Delivery Issue 52 FEB-MAR 2014

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FORD’S NEW AGE

F150 - RANGER - TRANSIT CONNECT

FEATURE

O E TOU

MOTHE Ford’s Ranger is growing in appeal, and with greater availability it’s time to pick and choose your preference

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ord’s Ranger is certainly one of the company’s success stories in the global market, and with 2014 we see some slight readjustments of the model line-up for Australia.

The Ranger XLS has been added to the range, and this fills the gap between the XL and XLT. Available with either the 2.2-litre four-cylinder or 3.2-litre five-cylinder engine, buyers also have the option of either the six-speed manual or sixspeed automatic transmission.

Apart from the arrival of new XLS models, the 4x2 XL Single Cab Chassis 2.2-litre low-rider Ranger gains side airbags as standard, while satellite navigation has been added across the entire XLT line-up.

“We have responded to customers who have been asking for satellite navigation, as well as a more private buyerfocused Ranger in the XLS, which offers improved exterior appearance and interior comfort while delivering outstanding off-road abilities,” said Ford Australia Vice President of Marketing, Sales and Service Graeme Whickman.

Whickman said the addition of satellite navigation on the XLT 4x2 and 4x4 models was in response to customer demand. “This is a feature our customers value, so we’ve added it into the XLT models,” he said.

“The Ranger has been one of our strongest selling vehicles in 2013. We’ve sold more than 20,000, and the Ranger continues to impress our customers with its ‘can do’ functionality and performance,” he added.

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All Rangers come with Bluetooth®1, USB and iPod2 integration, and voice control over the radio, while CD, iPod, USB, and mobile phone connectivity is standard on all models. Similarly, cruise control is standard across the entire range.

The major seller in the Ranger line-up has been the allwheel-drive versions, and 2013 has been no exception.

ONE TOUGH MOTHER

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The total 4x2 and 4x4 ute and chassis/cab segment accounts for just under 183,000 vehicle sales, and of this the Ranger managed a sales performance of 4,839 in 4x2 and 16,913 in 4x4 models. If you like playing with statistics, you’ll find that by adding both the Ranger and its sibling the Mazda BT50 together, the total sales figures come out at 35,454 units. This puts the design, which is shared by the two brands, into the numbertwo sales spot, following the iconic HiLux that on its own managed sales in 2013 of 39,931 units.

Where the Ranger and BT50 and the VW Amarok differ from their competition is in the actual height of the tub walls. Most of the ute market features sidewalls of a height that can be reached over for loading or unloading. The Mazda/Ford/VW trio in high-ride form have body sides that are so high the average person is not going to able to reach over the top.

The only alternative then, especially for those that are slightly height disadvantaged, or that don’t have a gene from a chimpanzee that gave them longer than average arms, is to clamber into the tray when on the hunt.

A high ride suspension raises the body height by 100 mm, and the ground clearance by around 30 mm. While it looks like Macho Man had a hand in the styling, it’s not always so useful or practical. At Delivery we actually prefer the lower ride height and body height of the lower spec models such as some of the XL models. Because the centre of gravity is lower, the vehicle feels as though it handles better, without the body roll associated with higher body mounting. It’s also a lot easier to get in and out of the cabin.

If you are not in the habit of carrying a full payload, which can be around the 1200 kg mark, and don’t feel the need to tow a horse float, consider the 2.2-litre diesel before jumping straight into the larger 3.2-litre option. It’s a solid little workhorse, and by optioning down in engine size you can save on purchase price by around $2,500. Fuel economy will also average out around 7.6 l/100 km instead of 8.9 l/100 km (combined figure).

Our favourite model in the Ranger, BT50 and also the Isuzu D-Max product line-up is actually the space-cab version, with the smaller-sized side door giving access into the space behind the front seats.

If you don’t need the rear seats for regular passengers, the trade off in greater cargo-deck length is a benefit, and so too is the ease of being able to load shopping or equipment into the rear of the cabin. It negates the need to have a toolbox on the tray that takes up valuable space, and it’s also somewhere for the dog or dogs to sit.

In our case, it can also handle the occasional Alpaca that needs a quick trip to the local vet. Incidentally, an Alpaca will happily sit on the floor behind the seats without moving during the ride, and they are actually easier to have on board than a boisterous dog. Alternatively, there’s also enough space for your mother-in-law, especially if you leave the Alpaca behind in the paddock. We would go for the Alpaca every time.

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TRIP

FEATURE

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hen it comes to buying a new trailer, there’s usually a flurry of activity, a check on pricing, and whichever firm provides the lowest price gets the order. That may be the preferred purchase method for the executives in some accounts departments, but it fails to take into consideration how long the trailer life might be in a tough world, and how much it might be possible to improve efficiency.

Delivery Magazine first became interested in three-way tippers whilst visiting the IAA Truck Show in Hannover. The three-way tipper concept is well known in Europe, with companies based in Holland, Germany and the Czech Republic all producing their own examples.

A three-way tipper differs from a conventional end-over tipper by providing the additional options of tipping off from either side of the body. Just pause for a moment and consider how this three-way option might benefit your business.

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A landscape gardener working in a local park might need to drop off a load of mulch for use on flowerbeds. Using a conventional tray it needs to be shovelled off, which requires physical effort to unload the mulch, before it gets to be spread. Using a conventional end-over tipper cuts out the need for manual labour to unload, but it means the ute or light truck has to be reversed onto the edge of the flowerbed, running the risk of damaging the surrounding lawns etc.

This is where the three-way tipper shows its advantage.

Having driven along the access path inside the park, a side-tipper can drop parts of the load onto the flower beds as it goes, putting the right amount wherever it is needed, while effectively staying within the confines of the pathways. It’s quick and easy and makes for improved productivity, not to mention a lot less risk of leaving a mess behind that has to be cleared up.

PLE TIP

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Dean Trailers of Bowral has the reputation of making some of the strongest trailers and bodywork in the Australian market, and a recent visit by Delivery Magazine highlighted how progressive the company has become.

Chris Guy, Dean’s owner and managing director, told Delivery that his aim was to produce a simple and reliable three-way tipper that improved productivity without adding massive cost.

“We have been building now for many years and our latest development has been to include three-way tipping as an option on our trailer range,” said Chris.

The heart of the three-way tipping system lies in the use of a self-contained power pack that links an onboard 12-volt battery to an electric hydraulic pump to power the ram. The powerpack mounts in a locker on the drawbar unit, while the ram mounts within the subframe on which the tipper body is fitted. On each corner of the subframe is mounted a large ball and cup mount that locates the body.

If you need to save on labour costs and time, three-way tipping trailers may be the right solution

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REVIEW

CUSTOMI JONATHAN HAWLEY TAKES THE FRENCH OPTION TO CHECK OUT THE NEW TRANSIT CUSTOM FROM FORD

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aris is the city of light, a place for romantics and romance, of long walks through the Tuileries garden, a coffee by the Seine, an evening at a bistro followed perhaps by a nightclub and home to a snug apartment. We all know the score: it’s probably the world’s most beautiful city and that’s why everyone wants to visit.

But on a cold winter’s morning in the outer suburbs with the rain pelting down there’s nothing particularly different about Paris apart from the fact I’m fresh off the plane, have just picked up a new Transit Custom from Ford’s French headquarters and am sitting on the side of the road trying to change the in-built navigation’s command screen to a language I can understand. There’s still a 300 km drive to negotiate, French drivers are acting like they’re late for lunch and I’m in their way, and rear vision in dense traffic is naturally limited. It’s all looking about as romantic as a plumber’s hairy bum-crack.

It’s still pretty exciting, and not just because this is my first crack at the Transit Custom – a smaller, more convenient and supposedly car-like version of the new Transit due out in Australia in a couple of months. My destination is the Loire Valley southwest of Paris, and a rather large house that looks like being called home for the foreseeable future.

Actually, it’s a real live French chateau: an enormous, rambling building built mainly in the 17th century, which, after a year of negotiations, has my name, and those of a bunch of friends, imprinted on the title documents.

The Chateau de Jalesnes is a renovation project, one that has stretched the finances but will hopefully fulfil a long-held dream to live and work in rural France in a style to which I’m certainly not accustomed. The idea is to provide apartment space for owners and paying guests. With around 2000 square metres of floor space, and who-knows how many rooms, all in need of a total interior refit, it’s not an easy lifestyle option. But then, who said life was meant to be easy?

But, back to the van. This early on in the project, and armed only with a half-baked idea that a commercial vehicle would be handy for carting stuff around – a new fridge, furniture, a barrel of the local red when dawning reality finally comes a-knocking – a couple of weeks with the Transit Custom seemed like a good idea.

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Ford Australia has brought forward the local launch of the Custom prior to the entire Transit range arriving before June.

Instead of the usual full-sized box, the Custom is less than five metres long, has been styled to look nice while maintaining a high level of practicality thanks to more than 2.5 metres of load length, and a reasonable 871 kg payload.

Mechanically, it is driven by its front wheels (the full-size Transit is rear-driven) and comes with Ford’s 2.2-litre diesel tuned with the middle-range of outputs available in Europe, meaning there’s 92 kW of power at 3500 rpm and 350 Nm of torque at just 1450 rpm.

Yet it’s designed to give a more car-like ownership experience than the average van, so comes with an interior that won’t be unfamiliar to anyone who’s driven one of Ford’s European car offerings, such as the Focus, Fiesta or Mondeo. Stuff like voice recognition for command prompts (and yes, I did find the English version), Bluetooth connectivity, rain sensing wipers and a lane-keeping alert are all part of its repertoire.

Despite all this, things get off to a shaky start between the Custom and me when we finally hit the freeway.

I try cranking speed up to the 130 km/h limit and it levels out at an even 115km/h with some kind of speed limiter obviously retarding forward progress. Initially thinking it was some kind of weird French transport safety initiative, I sat back in the slow lane to enjoy the view.

Then, realising every second car in the overtaking lanes was a van of some description, I decided to hit Google and find out what was happening. The culprit was the “Economy” button next to the instrument binnacle that limits speed and therefore fuel consumption, but opting for the alternative we continued southwards at a faster clip.

There’s no doubting the Transit Custom is a comfortable cruiser, with extremely tall gearing meaning the engine is right on its torque peak in sixth gear at about 100 km/h. It’s also reasonably quiet – apart, in this particular instance, for a bevy of suitcases sliding about on the vinyl-lined floor given I’d nothing to anchor them to the eight handy tie-down points.

CUSTOMISING

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COMPARISON

MID DELIVERY ANALYSES THE MEDIUM VAN SEGMENT AND FINDS A WEALTH OF DIFFERENCE

THE

medium van o one tonne payload segment dese deserves much more attention than it usually gets from buyers, not only because pricing right now is at very keen levels, but also because of the increasing levels of technology available as part of the humble delivery van.

Out of the ten competitors in this segment, Delivery has selected three front runners and will be running a continuing test programme on the remaining models in future issues.

For our comparison this month we look at Hyundai iLoad, the Fiat Scudo and the Mercedes-Benz Vito. Still to come are the Citroen Dispatch and Peugeot Expert, Renault Trafic, Volkswagen Transporter, Toyota HiAce, Ford Transit and Mitsubishi Express.

There are good reasons for not bringing all the contenders together in this issue, as HiAce is soon due for scheduled upgrades and the Transit is due to launch a totally new model.

There is also the suggestion that the Mitsubishi Express is not destined to be in our market for much longer, due largely to its low scores in crash protection and its advancing years.

The total one-tonne van market is currently running in sales volumes terms at around 15,500 units for last year, slightly down by approximately 7.0 percent when compared to 2012. HiAce is the number-one seller, with 42 percent of the market segment and once again leading second place Hyundai with the iLoad.

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The Hyundai success story saw the South Korean manufacturer blitzing all comers for a while, at least until the manufacturing plants failed to keep up their supply and stocks dwindled. The iLoad’s market share is currently at around 30 percent of this segment and a company spokesperson told Delivery Magazine that stocks should be gathering momentum again in 2014 as supply becomes easier.

Renault has been marketing very strongly with its Trafic, gaining substantial ground to currently edge out the Mercedes-Benz Vito by just 32 units at the end of November to hold 6.4 percent market share with sales of 936 units (VFACTS YTD November). Volkswagen holds 11.4 percent with sales of 1,619 units. Ford managed 483 units with a market share of 3.4 percent, ahead of the Mitsubishi Express with 373 units and Peugeot Expert at just 560 sales. Fiat lifted its game play to score sales of 182 units with its Scudo.

What is very noticeable is that comfort levels and technical sophistication in these one-tonne vans completely outclasses the one-tonne ute market. Ride comfort levels are far higher, thanks to independent suspension systems on some models, plus braking ability through the fitment of disc brakes rather than drums, on the rear, provides better performance.

The electronic intervention safety systems are also much more sophisticated.

DDLE MIDDLE MANAGEMENT

management

With maximum power output of 88 kW at 4,000 rpm and peak torque of 300 Nm rated at 2,000 rpm, it matches the six-speed manual gearbox with a well-chosen set of ratios.

Our three contenders for this comparison all offer different solutions to the same problem of shifting loads. Although all sport a similar one-box semi-bonneted van appearance, the driving dynamics differ, as do the impressions imparted to the driver by each model.

The most car-like amongst this trio is the Fiat Scudo.

With its bright blue upholstery there’s an instant Italian style influence that simply doesn’t happen with German, Korean or Japanese vans. Although one might expect some French flair, the French manufactured vans tend to rely on external styling cues rather than considering interior trim options that add light and colour to the palette.

Under the bonnet of the Fiat is a 2.0-litre, diesel, turbocharged and intercooled, four-cylinder engine.

The gearshift is light and snappy and the short stubby lever is close to hand, sprouting out of the centre console. Changing gears is never going to become annoying, as the shift is positive and engine noise is kept low, even at cruising freeway speed, as the engine rpm at 110 km/h is just 2200 rpm in 6th gear.

At 100 km/h the engine speed is 2,000 rpm This van is actually very easy to drive. Because of the full-width and full-height cargo bulkhead behind the front seats, which separates off the cargo area, there’s none of the drumming and vibration that is usually a part of the internal noise generation. At first thought, it’s easy to feel that you should have access into the rear of the van from the cabin, but, in reality, with sliding side doors on both sides, plus twin barn doors at the rear, the cargo area access is fine.

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FEATURE

GOING UPMARKET Embrace technology and you can then reap some significant benefits

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here have been some major advances recently in the electronics industry, and it’s worth remembering that you can tap into all the available benefits by keeping up with the aftermarket industry.

In the days when home mechanics looked after the service requirements on what were relatively simple vehicles from a mechanical perspective, it was quite normal to work on your pride and joy just about every weekend.

The option of being able to work on a brand-new vehicle is somewhat limited today, as, at the first sign of an amateur spanner twirler, the vehicle warranty is often voided.

But while that may inhibit many from opening the bonnet for a fiddle, it doesn’t prevent any vehicle owner from being able to upgrade original equipment such as the audio system.

Unless you buy a top spec’ model, there’s every chance your audio system is somewhat basic. Ironically, it’s often the driver of the basic spec’ vehicle who spends all day in the traffic and has to put up with an average sound system.

That situation can be easily changed. To see just what leaps we could gain in audio excellence we brought in the help of audio specialists, Frankie’s Auto Electrics and Custom Car Radio of Albion Park Rail and Wollongong in NSW, to find a better system for our D-MAX space-cab ute.

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Their suggestion was to really go close to the top level and install the absolute latest unit from Pioneer, the AVIC-F950DAB. At a RRP of $1,699 it may look a bit pricey, but when you spend most of your working life in the vehicle the cost is very easy to justify.

The Pioneer AVIC-F950DAB is way more than just an AM/FM radio. This is a full navigation and audio system, boasting a 6.1-inch touchscreen and including precise in-built navigation, a DVD player, superior connectivity and loads more. In fact, it’s about two years ahead of the standard GPS/ audio systems in most brand-new vehicles.

For the “where are we and how do we get there” side of things, the Pioneer AVIC-F950DAB’s in-built navigation comes with pre-installed Navteq maps.

The unit offers far more than just street directions, adding advanced route guidance and the ability to minimise delays by navigating around heavy traffic and road accidents, thanks to the built-in RDS-TMC tuner powered by SUNA.

GOING UPMARKET

The route display can be selected in 2D or 3D graphics and is crystal clear. It’s easy to programme in the route, and, when there are a number of common destinations, all you need to do is hit the menu button and confirm the regular location.

Download the free Pandora Radio app to your iPhone or Android device and it will then connect to your Pioneer unit.

Other options when it comes to playing your tracks include CD, DVD and even SD card.

Unlike some units, the buttons are easy to find and the selection follows simple prompts.

When you are parked up with your truck overnight, you can log in to the dual zone function. This lets you play a DVD through your headrest, or roof monitor, so you can watch a movie from the comfort of your bunk. Provided the park brake is set, you can also have Video/DVD vision through the unit’s screen in high definition.

When we talk of Bluetooth phone connectivity, with this Pioneer unit, we are looking at full connectivity with many Android and iOS smartphones to the unit (including your iPhone 5!). Of course, you can connect your iPod too. The USB port means you can connect your music-filled flash drive or external hard drive. You can also charge your device.

With Pioneer’s AppRadio Mode, you can control your compatible iPhone and Android apps on the touchscreen.

Basically, the Pioneer AVIC-F950DAB will mirror your smartphone! Just download the free AppRadio app onto your phone and you’re away. You can currently access and control over 20 compatible apps.

The AppRadio app also allows you to enjoy internet radio and your iTunes music library via the touchscreen.

Forget analogue radios with crunchy reception, the Pioneer AVIC-F950DAB has crystal-clear digital audio with DAB+ radio and 18 presets.

With DAB+ there’s a

The Pioneer AVIC-F950DAB really does turn your ute or truck into a mobile entertainment and communications centre, offering the highest quality and range of features currently on offer.

The big thing about this unit is that it’s easy to operate.

Phone connectivity works really easily, and with excellent sound quality. Once you’ve registered your phone to the system it remembers the connection. No matter how many times you leave the vehicle, when you return the unit picks up the connection without requiring any intervention on your part.

The audio entertainment side of things is just mind blowing when compared to what you put up with in the original standard radio. Interestingly, before choosing to upgrade speakers, it’s worth listening to how the sound quality of the standard speakers improves when connected to the Pioneer unit.

Some upmarket speakers require an additional amplifier to cope with the requirement for greater power supply, and this might well prove to be unnecessary. So, our suggestion is to install the new unit and check on performance before you upgrade further.

wider choice of radio stations available and the ability to pause and rewind live radio so you won’t miss a thing. If you happen to be in a non-digital reception area, you can switch to analogue with pre-selected station memory.

If you’re on the hunt for some new tunes to cruise to, let the Pandora app guide you.

Pandora is personalised internet radio that’s designed to help you discover new music that you’ll love, mixed in with music that you already know.

Clear graphics and easy to use controls make the Pioneer unit very user friendly.

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FEATURE

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ith ten exhibition halls, plus openair displays, the 43rd Japanese Motor Show once again proved to be full of ideas, even if some are a bit hard for a Westerner to fathom out.

It’s one of the few shows globally that manages to share car, light-commercial and heavy-truck displays at the same time and in the same venue.

That can be a bit of a win for truck enthusiasts, as after having checked out the commercial vehicle displays there is usually still time to have a private dream over some of the more exotic supercars on display.

Some of the Japanese exhibits are purely conceptual, while others do have a future and tend to pop up out of the woodwork as a mainstream model, a couple of years down the track.

TOKYO The Japanese Motor Show always manages to produce some interesting surprises.

Delivery Magazine checks out the latest news.

Daihatsu may only be a name to remember from the past in the Australian market, but in Japan the brand remains very much alive and well. As always, it specialises in small, odd things, and this year was no exception.

The Deca Deca was Daihatsu’s entry into the category it calls “Super Space”. It’s a convertible vehicle, but not in the sense that the roof drops back for open top driving.

Convertible in this instance means being able to reconfigure its interior from a two-seat van to a full people mover and not feel like you are making a compromise.

Daihatsu says the design of the Deca Deca was developed “for energetic young people and families who enjoy outdoor pursuits, and also for active seniors.”

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side slide back for maximum access. As you lean into the cargo/passenger area it’s an easy and relatively quick task to move seat bases and seat backs in a variety of ways to produce either a passenger people mover or a delivery van.

The FC Deco Deck, on the other hand, has been developed as a zero emissions, next-generation mobility vehicle. Falling under the designation of mini-vehicle, it runs by using a unique metal-free, liquid fuel cell system developed by Daihatsu.

The company showed two types of generators based on the same fuel cell system. These are technologies that open up new possibilities for the energy society of the future. The fuel cell uses a bottle-replacement system to avoid direct contact with the fuel, making the refuelling process simple and safe. The drive unit has a self-contained generator capable of starting up without external power, enabling it to provide power even in an emergency.

TOKYO TRAVEL

Also on display from Daihatsu, and of particular interest to any person with a mobility limitation, was the Tanto Welcome Seat. Yep, some Anglo/Japanese names just don’t work after the translation, but the seat is very clever and will be available in the new Tanto, which is now on sale.

The front seat can swing from forward facing to pivot out at right angles to facilitate easy access and egress, especially handy for someone wanting to swing themselves over onto a wheelchair. Everything happens at the touch of a remote control unit, and as an observer you are left wondering why nobody has thought of this system before.

Nissan has products on sale in Japan to which the Australian market simply doesn’t have access. In terms of light trucks it has the Atlas, and for light commercials it has the NV series of the NV200, NV350 van, and also the NV350 Caravan, an inappropriately named people mover.

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PREVIEW

ord created a world first in the Detroit Auto Show by previewing the all-new Ford F150 in the flesh, without following the usual format of sneak pictures and blurred images released by anonymous photographers.

And before you get too excited, Ford Australia has no current plans to introduce the new F150 into our market. But that doesn’t preclude the options available for some of the independent importers that convert the big Fords themselves into right-hand-drive compliance with Australian Design Rules.

In a nutshell, the new F150 is billed as having an all new high-strength steel frame and high-strength aluminium-alloy body and is the result of more than 10 million miles of testing.

It’s fitted with the Baja 1000-proven 2.7-litre EcoBoost® engine as one of four engine options.

It’s an all-together smarter vehicle with 11 new classexclusive features, including 360-degree camera view, integrated loading ramps stowed in the pickup bed, 400-watt

power outlets inside the cab, LED headlights and side-view mirror spotlights, and remote tailgate release. It’s also around 300 kg lighter than the model it replaces.

F-150 is part of the Ford F-Series truck line-up, America’s best-selling truck for 37 consecutive years and America’s best-selling vehicle for 32 years.

In designing the backbone of the F-150, Ford engineers improved the truck’s signature fully boxed ladder frame. It is all-new, with more high-strength steel than ever – making it stronger and lighter.

High-strength, military-grade, aluminium alloys – already used in aerospace, commercial transportation, energy and many other rugged industries – are used throughout the F-150 body for the first time, improving dent and ding resistance, and also saving weight.

The gruelling testing simulated the demands Ford’s customers will subject the truck to throughout its average lifetime. The tests include crisscrossing the country pulling heavy trailers and hefty loads through desert valleys and over high-altitude mountain passes – in temperatures from 20 degrees below zero to 120 degrees Fahrenheit.

DETR Ford’s all-new F150 on show in Detroit 66

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The frame uses high-strength steel rated up to 70,000 psi – stronger than the steel found in some competitors’ heavy-duty pickup truck frames. Eight through-welded crossmembers provide increased stiffness, while staggered rear outboard shocks provide greater stability.

Several groundbreaking new productivity features debut in the all-new F-150, including many class-exclusives. They include a 360-degree camera view, using exterior cameras to create a bird’s-eye view of the truck to help the driver park, manoeuvre in tight spots and navigate down narrow roads and trails.

Integrated loading ramps enable easy loading of ATVs, motorcycles and mowers, and these can be secured in position within the tub by BoxLink™, which is a combination of metal brackets and custom cleats used to secure a variety of accessories in the cargo box, from ramps to storage bins to bed dividers.

LED headlamps and tail lamps are a first for a ute manufacturer and down the back end there’s “Trailer hitch assist”, a new rear-view camera feature that adds a dynamic

line based on steering wheel angle in the display to help customers line up truck and trailer without requiring a spotter or having to get out of the vehicle.

Smart trailer tow module uses an all-new smart trailer tow wiring harness that helps identify and inform the driver of potential trailer connectivity issues, burned or unlit trailer marker lamps and brake light, and trailer battery faults.

A remote control function operated by the key fob enables the tailgate to be locked, unlocked and released – eliminating manual locking and increasing convenience and security.

The tailgate also is damped, dropping down, hands-free, to a flat position when opened, and LED lighting embedded in the walls of the cargo box illuminates the box interior to help customers quickly find tools or other items.

High-wattage power outlets (400 watts, 110 volts (US Standard)) in the cab, permits the easy charging of corded tools, battery chargers or mobile devices on-site or while driving. LED spotlights on side-view mirrors provide powerful, durable and bright lighting around the truck exterior.

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TRADI

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traditio Sovereign Design shows that not all trays are identical –

it’s just a matter of thinking through the problem to achieve a better outcome.

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he ever-growing popularity of utes shows little sign of reducing for 2014. But while sales are growing in all states, there can be a tendency for short cuts to be made, especially in an effort to reduce the visual impact of the initial purchase price.

It’s hard to sell a concept to a group of buyers that might not have any great in-depth knowledge about how specific bodywork can be tailored to suit an application. For many ute and cab/chassis buyers the construction of the tray or box body is mainly left to the supplying dealer, or the manufacturer of the vehicle itself.

While the “one style fits all” aspect of tray design works for most buyers, those that take the time to delve into what’s available, and then compare the products on offer with the task ahead, will find there are definite advantages for indulging in a little industry investigation.

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TRADIE TRADITION

on

Sovereign Design is a Gold Coast based specialist designer and manufacturer of bodywork solutions. That’s a description that we apply to companies that show the depth of their understanding of what lies ahead for the vehicle, rather than just looking the part on a dealer forecourt.

For those considering purchasing a tray for a ute, we’ll start with the easy bits first. Those carrying cardboard boxes with more volume than weight can be quite content with an alloy floored tray, with perhaps alloy drop-sides to match. The body should easily cope with the transport task without suffering from undue abuse.

What, though, of the courier carrying heavy machinery? In place of the alloy floor there’ll be a need for something much more durable, such as a solid steel plate. This will cope with the added weight of the load, but also resist dents and scratches that a heavy piece of machinery can inflict on a tray deck.

There’s also a third influencing factor, and that concerns those owners that carry their dog or dogs in the tray, either during work or for the occasional commute along the highway. High summer temperatures can soon result in the tray being hot enough to fry an egg on a bright summer’s day.

Not so much fun for the Blue Heeler or Kelpie that has to hop on board. It’s for times like these that a wooden floor is the way to go.

That’s where Sovereign Design shows its abilities and experience. For the past few years the company has been expanding its Sovereign Design aftermarket brand, catering as a service provider for fleet operators and to provide a complete fit-out service to customers wanting much more than a standard tray.

Henri Baumann of Sovereign Design told Delivery Magazine the backbone of its service is the company’s design/engineering capabilities and its “Australian Made” manufacturing.

“We can design and produce custom build features on short lead times,” said Henri.

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ith it’s instant recognition of being the “Not-So-Squeezy” light truck on the Australian market, Mitsubishi Fuso is justifiably proud to be able to celebrate 50 years of its association with the Canter nameplate.

The first generation of the Fuso Canter truck came on the market in March 1963. Fifty years and eight generations later, Daimler is celebrating the truck as a best-selling hit with global sales of over 3,700,000 units since the market launch in its home market, Japan.

The light-duty Fuso Canter truck is the flagship of the Daimler subsidiary, Mitsubishi Fuso Truck and Bus Corporation (MFTBC), and is in demand by customers in more than 150 countries around the world. The Fuso Canter, which has been produced for the European market in Tramagal, Portugal, since 1980, is enjoying growing popularity in Europe.

“We have a collaborative effort between Daimler buses and hybrids on Fuso. In Europe, the bus activity is actually pushing hybrid development. We are still considering the alternatives between series and parallel hybrid designs.

“I think the Canter Hybrid programme has proven it will, in the future, be more important to introduce it in stages. Will the customer pay the extra price if there are no subsidies? We are taking the road of innovation, but balancing the funding and to move as a front-runner and not as a follower.

“Our first Canter EV (Electric Vehicle) is now in service on trial with Nexco of Japan (National Express Company). Our hybrid programme offers fuel savings of 5-10 percent right through the product range,” added Dr. Kirchmann.

The first Canter generation was the Canter T720, a light front-wheel-drive truck with a payload of 2,000 kg that came on the Japanese market in March 1963. The current model is in its eighth generation and reflects the continuous technological development of the vehicle.

Launched onto the European market in 2012, the Fuso Canter Eco Hybrid has also been available in Australian since February 2013. The benefits for an operator include the reduction in fuel consumption of up to 23 percent when compared to a conventional Canter, returning on its initial additional investment within three to four years.

“The hybrid market in Japan is currently two percent of the total sales. Of this sector we have a 40 percent market share.

Our research continues in heavy-duty hybrid application, but with a reduction of stop/go urban operation the benefits are not so comparable. However, we still think that hybrid is the way to go,” said Dr. Albert Kirchmann, CEO and President of Mitsubishi Fuso Truck and Bus Corporation.

“Hybrid development is centred in Kawasaki but also includes the Daimler global operations in Portland, Oregon, and Stuttgart, Germany. Hybrid is not only the answer for Fuso, but will expand with other Daimler products.

CANTER T9

DIAM The Three Diamonds brand of Mitsubishi Fuso celebrates 50 years of Canter production and the 80th birthday of the Fuso brand

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The second-generation Canter T90 followed in 1968, and with a higher performance engine range it was the first full model change. In 1973, the Canter 200 third-generation upsized to offer payloads of 2,500-3,000 kg.

The fourth generation arrived in 1978 with a new wide cab and a 3,000 kg payload, and the fifth generation added a newly-developed 130 PS (95.6 kW) turbocharged diesel in 1985. In 1991, Canter achieved the sales milestone of 1,000,000 units in Japan.

By 1993, generation six boasted the incorporation of improved aerodynamics in its design, and, in 2002, generation seven upgraded the model range for its introduction to global markets and world standards. Generation eight brought with it the introduction of BlueTec technology and the Duonic dualcutch transmission in 2010, expanding on the ability of the Eco Hybrid version that had been introduced in 2006.

Dr. Albert Kirchmann now has the added responsibilities of overseeing the bundling of both Mitsubishi Fuso and BharatBenz in a new group operation under the umbrella of Daimler Trucks Asia, as the company takes advantages of the various synergies this situation presents to grow market share in the Asian and African markets.

Daimler Trucks Asia will invest additional 300 million euro in the extension of the sales and production networks for FUSO and BharatBenz trucks from 2014 to 2018.

Fuso in Australia has grown its market share by 18.2 percent to hold a 10.4 percent share in the overall commercial vehicle market.

“Looking ahead, I believe we can sustain that level of growth in the segments where we can operate,” said Dr. Kirchmann.

“In 2012 our total sales in the Asian market topped 176,000 units. By 2016 we expect that to rise to 250,000 units, and by 2020 we are aiming for peak volumes of 290,000 units.

This is taking Fuso to the next level, with global sales to reach 500,000 by 2016 and 700,000 units by 2020.

“We are investing substantially in our production facility in Kawasaki and also in Chennai with Daimler India. We are launching a new truck range for emerging markets adding 15 new markets with more to come. These include Kenya, Sri Lanka, Zambia and our latest addition the island of Guam.

“The markets of Southeast Asia have a significant market potential for the long term. According to external forecasts, annual truck sales for the entire region of Southeast Asia are expected to grow by about 20 to 30 percent until 2020. In the same period, the truck market on the African continent promises to grow by five to ten percent per year.

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