International Fleet World September 2012

SEPTEMBER 2012

internationalfleetworld.com

INTERNATIONAL

FLEETW RLD Essential Business Information for International Fleet Decision Makers

Meet the Opel ADAM: A CAR LIKE NO OTHER

Second impressions are even better.

Think Again.

New Generation Hyundai i30 Wagon.

Yes it does look pretty darn good; a sleek athletic profile that gives the New Generation Hyundai i30 a fabulous sporty shape. But take a closer look and you’ll realise these beautifully crafted lines are wrapped around a spacious and refined interior that boasts a load of space and a very hungry boot. In fact there’s a massive 1642 litres of space, with the rear seats lowered! The generous interior is matched by a commitment to quality that compares impressively with any other Tourer in its class. Our smart technology delivers startling efficiency. So you won’t need to look much further to realise this is a choice to make with your heart as well as your head.

And it’s all underpinned with our unique Five Year Triple Care unlimited mileage warranty package. So whatever you were thinking, take another look. We’re confident you’ll think again. Experience Hyundai today at www.hyundai.com Fuel consumption in MPG (l/100km) for new i30 wagon: Urban 29.7 - 56.5 (9.5 - 5.0), Extra Urban 51.4 - 74.3 (5.5 - 3.8), Combined 40.9 - 67.3 (6.9 - 4.2), CO 2 emissions 162 - 109 g/km.

SEPTEMBER 2012

internationalfleetworld.com

INTERNATIONAL

FLEETW RLD Essential Business Information for International Fleet Decision Makers

INTERNATIONAL

FLEETW RLD internationalfleetworld.com

Meet the Opel ADAM: A CAR LIKE NO OTHER

Publisher Ross Durkin ross@fleetworldgroup.co.uk Editor John Kendall john@fleetworldgroup.co.uk Deputy Editor Natalie Wallis natalie@fleetworldgroup.co.uk Motoring Editor Alex Grant alex@fleetworldgroup.co.uk Editorial Assistant Katie Beck katie@fleetworldgroup.co.uk Sales Director Anne Dopson anne@fleetworldgroup.co.uk Sales Executive Darren Brett darren@fleetworldgroup.co.uk Circulation Manager Tracy Howell tracy@fleetworldgroup.co.uk Production Manager Luke Wikner luke@fleetworldgroup.co.uk Designers Tina Ries tina@fleetworldgroup.co.uk Samantha Hargreaves sam@fleetworldgroup.co.uk Internet Editor Luke Durkin durks@fleetworldgroup.co.uk

Published by Stag Publications Ltd, 18 Alban Park, Hatfield Road, St Albans, Herts, AL4 0JJ tel +44 (0)1727 739160 fax +44 (0)1727 739169 email ifw@fleetworldgroup.co.uk web fleetworld.co.uk

STAG Publications

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VIEWPOINT

CONTENTS

Managing our environment is a growing priority, not just for motor vehicle manufacturers. Forecasts suggest that most of us will be living in urban areas in the future, which with current technology vehicles on the roads, puts great pressure on urban air quality.

I hear many people complain that our weather patterns are changing – winters are warmer and summers cooler – and on a recent visit to Korea, I heard the same discussion. It’s clear that we have a lot to do in a short time if we are to avoid the irreversible changes to the climate that many climate scientists are predicting.

Those voices have been strengthened by a recent report from the Berkeley Earth Surface Temperature project in the US which has analysed a mass of data on the climate over the past 250 years. The 1.5°C rise in the temperature of the earth’s surface in that time is almost certainly due to man-made carbon dioxide emissions, it claims.

Predictions of future transport needs indicate that demand is unlikely to reduce, so we have to find ways of moving around that do not rely on using energy-dense fossil fuels. That is a particular challenge and the desire of some groups in Europe to eliminate fossil-fuel powered cars in cities by 2050 looks a tough target.

But times are changing. Research into alternative fuels continues and the hydrogen fuel cell could play a significant part in powering vehicles in the coming years, whether it is fitted to cars in the future or generates some of the electricity they will need. We also need lighter vehicles for the required step change in emissions and fuel consumption.

04 News Analysis 10 EV News Analysis The latest from the EV Fleet World.

12 Risk Management Is this fleet’s biggest risk?

18 Technology Tachograph legislation changes.

22 2012 MPG Marathon Get involved in our economy driving event.

22 FLEET FOCUS: JAPAN How has Japan recovered after last year’s earthquake and tsunami.

26 Operator Profile Daimler Trucks.

28 The Environment Are large CO2 cuts realistic for fleets?

30 Interview John Bailey, President of International Operations, Manheim.

32 FLEET PROFILE: RENAULT TRUCKS 38 2012/13 Fleet Calendar 39 Launch Report Alfa Romeo MiTo TwinAir / Audi A6 Allroad / Ford Focus ST / BMW ActiveHybrid 3 / Toyota Prius+.

46 S.W.O.T. Mazda CX-5.

48 Fleet in figures

22 30 32 43

John Kendall Editor

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IFW September 2012

03

news analysis

PSA strikes van deal with Toyota PSA Peugeot Citroën has reached an agreement to supply a light CV to Toyota, for sale in Europe. The agreement will see PSA initially supply Toyota with a vehicle based on the Peugeot Expert and Citroën Jumpy/Dispatch, which will be badged as a Toyota. The supply agreement will come into effect from the second quarter of 2013 and according to both companies, is expected to last beyond 2020. Toyota and PSA will co-operate on the design and build of the new model due after 2016.

The agreement follows the recent decision by Toyota to end imports of the Hiace van to Europe from Japan, leaving the company without a van for Europe. The two companies already operate a joint venture to build the Citroën C1/ Peugeot 107/Toyota Aygo. ”The Light Commercial Vehicle segment is an important one for us in many markets throughout Europe,” said Toyota Motor Europe president and CEO Didier Leroy. ”By joining forces with PSA Peugeot Citroën, we have found a good solution for our loyal customers following the recent discontinuation of our own Hiace model. We already enjoy a successful joint-venture partnership with PSA Peugeot Citroën in the small car segment and they are a leader in the European Light Commercial Vehicle market, with a solid reputation for quality and versatility.” ”We are delighted to announce today the enlargement of the scope of our successful cooperation with Toyota. This agreement launches the development of a new generation of Toyota will base its new European van on the Peugeot Expert/Citroën Jumpy/Dispatch and work with PSA on a replacement model due 2016

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mid-size Light Commercial Vehicle offering both companies a competitive product for the European market,” quoted JeanChristophe Quémard, PSA Peugeot Citroën programmes executive vice president.

The announcement comes after Fiat and PSA announced that the agreement between the two companies to jointly produce the Jumpy/Expert and Fiat Scudo would come to an end. Originally, the plan was to move production of the vehicles to the SevelSud plant at Val di Sangro in Italy, where the Fiat Ducato/Citroën Jumper/Relay/Peugeot Boxer is built.

This would have permitted the closure of the SevelNord plant at Valenciennes in France. Production was due to continue until 2016 before winding up the project.

Closure of the Valenciennes plant would have been politically sensitive and the Toyota agreement will ensure that it remains open, at least for the duration of the current model.

A few days after the Toyota/PSA announcement, Fiat and PSA announced that they had reached an agreement to transfer the Fiat shareholding in the SevelNord joint venture to PSA Peugeot Citroën at what was described as a symbolic value on or before 31 December 2012. The plant will continue to produce the Fiat Scudo until the end of 2016 when Euro5 emissions limits will come into force.

Whereas the Sevel agreement to build the larger van sees both Fiat and PSA using their own engines, the SevelNord joint venture relied on PSA for the supply of engines, so a change of ownership at the plant will be relatively straightforward.

for the latest news, visit internationalfleetworld.com

Daimler takes stake in carpooling.com Mercedes-Benz parent company Daimler has taken a minority shareholding in German-based ride sharing network, carpooling.com, which operates across Europe.

Daimler says the goal is to further expand carpooling.com’s platforms and integrate the offerings with Daimler’s mobility solutions. Daimler has existing expertise in flexible short-term rental through car2go, which has over 130,000 customers and has also had a stake in MyTaxi since earlier this year. ”We view ridesharing as an important element of intelligently networked mobility. Our engagement in carpooling.com is a logical step in offering our customers an even wider range for getting from Point A to Point B,” says Wilfried Steffen, head of Business Innovation at Daimler.

Both companies have been co-operating on the moovel pilot project since July. This mobility platform allows users to choose the best way to get form A to B in urban areas using apps or mobile Internet devices. The pilot project is operating initially in Stuttgart but will be extended to Berlin in the second half of 2012.

Ryder revenues up Ryder System Inc reported H1 revenues of €2.51bn, up 5% on H1 2011. Similarly H1 earnings from continuing operations were up 22% to €66.1m compared with H1 2011.

Commenting on the results, Ryder chairman and CEO Greg Swienton said, ”Our timely responses, including many cost management actions throughout the company, as well as adjustments to our fleet, position us to perform effectively in an uneven economic environment. The actions we have already taken are forecast to benefit earnings by approximately $0.18 per share in the second half of this year. The commercial rental product line is now aligned with current market demand, in terms of fleet size, mix and age. In used vehicle sales, we will continue to balance our focus on maximising proceeds, while managing our vehicle inventory to appropriate levels. ”The near-term economic conditions are likely to remain uneven and challenging, particularly for our transactional offerings. However, the long-term trends driving increased use of Ryder’s industry leading transportation and logistics services remain solidly in place and offer very attractive growth opportunities.”

European communications trial

A number of motor manufacturers, including Audi, BMW, Daimler, Ford, Opel and VW, as well as Bosch, Continental, Deutsche Telekom and others are taking part in a four year practical field test of car-to-car and car-to-infrastructure communication technologies. Under the name Safe Intelligent Mobility – Testfield Germany (simTD) – a 120-strong fleet of vehicles will be testing a range of technologies, designed to improve road safety and personal mobility that could make the journeys of fleet drivers safer and quicker.

Mobile communications technologies that integrate vehicle communications with one another and with other transport infrastructure will be thoroughly tested on public roads around Frankfurt in Germany, in everyday driving conditions.

Systems under test will include an electronic brake light, which warns a following vehicle if emergency braking has been used ahead, even if the incident is out of sight, i.e. around a bend or over a hillcrest. An obstacle warning system can enable a vehicle to warn other road users of a hazardous obstacle on the road including position and type of hazard. A traffic sign assistant can remain in continuous contact with traffic management centres. This can provide up-to-the minute information about variable speeds limits, temporary restrictions or diversions. It could also warn about other permanent traffic management features such as fixed speed limits or rights of way. Public traffic management can provide exact traffic predictions. This could provide information on changing traffic flows on approach to a delay for instance. Finally, the trial will include in-car Internet access, which could enable the driver to reserve parking spaces before arrival. The project has €53m worth of funding including €30m from the German government.

During the tests, the vehicles will be fitted with wireless data boxes. These will send data wirelessly to corresponding data boxes at selected traffic infrastructure points, such as traffic lights or signs. These forward the data received from the vehicles to traffic centres where they are collected and evaluated to enable immediate and precise traffic control.

At the same time, the information from the roadside units is transmitted to potentially affected vehicles. Each participating driver will therefore receive individual information about the flow of traffic ahead, on their chosen route.

IFW September 2012

05

news analysis

Car manufacturers report first half results

ARI launches enhanced Telematics

A number of manufacturers have reported their first halfyear results. Audi delivered 733,237 vehicles, 12.3% more than in the same period in 2011 and Audi reports high demand for the Q3, Q5, A6, A7 and A8. Audi’s first half revenue increased to €25,022m 16.2% more than in H1 2011. Operating profit rose 13.2% to €2,876m. Audi expects to deliver over 1.4m cars in 2012.

The BMW Group saw its H1 group revenues rise by 10.5% to €37,495m on sales up 8.1% compared with H1 2011. The group delivered 900,539 vehicles. Net profit was down 6.9% though, to €4,053m. Revenues were up 8.0% to €33,525m.

For the BMW brand, sales rose 8.3% for H1 to 747,064, with 1 Series sales up 20.5% to 113,805 units. 3 Series sales rose 0.6% to 193,989 and 5 Series sales rose 4.1% to 177,785 units, while 6 Series sales rose from 3,213 in H1 2011 to 10,346 in H1 2012. Amongst the X Series models, the X3 was the best seller with sales up 38.4% in H1 to 74,098. Total MINI brand sales rose 7.0% to 151,875. Even though European sales were flat, BMW Group sales rose by 10.3% in North America, 25.6% in Asia, 30.6% in China and 27.3% in Japan.

BMW Financial Services saw revenues grow by 15.6% for H1 to €9,666m. Profit before tax fell by 26.3% to €865m. The number of new financing and lease contracts signed in H1 rose by 10.0% to 346,034. Including the contracts taken over last September when BMW acquired ING Car Lease, the number of contracts in place with dealers and retail customers rose by 12.7% to 3,693,474.

Fleet services provider ARI has launched its enhanced telematics system offering three levels of support to fleet managers who want to get the best from their fleets. The system now offers data capture using the ARI insights system, which can integrate data from a range of telematics devices used across a fleet and combine it with driver and vehicle data already held on the system.

Using the integrated data, fleet managers can have specialised alerts and reporting tailored to their specific needs.

ARI also offers a telematics consulting service from a specialised team that monitors telematics trends, investigates potential sellers and recommends systems based on client needs. Finally, the company offers managed telematics solutions as an all in one package.

Jaguar to launch F-Type at Paris Jaguar will launch the production version of the new twoseater F-Type sports car at the Paris Show in September. The car will be launched as a convertible with a choice of three petrol engines. There will be 340hp and 380hp versions of the new 3.0-litre supercharged V6 engine and a new variant of the current supercharged 5.0-litre V8. All versions will be rear-wheel drive, using an eight-speed transmission. Engine stop and start will be standard equipment.

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Chevrolet hits the Trax Chevrolet will give its compact SUV Trax its world debut at the Paris Motor Show in September. Essentially the Trax is a re-badged version of the Opel/Vauxhall Mokka or Buick Encore. For Europe, the Trax will share the petrol and diesel engine line-up from the Mokka, ahead of the new petrol engines due from GM over the next few years.

Launch engines will include a 130hp 1.7-litre diesel, 140hp 1.4-litre turbocharged petrol engine and 115hp 1.6litre petrol engine. Chevrolet will offer an all-wheel drive system on 1.4-litre petrol and 1.7-litre diesels. The same engines will come with a 6-speed manual gearbox and a six-speed automatic option, while the 1.6-litre engine makes do with a 5-speed manual. All manual models come with automatic stop and start.

Other features include a flat folding passenger seat and the option of Chevrolet MyLink, which will be standard equipment with some models. The system incorporates smart phone integration with the system and seven-inch colour touch-screen display.

for the latest news, visit internationalfleetworld.com

New Range Rover revealed Land Rover has released the first details of the new Range Rover, due to make its global debut at the Paris motor show in September. The fourth generation Range Rover is the first to be built using an all-aluminium lightweight monocoque construction, which is a claimed 39% lighter than the outgoing model’s steel body, reducing weight by up to 420kg.

Features for the new model include re-engineered four-corner air suspension, designed to offer a luxurious ride but with much improved handling. Others include a new variant of Land Rover’s Terrain Response system, which will be able to analyse current driving conditions and automatically select the most suitable vehicle and suspension settings for the driving surface.

For vehicle occupants, the optimised body structure and laminated glass in the windscreen and side door glass offer significantly lower noise levels in the cabin.

Rear seat passengers get some 118mm more legroom and there is an option for a two-seat luxury seating package in place of the standard three-seater rear seat. There will be no seven-seat option. The trademark split rear tailgate will be carried over to the new model.

Full details have yet to emerge, but it seems that the current engine options of supercharged V8 petrol and turbocharged V6 and V8 diesels will be carried over.

in brief...

Three shifts for JLR Halewood plant Jaguar Land Rover’s Halewood UK plant has started three-shift working to satisfy demand for the Evoque.

Strong demand from North America and China is largely responsible for the move to 24-hour production.

Mercedes to expand A-Class production With new A-Class production at full capacity, Mercedes-Benz has signed an agreement with Valmet Automotive of Finland to produce over 100,000 models between 2013 and 2016. The company already has 40,000 advance orders ahead of the September launch.

Renault boosts engine production in Brazil Renault will add 5,000m2 of production capacity to its engine plant at the Ayrton Senna facility in Curitiba, Brazil by 2013. This will enable output to be raised from 400,000 to 500,000 engines per year. Brazil is the Renault Group’s second largest market.

GreenRoad secures first mainland European customer Driving feedback and telematics system provider GreenRoad has won its first contract in mainland Europe with Securitas Mobile Belgium. The company will use the system across 120 fleet cars and hopes to reduce accidents, insurance costs and fuel consumption by using the system to improve driving technique.

GreenRoad uses sensors to monitor driving performance in the same way that many other systems do. Each vehicle is fitted with a ‘traffic light’ system to give the driver instant feedback on his driving. A green light indicates safe, economical driving, an amber light more risky behaviour such as rapid acceleration and a red light shows when driving behaviour is calculated to be dangerous, such as cornering at speed. Online reports give the drivers a more detailed analysis of their driving and they receive the same reports as the fleet manager.

Securitas Mobile’s Brussels depot was the first to adopt the system which has been adapted for both French and Flemish speakers. ”We want to understand what happens when each of our 320 drivers leave the depot”, says Kristof Philips, the Securitas Mobile project manager, ”We operate in an industry sector with high staff turnover and lots of night-shifts so it is important to give our mobile agents pride in their jobs and their vehicles. After all they are the very public face of our business. We believe GreenRoad can contribute hugely in this area,” added Philips.

Daimler to build truck engines in China Daimler and Chinese partner Foton will build a new engine plant in Beijing by the first half of 2013, investing around €135m. Production is due to begin in 2014 to power trucks sold under the Auman brand. Local content is due to be raised from 40% to 65% in the medium to long term.

TISPOL summer drink and drug crackdown The European traffic police network TISPOL carried out 928,863 drink and drug tests on drivers in Europe during early June. The tests revealed 17,790 drink driving and 2,773 drugdriving offences. 3,369 other crimes were also detected including 277 drug offences, 47 cases of human trafficking and 27 firearms offences.

IFW September 2012

07

From 109 g/km CO²*– the most efficient E-Class of all time.

The E 300 BlueTEC HYBRID.

A Daimler Brand

At 4.2 litres of diesel per 100 kilometres, the new hybrid offensive from Mercedes-Benz – the E 300 BlueTEC HYBRID – is setting the benchmark when it comes to fuel consumption in the luxury business class vehicle segment. The modular hybrid concept with lithium-ion battery sets new record values in terms of efficiency with economical and comfort-enhancing innovations like the ECO start/stop function. Furthermore, it wins people over with its impressive driving experience and exemplary fuel consumption figures. The new efficiency record holder is also available as an estate. Find out more at www.mercedes-benz.com/fleet

*Fuel consumption urban/extra-urban/combined: 4.3–4.2/4.3–4.2/4.3–4.2 l/100 km, combined CO emissions: 112–109 g/km.

Figures do not relate to the specific emissions or fuel consumption of any individual vehicle, do not form part of any offer and are intended solely to aid comparison between different types of vehicle.

EV news analysis

French government prioritises electromobility to save domestic car industry The French government has announced a substantial package of incentives to support its domestic car industry, largely focused on boosting the take-up of electric and hybrid vehicles.

Announced by the French minister of industrial recovery, Arnaud Montebourg, the Automobile Plan is designed to sustain production, employment and R&D within France, backed by all involved parties including state and local authorities, vehicle and component manufacturers, contractors, distributors and service providers.

But with the country’s largest manufacturers – PSA and Renault – both developing electric and hybrid vehicles, electromobility is seen as a priority area for France. The plan includes raising the electric vehicle subsidy from €5,000 to €7,000, doubling the hybrid subsidy to €4,000 and a €50m investment in public charging posts, with additional funding from the European Investment Bank. A quarter of the state-owned vehicle fleet will be hybrid vehicles, and all of its urban-use cars will be electric.

The lowest polluting conventionally-powered vehicles will be incentivised too, with additional subsidies financed largely by raising tax on the least efficient models. Financial incentives will be finalised during the 2013 Finance Act. Montebourg told the French government: ”The hybrid car is the new frontier with new uses for many citizens, whatever their income level. We support them by doubling the bonus, which will also be financed by the penalty on the most polluting cars.”

To encourage technologies to be developed in France, the Government will establish a research institute with manufacturers, OEMs and universities, and €600m of funding is planned

to support small and medium domestic automotive companies.

France will also put pressure on the European Commission to re-assess the free trade agreement with South Korea.

Commenting, Carlos Ghosn, chairman and chief executive officer of Renault, said: ”Renault welcomes the government’s determination to support the French automotive industry.

The Group is especially pleased with the strong gesture made in favour of clean vehicles, and electric vehicles in particular.”

FedEx Express tests electric NV200 van in Japan FedEx Express will extend its global electric vehicle fleet with a Nissan e-NV200 electric test van, which will be used for a one-month trial in Yokohama, Japan to test the suitability of the technology for delivering international air cargo.

The global delivery company, which recently announced plans to extend its global EV fleet by 87 vehicles, previously tested the e-NV200 in London, and said widespread use of low-carbon transport had resulted in a 16.6% reduction in CO2 emissions compared to 2005.

Masamichi Ujiie, regional vice president, North Pacific, FedEx Express, said: ”Since 2005 our goal has been to make our vehicle fleet 20% more fuel efficient by 2020. FedEx is gradually shifting its delivery fleet to more efficient vehicles and increasing its investment in all-electric and alternative drivetrain vehicles.”

Nissan’s small fleet of e-NV200 test cars has already collected data from FedEx in London, with British Gas, Japanese supermarket chain AEON and the Japan Postal Service recently completing real-world trials. Series production is scheduled for the 2013 financial year, built alongside the conventional NV200 at Nissan’s factory in Barcelona.

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for the latest news, visit evfleetworld.com

POD Point finds Scandinavian partners London-based charging point manufacturer POD Point has announced strategic partnerships which will extend its sales footprint in Sweden, Norway and Denmark – some of the most advanced markets for electric vehicles.

The manufacturer, which is already the Europe-wide preferred supplier of charging points for the Toyota Prius Plug-in Hybrid, will now supply the same units to Nissan dealerships across the Nordic region – one of the biggest markets for the LEAF. POD Point has also partnered with electrical supply company Proxll and utility company Nord-Trøndelag Elektrisitetsverk AS (NTE), with the latter including using the new Open Charge Point Protocol. Developed by E-Laad in the Netherlands, this allows charging points and back-office systems from multiple suppliers to interact, and is predicted to become the Europe-wide industry standard.

POD Point chief executive officer, Erik Fairbairn, said: ”Nordic Countries were early and rapid adopters of electric and hybrid vehicles, and these territories represent a huge opportunity for companies who enter partnerships with energy companies and transport infrastructure suppliers.”

Car2go adds 18 charging points to support Amsterdam electric fleet Daimler-owned car sharing service car2go has announced 18 new electric vehicle charging points at three car parks across Amsterdam, supporting its fleet of smart fortwo electric drive rental vehicles based in the city.

Installed at Q-Park garages in Mahler, Bijenkorf and De Kolk, the points are available for use by car2go’s own customers, included for free in the rental, and other electric vehicle drivers. The spaces are available to use as long as the vehicle is plugged in and charging and are shown on car2go’s smartphone app.

More than 7,000 people have registered with car2go’s Amsterdam fleet since the launch last November, totalling 5,000 rentals a week, and the company said this figure was continuing to grow. A fleet of smart fortwo electric drive vehicles is already in service in San Diego, California, and another will launch in Berlin next year.

in brief...

GE and PayPal partner for easy recharging payments GE Energy Industrial Solutions and PayPal have partnered to develop an easy-to-use payment system for users of the latest WattStation-series public charging points. Locations, availability and the cost of charging are shown on a smartphone app, and users then scan a QR code on the unit for access, with payments processed by PayPal.

Ford launches smartphone app for US plug-in customers Ford has developed a new smartphone app to support its plug-in vehicle range, allowing users to manage charging remotely, check battery capacity and plan trips from their phone. MyFord Mobile is based on AOL’s MapQuest mapping and contains the locations of 9,400 charging point locations across the U.S., which are updated daily.

LG Chem joins Renault-CEA battery alliance Renault and the Commisariat a L’Energie Atomique (CEA) are to continue their existing strategic alliance after announcing three-way agreement with Korean battery manufacturer LG Chem, beginning this September, to develop next-generation batteries for electric vehicles. The alliance’s annual €15m budget has accelerated development to the manufacturer testing phase, and LG Chem is likely to manage its forthcoming factory in France.

Evatran begins wireless charging trial

BMW invests in charge point manufacturer

Evatran has completed the first three installations of its Plugless Power wireless inductive recharging technology, with units fitted at offices of partners The Hertz Corporation, Duke Energy and Clemson University International Center for Automotive Research.

The units use electromagnetic induction to transmit electricity wirelessly, similar to recharging an electric toothbrush. Evatran’s work has centered on allowing this to transmit over seven inches, and the completed product does so at 90% efficiency while recharging an electric vehicle at the same speed as a wired connection.

Launch partners are all companies with the Chevrolet Volt or Nissan LEAF on fleet, the first cars to have on-board receivers available. Testing began in July, and Evatran is seeking additional partners for phase two of the pre-launch testing.

BMW i Ventures, the New York venture capital company set up to support BMW’s forthcoming electric vehicle sub-brand, has announced a strategic investment in US-based charging point manufacturer Coulomb Technologies, extending a partnership which started during the ActiveE electric vehicle trial. The investment is likely to boost Coulomb’s ChargePoint network, which spans 14 countries.

IFW September 2012

11

risk management

DRIVEN TO DISTRACTION Is this fleet’s biggest risk?

Steve Moody investigates.

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A

ccording to the Institute of Advanced Motorists (IAM), between 2006 and 2010 distraction from mobile phones was a contributory factor in 1,690 road accidents which resulted in injuries; this figure includes 110 fatal accidents, and even that figure is likely to be underreported it believes.

The IAM did some research of users of smartphones using social networking on a simulator. When using Facebook, participants spent between 40% and 60% of their time looking down while using a smartphone to write or read messages, compared with about 10% of the time looking down normally.

Reaction times to visual and auditory stimuli were found to increase by approximately 37.6% when using a smartphone to send and receive messages on Facebook, and participants often missed events completely.

Candice Walters, general manager of Hitachi Capital’s Driving Instructor Centre explains the cognitive dangers of using the internet and its social network adjuncts: Using a mobile device involves the same portions of the brain that process the information needed to identify road hazards, and thus greatly increases the risk of a serious road accident.

‘Drivers must be shocked into realising that a few moments on Facebook or Twitter can result in death and serious injury for themselves and others.’

The issue of driver distraction through the use of technology has been around for while. In 2006, a study distributed by the US Department of Transportation (DOT), National Highway Traffic Safety Administration (NHTSA) reported that the leading factor in most crashes and near crashes (80% of crashes and 65% of near-crashes) is driver inattention within three seconds before the event.

A simulation study conducted by Australia’s Monash University’s Accident Research Centre, one of the foremost research institutions on driver distraction, concluded: ‘Retrieving and, in particular, sending text messages has a detrimental effect on a number of safety critical driving measures, such as the ability to maintain lateral position, detect hazards, and to detect and respond appropriately to traffic signs.’

But distraction is not solely confined to mobile phones. For drivers who spend a lot of time in the car, adhering to the old cliché of the “mobile office”, there are plenty of other factors to consider. While mobile phones are the most familiar form of distraction, the NHTSA study found that drivers were nine times more at risk of a crash or near-crash while reaching for a moving object and 3.7 times more at risk when looking at an external object. Reading something while driving makes drivers three times more likely to crash.

While it may not be a leader in vehicle quality and engineering, the USA is far ahead when it comes to the electronic systems in cars, and the NHTSA already has proposals in place to reduce the amount of inputs required to operate a device – essentially the number of buttons to push – and reduce unnecessary visual information.

There are also guidelines requiring onehanded operation and a two second limit on “off-road glances” – the time spent looking at the device.

The NHTSA also wants built-in gadgets the driver can use to turn-off non-essential functions while the car is moving, and keep them disabled until the car is parked.

In particular they want to prevent manual texting, use of the internet/social media, entering addresses into sat navs and dialling long phone numbers.

Displaying more than 30 characters of text not related to driving should also be prevented, it says.

The problem is that we are becoming ever more wedded to mobile devices to run our business lives. A study by market research firm iSuppli suggests that smartphones have already become the most important platform for maps, navigation and other location-based services (LBS).

According to the study, the number of smartphone-based navigation systems is increasing to 81 million in 2010, and expected to rise to 297 million by 2014.

There is no doubt though, that cars, and the people in them, are going to be subjected to ever-higher levels of information.

In this year’s KPMG Automotive Report, Steven Bridgeland, senior product manager for Microsoft’s Windows Embedded Business, explained how technology will make driving a more “connected” experience than ever.

The problem is that we are becoming ever more wedded to mobile devices to run our business lives

¡

IFW September 2012

13

risk management

DRIVEN TO DISTRACTION... ¡

He said: ’Through our other recently announced partnership with Toyota, we’re planning to take connectivity to a whole new level by harnessing the power of cloud computing.

‘The cloud enables us to store the enormous amount of data collected in the car in an easily accessible place, and in the future, Toyota customers around the world will enjoy the benefits of advanced and affordable next-generation, cloud-based telematics.

‘Advancements in automotive intelligent systems will bring higher safety levels (carto-car), optimised traffic management (carto-infrastructure) and even remote analyses of mechanical problems of whole model lines, warning a driver of the need for a service before they experience a failure in their car (car-to-OEM).

‘Connectivity will also enhance the everyday driving experience and even the productivity of those in the car, whether they want to work, communicate with others or just be entertained, with infinite possibilities including a host of voice-activated services such as phone and email, all while prioritising safety.’

But can you trust drivers not to give in to their inquisitive side and reach for their phone when it bleeps or flashes at them?

And of course, distraction can be contextual: programming the sat nav on the empty stretch of a three lane motorway is inherently less risky that trying to spell out Auchtermuchty in the middle of a high speed dual carriageway rush hour.

So technology firms are looking at making their systems work in a contextual way.

Most smartphones and other devices are equipped with different kind of sensors and GPS receivers; this information could be combined with data obtained from vehicle onboard units and driver assistance systems, or with traffic updates received from external service providers or traffic police.

According to the International Telecommunication Union, an organisation which looks at future technology needs, based on parameters such as the car’s velocity, loca-

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Comparison with other distraction studies Distraction/impairment

Increase in reaction times

Hand-held mobile phone conversation

45.9%

Using a smartphone for social networking

37.6%

Texting

37.4%

Alcohol (Institute of Alcohol Studies estimate)

10-30%

Hands-free mobile phone conversation

26.5%

Cannabis

21%

Alcohol (above UK driving limit but below 100mg per 100ml)

6 to 15%

Alcohol (alcohol at the UK limit approx 80mg per 100ml )

12.5%

tion, density of traffic or even In some ways, it sounds like Don’t poke me driving style (e.g., aggressive a recipe for even more distracI’m driving: or defensive, anticipatory) and tion – to be halted by your car a simulator study on driver’s experience (e.g., in the middle of an important smartphone use beginner) the in-vehicle inforcall because it judges you not mation and communication to be sufficiently skilled is likely system could decide and to send most people into enable/disable, which, if any, apoplexy. feature is safe enough to be And of course, from a techniused in this situation. cal perspective it would need As an example, a mobile well-defined and standardised phone may allow a handsinterfaces between vehicle free call when driving on a systems and all kinds of ICT motorway outside the city, devices used in vehicles, and but prohibit a call in hectic traffic situations, working out the parameters in which these and temporarily suspend the call when systems kick in could be complex, as well as turning (with a message to the other end – controversial. call temporarily suspended for driving One thing is for certain though: drivers conditions) or not allow a ring when overare going to get bombarded with ever more taking (message on the other end – please information. The question is, how do you wait for driving conditions). help them deal with it? ¡

risk management

DRIVEN TO DISTRACTION...

We need to focus on changing people’s attitudes Graham Hurdle, Managing Director, E-Trainingworld ‘What is the first thing you do as a driver if you are lost, late for a meeting and can’t find the address you are looking for?

‘The answer is, you turn your car stereo off, or down, and ignore any calls coming into your hands-free phone. The reason is that at that moment when you need to apply maximum concentration you remove all distractions. Even if you have a passenger with you and you are engaged in conversation, most drivers will ask their passenger to “hold fire” for a moment so that they can just focus on the task in hand – effectively admitting that they can’t apply their minds to two things at once.

‘These simple acts, which many drivers carry out when under pressure, demonstrate that we know as drivers that these items in our vehicle are distracting us.

However when we are driving along normally, many drivers believe we can override the distractions and be safe. The truth is, they are still distracting us.

‘So, if we know we are being distracted, why do we let it happen?

‘As an industry then, we need to focus on changing people’s attitudes. If someone smoked in a restaurant 10 years ago it would have gone without comment. If it happened now, most customers would tell the offending person to stop.

‘We need the same cultural shift with driving. If you call someone and hear that they are driving, it should be culturally unacceptable to continue that call. If you are a passenger in a vehicle and the driver tries to reset the sat nav, the passenger should stop that person from doing it. Good old peer group pressure!’

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Apple’s hands free Siri system in cars in the next year Apple is working with several carmakers to integrate its Siri mobile personal assistance system in a move which will boost driver safety and also help employees integrate their office into their company vehicle.

The voice-controlled system, currently offered on the latest version of the iPhone but due to be expanded into other Apple devices, will allow drivers to access its functions through a button on the steering wheel using a programme called Eyes Free.

The driver could then ask the iPhone questions, such as ”where is the nearest petrol station?”, or ”call the office”. In effect, the integration of the Siri system will act as a cut-price version of the built-in voice control systems currently offered as expensive options on premium vehicles, such as the Mercedes-Benz COMAND system.

With the Eyes Free feature, the driver can also ask Siri to select and play music through the iPhone’s built-in iPod, hear and compose text messages, use Maps for navigation, find calendar information and add reminders.

A number of car manufacturers have already committed to deliver eyesfree Siri integration in the next 12 months: BMW, GM, Mercedes-Benz, Land Rover, Jaguar, Audi, Toyota, Chrysler and Honda.

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technology Continental VDO

Tachograph changes on the way for CV operators?

Tacho maker VDO reckons remote reading is one of the changes likely to be introduced, but it’s still five years way, says Steve Banner. ajor changes to the design of digital tachographs now under discussion by the European Union look set to be implemented in 2017/2018 according to Ralf Bosch, digital tachograph legislation specialist at tachograph maker VDO (pictured right): part of the giant Continental automotive components group.

If introduced these will permit enforcement of icials standing at the roadside to check tachographs remotely as trucks travel past for any indication that the Drivers’ Hours regulations are being breached.

“What of icials will not be able to do is automatically impose ines electronically,” he said. “Nor will they be able to download any of the driver’s personal information.

“Remote checking will simply be used to lag up drivers who are cheating the system so that action can subsequently be taken.”

Automatic recording of start and inish locations expressed in terms of latitude and longitude – something that will require a software programme to translate the data into something meaningful to leets – is another change on its way. It employs GNSS – Global Navigation Satellite System – to obtain the co-ordinates.

Other proposals include rolling the driving licence and driver’s card into one piece of plastic. That is a move likely to be resisted by the UK among other EU countries because it will mean drivers will have to carry their licence with them at all times: not a legal requirement in Britain.

“I think it would make sense though because it would help combat fraud,” Bosch commented. “While drivers might be willing to lend somebody their tachograph card, even though they know they shouldn’t, they’re likely to hesitate if it means they’re lending them their licence too.”

M

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Enforcement of icials will be expected to improve their performance with the EU aiming to compel them to undergo suitable training and to insist that the software they use is Type Approved. “The intention is to harmonise the approach to enforcement throughout all member states,” said Bosch.

Under the proposals digital tachographs will have to be tested for their ability to resist tampering at least once every two years. Units that succumb could risk losing their Type Approval status says Bosch and if this happens then it may be the case that they will all have to be removed from vehicles and replaced at considerable expense.

As a consequence tachograph makers will have to raise the price of their products signi icantly to compensate for any risk they may face, he warns.

In a further development, the exemption from the EU Drivers’ Hours rules for drivers travelling within a 50km radius from their home base, with materials used in the course of their work – cement and tools they are going to use to repair a building for instance – looks set to be increased to 100km.

The EU will inalise the proposed legislation by the end of this year with the technical speci ications likely to be published by the end of 2014.

A number of countries that are not EU members broadly follow the Community’s regulations on tachographs and Drivers’ Hours and the EU proposes to establish a tachograph forum as a way of giving then some input into future technical changes.

In the meantime, VDO has unveiled its latest digital tachograph under the DTCO 2.0 banner.

It complies with an EU requirement that new onboard units must be able to accept a second, independent, motion signal in addition to the speed signal. As a consequence, the practice adopted by dishonest drivers of

attaching a powerful magnet to the gearbox in order to interfere with what is being recorded by the tachograph will hopefully no longer work.

The new unit will also enable tachograph data to be retrieved remotely by leet managers while the vehicle is stationary if they make use of VDO’s Download Device Wide Range. In the past this was only possible if the vehicle was in use.

One of the most useful developments will not be available until the autumn however with the debut of the DTCO 2.0a and its optional VDO Counter. Counter provides a display which tells drivers how much driving time they have got left, when they

Remote checking will simply be used to flag up drivers who are cheating the system so that action can subsequently be taken USA

CONTINUAL DEVELOPMENT Digital tachos are adapting to EU requirements should take their next break and what its duration should be.

When a break is taken, the display shows them how much time is left before they can start driving again and how long they can drive for thereafter. Information is provided about the remaining weekly

driving time and can be shown over more than one week.

Appreciating that it can sometimes be dif icult for drivers to view displays on tachographs because of where the onboard units are positioned, VDO is offering something called SmartLink. It allows information from Counter to be shown on a smartphone mounted on the dashboard.

VDO believes that digital tachographs could become a key conduit for driver and operator information under the Intelligent Transport Systems banner.

One way they could be used it suggests is to help drivers ind somewhere they can park their truck without having to drive so far that they break the hours rules. This could be done, VDO contends, by linking the tachograph to a smartphone with a suitably programmed satellite navigation system.

The tachograph will tell the phone how much further the driver can go before he or she needs to pull over and the sat nav will show suitable stopping places and tell the driver how to get there.

To work effectively, however, the truck parks will have to be capable of telling the sat nav system whether or not they have vacant spaces. More fundamentally, truck parks will have to be available to begin with.

One of the biggest problems faced by haulage leets is the paucity of safe and secure stopping places for their vehicles, especially in the UK. After all, nobody wants a truck stop in their back yard.

Though attempts have been made to overturn it, a provision in the Highway Bill recently passed by Congress and signed by President Obama means that truck drivers in the USA will have to get used to electronic onboard monitoring of their Hours of Service (HoS).

They will be obliged to use EOBRs – Electronic On Board Recorders – rather than manual logs. The Federal Motor Carrier Safety Administration is already working on the introduction of the new devices. Canada is likely to adopt the same approach.

VDO has developed an EOBR called the RoadLog. It tracks the driver’s time on the road, issues a warning if permitted limits are about to be exceeded and can generate a print-out of HoS data which can be handed to an enforcement of icer.

The information can also be downloaded using a USB key, which allows drivers to carry their HoS record with them from vehicle to vehicle. The same data can be recorded and analysed by leet managers using VDO’s RoadLog Fleet Management Software.

Why not simply supply US hauliers with a suitably-modified version of the new VDO DTCO 2.0 digital tachograph?

“One good reason is that US trucks don’t have a DIN slot in the dashboard,” said a VDO spokesman. “So where would they put it?”

While the American Trucking Association is supporting the introduction of EOBRs on safety grounds, it is strongly opposed by the Owner-Operator Independent Drivers Association, which is backing steps to strike down the measure.

IFW September 2012

19

ALD Automotive • Shell FuelSave 2012

Cotswold Water Park > Cirencester > UK Wednesday 3rd October – Thursday 4th October 2012 The MPG Marathon is the UK’s longest-running and best-known economy driving event.

Featuring a wide range of cars and vans, the MPG Marathon is a demonstration of how both the vehicle itself, and the person behind the wheel, can make a massive difference to an organisation’s fuel costs and carbon emissions.

Now in its twelfth year, the MPG Marathon generates a great deal of media coverage in regional, national and even international press and provides the perfect showcase for new technology and well-honed driving skills. Previous competitors include fleet managers, celebrities, academics, motoring journalists, professional drivers and senior figures in the automotive industry.

This year, the MPG Marathon is taking place on the 3rd and 4th October, based at the Four Pillars Hotel in South Cerney, just outside Cirencester.

Competitors will push for the best economy over two days, on a route covering around 380 miles of British countryside, including A and B roads and motorway driving. Day 1 takes drivers west into South Wales, while day 2 circumnavigates the picturesque Cotswolds and South Midlands.

Vehicles are split into classes depending on CO2 emissions, with a maximum CO2 limit for passenger cars of 160g/km introduced this year for the first time. Awards are given for the most economical drivers, as well as the most efficient cars and vans.

The winners will be awarded at a presentation held on the 10th October at the Royal Automobile Club in Pall Mall, London.

www.mpgmarathon.com

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HOW DO WE MEASURE MPG? There are many devices, including factory-fitted items, which can measure fuel economy and many of them are very accurate. But for the sake of consistency, the MPG Marathon is based on a brim-to-brim measurement of how much fuel is used over the duration of the course.

With modern fuel tanks coming in numerous shapes and sizes, each car’s tank is brimmed with fuel with one side jacked up to ensure that there is no air trapped anywhere inside the tank. Competitors can check fuel levels before the event, after which time the fuel cap is sealed for the duration to avoid en-route top-ups.

Prizes will be awarded for the best overall fuel economy and the best percentage increase compared to the manufacturer’s figures.

THE BENEFITS OF SMARTER DRIVING THE MPG MARATHON IS NOT JUST ABOUT IMPROVING FUEL ECONOMY. Reduced fuel costs The MPG Marathon proves that not only is car choice important, but that correct driver training can help save substantial fuel costs, too.

Reduced environmental impact No matter how big or small your fleet, greener driving means instant, cost-free reductions in carbon emissions, cutting the environmental impact of day-to-day business.

Reduced maintenance Smoother drivers also cause less wear and tear on vehicles, meaning they spend less time off the road for maintenance and, in turn, cost less to run.

Improved safety Eco-conscious driving is also safer. Erratic drivers don’t only use more fuel, they’re more prone to accidents, too, contributing to a safer fleet.

Reduction in stress levels Encourage drivers to slow down and take it easy on the road, and you’ll have a happier, healthier and more productive fleet.

HOW DO I ENTER? If you want to enter this year’s MPG Marathon, you can request a place by completing the registration form on the event website – www.mpgmarathon.com We give priority to entrants working for fleet companies and those with eco-driving experience, but there are plenty of opportunities for others to get involved.

For more information on taking part in the MPG Marathon, go to www.mpgmarathon.com call 01727 739160 or email mpgmarathon@fleetworldgroup.co.uk

IFW September 2012

21

fleet focus JAPAN

New dawn for the rising sun Last year's earthquake and tsunami sent the Japanese motor industry into a dive, but recovery has been swift as John Kendall reports.

MADE IN JAPAN Toyota, the largest motor manufacturer worldwide recently built its 200 millionth vehicle.

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The joint effects of the earthquake and tsunami last year saw Japanese motor production fall for the first time in 2 years.

Japan can trace its history as a vehicle producing nation back to the early part of the 20th Century. Subsequent development involved co-operative ventures with European and American manufacturers. By the early 1930s the US ‘Big Three’ had all established successful manufacturing plants in the country, but the 1936 Automobile Manufacturing Industries Act, a protectionist measure designed to promote Japanese manufacturers, effectively ended pre-War involvement from overseas. It wasn’t until the 1960s that Japanese motor manufacturing began to make progress towards the global industry that we know today.

It took 76 years and 11 months, but in July, Toyota built its 200 millionth vehicle since the first Model G1 truck rolled off the production lines at the Toyoda Automatic Loom Works in 1935. The company has had a see-saw ride in the past few years, thanks to large-scale global recalls in 2009/10 for faulty brake and accelerator pedals and the disaster of the earthquake and tsunami last year. These events ensured that Toyota slipped from its slot as the best selling vehicle manufacturer worldwide, to third place behind General Motors and Volkswagen in 2011, with sales of 7.9m units.

But the first half of 2012 has seen the company bounce back strongly, regaining its top-selling status. The company has also revised its manufacturing and sales forecasts for the 2012 calendar year with a 23% hike to 8.75 million for worldwide sales.

Sales in Japan are forecast to rise by 39% to 1.67m, while global production is tipped for a 28% upward revision to 8.87m units.

This is good news overall for the mighty Japanese motor industry. The joint effects of the earthquake and tsunami last year saw Japanese motor production fall for the first time in 2 years, down to 8.4m, with passenger cars responsible for 7.16m – 85.2% of production, compared with 9.63m in 2010, according to the International Motor Vehicle Manufacturers Association, OICA. In total, including trucks and buses, 2011 Japanese vehicle production was valued at 14.6bn Yen by the Ministry of Economy Trade and Industry. The 2011 figure placed Japan as the third largest motor manufacturing country in 2011, behind China and the USA, down from second behind China in 2010.

According to data from the JAPANESE AUTOMOBILE PRODUCTION Japanese Automobile ManuJANUARY – JUNE 2012 facturers Association (JAMA), motor vehicle exports % change Manufacturer Production reached 4,464,413 in 2011. from H1 2012 Of these, 3,929,904 (88%) Toyota 1,869,017 176.7 were passenger cars. For the first half of 2012, exports Nissan 579,439 128.7 have risen considerably, Mitsubishi 277,647 91.1 totalling 2,487,975 units compared with 1,840,164 in Mitsubishi Fuso 43,512 162.9 the same period in 2011, an Mazda 419,746 117.6 increase of 35.1%.

In addition to exports, Isuzu 124,834 145.1 Japanese motor manufacturHonda 587,217 220.4 ers produced a further 13,382,390 vehicles in overHino 77,963 169.1 seas production plants around the world. Despite the earthSuzuki 554,794 139.3 quake and tsunami, this figure Daihatsu 421,545 165.2 represented a small increase over total 2010 overseas Subaru 279,481 163.2 production. In total, Japanese UD Trucks 12,371 119.7 vehicle manufacturers have a total of 169 plants for vehicle Others 1,438 152.3 and part production worldTotal 5,248,004 153.0 wide, including subsidiary and joint venture sites. The majorSource – JAMA ity, 97 in all, are based in Asia, JAMA predicts that demand for vehicles in including 25 in China. Europe and North Japan will be back above the total for America are home to 19 sites each and there 2010, with a forecast for 4,291,000 are a further 16 in Africa. passenger car sales, 21.7% up on 2011.

JAMA data for the first six months of 2012 Vehicles in Japan are classified by both shows that Toyota is the largest passenger vehicle and engine size for registration car manufacturer by a considerable margin, purposes and by weight for licensing. Consea position it has occupied for some years. In quently passenger cars are classified as Mini, addition, both Daihatsu and Hino are Toyota Small or Standard for registration purposes. subsidiaries, Hino as the company’s Not surprisingly, Mini cars are the smallest commercial vehicle division and Daihatsu with engines up to 660cc, larger models mainly as a manufacturer of smaller cars. have engines between 660cc and 2,000cc After Toyota, Japan’s remaining ‘Top 5’ excluding diesel engines and are classified manufacturers are Honda, Nissan, Suzuki as Small, while Standard cars are those with and Daihatsu, with Mazda close behind. engines of 2,000cc and above, again excludThe table above reflects the speed with ing diesels. Each category carries a size which the Japanese manufacturers have restriction, as laid out in Table 2. recovered from the difficulties of 2011.

JAPAN PASSENGER CAR CATEGORIES Type

Engine cc

Length m

Width m

Height m

Mini

<660

up to 3.4

up to 1.48

up to 2.0

Small

660-2000

3.4-4.7

1.48-1.7

up to 2.0

Standard

>2000

4.7+

1.7+

2.0m

IFW September 2012

23

¡

fleet focus JAPAN

New dawn for the rising sun... ¡

VEHICLE TAXATION Like other countries, Japan levies a range of taxes on vehicles and fuels at both local and national level. The major taxes are an acquisition tax, levied on both new and used vehicles, based on the purchase price. A second tax, the consumption tax is also based on purchase price, while a tonnage tax is based on the weight of the vehicle and assessed at each vehicle inspection. Last but not least there is an annual tax for owners, based on the engine size of the vehicle.

The Japanese government is using its vehicle tax system to encourage the take-up of low emission vehicles. Writing in News from JAMA in August, Japan-based motoring journalist Peter Nunn explained that the Government is following up tax reductions and exemptions that were introduced in 2009 with a fresh set of incentives. The starting point is a fuel consumption standard for 2015 equating to 5.4l/100km. If met, this target would represent a reduction of 23.5%, compared with the actual average fuel consumption for passenger cars in 2004.

“At the top of the incentives tree”, writes Nunn, “Electric (including fuel cell), plug-in hybrid, clean diesel and natural gas vehicles are completely exempt from the acquisition tax (paid once, upon vehicle purchase) and

Honda, Japan's 2nd largest manufacturer saw production increase by 220.4% in H1 2012

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the tonnage tax (with the exemption applied at the time of first mandatory vehicle inspection, and a 50% reduction on the tax applied at the second inspection).

Exactly the same benefits are granted to petrol cars, including hybrids, performing 20% better than the 2015 fuel efficiency standard and whose tailpipe emissions are 75% down from 2005 standards. For petrol cars (with the aforementioned emissions performance) that surpass the 2015 standard by taxes, and for those that meet the standard, both taxes are reduced by 50%.”

To illustrate the scheme, Nunn gives some specific examples of vehicles that are exempt. These include the 1.5-litre compact Toyota Aqua hybrid (fuel consumption between 2.82 – 3.03l/100km), the Mazda CX-5 clean diesel (5.38l/100km) and BMW X5 clean diesel (9.1l/100km). Those qualifying for the 75% reduction include the petrol-powered Suzuki Swift XG with automatic engine stop and start (4.59l/100km) and 1.2-litre petrol-powered Golf TSI Trendline Bluemotion Technology (5.26l/100km).

The acquisition tax scheme is effective from now until 31 March 2015, while the tonnage tax scheme is effective from now until 30 April 2015.

There are purchasing subsidies for cars

that meet the fuel efficiency requirements too. These came into effect from 2 April this year and according to Nunn, they can be applied retrospectively to qualifying vehicles registered between 20 December 2011 and 31 January 2013. The subsidies vary, but for most passenger cars, the amount has been fixed at 100,000 Yen, approximately €1,000.

Heavy Duty trucks and buses are eligible for a similar scheme of tax exemptions and reductions. So electric vehicles, including fuel-cell powered vehicles, plug in hybrid and natural gas vehicles are eligible for exemption from the acquisition tax, worth 360,000 Yen, approximately €3,700, while exemption from the tonnage tax at first exemption is worth some 37,500 Yen, approximately €390, with a 50% reduction at the second inspection. Diesel powered vehicles can gain an identical exemption if they can better the 2015 fuel consumption standard by at least 10%, with a 10% reduction compared with the 2009 oxides of nitrogen (NOx) and particulate matter (PM) standards. 75% and 50% tax reductions are also available for vehicles which offer lower improvements. The fuel consumption target for heavy duty trucks is the equivalent of 14.1l/100km, a 12.2% gain over the actual 2004 average.

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operator profile Daimler Trucks

Mercedes unveils middleweights With new heavy duty Euro6 engines launched for their New Actros a year ago, Daimlerâ&#x20AC;&#x2122;s Mannheim plant recently released their mid-range muscle. Ian Norwell reports.

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t seems that being the irst to wheel out a Euro6 compliant engine (mandatory from 2014) in March last year was not enough for Georg Weiberg, head of truck product engineering at Daimler Trucks. He’s had a taste of it and he wants more. Just 12 months later, he took the covers off the midrange engines that will replace the current 900 series, which retire from duty in the Atego, Econic and other mid range products.

The new engines are available with nine different outputs, derived from either a 5.1litre four-cylinder unit, or a 7.7-litre six.

Starting at 156hp, they top out at 354hp.

I

Trends Some trends are beginning to emerge, most notably that of ‘downsizing.’ With a fourcylinder engine being able to work where previously you would have demanded a six.

This theory also applies up the line so that a six-cylinder engine, now with an output of up to 354hp and 1,400Nm from a swept volume of only of 7.7-litres, can ind its way into applications that would previously have demanded a 10-litre.

The higher pressures in cylinder bores, rails and injectors that have produced this effect, need new materials and construction techniques to go with them. Commonrail injectors now operate at up to 2,400 bar and cylinder bores are tolerating 250 bar, producing up to 50 tonnes pressure on each piston crown.

These forces need tougher materials and tighter tolerances than ever. Much of the investment at the Mannheim engine plant has been in the development of new, stronger materials and modi ied construction techniques. The cylinder head is made from grey cast iron, with lamellar graphite (GJL). Developed at Mannheim, it gives higher strength and better thermal properties for those components that have to feel the burn.

The cylinder head is secured with six bolts per cylinder, up from the previous four. Keeping a lid on these pressures, and adding the necessary EGR peripherals to cope with Euro6, has meant an increase in complexity, but new tolerances and a €500 million make-over at the Mannheim engine plant will bring improvements in fuel and operating costs, Daimler claims. Engineers have designed a new crossflow cylinder head that now has four valves per cylinder,

As European emissions regulations get ever tougher, the engines get less tolerant of high sulphur levels. up from the previous three, and the inclusion of a DOHC design that uses composite camshafts, pioneered last year in the larger OM471 engine from the new Actros.

Half the weight of conventional camshafts, and 30% cheaper to make, they are not turned from solid steel castings, but assembled from a hollow tube with their cam lobes shrink-fitted. The energy saved by the lower rotating masses is passed on in fuel returns. A new idea not purloined from their heavier engines is that of an adjustable exhaust camshaft.

Claimed as another ‘first fit’ for a diesel engine, the variable camshaft phaser (VCP) is used to control exhaust gas temperature and maintain the heat required to regenerate the particulate filter. This will be necessary on low-speed and low ambient temperature operating conditions where exhaust temperatures will naturally drop.

The Global View With additional engine plants in Brazil, South Africa, Japan and the USA, Daimler has no need to bin the successful 900 series units that these engines will replace.

In the same way that the outgoing Actros model continues in production now the new model has arrived, so engines that have been operating perfectly well in Europe, will ind an extended life beyond our shores.

This is especially true of some of the fast expanding, so-called, BRIC (Brazil, Russia, India and China) markets where emissions legislation has some catching-up to do.

Talking Dirty In the same way that there will be no ‘world truck’, because market requirements are just too diverse, there will be no world engine either. Apart from the manufacturing economics, one of the issues that will prevent the birth of such a beast is the variable quality of diesel fuel around the world.

As European emissions regulations get ever tougher, the engines get less tolerant of high sulphur levels. In Europe we live with less than 15 ppm (parts per million) of sulphur in our diesel, but elsewhere in the world it can climb to 5,000 ppm making it a liability to be running anything with even a tinge of green.

In operational terms, there is promise of lower fuel bills, better driving dynamics from increased torque and higher safety levels from boosted auxiliary braking. The higher torque values that drivers benefit from have a flip side and it looks like fleet operators will win on both counts. The extra grunt proves very useful in holding the vehicle back with an enhanced engine exhaust brake. The last decade has seen dramatic improvements in auxiliary brakes, engine brakes and retarders, and there’s a big operational gain to be had.

As well as extra safety, the ability to drive a truck without recourse to the service brakes over long distances is now a realistic proposition. We suggest that you interrogate your telematics data and see if the driver training is bringing you the bene it of reduced friction lining costs. With every new truck launched, there’s even less excuse to be using the brake pedal with any regularity.

Family Line-up As these two new engines were introduced, M-B included a bigger power unit, which sits at the bottom of the heavy-duty engine group. The 10.7-litre OM470 is the straight six that sits between these new middleweights and the big guns. The new family portrait now has a 5.1-litre and 7.7-litre as the juveniles, a 10.7-litre unit bigger brother and the 12.8-litre parents.

IFW September 2012

27

the environment

Are large CO2 cuts realistic for fleets?

A 50% CO2 emissions reduction might be a realistic business target, but vehicles have been a problem, until now says John Kendall.

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Uncertain economies, high energy prices, the need to contain costs – no business has to look far to find good reasons to implement an effective environmental policy. For fleets, the issue has moved from being a fringe activity confined to a few ‘early adopters’ in the 1990s, to centre stage.

Many have carbon reduction plans at the centre of their business.

For those who need a wider reason, a report published within the last few weeks by independent researchers at the Berkeley Earth Surface Temperature project in the US, points to a 1.5°C temperature rise in the Earth’s surface over the past 250 years. 0.9°C of that rise has taken place in the past 50 years. The mass of data used in the report points strongly toward that rise associated with man-made carbon dioxide emissions. For those still sceptical about the contribution of man-made CO2 to global warming, it’s worth pointing out that Berkeley Earth is headed by founder and scientific director Richard Muller, who had previously expressed scepticism about man-made global warming.

The data used for the latest report extends back to 1753 and has included factors such as solar activity and world population. Commenting on the research he has said, “Much to my surprise, by far the best match was to the record of atmospheric carbon dioxide, measured from atmospheric samples and air trapped in polar ice.” While he points out that the match between the data and the theory does not prove that carbon dioxide is responsible for the warming recorded, the good it of data and theory makes it the strongest contender. “To be considered seriously”, continues Muller, “any alternative explanation must match the data at least as well as carbon dioxide does.” He, like some colleagues, admits surprise that the new analysis shows such clear agreement between global land temperature rise and greenhouse gas emissions caused by human activity. “I was not expecting this, but as a scientist, I feel it is my duty to let the evidence change my mind.”

So there are compelling reasons – cost and environmental – to reduce carbon dioxide emissions. The problem for many leets is matching their target CO2 emissions reduction plans across the business with realistic reductions in their vehicle leet emissions.

Engine downsizing has helped to an extent, but to make significant cuts on the scale that some businesses are planning, more is needed.

The issue is perhaps greatest for commercial vehicle fleets. The number of light CVs on the road has increased notably, particularly in Europe, over the past 15 years. Vehicle weight has increased too as safety and emissions equipment has been added. Adding a hybrid drive system, would present an unacceptable weight increase for many operations. Reducing vehicle weight is key to big cuts in emissions and fuel consumption for both cars and light CVs. The problem is that none of the established manufacturers have lightweight products in their model plans.

Emerald Automotive is a new company that has grown out of a research project in the UK and has advanced plans to build a lightweight hybrid van. Fleets such as UK based Royal Mail and BT, US-based Enterprise Rent-A-Car, FedEx, AT&T, Ameren and GE and La Poste in France are aiming at 50% reductions in carbon dioxide emissions for their fleets, but lack of available light CV models make this target almost impossible to achieve. Emerald’s target has been to cut CO2 emissions by 80%, compared with traditional vehicles, translating into a fuel consumption reduction of 80%. The project is not a fantasy, two demonstrator vehicles have been gathering data in trials for some months.

Emerald’s estimates show that for the Royal Mail, the vehicle has a potential for savings of over €316 million a year alone – roughly €9,100 per vehicle per year. Hybrid vehicles tend to weigh more than their conventionally powered counterparts, but the Emerald project overcomes this by using lightweight construction, with an aluminium chassis and a space frame cab structure with composite body panels that can meet current crash requirements.

The demonstrators built so far have achieved a target gross vehicle weight (GVW) of 3,050kg but have not yet reached the 1,550kg target kerb weight, which would give a payload of 1,500kg. Kerb weight currently is 1,665kg, giving a payload of 1,385kg, but Emerald Automotive is working on it.

The vehicle should provide a similar payload to current 3,500kg GVW van models.

Emerald’s target has been to cut CO2 emissions by 80% compared with traditional vehicles The Range Extender Electric Vehicle (REEV) uses battery electric drive with a Ford 1.4TDCi diesel engine to charge the batteries. The engine, which is not connected to the wheels, starts up automatically when battery charge falls below 20%. Battery range is around 60 miles, which can be extended to around 250 using the engine.

What of the carbon dioxide emissions and fuel consumption? The project set a series of targets for the demonstrator vehicles. These were for combined fuel consumption using the recognised UN ECE R101 test, fuel consumption over the first 200km of testing, set at better than 100mpg and carbon dioxide emissions, also measured on the UN ECE R101 cycle.

In testing, the demonstrator returned 232mpg in the UN ECE R101 tests, compared with 31mpg for a typical diesel van.

In the first 200km of testing, the van returned 3.09l/100km, compared with 11.8l/100km for a typical diesel-powered van and CO2 emissions of 31.4g/km, compared with 200g/km for a typical dieselpowered van – a reduction of around 84%.

Emerald plans to sell vehicles direct to leets, on the basis that they mostly have repair and maintenance arrangements in place and the vehicles can be serviced using those channels. The company reckons it can break even producing 4,000 vehicles a year, but has based its business plan on building 10,000 a year, hardly enough to worry the major manufacturers, reckons Emerald. One central production plant, would supply kits to assembly plants around the world. Production could begin in 2014.

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interview

CROSSING CONTINENTS John Kendall caught up with John Bailey, President of International Operations at Manheim to discuss remarketing operations, particularly in Europe.

John Bailey has risen through his family auction company in Bristol, UK to his current position as President of Manheim’s International Operations. He may still have an office at Manheim’s Bristol site, but he doesn’t spend much time in it these days.

Europe is a challenging place to do business at the moment, and we started by discussing the marketing trends, particularly in Greece, Italy, Portugal and Spain.

“The downturn in the economy has created a downturn in car volumes, obviously”, says John. “Spain since 2007 has halved from 1.7m to 800,000. Greece is even worse from 278,000 down to under 100,000 and Portugal 215,000 down to 153,000. For Manheim, we are in Spain and Portugal. In terms of re-marketing, the conversion rates and the demand for the cars is a challenge.

People have less cash than they did and if they had it, the credit crunch has dried that up. Dealers can’t stock cars because they haven’t got the funding. That’s affecting those markets so we’ve geared our business accordingly around that so it’s not damaging us too badly.

“Italy is an interesting one”, says John, “Numbers have dropped from 2.5m to just under 2.0m and it’s a new market for us. We’ve only been selling physical and on-line there for two years, but it’s one of our growth markets in Europe, despite the challenges.”

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With customers keeping new cars for longer, stocks of good used cars may become more scarce in some markets. But since most – with the exception of the UK and Ireland – are left-hand-drive markets, it gives an opportunity for used stock to be moved from markets where business is weaker to those where demand is greater.

How well does this work in practice?

“The key thing is specification”, says John. “Different markets have the same makes and models with minor changes in specification. It’s a moving market because of the demand in the local market. You might say that a BMW from Spain that no-one wants to buy will do well in Germany, but BMW is a German brand and they are everywhere there, so it doesn’t quite work that way. Then the specification of the German BMW is

higher than the Spanish BMW, so there’s a pricing issue. There’s more scope in some Eastern European countries, so some buyers in those countries will drive through Germany and France to get to Spain and take a car back.”

Manheim also sells a number of vehicles in the US for shipment to Europe. “We have an export business out of the US called Export Trader”, says John. “Buyers from Eastern Europe, the Middle East and Africa will buy left-hand-drive vehicles from Manheim USA and ship them.

Something like 8% of the volume we sell in the US ends up exported, that’s around 300,000 cars.” If the vehicle fits in a container, this can be a cost effective way of moving stock.

Despite the distance, Manheim has seen a new trade build up this year between the UK and New Zealand. “A lot of used cars were sold from Japan to New Zealand – they’re both right-hand-drive markets”, explains John, “But the regulations on compliance have tightened up since 1 January this year.

“Last year, 85,000 vehicles were shipped from Japan to New Zealand. Now 80% of those don’t comply, so there’s a massive potential shortage. It’s only potential because they are still selling the back stock, but it’s drying up and we see that market opening up even further at the end of this year.”

In terms of re-marketing, the conversion rates and the demand for the cars is a challenge John Bailey, President of International Operations, Manheim

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fleet profile RENAULT TRUCKS

THE ECONOMICS OF SCALE In the second of our series that looks at the global fleet truck providers, International Fleet World looks at one of the smaller players. Ian Norwell asks, ”Is Renault Trucks’ size an asset or a liability?”

GLOBALISATION THE BARRACUDAS CIRCLE THE BAIT BALL. The feeding frenzy enjoyed by the major truck manufacturers before the last century drew to a close is largely responsible for the shape of the heavy truck business as it is today. Markets had become global and the only way to compete and survive was to forge partnerships that would complement the constituent members, and not just become a takeover behind a ig leaf. The philosophy of diversi ication – exempli ied by Daimler-Benz with it’s ownership of disparate companies like Bosch and Fokker – was demonstrably lawed and consigned to the industrial archives. And it was all about the timing too.

After earlier attempts at an alliance between AB Volvo and Renault SA was called off in 1993, they had to wait seven years before the deal was restructured and the Swedish auto maker bought RVI (Renault Véhicules Industriels) outright. The contra-deal was the acquisition of a 20% stake in AB Volvo by Renault SA. In 2001, the key was turned in the lock with RVI and Mack Trucks (under full RVI control since 1990) becoming 100% subsidiaries of the AB Volvo group. This was yet another take on the emerging multi-brand strategy in the industry that many cynical observers expected to automatically lead to the demise of smaller partners.

It was not always so, the new thinking was smarter than that. Renault’s acknowledged international culture, its history of production from the early 1900’s and its lineage from the Berliet and Saviem brands, all put it in a strong position to take an in luential place in a multinational. In European terms, the respective strengths of Volvo in the north and Renault in the south, made good sense.

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In European terms, the respective strengths of Volvo in the north and Renault in the south, made good sense.

CONSTRUCTIVE COMMENT With the lion’s share of heavy construction leet sales in the UK going to the Swedes, it could be argued that Renault is already a corporate bene iciary via their Volvo family connections. Same suit, different pockets. But this doesn’t stop them from ielding a wide range of construction trucks, with some novel engineering. IFW recently drove a selection of Renault’s tipper chassis, and the choice seemed to be as comprehensive as from any maker. From the little 7.5 tonne Midlum 4x4 right up to the brute of an 8x8, the new Kerax Xtrem, there didn’t seem to be any gaps. But as Nigel Butler, Renault Trucks UK Commercial Director told us, the chassis is only part of the story. “If you don’t get a grip of the driver training and the leet management tools, you will never get the best out of any truck,” he says. Renault’s ‘Optifuel’ telematics programme covers the technology and the training. For drivers it’s a one-day event, and managers get an additional day, with the software delivery and training on how to use it. For the leet manager, driver training needs to be measurable and without the tools to analyse and understand how well drivers have responded to training, the investment can go to waste. Butler claims that Optifuel training achieves an 11% fuel consumption reduction on average, but he’s also the irst to agree that it’s rare for those igures to be maintained when drivers get back to real work.

He adds, “Even if it were only 5%, it’s more than paid its way.”

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fleet profile RENAULT TRUCKS

¡ GET A GRIP! Renault’s chassis innovations for the construction sector include their OptiTrack, which provides hydraulic drive to a front axle in marginal conditions, and it proved its point on demo restarting a deliberately stranded 4x2 tractor. When it’s switched off, it is not consuming fuel by powering the rotating metal masses of a double-drive. Annual sales expectations in Europe are 550, but it has yet to make a sale in the UK’s conservative tipper sector. The Lander and Kerax three and four axle machines are impressive off road and in particular, their automated Optidriver + gearboxes, retarders and exhaust brakes result in a muscular, competent chassis.

Another traction option that has started to ind favour in the UK, is the 8x4 tridem.

BOCM Pauls is operating four 8x4 Renault Lander tridems on their animal feed delivery leet, out of their Preston, UK site. They see it as the best combination of payload, traction and manoeuvrability. The arrangement is a three-axle bogie layout at the rear, with two drive axles on twin tyres and a trailing single tyre on the rearmost steering axle. The maximum bogie capacity allowed on the rear for the UK is 24-tonnes and coupled with the largest front axle at nine tonnes would give a total loading capacity of 33-tonnes, leaving one tonne of load tolerance compared to a conventional 8x4. Most apparent is the improved turning circle over a regular 8x4, and mixer operators working in tight urban locations would bene it. Two years ago, demand for the tridem was almost non-existent, but the search for every scrap of productivity is making operators look again at the options.

WORLD PRODUCTION With four production sites on their home turf in France, their manufacturing policy is structured to provide CKD (completely knocked down) supplies to their assembly partners elsewhere in the world, or simply provide direct exports. Headquartered in Lyon, the centre provides research and development, engines and stamping services to two other production sites, one in Caen, and a larger facility in Bourg-en-Bresse. A third specialist operation in Limoges is the centre for their military vehicles manufacturing. A global map with assembly sites in South America, north and South Africa, Russia and the Far East, seems at irst to reveal a gaping open point in North America. Not the case of course, as it is covered by other Volvo group operations. With a workforce of 14,000 and sales and service representation at 1,600 sites, chassis production reached 44,938 units in 2010. Of these, 29,863 were trucks from their Midlum to Magnum ranges, 13,831 were LCV product, and 1,244 were CKD. These volumes perfectly re lect what Renault Trucks is about. It’s not looking for world domination, but it’s doing solid business and it’s safer from predation as part of a group, than it would be as an independent.

RENAULT TRUCKS WORLDWIDE PRODUCTION & ASSEMBLY SITES

RUSSIA FRANCE

TURKEY TUNISIA MOROCCO TAIWAN

MALAYSIA

URUGUAY

PRODUCTION & ASSEMBLY SITES ASSEMBLY SITES

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¡

SHIP OF FUELS? All the truck makers have spent money on researching alternatives to diesel power. Some have poured prodigious amounts into projects, only to ind themselves stymied by infrastructure issues, or technology barriers. Renault Trucks’ relatively small size hasn’t stopped them committing signi icant research funding. As the tide of restrictions on city deliveries rises, operators may need to decide whether they either drop their inner city and urban work, or ind a solution. IFW has driven Renault's Premium-based Hybrys.

A 26-tonne, 6x2 rear steer with a 300hp diesel and their Optidriver automated 12-speed transmission, it's coupled to a batterypowered electric motor that peaks at 120kW. As future legislation is expected to concentrate as much on noise as emissions, parallel hybrids like this can exploit that opening in a way that ultra-low emission diesels cannot. With the three operating modes of full diesel, electric and hybrid power, it does need some application from the driver to ensure the battery state remains suf iciently high to operate on electric power alone for any extended period. Subtle throttle control and habitual use of the regenerative retarder, is the secret to gaining the fuel savings, claimed to be as much as 20%.

A 600kg battery pack needs to be lugged around, and depending on the body employed, you will be typically left with a 13 tonne payload. For Renault, it presents them with a dilemma. Should they develop a right-hand-drive version and import it, or wait until customer demand justi ies it? Dave Ririe, Product Marketing Manager for Renault Trucks UK, is pragmatic about the prospects. He says, “We realise that with no government incentives and a chassis price typically double that of our diesel-only counterpart, this is a market that needs some assistance.”

To help support any customer interest, Renault will be looking at a ‘cost per month’ leasing model, not a capital purchase. “It would be unreasonable to expect the customer to take on the risk of future potential performance, so providing a rental solution makes the best sense for us and for the operator,” Ririe adds. This is the same route pioneered by DAF in the UK, as without this support, the vehicle wouldn't get off the grid. As ever, this type of truck will irst appear in leets that are out to stamp their green credentials in consumers’ minds.

Renault Trucks’ Premium-based Hybrys has a 300hp diesel engine coupled to a batterypowered 120kW electric motor

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fleet profile RENAULT TRUCKS

¡

MAINSTREAM PRODUCT

In public perception, Renault’s Magnum, the lagship long-haul truck which dates back to the early 1990s, probably made a bigger impact than many other trucks before or since, and in breaking new ground it certainly underscored the company's reputation for innovation and bravery. The concept was simple. Instead of designing a truck which would be itted with a cab-top air de lector kit, because it would coupled with 4.0m high bodywork or trailer, why not build an aerodynamic cab that was a similar height? This way, the driver could bene it from a lat cab loor above the engine, maximising the useful space inside the cab.

The trade-off was a very tall cab and cab access which left something to be desired.

But underneath every lagship truck there needs to lie the workaday product lines that generate the revenues. Operating above their Tra ic, Master and Maxity LCV van and chassis cab products, the truck offering starts with light distribution rigids and tractors with the Midlum and Premium up to 26 tonnes gross vehicle weight.

Truck cab design and manufacture is an expensive business and the Midlum cab is a common construction with the Daf LF light/medium truck range. Economies of scale for the heavy truck models are derived from a modular construction which means that the Premium’s basic structure is shared with the construction vehicle range’s Lander and Kerax and different modules to accommodate different roof heights and cab lengths for day and sleeper cabs.

The construction vehicle range is a lot broader than their regular Premium Lander and Kerax six and eight wheel rigids (see sidebar), and the on-highway two and three axle tractors are covered with the Premium long

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distance, and that idiosyncratic Magnum. Various commercial vehicle makers have a claim to being a full-range van and truck maker with Mercedes-Benz and Iveco the most obvious.

Renault is in the same club, they just don’t seem to shout about it as much.

Renault Trucks relies on its namesake, Renault SA for the supply of light CVs, so that the company can offer a comprehensive commercial vehicle range. Although the company has been a subsidiary of Volvo Trucks since 2001, Renault SA still retains a small stake. Renault SA supplies the Master van and chassis cab range to Renault Trucks. Via the Renault Nissan Alliance, Renault Trucks also sells the Maxity, effectively a re-badged Nissan Cabstar forward control light truck, sourced from Nissan’s Barcelona plant in Spain.

ECONOMIES OF SCALE In the same way that other automotive groups exploit their increased market volumes to boost their buying power with the component industry, or even cut the costs of making their own, so do Renault Trucks. The investment required to develop new engines to meet progressively tougher emissions legislation, is now exceptional. With Volvo the most recent to declare their SCR + EGR route to Euro 6, we can probably expect a similar call from Renault Trucks soon. The other major element in luencing a truck’s economic performance - the drivetrain - is also subject to shared development technologies.

Renault’s Optidriver + automated manual gearbox may vary in style of operation from Volvo’s I-Shift, but split the case, prise open the ECU, or interrogate the software and the heredity is shared. Being too overt about it by common branding would make no sense and impact on hard-won brand loyalty, but the economies are there.

It’s often said that there are no bad trucks for sale any more and while there may be some that are better than others, it’s certainly true that the standard of all the hardware is better than ever. With this in mind, leet buyers are searching for the very best levels of service support; it is now the ‘soft offer’ that is the differentiator between marques.

Renault do seem to be turning out an improved truck - the eight wheelers we tested last year in Lyon were much-improved.

THE EURO ZONE So much for the global positioning of Renault Trucks, how do they fare with leet buyers in the mature market of Western Europe, their worldwide priority market? Unlike their Swedish parent, they have a full range of product on offer above 6.0-tonnes GVW, and this helps to keep igures reasonable. The picture painted by the registrations statistics is one of a company that does modest business in all the markets of western and eastern Europe, only hitting big numbers at home in France - no surprise there.

Figures from the 27 European markets in which they compete, for the year to date ending May 2012, show Renault Trucks’ over 6.0-tonne GVW registrations at 17,284, equating to a 9.3% market share. The bias is with their heavy rigid trucks, which accounted for 9,511 chassis, with the medium duty product netting 1,644. Tractors make up the remainder of 6,129.

Market share isn’t dramatic anywhere outside France, but the cumulative effect of these small but consistent volumes in such a large number of markets, is a quite respectable level of business. Look after the cents and the euros will look after themselves. For example, their medium duty chassis sales across these countries currently averages only 6.8%, but they capture 36.8% of their home market. Their share of the heavy-duty rigid sector is a bit larger, at 9.8% and, possibly surprising to some, they command a 10.8% slice in the tractor sector.

To develop these igures further in Europe, they have declared a push on aftersales and service, but this is as tough a battleground as any and all manufacturers realise it is the new front line. But the bond with Volvo will also be an asset here, as a number of hauliers have been successfully introduced to the brand via their Volvo leets.

In the prime 8 western European markets, market share is on the rise in as many countries as it is slipping, so it’s at least a balanced picture and in round terms Renault Trucks is a 10% player. Predicting their prospects in the fragile economies of the Euro Zone would be dif icult, but they are probably better placed than some, with a full range offering. Their commitment to alternative fuels and the softer technologies like telematics will also be key to their progress.

MONEY TO BURN? Most truck manufacturers have a division that can be easily derided by any dry and joyless number cruncher, but there can be other bene its outside the PR value. Supporting events like truck racing, the Dakar rally, the ‘Cape to Cape’ and various Asian treks, seems to be in Renault’s DNA, with such events dating back to the 1920s.

As with other truck makers, the vehicles sent on these dalliances are heavily ‘breathed on’ by test engineers, but useful data can be gained, if only from the component failure threshold. Aside from these exotic adventures, Renault’s return to European truck racing in 2007 bucked the trend when many other factory teams have stayed away. They supply engine technology to the MKR team and, ielding a pair of trucks in their winning 2010 season, a third was added for the following year.

Aside from the hospitality opportunities for leet buyers and the column inches in trade media, cynics should perhaps remember that while a race truck will hardly conform to Euro 6, the longevity that we now take for granted in our truck’s brake discs and pads – for example – was largely born in the clouds of steam belched from their water-cooled antecedents on the race track a decade ago. And anyway, a reputation for being able to have fun while doing serious business is probably something that other continental European makers might envy.

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2012/13 fleet calendar International Fleet World’s guide to what’s happening in the fleet industry in the next 12 months – when, where and how to find out more info...

September 20-27 Hanover 64th International Motor Show, Germany (CV) www.iaa.de 22-30 Jakarta, 20th Indonesian International Motor Show (PC, LCV) www.dyandra.com 25-26 National Association of Police Fleet Managers Conference and Exhibition, Peterborough, UK www.napfmevent.org.uk 29-14 October Paris Mondiale de l’Automobile, France (PC, LCV) www.mondial-automobile.com October 10-12 Kiev International Motor Show, TIR’2012, Ukraine (CV) www.autoexpo.ua 11-12 Annual Conference of European Leasing and Automotive Rental Industry, Cannes, France www.annual-convention.eu 20-28 Sydney International Motor Show, Australia (PC, LCV) www.motorshow.com.au 24-4 November São Paulo, 27th International Automobile Trade Show, Brazil (PC, LCV) www.salaodoautomovel.com.br 26-28 Oslo Motor Show, Norway (PC) www.messe.no November 2-11 Istanbul International Auto Show, Turkey (PC) www.odd.org.tr 23-2 December Guangzhou International Automobile Exhibition, China (PC, CV) www.autoshow-gz.com 30-9 December Los Angeles Auto Show, USA (PC) www.laautoshow.com December 2-6 Riyadh International Motor Show, Saudi Arabia (PC) www.recexpo.com 7-16 Bologna Motor Show, International Automobile Exhibition, Italy (PC, LCV) www.gl-events.it January 2013 11-20 91st Brussels Show, Belgium (LCV, RV) www.febiac.be 19-27 North American International Auto Show, Detroit (Industry Preview, 16-17) (PC) www.naias.com 19-25 Cairo International Motor Show, Egypt (CV) www.mondial-automobile.com February 8-17 Chicago Auto Show, USA (PC) www.chicagoautoshow.com 15-24 Canadian International Auto Show, Toronto, Canada (PC) www.autoshow.ca March 1-13 Transportec Logitec 2013, Verona, Italy (CV) www.tltexpo.it 7-17 Geneva 83rd International Motor Show, Switzerland (PC) www.salon-auto.ch 22-31 Belgrade International Motor Show, Serbia (PC, LCV) www.belgradefair.rs 29-7 April Seoul International Motor Show, South Korea (PC, LCV, CV) www.motorshow.or.kr April 3-14 Amsterdam International Motor Show, The Netherlands (PC) www.autorai.nl KEY: PC – passenger cars // LCV – light commercial vehicles // CV – commercial vehicles 38

internationalfleetworld.com

launch report Alfa Romeo MiTo p40 Audi A6 p42 Ford Focus ST p43 BMW ActiveHybrid3 p44 Toyota Prius + p45

Itâ&#x20AC;&#x2122;s a treat to drive, firmly sprung but with handling guaranteed to delight enthusiasts. p41

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launch report

Alfa Romeo MiTo Twinair The Alfa Romeo MiTo gets TwinAir power. Can a real Alfa only have two cylinders asks John Kendall?

SECTOR Super Mini PRICE €18,000 – €19,500 (approx) FUEL 4.2l/100km CO2 98g/km The Fiat Powertrain Technologies (FPT) baby is continuing its march across the Fiat Group range and the latest recipient is the Punto-based Alfa Romeo MiTo. Alfisti may be in shock at the thought of an Alfa Romeo with only two cylinders, but the lively engine certainly has the character and performance to win most over.

Initially, the turbocharged 875cc engine comes with 85hp, but we can expect more in the shape of the 105hp version before long.

The TwinAir system is, not surprisingly, based on the MultiAir technology used on the larger 1.4-litre petrol engine. Instead of the more complex and expensive direct injection, TwinAir uses conventional petrol engine technology but with an electrohydraulic control system between the camshaft and the inlet valve that enables the inlet valve timing to be varied, helping to improve efficiency.

The result in the MiTo is to give EU combined fuel consumption of 4.2l/100km and CO2 emissions of 98g/km, which offers tax advantages in some markets.

We’re familiar with the engine from the 500 and Panda, while both the Punto and Lancia/Chrysler Ypsilon, sharing the MiTo’s underpinnings have the engine too. The installation in the MiTo is arguably the best so far. Vibration at idling speed is almost

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impossible to smooth out, but thanks to the dual-mass flywheel and well-sorted engine mounting, it is better than we were expecting. Once the engine picks up speed it smoothes out, although the twin cylinder engine note gives the game away, but then again, that is part of its appeal.

Unique to the MiTo for the TwinAir is the Alfa ‘DNA’ selector for ‘Dynamic’, ‘Natural’ and ‘All Weather’. The system itself has been overhauled too, enabling the driver to select ‘Dynamic’ at any speed using the switch on the centre console ahead of the gear lever. Leave the system in ‘N’ and power output is limited to 78hp, with the full 85hp available in ‘D’. Because the steering and engine are more responsive in ‘D’, keen drivers will probably not stray far from the ‘D’ position. Even so, turbocharging ensures the engine is lively in ‘N’, which also adds more steering assistance. Perhaps Alfa was running out of space to fit the selector switch – the warning light to show which mode is selected is not easy to see in bright sunlight.

As we’ve found before, low fuel consumption is possible from the TwinAir, if you don’t get carried away with the performance. We wouldn’t pretend that 85hp will give the last word in performance, but the boosted

engine definitely has the fun factor. The power delivery is quite unique because the engine has a broad spread of torque and changing up at comparatively low engine speeds gives the impression that you might have changed up too soon. But the engine will pick up surprisingly quickly, thanks no doubt to the turbocharger. This characteristic also allows fairly tall gearing so it’s possible to cruise at motorway speeds at low revs, helping fuel consumption as well and ensuring reasonable refinement. If refinement is your priority, the MiTo’s four-cylinder engines would be a better choice.

The MiTo has tidy handling, but the Punto chassis is not the best starting point for enthusiastic drivers. The suspension feels a little soft for an Alfa – the ‘Dynamic’ setting does not affect the suspension on TwinAir models.

Is it a viable alternative to a diesel? That will depend on the use made of the car and the importance of fuel consumption to the driver.

verdict The charismatic TwinAir gets the added attraction of the Alfa ‘DNA’ system in the MiTo. Go easy on the throttle for good economy, but would you choose an Alfa for that?

CALL +44 1727 739160 TO EXHIBIT AT THE SHOW

thefleetshow.co.uk

SILVERSTONE CIRCUIT, UK

WEDNESDAY 24TH APRIL 2013

launch report

Audi A6 Allroad The latest Audi A6 Allroad aims at SUV appeal with subtlety. John Kendall tries it out.

SECTOR Executive PRICE €54,600 – €62,100 (approx) FUEL 6.10 – 8.9l/100km CO2 159 – 206g/km A friend of mine had a first generation Audi A6 Allroad 2.5TDI and liked it very much. His work involved occasional visits to construction sites, so it suited his needs well.

He didn’t want serious off-road capability but appreciated the additional traction. He liked it so much in fact, that he decided to replace it with the successor model, but changed his mind when he found that the price had risen around €15,000. Audi had priced the Allroad to appeal to those with premium SUV budgets who didn’t want a premium SUV and it seems to have worked.

Creating niche markets is about selling people things that they didn’t know they wanted.

The third generation A6 Allroad is now with us, based on the latest A6 Avant bodyshell, meaning that more aluminium components have helped to slice around 70kg off the car’s weight. Audi claims that aluminium components make up some 20% of the total body weight. That 70kg reduction is more impressive considering that the car is 6mm longer than its predecessor at 4,940mm, 36mm wider and 13mm higher.

The wheelbase is 72mm longer, while the front overhang has been reduced by 77mm.

For those off-road moments, the A6 Allroad has adaptive air suspension with a choice of settings and electronically con-

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trolled dampers. Quattro four-wheel drive with torque vectoring is standard on all models. Automatic transmission is also standard in the shape of either a sevenspeed automated transmission or eightspeed tiptronic fully automatic.

Audi is offering five engine options, all with V6 configuration and 3.0-litres capacity – four diesel and one petrol. The directinjection TFSI petrol engine uses a crankshaft driven supercharger to boost output to 310hp. Predictably CO2 emissions are the highest from this engine at 206g/km.

The diesels are all turbocharged with power outputs of 204hp, 245hp and 313hp.

All engines are Euro5 compliant, but there’s also a Euro6 ‘Clean Diesel’ option for the 245hp variant, available in some markets, making up the fourth diesel option.

Quality is what you would wish for from a car costing upwards of €54,000, with impressive finish and high quality build. The interior would be familiar to a modern Audi A6 driver, with the large fold-out screen for the Audi infotainment system dominating the upper part of the dashboard.

We didn’t have an opportunity to drive the Audi off road and that’s a place that relatively few drivers are likely to go. But the driving experience is as impressive as you

would hope from a model derived from the A6. Even the lesser powered diesels perform well and the chassis offers impressive grip and handling. Take it off road and there’s hill-descent control to help and bash plates to protect the underside.

It’s spacious, comfortable and well appointed. Noise levels are low, which adds to the air of quality.

Only the 313hp TDI model is available with the 8-speed tiptronic automatic gearbox but the 7-speed twin clutch automated shift is almost as accomplished. The slick, quick gear changes are what we have come to expect from the S-tronic/VW DSG family of gearboxes.

No modern Audi is understated. The deep front grille and crisp edges see to that, but all things are relative and compared with the bloated, overbearing Q7, it’s a quality car for the well heeled who may need to tow a horsebox or boat, but don’t need the high driving position and go-anywhere off-road ability.

verdict High quality, high specification, a great drive and fine choice of low-emitting diesels. Add offroad capability to estate car practicality for a tempting alternative to a large SUV.

Ford Focus ST Ford’s first global performance car brings performance with eco-friendliness. Queue here says John Kendall.

SECTOR Lower Medium PRICE €28,000 (approx) FUEL 7.24l/100km CO2 169g/km Fleets are no stranger to fast Fords, in Europe or North America, but historically, the approach has been different, given the widely different fuel prices, roads, traffic conditions speed limits and a few more things besides.

Even before the global financial crisis poleaxed international economies, the economics of vehicle manufacturing were changing fast.

When Alan Mullaly arrived as Ford boss from Boeing, he wanted to know why Ford made one set of models for North America, another for Europe and more for other parts of the world. Given the enormous cost of tooling up for different models in different parts of the world, it’s hardly surprising that he didn’t buy the arguments that different places needed different models. If it works for aircraft, it could work for motor vehicles too.

Enter the One Ford strategy, which probably gave Ford a big advantage when the financial sky fell in. Models could be made different for different markets without the need for different platforms. It has saved Ford a packet in development costs and there’s little doubt that others who are not doing the same thing already will follow if they want to stay solvent.

So the latest performance Ford is the first global product of its type from the company and if customers in North Amer-

ica think they’re going to be short-changed, they should book a test drive.

Ford’s chassis engineering really got into its stride with the Focus and the quick ST and RS models built on the heritage of the rallyprepared Escorts dating back to the 1970s.

The standard Focus came with chassis dynamics that were the envy of rivals and the quick ones took the game to another level.

The RevoKnuckle and a Quaife limited slip differential gave the 2009 front-wheel drive 300hp Focus RS excellent dynamics without resorting to four-wheel drive to handle the power. Given that background, its no surprise that the new ST variant, traditionally less powerful that the RS, is impressive.

Ford’s two-litre EcoBoost is under the bonnet, delivering 250hp with help from a turbocharger, direct fuel injection, variable cam timing and redesigned inlet and exhaust.

At the same time, it delivers 7.24l/100km fuel consumption and 169g/km on the EU combined cycle, so if you don’t exploit the performance, the car will carry you a reasonable distance on a litre of petrol.

The question is, would you buy a 250hp car with bulging side skirts, deep front and rear bumpers and a roof spoiler to drive for ultimate fuel economy? Probably not, but the engine will be tax efficient in some mar-

kets and fleet drivers ordering one may not be so concerned about fuel consumption.

The driving experience is as impressive as we were expecting. The Focus chassis offers plenty of feedback through the steering wheel, while the 10mm lower suspension, including that RevoKnuckle, plus specially developed Goodyear Eagle tyres and uprated damper settings, provides masses of grip and sharp responses, while the driver is held comfortably in place in a Recaro seat adjustable for cushion length and tilt.

Chassis dynamics are assisted by a list of electronic aids too, including torque steer compensation, three-mode ESP and torque vectoring control to reduce understeer in rapid cornering. It’s a treat to drive, firmly sprung but with handling guaranteed to delight enthusiasts.

Expect equipment to include 18” alloy wheels, air conditioning, keyless starting Bluetooth and USB, with other options and specifications according to market.

verdict The Focus ST is a car for enthusiasts, delivering sharp handling and high power with the potential for low consumption too. Form a queue behind me please.

IFW September 2012

43

launch report

BMW ActiveHybrid 3 Technologically brilliant, but a niche-seller in diesel-loving Europe, says Alex Grant.

SECTOR Compact Executive PRICE €52,300 – €55,200 FUEL 5.9l/100km CO2 139g/km It must be difficult for car manufacturers, attempting to cater for ever-changing global demand as it’s steered by emissions standards and differing taxation policies.

There’s no single solution, and the ActiveHybrid 3 is an indication of that problem.

Like the larger 5 and 7 Series hybrids, this uses a six cylinder, twin turbocharged petrol engine from the 335i, paired with an electric motor located in the gearbox housing.

There’s very much a market for this drivetrain, but it’s predominantly found in Japan and North America where air quality standards make diesels a hard sell.

In CO2-taxed Europe, this is a real niche model. None of BMW’s closest competitors, including well-established hybrid manufacturer Lexus, offer a compact executive car with a hybrid drivetrain. Citroën’s DS5, which is pitching for a slice of the premium market, is the closest in concept with the Hybrid4 but even this is based on a diesel engine.

The ActiveHybrid range’s biggest problem is BMW’s own engines – brilliant, low-carbon, high performance diesels which have made the carmaker a big player in the corporate market. By comparison, the hybrids are more expensive, less efficient and higher in CO2 than even the most powerful diesel, so sales expectations are very modest.

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Most of the early adopters for the ActiveHybrid 3 are likely to be technology lovers, and they will adore the clever powertrain used here. Everything works seamlessly, switching almost unnoticeably between petrol and electric power around town and with the useful ability to ‘coast’ on electric power at speeds of up to 160kph, decoupling and deactivating the petrol engine, which will add to motorway efficiency.

Using a little restraint and the Eco Pro driving mode, this powerful saloon car consumes around 6.9l/100km, which many buyers would’ve been happy to get from a diesel 3 Series not long ago.

The electric motor also provides a power boost under heavy acceleration, so this offers incredible straight line performance. Its combined 340hp is delivered smoothly and effortlessly through the eight-speed gearbox, and 100km/h arrives in 5.3 seconds from rest on the way to a limited 25km/h top speed. Instead of being a stereotypical low performance, low-CO2 hybrid, this is the second fastest 3 Series behind the M3.

But what really impresses is the lack of sacrifices. The handling isn’t blunted by its extra weight, there’s no noisy CVT gearbox, no loss of boot space and no shortage of choices when ordering. BMW isn’t building

a Touring version, but the ActiveHybrid 3 is available in most of the same trim levels as the saloon – SE, Modern, Luxury and M Sport – each costing €6,500 more than the equivalent 335i. That’s a price difference which could be offset by greater efficiency and, in some markets, lower tax.

This isn’t a car that’ll change the face of 3 Series sales in Europe, appealing more to head than heart. Technology fans will enjoy its clever engineering, and corporate buyers in the market for a powerful six-cylinder 3 Series will find this a more affordable car to live with as fuel prices continue to rise. With rivals only offering larger models as hybrids, it's also a unique option.

Without the legislation and taxation to encourage petrol-electric hybrids, this will remain very much a niche part of the 3 Series range. ActiveHybrid 3 is a brilliant piece of engineering, but without a smaller engine or diesel option it won’t make sense for the majority of corporate buyers.

verdict There’s no questioning the quality of engineering found in the ActiveHybrid 3, but the figures don’t add up against BMW’s cheaper, more tax-efficient diesel models.

Toyota Prius+ Seven-seat Prius is an innovative way to retain customers, says Alex Grant.

SECTOR Compact MPV PRICE €30,000 – €38,000 FUEL 4.1 – 4.4l/100km CO2 96 – 101g/km Three generations into the Prius’s life cycle and hybrid technology has grown from a niche to one which is firmly established in business and retail markets worldwide. The Prius itself has matured too, becoming a tall, coupe-like car that’s refined and stable, if not particularly exciting to drive.

So if you consider the Prius for its rational benefits, of practicality, reliability and efficiency without the diesel fumes to hurt its green credentials, then the seven-seat Prius+ offers no real surprises. It’s an oversized Prius, with larger load space, extra headroom and a couple of extra seats which fold away into the boot floor. It’s also a little slower as a result.

Diesel engines make up the majority share of European MPV sales, where torque and fuel efficiency make moving heavy loads easier. This makes the Prius+ a unique proposition with its hybrid drive, bringing seven-seat practicality down to double-digit CO2 emissions for models with smaller wheels, expected to be the biggest-sellers in most markets.

It also makes this a very attractive fleet proposition – low in tax and fuel consumption, yet high in the typical Toyota reliability.

But to really make a dent in this segment, it has to offer both the capaciousness of an MPV and the technology-rich, environmen-

tal friendliness of the Prius hatchback.

Globally, the large Prius is sold in two forms, which are essentially the same car. The Prius V, sold in America and alongside the Prius+ in Japan, is the same vehicle with a nickel metal hydride battery under the boot floor. Prius+ has a lighter, but more than twice as expensive, lithium ion battery in the centre console between the two front seats, which leaves space for a third row in the boot.

This has left some evidence of packaging differences. There’s only space for a DVD case in the centre console of the Prius+, and the boot floor is high, level with the top of the bumper, with a small compartment underneath the rearmost section. Presumably this is redundant space where the Prius V has some of its battery.

The Prius V isn’t coming to Europe, though. Toyota decided the Prius+ filled a gap, despite being outsold by the cheaper five-seater in Japan. Moving the battery into the centre console has left loads of cabin space, too, with plentiful of head and leg room in the middle row and individuallyadjustable seats to make baby seats and broad shoulders easier to fit inside.

But the third row is for children and emergencies only. The raked roofline – carried across from the Prius – offers little headroom,

and the middle row doesn’t return to its previous position after tipping forward for access.

Slide the middle row forward completely and there’s just enough room for two adults in the back, but the sloping foot well doesn’t offer a very comfortable seating position.

It is a flexible car though. All except the driver’s seat can be folded flat with a simple button, and although none are removable this does create a sizeable, level load area. With loads of legroom in the middle row you could almost view this as a more luxurious Prius with estate-like load capacity and the useful option of some emergency-use seating when needed.

Toyota is predicting European sales of around 18,000 units in its first full year, against 40,000 for the hatchback. This offers a tax-conscious, eco-friendly motoring option for large families. But, rather like the first generation Prius, it’s a step towards what should become a more refined, capable product in forthcoming generations.

verdict Cleverly packaged Prius+ will enjoy its biggest demand among Prius owners wanting to upscale without defecting to a non-hybrid powertrain.

IFW September 2012

45

S.W.O.T.

In association with

Mazda CX-5

THE SERIOUS LIGHTWEIGHT Not a sports car, but a very competent new entrant in the crossover sector, reckons Stephen Dilley of Fleet Influence.

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internationalfleetworld.com

“The family SUV that drives like a sports car”. That’s how Mazda headline the CX-5.

For a SUV, Crossover, whatever you call it, to drive like a sports car is a pretty strong claim (last effectively delivered by the very first RAV4). Are Mazda targeting the Dad who needs practicality but longs for the occasional blast around the back roads when the kids are in bed?

Described as a compact SUV, the CX-5 comes in with an overall length of 4555mm, comparing with 4569mm of the BMW X3 and 4574mm of the current Honda CR-V. Importantly it also weighs in as a much lighter car (1425kg) against the X3 and CR-V, beating them comfortably by 315 and 250kgs respectively, albeit adding 195kg in the AWD, spec laden version.

The external appearance of the CX-5 is fairly predictable, much in keeping with its competition. A large frontal area, perhaps a slightly over-egged grille (although by careful selection of body colour, it can blend in fairly quietly). The short rear overhang adds a sporty, purposeful feel to the design.

Inside, the cabin cannot be described as ‘bright’, yet the driver quickly feels at home and, yes, you can adopt a fairly sporty driving position when you get all the seat and wheel adjustments just right. The plastics match the level that this car aspires to (aka not bad) and the dashboard and controls do everything required of them, although there seem to be a lot more switches, buttons and controls than may be strictly necessary. The support-

ive front seats induce no ache or tiredness over long journeys and the rear seats provide ample accommodation for three.

Pleasingly, the luggage capacity – with the rear seats up – comfortably exceeds that of its bigger rivals at 503 litres, versus 480 and 442 litres.

Mazda have made great play of their SKYACTIV technology. As part of this, the engine technology used for both fuel types employs a 14:1 compression ratio, which is low for diesel and high for petrol. This aids the lexibility of the power units and, coupled with the light weight of the car, both deliver an enthusiastic drive. The diesel engine is not the quietest at low speeds, but, once cruising, it settles down and the low road noise contributes to excellent overall levels of NVH. The handling of the CX-5, utilizing MacPherson struts at the front and an independent four-link set up at the rear, is very good for an SUV. Driving winding roads is rewarding – there is little evidence of jarring, the ride is smooth with little roll, but certainly not ‘like a sports car’.

The CX-5 is entering the fastest growing sector in Europe and there are plenty of strong players already in this most competitive of sectors. Yet it can hold its head high.

It is a good piece of packaging and well priced in most markets; what’s not to like?

STRENGTHS Mazda have built a well-executed compact SUV which deserves to succeed. It offers

both practicality and performance which is equal to, if not ahead of, many of its competitors. It is clear that an SUV can deliver on both of these fronts without compromise.

WEAKNESSES The engines are good and encourage push on driving, but this may also be viewed as its downfall. It is really hard to return fuel economy figures anywhere near those claimed by Mazda without avoiding all the enjoyable bits.

On a broader note, the recent cut-backs in the fleet department at Mazda Europe have confused the market. Mazda needs to decide what it is, where it is, and where it wants to go.

OPPORTUNITIES Because it currently positions itself so well in this sector, Mazda need to keep pushing immediately in order to keep ahead. It has good entry point pricing which – in view of the current Euro/Yen exchange rate issues – will prove challenging in the short to medium term. Mazda need to hold irm on its pricing advantage to avoid becoming an also ran.

THREATS The new CR-V, due to go on sale in October, adds a slighter smaller pro ile and improved design to enhance an already strong position in this sector. Every manufacturer is looking to deliver better solutions in this sector.

Don’t rest on your laurels, Mazda.

CROSS BORDER COMPARISONS List Price

UK

Portugal

Spain

Italy

Germany

France

Euro – Low end

24,878

34,356

25,690

22,900

23,890

25,490

Top end

33,715

46,313

35,690

35,750

36,790

39,500

£S – Low end

21,395

-

-

-

-

-

Top end Spec & Trim

28,995

-

-

-

-

-

SE-L

Essence

Style

Essence

Prime-line

Harmonie

SE-L Nav

Evolve

Luxury

Evolve

Centre-line

Selection

Sport

Excellence

-

Exceed

Sports-line

Dynamique

Engines Petrol

Diesel

2.0 165PS 2WD

-

-

2.0 160PS AWD

2.2 150PS 2WD

2.2 150PS AWD

-

2.2 175PS AWD

-

IFW September 2012

47

fleet in figures

Ten month European registrations decline continues European registrations are still falling for both cars and commercial vehicles, although some markets are enjoying growth, reports John Kendall.

Corsa is European no.2 best seller despite tough market, helping to make Opel/Vauxhall the second best-selling European brand in the first semester

European new car registration data for the first half of 2012 is unlikely to bring a smile to many faces in manufacturersâ&#x20AC;&#x2122; boardrooms. According to data from the European Automotive Manufacturers Association (ACEA), the decline that set in nine months earlier has continued, but as we have reported earlier this year, the picture is not uniform across Europe. For June, new registrations declined by 2.8%, compared with June 2011, giving an average decline of 6.8% for the first half of the year, compared with the first six

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months (semester) of 2011. ACEA data shows that 1,201,578 new cars were registered in June and 6,644,829 in total for the first semester.

Data from LMC Automotive shows that the decline continued into July, with the overall reduction increasing to 7.7% on average for the irst seven months of the year. July seems to have been a tipping month for the German market according to the LMC data.

For June, registrations in Germany had continued to grow with a rise of 2.9%, giving average growth of 0.7% for the year,

according to ACEA igures. But LMC data shows that German registrations dropped by 5% in July turning the average for the seven months into a decline, with registrations down on average by 0.1% â&#x20AC;&#x201C; brought down, says LMC, by a decline in private sales.

In the other major markets, fortunes were as mixed as they have been for the rest of the year. For June, UK registrations were 3.5% up on June 2011 and up 2.7% when comparing the irst semester in 2012 with 2011. Data from the Society of Motor Manufacturers and Traders (SMMT) in the UK

indicates the UK increase continued into July, buoyed up by private sales with registrations up 9.3% in July 2012 compared with July 2011 and up 3.5% when comparing the irst seven months of the year.

For the remaining three large markets, Spain and Italy suffered the worst falls in the first six months, declining by 12.1% and 24.4% respectively for the month, and by 8.2% and 19.7% respectively over the first semester. France has also suffered deep declines this year, but for June the market was looking more stable with registrations down 0.6% compared with June 2011, helping to slow the overall decline to 14.4% for the year.

In percentage terms, Portugal suffered the worst decline in the first semester with registrations down 41.9% on average to 53,404 from 91,859 in the first semester 2011. Greece has suffered a similar percentage decline, down 41.3%, but these are comparatively small figures when compared with Italy whose 19.7% decline to 814,179 represents a reduction of 200,079 registrations.

Elsewhere, we can see a similar pattern to the rest of the year, with the eastern European and Baltic states enjoying growth.

Among the manufacturers, those registering year-on-year growth are in the minority. In volume, it is Audi that is the winner, with registrations up 4.5% to 362,038. Kia registrations were up 24.7% in the first semester to 168,938, while for Hyundai, the gain was 11.6% to 222,573.

The Range Rover Evoque is ensuring that Land Rover continues to have a good year with registrations up 42.4% in the first semester to 52,161.

For GM, Chevrolet’s 14.0% rise has lifted registrations to 103,126, while Opel/Vauxhall’s 15% decline brings the combined brands’ registrations to 457,630.

Renault is enduring the biggest battering with registrations in the first semester down 19.6%, a drop of 110,212 to 450,881. Peugeot is faring little better with registrations down 15.2% to 432,426. Among the Japanese brands, Mitsubishi is continuing to struggle, with registrations down 32.4% to 38,965.

As JATO’s data shows in the table, VW is the best selling brand, even with registrations down 1.5% and despite the misfortunes among the French manufacturers, most are still in the top 5 places. As in earlier months, it is only the premium

Top 10 Models Make

June 2012

June 2011

% Change June YtD June 2012

June YtD 2011

% Change YtD

Volkswagen Golf

39,811

41,567

-4.2%

240,020

255,760

-6.2%

Opel/Vauxhall Corsa

29,490

33,427

-11.8%

149,553

172,417

-13.3%

Volkswagen Polo

28,407

32,408

-12.3%

163,818

190,718

-14.1%

Ford Fiesta

26,430

33,516

-21.1%

171,605

196,733

-12.8%

Renault Megane

23,692

22,888

+3.5%

111,191

130,398

-14.7%

Opel/Vauxhall Astra

23,569

30,278

-22.2%

129,774

163,746

-20.7%

Renault Clio

22,946

26,935

-14.8%

130,638

163,778

-20.2%

Ford Focus

22,068

31,335

-29.6%

139,108

151,096

-7.9%

Nissan Qashqai

21,682

18,700

+15.9%

114,586

113,449

+1.0%

BMW 3 Series

20,112

16,949

+18.7%

91,442

87,179

+4.9%

June 2012

June 2011

June YtD 2011

% Change YtD

Volkswagen

155,873

148,939

+4.7%

875,926

889,670

-1.5%

Opel/Vauxhall

90,611

103,692

-12.6%

469,686

553,122

-15.1%

Renault

90,305

96,897

-6.8%

461,755

572,481

-19.3%

Ford

87,011

105,094

-17.2%

539,966

601,058

-10.2%

Peugeot

80,480

91,075

-11.6%

443,798

522,910

-15.1%

Citroën

71,593

75,350

-5.0%

385,683

439,013

-12.1%

Audi

69,836

64,603

+8.1%

378,319

360,773

+4.9%

BMW

64,973

64,557

+0.6%

336,985

337,790

-0.2%

Mercedes-Benz

58,710

58,776

-0.1%

316,008

302,425

+4.5%

Fiat

58,020

70,938

-18.2%

327,374

399,243

-18.0%

Source - JATO

Top 10 Brands Make

% Change June YtD June 2012

Source - JATO

IFW September 2012

49

¡

fleet in figures

Mercedes’ new Actros has helped the company to secure the top seller slot in the heavy truck sector in the first semester

¡

brands, Audi and Mercedes-Benz that have shown growth in the top 10.

Despite a 6.2% drop in registrations, the VW Golf is the best selling model with 240,020 registrations in the first semester, practically 90,000 registrations ahead of the second placed Opel/Vauxhall Corsa.

Renault can take some comfort from a month of positive sales in June for the Megane, the only one in the top 5 to do so. JATO attributes this gain to taxationinfluenced growth in registrations of the Megane 1.5dCi 110 ‘Energy ECO2’ variant in the Netherlands. Its 90g/km CO2 emissions giving it significant tax advantages over competitors there. Otherwise it is only the Nissan Qashqai and BMW 3 Series showing growth in the top 10.

COMMERCIAL VEHICLES It was a similar picture for commercial vehicles with EU registrations declining for the fifth consecutive month in June.

Compared with June 2011, registrations for the month were down 5.8% to 157,232. For the first semester, the decline was 10.8% compared with the same period in 2011, with a total of 892,850.

The biggest reductions were sustained by Italy, down 37.0% to 71,504 and Spain,

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internationalfleetworld.com

down 25.5% to 49,499. Despite a 7.2% reduction in registrations to 233,538 during the period, France remained the largest CV market in Europe.

As always, the largest share of the market is accounted for by light CVs up to 3,500kg gross vehicle weight (GVW).

Here, the market was down 12.2% for the first semester to 726,284. France again was the largest light CV market in Europe, down 7.6% for the first semester to 205,737. The UK was the second largest with registrations down 10.1% to 119,786, while Germany registered a small decline of 0.8% to 109,371.

Above that weight, total truck registrations in the first semester reached 150,568, down 5.5% on 2011. Fortunes here were mixed, with the UK posting 21.5% growth in registrations during the period, to 21,662, although significantly less than the largest market, Germany, where registrations were 4.7% down to 45,892. In second place, France experienced a 3.2% decline to 25,446.

Amongst the light CV manufacturers, there were few surprises. Renault retains its position as market leader with a 16.8% market share at 119,944 registrations.

VW with 13.5% of the market was in

second place with 96,074 registrations.

Third placed Ford took 11% of the market with 78,645. The company can expect to slip for the second half of the year as it prepares to replace a large section of its model range. Peugeot and Citroën respectively made up the top five, with 76,328 and 74,565 registrations, giving the two companies shares of 10.7% and 10.4% each. Fiat took a 10% share of the market with 71,183 registrations and MercedesBenz 8.6% with 61,499 registrations.

In the heavy sector, Mercedes-Benz has a strong lead in the EU with 32,159 registrations recorded in the first semester, giving a market share of 23.1%. MAN trails Mercedes by some distance to take second place with 22,016 registrations and 15.8% of the market. With 17,924 registrations, DAF could claim third place and 12.8% of the market. The Volvo Trucks group total of 15,370 Volvo and 12,785 Renault Trucks would give the group a combined second place and 20.2% of the market.

Individually, it gives Volvo fourth place with 11.0% of the market. Iveco’s 10.7% share comes from 14,955 registrations to complete the top 5, with Scania in sixth with 13,492 registrations and Renault Trucks seventh with 12,785.

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