THE OFFICIAL IRISH JOURNAL OF THE INTERNATIONAL VAN OF THE YEAR & INTERNATIONAL PICK-UP AWARDS
Volume 17. No 2. Summer 2020
ARCTIC VAN TEST 2020 -
INSIDE
Four to the Fore in Finland!
INSIGHT: Volkswagen Commercial Vehicles Ireland and COVID-19 INSIDER: Exclusive look inside Ford UK’s HQ at Dunton TEST DRIVE REPORTS: Ford Fiesta Van & Renault Master MILESTONE: 45 years of the Volkswagen Crafter lineage
Contents Summer 2020 45 News • First draft drawings of new Volkswagen Amarok • 200,000 Generation 3 Citroën Berlingos
Fleet Van & Utility holds the Chairmanship of the International Van of the Year Jury
Fleet Van & Utility Magazine, D’Alton Street, Claremorris, County Mayo, Ireland. Tel: +353 (0)94 9372819 Fax: +353 (0)94 9373571 Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney Contributors: Cathal Doyle, Rob Van Dieten, Henri Pakarinen, Klaus Bremer
Photography: Jarlath Sweeney, Cathal Doyle, Rob Van Dieten, Henri Pakarinen, Juho Kauranen Administration: Denise Owens, Paula Mullarkey
46 Insight Report on LCV market from VWCV - Covid-19 48 Fleeting Shots • Nissan’s zero emission Ambulance • Next generation EU platform created • Secure your van valuables 49 Group Test Exclusive! Arctic Van Test 2020 – Finland
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Advertising: Mary Morrissey, Orla Sweeney Design: Eamonn Wynne Printed in Ireland
Disclaimer: Fleet Van&Utility Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the 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.
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54 Insider Unique look at what happens inside Ford’s UK HQ 57 Test I Ford Fiesta Van 58 Test II Renault Master on the move 60 Milestone Volkswagen Crafter’s 45 year timeline
NEWS | 45
REVEALED: First design sketches of new Volkswagen Amarok
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t the recent annual Volkswagen Group Media Conference a dramatic design sketch of the next series Amarok 1-tonne Pick-up truck was revealed. As previously reported, the new Amarok will be one of the fi rst new models to emerge from the much heralded collaboration between Volkswagen Commercial Vehicles (VWCV) and the Ford Motor Company’s Commercial Division. Due for launch late next year, the new Amarok will share many components with the next generation Ford Ranger, while keeping with Volkswagen family model styling. V WCV Head designer Albert Kirzinge informed Fleet Van & Utility that the Amarok project is well underway and he and his team are excited about what lies ahead. The fi rst design drawings suggest that the new Amarok will feature an even more powerful and aggressive stance than the current model, though we expect what will fi nally emerge will take styling cues from the new Caddy 5 launched earlier this year, with the actual production model being toned-down somewhat from the design artist’s impression.
Co-designing of a range of vans between both parties are to follow, with the fi ft h edition of the Volkswagen Caddy van and MPV to form the basis for the new Ford Transit Connect line-up, while there is an as yet unannounced plan for partnership between both brands in the medium and large van categories, which will include a joint assembly programme. The coming together of these two powerful auto brands is all about production volume and synergy cost savings, in what’s likely to be an even more competitive global marketplace post Coronavirus.
There are no details yet about the powertrains but we expect a hybrid option available alongside traditional diesel engines. Twice winner of the International Pick-up Award, since the award was introduced in 2009, the Amarok won many other national titles around the globe when it was launched. Global sales were positive with the Double Cab utility cum leisure vehicle maintaining strong market performance throughout its life. Last year worldwide sales reached 72,513 units following on from 79,000 and 81,000 units purchased the previous two years.
200,000 third generation Citroën Berlingos
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ess than 18 months since it was launched, the third-generation Citroën Berlingo has already generated over 200,000 sales worldwide. Across Europe, the 2019 International Van of the Year winner achieved 16% segment share (Berlingo and Berlingo Van combined) in 2019, making a major contribution to the strong European performance of Citroën overall, as the brand achieved the strongest growth amongst the top 12 carmakers in 2019. In its segment in 2019, two out of three registrations were for the commercial vehicle version. With its class-leading comfort, intelligent design and driving assistance technologies, the multi-award winning third-generation Berlingo van strengthens its appeal through
a rich product mix, and options such as the Extenso Cab (three front seats) which nearly 80% of customers in Europe are selecting. Another popular choice, selected by nearly
a quarter of buyers, is the Surround Rear Vision option that comes with a five-inch screen located in the place of the interior rear-view mirror. www.fleet.ie
46 | INSIGHT
Volkswagen Commercial Vehicles Ireland reboots with RESTART
Alan Bateson, Director Volkswagen Commercial Vehicles Ireland
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E STA RT is Vol k s wagen Commercial Vehicles Ireland’s (VWCVI) new strategy with a broad range of initiatives for its dealer network, in order to resume sales and aftermarket activity during the COVID19 pandemic. All dealers are well prepared and equipped to meet the Health & Safety (HSA) guidelines. To date some dealers have had HSA inspections and were passed with 100% compliance. From the showroom to reception area to workshop and parts sections, no stone has been left unturned in meeting the required measures and more. On a webcast press briefi ng Alan Bateson, Director VWCVI outlined the programme for progress under the RESTART initiatives covering fi nance packages, a focus on used sales and the arrival of the new product renewals and additions to same. He highlighted the peaks and troughs of the
various models under the Volkswagen Commercial Vehicles umbrella. “The Caddy, Ireland’s best-selling van, which peaked at 25.8% market share last year, is due for renewal with the next generation to be launched here early 2021. The Transporter T6.1 is touching 20% with the current recently revised model, while the Crafter is doing exceptionally well, with its premium qualities pushing beyond 15.6% (up from 6.5% in 2007). As the Amarok has ceased production at this stage, it still commands almost 11% of the Pick-up market. While we await the new version, which will be a collaboration between Ford and VWCV, we still have a number of units left to sell, keen demand is expected during the fi nal run out of the multi-award winning Pickup truck.” Commenting on the current situation and into the remainder of the market year, the darkness continues as Alan predicts that the estimated 21,500 unit sales of light commercials for 2020 is unlikely to reach 16,800 resulting in almost 22% downturn, so dramatic in that these figures won’t make it commercially viable for some dealerships to continue in business. From a graph shown on screen, back in 2007, at the peak of the marketplace for vans and utilities, it almost topped 30,000 units. From then on, as the recession hit, the all-time low of 6,835 units in 2009 took five years to recover with a decent upward trend to 13,258 LCVs recorded in 2014 to near 23,000 in 2016 and 22,531 units last year.
To help boost sales and retain (if not increase) market share in a declining market, VWCVI has come up with a number of att ractive offers. “We have come up with a ‘Together, we restart stronger’ campaign, with a ‘Drive business now, pay later’ offering. On all new Volkswagen vans purchased before 31 July, we’ll defer the fi rst three months payments and help customers with a purchase contribution of up to €3,500. It’s our way of helping Irish businesses get back to full speed faster,” said Alan. “And with 2.9% HP fi nance, it’s the lowest rate in the business,” he added. On the subject of fi nance, the Volkswagen Bank or Financial Services (FS) is also doing their bit to keep businesses afloat with payment breaks to current customers and looking favourably towards new deals with 96% acceptance to date. Actually, VWCVI has the highest penetration of VW Finance customers in the world with two in every three customers taking out an FS contract with their new vehicle. Alan also mentioned that some of the offerings are unique in that as an LCV supplier VWCVI is the only manufacturer to provide commercial PCP and commercial lease and also to guarantee residual values. It’s success has been acknowledged in winning the 2020 International Financial Service Market Award. “Now our focus is to improve on this, expand rapidly and go digital immediately. A new on-line sales consultancy has been established where enquiries are channelled through the dealer sales team to where and when the process begins. Looking on the bright side and with the current restrictions in place, together with the lengthy summer sunshine has resulted in growing interest and demand for Volkswagen campervans, namely the California (T6.1) and new Grand California (Crafter) from #StayCation customers.
New Volkswagen Caddy FLEETVAN&UTILITY | Summer 2020
On the back of the new sales drive is a new Approved Used Programme, with many benefits for potential customers such as one-year warranty, roadside assistance, 4.9% finance, CVRT and Ready-to-Go preparation.
INSIGHT | 47 While the lockdown was in situ, some dealers were working behind the scenes to keep front line workers and blue light vehicle operators on the road with call-out services and parts availability provided. A full emphasis on hygiene and customer care was ensured at all times. Alan returned to the new Caddy Generation 5 that will replace ‘Ireland’s best-selling van for the past ten years’, as he put it. Generation 4 will cease production by the end of week 30, 2020, with the new arrival due here by week 3, 2021. He proudly highlighted the high spec packed into the totally new model, with many infotainment and driver assistance systems on board. Then there is the all allelectric version of the Transporter T6.1 to come with the zero-emission technology engineered by eABT, a technical partner to the Volkswagen Group. With its 37.3 kWh/109hp battery pack, the 2.8 tonner GVW will carry over 1-tonne and cover a range distance of 130kms. Prices after the SEAI grant is €52,600. To come next year is the Caddy 5 eABT and upgraded e-Crafter, with the I.D. BUZZ planned for 2022. In conclusion Alan Bateson said; “We are delighted to be back in business and look forward to making our RESTART strategy a success for our Customers and our Retailers, our country and business sector is in a difficult place at present, and that will not improve rapidly so the measures we have deployed are there to assist Irish businesses and that is why we believe, together, we restart stronger. We have been working over the last 12 weeks to ensure we have the best offers for commercial vehicle buyers in the Irish market and what we have launched now is demonstration of that with a number of measures not available from any other commercial vehicle manufacturer in Ireland at present, also our digital development will assist customers by making it even easier to discuss their needs with a Volkswagen Commercial Vehicles Product Expert. The market outlook is not great but our fi rst priority is to restart safely and put our staff and customers fi rst and ahead of anything else. The market will recover just like Irish businesses which were strong before and will be even stronger in the future. We are all in this together and we will do whatever we can to make sure we are there for our customers, the Irish business community.”
New Volkswagen eATB T6.1
Volkswagen California
Volkswagen Grand California
I.D. BUZZ www.fleet.ie
48 | FLEETING SHOTS
First Nissan all-electric Ambulance in service in Tokyo
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apan’s first Nissan NV400 Zero Emission (EV) Ambulance is the result of a strong collaboration among Nissan, the Tokyo Fire Department and the Tokyo Metropolitan Government. The Nissan EV Ambulance is based on a converted Nissan NV400 currently on sale in Europe. The bodywork, executed by Autoworks Kyoto, is compliant with Japanese regulations and designed to meet customer needs. The robust and practical ambulance package was developed by Gruau, a major European emergency vehicle bodywork company. Thanks to its EV powertrain, the noise and vibration levels in the vehicle are significantly lower in comparison with a traditional
gasoline-powered vehicle, helping reduce negative impact on patients as well as on staff handling sensitive equipment. Two lithium-ion battery packs support its EV capabilities (33 kilowatt-hours) with an additional battery (8 kWh) allowing longer use of electrical equipment and the air- conditioning system. The ambulance can also turn into a mobile source of power in case of a power outage or natural disaster. “Nissan strongly believes in sustainable mobility and strives to contribute to a world with zero emissions and zero fatalities,” said Ashwani Gupta, representative Executive Officer & Chief Operation Officer at Nissan.
“Th is project is another great example of our efforts to enhance accessibility of ecofriendly vehicles to local communities.” The introduction of the fi rst EV ambulance in the Tokyo Fire Department fleet is part of the Tokyo Metropolitan Government’s “Zero Emission Tokyo” initiative. The Nissan EV Ambulance is equipped with an electric stretcher that enables ease of operations for ambulance staff.
REE & KYB to develop next-generation modular EV platform
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EE Automotive (R EE) and KYB Corporation (KYB) have formed a strategic partnership to develop suspension capabilities for future electric vehicle (EV) platforms. Automotive Tier 1 supplier KYB’s semi-active and active suspension systems will boost REE’s n e x t- g e n e r a t i o n electr ic EV platform, which delivers complete design freedom and cost-effective, scalable solutions in e-mobility. The combined expertise of REE, a pioneering technology company and leader in electric vehicle platforms, and KYB, a leading global hydraulics manufacturer, will reshape the
movement of goods, people and services by revolutionisingg electric vehicle design. R E E ’s partnership w ith KYB further expands R EE’s global manufacturing capabilities. It also ignites a gywithinthe new level of suspension technology within the R EEcorner architecture solution, which integrates all drivetrain vehicle components (steering, braking, suspension, e-motor) into the wheel. The REEcorner combines with the REEboard – a completely flat platform – allowing complete freedom of design, improved performance and safety,
and modular applications for any vehicle type – from last mile delivery to heavy duty shipping. The KYB-REE partnership marks the fi rst time KYB has formally collaborated on EV platforms with a technology company.
Keeping the van fleet secure
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leet managers have a tough job keeping their van f leet on the road. Van security is constantly one of their biggest headaches, especially when it comes to vehicle security. It is a worrying time for all van users and these statistics will no doubt increase, unless we start to install better security systems into our vans. The fault for tool theft always lies with the criminals, though tradesmen and f leet managers do need to take action to protect themselves from the risk of tool theft and prevent thieves from compromising their
FLEETVAN&UTILITY | Summer 2020
livelihood. “A robust supplementary locking system could be the difference between thieves making you a successful target, or their attempt to break into your vans being thwarted,” said a spokesman for Locks 4 Vans. As the UK’s leading manufacturer and supplier of high security van theft deterrents and with nearly 20 years’ experience, many of the leading corporate fleets in the world use Locks 4 Vans products and seek its advice on how to fit robust supplementary van locking systems, that will not only give added security to the fleets, but to also give
the drivers and the fleet managers peace of mind. “Our Research and Development team are a vital part of this business and every time a van manufacturer brings out a new model or a face-lifted model, the R & D team are quick off the mark to develop locks specific to each door on the new vehicle,” the spokesman added.
GROUP TEST | 49
Arctic Van Test 2020
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he 2020 version of the annual Arctic Van Test included four light commercial vehicles from the one-tonne class, Finland’s most popular van category. Although the weather conditions were not particularly extreme this Winter, once again the extensive test programme provided a comprehensive analysis of the strengths and weaknesses of each of the contenders by measuring and comparing the properties of the vans from a wide range of different perspectives. The 34th Arctic Van Test was held at the end of February in Southern Finland. The line-up of light commercials under review were the Ford Transit Custom, Renault Trafic, Toyota Proace and Volkswagen Transporter 6.1. Van registrations declined slightly in Finland last year, for the fi rst time in almost a decade. One tonne vans are especially popular here, while sales of vans with all-wheel drive and automatic transmissions have grown substantially in this class. Last year, the Volkswagen Transporter was Finland’s best-selling van model with 2,080 units delivered. When including all models Ford was the best-selling van brand last year with the Transit Custom challenging the VW Transporter. The Toyota Proace, the heir to the old Hiace which traditionally dominated the Finnish van market, continues to appeal, while the Renault Trafic remains a highly popular choice across Europe. Last year Renault increased its van registrations in Finland despite the shrinking overall market. Th is year’s group test included the top selling one-tonne vans in Finland, with the exception of the Mercedes-Benz Vito.
As part of the test, all the vehicles were measured and their equipment and serviceability functionalities were checked. Each van’s cab noise level was measured with a decibel meter while stationary at idle with air conditioning at minimum and full, and at 60 km/h and 80 km/h on the road with air conditioning at minimum. Regarding load capacity, the Toyota Proace as tested can carry up to 1,255 kg, the Trafic 1,160 kg, the Transit Custom 970 kg and the Transporter 818 kg. On the towing front, the VW Transporter’s 2,500 kg braked trailer mass was the highest in the test. The driving tests themselves were performed in two sections. An urban route simulating the operation of vans, and a road test with a longer driving journey. Drivers evaluated the att ributes of the vans during both test runs. Fuel consumption was also measured from both trips. In the driving tests, all vans were loaded with a load of 175 kg. The runs were made on Shell’s GTL (gas to liquid) diesel, which contains fuel made from liquefied natural gas. The Shell GTL’s cetane number is higher than regular diesel and therefore it ignites more easily and brings immediate performance to the engine. Dry weather Unfortunately, in southern Finland the new year began with a prolonged warmer than usual Autumn, and went directly into a mild Spring. Fortunately, during the test week a slight frost emerged, with air temperatures ranging from minus eight in the morning to one in the afternoon.
Contenders Arctic Van Test 2020 • Ford Transit Custom 320 L2H1 Limited 2.0 TDCi EcoBlue • Renault Trafic 2.0 dCi L2H1 EDC Navi Edition • Toyota Proace L2.0 D 120 Automatic Edition Pro Premium • Volkswagen Transporter 6.1 Pitkä 2.0 TDI 4MOTION DSG Automatic transmission All the vans tested had front-wheel drive, except the Volkswagen T6.1 which was equipped with its 4Motion all-wheel drive system. Ford and Renault topped the diesel engine output with 170 horsepower, with the Volkswagen producing 150 hp and the Toyota 120. Updated versions of Transporter and Trafic were introduced last year and were included in the test. All vans were specified with automatic transmissions and friction tyres.
www.fleet.ie
50 | GROUP TEST
Ford Transit Custom
Renault Trafic
Although there has been a lot of snow in northern Finland this Winter, in the south the general conditions remained dry. Therefore, during the tests the road surface were mainly dry, but due to the frost there was very occasional black ice on the road. During the road trip, snow could be seen on the Vierumäki ski slopes and on the slopes of the Messilä ski resort. The traditional ‘Arctic’ name may not best describe this year’s test, but fortunately the frost provided a touch of winter for the test programme and the vehicles in particular. The minus temperatures put the vehicles’ heating equipment to work and challenged the engine, as well as fuel consumption. Usually February is wintery throughout Finland, but this time the organisers of the test could do nothing but bow to the forces of nature. As the climate warms, the snow line is constantly pulling further north and the likelihood of more snow-free weather as experienced this winter will increase.
distribution tasks. Even in our now highly digitalised world, drivers may still have to use some paperwork. The test driver panel estimated that the best facilities for A4 sheets were in Transit Custom while the Proace was rated the poorest. The cabin storage in the Transporter also received some criticism, with testers noting that it was difficult to fi nd a suitable place for a phone or paper.
Mobile office A well-equipped cab interior helps drivers perform their daily FLEETVAN&UTILITY | Summer 2020
The Transit Custom and Proace were praised for their convenient writing pad area, available by turning down the back of the middle seat. In general, all test vehicles have versatile multimedia s y stem s a nd appropr iately-si z ed touch sc reen s . Smartphones are easily connected to in-vehicle multimedia systems such as Bluetooth. USB-slots for charging phones and other devices were also conveniently found in all test cars. Volkswagen is ahead of the game in terms of wired data transfer, as the T6.1 is equipped with the new and faster USB-C plug. Unfortunately, this type
GROUP TEST | 51
Toyota Proace
Volkswagen T6.1
of connection is not yet very common among users, requiring a separate adaptor to connect older USB devices which can be a disadvantage.
it is a slightly smaller vehicle and its floor is lower than the others. On the downside, the Proace’s cab is smaller and therefore slightly narrower. However, unlike the gear handle fitted to other vehicles, its gear selector solution is a round disc. Th is provides extra legroom as a result making it easier to pass through the cab. In contrast the Renault Trafic was the most difficult to get through.
Ford and Volkswagen were the only ones equipped with two hooks for storing jackets and coats, and the Transit Custom stood out for providing a drop-down storage case for sunglasses or driving glasses. Operators of these 1-tonne vans typically are involved in distribution work where the driver has to egress and ingress several times during the working day. Therefore ease of access is important. According to the judges, the Transporter received the poorest rating for boarding. The Trafic was rated as the best, while the Transit Custom and Proace received almost the same score. Getting into Toyota’s cabin also received a special mention from the tallest test driver. It is easier to get into the Toyota by the fact that overall,
In the City The city driving part of the test performed in Helsinki was less than 130 kilometres in total distance, with each member of the test team driving the same 30 kilometre route on all vehicles, which included many stops and a broad urban drive. In terms of driveability, each vehicle presented is at a high level, with light handling and good engine performance. The Proace with its lower displacement diesel offering 120 horsepower, also proved to be the most agile in city driving. However the 170-horsepower of the Transit Custom and Trafic proved to be the best, with the torque www.fleet.ie
52 | GROUP TEST levels of the engines pleasing the test drivers the most in the urban environment, although the Transporter didn’t lag far behind.
bulkhead hatch that allows long goods to be transported.
Transporter’s controls were rated most efficient in urban driving with Proace’s systems receiving the thumbs down. Indoor noise levels during city driving was found to be most pleasant in Transit Custom with the Trafic likewise perceived to be quietest.
As the one-tonne class vans are made for transporting goods efficiently there were a number of well-placed load lashing loops in the cargo space of each van tested - up to 17 in the Trafic. In addition to the loops, the Proace had load-bearing rails. Thanks to these load lashing loops, the securing of the cargo is fast and easy in every van.
The Transit Custom recorded the lowest average fuel consumption in urban driving, returning 7.47 l/100 km, with the Trafic coming in second with a reading of 7.63 l/100 km. The average consumption of Proace in city driving was 7.78 l/100 km, while the four-wheel drive Transporter consumed 7.82 l/100 km. Margins differed litt le around the city.
While the Proace’s load volume capabilities was less than the others, the Transporter’s cargo space was measured as the largest. Surprisingly, the loading sill height at the rear door in the Proace was higher than the others. From the side door, the lifting height was prett y much the same on all the vans. The widest cargo compartment doors were seen in the Ford and the Volkswagen.
In the urban environment, the importance of mirrors and reversing is significant. Defi nitely the best exterior mirrors were to be found in Ford Transit Custom’s large frames, with testers noting that its wide-angle section assured good all round visibility especially when reversing. The Renault Trafic’s mirrors also received an honourable mention, being of good size and having a small wide-angle section. The mirrors of the Transporter and Proace were deemed to be too small.
In conclusion In all respects, the analysis went very smoothly. The test drivers were impressed by the good driveability of each vehicle. The overall assessment of the urban driving phase was a close call. The Transit Custom, Trafic and Transporter received the same average rating from test drivers in city driving. On the longer road test, the Transit Custom received the best overall rating, while the Toyota Proace, on the other hand, (which as we know is based on the Groupe PSA Peugeot/Citroen/Opel Expert/Dispatch/Vivaro) excelled in terms of overall fuel economy.
Evenly on the highway On the 300 kilometre long on-road driving section, the Toyota Proace proved to be the most economic vehicle. Its average road consumption was 5.99 l/100 km, which is almost two litres less than in the urban drive sett ing. Second in the road consumption trial was the Renault Trafic with a fuel usage figure of 7.01 l/100 km, with the Volkswagen Transporter third with 7.87 l/100 km and the Renault Trafic next on 7.88 l/100 km. On the road, the Transporter’s engine and dual-clutch transmission impressed the drivers the most, along with its overall control. The driver’s seat, on the other hand, felt most comfortable in Transit Custom. Each vehicle was fitted with cruise control, with adaptive (ACC) versions on the Proace and Transporter increasing driving comfort by one notch. The cruise control systems were slightly different in each vehicle, and looking for them while driving takes time to engage . However each solution does work well once the driver is used to it. Some noise levels were experienced at high speeds, with the Transit Custom and Transporter being perceived as the quietest. In decibel measurements at the speed of 80 km/h, the indications were almost equal among the vans. On the highway, a vibrating sound was noticed from the Renault, while the sound of the Transporter’s turbo was clearly heard as it accelerated. In general, the measured decibel levels were surprisingly similar between all the vehicles. Load space Noticeable at fi rst was the Toyota’s load area, being slightly smaller than other test vehicles. In contrast, the Volkswagen differed from the others in that it was not equipped with a lower FLEETVAN&UTILITY | Summer 2020
Big man in cramped conditions The van does the distribution work. The addresses of the goods to be delivered are usually close together, often in population centres on the streets, in cramped places. Being a van driver, having to bounce in and out throughout the day tests the taller person. As a measured 190-centimetre driver experiencing the 34th Arctic Test in a big winter jacket, it was quite a challenge. The Volkswagen T6.1 had the narrowest space to get behind the wheel. Space was cramped behind the steering wheel between the backrest and pedals, even with the best seating position at the steering wheel. The Renault Trafic was the second most difficult to get into, as the front seat was positioned 100 centimetres above the ground. However, the doorway aperture made room for the fi rst step. There was a more spacious feel behind the steering wheel than in Volkswagen, mainly due to the steering wheel placement and its more suitable position. The driver’s seat of the Ford Transit Custom was 98 cm from the ground, but the large size of the door opening made it easier to enter. From the fi rst step, there was as much space. A comfortable driving position was possible, with the pedals and arm rests suitably placed behind the wheel. On the Toyota Proace, the driver’s seat was only 92 cm from the ground. It was the easiest of the four vans to enter and exit. From that fi rst step, the space at the top of the doorway was only 181 centimetres. Of the four, the driving position offered the most room for both the pedals and the steering wheel. The choice of a long driver would surprisingly be the Toyota, then Ford, Renault and Volkswagen, respectively. Text: Klaus Bremer
GROUP TEST | 53
Comparison: Arctic Van Test – Positives & Negatives
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he development of the one-tonne category of vans is noticeable when compared to, for instance, the Arctic Test of 2015. In that year, the Ford Transit Custom, Renault Trafic and Mercedes-Benz Vito were compared, and all were found to be top notch vehicles suitable for professional use. With all the vehicles having received upgrades over the years, these vans have become even better, notably in the provision of more driver assistance systems. Additionally their multimedia systems are more versatile, with each van tested here now boasting a large touchscreen in its console. Hand-in-hand with these developments is the growing importance of smartphones for delivery drivers, and as a result the connectivity features of these vehicles have also evolved. Improvements made to the powertrains is also noticeable, as the average consumption figures for high-performing Euro 6 diesel engines are about a litre lower compared to five years ago. The competition in the tonnage van market is interesting because there are several good and functional products. From the consumer’s point of view, the service ability of the van is of great importance. Location of Service Networks, maintenance packages and warranties do their part in making the ownership experience a positive one, together with considerations such as fuel economy, insurance, the price of the vehicle and spare parts which all make up the total operating and running costs. Differences in total cost of ownership for this test are indistinguishable and vary from customer to customer, for example in terms of geographical location and/or vehicle use. Ford Transit Custom 320 L2H1 Limited 2.0 TDCi EcoBlue The Ford Transit Custom proved versatile in terms of driveability. It was praised both in the city and out on the countryside. Special credit went to the Transit Custom for its large exterior mirrors. Good mirrors make reversing safer in tight parking lots, even if there is assistance in the form of radars and cameras. There is a folding writing pad in the cab and large luggage compartments under the driver’s seats. The Transit Custom has a large load area but its shape is more impractical than other test vans due to its tapered top. The hard plastic floor in the load area proved to be very slippery, leading to issues securing the filled plastic water canisters which were used as load weights. + Driveability + Cabin noise + Mirrors - Shape of the load area - Gear stick restricts legroom Renault Trafic 2.0 dCi L2H1 EDC Navi Edition The Renault Trafic proved to be a good all-rounder. In city driving, the van was an actual powerhouse and yet quiet to drive. While driving outside the city, however, it did emit some road noise and some complaints were recorded. The visibility from Trafic was good and the exterior mirrors decent. Visibility was enhanced by a handy detail in the cabin, a blind-spot mirror attached to the sun visor. There was a reasonable amount of
storage space inside, with cubby holes under the benches. Trafic’s load compartment was particularly well equipped, with 17 lashing loops to ensure that the load can be secured in a versatile and secure manner. LED strips illuminate the area in the back. Trafic’s load capacity was also admired, with functionally shaped doors increasing efficiency. + Engine + Load area + Visibility - Road noise - Seats - Passing through cabin Toyota Proace L2.0 D 120 Automatic Edition Pro Premium The Toyota had the lowest-powered engine in the test, which surprisingly did not hinder acceleration and driveability. In fuel consumption terms, especially on the road, the lower power from the 2.0 litre was obvious with the Proace returning the best fuel economy figures. Proace was the only van equipped with a HUD display. Another difference from the others was the gear selector, which is fitted as a disc shape instead of a stick. This solution allows a little more space inside the cab, but it takes time to get used to it. Its use can also prove cumbersome with gloves on. Th is Toyota van had the best load capacity of all the test vehicles, but the lifting height at the load doors was the highest of all. + Fuel consumption + Load capacity + Passing through cabin - Load lifting height - Heating controls - Mirrors Volkswagen Transporter 6.1 2,0 TDI 4MOTION DSG The Volkswagen Transporter was upgraded to the T6.1 version last year. Among other things the update sharpened its appearance and improved its driveability. Equipped with a 4Motion all-wheel drive system, the Volkswagen T6.1 was praised by test drivers in terms of driveability, especially in terms of handling and steering equipment. The dashboard controls were clear and the heating gauges easy to use. Criticism for T6.1 was directed towards the tight space to get into the cab. It seems most of this space is dedicated to the load area and doors which are large. The T6.1 was the only one of the vans tested that did not have a hatch in the lower section of the bulkhead to allow long items to be carried. The load capacity was the lowest of all but on the other hand, the Volkswagen had most pulling power. + Steering ability + Controls + Pulling power - Access to the cabin - Load capacity - Mirrors
Text: Henri Pakarinen (IVOTY Finland) Photos: Henri Pakarinen & Juho Kauranen
www.fleet.ie
54 | INSIDER
Ford Commercial Vehicles looks to conquest through conversions
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n average fi ft y percent of Ford Transits undergo some type of conversion either within or outside the van panels or chassis rails. Ford Europe, is looking to increase its significant market share even further by focusing on customer requirements, be those customers SMEs or major fleet operators, by engineering, designing and constructing bespoke applications through the appointment of additional authorised conversion partners.
the Special Engineering Unit team and get an opportunity to see upcoming new models. To date 450 core variants of the Transit family are available for Ford’s QVMs to convert, offering every combination of powertrain, body style, size, weight capacity and chassis type to suit specific applications. Among the vast array of body transformations available are refrigeration vans, horseboxes, tippers, Luton vans and emergency services vehicles as well as a huge selection of racking systems and accessories from Ford’s own catalogue and through third party providers.
Behind the scenes at Ford’s UK headquarters in Dunton, England, additional resources have been put in place at its Special Vehicles Engineering (SVE) team. Ford has also created a Qualified Vehicle Modifier (QVM) programme. The QVM programme was launched to accredit converters that modify Ford Commercials, providing customers with the reassurance of selecting conversions approved by Ford. This in return ensures less downtime and streamline warranty issues between all parties. Overall it enables Ford to offer its customers a one stop shop for converted vehicles of all kinds, a powerful way for strengthening its business relationships with those customers.
Off the shelf solutions include high-capacity electrical power supplies, beacon preparation pads and special paint selections for distinctive company liveries. Other technical assistance features include the High Specification Interface Connector that facilitates converters to tap into more data directly from the electrical system.
At the beginning of 2020, 140 QVM converters were listed and this will be further expended. Over two days at Dunton more than 400 converters were invited to hear from FLEETVAN&UTILITY | Summer 2020
Some of the most popular conversion products such as Luton box bodies, dropsides and tippers and even campervans are available directly from Ford Transit Centres across its major market dealer network in Europe. With regard to the specification and design of the Transit range itself, modifications are ongoing. During 2020 a new frontwheel-drive Transit will get a Heavy Duty powertrain for heavier conversions, while changes to the suspension on the camper
chassis will save on overall weight. Another addition is the Transit FWD skeletal chassis that provides customers with a low-height, long wheelbase platform for high volume and heavier loads, as the gross vehicle mass extends to 4.5 tonnes. While the order bank for the 2-tonne Transits in EcoBlue and Hybrid powertrain continues to grow, the addition of a six-speed automatic gearbox on FWD models and a new 10-speed unit on the RHD Transits is noteworthy. The latter’s advanced technology features Adaptive Shift Scheduling which assesses
INSIDER | 55
the individual driving styles to optimize gear shift timings. It’s best suited for urban distribution, minibuses and the motorhome markets. Ford’s high-tech engineers see great potential in connectivity to boost productivity among all stakeholders. For example, FordPass Connect, its on-board modem technology (that works off 4G transmission) enables fleet operators to keep an eye on running costs through the Ford Telematics System, Ford Data Services and the recently introduced FordPass Pro App. For the connected and electrified Transits, conversion customers can avail of the new ePower Pack for the Transit System Plugin Hybrid, which enables operators to run high-power electrical equipment, such as power tools or site lights from the vehicle’s high-voltage battery. Simon Robinson, who heads up the Special Vehicles Engineering Department and his team also informed attendees of the newly compiled Body & Equipment Mounting Manual (BEMM), which is a comprehensive guide to help converters deliver safe, productive and customised commercial vehicles. Complimenting this on-line booklet is a call-centre hotline to provide answers to queries as they arise.
Approved converters can use Ford’s WLTP Calculation Tool to generate accurate fuel efficiency and CO2 emission data for their specific models, based on data such as the vehicle weight and any frontal area design changes. The downloadable final certificate and confirmation of results can be transferred to the completed Certificate of Conformity and now a bulk feature of the programme allows up to 200 vehicles’ ID numbers to be processed at any one time. Meanwhile, Ford is extending the Ranger line-up which will be of special interest to converters. Examples of chassis/cab and platform versions of the best-selling, awardwining Pick-up were displayed and the options now include a 3.5 tonne conversion kit featuring upgraded suspension, which increases the GVM by 300 kg. That will appeal to utility clients.
Much more besides takes place at the Dunton Campus in Laindon, Essex. Formerly known as the Dunton Technical Centre. it has benefitted from a £23 million investment, with the vast facility now housing Ford’s European Commercial Vehicle Business Group covering engineering, powertrain developments (Advanced Propulsion Laboratory) and the Special Vehicle Engineering team. An extension to the Advanced Propulsion Laboratory has begun, which will allow Ford’s technical crews to further investigate NVH (Noise, Vibration and Harshness) test chambers, and a special section for electrification technologies. “The new Advanced Propulsion Laboratory supports our European commercial vehicle leadership and enables us to stay at the forefront of new vehicle technologies, including electrification,” said Hans Schep, General Manager, Commercial Vehicles, Ford of Europe.
Mentioning on-line and Ford is taking WLTP – World Harmonised Light Vehicle Test Procedure certification seriously, especially in its second stage, whereby converters carry out the fitment of additional equipment or accessories to the vehicle which collectively raise the unit’s overall carbon footprint. www.fleet.ie
56 | INSIDER
Simulated drivetrain tests done and dusted at Ford Dunton
F
acing the main entrance to the Ford Dunton Campus outside London is a life-sized sculpture of Henry Ford, the founder of the global automotive company. As he looks towards the many halls and walls, Henry (along with his Cork ancestors) must be very proud of what the renowned ‘blueoval’ brand has achieved and continues to achieve in terms of innovation, meeting ever-changing customer and social trends. But behind the scenes, many do not know what goes on in relation to product development and in meeting ever-changing legislation. This also includes extensive engine and drivetrain testing …… to the extreme. Fleet Van & Utility joined the commercial vehicle trade press to get an exclusive guided tour of the many test facilities inside the Dunton Campus, which are divided into numerous laboratories. For example, Ford’s Advanced Propulsion Laboratory (APL) monitors fuel efficiency and emission levels for its light commercial vehicles by accurately simulating drive cycles and driver behaviour in prepared lab conditions. Instead of using human drivers, robots put in the time, adapting to passive, normal and sporty driving styles to help improve the robustness of powertrain calibrations. Real-world drive cycles are simulated to measure the full scope of emission cycles. It’s all to do with Real Driving Emissions (RDE) which have replaced the previous World Harmonised Light Vehicle Tests (WLTP) standards. Ford’s Dunton Campus Emissions Laboratory plays an important role in certifying that its commercials meet and exceed these requirements for fuel consumption and exhaust emission levels. Within these highly secured and padded rooms, using chassis roller dynamometers, temperature controlled tests from -40oC to +55oC are simulated. Snow and dust particles are added during the process to mimic real life conditions during the tests which can last for days on end. All powertrains are catered for petrol, diesel and electrified. The APL has recently been upgraded to enable Ford to carry out battery performance tests on its new mild hybrid, plug-in hybrid and all-electric vehicles. Also, to ensure the emission results on rollers are replicated in real-world driving, the Ford test vehicles are also tested and measured on public roads to RDE and WLTP standards. At the Environmental Test Laboratory (ETL) there are four primary vehicle test chambers, supported by a soak room and transfer area with six separate rooms that can accommodate a total of 12 vehicles. The vehicles that are placed inside are also subject to ‘real world’ altitude tests from 91 metres below sea level – equivalent to Death Valley in California to 3,658 metres above sea level – on par with La Paz in Bolivia. Chamber 1, for instance, features a 3-metre diameter main fan that can reach airflow (road) speeds up to 225 km/h, while the four-wheel drive chassis dyno can replicate up to 250 km/h. *We managed to stay inside one of the chambers at -40oC for a few minutes which froze the pants off us! We were also informed that a prominent beauty magazine and leading cosmetic manufacturer used this extreme temperature facility to contrast and compare new mascara products!
FLEETVAN&UTILITY | Summer 2020
Text & Photos: Jarlath Sweeney - editor@fleet.ie
TEST I | 57
Ford Fiesta Van 1.5 litre TDCi Trend
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trange as it may seem, there was a time when the word ‘ubiquitous’ wasn’t out of place next to the Ford Fiesta Van. Back in the late eighties and early nineties, tax loopholes meant that two seater versions of small passenger cars were immensely popular in Ireland, with the Fiesta leading the way among a plethora of offerings from all the major brands. These days the market for car derived vans is prett y minimal, to the extent that the Fiesta Van has the B-Segment part of the market all to itself. Opel offers a larger C-Segment sized Astra Van, while Renault will sell you a commercial version of the Megane Sport Tourer. There are a selection of manufacturers offering commercial versions of mid- and large-sized crossover SUVs, but otherwise the market for smaller commercial vehicles is largely dominated by purposebuilt vans these days. One point of note about the Fiesta Van is that unlike nearly all other car derived vans, which arrive into Ireland as passenger cars and are then converted to commercial spec,
it is a factory-built product with full EU N1 classification. Th at manifests itself most obviously on the outside where, instead of closed off and blacked out rear windows, there are body coloured metal panels similar to those on purpose-designed panel vans. Actually, making it obvious that it is a van isn’t necessarily a selling point - one of the appealing aspects of car derived vans that have blacked out rear windows is that they are virtually indistinguishable from passenger car versions. Inside there’s a half steel / half mesh bulkhead separating the passenger compartment from the load area. It’s contoured enough to allow the front seats to recline sufficiently to meet more users’ needs. Offering a cubic metre of carrying capacity, the load area features a low flat floor (though there is still space for a space saver tyre underneath). It comes with a neat rubberised floor mat that can be easily removed to clean, and lashing points in each corner to tie down objects. From the back it’s just about possible to reach an object at the bulkhead without having to climb into the van - noteworthy as there is no side access. The hatchback opening offers
decent access, though there is a significant lip down to floor level. It’s standard Fiesta fare ahead of the bulkhead, which is no bad thing. Standard equipment includes a 4.2” multi-function colour display with DAB radio and four speakers, Bluetooth and USB connectivity, Hill Launch Assist, and Stop/Start system. In fact the only thing that ‘cheapens’ the Fiesta Van is a synthetic feeling steering wheel - otherwise the cabin is prett y much indistinguishable from a passenger Fiesta. On the move it’s all well bolted down, with no additional noise coming from the adapted rear of the vehicle. The 85PS 1.5 litre TDCi sips diesel sparingly - we averaged 5.05 l/100km (55.9mpg), and it feels powerful enough to cope with a full 530kg payload. And being a Fiesta, it’s fun to drive, with agile handling, responsive steering and quickshift ing 6-speed manual gearbox. Overall it’s a well put-together package but it’s when you put the Fiesta Van up directly against Ford’s own purpose-built compact van, the Transit Courier, that it becomes a litt le difficult to make a case for the carderived model. Firstly, the Transit Courier offers nearly double the load carrying capacity - 1,908 litres compared to 1,000 litres, while its load area is much more accessible thanks to a side door. On the payload front the Transit Courier offers an extra 70kg - 600kg versus 530kg. And while the cabin of the Fiesta is the nicer space overall of the two, the Transit Courier offers much more in the way of storage facilities and useful cubby holes for the busy working driver. Perhaps if the Fiesta Van was significantly cheaper than the Transit Courier there’d be a better case to be made for it. However with an RRP of €17,560 for this 85PS diesel Trend model, it costs nearly €800 more than the equivalent Trend specced Transit Courier with 75PS 1.5 TDCI which can be had for €16,775. Verdict It’s competing in a market of its own, but for those who don’t want a traditional looking panel van and where load capacity isn’t an overriding concern, the Fiesta Van offers something a bit different - even if there are cheaper and more practical alternatives.
Text & Photos: Cathal Doyle - cathal@fleet.ie
www.fleet.ie
58 | TEST II
Renault Master LM35 135 dCi FWD Business goes furniture moving
“So,” a fr iend said to me. “you test vans, correct?” “Yes,” the rather cautious reply, wondering what was coming. “Well how do you fancy testing one by helping us move some furniture? There’s a Chinese takeaway and glass of wine in it for you.”
W
ith my bribery level established, a quick email to Renault Ireland secured a Renault Master. Not knowing how much furniture needed to be shifted, I figured better to go big, and Renault’s largest offering fitted the bill. Additionally, with the latest version having been launched just last year, it was an ideal opportunity to put it to a practical test. Th is latest Master has some serious road presence. In fairness it always looked the part, but with the prominent vertical front grille and squared off front end together with the C-Shape LED DRLs, it now looks even more assertive than before.
FLEETVAN&UTILITY | Summer 2020
Available in Short, Medium and Long wheel base versions, and Low, Medium and High Roof sizes, the van provided was a FWD LM35 dCi 135 Business. In other words a Long Wheel Base model with a Medium roof in Business trim powered by a 135PS version of the 2.3 dCi diesel engine powering the front wheels. In this configuration it offers a generous load volume of 13 cubic metres and can carry a payload of up to 1,434kg. It’s also a spec that will sell well. One of the realities of vans is that they are workhorse tools fi rst and foremost, therefore their owners, by and large, are not inclined to fork out much on extra equipment. The Business spec model tested here is the more basic version offered compared to Business+ trim, yet will almost certainly be the volume seller. Therefore, while the latest Master comes with a whole host of technological, safety and comfort features should customers wish to spec them, the standard van is a bit more basic while still coming well equipped enough to meet a typical user’s requirements.
A measure of the times in that sitt ing in initially, the steering wheel catches my eye for not having any controls on it. Not many years ago this was the norm. Equally the minuscule radio (with DAB in fairness) seems from a past era when compared to the big multi-function screens prevalent today. Overall though, the cabin meets the requirements of a busy working driver with plenty of practical storage pockets and spaces including under the middle seat. From overhead shelves to plenty of cup holders, three USB connections plus a 240V socket to an arm rest and air-con, it’s a workspace you won’t mind spending extended time in. Noteworthy is the fully adjustable suspension type seat, fitted to this test van although only standard on Business+ trims. It’s well worthwhile if you are spending long hours in the cabin, absorbing the bumps and jolts from the road in comfort. Collecting the van from Renault Belgard, Dublin, I hit the M4 / M6 westward to
TEST II | 59 Galway where my load of furniture awaited. Impressions driving empty were that it cruises happily at motorway speeds, there’s a responsive and slick six-speed gear change and visibility overall is good. One minor gripe is that the frame dividing the driver’s side window into two parts blocks part of your view of the right side mirror, not an issue though on the passenger side. Another complaint is the lack of either reversing sensors or a reversing camera on vans like these. Renault is far from alone in this regard, but when even the smallest road cars these days have them, it seems crazy not to make them standard on big vans - especially when many of these vans are driven by non-professional drivers. Arriving to Galway I was confronted with… well, let’s say rather a lot of large pieces of furniture. In fact the consensus was that there was no way we’d fit it all into one load. Well, we underestimated the Master’s capacious loading area, and before we knew it we were throwing in odds and sods to fi ll the remaining spaces, all the big stuff already in situ. Noted was the low loading sill - it makes all the difference when lift ing heavy furniture on board - and the wide side door also proved useful when manoeuvring items around. Heading back east to County Meath, the Master was well able to handle the full load, albeit it wasn’t the heaviest it will carry in its lifetime. It being a windy day, one feature I appreciated was Side Wind Assist technology. That wind did have a serious if predicable affect on fuel economy, as I averaged 11.7l/100km (24.1mpg) on that journey compared to 9.1 l/100km (31mpg) on the outward leg - which is prett y decent for a motorway journey. In summary, this Renault Master is a workhorse that will tick most operators’s boxes, easy to drive, durable with low running costs, and a capacious load area with excellent access. Oh, the Chinese takeaway and wine went down very well, thanks for asking! The Renault Master LM35 135 dCi FWD Business Euro 6 has an RRP of €29,950
Text & Photos: Cathal Doyle - cathal@fleet.ie
www.fleet.ie
60 | MILESTONE
Volkswagen Crafter is celebrating its 45th anniversary 20cm wider than the T2 Transporter – but with a 50% increase in cargo volume to 7.85m3. Inside, designers focused on ergonomics with controls placed close to the driver and a better view through a large windscreen. An independent front suspension system, not standard in the segment until many years later, provided driving comfort for the LT, while power came from a 2.0-litre 75PS four-cylinder petrol engine which featured on the Audi 100, or a four-cylinder 2.7-litre 65PS diesel. In 1979, Volkswagen introduced its fi rst six-cylinder, with the 2.4-litre engine adding 8PS and a much smoother drive.
The high roof panel van offered not only the standing height in the cargo area but also more space for goods.
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riginally called the LT, the largest light commercial vehicle in Volkswagen’s range was basically a bigger Transporter designed for heavy loads. Revealed to the world in Berlin in April 1975, its remit was to cover the 2.8 to 3.5-tonne segments. Since its launch 45 years ago, the Crafter has gone on to achieve broad sales success and multiple award wins across four generations. LT, short for Lasten-Transporter which loosely translates as heavy load Transporter, was available in two wheelbases, two roof variants, as a panel van, station wagon, bus, platform and double cab. Th is versatility has stayed with the Crafter over the past 45 years, with more than 1.5 million models having been produced and sold across the world. To celebrate its birthday, let’s take a trip down memory lane, from the model’s beginnings through to the multi-awardwinning Crafter range that is on sale today.
In 1983, the dashboard was redesigned and new engines were added to make the LT the most powerful van in Europe, while even better space optimisation allowed for a third seat to be added in the cabin. A 4.6m wheelbase was made available for platform conversions, too. Two years later, a 5.6-tonne variant was added along with switchable four-wheel-drive and a new rectangular headlight design replacing the circular lights. The original LT underwent its fi nal facelift in 1993, with a new radiator grille and rear light design plus a revised turbo diesel engine. Due to its quality and reliability coupled with the large usable area yet compact dimensions, the LT quickly became a popular base for motorhomes. In 1988, Volkswagen revealed not only the T3-based compact California but also a motorhome based on the LT: the Florida, a fully-fledged motorhome for four people with a wet room. Production of the original LT ended in 1996 after 21 years and over 470,000 models.
LT: 1975-1996 Total worldwide sales: 470,000 With a focus on load space, engineers designed the original with a front engine between the driver and front passenger seat above the front axle, with drive to the rear-wheels. Th is space-saving design meant the LT remained compact – just 33cm longer and
LT2: 1996-2006 Total worldwide sales: 340,000 The LT2 was the fi rst new vehicle to be launched by the newlyfounded Volkswagen Commercial Vehicles brand and took the popular model into the modern age. Developed in partnership with
The completely redesigned dashboard upgraded the interior from 1983.
New engines were added as part of 1983 overhaul.
FLEETVAN&UTILITY | Summer 2020
MILESTONE | 61
In the late 1980s, the LT took part in the rally from Paris to Dakar. The Craft er would return in 2012 as a support vehicle.
The LT2 was produced from 1996 to 2006.
Mercedes-Benz, the LT2 featured diesel engines fitted lengthways under a short bonnet, a lower door for easy entry and the option of gett ing into the load bay or passenger compartment between the front seats.
as a support vehicle at the Dakar Rally in 2012.
It lost none of its versatility, with customers able to choose between a panel van, station wagon, bus, platform, double cab and chassis with three wheelbases, and weight options between 2.6t and 4.6t. The TDI engines were another selling point, providing economical, powerful and reliable performance. In 2002, the LT2 got the new 2.8-litre four-cylinder diesel, delivering 158PS, a record for the sector, and maximum torque of 331Nm. Production at the Stöcken plant in Hanover ended in 2006 after almost 340,000 LT2s had been built there. The Crafter: 2006-2016 Total worldwide sales: 480,000 The Crafter name was fi rst introduced in 2006 and with it came a complete overhaul of the LT model which still maintained the elements that had made the van a best-seller. The name was chosen to stand for “someone who helps”, with the Crafter designed to make life easier in everyday work and life. The most spectacular variant of the third-generation model was the 2012 Crafter 4MOTION with all-wheel drive. The vehicle was fully equipped with a raised ride height, off-road tyres and a full underride guard. The Crafter 4MOTION demonstrated its credentials
The third-generation debuted the Craft er name and was produced between 2006 and 2016. Text: Jarlath Sweeney - editor@fleet.ie
For 10 years, the Crafter was produced in a wide variety of variants - box, station wagon, bus, platform, double cab and chassis – with over 480,000 units sold. The new Crafter: 2016Total worldwide sales: 260,000 (end 2019) The current Crafter was revealed in 2016 and was a completely new model built from the ground up by Volkswagen Commercial Vehicles engineers. It was designed in partnership with customers, with specialists spending time with drivers in their everyday life to fi nd out how they used their vans and what they required from them. The result is probably the best and most diverse vehicle in the segment. The Crafter was available with front, rear or all-wheel drive for the fi rst time, class-leading handling and an unprecedented number of safety and driver assistance systems. It received the title of “Van of the Year 2017” from the international jury of commercial vehicle journalists from 24 European countries, confi rming its status as the benchmark of the sector. Volkswagen Commercial Vehicles continued the model’s heritage in the motorhome market with the reveal of the Grand California in 2018 while an ell-electric eCrafter was also developed. By the end of 2019, almost 260,000 had been produced at the Crafter plant in Wrzesnia, Poland.
The eCraft er from Volkswagen Commercial Vehicles. www.fleet.ie
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