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TO OZ WE TEST:

NISSAN’S 2015 NAVARA - RENAULT KANGOO

FIAT DUCATO - HINO 300

TESTED

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Renault cars have been on sale in Australia for longer than I have been breathing, and while they have maintained a presence here, the volumes have always been low.

While most of these sales were passenger cars, the commercial market has played a big role in the rise of Renault, with the Kangoo and Master models performing well in a strong market.

Over the last couple of years however, with a new range of vehicles and a new team to lead the marketing push, things have changed. In fact, Renault recently celebrated a milestone, having cracked one thousand units sold in Australia within a month for the first time.

The Renault Kangoo range is the smaller of the Renault commercials, and is available in three body styles – the short wheelbase, the long wheelbase Maxi, and the Crew. While the short wheelbase is only available with a petrol engine, it does come with the choice of manual or automatic transmissions.

DAVE WHYTE DRIVES THE SMALLEST RENAULT IN PETROL AND DIESEL FORM. 16

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CAN DO WITH THE KANGOO

The Maxi and Crew variants are both diesel powered, but only come with a manual gearbox. The driveline choices may seem a little restricted, but in reality they cater for the market nicely, as I found out while driving them recently.

The cabin is well laid out, with individual seats for the driver and passenger separated by a centre console. The seats are very comfortable, with plenty of legroom on both sides to add to comfort levels.

Renault was kind enough to give Delivery the keys to two Kangoo models over the last couple of weeks, the first being the short wheelbase model (SWB) with the 1.6-litre petrol engine and four-speed auto transmission.

On first impressions the SWB model is quite compact, but the reality is that the interior space is well utilised, and the load space is large.

The base model as tested has manual controls for the heater and air con, which do a great job of maintaining the temperature throughout the whole van. There was no bulkhead between the seats and the load area on our test unit, with only a tubular frame behind the driver’s seat to stop any freight moving forward, so the heater had to earn its money heating the whole space. A full bulkhead is available as an option to separate the cabin from the load area.

Accessing the load area is easy, with sliding doors on both sides, and the choice of barn doors or lift-up tailgate on the rear. With three cubic metres of space available, room between the wheel arches for a standard pallet, and a payload capacity of over 600 kg, this is certainly a very practical little van.

From the driver’s seat it doesn’t feel like a commercial vehicle, with car-like handling and great vision all around.

It is also very nimble, with the short wheelbase contributing to a tight turning circle and making manoeuvring easy in restricted spaces. On the topic of tight spaces, you might have noticed the black bumpers and manually operated mirrors on the SWB.

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FEATURE

DOWNSIZING

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Does a smaller engine mean less ability? Delivery looks at the latest trends of turbocharging

t’s not that long ago that ute owners looking for improved performance just went along to their 4WD specialists and ordered a bolt-on turbocharger kit. Some also came with an intercooler, but the result was the same, more torque and better loadhauling ability.

Well, that was certainly the intention, but all too often the addition of a turbo kit upset the vehicle manufacturer to the extreme position that warranties were voided immediately. As a side issue some engines also were put under added stress to the extent that bearings suffered from the additional combustion pressure, and heat levels rose, in turn affecting engine durability.

The answer to these problems came from the manufacturers themselves, with all now including turbocharging and intercooling as original equipment. This leaves the aftermarket fitment of turbos to those buying older vehicles, or owners trying to improve the performance of their old trusty rusty in the garage.

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Not every turbo upgrade by the manufacturers has been perfect, as buyers of the 3.0-litre Nissan Patrol know only too well. No sooner had the engine passed the 100,000 km warranty expiration than it seemingly expired, often with a hole developing in a piston and the start of an interesting exchange of views between the owner and Nissan customer service.

Right now, as the result of the introduction of Euro V and Euro VI exhaust emissions legislation, there’s a wind of change blowing through the ute market. As engine manufacturers strive to lower emissions levels to produce cleaner exhausts, the engines available on our market are in some cases shrinking down in terms of cubic capacity.

Where some manufacturers traditionally offered 3.0-litre engines, we are now seeing reductions to 2.5 litres, 2.3 litres, or even 2.0 litres. As you might imagine, a straightforward reduction in cubic capacity is likely to reduce the available power and torque capabilities. So, to counter that reduction some of the engine makers are adding a second turbocharger to ensure power and rapid performance response at low rpm while maintaining adequate torque production at cruising speeds, especially when towing caravans and trailers.

DOWNSIZING

Recently, Delivery took part in an early evaluation of the next-generation Nissan Navara and was able to experience personally how its new engine, a 2.3-litre, twin turbocharged, four-cylinder diesel performed in a variety of on and off-road circumstances.

As a first impression, the new 2.3-litre bi-turbo is a major improvement over the outgoing 2.5-litre that featured a single turbo. By varying the turbo pressure and volume of the compressed air they collectively inject into the engine, the engine maker can provide just what the average buyer is looking for, without hesitation, right through the rev range.

Running twin turbos is not solely restricted to Nissan.

Volkswagen has been doing it on the Amarok since it was first introduced, but the difference here is that with 2.0-litres it’s asking a lot for the turbos to replace cubic capacity and still provide that rapid response for acceleration from rest.

The Amarok in manual gearbox form does suffer from having a slow response at low engine speeds, to the extent that it is very easy to stall the engine when in high range and moving off from rest. Delivery’s choice for those that really like the look and feel of the Amarok was clearly illustrated this year when the model won the Delivery Magazine Ute of the Year Award. But, there was a proviso, and that was the award related to the Amarok fitted with the brilliant ZF eight-speed automatic transmission.

Thanks to the fully fluid design of automatic transmission being fitted to the Amarok, complete with torque converter, the turbos can spool up from low speed and the torque converter smooths out the power and torque application to provide a very impressive mix of performance in all types of low and high-speed driving.

Isuzu D-MAX has been a consistent winner of past Delivery Magazine Ute of the Year Awards, and it’s interesting to note that with its strong family parentage of being part of Isuzu Trucks this manufacturer has stayed with a 3.0-litre, turbocharged engine for its current and future product range in this market. In Europe and parts of Asia, Isuzu Ute offers a 2.5-litre alternative, but for Australia, where cubic inches still make a difference, it’s the 3.0-litre that gets the corporate tick.

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PREVIEW

n the world of light commercials, the launch of a new ute is something to shout about, as it occurs far less frequently than upgrades and new releases in the car market.

For Nissan, the launch of the Navara NP300 sees the culmination of four years ongoing development, backed up by over 1,000,000 test and development kilometres.

Prototypes have put in the hard yards of discovery and durability testing in the mountains of Chile at altitudes reaching 4,000 metres, as well as thumping through the more remote areas of Thai jungles in tropical heat.

The 12th Generation Nissan ute is about to launch into Australia.

Delivery Magazine sneaks a preview in its manufacturing home of Thailand.

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With a probable life expectancy of up to seven years, or perhaps longer, before replacement, the new Navara NP300 replaces the two different versions currently available in Australia – the D40 and the older D22.

As the highest sales volume performer in the Nissan Australia range, this newbie will have to show its credentials clearly and honestly, especially as next year sees the release of a new Triton from Mitsubishi, adding to the competition at this upper end of the ute market that also includes Ford’s Ranger, Mazda’s BT50, Holden’s Colorado, Volkswagen’s Amarok and Isuzu’s D-MAX.

THAI-RIFIC

There is good reason for proving out the durability of the NP300 in Thailand, rather than perhaps the jungles of Borneo or Colombia. The “Land of Smiles” is not only the home to Navara manufacturing, the country also boasts the largest global market for utes, with Australia coming in at number two.

Nissan’s manufacturing in Thailand started back in 1963, with the company building just four cars a day with 120 employees. Things have expanded since, with total Thai production now having exceeded 2.2 million vehicles.

The commission of a brand-new factory in June of this year, near Bangkok, will add further impetus to production as the company ramps up to export this global product to over 40 countries.

The replacement of the current two different Navara alternatives is frankly well overdue, with their co-standing in the market difficult to quantify, given that the D40 was a much more recent development than the now aged D22. Ride and handling, together with inbuilt safety and efficiency, were also poles apart by comparison.

As the world moves forwards in terms of tighter emissions controls we see more evidence of closer product sharing between manufacturers, especially with Nissan being part of the Renault Alliance.

While product ranges may differ (and Renault does not produce a ute), the French carmaker does produce its own engines for its light commercial range. It’s from Renault that Nissan will source its next engine for the Navara,

a 2.3-litre, common rail, direct injection diesel with two-stage turbocharging plus intercooling that doubles up for duty with different power and torque outputs in the Renault Master van range. For those preferring petrol power there is a redeveloped version of the previous 2.5-litre four-cylinder available that again offers improved fuel economy by comparison to the earlier unit.

Called the YS23, this 2.3-litre replaces the previous YD25 and comes into our market with Euro 5 emissions compliance, thanks to the inclusion of a Diesel Particulate Filter (DPF). According to Takashi Fukui, the chief vehicle engineer in charge of NP300 development, when the time comes to step up to Euro 6 levels this engine only needs to

The New Navara is available in single cab, king cab and dual cab versions with power from a new Euro V rated 2.3 litre diesel

include AdBlue (Diesel Exhaust Fluid) to make the grade.

The outgoing YD25 engine is not capable of development past Euro 4 standards.

Weighing in some 20 kg lighter, the YS25 boasts a fuel economy improvement of 19 percent aligned with better low to mid-range torque and an expanded maximum torque output of 450 Nm ranging between 1,500 and 2,500 rpm. Running with a 2000 MPa injector system, the two-stage turbocharger improves engine pick-up at low revs and expands the torque availability, providing a much better driving experience than the outgoing 2.5-litre engine.

Maximum power of 140 kW is produced at 3,750 rpm.

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SUPER y t u D I PREVIEW

Ford’s F-Series is now available in full right-hand-drive throughout Australia

t’s been a long time coming, but Aussies looking for a full-sized Yankee-style ute can now pick their ideal F250, thanks to Gympiebased Performax International.

Up until now the annual market for imported and converted cars and utes from North America has averaged around 1000 units, with Performax International being responsible for around 50 percent of this total volume.

Back in the days when Ford Australia loudly trumpeted its American heritage it offered our domestic market an F250 powered by a 7.3-litre, turbo diesel V8 or 4.2-litre six-cylinder petrol engine. Rather than being built in Louisville, Kentucky, this rather low spec’ offering hailed from Brazil, the only available source of a right-handdrive model.

Having shaved the Brazilian option out of the Australian market, advocates for the F-Series have since waxed lyrical about importing alternatives. The limiting factor here being the need to convert from left to right-hand-drive, which often took place in New Zealand, prior to the vehicle landing on our shores.

One company that has gained considerable respect for converting vehicles from North American spec’ to suit Aussie conditions is Gympie, Qld-based Performax International.

Founder Greg Waters originally established a loving relationship with Chevrolet Corvettes and, to his credit, since 1989 he is responsible for having imported and converted pretty much the majority of Corvettes on Australian roads. The importation and conversion of trucks started back in 1996 with a collection of GMC units for the Victorian Ambulance Service.

The intervening years have seen Performax International expand its model range to include the Chevrolet Silverado, Dodge Ram, Toyota Tundra and, the object of our interest in this editorial, the F-Series Ford Super Duty range.

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Such is the growing interest in US-styled utes that the imported car market for conversion currently comprises only around five percent of the total volume of imports.

The recent decision by Ford to import the right-handdrive Mustang, which is assembled on the company’s US production line, has contributed to this emphasis away from small volume conversion of performance cars.

SUPER DUTY

Through the years there have been various dispensations extended to those looking to convert vehicles with permits granted for a limited volume import.

While enabling buyers to enjoy the benefits afforded by the typical North American style crew-cab ute, there have been varying standards in the conversions.

Performax International is the first company to be accredited as a full volume manufacturer with Australian Design Rule (ADR) approval and compliance.

This followed a six month development programme led by former GM Holden and Ford Australia engineers working at the company’s Gympie, Queensland, manufacturing headquarters.

Now, with the development work completed, production has begun for right-hand-drive F-250 XL, XLT, Lariat, King Ranch and Platinum models. Future plans include the subsequent expansion of the range to include the F350, 450 and 650 versions. Thanks to the full ADR compliance,

the F-series can be road registered in all Australian states and territories. These will be sold directly by Performax International and through dealers around Australia.

Every F-250 is powered by a 6.7-litre, V8, commonrail, turbo-diesel engine, and for the 2015 model year version this will be producing 328 kW of power and a massive 1166 Nm of torque. All models feature a six-speed automatic transmission and shift-on-the-fly four-wheeldrive, providing an unmatched five-tonne towing capacity.

Work is completed to ISO 9001 Quality Assurance standards and the company is also certified to ISO/TS 16949 (Automotive Quality Management).

“We’re tremendously proud of this latest achievement, which is the pinnacle of all our years of experience and perseverance with quality standards,” Performax general manager, Glenn Soper, said.

“Old-fashioned conversion methods are no longer acceptable to customers buying these sophisticated new American pick-ups. In engineering, electronics and final fit and finish, the Performax difference ensures we build every vehicle to factory-original quality standards.

“The F-Series has been one of America’s most popular vehicle ranges for six decades, with many people in Australia keen to see the nameplate back on the road here.

Pre-launch demand has been very strong,” added Glen.

To see at first hand the exacting production qualities in force at the Performax International manufacturing centre, Delivery Magazine headed off to home base at Gympie.

Big, bold and always making a statement, the F-Series is now available under full volume import with ADR compliance and approval.

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FEATURE

BACK IN TIME With a history of over 80 years of manufacturing light commercials, Nissan has some interesting highlights to share.

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here’s a tendency to suggest that Japanese vehicle manufacturing is something that developed only from the aftermath of World War II, but for Nissan the association with light commercials has much more substance.

Back in 1933, Datsun launched its first pick-up truck, the Datsun 12.

Based on its passenger-car range, the Datsun 12 featured a 12 hp, 748 cc side-valve engine and a floor-change, three-speed manual transmission. Its overall length was just 2,770 mm.

Two years later the Datsun 14 launched onto the market, with the front-end styling replicating that of the Datsun 14 passenger-car range, but the rear adopting a typical ute tub. Power came from a four-cylinder, Datsun Type 7 engine with a capacity of 722 cc that produced 15 hp.

Capable of a top speed of 80 km/h, it’s overall length expanded by just 30 mm to 2,800 mm.

The advent of World War II meant an end to light commercial vehicle development, and with material supplies still short there were no major changes until 1946. Production for Datsun resumed with the engine and transmission from the Datsun 14 carried over to the Datsun 1121, together with slight body and panel changes.

In 1955 Datsun launched the 120. Based on the 110 sedan, this was the first light commercial to feature major changes from the passenger specification with completely new designs for the chassis and suspension.

The Datsun 120 used a reverse Elliott I-beam front axle and a solid rear axle with longitudinal springs front and rear. Power came from a four-cylinder, D10 engine of 860 cc that produced 25 hp and was matched to a floor-shift, four-speed gearbox.

Just two years later Datsun launched its 220, and this was a major step up for ute and pickup truck buyers.

Thanks to a four-cylinder, 998 cc overhead valve engine, performance increased to what was then a highly impressive 34 hp. It was also the first model to feature 12-volt electrical systems.

By 1961 Datsun was really making inroads in global supply, producing the Datsun 320 with a strong chassis and the E1 60 hp, 1,189 cc engine. Capable of carrying a payload of 910 kg, this model was the first to feature independent front suspension.

In 1965 Datsun launched its 520. With its padded dash top the 520 showed the start of a greater significance to appearance and driver safety. With a new chassis, steering and suspension design, the 520 was powered by a 1,299 cc J-Series four-cylinder petrol engine, which produced 67 hp.

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BACK IN TIME

1934

In 1972 Datsun had really developed into producing utes with an overall appearance not too dissimilar to the ute of today. The 602 was the first Datsun light commercial to offer king-cab and double-cab styles. Its J-15 engine offered a top speed of 135 km/h from its 77 hp output. Some markets also offered the 620 with a 2.2-litre, four-cylinder diesel engine of 66 hp.

Five years later, in 1979, Datsun launched the 720 in regular, king-cab and dual-cab versions, and many of these remain on Australian roads today. Thanks to a choice of regular and long bed options, it was the first Datsun to also consider recreational use as well as business, and offered all-wheel-drive.

In 1985 the Datsun nameplate changed in favour of the more global Nissan branding, and the company launched the Nissan D21 pick up. With single-cab, dual-cab and king-cab body styles, there was a choice of five-speed manual or four-speed automatic transmissions. From 1990 onwards the D21 included power steering, and subsequently the availability of a V6 engine in some markets.

The greater sophistication of the light commercial market contributed to longer product runs between changes, and it wasn’t until 1997 that Nissan’s LCV range underwent a major transformation with the release of the D22. With no less than five engine options, buyers could choose between a 2.0-litre, two versions of the 2.4-litre four-cylinder petrol engines, along with 2.7-litre and 3.2-litre diesel engines. In 1999 Nissan introduced a 2.4-litre DOHC petrol engine, and one year later a V6 petrol engine. Buyer choice also extended to 2WD and all-wheel-drive variants.

1936

1950

In 2005 Nissan launched the Navara D40, a model that has stood the test of time for nearly ten years in the Australian market, due for replacement in 2015. Sharing the platform with Nissan’s third-generation Pathfinder, the Navara D40 was never introduced into the Japanese market, remaining a product for Thailand, Australia, Spain and the United States.

Now we update to 2014 and the preview of the latest Navara, the NP300 model. To coincide with the launch of the new model, Nissan has commissioned a brand-new factory in Thailand, the leading ute market in the world.

1955 1957

The D40 Navara was also built in Thailand, but in a factory operated by Mitsubishi at Laem Chabang, where Mitsubishi Motor Corporation also built the Triton range.

The new factory for NP300 production is a wholly-owned Nissan operation from which it will export to 45 countries.

1961

1966

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VITO IN VERITAS PREVIEW

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THE BACKGROUND OF THE NEW MERCEDES-BENZ VITO OUTLINED AFTER IT DEBUTS IN BERLIN he light commercial segment is hotting up with new products, the latest of which is the replacement of the Mercedes-Benz Vito with a totally new midsized van range called, unsurprisingly, Vito.

With gross vehicle weights that range from 2.5 to 3.2 tonnes, the Vito line-up includes the basic mid-sized panel van, the Vito Mixto (which has nothing to do with a sick rabbit), and the Vito Tourer.

Starting with the base van, Vito comes in three lengths and with three different drive systems. A payload of up to 1,369 kg takes it to the top of the class for load carrying in this segment, up to where the Mixto takes over as a crew van with an interior fit out for personnel happy to sit in the back.

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Moving into the dedicated people mover category comes Vito Tourer, with three versions available, starting with the Vito Tourer BASE, moving through the Vito Tourer PRO and then onto the premium Vito Tourer SELECT.

It’s not going to be easy when it comes to selecting the perfect solution for commercial vehicle cargo carrying, as Mercedes-Benz had opted to offer a choice of both frontwheel-drive and rear-wheel-drive products, all within the same range.

According to media information issued by the manufacturer, those carrying lighter cargo will be able to opt for front-wheel-drive, while those tackling the harder jobs will be staying with rear-wheel-drive. This variance of drive line may be fine in a perfect, organised world, but where it fits for operators carrying a combination of light and heavy loads is at best a compromise and at worst an annoyance.

IN VITO VERITAS There is of course a solution, and for those not sure whether to go for front or rear-wheel-drive to get the best from their vehicle, the alternative is to choose allwheel-drive. The Vito 4x4 may well be the perfect compromise; notwithstanding it will be more expensive to service, maintain and operate.

At the light end of the Vito range the front-wheel-drive has a four-cylinder, 1.6-litre, turbocharged and intercooled diesel available in two power and torque ratings. The Vito 109 CDI offers 65 kW and the Vito 111 CDI provides 84 kW, neither of which in the opinion of Delivery Magazine will appeal to the Australian buyer.

New Vito is a complete change, with front wheel drive for the lighter payload models and rear wheel drive for the heavier tasks.

Given that Australian buyers like to have a higher power and toque range than that offered by the front-wheel-drive 109 CDI and 111 CDI, in our market we will be looking at the next level up, comprising three different power and torque versions of a 2.15-litre, four-cylinder, turbocharged and intercooled diesel.

Despite rhetoric about wanting to reduce carbon emissions, none of the automakers are keen to move ahead of Australian legislation requirements. A move that undoubtedly follows the diminishing examples of environmental consciousness portrayed by the federal and state governments.

Moving to 2.15 litres brings the buyer back into the world of rear-wheel-drive, and here you’ll find the 114 CDI (100 kW), the 116 CDI (120 kW) and the 119 BlueTec (140 kW).

Mercedes-Benz made available its 7G-TRONIC PLUS torque converter automatic transmission on the Sprinter late last year, a move that, together with improved safety features, qualified the Sprinter as the Delivery Magazine Van of the Year for 2013 and 2014.

Before getting enthusiastic about the 119 CDI and contemplating having 140 kW of power on tap, this engine will in our view be confined to the European market as it conforms to Euro 6 emissions legislation, and the BlueTec nomenclature designates it probably uses AdBlue (DEF).

The good news here is that this spectacular transmission is available optionally on the Vito 114 and 116. On the European market is becomes a standard fitment on the 119 BlueTec and 4x4.

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TESTED

DUCATO

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DAVE WHYTE CHECKS OUT HOW THE CURRENT DUCATO STACKS UP IN ADVANCE OF A NEW MODEL RELEASE EARLY NEXT YEAR

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ears ago, when I first took to this writing job, a Fiat Ducato was the first light van I had to review.

After a couple of days driving it around town, I decided that maybe light vans weren’t all noisy, smoke belching things with appalling road manners. Since then I have driven many similar vans from various manufacturers, and broadened my horizons. When I was recently offered a drive in the current model, I was very keen to see how the Ducato stacked up against the rest, now that I have a bit more experience of the market.

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The Fiat Ducato comes in four variants, including three different wheelbases in van form and a long-wheelbase cab/chassis. All are powered by the 3.0-litre MultiJet turbo diesel, which features commonrail fuel injection and delivers 130 kW of pulling power.

Available with either the standard six-speed manual or a six-speed AMT option, the Ducato is driven through the front wheels, though the fitment of ABS and traction control means you can be assured of good grip when you need it.

For this test I had the MWB low-roof van, fitted with the AMT option. While it may have a similar external appearance to other vans, the interior is undoubtedly Italian. Bright red seat coverings and gloss black dash trim suggest there is some fashion sense among the designers, even if it’s not necessarily aligned to that of most white van drivers. That’s not to say I didn’t like it, in fact it made for a feeling of driving a more luxurious car, but I fear it may be lost on some prospective purchasers.

DUCATO DELIVERY The 3.0-litre engine is a very smooth piece of gear.

Engine noise is only noticeable above 2300 rpm, and at cruising speed is virtually non-existent. The six-speed transmission does a great job of keeping the revs below that mark unless under hard acceleration. Wind noise is also low, with the road noise being the most notable sound intrusion. Even at highway speed, however, it is very quiet in the cab, meaning frequent speedo checks were needed to ensure compliance with the speed limit. Performance was excellent, whether loaded or empty, with just a slight change in the gear shift points to compensate for the change in weight.

Having a full bulkhead between the driving compartment and load area not only aids in sound insulation, but makes life more comfortable for the driver. The heater and air-con work well to maintain the temperature, and, with only the cab to manage, don’t have to work so hard. There is also the safety benefit of not having your load come forward into the cab under harsh braking. The central locking works separately for the two compartments, allowing the driver to open the driving compartment or load area individually, ensuring load security. Driving the Ducato is very easy.

The driving environment is very comfortable, making even long drives easy.

The seating is firm, but not so hard as to be uncomfortable, and is adjustable to find the right position for most drivers.

At such a steep angle, the short bonnet is invisible from the driver’s seat, and the large mirrors (which are heated, as tested by a -2.0 degree Kyneton morning) provide clear vision down each side. I did notice that the windscreenmounted centre mirror suffered from the reflection on the glass in the bulkhead. Even in the daylight, I found myself seeing the same picture in the mirror as I did through the

windscreen, though it was worse at night. The dash layout is clear and easy to read, with the trip computer assisting in the finer details. While the radio and the heating controls take up the centre of the console, there are controls for the radio and phone functions mounted on the steering wheel.

There are storage compartments inside the doors, and a small glove compartment below the dash on the passenger side, but I found there was a lack of other usable storage.

The cup holders under the dash were not suitable for my standard coffee cup, but that was accommodated by folding the back rest of the centre seat down. Here there was a small area suitable for completing paperwork,

A 3.0 litre diesel combined with compact dimensions of mid wheelbase and low roof height makes for a versatile option.

and included a pair of cup holders. The fit and finish meant I didn’t find this fold down panel until day-three of driving the Ducato – I’m not sure if that reflects positively on the van or negatively on the driver!

Being the top-spec model, this van also had the Tom Blue and Me sat-nav and Bluetooth unit fitted, but without the head unit I couldn’t even connect my phone for hands-free operation. Still, if you were to purchase a van like this I’m sure they would supply the complete unit, and you could call me to report on its performance.

Anyway, down to the business end, and the Ducato certainly has a big business focus. With full-width and height barn doors on the rear and a sliding door on the left-hand side, access to the load area is ample and easy.

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HAPPY horses

Hino trucks may have been the bridesmaid of the truck market here for many years, but the push is on, through improved products and new models, to change the standings. The introduction of the Hino 300 High Horsepower models signifies a real challenge to the other manufacturers in the <8.5-tonne segment.

Powered by a 5.1-litre four-cylinder diesel that generates up to 200 hp (151 kW) and 600 Nm of torque, it is the most powerful truck in its class. But it’s not just up to the engine to lure more customers, there are some other sweeteners that come as standard, including dual front airbags, disc brakes all round and electronic stability control (ESC). Add to that the touch screen entertainment and navigation unit, which includes DAB digital radio and Bluetooth connectivity, and you have a package that appeals to the buyer and the operator alike, whether it be as a fleet truck or a weekend runabout.

[________] Hino’s new high-horsepower series fills a unique niche for the Australian market – Dave Whyte reports

L

ight trucks were once the domain of the large fleet operators and council workers, but in recent years the market has grown to include more tradesman and lifestyle type customers.

The product line-up in the ute market has changed considerably, with sedan-based utilities taking a hit in the payload department, and the larger utes carrying a greater price tag in return for performance and ability.

This has meant that the price gap between a workable ute and a light truck has reduced, and so the light truck has become a more viable proposition to traditional ute owners.

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The current crop of light trucks are available with all the comfort features and ease of operation these customers are looking for, but in most cases offer some benefits in payload or towing capacity.

For lifestyle customers – those towing a horse float or fifth-wheeler for example – these are also important factors, and have led to a broadening market for light truck manufacturers.

HAPPY HORSES

With various wheelbase options, and the choice between standard and crew-cab options, there are many different variants in the 300 HH range. The choice between manual and automatic (not AMT) dictates the power output however, with the manual rated at 190 hp (139 kW) and 510 Nm, while the auto version gets the higher 200 hp (151 kW) rating. Both are six speed transmissions.

The cab has also come in for an overhaul, and offers a new driver’s seat that accommodates drivers of all sizes and heights, with plenty of fore and aft travel and an adjustable shock absorber to dampen the bumps.

The dash is updated, but still maintains the usual Japanese practicality, with plenty of storage and easy to operate controls. Vision is excellent, out the front and down both sides. The mirrors provide good clear vision down the side of the tray, and are electrically adjustable to suit any driving position.

To experience the 300 HH for myself, I took two variants for a drive in Sydney local traffic, taking in some back streets, local roads and freeways. (This seemed like a daunting proposition to someone who usually drives B-doubles, and does all he can to avoid the constant daytime traffic around Sydney). The first cab off the rank was the short-wheelbase manual model with the standard cab, loaded to just under 8.5-tonne gross.

Plenty of power with a full torque converter automatic results in a lot of appeal for this segment.

Having plugged my route into the GPS, I drove from Taren Point, in Sydney’s east, and headed to Villawood before returning via a slightly different route. To give you an idea of the traffic conditions, the round trip was only about 60 km but took almost two hours to complete – a great test of not just a truck’s ability but also a driver’s patience!

Throughout the drive, the Hino had no trouble keeping pace with the traffic.

The manual gearbox provided quick and easy gear changes, with a short shift and easy to find gear positions.

I found no need to use first gear at all, even on the hilly sections and with the truck at its maximum weight.

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XENONP

FEATURE

t

he Australian light commercial vehicle buyer is already in tune with the idea of global sourcing, with utes coming from Thailand, Japan and Europe, trucks coming from Scandinavia, Europe, Japan, North America and Mexico, and vans that are built in a plethora of countries ranging from Spain to Eastern Europe.

The Chinese manufacturers have had a couple of attempts to enter the Aussie marketplace, most of which have ended in tears as the importers realised that what passes as quality assembly in China doesn’t rank against the greater sophistication of products from the Japanese and Europeans. We’ve seen stop/start antics by JAC, LDV and Foton that have largely come to nothing, and heard lots of predictions from Smiths and AVIA that have since died in a vacuum of silence.

The Chinese manufacturers are now regrouping for another attack on our domestic market with ATECO Industries now responsible for importing Foton utes and trucks, Great Wall utes and LDV vans. As these brands combine their efforts to establish a better reputation, or indeed any reputation at all, Australia now becomes a target for the emerging commercial vehicle manufacturers of India, in the guise of TATA and Mahindra.

TATA Motors is India’s largest auto manufacturer, with consolidated revenues in 2013-2014 of US$38.9 billion. The company was founded in 1945 and today boasts over 60,000 employees, producing over 8 million vehicles since 1954.

It is the world’s fifth largest truck manufacturer and the fourth largest bus manufacturer.

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With operations in the UK, South Korea, Thailand, South Africa and Indonesia, the TATA Group also owns Jaguar and Land Rover, Daewoo Commercial Vehicles in South Korea, and Brazil-based Marcopolo that makes bus and coach bodies.

Having clearly illustrated that TATA is no fly-by-night operation, we turn to what this Indian manufacturer has in mind for the Australian market, where it has established a distribution agreement with Fusion Automotive, the company responsible for Holden Special Vehicles.

Delivery caught up with Darren Bowler, managing director of Fusion Automotive, together with TATA executives R T Wasan, head of international business for TATA commercial vehicles, and Arup Baruah, area manager for Australia, to discuss what lies ahead for the brand and how it viewed the introduction of its first product, the Xenon ute.

R T Wasan: “We started with the Xenon as being the appropriate product for this market. Fusion identified with us the best vehicle to start with. We build up the brand, then bring in the other products from the CV portfolio as well as the passenger portfolio.

Darren Bowler: “One of the benefits is that there is a stable of products available for us. To build the brand up slowly and over time we look at what is next from medium to heavy CV and then passenger car.

“We will be introducing the Ultra and Prima truck range, and over the next five years we will be adding passenger cars to our product line. We need to illustrate what the brand represents in terms of safety, value and equipment.

People in this category are not just buying on price alone.

We need to make sure they have feature content.

XENONPHOBIA

PHOBIA Is the Aussie buyer ready to look further afield as Indian manufacturers start to target the Australian market?

“We are introducing the Prima range into Russia starting late this year, then the Alta range in Euro V emissions levels the following year. Currently we are evaluating the options for the Australian market, which will be at Euro V, and also considering products available through TATA Daewoo from Korea.

“We would be branding the South Korean built Prima that is sourced from TATA Daewoo purely under the TATA brand name. Last year Hyundai previewed the Xcient at the Tokyo Motor Show. That is the same size as Prima, but, if you are comparing apples with apples, the Xcient has a Hyundai engine and Hyundai AMT in 12-speed and 18-speed manual.

Ravi Pis

ha

rody, e with th xec “The Prima can offer a Cummins ISX with Eaton that wile TATA Ultra (autive directo r l join th Roadranger transmission in manual and AMT options. e Xeno bove) and theof TATA Comm n ercial V (b Cummins and Eaton are known for their durability to elow) in Prima truc ehic k the TAT A line urange (on left)les stand up to the demands of the Australian industry. p.

We see Prima as ticking more boxes than Xcient. There are no plans to offer the ZF-AS Tronic AMT as an alternative.

“Any communication with Chinese The Eaton manual gearbox is made in India. An AMT option manufacturers is always on the basis of price. is not yet manufactured in India, but that can change, We are talking about feature content, safety and value dependent on uptake of manual units,” said R T. adding. We are offering Sat/Nav, USB connectivity, Bluetooth, electronic stability control, traction control, “As we establish our brand and network in Australia we ASR and EBD, hill start assist, Euro 5 emissions and a actually have people knocking on our door wanting to be 2.5 tonnes towing capacity. a dealer. We have identified where we want to be with our footprint over the next three years. We have ten dealers “It’s a workhorse but with a high feature content and it is through Qld but focused on the outer areas and into backed by a four-year factory warranty, four years capped mining areas. We have yet to make announcements about price servicing, four years roadside assistance and it Tasmania and South Australia, also the middle of Australia. achieves four-star crash safety rating.

“We compete against 13 different manufacturers with 18 different models in a volume of 200,000 units.

Since Great Wall came in, the price difference of $10-11,000 has altered, with the main brands dropping their pricing and adding more feature content, and more warranty. Now the difference is $3000.

“You have to look at where the market is. I see it as two markets. Eighty percent is for utes that are $35,000 plus, such as Ranger, D-Max and Colorado as a lifestyle vehicle, not so much as a workhorse.

“We don’t want to compete there. We look at the $20-30,000 segment as to what they want, what they need and how we can provide a strong, tough and reliable product with feature content that will last, together with breakdown assist and warranty for the life of the vehicle over three, four or five years.

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