30 Years
The International Van of the Year Jury is a non-profit-network of independent Editors and Journalists from leading publications and web platforms, representing 25 countries across Europe and Russia. Each year they honour the best new Light Commercial Vehicle with the unique and prestigious title of International Van of the Year (IVOTY). That means: 30 years of testing, measuring
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Editor: Jarlath Sweeney
contributors: Rob Van dieten, Cathal d oyle
photography: Jarlath Sweeney, Rob Van dieten, Cathal doyle
administration: Orla Sweeney
advertising: Mary Morrissey, Design: Crackerjack design House
material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.
Mercedes-Benz Commercial Vehicles
Ireland is preparing to add to its van line-up with the launch here of the second generation Citan. The 2022 International Van of the Year Award joint-winner (with the new Renault Kangoo, with which it shares development and technology), boasts a sharp new design and a stylish interior. It is now available to order by customers, with first deliveries expected in May. An electric variant will follow.
Mercedes-Benz vehicles are renowned for their exacting safety credentials and premium specifications. The Citan is no exception, with standard specifications including Active Brake Assist with pedestrian recognition
technology, Attention Assist, which detects drowsiness in the driver and encourages them to take breaks when tired, and Hill-Start Assist to prevent rolling back. There’s also a speed limiter, an emergency breakdown assistance call button, rear parking aid with a reversing camera and no fewer than six airbags. Blind Spot Assist, Active Lane keeping Assist and Speed Limit Assist can all be specified as options.
As with all Mercedes-Benz vans, the new Citans come with a two-year warranty and round-the-clock roadside assistance.
Multimedia functions, including a seven-inch touch screen and a multimedia system with ‘Hey Mercedes’ voice assistant and smartphone
A pool of high-powered chargers every 60 km on our motorway network, part of the Government’s New Electric Vehicles Charging Infrastructure Strategy 2022 – 2025, will see €100 million spent on public charging infrastructure over the next three years.
According to the statement, the 3-year strategy presents an ambitious pathway and practical steps for delivery of a national EV charging network which will also see home/apartment charging, residential neighbourhood charging (including new mobility hubs), destination charging and en-route
charging.
At the launch, Minister for Transport Eamon Ryan said that while this was a national plan, its success also hinges on the enhanced supports and collaboration planned with Local Authorities: “In all of this, our Local Authorities will play a vital role. The key anchor for this Strategy is the specialist ZEVI unit. within this unit, we have the expertise, the knowledge, the guidance, the resources that Local Authorities will need to be able to make the best decisions on the procurement, leasing and location of EV chargers. One of the initiatives I really
integration via Android Auto or Apple Carplay, are standard features on all Citan trim lines.
The Citan panel vans are available to order in two sizes, L1 & L2, and will be powered by a 1.5-litre Euro 6 diesel engine generating 110/112hp, delivering wLTP combined fuel economy of 4.33 L/100km (54.3 mpg), which is helped by the ECO start/stop function. drive is to the front wheels via a six-speed manual or optional seven-speed automatic transmission.
For example, the Citan in L1 format, has a load length of 1,806 mm and a payload capability of 667kg. It is rated to tow trailers up to a maximum gross train weight of 3,500 kg.
want Local Authorities to embrace are the mobility hubs where people can charge their own vehicles, charge their e-bikes or e-scooters, or use a shared EV, for example.”
Currently, the majority of EV charging (c.80%) is done at home, and access to and installation of home charging infrastructure is relatively well established. The focus of this Strategy is the provision of publicly funded charging infrastructure for electric cars and light-duty commercial vehicles, the demand for which will grow as EV uptake increases.
A review of Irish Light Commercial Vehicle registrations in 2022 and those in the UK reveal that both marketplaces suffered a decrease in new sales and deliveries. In the case of Ireland, the 17.71% decline, according to the Society of the Irish Motor Industry (SIMI) is put into perspective by figures from 2021, which recorded an upturn that year (see chart). On the other hand, on the other side of the Irish Sea the British market has been reducing annually since 2019 – down 20% year-on-year and 22.9% in 2021 (from 2019). Due to similar issues, the lower figures were not down purely to demand but to supply and delivery delays.
Ford led the way in the annual sales table in Ireland, recording 5,885 units (24.88% of the overall market). The Ford Transit Custom topped the sales charts with 2,274 units sold, while its bigger counterpart, the Ford Transit, was third on 1,483 units. In between was Toyota Ireland’s Land Cruiser Commercial, its 1,644 units sold helping the Japanese brand to third in the overall light commercial sales league. Completing the top ten were the Renault Master (1,209 registrations), Volkswagen Caddy (1,094), Renault Trafic (1,023), Peugeot Partner (996), Ford Transit Connect (948), Citroen Berlingo (921) and Mercedes-Benz Sprinter (904).
Fleet Van & Utility asked representatives from the LCV brand importers and distributors for their overall view with regards the marketplace heading into 2023. From the various contributions, there seems to be light at the end of this business tunnel, despite recessionary talk and other ongoing matters.
Chief executive Mike Hawes of the Uk’s Society of Motor Manufacturers and Traders said: “ while demand for new vans remained robust throughout 2022, replicating last year’s high levels of fleet renewal was always going to be a challenge with relentless supply chain disruptions and wider economic malaise. A return to growth is expected in 2023, but if this crucial sector is to deliver for the economy, society and the environment, action is needed from all stakeholders, particularly in the areas of electric vehicle charging infrastructure and fiscal frameworks, enabling more van buyers to make the switch.”
John Manning, Market Lead, Henry Ford & Son Ltd., began his overall view of the LCV & pick-up marketplace during 2022 and into 2023, by saying:
“It was another tough year for the industry, still suffering the aftershocks from the Covid pandemic and difficulties with vehicle supply that affected all of the key players. This is reflected in the 17.7 per cent drop in new LCV sales during 2022 (versus 2021). It was heartening to see Ford retain its traditional
leadership of the LCV sector in Ireland during 2022. In a tough trading environment, our new vehicle sales tally dropped by 15.9 percent but we still managed to grow our market share from 24.3 per cent to 24.9 per cent in 2022. The Transit retained its crown as the most popular CV on the Irish market.
In the pick-up segment, with a total of 669 units sold, the Ford Ranger was again top of the class in spite of sales dropping by 50 per cent year-on-year which was as a direct result of the vehicle supply issues. The good news is that for 2023 we have new Ranger models arriving here, including an exciting new version of the Raptor and we are very confident that supply issues will not have as adverse an impact as witnessed during 2022.
Similar to the past couple of years, the used CV market is very buoyant at the moment. Of course, a key driver in this regard is the new vehicle supply issue that the industry is facing but equally, the boom in e-commerce is having an effect too. Many companies are having to not only renew their fleets but are also needing to increase the number of vehicles on the road thus increasing the demand for new or used vehicles.”
John is optimistic that improvements will be seen during 2023 in relation to the component supply issues and feels that the increase in the purchase cost of vehicles has not affected new sales.
with regards to the programme of electrifying its LCVs, John added that Ford’s EV transformation plans are continuing apace: “during 2022, the all new E-Transit arrived in Ireland and very quickly was pressed into service with customers across the country. Ireland’s largest parcel delivery company, dPd, is relying on a broad fleet of E-Transit models to help it meet its zero emissions targets. Ford Ireland has also secured orders for the vehicle from a range of private and public companies and organisations. Overall, Ford will introduce seven new electric vehicles in Europe by 2024 – three passenger vehicles and four commercial vehicles, uniquely designed to meet the mobility of a modern Europe.
Regarding pending arrival of new models, John mentioned that the all-new electric Transit Custom one-tonne van will arrive later this year, to be followed by the electric Tourneo Custom multi-purpose vehicle. 2024 will see the launch of the smaller next generation Transit Courier with an EV powertrain.
“In addition to the new models mentioned above, in 2023 we will be launching Ford Pro in Ireland,” explained John in conclusion. “It’s a global business and brand within Ford that is dedicated to delivering an always-on, one-stop shop for all commercial and government customers – powering their growth and productivity – today and tomorrow. Ford Pro is effectively a comprehensive suite of software, charging, financing, services and support on Ford and non-Ford products, helping to reduce fleet downtime and overall total cost of ownership. Ford Pro makes the complex transition to electric easy – providing ICE and electric vehicles seamlessly paired to intelligent Telematics tools, charge management software, hardware, services and customer support that enables mixed fleets to operate without disruption and help E-Transit and soon to be launched E-Transit Custom, reach maximum productivity and capability within electric fleet operations.”
Alan Bateson, Managing director, Volkswagen Commercial Vehicles Ireland noted of the outgoing year: “The overall market was somewhat curtailed by component supplies that restricted production, the market should have reached circa 26,000 for a second year but was nearly 6,000 short of this or -23% year on year (excluding car derived vans). The used market is also curtailed by the decreased new total market, as a result, used supply is short as a knock on and process and residuals are strong.
Component supply issues are improving but logistics (road, rail, sea transport) are now adding to the lead time of production and supply of new vehicles. This will most likely continue through 2023 with no clear end in sight, albeit plans are developing to remedy issues where possible.”
Asked about the ongoing increase in CV purchase costs, Allan replied: “Inflation is across all business sectors and we have seen price increases linked to materials costs and production costs, however, with our own financial lender, Volkswagen Financial Services we have been able to manage the costs for customers through leading lending rates and methods along with TCO programmes which also manage service and repair, i.e. monthly lease with no deposit.”
V wCVI’s entry into the BEV landscape is progressing well, he added. “Launching the Id Buzz Cargo was our first big step and has proven to be a huge success. This success will be further developed with the launch of the Transporter 7 1-Tonne BEV in 2024 and the E-Crafter shortly thereafter. Our mission is clear with our ‘ way to Zero’ focus and this will see even more new models launched to support this in the years ahead. we also look forward to the all new Amarok in May.”
All good on the killeen Road, dublin, where Toyota Ireland is pleased with its overall LCV sales performance according to Cathal Ryan, Corporate Sales, Toyota & Lexus. “Toyota commercials performed exceptionally well in 2022 with registrations increasing by 34% year on year, with the Proace City and Proace models selling particularly well. Customer demand in 2023 continues to be strong for both diesel and electric models. while new model supply remains challenging for the coming year, Toyota expects to fulfil many orders within 16 weeks. As in 2022, used commercial vehicles (particularly Toyota commercials) continue retain strong trade-in values.”
In relation to the components shortage challenge, Toyota was well placed. “In 2022 Toyota had some of the shortest lead times in the market for commercial vehicles, and within reason this is expected to continue for 2023. Placing orders early remains key to a positive customer experience. As a result of global component parts scarcity, all manufacturers have been forced to increase vehicle retail prices. In the short term thankfully, in many cases, the increase has been offset by
increased trade-in values, meaning the cost to change remains good value. This can be a little more challenging where a customer doesn’t have a trade-in.”
“Consumer appetite for Toyota EV commercials (City & Proace) is particularly strong, and the user experience has been very positive. Toyota Ireland’s EV strategy very much focuses on matching the appropriate EV to the customer’s requirements. This has been a learning process for both Toyota and our customers and so far, it’s going really well,” concluded Cathal.
Citroën Ireland, which increased its share marginally (by 0.5% to 6.8%), aims to increase its presence in the LCV market with a broader offering of electric powered light commercials and car derived vans (CdV) this year. “ we have recently brought C3 Aircross SUV Commercial to the range, adding to our very successful C5 Aircross and C4 CdV models. Our CdV selection now offers a comprehensive range of load dimensions and volume capacities to suit the needs of our customers,” explained Cathal Lanigan, Senior Marketing Executive, Citroën Ireland.
Fiat Professional, now distributed by Gowan Auto, is basically starting with a clean sheet of paper. A number of dealers have been signed up already as the resurgence of the Italian brand continues. Now under the Stellantis umbrella, Fiat Professional has refreshed its flagship ducato and recently added a reshaped Scudo and doblò, the latter two vans based on existing Peugeot/Citroen vehicles.
Commenting on the road ahead, Alexis Moore, Marketing Head of Fiat Professional for Gowan Auto said: “ while supply remains a consistent issue we are confident here in Fiat Professional that we will see healthy stock levels to enable us to promote the brands in the Irish market.”
She noted that with Stellantis moving all of its LCVs to common shared platforms, this is also true of the BEV variants of the LCV’s. doblò-e, Scudo-e and ducato-e will all hit the Irish market this year.
According to Fergal Marron, Head of Fleet at Opel Ireland, there remains a considerable excess of demand over supply through 2022 into 2023, noting that as the economy grows, businesses and tradespeople are looking to expand and replace their van fleets. “The disruption to parts
supply and repairers’ businesses means maintenance and repair of older vans is being delayed, putting more pressure on van rental companies for short- and medium-term rentals, increasing their demand for new vans. Lower availability of used vans from the Uk has reduced that source of vans too, also increasing demand.”
“ we see some small improvements in vehicle availability but predictability is still quite difficult, we are having to accept more what we can get built for us instead of being able to reliably place orders with certain time-lines. Opel’s van sale performance in 2022 was very strong, finishing with a market share of over 9%, and we hope to build on this in 2023. Obviously the future is electric, and van users and owners are becoming increasingly comfortable with the electric experience, while businesses are moving to EVs to achieve their sustainability goals.”
Peugeot Sales director at Gowan Auto, Luke Messitt is confident of an increased market into 2023: “demand remains high with many fleet companies planning to renew their fleets. The component shortage and the war in Ukraine had a huge effect on LCV production, mainly affecting our Partner van range. despite these difficulties, the Peugeot dealer Network have done a phenomenal job in keeping our customers informed and managing their expectations.”
Luke added that the retail price increases have not really affected sales to date due to demand continuing to outweigh supply. He made an interesting point in relation to the move towards electric: “Peugeot already has a full electric option for each model in its LCV range, with demand for the Partner and Expert models particularly strong. [Sales of] our EV commercial vehicles have been mainly driven by Semi-State, Local Government and other tender-based businesses.”
Fergus Conheady, Sales Manager at Mercedes-Benz Vans in Ireland was happy enough with sales during 2022, despite facing constant challenges: “ we hit our factory targets, however, these were adjusted to take account of lack of availability of product. There is general lack of supply within the market which has ensured that all available product is being sold, however there are more negative comments coming back from the market than in recent times so we’re very conscious of keeping a finger on the pulse to see how the market responds throughout the year. Our challenge with BEVs last year was lack of product. we are hopeful of this freeing up and being able to deliver more electric vans during the year. we look forward to introducing the new Citan, scheduled for a Q1 launch.”
Text: Jarlath Sweeney - editor@fleet.ie
A 565 kilometre, 8-hour round trip from Mayo to Wexford provided plenty of distance and time to assess the latest Fiat Scudo in its new body guise. But the journey was more of a recollection rather than a reconnaissance, as the van the Scudo is based on is already quite familiar - being the mass production model from the PSA Group that has given us the Peugeot Expert and Citroën Dispatch.
First launched in 2016, these two similar versions were subsequently joined by a version supplied to Toyota - the Proace, while more recently new sister brands in the PSA family, Opel and Vauxhall adopted the platform for the
has been for owner drivers/ tradesmen to specify a higher trim level or specification to the base van, investing in additional equipment and technology to make journeys more pleasurable. It is often the case that the van is the second vehicle at home.
The Scudo tested here is the long-wheel base L3 versions with its 2.0-litre, 145hp Euro 6 diesel linked to a 6-speed manual gearbox and trimmed to the Technicolor Plus level.
Immediately notable upon sitting in is the leather steering wheel with its remote controls and the 7” audio/ navigation touch screen with Bluetooth connectivity alongside. The load area was also well finished, nicely coated with 9mm anti-slip wood floor fixed with aluminium rods and also coated 6mm wood flanks and neat wheel arch covering.
Regarding its exterior styling, the Centro Stile design house in Turin has turned out an eye pleasing and distinctive front end with the new Fiat logo dominating the grille. Other than the brand badging at the rear end, the body shell and underpinnings are the same as the Scudo’s siblings.
camera footage, which appears on the touchscreen. But sometimes this system can be less functional due to adverse weather, or when reversing into dark spaces.
Apple Car Play and Android Auto enhance the infotainment experience with mapping, music/audio and other functionalities, The Moduwork dual passenger seat with its fold-down top section that provides a work bench area is also a very handy and practical addition.
Although launched originally almost 7 years ago, the Stellantis mid sized van has stood the test of time and will continue to do so. Overall the Scudo version is a tidy package, and with a 5-year warranty is a good choice of van worth serious consideration.
latest generation Vivaro. Subsequently, the electric variants were honoured with the IVOTY 2021 award. And now, following the coming together of PSA and FCA (Fiat Chrysler Automobiles), to form Stellantis, the Scudo name has been revived, and the mid-sized panel van is being marketed by Fiat Professional.
Over the years the various brand versions of this van have sold well, with customers liking what they see, enjoying the driveability and practicality. Its compact shape belies its considerable carrying capacity, while its powertrain is second to none, not to mention the high levels of driver comfort and safety equipment fitted.
An ongoing trend in recent years
That goes for the drivetrain too. The group’s 2.0-litre diesel delivers the power efficiently - and economically too as from the long north-south, cross-country run realised 6.7 L/100km overall, (bearing in mind that the van was unloaded both ways), an excellent figure for a mid-sized van.
with good load volume and load length (enhanced by the Moduwork feature that provides usable space under passenger seats under the bulkhead), the general package gets the thumbs up all-round except for observation - the exterior mirrors are too small, in shape and size.
Ok, they are heated and can fold away, but they do not cover blind spots adequately, particularly on the off/ kerb side. when reversing, it’s not so much an issue, thanks to rear facing
Mak E/Mo DE l: F I at Scu D o l3 lEVE l 2 tE c NI co p lu S
Engine: 2.0-litre Euro 6 diesel
Power: 144hp@3750 rpm
Torque: 340 Nm@2000rpm
Transmission: 6-speed manual
kerb weight: 1692 kg
GV w: 3100 kg
Towing capacity: 2.5 tonnes
Fuel economy wLTP: 6.6 - 7.2 L/100km
Fuel tank: 69 litres
dIMENSIONS:
Load length; 2862/4024mm (Moduwork)
Load height;1397mm
Load width; 1628/1258mm (wheel arches)
Overall length: 5308mm
Overall width: 2204mm
Overall height: 1895mm
price: from €30,122 incl vat
The new Ford E-Transit is arguably the most important new vehicle Ford Motor Company has launched in quite some time. Which might seem quite a big assertion - especially when one considers that on the surface at least, this electric version looks pretty much identical to the tens of thousands of current generation Ford Transits already on our roads.
But delve beneath the familiar looks and this van represents the start of the future of Ford Pro, the increasingly important commercial vehicle arm of the automotive giant, as it commences its journey to full electrification.
The E-Transit enters a large van electric market still in its infancy, but one that has struggled to make much of an impact to date, with offerings thus far coming with poor driving ranges and disappointing payload capabilities. Ford hopes its first all-electric commercial offering will change all that.
and the different front grille with blue horizontal stripes differentiate it from diesel models, with the CCS charging point neatly concealed in that front grille below the Blue Oval logo. Inside, the stand-out feature is the 12-inch infotainment screen running the latest SYNC 4 media system. Otherwise, slightly different dials apart, it’s pretty much standard Transit fare as regards layout and appearance.
Underneath the surface though, there’s a whole lot of different going on. Ford hasn’t simply plonked an electric motor and batteries in place of a diesel engine, instead it has thoroughly re-engineered the Transit. So, for instance, instead of putting the electric motor in the front where the diesel unit used to go, it resides under the rear axle driving the rear wheels. This has meant a redesign of the rear suspension so instead of the normal leaf springs and live axle, the E-Transit comes with coil springs and independent suspension. A dedicated high strength floor mounted cradle supports the batteries between the axles, helping to lower the centre of gravity. It means the load area floor is a little higher than on Fwd diesel Transits, but is the same height as that found on R wd versions.
Another feature that demonstrates Ford has really thought through the possibilities offered by the new powertrain is one that will appeal to many operators needing to use electrical equipmentthe ability to provide 2.3kw of onboard power, complete with sockets in the front and rear, via the van’s battery pack.
E NGINE, ra NGE a ND paYloa DS
ask about, price apart. Ford quotes a wLTP figure of 255km for this version (with up to 317km possible depending on model), which is significantly more than anything offered by rival brands to date. Test driving it for a week, I averaged about 200km from a full charge, returning a 32kwh/100km consumption figure (a figure which gives a theoretical 212km range). That was in a van that was unladen, though in fairness the driving was mostly over longer cross-country journeys on cold and windy days, so it’s likely that better figures could be achieved in more favourable driving conditions. Even at that, a 200km driving range will more than adequately cover the daily driving needs of many operators, making the E-Transit a far more usable option than any of its rivals to date.
The familiar looks are deliberateFord wants to make the switch to electric motoring as seamless as possible for van drivers, hence both inside and out, those acquainted with diesel models will feel at home. On the outside only the discreet E-Transit badging at the rear
As regards ‘engine’ options, there’s a choice of two electric motors driving the rear wheels, giving power outputs of 184PS and a rather whopping 269PS. Both versions come with a healthy torque figure of 430Nm. A 68kw battery pack stores the power. Rapid dC charging at speeds of up to 115kw is possible, or alternatively an onboard charger can take AC power at up to 11.3kw
The range is probably the first question most potential customers will
There are few compromises on the payload front either, with the E-Transit able to carry up to 1,758kg on the heavier models. Our test drive L3H2 350 with the less powerful electric motor offers a payload figure of 960kg and a load volume of 11 cubic metres. Comparing directly with an L3H2 diesel model (in Fwd) that model has a payload of 1,319kg and the load volume is slightly larger at 11.5 cubic metres thanks to the slightly lower floor. So the EV model is slightly compromised, but for many operators, an EV capable of carrying nearly a tonne is going to be a very usable tool.
Another area where it becomes apparent that Ford has gone the extra yard is that it has recognised the many uses that vans are put to - including that many are fitted aftermarket with racking systems, plumbing and electrical fitments, and other modifications that require drilling into the van. Something fraught with danger with battery packs in the structure, but unlike other brands who do not permit any such modifica-
tions to their EVs, Ford has put together a working manual for aftermarket converters that outlines where and where not modifications can be made.
The reality at present is that electric vehicles are expensive, and that applies even more to commercial vehicles than passenger cars that can avail of significant grants. Obviously compared to a diesel model, the E-Transit comes at a significant premium - speccing the nearest equivalent 130PS diesel L3H2 version in Trend spec on Ford’s website brings up a figure of €48,778 compared to the €72,468 of the E-Transit. But the Ford compares favourably price wise compared to rival electric vans, and of course operating and running costs can be expected to be significantly less than diesel vans.
The test van was fitted with the only Option Pack offered on the E-Transit. The Ultimate Pack 2 is priced at €2,287.80,
but for that you get a very extensive and worthwhile range of items - see Spec Check below.
t h E Dr IVING Exp E r IEN c E
Sitting in the cab of the E-Transit, one’s attention is grabbed by the centre mounted touchscreen. The SYNC 4 information system controls the usual multimedia functions, but other features unique to the E-Transit include Charge Scheduling which allows you to set times for the vehicle to change when plugged in, and Vehicle Pre-conditioning which preheats the cabin before departure. Also available is Pro Power OnBoard functionality allowing the vehicle to be used as a 2.3kw, 230V generator. Many of these functions call also be controlled via Ford’s smartphone FordPass app. Compared to earlier iterations, SYNC 4 is easy to use and is one of the better touchscreen systems presently available on cars or vans.
A multi-adjustable steering and comfortable and supportive seats ensure an ideal driving position. Engaging drive involves twisting the knob where the manual gearbox would otherwise reside. As well as drive mode, increased regeneration is available by pressing the L button in the centre of the knob. It provides an increased level of deceleration when you lift off, albeit unlike some EVs that can be driven pretty much without recourse to the brake pedal, the E-Transit won’t come to a complete stop in L mode.
As for the actual driving experience, well it’s fair to say that it’s better than that on many upmarket cars.
A combination of no engine noise, seamless acceleration and the revised suspension removing much of the harsh ride one often associates with vans bring hitherto unknown levels of refinement to the segment. The steering is as
responsive as we’ve come to expect from Ford products, while the 184PS electric motor will be powerful enough for most applications.
The E-Transit won’t instantly replace every diesel Transit currently on our roads, and its cost will be prohibitive for some. But it comes closer to being a like-for-like replacement for large diesel vans than any electric offering we have seen to date. Certainly, anyone who drives one will not want to go back to diesel thereafter. All in all it represents a significant development in the move to electric van motoring.
Text and Photos Cathal doyle - cathal@fleet.ie
The Peugeot e-Partner, together with its largely identical siblings, the Citroën e-Berlingo, Opel Combo-e and Toyota Proace City Electric (and soon to be joined by the Fiat E-Doblò), has narrowed the gap between diesel and electric light commercial vehicles. Is it worthy of serious consideration?
The e-Partner has been designed to be as close as possible to the diesel versions of the same product. Subtle external badging and and slightly different dials on the dash are about the extent of the visual differentiation.
It bears comparison with diesel models in other aspects as well, notably having the same load capacity volumes (4.4 cubic meters for the L2 version tested here). In this longer version the e-Partner has a payload capacity of 751kg. That compares quite well with the 974kg offered by the equivalent L2 100bhp 1.5 BlueHdi model - which is among the best in class for the small van category. The electric van suffers a bit more when comparing trailer towing capabilities, maxing out at 750kg compared to the 1200kg for the equivalent diesel.
A 50kwh Lithium-Ion battery is paired to a 136bhp electric motor. Acceleration of 0-100km/h in 11.2 seconds is faster than the 100bhp diesel’s 13.2 seconds, but slower than the 10.6 seconds possible for the 130bhp diesel version (all figures for L2 variants). Suffice to say that it is plenty fast enough.
Peugeot says that up to 275km is possible on a single charge, though driving it for a week I found 248km was the best I could achieve. Unless regularly undertaking long distance runs, that should meet the daily running needs of most operators. we did note though that range dropped away quite drastically on longer main road runs, even when going no faster than 90-100km/h. It performs better around town and a long term energy consumption figure of
17.9kwh/100km on the test van suggests it will be cheap to run, with the caveat that the van would have been unladen for most of that running.
Importantly, you shouldn’t have to wait forever to recharge the e-Partner as it can accept fast charging at speeds of up to 100kw. That should replenish the battery to 80% charge from zero in around 30 minutes. Overnight charging from a 7.4kw wall-box will take around 7.5 hours to reach 100%, or 5 hours with a three phase 11kw wall-box.
Very like its diesel counterpart, if quieter, is the straightforward answer here. Anyone coming from the diesel model, particularly one with the automatic gearbox, will find it very familiar. The gear selector lever is the same as that found on the auto versions, with the addition of a B button which provides extra regeneration when lifting off, but won’t bring the van to a complete halt. There’s a choice of three driving modes including an Eco setting which limits the power to 81.5bhp and cuts back on the air-conditioning.
The display in front of the driver has an energy consumption gauge instead of a rev counter, while a second gauge displays how much energy is being used by ancillary equipment such as heating. Rather discouragingly, even turning the
heater on to level 1 out of 5, and with the aircon off, this shot the dial up to three quarters of maximum usage efficiency. Heated seats and steering wheel would be a useful addition here.
Other observations about the van not specific to the electric version are that the third seat in the middle is really only practical for occasional use by a smaller person, though the seat back folds down to give a useful work surface. The steering only adjusts for tilt, not reach, meaning I was unable to achieve an optimum driving position for me. The external mirrors also could benefit from having blind spot sections as found on other vans. Though I did like the pleasingly solid and most un-van like clunk when closing the doors!
Cost wise the e-Partner in L2
Professional Plus trim has an RRSP of €38,425 including SEAI grant. A diesel equivalent costs €29,295. That remains a significant margin, and probably means it remains an unrealistic option for many for now, even with significantly reduced
running costs. However for any LCV operator committed to going green, the e-Partner will meet expected requirements with minimal compromise.
Mercedes-Benz Vans, together with Austrian Post, is testing filter technology developed in cooperation with Mann + Hummel in real-life operations.
The technology, which is designed to reduce fine particle emissions in the immediate vicinity of the vehicle, including those generated from tyre, brake and asphalt abrasion, was first introduced in October 2021 via the Sustaineer (Sustainability Pioneer) technology platform from MercedesBenz Vans.
In August, two eSprinters operated by Austrian Post (Österreichische Post), the country’s major provider of postal services, were equipped with integrated fine particle filters in the front module. Since then, the all-electric vans have
After inspection and examination of the filters by the filtration specialist Mann + Hummel, it was determined that the filters were undamaged and without deformation. Since the start of the pilot project, the eSprinters were in use for almost 60 days and each filtered around 6.400 milligrams of dust from the ambient air.
This makes it clear, after just a few weeks of test operation, that the use of the filters in this urban delivery situation can be suitable for improving environmental air quality. The fine particles are filtered out close to the source, i.e. where the concentration level in the city is highest. Further results from the ongoing test operation are expected in mid-2023.
In addition to the durability of the filters, the pilot project will also analyse the effects on the vehicles.
The Institute of Energy & Environmental Technology (IUTA) in the German city of duisburg is providing scientific support for the project. The filters are regularly checked on site by both Mercedes-Benz Vans and Mann+Hummel.
platform Sustaineer which shows how the electrified commercial transport sector can contribute to liveable cities
been out and about in Graz every day and have to date covered a total of almost 10,000 km on their delivery routes. Initial findings indicate that the filters can be an effective solution in eliminating particle emissions.
On their daily tours, Austrian Post’s test vans travel an average of 60 km each. The routes lead from the postal logistics centre in k alsdorf to the city centre of Graz and back. On a tour, each of the two eSprinter delivers an average of 160 parcels and stops just under 100 times.
The initiative fits seamlessly into Austrian Post’s smart overall concept, known as “Green Graz”. Since November 2021, the Austrian postal fleet in Graz has been exclusively using all-electric vehicles for the delivery of parcels, letters, advertising mail and print media, ensuring that these are delivered with zero local CO2 emissions while reducing noise emissions in the city. The pilot project is intended to show how these successes can be further optimised.
The technology for this pilot project comes from the development of the Mercedes-Benz Vans technology
and resource conservation. The technology platform, developed in conjunction with Mann+Hummel, is equipped with two fine particle filters that filter particle emissions generated by tyre, brake and asphalt abrasion, as well as other fine particle emissions from the outside environment in the immediate vicinity of the vehicle. working in combination with the suction fan already in the vehicle, particles down to a size of ten micrometres (PM10) can be collected. The effectiveness of the filtration increases further with higher levels of particulate matter in the environment. This means that in urban areas with poorer air quality, far greater quantities of particulate matter can be filtered out.
In addition, the vehicle is equipped with a fine particle sensor that measures the fine particle concentration in the air and can control the filtration performance accordingly. This means that the vehicle can also be used as a mobile measuring station. The filter elements can be easily removed and replaced during the annual service.
Text: Jarlath Sweeney - editor@fleet.ie
A pre-production version of the new Mercedes-Benz eSprinter, due later in 2023, completed a special test drive late last year. With only one battery charge and without recharging, the long distance route took the eSprinter from the Mercedes-Benz Museum in Stuttgart to Munich Airport and back again, a total distance of 475 kilometres. The electric van returned an impressive power consumption figure of just 21.9 kWh per 100 kilometres for the drive, despite the fact that the route chosen was extremely demanding in terms of fuel consumption due to the high proportion of motorways and the climb up the Swabian Jura. If those figures can be replicated in full production models, it points to the new Sprinter being a class leader in the rapidly expanding large electric van class.
The new Mercedes-Benz eSprinter will be launched with three different battery sizes. A pre-production variant with the largest of the three variants was selected for the test trial. with a view to a practical vehicle configuration for CEP use (Courier, Express, Parcel service), an extra-long eSprinter with a high roof was selected for the demonstration run.
The new Mercedes-Benz eSprinter is set to be launched with numerous configuration options and a high load capacity combined with a long range, making it, Mercedes-Benz hopes, one of the most flexible large electric vans in the world.
In order to replicate real driving conditions for an express delivery between Stuttgart and Munich, the journey was not completed on a closed-off test track, rather on a route incorporating inner-city traffic as well
as national roads and motorways. The topography was not optimised either, with the trip taking in the challenging climb up the Swabian Jura.
From the Mercedes-Benz Museum directly at the Mercedes-Benz plant in Untertürkheim, the eSprinter travelled on the B10 in the direction of Göppingen and on to Ulm. There the run changed to motorway driving, leading to Munich Airport via the A8 and A99. Afterwards, the drive continued on the motorway back towards Stuttgart, where at the wendlinger k reuz junction the journey led back to the MercedesBenz Museum via the B313 and the B10. with a total journey distance of
certified that the consumption of 21.9 kwh per 100 kilometres was achieved was achieved with one battery charge and that the vehicle was in due order. with a potential range more than double that on offer from the current eSprinter (depending on configuration), the new eSprinter will be an important element in Mercedes-Benz Vans’ move to electrification, and towards achieving its “Lead in Electric drive” target.
key elements of the new vehicle were defined in close cooperation with the brand’s customers, including options for three battery sizes, and several body variants from panel van to chassis for box bodies. It means the
475 kilometres, the lowest section was at 210 metres above sea level and the highest at 785 metres above sea level. Upon arrival, the instrument cluster showed a remaining range of about another 20 kilometres.
To ensure independent verification, an inspector from TÜV Süd sat in the passenger seat next to the MercedesBenz test driver during the entire journey. As an independent testing organisation, TÜV Süd has officially
new eSprinter will be significantly more flexible than hitherto, opening up the potential of new customer segments as well as markets - beside Europe, the new eSprinter will be sold for the first time in the USA and Canada. The new eSprinter will be produced successively in Charleston (South Carolina, USA), düsseldorf and Ludwigsfelde, Germany from the second half of 2023.
Text: Jarlath Sweeney - editor@fleet.ie
The Caddy – originally introduced in the United States in 1979 as the Rabbit Pick-Up – first rolled off European production lines in November 1982, and has since established itself as a major player in the compact and urban van market.
Originally based on the Mk1 Volkswagen Golf, and adopting its front end, over the years the Caddy has proven itself as a flexible, robust and reliable vehicle for tradesmen, delivery firms, young families and many more, with successes spanning across four decades and five generations of the model.
To celebrate the Caddy’s forty years of production, Volkswagen Commercial Vehicles is taking a look back over the history of this iconic van.
After the first-generation Caddy’s introduction in 1982, it remained on sale in Europe until 1993, before the introduction of the second-generation model in 1995. Available as a panel van
model, based on the Mk5 Golf platform, were substantial, with a greater variety of models including a flexible seven seat configuration that lent itself to young families for the first time, as well as improved payload and load space
The fourth-generation Caddy brought further improvements in vehicle safety and efficiency, as well as a range of two, five and seven seat configurations for complete customer versatility, making it practical for work and leisure, city driving or countryside excursions, family life and beyond.
Now into its fifth generation, the Caddy 5 is more innovative and versatile than ever, offering a host of driver assist systems and intelligent tech features designed to make driving simpler and more enjoyable, with features such as Bluetooth hands-free, a multi-function steering wheel, and an
c a DDY c ar G o
The Caddy Cargo provides a wealth of space thanks to the van’s wide load bay, ranging from 3.3m³ to 4.0m³ – enough for two Euro pallets loaded sideways. Available with a choice of engines, the option of manual or dSG gearboxes,
and high-roofed estate, the Caddy Mk2’s versatility made it ideal for everyone from couriers to tradesmen and service providers.
Caddy ‘Mk3’ arrived in 2003, when manufacturing was moved to a Volkswagen facility in Poland that has been dedicated to producing the van ever since. Improvements made on this
emergency e-call system all included as standard.
Based on Volkswagen Group’s multi-purpose MQB platform, the Caddy range has been expanded to include the Caddy Life, Caddy Cargo and Caddy California.
and 4MOTION all-wheel drive, the Cargo’s adaptability enables it to meet the needs of multiple commercial vehicle drivers, whether loading cargo, squeezing into tight spaces, or taking on longer trips.
c a DDY c al IF or NI a
A new variant with the 5th generation Caddy, the Caddy California serves as the perfect companion for those seeking adventure, offering a compact yet spacious living quarters including a foldout bed and mini-kitchen, while also remaining a practical five-seater passenger vehicle.
As the newest and most compact member of the Volkswagen campervan range, the Caddy California maximises on space, with the foldout bed doubling up as a rear shelf, while two folding chairs and a camping table make it a real home-from-home.
Packed with Volkswagen’s most advanced infotainment, connectivity, safety and driver assistance systems, the new Caddy California is the most innovative and versatile yet.
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