Delivery Issue 47 April-May 2013

AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

www.deliverymagazine.com.au ISSUE 47 APRIL/MAY 2013 RRP: $7.95

UTE MARKET TAKES OFF

Delivery Magazine is an AFMA Strategic Alliance Partner

UTE PAYLOAD RATINGS AREN’T ALL THEY SEEM

TESTED

Space

pace

The latest D-MAX is even better than its predecessor in space-cab form

it s

one of Australia’s most frugal utes when it comes to fuel economy, but there’s much more to the D-MAX range than just a strong heart and a high level of fitness.

At Delivery, we are fortunate to be in the position where we can have the pick of the bunch in terms of being able to evaluate all the different contenders on our market. No matter that many utes all look similar, each, under the skin, is very different from the next.

American politicians, including President Obama, have mentioned that it’s possible to put lipstick on a pig, but at the end of the day it’s still a pig. Another wonderful quote also refers to wrapping up an old fish in paper called change, but it’s still going to stink after eight years.

At Delivery, we see some similarities with these comments, given that some utes appear to be show ponies while others that might appear more basic are in fact the models that are most appealing.

A ute buyer chooses this category of vehicle because it is going to be working for its living. If it was purely for transport, the buyer should choose a vehicle with more comfort, better interior space, lower ground clearance and better fuel economy. These are usually called cars.

So, whatever model of ute you select, you are going to end up with a compromise. If you have a single-cab you miss out on space, usually only scoring two seats and not having room for the dog. The compromise here is less interior space for more tray length. Move to a space-cab and the gain in interior cabin space is at the expense of tray length, although the width remains the same.

Choose a dual-cab and the tray length diminishes further in aid of the growth in interior space. But, as you err more in favour of the interior and its added comforts, you lose the very reason for buying the ute in the first place, as in its ability to carry a load and work for its living.

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Our favourite version of the ubiquitous ute is the space-cab, and, with a new D-MAX version in the Delivery garage, that’s where our attention is currently focused.

The launch of the current model back in June of 2012 brought with it a completely redesigned vehicle from the ground up.

The chassis was redesigned to provide greater integral strength and less flex, making the suspension work better and cutting back on the chance of generating any squeaks and body rattles. The cross bracing on the rear of the chassis was improved, and, with an increase in the chassis rail side section dimensions, the strength and rigidity overall improved by 42 percent.

The ideal axle location for any ute is achieved by pushing the drive axle as far rearwards as the body and chassis design can provide. Any attempt to shorten the wheelbase will produce a choppy ride and accentuate a tail-down/noseup attitude to load carrying at maximum payload.

All D-MAX models get the same wheelbase of 3095 mm, the same front overhang of 905 mm, but a variation in rear overhang by virtue of differences in tray and tub designs.

Front and rear track measurements are identical at 1,570 mm on all 4x4 models, and so too is the turning circle at 12.6 metres.

We mentioned the need to compromise, and this provides a choice dimensionally of 740 mm from the rear of the cab to the rear axle for the Space-Cab. By choosing the dual-cab, this

SPACE & PACE

downshifts of its own accord to give the driver slight engine braking assistance. Touch the accelerator and the ratios shift back up through the ‘box.

With the SX Space Cab we stayed relatively cost conscious, but even then we gathered cruise control within the vehicle DNA. The rack and pinion steering is also speed sensitive, adding ‘weight’ to the wheel as speeds increase, and has 3.2 turns, lock to lock. dimension drops back to 430 mm, a far cry from the 1,235 mm of the single cab version.

If the Space-Cab/chassis takes your fancy then your only option will be looking at a 4x4 SX version. With a five-speed manual gearbox, this will set you back $39,100, or a further $2,200 for the automatic.

So, while concentrating on which model to select, we’ve narrowed down the field of runners and riders considerably, basically to a question of manual or automatic transmission.

Having always been a devotee of manual gearboxes in utes, it comes as a surprise to find us, in this instance, recommending the automatic as the best selection. The electronic shift performance is smooth, cleverly adjusts to terrain demands, and makes driving even more of a relaxed occupation.

The shift logic of these newly-designed automatic transmissions stands out the moment you start driving.

At the touch of the brake pedal during a descent, the gearbox

Switching from 2WD to 4WD high range is via a round knob on the centre console and can be executed while on the move. 4WD/H to 4WD/L requires a halt while selection takes place. When descending steep hills, off-road, the gearing in 4WD/Low is highly impressive and safe.

From a safety perspective, electronic stability control and traction control are standard inclusions. So too is hilldescent control and hill-ascent control, all courtesy of the five-speed auto that, in this instance, is supplied by Aisin.

This transmission also features a lock-up torque converter that operates on second to fifth gears. Electronic brake force distribution stops you locking wheels, whether laden or unladen. Also new are six SRS airbags, a four-channel, foursensor anti-lock braking system and brake assist.

Back for a moment to the inside of the Space Cab. What isn’t obvious to the naked eye is that the rear quarter doors are internally hinged and swing out like a smaller version of a barn door to match the main door on either side. If you have ever struggled to put shopping or tools behind the front seats, then this opening rear door is a lifesaver. It provides total access into the rear of the cab, plus for those days when you find some spare souls to transport, it can seat two adults in

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PROFILE

TRAILER CELEBRATION

Now in its 65th year, Dean Trailers has been producing agricultural, tipper and plant trailers in the NSW Southern Highlands since just after World War II. The company is still a leader in specialised trailer design Written By Allan Whiting

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nce a family-run business, Dean Trailers is now owned and operated by Chris Guy, who has preserved the brand’s traditional product line-up and added some innovations as well.

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“A growth area for us is tandem-axle flat-tops and tipping trailers that tow behind utes,” Chris Guy told Delivery.

“Yesterday’s utes didn’t have enough grunt to tow trailers in the 2.0-3.5 tonnes range, but modern turbo-diesels have ample power and torque to do the job.

“We’ve dimensioned the flat-top and ute-tipper-trailers with 1.8-metre internal width, so they tuck in nicely behind utes and cab/chassis, and we produce them with aggregate trailer mass ratings from two tonnes up to 4.5 tonnes,” he added.

We checked out several of the tipper trailers and could see the attraction they might have for a tradie who can’t justify running a three-tonne-capacity truck. Two trailers were still in-build, so we were able to check out a construction process that involved upside-down build, to make it easy to fit twin AL-KO, independently-sprung, rubber-bushed torsion-bar axles with electric brakes. Bodywork is cut, pressed and assembled separately, and mounted on the rolling chassis.

The tippers feature a short-stroke, robust ram amidships, powered by an electro-hydraulic power pack that’s located in a lockable box on the drawbar. The 12V power pack battery also operates an electric breakaway safety system on trailers with two tonnes ATM or more.

Dean Trailers is well known for its tilt-deck, single and dualaxle flat-top plant trailers, and

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the company keeps a display stock of these popular trailers.

As with the tipper trailers we inspected, the plant trailers use AL-KO axles, but the braking system can be electric, override mechanical or override hydraulic. The 4.5-tonnes-ATM model has air/hydraulic braking.

Many vehicles hauled by tilt-deck plant trailers have poor ground clearance, so the trailer deck height, tilt angle and ramp dimensions have been carefully calculated. Tilting is controlled by a manual hydraulic pump that can be optionally fitted with electric power. Also optional is an electric loading winch.

Although the company has a wide range of standard road trailers, it’s also well known as a builder of specialised trailers.

We inspected some flat-top trailers with air suspension and S-Cam brakes, designed for carrying road construction plant.

There was also a one-off, low-deck flat-top that’s to be towed behind an off-road tour bus. The deck was lower than normal, to allow optimum-height access to bush-camp cooking and refrigeration equipment. Enclosed bodywork with stainless steel corner cladding was yet to be installed on this trailer.

Another variation on the normal tilt-deck trailer construction was a unit being built with channel-section framing, rather than normal RHS tubing. The reason, Chris Guy explained, was that this trailer is for mining company use and will be hot-dip galvanised. The client insisted on no voids in the construction, so channel sections replaced box sections.

TRAILER CELEBRATION

Another special-build was being collected during our visit: a flat top with air brakes and air suspension that’s to be used hauling portable weighbridge components.

Other special builds that Dean Trailers has delivered include single and dual-axled fuel tankers with 800 litres and 1600 litres capacity, respectively; fire fighting tankers with 650-litre water capacity; lifting-side tradesman’s trailers and rigid-truck tipping bodies.

65 Being located in a rural area, Dean Trailers has an extensive range of agricultural flat-top and tipping trailers.

The baby of the family is a 1200 mm x 750 mm garden tipping trailer, for use behind ride-on mowers, and a larger 1600 mm x 1150 mm model is intended for towing behind quad bikes and runs on fat, low-pressure tyres. Both these trailers have a self-tipping action that works when the body locking pin is released and the trailer is backed up a tad. This self-tipping action is also employed on a much larger, dualtyred, single-axle tipping trailer that has three-tonnes capacity.

Larger agricultural trailers are three-tonnes capacity and six-tonnes capacity, single-axle, dual-tyred hydraulic tippers.

Dean Trailers’ rural location has encouraged the company to enhance its range of single-axle and dual-axle box trailers – ATMs from 750 kg to two tonnes – with a range of mini stock crates for animal transport. Many tradies use stock-cratefitted box trailers to provide better load security than open tubs.

The research and development programmes implemented by Dean Trailers have resulted in the use of AL-Ko independently sprung axles.

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TRIMMING THE TRITON

AMONGST

its followers the Triton has strong support, but, with increasing competition, there’s always a risk that a planned replacement may just be too far down the track to keep interest on the boil.

The current-shape Triton was released in 2006, and rumours suggest a re-skin and revised mechanicals may be released in late 2013.

Let’s briefly recap the current model’s history.

Initial models were 4x4 only and the powertrain was a mixture of old and new. The 3.5-litre ex-Pajero petrol V6 remained, and the Triton picked up the Pajero’s 3.2-litre turbointercooled diesel four, but with a new common-rail injection system. The petrol engine’s maximum output was 135 kW at 4750 rpm, with peak torque of 309 Nm at 3500 rpm.

The diesel’s figures were lower than the figures for the same engine in the Pajero wagon. The common-rail Triton version had figures of 118 kW at 4000 rpm and 347 Nm at 2000 rpm, compared with the Pajero engine’s figures of 121 kW at 3800 rpm and 373 Nm at 2000 rpm.

A Triton 2.4-litre petrol 4x2 model was released in 2007, in two body styles: the GL cab/chassis and GLX Double Cab. The petrol four put out 94 kW of power at 5250 rpm, with 194 Nm of torque at 4000 rpm.

The Triton cab passed impact tests with a fourstar rating. There were lap/sash belts in all five seating positions, and front seat airbags and belt pretensioners were standard. (The passenger-side airbag could be key-switched off, if necessary.)

All GLX-R and GLS Tritons came with standard four-channel ABS brakes, with electronic brake force distribution. The braking hardware remained a combination of discs and drums. ABS was optional on GLX models.

Mitsubishi claimed the largest cab volume and legroom in the ute class in 2007, with particular attention having been paid to the space and seat comfort of rear-seat passengers. Even base models came with air conditioning and remote central locking.

All new Tritons came with a five-year/100,000 km bumperto-bumper warranty (increased to five-year/130,000 km in 2007) and a non-transferable, 10-year/160,000 km powertrain warranty.

A 2010-year upgrade saw the V6 petrol engine dropped and the introduction of a new variable geometry turbocharged 2.5-litre diesel, replacing the 3.2-litre diesel. The smallercapacity engine generated a claimed 131 kW at 4000 rpm

and 400 Nm of torque at 2000 rpm – up 11 percent and 17 percent respectively over the previous 4M41 3.2-litre engine.

Combined fuel economy figures of 8.3 litres per hundred kilometres were claimed, but our real-world testing showed this was an optimistic figure.

The not-so-good news was that the four-speed automatic transmission carried over from the previous model and couldn’t handle that much torque, so auto-trans Triton models were capped at 350 Nm of torque. Even the GLX-R model with its electronically controlled, five-speed automatic had an engine torque cap. Combined fuel economy was a claimed 9.3 litres per 100 km – also wildly optimistic.

Mitsubishi’s All Terrain Technology (MATT) was standard on all GLX-R models and featured Super Select 4WD, Active Stability & Traction Control, Multi Mode ABS, Electronic Brake Force Distribution and an optional diff lock.

All post-2010 Tritons had standard driver and front passenger SRS airbags, front and rear door impact bars, ABS brakes with electronic brake force distribution, front seatbelt pretensioners and child restraint points.

Criticism of the tiny cargo box on dual-cabs saw a 2010 introduction of a long-bed ute body with a length of 1505 mm and height of 460 mm.

Towing capacities were also increased, with a maximum of 2700 kg on dual-cab 4WDs and 3000 kg on all other 4WD models.

For 2011, Mitsubishi re-introduced the Club Cab as a manual-transmission ute or cab/chassis with bucket seats, flip-up occasional-use rear seats, lever type park brake, and floor console with lid and cup holder. Towing capacity was 2700 kg.

Upgrades for_2013

All new diesel Tritons come with active stability and traction control, and all manual transmission, Single Cab Tritons have an optional split-bench Seat Pack, which increases seating capacity to a squeezy three.

The Triton Single Cab range features three models, the GL 4x2, the GLX 4x2 and the GLX 4x4. Entry-model Triton GL 4x2 is powered by a 2.4-litre, four-cylinder petrol, 16-valve engine coupled to a five-speed manual transmission. The GLX 4x2 Single Cab is powered by a 2.5-litre, four-cylinder, intercooledturbo diesel engine, with five-speed manual or four-speed, Sports Shift automatic transmission. GLX 4x4 Single Cab is manual only.

The Triton GLX 4x4 Club Cab comes as a manual transmission ute or cab/chassis, with 2.5-litre ‘Hi-Power’ common-rail diesel engine and a towing capacity of three tonnes.

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FEATURE

SINGLE-MINDED

TRAYDIES When you’re looking for space, efficiency and payload, not all single-cab

utes are what they seem. Delivery evaluates all current contenders.

UTE

buyers spend hours deliberating over the cabin size, engine capacity and overall appeal of the different options, but few seem to look at what makes them profitable.

The dimensions and load carrying ability of the tray fitted to the ute is the ultimate reason for purchase. Yet, as our survey shows, few manufacturers provide sufficient detail of the ute tray construction and dimensions supplied with the vehicle as a “Genuine Part” to assist in the vehicle selection.

When the supply of the ute tray is left to the selling dealer, or indeed bought independently by the vehicle owner, our survey shows that many do not conform to established load and strength requirements, common in bodybuilding circles for larger truck bodies.

Here we evaluate the single-cab/chassis models fitted with a tray body, and, in doing so, we focus on the load floor sizes and the load balance in trays supplied to the customer.

Get the dimensions right and the vehicle will safely carry the

maximum payload. Get it wrong and vehicle stability and safety is compromised. In the worst case scenario it results in loads carried too far back in the tray, where load transfer alters the weight distribution and compromises vehicle safety.

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Words by Richard Power

Topping the endorsed load space race is VW’s Transporter, no surprise given it’s the only SBV (short bonnet vehicle) in the class and has by far the longest WB (wheelbase) at 3.4 m and CA (cab-to-axle) of 1.89 m. This permits the fitting of a tray 2.94 m long and 1.94 m wide (internal load floor). That’s with a tray ROH (rear overhang) only 40 percent of its load length and aft of the chassis rail ends of only 184 mm, less than half any others.

Second is the leaf-sprung Nissan Patrol GQ version.

The tray dimensions are 1.946 m wide, but just 2.4 m long (2.25m for the coil sprung variant), edging out VW Amarok – also 2.4 m long and 1.93 wide. Only Amarok and Falcon have cabs wide enough to flush-mount their trays for a more integrated look, without the need for extended mirror arms.

SINGLE-MINDED TRAYDIES Transporter is almost there too, its tray just 45 mm wider each side than the cab (excluding mirrors).

space behind the seats. Also offering space, but to a lesser extent, are the Falcon and Mahindra, while clever design in the Ranger and BT50’s glovebox has space to stow a laptop.

Except for Falcon and Transporter, which have car-style integrated monocoque body/subframes extending into huge box-section rear rails, all others are old-style body-on-frame construction with varying degrees of typical cab shudder over bumps.

Offering endorsed load lengths of 2.55 m are the Nissan Navara D40, Mazda BT50, Isuzu D-Max, and SR variants of Toyota HiLux. These models all share a 1.792-1.8m floor width in alloy trays (slightly narrower in steel) with all others, except HiLux Workmate’s narrow 1.71 m ELA (Entry Level Alloy) tray with its shorter length of 2.4 m. Also sharing 2.4m length

Here lurk the price leaders, often with smallish, uneconomic petrol engines or lower-output diesels, smaller base-level trays, and generally lacking higher-series features like aircon, power windows and/or mirrors, cruise, fewer ANCAP stars due to lack of stability control, side airbags, two-stage seatbelt pre-tensioners and/or three-point belts, and head restraints for centre seats. Beware!

Volkswage As Delivery’s 2011 Ute of the Year, Amarok’s clean sheet design bristles with out-of-the-box thinking. It boasts the class’s widest body and shoulder room, small but torquey Euro V diesel engines with particulate filters, and best-in-class fuel economy.

are the Holden Colorado, Mitsubishi Triton, Nissan Navara D22, Toyota Landcruiser 70, Mahindra Pikup and Great Wall V200/240. The dimensions for the Ford Ranger are 2.3 m, and 2.2 m for the Falcon.

Examples of over-dimensioned trays seen on dealer new car lots include Colorado’s with 2.58 m, Ford Rangers and Mazda BT50s with 2.55-2.6 m and Ford’s Falcon at 2.43 m.

Most brands offer several levels of trays in aluminium and steel. Base-spec trays like Workmate’s usually don’t include cab window guards or headboard ears, and have fewer tie-down points. The highest-spec trays are usually ‘heavy duty’ with tougher floors and dropsides, internal tie-down rails, rear corner support posts, tubular headboards integrated with stirrups, and taillight and wiring guards.

Cabins seat two or three, and there’s little room for anything else sizeable, except in Amarok, which has sensible usable

Also included are on and off-road modes for ABS, ASR and EDL, frictionless leaf springs and a ‘comfort’ suspension option, plus some clever design touches like a high-mount brake light that also illuminates the tray area. Its 4Motion 4x4 system is full-time, lending extra stability on wet sealed roads, and there’s a full suite of driving aids. Ride quality over most surfaces is tops, except over corrugations and potholes, which overly disturb it.

Amarok’s tray load floor front-to-rear balance isn’t optimal, with 58.5 percent of its length as rear overhang – the price paid for its generous cabin room behind the seats, which cuts its cab-to-axle measurement to 1.072 m. This is 248 mm less than Ranger/BT50 where the seats are hard up against their cabs’ back walls on full seat adjustment rearwards. Amarok’s 1.93 m tray width – 130 mm more than the norm – helps offset this. Despite slinging its rear leaf springs outboard of, and not under, its rear chassis rails, Amarok‘s rear tray deck load height, at 1.026 m, is among the highest.

Transporter also has VW’s suite of driving aids. The 4x2 is front drive, which restricts the towing limit to 2,000 kg, and the 4x4 is VW’s full-time 4Motion. It’s delightfully sophisticated for technical specifications, with independent coil suspension, trailing A-arms, anti-roll bar plus disc brakes. The cab is roomy but sparse. Prices start over $40k, and, generally, VW service costs are reputedly high, but are being reviewed currently as fixed-price servicing spreads.

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TESTED

STEPPING hey say competition improves the breed, and, in the case of the car market, it’s no secret that when motorsport becomes involved there’s every chance that the lessons learnt in rallying will spread through to the production models.

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The light-commercial market relies on its competitiveness through being fit for a particular purpose and selling at an affordable price. Up until now, the market for the medium van segment and its larger stablemates has been pretty much consistent in what has been available. But that’s all now changing as LDV comes to market.

THE MEDIUM AND LARGE-SIZED VAN SEGMENT JUST GOT A WHOLE LOT MORE COMPETITIVE 56

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STEPPING UP From Europe, the competition in the mid to large segment has centred on Fiat, Ford, IVECO, Mercedes-Benz and Volkswagen. The South Korean company of Hyundai has shown the previous market leaders a clean pair of heels with its iLoad, and Toyota has continued to sell HiAce in decent numbers. Mitsubishi’s Express should have been killed off years ago but, like the Grandfather’s axe, it continues to live on, testimony to its lack of a successor.

If we segment the market contenders as outlined above, and concentrate on the larger volume capacity vans, we eliminate models such as the Vito and Transporter, Scudo and Partner, Express and HiAce, and also the iLoad. What we are left with is the Ford Transit, IVECO Daily, Mercedes-Benz Sprinter, Volkswagen Crafter and the newcomer on the block, the LDV V80.

The larger volume, rectangular box-shaped vans have the edge over their smaller, one-tonne, mid-sized vans by offering better internal space, higher internal headroom and easier loading through wider and higher rear doors, plus the left or right side sliding doors. The downside comes from not being able to access some of the low height, underground car parks.

Back to the positives, and there’s greater ease of access and egress with the larger sized vans, plus there’s better across-cab space to enable the driver to shift through the cab to exit through the nearside door. This is a valid safety benefit, especially when operating in heavily congested urban traffic areas.

In the 2.5 to 3.5-tonne van segment, the Ford Transit was the only big and boxy styled van to compete with the narrower forward control and semibonneted alternatives. The LDV V80 now joins this segment to give the Transit a run for its money,

and, judging by the way that Ford ignores the marketing of the Transit, the LDV V80 could get a clear shot at knocking Ford out of consideration for many buyers.

Moving up to the 3.5 to 7.5-tonne larger van segment, and this is where appearances start to equal out. The activity here centres on the Mercedes-Benz Sprinter, and, with 2154 sales through 2013, it overshadows the Volkswagen Crafter (838 sales), the IVECO Daily van (173 sales), the Fiat Ducato (804 sales) and the Ford Transit (260 sales). As an explanation for the surprisingly high sales performance of the Fiat Ducato, it should be pointed out that Fiat does not detail the split in VFacts statistics between cab/chassis and van performance. Much of the Ducato sales figures heads for motorhome conversions.

As detailed in the last issue of Delivery, the LDV V80 comes into our market as a short-wheelbase low-roof, and as a longwheelbase van with the option of either a medium or high roof.

Pricing wasn’t available for the LDV in time for the publication of the last issue of Delivery, but we have subsequently learnt that the pricing range will start at $32,990 for the SWB, with the mid-roof LWB at $37,990 and the highroof LWB at $39,990.

It will be interesting to see if this keen pricing starts a turf war with the current competition. At this level, it’s suggested that the LDV is at least $2,000 less than an equivalent iLoad, and $4,000 less than a corresponding HiAce. Even with this cost saving, LDV offers 180-degree barn-style rear doors, alloy wheels, fog lights, pallet wide side doors, a higher GVM and payload, reversing sensors, and LED lights as standard features, all of which are either options or not available on iLoad.

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The wide opening doors give great access to the front section, and, with bucket seats for the driver and passenger, it’s possible to easily walk across the cab to exit on the nearside door, rather than climb out into the passing traffic. The space between the two individual front seats also provides access through into the rear section of the cabin, or, for those that like the added convenience, it forms the ideal location for a compact fridge unit.

The seat positioning for the driver is excellent, and vision through the large windscreen about as good as it gets. Also impressive is the view alongside the vehicle afforded by the large door mirrors. These are vibration free and don’t seem to contain any blind spots, either on a freeway or when competing in the urban jungle.

If you’ve been looking closely for a large dual-cab ute, you will already be aware that there are many similarities between the Mercedes-Benz Sprinter and the Volkswagen Crafter – even to the extent of being made in the same factory in Germany where VW badges and the three-pointed star seem to follow each other down the production line.

Although the styling and design looks similar, and the dashboard is almost identical, the differences come under the bonnet in the overall drivetrain configuration. Although both products are front-engined and rear-wheel-drive, the VW versions feature their own engine and transmission, as do those of Mercedes-Benz.

Our test vehicle was the Sprinter 316 MWB Dual Cab Chassis with a factory tray. With a GVM of 3.55 tonnes, it’s well under the threshold of needing a light rigid truck licence, meaning this highly impressive ute can be driven by the holder of a standard car licence. If you need more payload, there are higher weight versions available as you move up the tree into the domain of the medium rigid truck licence requirement.

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There is of course a certain image benefit from having the Mercedes-Benz badge on the bonnet. For a delivery vehicle driver it’s probably the equivalent to receiving the Golden Globe Award of courier work, showing your mates that the boss thinks enough of your efforts to put you in the best possible transport on the market.

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Sprinter’s dual cab brings Mercedes- Be es, it’s big. When you see the Sprinter dual cab for the first time it seems to tower over its smaller competitors, being longer, wider and higher than anything originating from Japan or Thailand.

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The 316 comes in medium wheelbase dimensions as a single cab or dual cab, and leads buyers into a range of higher weight options that include the Sprinter 516 in medium wheelbase and long wheelbase, again in both body configurations of single and dual cab. For those wanting more power and performance, the range peaks out with the 519 LWB, which, like the 516, comes with a GVM of 4.49 tonnes for car licence driver rating, or, for those wanting more payload, a 5.0-tonne rating. Again, it’s available in MWB and LWB chassis configurations.

Although Delivery is well accustomed to the Sprinter and Crafter, this was the first time we had experienced the fivespeed automatic transmission behind the 2.2-litre, fourcylinder, common-rail injected diesel with twin turbocharging.

This drivetrain is excellent. The engine power delivery is smooth and the five-speed automatic ratios compliment the engine power and torque performance. With 163 hp and a peak torque output of 360 Nm, this Euro 5 emissions level engine is an ideal size for the 3.5-tonne gross vehicle weight.

These latest European small capacity diesel engines have really raised the bar when it comes to performance, lower emissions and overall cost of ownership. Gone are the days of oil drain intervals every 5,000 km. The four-cylinder twin turbocharged diesel in this version of the Sprinter only needs to visit the dealership for service once every 30,000 km, or 12 months.

Thanks to the Mercedes-Benz BlueEFFICIENCY technology for common-rail, high-pressure injection, the fuel consumption runs along the same lines as the minimal thirst of the current C and E-Class car range.

Safety standards also follow those of the passenger car division, with driver and passenger airbags, window airbags, and thorax airbags for the driver and passenger.

Mercedes-Benz is now incorporating some safety features that simply do not exist in the specifications of its competitors.

One of these is Adaptive ESP 9i, which adds brake disc wipe and electronic brake pre-fill to the standard braking system.

SMART THINKING

Crew cab dimensions are huge, adding to the versatility of the Sprinter.

Brake Disc Wiping increases the efficiency of the braking reaction in heavy rain. This function briefly brings the brake pads close to the brake disc at defined intervals without the driver noticing, preventing the formation of a film of water.

The first group adapts braking pressure and brake-booster pressure to the driving and system status. For instance, if the driver suddenly takes his/her foot off the accelerator pedal, Electronic Brake Prefill applies pilot pressure in the braking system and brings the brake pads into contact with the discs.

If emergency braking follows, these preliminary steps reduce the total braking distance. Further examples for brake and boost assist functions are the Hydraulic Brake Boost and the Hydraulic Brake Assist.

The incorporation of Bluetooth connectivity for mobile phones should be mandatory for all vehicles these days, and the Sprinter already has that requirement covered. So too is the fitment of cruise control with an upper speed limiter that MB calls SPEEDTRONIC, fast becoming a compulsory item for anyone driving in Melbourne where tolerance for even a very slight excursion over the stated speed limit is treated severely.

All the controls are easy to reach and use, with the single column stalk on the left of the steering wheel handling the controls for direction indicators and windscreen wipers and washers. The cruise-control/upper-speed-limiter column stalk is mounted higher, again to the left of the wheel.

What defines the Sprinter to be worthy of some serious consideration, if you are in the market for a crew cab, is the amount of available space, not only in the front, but also for DELIVERY

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TESTED

[FAMILY] TRAVEL T Hyundai’s iMax shows it’s still an

interesting and versatile performer

he rise to prominence of Hyundai’s iLoad and iMax has shown just how having the right product and the right price can shake the traditional market of vans and people movers.

The South Korean manufacturer brought its semibonneted design into a segment where Toyota dominated and Ford held sway with its Transit, almost by squatters rights.

Within a relatively short time, the iLoad and its people-mover stablemate, the iMax, were advancing up the sales ladder, deposing the traditional incumbents and establishing a very strong reputation for reliability and practicality. Their progress was also helped immensely by the tradies, who showed off their new purchases and recommended them to their mates.

supporting the rear axle in place of the leaf springs found on the van models. The front suspension design for both models stays with MacPherson struts with coil springs. Gas-filled shock absorbers are fitted all round, as are disc brakes.

Buyers of the iMax have the choice between a 2.4-litre petrol and a 2.5-litre CRDi diesel engine, with both options being four-cylinder units mounted longitudinally and driving the rear wheels. Choosing the petrol

The iLoad now has 35.5 percent of the market segment, and this year is currently the top-selling model in the typical one-tonne payload van category. The iMax competes in the people-mover segment where, as in the van segment, this model has severely dented sales of Toyota’s competitor, in this case the Tarago.

The people-mover market is more sophisticated than that of the van segment, and, when analysing trends in the preference of buyers, we can see a softening of interest in the more commercially styled competitors.

Kia’s Carnival was the big winner in 2012, where it held 34.6 percent of market share in this segment, outselling iMax in second place by more than two to one. The Carnival scores highly by adding more car-like features and not looking like a van with windows and seats that are added almost as an afterthought.

At Delivery we believe buyers are now also looking further upmarket to add more luxury to their purchase, in particular considering the Mercedes-Benz Valente, Vito wagon and Viano, and the Volkswagen Caravelle and Multivan.

The iMax does have a few differences from its commercially focused iLoad, largely by way of running with coil springs 66

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version means the only transmission available is a four-speed automatic, whereas a shift to the diesel alternative brings with it the options of a six-speed manual or five-speed automatic In terms of performance, Delivery would recommend the diesel every time. In automatic form, the 2.5-litre produces 125 kW of power at 3,600 rpm, only 4 kW less than the petrol

FAMILY TRAVEL 2.4-litre. The torque rise though is totally in favour of the diesel that produces 441 Nm rated at 2,000-2,250 rpm, against the petrol engine’s 228 Nm rated at 4,200 rpm. The power and torque figures of the diesel when optioned with the six-speed manual gearbox are less than with the auto, running at 100 kW at 3,800 rpm, and 343 Nm from 1,500 through to 2,500 rpm.

Seats are comfortable, and the semi-bonneted design does make the interior feel more spacious, especially for the driver and passenger. As far as seating capacity is concerned, it’s bucket seats for the front row, three seats in the centre row, with the 60/40 split seats folding on each side to allow access to the third row three-seat bench.

When used as transport for hotels, or to and from airport car parks, it is common to see these vehicles towing a small luggage trailer. Be aware, though, that there are towing limits for a braked trailer of 1,500 kg for the petrol and diesel automatic, or 2,000 kg for the diesel manual gearbox.

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FEATURE sometimes easy to forget the depth of association between Japanese truck and bus manufacturers and the Australian transport industry.

Successive governments through the past decades have encouraged local assembly, only to then cancel out trade restrictions, making those same local industries unsustainable in the face of cheaper costs of full importation.

Mitsubishi has been making trucks and buses under its Fuso brand for 81 years. Through those years there have been various joint ventures, such as with Chrysler in 1970 for the car division that ran until the equity partnership was dissolved in 1993. In 1999, Volvo AB acquired five percent of stock, but, two years, later this association was replaced by the now current involvement of the Daimler Group.

banner, and the atrociously named “Great” and “Super Great” models, that comprise the company’s top weight trucks.

As the global truck market continues to look at ways of reducing pollution and lowering emissions, Daimler AG has focused its attention to the development of hybrid technology in Japan, having established its centre for hybrid development at the Mitsubishi Fuso centre at Kitsuregawa. This centre will provide hybrid technology solutions for all divisions within Daimler AG, including Western Star, Freightliner and Mercedes-Benz.

It’s appropriate for the brand that, as Canter celebrates 50 years since it first appeared on the road, the company has continued its development of hybrid technology, this year releasing the second-generation Canter Eco-Hybrid, which Fuso is proud to introduce to Australian truck buyers.

Daimler AG is now the majority shareholder of Mitsubishi Fuso, holding 89.29 percent of the company, with Mitsubishi Group Companies maintaining the remaining 10.71 percent.

Fuso has been manufacturing hybrid trucks since 2006, and selling them in Australia since 2009.

It’s come a long way since the 1970s when trucks sporting the “Three Diamonds” logo were assembled in the company’s Tonsley Park, Adelaide, manufacturing facility.

Now, thanks to its association with Daimler AG, the largest truck manufacturing group in the world today, the future of Mitsubishi has never looked stronger.

“Tests conducted with Star Track Express resulted in the Eco-Hybrid saving an average in excess of 30 percent, compared to their diesel-only Canters,” said Richard Eyre, General Manager for Fuso Trucks & Buses in Australia.

The Canter model range has seen Mitsubishi Fuso expand production in Europe, at the company’s Tramagal production plant in Portugal, since 1980, with continued manufacturing in Japan. As well as having a test track at Tramagal, the focus on its continuing development takes place at its main test facility at Kitsuregawa in Japan.

Adding to the Canter’s ability is the range of Fuso medium and heavy-duty trucks that are marketed under the Fighter 74

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It was a sound strategy to showcase hybrid technology that led to Fuso working closely with the PUD fleet (pick up and delivery) of Star Track Express in Australia.

With more than one thousand Fuso Canter Eco-Hybrid trucks driving the world daily, Fuso has been able to accumulate vast quantities of invaluable data from more than five years of field experience. This data has been instrumental in the development and design of this new model.

While the first-generation hybrid proved that the technology worked, and demonstrated significant fuel savings, the second-generation Canter Eco-Hybrid aims to push those benefits further. Fuso hopes that by trimming the purchase cost and combining this with the gains in fuel economy when

HYBRIDISATION compared to a conventionally powered vehicle, it can make a stronger case for hybrid adoption.

The new second-generation Canter Eco-Hybrid is based on the same parallel hybrid system used in the first-generation Canter Eco-Hybrid, which incorporates a diesel engine and an electric motor. Depending on the driving needs, the system can actively switch between either power source, or use them both together, to ensure optimal performance.

Many of the core components have been greatly improved over those used in the first-generation Eco-Hybrid, and many of them can already be found in Fuso’s Euro 5, diesel-only Canter range.

The 4P10 3L engine was developed for its ability to reduce fuel consumption in order to reduce operating costs and minimise its impact on the environment. This engine complied with the 2015 Japanese fuel economy standard when it was first introduced into the Canter range in 2010. It not only meets Euro 5 emission requirements, it exceeds it and surpasses the rating requirements for Enhanced Environmentally Friendly Vehicles (EEV) classification.

The introduction of the more powerful and cleaner 4P10 EEV-compliant diesel engine, and a more powerful electric motor, has improved the feel for the driver. There is no longer a power disadvantage between the Eco-Hybrid and its

equivalent diesel-only model Canter (110 kW vs. 96 kW and 40 kW vs. 35 kW used in first-generation Eco-Hybrid).

Another feature of the Fuso Eco-Hybrid Canter is the DUONIC dual-clutch AMT (Automated Manual Transmission).

First introduced in mid-2011, it has a wet, maintenance-free clutch, and incorporates a park function, creep and Ecomode. The towing capability, if required, is identical to that of Canter fitted with a conventional manual gearbox.

The location of the clutch pack between the diesel engine and electric motor is critical in the Eco-Hybrid’s design.

It allows the clutch to regulate and control the hybrid system by engaging and disengaging the diesel engine and/or electric motor depending on whether they are required.

The electrical performance benefits from the use of a lithium-ion battery, which allows the Canter Eco-Hybrid to take off using the electric motor only. This battery system comes with a ten-year warranty.

An Idle Stop/Start system (ISS) provides further gains in fuel economy, with an associated reduction of emissions, by turning the diesel engine off when stationary, such as when

waiting in heavy traffic or at traffic lights. The ISS system is automatic and triggered by the brake pedal. The engine switches itself off when the brake pedal is depressed and the vehicle is stationary. It restarts as soon as the brake pedal is released in preparation to take off.

The hybrid system has improved in several significant ways.

The electric motor now develops/generates more power.

Peak power has increased to 40 kW from 35 kW, and peak torque is available from 0 rpm to 2000 rpm, an increase of over 400 rpm in range. These upgrades allow the motor to capture and re-use more braking energy. The motor is now oil-cooled rather than water-cooled.

The battery retains its lithium-ion type, but has significantly improved internal systems. The previous battery cells were DELIVERY

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TESTED

FUSO

As part of the Daimler Trucks Group, Fuso is confirming its future

T

he release of the Eco Canter hybrid in its second generation form is well documented in this issue (Pages 74-76), but there’s a lot more to the current Fuso range than just its hybrid light trucks.

Note the use these days of the name Fuso, without the customary Mitsubishi brand tagged in front. With memories of the Japanese parent company fading as fast as cherry blossom in the autumn, the truck maker is now trying to shake off its previous identity to link more with its new German parent. That said, the distinctive three diamonds logo remains as an integral part of the company branding, and so too does the reference to morbidly obese pseudo sumo wrestlers that harps back to the days of the “Not So Squeezy” ad campaign.

Delivery has been out and about in Western Melbourne behind the wheel of the latest versions of the Canter in narrow cab form (which Fuso calls the City Cab), and in wide cab form (which doesn’t get a different name at all).

We’ll start with one of the smallest weight categories, and the City Cab Tipper comes with some design features that could just tip the balance towards its purchase from others competing in the same category.

Driven on a standard car licence, the City Cab Tipper is bodied to the same width dimensions as the cab itself when 78 DELIVERY ISSUE 47

the mirrors are folded in flush to the doors. The thought behind this is that, in very confined spaces, the operator gets maximum width and therefore peak payload. What is not so clear, though, is how to avoid scrapes and dents when reversing if the driver can’t use the mirrors.

One design feature Delivery did like was the decision by Fuso to mount the spring hangers underneath the chassis rails and not on a separate bracket system on the outside of the chassis rails. This means that axle location is extended out further and there are consequent gains in stability. Also on that score, the tipper body is mounted on a reinforced chassis rail without a sub-frame, lowering the loading height, again for better stability.

Standard fare on the rear axle are lug-tread tyres for maximum grip in off-road conditions, and Fuso adds a limited slip differential to reduce wheel slip and help traction. No all-wheel-drive version of the tipper is currently offered in our market, but we are assured it is already available in other countries. If you want an all-wheel-drive light tipper then we suggest you lobby hard for it to your local dealer.

Service intervals of light trucks with diesel engines have sometimes been annoyingly frequent, but for Fuso buyers there’s good news. Maintenance intervals are every 30,000 km, twice that of some of its competitors. Warranty cover is three years/100,000 km for the Canter and 24/7 roadside assist is included.

Power comes in the form of an in-line four-cylinder, double overhead camshaft diesel with four valves per cylinder and

FUSO FORTUNE If you choose the Duonic AMT for its ability to change gears unaided, you miss out on a clutch pedal. Unlike the Canter Eco Hybrid, you can’t have idle stop/start (although it is available in some markets), but you can change ratios manually by jiggling the gear selection lever. Delivery actually preferred shifting the AMT manually, as it seems to create a slicker shift pattern and reduce shift delays.

The braking system can offer you antilock brakes and electronic brake distribution, but doesn’t back up this set with a full electronic stability programme. Both the driver and front seat passenger do score SRS airbags, which will prove their value in the event of close encounters of the frontal kind.

If you need more person carrying capacity, there’s a crewcab version available to seat six or seven, including the driver.

Three weight ranges run from 4,500 kg through 7,500 kg to peak at 8,200 kg, and to power these three alternatives there are two engines: the first is identical with the Canter tipper mentioned above, the second comes in with a bit more grunt at 129 kW produced at 2,860 through to 3,500 rpm, and a higher torque rating of 430 Nm rated from 1,600-2,860 rpm.

With disc brakes once again on all wheel ends, the crew cab differs from the tipper by offering coil and wishbone front suspension and parabolic leaf springs on the rear axle. It’s kinder to the load and also an improvement for the driver and passengers.

The transmission choice once again includes the Duonic AMT on all three versions, but those looking for a five-speed manual will only find it available in the 918 model, the highest GVM version.

a variable geometry turbocharger with an air-to-air intercooler. This 3.0-litre unit produces maximum power of 110 kW from 2,840-3,500 rpm and peak torque of 370 Nm rated from 1,350 through to 2,840 rpm, and it’s completely Euro V compliant, thanks to a diesel particulate filter. No need here for AdBlue (DEF).

It’s your call whether to opt for a standard fivespeed manual gearbox or go for the trendy new Duonic automated manual transmission that offers six ratios.

As a load lugger destined to be working at peak capacity on pretty much every trip, the suspension designers played safe, installing leaf springs front and rear. We’ll bring you more details on ride comfort in a future issue, when we can spend more time in the Canter tipper and experience it in extended use on an everyday basis.

If you stay with the Tipper 515 version for the benefit of being able to use car-licence holders behind the wheel, you will limit your GVM to 4,500 kg.

If you choose the 715 model, it comes with a GVM of 6,500 kg and a higher rated rear axle. Don’t make the mistake of thinking that both are identical, because there are differences, notably also with disc brake size on the front and rear axles, which increase from 235 x 40 mm to 310 x 40 mm. The rear spring pack on the 715 also gains helper leaves.

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