Delivery Issue 54 June-July 2014

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

www.deliverymagazine.com.au

ISSUE 54 JUNE/JULY 2014 RRP: $8.95

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NEWS UPDATE

THE BEST

Each year Delivery magazine recognises the best vehicles in a range of categories that compete in the world of light commercials

BEST UTE OF THE YEAR 2014 There’s been a strong shake-up of the ute market with pricing and performance being the major factors in our assessment of which we consider is the outstanding ute for 2014.

The use and sophistication of the traditional tradies’ ute has grown in recent years to accommodate greater product sophistication, better ride comfort and handling plus improved engine and transmission performance.

Five-star crash safety rating is now an important consideration as employers should provide the safest workplace for their employees.

IN CLASS they are necessarily the best. Some upgrades improve an already good vehicle while other changes can actually lower the ability and appeal of the product.

With a host of new competitors joining the already crowded ute market in Australia, Delivery Magazine believes that one model is significantly superior for its level of ability, build quality, ride comfort and value for money.

The winner of the Delivery Magazine Best Ute of 2014 is the Volkswagen Amarok cab chassis with ZF-Automatic Transmission.

Every year new products join the market, but just because they are the latest does not mean

UTE OF THE YEAR

BEST VAN OF THE YEAR AND BEST PEOPLE MOVER OF THE YEAR 2014 The introduction of an increasing number of European styled and manufactured vans has raised comfort levels and improved vehicle and passenger safety. The days of the cab-over-engine rectangular box-type van are hopefully numbered, due to the lower safety levels, reduced interior spaciousness and lower levels of ride comfort and on-road performance and handling.

While many vans currently available on the Australian market are impressive in their credentials, one model stands out for its greater standards of safety, dynamics and technological innovation.

The Mercedes-Benz Sprinter incorporates safety systems developed for the Mercedes-Benz passenger car range and that are now included in the light commercial products manufactured by the company. Adaptive cruise control, lane departure assistance, wind yaw control, electronic stability control and the smoothness of the 7G-Tronic automatic

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2014

VAN OF THE YEAR

JUNE/JULY 2014

2014

LIGHT TRUCK

OF THE YEAR

BEST LIGHT TRUCK OF THE YEAR 2014 There is no doubt the light truck market has substantially raised its safety credentials, especially in the past five years. The introduction of electronic stability programmes, traction control, anti-lock braking and other items that are now standardised on the Australian products make the latest models the safest ever produced.

The introduction of European makes as direct competitors to those of Japanese manufacturers has substantially increased the current level of competition.

What the European makes have also brought to the market are more spacious cabins with a higher level of sophistication of designs that cater for the computer age.

Bluetooth connectivity, satellite navigation and special provisions for mounting and operating laptop computer terminals are all becoming normal everyday requirements.

Delivery Magazine recognises the increasing importance of clever cabin design plus the standardisation of safety inclusions that were once never considered for the light truck market. In the view of the Delivery Magazine editorial team, the Renault Master single or dual cab chassis introduced outstanding levels of clever design into the light truck market, making it a deserving winner of the Best Light Truck Award for 2014.

SWITCH ON TO NISSAN’S

E-NV200

The six-month winter trial of Nissan’s all-electric e-NV200 van with British Gas has come to a successful conclusion with the energy giant placing an immediate order for 50 vans, with a further 50 to be delivered by the end of the calendar year.

The order is part of British Gas’ wider commitment to ensuring 10 percent of its fleet of 13,000 home service vans are all-electric by 2017.

Launched last November to determine viability of electric vehicle technology as part of British Gas fleet operations, the six-month pilot saw Nissan and British Gas working with Hitachi Capital Commercial Vehicle Solutions to manage the fleet operations and Gateshead College to train drivers in how to drive the 100% electric Nissan e-NV200. Hitachi Capital will be funding the purchase of the Nissan e-NV200s by British Gas as well as managing the fleet of all-electric vehicles.

The UK’s largest ever electric commercial vehicle evaluation to date, which saw the 28 e-NV200s cover in excess of 60,000 miles between them, was launched to assess how the vans performed in winter conditions during typical British Gas home services daily usage patterns.

2014

PEOPLE MOVER

OF THE YEAR

transmission enable the Mercedes-Benz Sprinter to once again claim the title of Van of the Year. The same superior credentials and safety inclusions also result in the Mercedes-Benz Sprinter being awarded the Best People Mover of the Year 2014.

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TESTED

SHORT BLACK

I

f it were not for the efforts of Volkswagen with its Caddy van, it’s highly probable that other manufacturers would not have brought their own small van equivalents to the Australian market. Volkswagen has been the driving force in this area, and, with sales of Caddy holding 57.9 percent of this market segment, (VFacts YTD April) the German brand recognises that there is a strong market opportunity in the small van category.

While VW leads, others struggle to follow, and the consequent sales of the Citroen and Peugeot reflect perhaps a Gallic indifference to what might be achievable. Against the 562 Caddy registrations, Peugeot managed 14 units with the Partner, Citroen 83 units with the Berlingo, and Renault 147 registrations with the Kangoo.

Assist package. There’s also an anomaly with cappedprice servicing, as the Citroen DS passenger car alone gets this benefit for six years/90,000 km. There is an intention to extend this coverage to the Berlingo, but our sources suggest this might not occur until later this year.

So, as we focus on the Berlingo, just what do you get for your $19,990? This money buys you the short-wheelbase Berlingo powered by a 1.6-litre, four-cylinder, petrol engine that powers the front wheels through a five-speed manual gearbox. With this drivetrain under the bonnet you can experience 80 kW at 5,800 rpm with peak torque of 147 Nm rated at 4,000 rpm. Running at Euro 4 emissions levels, it’s matched to a five-speed manual gearbox.

Each of these three small vans is capable, well equipped, economical and good to drive. Renault is shaping up to release a new Kangoo and will undoubtedly develop a keener sales strategy for the remainder of 2014 and beyond, but Citroen and Peugeot dealers need a jump start if either brand is going to achieve targeted objectives.

Into this mix of small vans comes the Suzuki APV. With a retail figure of 165 registrations it actually outsold all three of the French Connections, especially surprising considering it is without doubt the worst of the products in this segment.

With the latest version of the Berlingo in our corporate carpark for a week, Delivery took the opportunity to drive it in a wide range of operating circumstances. From freeways to inner urban city streets we checked out visibility, performance, drivability, comfort levels and ride and handling, and came to the conclusion that it’s an extremely versatile and valuable addition to the Citroen brand.

Citroen Australia is offering a six-year, unlimited distance warranty together with Roadside Assist as of March 1st this year. But before you get excited and order your new Berlingo, here’s the catch – it only relates to the Grand C4 Picassos and Citroen DS models. Berlingo buyers currently have to make do with a standard 100,000-km/three-year warranty, but that does include a three-year Roadside

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Fuel economy is okay, but not amazing, with a combined figure of 8.2 l/100 km rising to 10.8 for the urban cycle and improving to 6.8 l/100 km for those out in the country.

Weighing in at 1,565 kg, you get disc brakes all round with ABS (anti-lock brakes) as standard, plus a driver’s side airbag. Electronic Stability Control (ESC) and traction control are an optional extra package that in our view should all be standard inclusions. If you want automatic rain sensitive windscreen wiper actuation and auto dusk

SHORT BLACK

sensing headlamps, these are also optional, as is rear parking sensors and additional SRS airbags for front and lateral protection. In standard trim the price is $19,990.

For an extra $5,000 you can enjoy the long-body version, which comes with an engine swap from the 1,587 cc petrol to a 1,560 cc, four-cylinder diesel. The performance ratings for the diesel are 66 kW at 4,000 rpm with peak torque of 215 Nm rated at 1,500 rpm. These levels of torque would suit an automatic transmission, especially around town, but that’s not going to be part of the equation as the diesel is only offered once again with the five-speed manual gearbox.

Fuel economy of the diesel is better than its petrol-fuelled counterpart, and at a combined value of

came away impressed with the ride and handling and the ability of the suspension to cope with all sorts of surprises available from NSW roads. The front uses coil springs, inclined shock absorbers and independent trailing arms, while at the rear there are independent MacPherson type struts with triangulated lower wishbone suspension arms, coil springs and integral dampers.

The 1.6-litre diesel is a remarkably free-revving engine that is well suited to the gearbox for all types of driving conditions. The shift quality of the transmission is also impressive, with light shift efforts and a slick selection negotiated through a small lever that sprouts from the dashboard.

The interior cargo space is easy to access, thanks to sliding doors on both sides and barn doors at the rear.

Citroen’s Berlingo brings good value to the high street delivery sector 5.7 l/100 km the economy for this Euro 4 engine is where it should be expected. Out in the country the economy improves to 5.2 l/100 km, while in town it gets thirstier to return 6.7 l/100 km. The extra weight of the longer body reduces the payload to 750 kg, from the shortie at 850 kg.

Delivery ran the longer bodied Berlingo through the week on test over a wide selection of road surfaces and

When it comes to dimensional differences, the load length of the short-bodied Berlingo is 1800 mm with a height of 1100 mm and a width of 1230 mm (between wheel arches). This provides a cargo volume of 3.3 cubic metres that can be increased to 3.7 cubic metres by folding the front passenger seat forwards. This action also extends the cargo deck length on the passenger side to 3,000 mm, providing an easy way to slide in long packages.

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FIRST DRIVE

CREW C F RENAULT’S LATEST KANGOO INCREASES COMPETITIVENESS IN THE SMALL VAN SEGMENT

rench marque Renault is one of the few importers to have realised the gains that can be made in market share that are obtainable by putting some strong emphasis behind supporting its light commercial range in the Australian market.

Having gone from almost no presence at all just a few years ago, the company revised its Australian operations, appointed new people to spearhead the sales operations, and, surprise, surprise, it’s not only selling its vans, it’s doing so with increasing numbers.

Three different products form the basis of the Renault offering in our market – the Kangoo small van, the Trafic medium-sized van and the Master large van.

In addition to these there are different wheelbases, lengths and cargo volumes, plus at Master level there are single and dual-cab light trucks.

While the accolade for generating interest in the small van segment belongs fair and square to Volkswagen for its Caddy, Renault has come in with a revised Kangoo for 2014 that is really well worth a close look.

In the first four months of this year, Kangoo sales jumped 38 percent, knocking back Caddy sales from 708 units to 562. Renault’s total of 147 Kangoo registrations doesn’t leapfrog the range into first spot, but it shows a trend that can only increase due to the release of more models in the range with higher specifications, greater variation and keen pricing.

Sporting a more radical design of Gallic nose, the Kangoo for 2014 brings with it the choice of a short, petrol-powered van with an auto or manual transmission, or a longer, diesel-engined version with a manual only transmission. At the top of these two models is what Renault calls the Kangoo Maxi Crew.

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CREW CHANGE

CHA GE Although short or longer-bodied small vans tend to offer much the same in terms of overall specifications, it’s the Maxi Crew that Delivery believes is going to make the Kangoo a topic for conversation amongst couriers and tradies alike. Why? Because it’s more clever, and in our view better than anything else on the market in this category.

Across the Kangoo range for 2014 are some pretty bold styling upgrades and a stronger appearance, thanks to new bonnet, mudguards, bumper and headlamps. Engine-wise, the choice as mentioned comes down to a 1.6-litre petrol four-cylinder, or a 1.5-litre turbocharged diesel, with outputs of 79 kW and 148 Nm of torque for the petrol, against 81 kW and 240 Nm for the diesel.

Delivery has not yet driven the petrol version, but scored an earlier than launch date drive of the new diesel, literally new, with just 240 km on the odometer.

The first thing you have to do from an expectation perspective is to forget any preconceived ideas you might have about small capacity diesel engines being gutless, sluggish or otherwise really annoying. This 1.5-litre is one of the most responsive diesels Delivery has driven. It revs cleanly but pumps out the torque so that, with the aid of the six-speed manual gearbox, you’ll be seeing 110 km/h on the speedo and just 2,800 rpm on the rev counter. Peak torque of 240Nm comes in at 1,750rpm, with maximum power of 81 kW at a relatively high 4,000 rpm.

It’s the ability of this new breed of small capacity diesels to rev easily that makes driving the Kangoo Maxi Crew such a pleasant experience. But there’s much more to this model than the engine and driveline, such as the vehicle platform that it shares with the Renault Scenic people mover.

The interior is very quiet, thanks to extensive soundproofing that excludes tyre and road noise from the interior. Couple that benefit with an excellent quality sound system that you can actually hear throughout the cabin, and it’s easy to start thinking that you are driving a passenger car rather than a small commercial vehicle.

Seating is really comfortable in the front bucket seats, and there’s good thigh support from the seat squabs. Headroom is not an issue either, with a roof height sufficient to accommodate the wearing of a top hat, should you feel so inclined.

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CUSTOM T

he humble delivery van has come in for a huge update over recent years, with the basic workhorse now offering comfort and features to rival some family cars.

For the long days spent in city traffic, or on country roads, the “white van man” now has all the technology to not only make life more enjoyable, but also a lot easier. From satellite navigation and in-built reversing cameras to Bluetooth hands-free connectivity and premium audio systems, the delivery van market is now just as focused on driver comforts as it is on the ability of the vehicle to work. Even with all of this technology on board, however, if the basics of the vehicle aren’t right, the on the job experience won’t be a good one.

The Ford Transit van has a long and well-documented history, with consistently good sales figures and strong customer acceptance. As a competitor in a hard fought market, it has stood up over time as a real crowd favourite, due to its reliability and versatility.

The fact that it wears a Ford badge probably doesn’t hurt sales figures either. For many years, it was the only serious European contender in the Australian light van market, surrounded by offerings from Japanese manufacturers, but that situation has now changed.

With an increasing number of European and even Chinese competitors coming to our shores, Ford now has to fight harder than ever to maintain the Transit’s popularity. In a tough business environment, buyers are looking for performance, reliability, and, now more than ever, value for money.

The latest incarnation of the Ford Transit comes in the shape of the Transit Custom. Powered by a 2.2-litre, four-cylinder, turbo diesel engine, which delivers 92 kW and 350 Nm of torque, the Transit Custom comes as standard with a six-speed manual transmission and is driven through the front wheels.

The environment in the cab is very comfortable, with seating for three adults, although the centre seat is slightly narrower than the two outside ones. Access is easy, with wide opening doors and a single step to help you into the seat. The backrest of the middle seat folds forward to provide a small table surface and extra cup holders, but I found it bounces a little on rougher roads, and in my case led to a coffee spill. The other drink holders in the dash are well placed and large enough to hold the obligatory insulated cup, and are within easy reach.

A compartment on top of the dash, right in front of the driver, contains a cigarette lighter type socket and a USB socket, to power your gadgets without the need to have wires running throughout the cab.

Vision out the front is excellent, with the steep bonnet barely visible from the drivers seat. Rearward vision using the centre-mounted mirror is severely limited by the small window in the rear cab wall and the large central pillars in the rear doors. In fact, it was common to discover a car behind me that I couldn’t see at all. The side mirrors provide good vision down either side, and, after a little use, become the main method of telling what is behind the van.

The interior mirror is really only useful when reverse gear is selected, as it also contains the display for the reversing camera.

Vision through the steering wheel to the gauges is clear, with a central screen displaying information from the on-board computer, which is operated using controls mounted on the steering wheel.

The centre of the dash is dedicated

Dave Whyte puts the new Transit Custom through its paces in the Melbourne traffic 32

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CUSTOMISED

MISED to the audio and phone controls, which can also be operated using steering-wheel-mounted controls.

In fact, I think the Transit Custom steering wheel has more buttons and controls than any other steering wheel I’ve ever laid my hands on! An LCD screen displays the current audio settings or call information, and is easily readable day or night.

While Ford claims the Transit Custom is the most powerful van in its class, the power is only really useful above 1500 rpm. Now, this may sound fairly normal, but the final gearing on the Transit means that moving

off from a standstill can be difficult, especially when loaded, and also leads to over-revving the engine in lower gears to allow for smooth acceleration and gear changes.

I have been driving manual cars, trucks and vans for a long time now, but it’s been a long time since I have stalled a vehicle as frequently as I did while driving the Transit. Once moving, however, this van really wants to go. I found that by driving the Transit aggressively (high revs, rapid gear changes) the van would get motivated easily. However, when I tried to drive it more fuel efficiently, it just didn’t seem interested in performing.

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AWARDS

THE RIGHT

PICK With competition that increases every year, which ute ranks up as the best for 2014 on the Australian market

unlike

the plethora of 4WD and off-road adventure magazines that extol the virtues of suspension lift kits, never travel anywhere without a high-lift jack and like nothing better than bouncing from rock to rock, that’s not how Delivery magazine views the ute market.

In fact, it makes little difference to us whether the ute in question is 2WD or 4WD. The big question for Delivery is whether the ute we recommend is the right vehicle for the job.

There are reasons why ute buyers that drive on bitumen through the week would go for an all-wheel-drive version, and some of that hinges on whether there’s a wish to head off-road for camping or recreational activities at weekends.

The other reason to opt for 4WD is where the nature of your work requires an off-road ability, such as when working on building sites or travelling to locations in the snow.

Given that most ute manufacturers create both 2WD and 4WD products, the choice of which driveline to adopt comes down to intended use and cost.

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Don’t get carried away and order a 4WD if you have no intention of heading off-road. You’ll be paying much more, in most cases suffering a harsher ride, and you’ll definitely be paying more for fuel as the extra weight and mechanical components contribute to higher fuel consumption.

Lovers of Falcons and Commodores still have a couple more years of indulging their passion before both manufacturers shut up shop locally. Both brands are probably producing the best versions of their models right now, and yet, ironically, it’s almost a swansong that the great Aussie ute is on the way out.

Nobody will contradict the country attitudes to utes that result in Bundy Rum stickers, three-metre radio antennas, and hosts of driving lamps across the front, mounted fair and square on a bull bar and complimented at the rear of the ute by twin or quadruple big-bore exhausts that echo the sound of a burbling V8 wherever you may wander. In fact, secretly, we all probably fancied one at some stage in our lives, be we male or female.

THE RIGHT PICK

Models such as the Renault Master, IVECO Daily and Volkswagen Transporter single and crew-cab tray backs have the potential to become serious rivals in this area, and are sufficiently different from the next step up to heavierduty light trucks that they provide another option to buyers. Not so the Japanese-style cabover light truck, that is a precursor to moving into the world of trucking that requires light-rigid or medium-rigid driving licences.

Ford’s Ranger and Mazda’s BT-50 are recent developments from a technical perspective and provide a well-specified selection of trim levels and options. There is a difference in the suspension settings, with the Mazda a little softer than the Ford, and, of course, there are cosmetic differences to the appearance.

The world of the ute is changing. For years Australia has embraced the Japanese-style of cab/chassis, complete with tub or tray. In recent years we’ve seen 2WD as well as 4WD models hoisted up on springs mounted over the axles, instead of being underslung, in order to create a high-ride version. For those that are not trying to climb a mountain, what they have to then live with is more difficult access and egress from the cabin, greater difficulty in reaching the contents of the tray or tub and a worsening of road holding and handling due to the higher centre of gravity.

Some of the high-ride versions available, such as Ford Ranger, Mazda BT-50 and Volkswagen’s Amarok, have tubs with sides so deep that only those with the genes of an orang-utan, and arms to match, will be able to reach over the sidewall to retrieve something from the tub floor.

Normal folk will be crawling on hands and knees over the tailgate into the cargo area to grab their objective. Not a good look, and sometimes quite painful on the knees.

Into this mix of Japanese and Thai-built utes is coming an increasing number of light trucks from Europe. Fitted with single and dual cabins, the “Euro Ute” is perhaps more of a light truck derivative, but it offers a conventional car-like cabin interior with similar driving experiences and roadholding capabilities.

We particularly liked the XL single cab Ranger that is lower to the ground, easy to live and work with, and has a capable four-cylinder, 2.2-litre, diesel engine.

Mazda prefers the High Rider look, even for its 2WD versions, which in our view panders to the influence of the marketing department rather than those using the vehicle as a practical workhorse.

Adding another cylinder to the Ford or Mazda engine produces 3.2 litres of turbocharged diesel, and this is a strong and eagerly performing engine. It’s let down a little by the often notchy six-speed manual gearbox, and with this pick we would suggest taking the six-speed auto option in preference.

Foton Ute hails from China and has the benefit of a well-proven Cummins diesel, albeit this 2.8-litre, four-cylinder is built in Beijing rather than the US. With a new distribution deal involving ATECO, it’s a better bet than Great Wall, also marketed through the same distributors.

Foton has yet to get its products out properly in the marketplace, but there is strong potential there for the brand in the future.

Foton’s first foray with the Tunland ute could be stronger if the next round of imports have some work done on the rear suspension to control stability a bit better as it is prone to jumping about when unladen on bumpy roads.

There’s also an anomaly that needs to be fixed that sees different gearboxes and a variation in power and torque ratings from the same engine when switched from 2WD to 4WD models. It would make sense to standardise on the higher performance version.

Great Wall came to prominence as the purveyor of a new vehicle at second-hand pricing. That was all well and good until early buyers tried to offload their utes after a couple of years and found they were worth as much as a used lottery ticket. The Great Wall is something you buy and then hand down through the family like an old sock. Eventually you will leave it in the barn.

For years the Holden Rodeo and the Isuzu D-Max were just badge engineered identical twins, with the Isuzu powered by the 3.0-litre Isuzu diesel and the Holden version also offering the not very fuel efficient 3.0-litre V6 petrol.

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WHAT'S I THE BOX? An automatic transmission transforms VW’s Amarok – Chris Mullett reports – he ute market is always full of interest, and right now the Australian market is looking at some exciting new vehicle replacements over the next 12 months. Toyota’s HiLux is due for an upgrade and so too is the Mitsubishi Triton and Nissan Navara.

VW’s Amarok showed that a European influence on design and technology could lift expectations above those of the humble and basic one-tonne load shifter. A further benefit came from the sophistication of the electronics controlling offroad traction in the all-wheeldrive versions. At the time of introduction it was the most sophisticated and intelligent of all the manufacturers, a position it still holds today.

But if there was an Achilles heel to the Amarok, it was the turbo-lag on take-off that let it down. With an engine capacity of 2.0 litres, the diesel is a willing performer, and frugal when it comes to fuel consumption, but until the turbo winds up it’s not quick off the mark from rest.

Buyers that Delivery has interviewed all mention how easy it is to stall the engine on take-off. Once rolling there are no problems, and when fully laden on the highway it performs faultlessly.

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Up until late 2012, the only transmission available was the six-speed manual gearbox, and that remains the mainstay of the range today. The much-publicised problems of the sevenspeed DSG twin-clutch automated transmission never applied to the Amarok, as that gearbox was not engineered to be available in the ute or chassis/cab versions.

VW realised from the outset that a DSG transmission would not work well when off-road. The alternative for those looking at not changing gears manually was for VW to introduce an eight-speed, full fluid ZF automatic transmission. This option was released in late 2012 in the four-door dual-cab 4MOTION all-wheel-drive models, and it is an absolute winning combination. The problem is that once a driver interested in buying an Amarok experiences the automatic version, they would never buy the manual, it’s that good.

And that leads to another problem. Why doesn’t VW release the eight-speed automatic transmission throughout the range, including the 2WD dual-cabs and also the single-cab versions?

The Amarok TDI420 with automatic transmission is available in base dual-cab form with 4MOTION

WHAT'S IN THE BOX?

all-wheel-drive priced at an entry level of $44,490 for the cab-chassis and an extra $1500 for one with a ute tub already fitted. Move up to the next level in specification with the Amarok TDI420 Trendline 4MOTION and the price moves to $47,490 for the cab/chassis, and again a further $1500 for the factory ute tub.

The Amarok TDI420 Highline 4MOTION moves the price point up to $53,990 and cuts out the availability of the cab/chassis option, leaving the buyer only with a factory ute tub. At the top of the spectrum is the Amarok TDI420 Ultimate 4MOTION – again only available as a factory ute

and this time with a price tag that is $61,490. Both these top-level versions, the Highline and Ultimate, can be supplied with Comfort Springs at no additional cost, which provide a softer, less commercially oriented ride.

Although there are four different power and torque alternatives of the 2.0-litre turbo diesel available throughout the broader Amarok range with a manual gearbox, the auto-shifter stays with one engine, the higher performing TDI420, and completes the driveline with permanent 4WD. The Euro 5 rated, common-rail, fuel-injected, 132 kW, 2.0-litre, twin- turbo TDI420 has a maximum torque output of 420 Newton metres. The maximum payload is a full one tonne, and it can tow a laden trailer with a gross weight of up to 3,000 kg, with 300 kg of downforce ball weight.

Maximum power comes in at 4,000 rpm and peak torque is rated at a set 1750 rpm. This output rating is a little different from the electronic control engine management systems of the other three engines, in that the programming of those matched to the six-seed manual gearbox sees a torque spread over an rpm range that runs from 1500 rpm through to 2250 rpm.

When on the highway, the cruise speed of 100 km/h results from just 1600 rpm in 8th gear. Take the speed up to the freeway maximum of 110 km/h and you add just an extra 200 rpm.

A quick word here about towing. A 2.0-litre, twinturbo diesel as used in the auto versions is well capable of towing a fairly weighty trailer. What it is not capable of doing, though, is to provide a high degree of engine braking on over-run.

If you are towing a fully-laden trailer down a steep hill, you will be relying on brakes, as the compression from a 2.0-litre isn’t a match for that generated by engine capacities of 3.0 litres and above. So, the message here is clear, use the manual selection of lower ratios to assist your vehicle retardation and reduce speed before the start of the descent. Apply brakes sparingly and always play for safety rather than speed.

Amarok comes fully classified as a five-star ANCAP crash safety rated ute and returns a combined town and country fuel consumption figure of 8.3/100 km with an emissions output of 219 g/km of CO2.

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TESTED afety sells, particularly if you are a mining company that intends to place all your personnel in the safest possible vehicle as part of its duty of care responsibilities. Ford Australia is in a strong position to tap into this safety focus, with all the Ranger ute model range conforming to five-star crash safety ratings.

With unrestricted supply, the company is hoping that 2014 will be the year of the Ranger.

S

Up until now, all the Ford Rangers sold into the Australian market have been sourced from the company factory in Thailand. That makes sense from a local supply perspective, but the floods of last year played havoc with maintaining high levels of production to satisfy demand.

Something had to give, as the floods closed down the factory and the result was a distinct lack of anything to sell.

This year started with a totally different scenario.

With the Thai floods well and truly dispersed, and a surprising reduction in Thai domestic sales demand in some cases by up to 39 percent, there’s plenty of supply for export. This has enabled Ford to really hammer home the advantages of the Ranger product to the private buyer in Australia, and at the same time the company has also taken steps to source a specific model targeted at a more serious work environment.

In the first quarter of this year, the Ranger 4x2 increased its market share to 13.1 percent, a rise in sales by 34 percent with sales of 1,855 vehicles. In the 4x4 category Ranger increased its sales performance by 21 percent, achieving sales of 6057 vehicles for a market share of 16 percent.

In terms of total sales, these 2014 first quarter sales figures slot Ranger into second place overall, behind Toyota and the HiLux. According to figures released by Ford, Ranger is winning over customers in the private sector with sales figures for the first quarter, showing a 158 percent increase in private buyers over the same period last year. Retail sales – a combination of private and small fleets – now make up 69 percent of total Ranger sales.

New to the market is the Ranger 4x4 XL Plus. This is Ford’s answer to finding the right specification for the mining industry, and also for the private buyer that doesn’t want all the bling and prefers something less likely to suffer from muddy boots and hard work.

This very specific model comes not from Thailand, but from the Ford Silverton assembly plant in Pretoria, South Africa, where Ford has been building vehicles since 1923.

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A MINE OF INFORMATION

The XT Plus shares all the same mechanical specifications as the vehicles arriving from Thailand, but it comes in a more basic form. There are no leather seat options or shiny metallic paint. For hard work the XT Plus features canvas seat covers, rubber floor covering, extensive protection grilles across the rear window and work lights, flashing orange beacons and an altogether more serious approach to the business of shifting workers and their equipment.

Sitting on 17-inch steel rims, larger than their Thai-built siblings, the wheels are shod with equally big Continental Cross Contact AT M+S rubber in 265/65R17 12T sizing.

The only engine and transmission option is the 3.2-litre, five-cylinder diesel matched to the six-speed automatic.

The full standard spec includes a locking rear differential, underbody shields, mud flaps, 3.5-tonne-rated tow bar, daytime running lights, side steps (double cabs only), an expanded wiring harness and switch bezel, moulded black bumpers and an optional steel bullbar. As well as the expanded wiring harness and switch bezel, the electrical system includes a dual battery set-up consisting of a front under-bonnet battery of 75-amp-hour rating and a second 80-amp-hour deep cycle discharge Gel battery that’s protected by a battery isolator.

The XL Plus is built with a specification to suit mining or council applications.

RANGER SHOWS ITS ABILITIES AND GAINS A NEW ADDITION JUST RIGHT FOR THE MINING INDUSTRY. WORDS BY CHRIS MULLETT, IMAGES BY CRISTIAN BRUNELLI.

ORMATION DELIVERY

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PEOPLE

POWER Just how do people movers compare to the ubiquitous Mum Bus? Chris Mullett reports.

They

hey come in all shapes and sizes, with varying benefits for shifting adults or children in bulk. Some are stylish with leather trim and a very upmarket list of inclusions; others are very stark, with bland interiors and basic comfort and safety levels.

It’s the world of the people mover, and as families have increased in size there has become a blurring of the demarcation lines that separate large wagon-like sedans from minibuses derived from commercial vans.

Add to this eclectic mix of products the increasing number of multi-seat SUVs and the decision-making process to find the ideal way to shift adults and kids in bulk becomes more confusing. Hopefully, this is where Delivery Magazine can make the selection process a little easier.

There isn’t an SUV on the market that has excellent ease of access and egress. The manufacturers of these goalmost-anywhere off-road weekend warriors will claim they accommodate a plethora of persons easily, but that’s far from the reality. For anyone to access the third-row seating it means bending, shifting and scrabbling for buttons and levers that slide seats forwards and drop backrests into seat squabs. It’s fiddly in the extreme, and in time becomes rather annoying.

The SUV style of third-row seating is also detrimental to patience levels if the vehicle is fitted with child seats in the second row. These limit the movement of the seat backs, and are themselves difficult to reach when trying to strap in the future inheritors of your wealth. Undoubtedly, there is also a risk of traumatising your children in future life as they struggle to break free from their bonds.

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Citroen’s entry into people moving is the seven seat Grand C4 Picasso. Available in one trim level and with one engine – a Euro 6 rated diesel – it’s bristling with technology. Included are a 360-degree camera view, engine idle stop/start, self-parking, blind-spot monitoring and tyre pressure monitoring.

PEOPLE POWER

The 2.0-litre BlueHDi turbocharged and intercooled diesel boasts a combined fuel consumption figure as low as 4.5 l/100 km and is matched to a six-speed automatic transmission. Euro 6 emissions compliance means a reduction of NOx by 90 percent and CO2 levels of 117 g/km. Pricing starts at $43,990.

Honda’s Odyssey is now in its fifth generation with an all-new body offering maximum seating for eight. With pricing from $38,990, power comes from a 2.4-litre petrol engine matched to a continuously variable transmission.

Fuel economy is rated at 7.6 l/100 km of combined travel.

Hyundai’s iMax is no newcomer and is much more aligned to presenting as an eight-seat passenger version of the iLoad van model. Pricing is sharp at $37,290 for the 2.4- litre petrol and $39,990 for the 2.4-litre turbocharged diesel. Our choice is to head for the diesel auto, and here you can expect fuel economy of 8.5 l/100 km. It’s more utilitarian than the sharper and smoother latest models but it drives well and has established a strong record for reliability.

Korean manufacturer Kia has moved further ahead than some of its European counterparts and displays its ability with two options – the seven-seat Rondo and the eight-seat Carnival.

Both achieve the objective of moving people, but do it better if the people in question happen to be on the slightly smaller side in terms of their physique. The Rondo is a great combination of clever design and very acceptable performance, but it really fits the bill where the additional third-row seating is to be considered as a temporary and occasional benefit, rather than a permanent form of travel.

With petrol and diesel options, performance of the Rondo is well up to the expected standard, but the driver has to be comfortable with a six-speed manual gearbox.

There’s no automatic version available, and this has slowed sales acceptance.

Next up is the Grand Carnival, and this has been a consistent winner in the popularity stakes. Its six-speed automatic transmission is matched to a 2.2-litre diesel or 3.5-litre V6 petrol, and it’s this latter engine selection that will surprise any driver with its responsiveness and rapid acceleration. It’s certainly no slouch off the mark at the traffic light Grands Prix.

The big plus in the Grand Carnival’s favour is its ability to absorb luggage as well as passengers. When not expected to provide full eight-seat occupancy, the rear seat row folds down into deep floor wells just in front of the rear tailgate to provide a flat floor. Sliding side doors offer great access and make it much easier to reach in to strap the little people into place in their respective car seats.

Kia has already previewed the next-generation Carnival at overseas motor shows, so there will be a replacement model heading this way within the next six months.

The all-new Carnival features a completely new body with a wheelbase 40.6 mm longer than the current model.

There’s a new 3.3-litre, V6 petrol engine with six-speed automatic transmission, but no mention yet of a diesel alternative. The attention to safety increases with rollover mitigation, traction control and ESC as standard, plus blind-spot monitoring, vehicle stability management and forward collision warning as optional.

As we get closer to its introduction, there’s an opportunity to pick up a well-priced bargain of the current model if the importer wants to clear stock.

No, it may not be the all-new version, but it does the job very well for a reasonable price and with good fuel economy of around 8.1 l/100 km for the diesel or 10.9 l/100 km for the petrol V6.

We’ve already mentioned that it is surprisingly quick off the mark, but in contrast to some of the earlier Mum Buses the Carnival actually handles surprisingly well. The top-ofthe-line models have four-star crash safety ratings, and these would be the models to go for at a price level from $44,990 through to $56,190.

DELIVERY

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LET THERE BE LIGHT NEEDING ONLY A CAR DRIVING LICENCE, THE LATEST LIGHT TRUCKS OFFER THE NEXT STEP UP FOR LOAD CARRYING

A

s technology moves forwards faster than the legislators, the truck industry has managed to produce some serious anomalies when it comes to vehicle application and driver accreditation.

The need for a light rigid truck driving licence to drive a vehicle with a GVM over 4500 kg makes sense, but not when a higher rated model can be downrated to fit the licence criteria.

Driving a light truck is, for the most part, the first step towards learning the ropes (literally), and being able to load correctly, appreciate how to secure that load and to drive according to the influences placed on the truck by the load.

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The domain of the light truck is no longer confined to Japanese cabover products from Hino, Isuzu and Mitsubishi Fuso.

These three brands gain the advantage of having been in the marketplace longer than the newcomers, and to some extent have covered all the bases of weights, chassis and body configurations and wheelbase lengths.

LET THERE BE LIGHT

What has changed the game in this category is the arrival of the Chinese truck makers intent on capturing a share of this segment, and the more sophisticated products from European manufacturers that bring with them higher interior cabin comfort and car-like driving attributes.

Each of the Japanese brands comes with impeccable engineering resources that produce strong and reliable products. This is the only sector of the light commercial market that has been actively introducing alternative power sources such as hybrid technology or alternative fuels such as CNG or LNG as a serious

The light truck market is now much more sophisticated with higher safety levels and greater efficiency from all manufacturers.

option for buyers. Admittedly, some of the van makers have introduced electric drive options overseas, but it’s only the Japanese that have so far offered a choice in our market.

Fuso’s Canter starts off with a 3.0-litre turbo diesel and a 3,510 kg payload in the Canter 413.

This has great appeal for those that generally overload a standard one-tonne ute to the point that the chassis bends. As payload limits increase, so too do the engine power and torque outputs, ranging from 96 kW and 300 Nm of torque up to 129 kW and 430 Nm. If you head off road there’s a 4WD version called the FG, and if you want to demonstrate a greener approach to transport you can opt for the Canter ECO Hybrid. Transmission choices vary between a five-speed manual and a six-speed AMT. DELIVERY

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