia in Spain, the new Connect is offered in two wheelbases – short and long – and there will also be double-cab in van and kombi versions offering up to seven sets. Prices range from £13,150 to £17,250 ex-VAT. Load volumes go from 2.9 cubic metres to 4.4cu m, thanks to a clever fold-down passenger seat.

Meanwhile, there’s a lift-up flap in the bulkhead behind the passenger seat so that long loads such as planks of wood or pipes can be poked through, giving a total load length of 3.4 metres.

Payloads go up to 1,000kg and two Euro pallets can be carried on both long and short wheelbase versions. The longer variant can also carry 8x4ft sheets of board.

The Connect now offers a three-seat option to rival the Citroën Berlingo and Peugeot Partner.

Under the bonnet goes a 1.6-litre TDCi common rail powerplant offering either 75bhp, 95bhp or 115bhp and there is also a three-cylinder 1.0-litre petrol engine on offer with 110bhp, although this is not expected to be a big seller.

Fuel economy looms large in Ford’s thinking and Econetic versions, which feature fuel-saving gadgetry such as a speed limiter set at 62mph, stop-start, a grille shutter which improves aerodynamics at higher speeds and smart regenerative charging, bump this van’s official fuel economy up to 70.6mpg, making it market leader by a mile.

Ford says fuel savings over a typical four-year /80,000-mile lifecycle against the rival Volkswagen Caddy are anything up to £1,633.

Three spec levels are available – base, Trend and Limited – and even the lowest trim level features such items as electronic stability control (ESC), a side sliding door, driver’s airbag, DAB radio, rake and reach steering wheel, overhead stowage and remote central locking.

Trend adds foglamps, body-coloured bumpers, a heated windscreen and plastic cargo liner while Limited also has alloy wheels, chrome flashings, a heated driver’s seat, cruise control, adjustable speed limiter and leather steering wheel.

There is also a host of extras that can be added such as reversing cameras, active city stop, which applies the brakes if a rear-end shunt with a vehicle ahead is imminent, static cornering lamps and Hill Launch Assist.

Meanwhile, service intervals have been extended to 20,000 miles, ensuring most vans will now visit the dealership a maximum of once a year.

Verdict

The Connect puts Ford right back in the lead in the small van sector. It not only looks good but has so many class-leading features that it leaves it rivals trailing in its wake.

First the bad news: such is the excitement that has surrounded the arrival of Ford’s new range of vans that all of the Connect models destined for British shores this year – 1,000 of them all told – have been snapped up already, which means that fleets will have to join a queue to get next year’s allocation.

That fact alone really sums up just how revolutionary and gamechanging Ford’s van-replacement plan is.

We were expecting big things of the Connect and we weren’t disappointed. Gone are those square, chunky looks, to be replaced by a stylish vehicle.

In fact, if you stare at the Connect and squint a bit, you could almost be looking at its bigger brother the Transit Custom.

You’ll notice that in the pictures, the Connect has metallic paint with colour-coded bumpers and while this might be fine for owner-drivers, we think fleets should opt for the base models as you then get massive plastic bumpers all round that help protect the vans from annoying knocks and scrapes.

In the cab, there’s a chunky, space-age dash and seats which are firm, comfortable and figure-hugging.

Our test drive was in the 95bhp diesel with the extra passenger seat and while this item worked well as a fold-down desk with extra coffee cup holders and a laptop clip, the intrusion of the gear lever mean that it was all but useless as a seat.

In the rear, the superb build quality of this van shows itself when you slam shut the side doors, which close with a satisfying and very upmarket sounding snick. Only the Volkswagen Caddy, which is generally reckoned to be top dog in this sector, can replicate that noise.

Our Trend model had a plastic load liner and also half-height plastic protection panels which should stop any ‘reverse dings’, damage resulting from moving cargo.

The diesel engine is refined and, with a full bulkhead installed, the whole experience is cool and calm even at motorway (or should we say autobahn) speeds.

The electronic power steering system is well weighted and gives taut handling.

The designers wanted to Connect to drive exactly like a car – and they have succeeded magnificently.

fleetnews.co.uk/fleetvan November 2013 27

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10% R

It’s all about driver behaviour

Before & After Lightfoot

Instant & Sustained fuel savings of over 10%

Don’t take our word for it

Autoglass ® saves 15% with Lightfoot ® “At Autoglass®, we spent 2 years searching the market for the right product and we are delighted with the results from Lightfoot®. We saw a 12% fuel saving from our 100 unit trial and now we are seeing a 15% saving following rollout to over 1100 vehicles, on top of that we’ve seen improved safety, vehicle downtime and wear and tear. We have achieved this with minimal management intervention and we have received excellent driver buy-in to the Lightfoot® product.

Lightfoot® is totally different from standard telematics products. It is self-managing, it doesn’t just report on issues, it actually resolves them in real-time with the driver. Lightfoot® has helped Autoglass® become a cleaner, leaner and greener fleet.”

Sean Goodfellow, Autoglass® Programme Efficiency Manager R

It’s not what you drive, it’s how you drive

Driven Renault Kangoo Maxi LL21 Energy dCi 90 spor t

Behind the wheel

New Kangoo features revised front-end styling

Revised Kangoo gets a fresh lease of life

The Kangoo’s smart new front end certainly brings it up to date for 2103. The redesign includes a mass of black plastic which should ensure that knocks and scrapes don’t stand out as they do when a van is fitted with colourcoded bumpers.

The Kangoo is smooth and quiet under way and has generally pleasing road manners.

We drove with the eco button both on and off but couldn’t feel much difference in the power on offer, so left it in the ‘on’ position for improved fuel economy.

There is a 105bhp variant on offer too, but the 90bhp available here was plenty for everyday fleet usage.

The only real gripe was that this van has only five gears and it really needs six. It feels uncomfortably revvy at motorway speeds and on a couple of occasions I tried to move up into a gear which wasn’t there.

Updates mean small van retains its competitive edge Need to know n Fuel economy of 60.1mpg; CO2 of 123g/km n 90bhp engine provides ample performance n Cargo space of 4cu m

T

By Trevor Gehlcken he small van sector is a pretty crowded place at present, and is about to get even more hotly-contested when a brand new Ford Transit Connect goes on sale later this year (see page 26 for first impressions).

In a bid to keep up a competitive edge, Renault has launched a revised Kangoo, offering fresh looks at the front and various tweaks in the ride, handling and fuel economy stakes.

And it needs to sharpen its act as it now comes headto-head with the new Mercedes-Benz Citan, which comes off the same production line as the Kangoo at Maubeuge in northern France.

We’ve already driven left-hand drive versions of the Renault at the launch earlier this year and the first UK models are now beginning to arrive here.

Our test model is the Maxi Energy Sport version, which weighs in at £15,850 ex-VAT. It comes with an auto stop-start system and an eco mode which slightly reduces the power to increase fuel consumption.

This is presumably where the “Energy” party of the name comes from. Fuel economy on the combined cycle tops 60mpg.

The “Sport” bit means this van gets some added equipment over the core package such as electric windows and mirrors, a multi-media system including a TomTom satellite-navigation unit, air-conditioning and alloy-look wheels.

Unfortunately, electronic stability control (ESC), which helps stop sideways skids, is available only as a £420 option. It is standard on the rival Citan.

Under the bonnet is Renault’s tried and trusted 1.5-litre dCi common rail turbodiesel powerplant with 90bhp on tap.

This is quite enough power to allow this van to keep up with the cut and thrust of everyday motoring.

Renault stopped offering the Compact Kangoo a year or two back so what was the medium wheelbase now becomes standard and this is the larger of the two models on offer. Space in the rear is a respectable four cubic metres.

Our test model had the £270 swivelling bulkhead with folding passenger seat which means that loads of up to 2,886mm can be carried, which is more than nine feet.

Verdict

The Kangoo is a great new van both in looks and performance which should ensure Renault remains competitive in the fleet sector. However, it’s a shame that the manufacturer hasn’t made electronic stability control a standard fitment as with Mercedes-Benz’s contender.

A six-speed gearbox would improve the Kangoo

‘A great new van in both looks and performance’ Specification Gross vehicle weight (kg): 2,200 Power (bhp/rpm): 90/4,000 Torque (lb-ft/rpm): 147/1,750 Load volume (cu m): 4.0 Payload (kg): 800 Comb fuel economy (mpg): 60.1 CO2 emissions (g/km): 123 Basic price (ex-VAT): £15,850

fleetnews.co.uk/fleetvan November 2013 29

D r i v e n Va u x h a l l C o r s a v a n 1. 3 CD T i 9 5 Ec of l e x s t a r t- s to p

Corsavan: 83mpg and 89g/km CO2 Car-derived van sets new standards for efficiency Need to know n Engine tuned for economy n Stop-start technology as standard n Electronic stability control only an option

J

By Trevor Gehlcken ust how low can manufacturers go with van CO2 emissions?

A year or two back, 100g/km of CO2 was thought to be pretty cutting edge, but the Vauxhall Corsavan Ecoflex on test here produces just 89g/km – and, of course, more importantly to the UK’s cash-strapped van fleet operators, it also returns an official 83.1mpg on the combined cycle.

Car-derived small vans like this have been pushed into the background somewhat since the arrival of the high cube Fiat Fiorino, Citroën Nemo and Peugeot Bipper vehicles, thanks to the fact that these new contenders hold two-and-a-half times as much cargo.

But none can match the Corsavan in terms of fuel economy and CO2 emissions, so if you only need to carry small loads such as a photocopier, there’s a lot to be said for choosing the car-derived alternatives.

There’s another factor to be taken into consideration, too. Many people who are given these vehicles as work tools don’t actually want to drive a van, so while the aforementioned high cube vans are commercial vehicles through and through, vehicles like the Corsavan are cars with the rear seats and windows taken out.

Parked on the driveway at night, this vehicle looks to all the world like a car.

Everything about this model is aimed at frugality.

The 1.3-litre turbodiesel engine is tuned for economy and is supplemented by a stop-start system.

Included in the standard price of £13,108 are ABS brakes, driver’s airbag and electrically adjustable door mirrors.

Rather curiously, windows are old-fashioned wind-em-ups, while electronic stability control is not a standard feature.

Verdict

With potentially more than 80mpg on the cards, this van must be a contender for anyone looking for a small LCV. However, it’s such a cracking performer that drivers are bound to want to push things a bit out on the roads – and this will inevitably have an effect on fuel economy.

Behind the wheel From reading the main article you’d imagine driving this van would be as dull as a wet afternoon in Swindon.

So when we set off on our first journey, we were mightily impressed to find that, as well as eking out every drop of fuel, Vauxhall has managed to dial in an amazing amount of fun into the driving equation too.

The 95bhp on offer give the Corsavan a lively turn and cornering is so good that it’s almost like driving a dodgem.

The other great thing about the Corsavan is that despite its diminutive size, there is masses of legroom for driver and passenger and the seats are big and have plenty of sideways support.

On the minus side I didn’t appreciate having to wind the windows up and down.

And we feel it’s rather mean of Vauxhall to charge £65 for an upper mesh load restraint and even meaner to charge £80 for a rubber load mat in the rear.

It’s a shame, too, that Vauxhall doesn’t add ESC as a standard fitment – it’s a £240 option.

It will be a legal requirement on all vans after October 2014 so the manufacturer has missed a chance to really get one step ahead in the safety game.

Cabin has plenty of space for occupants

Specification

Corsavan offers driving fun as well as impressive efficiency

30 November 2013 fleetnews.co.uk/fleetvan

Gross vehicle weight (kg): 1,690 Power (bhp/rpm): 95/4,000 Torque (lb-ft/rpm): 140/1,750-3,250 Load volume (cu m): 0.9 Payload (kg): 550 Comb fuel economy (mpg): 83.1 CO2 emissions (g/km): 89 Basic price (ex-VAT): £13,108

Van running costs

4x4 single cabs

Isuzu D-Max – winner in this month’s running costs challenge

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By Trevor Gehlcken I there is one type of light commercial vehicle that is more used and abused than any other, it must be this one.

Chosen mainly by farmers, builders and construction companies, you’ll find 4x4 single-cabs strewn across motorway roadworks, fields and building sites, unloved, uncared for and looking rather like worn-out old donkeys.

But while they lack the razzle-dazzle of their smarter double-cab cousins, this little niche of the market is nevertheless an important one.

And at the end of the day these vehicles certainly look as though they can take a great deal of punishment without giving up the ghost.

The only way to judge these trucks fairly against each other is to look at the pence per mile running costs and you’ll find these on our own website – www.fleetnews.co.uk/vans.

As most of these vehicles are unlikely to cover high mileages in their fleet lives, we have chosen a parameter of five years/75,000 miles for this month’s comparison.

Our set is fairly small and selective. You won’t find the Nissan Navara here, or indeed the Volkswagen Amarok as both are sold only as double-cabs.

Nor will you find the Great Wall Steed, which again is only available in the larger format. We’ll be covering that sector in the next issue.

But we’ve included the Land Rover Defender here, which is a rather different offering from the others but nonetheless sits in this category.

Looking at our table below, we see the Isuzu D-Max sitting in top spot at 37.33 pence per mile, just ahead of the Ford Ranger, Mitsubishi L200 and Toyota Hilux, which are all within a gnat’s whisker of each other.

Despite being the highest powered model in the table, the Isuzu wins through its low front end pricing and its low depreciation value, although it is beaten on servicing, maintenance and repair costs by both the Ford Ranger and Toyota Hilux.

“These vehicles certainly look as though they can take a great deal of punishment without giving up the ghost” Meanwhile, the Land Rover Defender sits way off the radar against all the opposition.

It may have a rough, tough reputation but it also has the highest front end price of all the models here, the lowest fuel economy figure and the highest predicted SMR cost.

Thus if you drove the Defender for 75,000 miles it would cost £7,500 more than the equivalent Isuzu D-Max. Land Rover Defender – off the radar against the opposition

Running cost comparison (5yr/75,000 miles)

Ford Ranger 2.2TDCi 125 XL 6Spd Isuzu D-Max 2.5TD 163 6Spd Land Rover Defender 90 Pick-up 2.2TDCi 122 6Spd Mitsubishi L200 4wd 2.5Di-D 134 4Work Toyota Hilux 4wd 2.5D-4D 144 HL2

List price (£) 15,308 14,474 17,616 14,499 16,979

Power (bhp) 125 163 122 134 144

Torque (lb-ft) 236 295 265 232 253

Load vol (cu m) n/a n/a n/a n/a n/a

GVW (kg) 2,925 2,900 2,505 2,890 2,730

Payload (kg) 1,182 1,128 765 1,120 820

CO2 (g/km) 192 195 274 199 194

Fuel economy (mpg) 38.7 38.2 28.3 37.7 38.7

Fuel cost (ppm) 16.48 16.69 22.53 16.91 16.48

Depr (ppm) 15.56 14.52 16.75 14.86 16.76

SMR (ppm) 5.98 6.12 8.02 6.86 5.16

Total (ppm) 38.01 37.33 47.30 38.64 38.39

Source: KeeResources

For more van running costs, visit www.fleetnews.co.uk/vans fleetnews.co.uk/fleetvan November 2013 31

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