Delivery Issue 58 FEB-MAR 2015

SUPPORT PETER GRESTE & FREEDOM OF PROFESSIONAL JOURNALISM

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ISSUE 58 FEBRUARY/MARCH 2015 RRP: $8.95

ISSUE 58 FEBRUARY / MARCH 2015

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DOBLO

PLUS

ALL THE LATEST NEWS ON VANS, UTES AND LIGHT TRUCKS

FEATURE

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must confess to having a soft spot for the FIAT 500. Even its latest incarnation it has retained the cute quirkiness that has kept it in the European sales charts, and it remains today one of the few budget models that can appear equally at home in a Big W car park or a Hilton Hotel driveway.

In Australia the sales performance for FIAT in past years has been nothing short of depressing, but, since the takeover of its destiny by Fiat/Chrysler from the previous private importer, this year has seen its car sales jump 71.2 percent. The light commercial division, now rebranded as FIAT Professional, has not achieved the same stellar rise, but, even so, has gained 3.3 percent in sales.

There are good reasons why the fortunes of FIAT Professional are likely to change for 2015, and one of the main factors is the launch of the FIAT Doblo.

Entering the small van category gives FIAT a competitive product to sell against the market leading VW Caddy, which currently holds 56.1 percent of this segment (YTD Nov 2014). Renault is also fighting hard in this segment with its Kangoo, and has achieved major gains in its sales performance achieving 20.3 percent market share in the light commercial vehicle segment, which itself has grown in 2014 by 10 percent.

The arrival of the Doblo brings the FIAT Professional range to three models, joining the Scudo as the mediumsized van that can still gain access to underground car parks, and the larger volume Ducato, which has to stay outside.

As with any small delivery van you need interior space, and if you are not carrying a front-seat passenger the centre of the seat squab can be flicked forwards to create a document box within the seat base. Bluetooth connectivity applies to just about everything for music streaming and mobile phone links, and the audio system has a good sound quality to it.

The Aussie version offers an optional full-width and fullheight fitted bulkhead that keeps road noise away from the driver and passenger. It also assists the aircon system in keeping the cabin cool on very hot days by not having to control the temperature of the cargo area. The standard load restraint system features a ladder-style cargo load restraint fitted behind the driver’s seat. This protects the driver from the chance of the load shifting forwards under heavy braking.

Doblo provides access on three sides of the cargo box, with sliding side doors on both sides, plus barn doors at the rear. Each side door measures 1,175 x 700 mm with the rear barn doors covering 1,250 x 1,231 mm.

Thanks to the front-wheel-drive set-up that negates the need for a driveshaft to the rear, and the low-mount bi-link rear suspension, the floor height is kept down to 545 mm.

Doblo has a very spacious cabin with a neat six-speed manual that suits the diesel engine well.

There’s an instant appeal to the Doblo, not least because it comes with a really impressive list of standard features plus some additional and sensible optional inclusions.

For what is dimensionally a small van, the Doblo provides a very spacious impression with its interior cabin design. Seats are comfortable, there’s plenty of legroom, headroom and shoulder room and around the van there’s plenty of stowage space, including a full-width tray just above the windscreen.

If you like changing gears manually, the six-speed shift is light, easy to use and has a well-defined gate. There is an AMT (Automated Manual Transmission) five-speed that Fiat calls a Comfort-Matic transmission, and this incorporates auto start/stop to maximise fuel saving for the inner city. Steering is responsive and precise and the suspension seems to be well sorted, even for some of our inner-city potholed streets.

PROFESSIONALLY F Price reductions aligned with new product have enabled Fiat to emerge as a brand determined to gain market share 16

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Safety is now a prime concern of any fleet manager, and Doblo delivers its own brand in this aspect with four SRS airbags, ESP (electronic stability) with ABS, traction control, hill holder and hydraulic brake assist.

Moving up the range adds a few more extras, such as rear parking sensors and cruise control, but all the vans include a PVC floor mat to stop whatever you carry from sliding up and down like a morning rower on the Yarra River.

If there is an area within the Doblo specification that could do with refining a little we’d suggest that with four engine options there’s actually too much choice.

The 1.4-litre Euro 6 emissions level petrol four-cylinder has 70 kW and 127 Nm, and this leads the buyer into the three remaining Euro 5 level diesels. Two of these diesels share the same capacity of 1.6 litres, offering either 77 kW and 290 Nm, or 66 kW and 200 Nm. The selection criteria between these two alternatives come down to whether you want a six-speed manual with the former or the Comfort-Matic AMT with the latter.

Final choice is a 2.0-litre diesel offering 99 kW and 320 Nm matched to a six-speed manual gearbox in the long-wheelbase Maxi.

With the 1.4 and 1.6-litre engine variants supporting a cargo volume of 3.4 cubic metres and a payload capacity of 750 kg, it’s left to the 2.0-litre diesel long wheelbase to power the larger volume 4.2 cubic metres Doblo Maxi and offer a higher payload capability of 1,000 kg.

Price comes into all buying decisions for light commercials, and here the spectrum runs from an entry-level $22,000 through $27,000, and $29,000 to peak at $31,000, each dependent on the chosen engine category.

Making the engine choice slightly easier comes from looking at fuel economy. A combined figure the 1.4 petrol achieves 7.3 l/100 km, while the diesels return figures of 5.4, 4.9 or, for the 2.0-litre diesel long wheelbase, an increase to 5.9 l/100 km. Emissions levels are 169, 143, 130 and 154 g/km (of CO2) respectively.

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TESTED

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ove it or hate it? Just how do you feel about driving in heavy city traffic every day of your working week? If your answer suggests there are plenty of things you would rather be doing than steer a van around the city, then you may well be in favour of whatever makes the driving task less onerous.

The bevy of small vans currently available on our market offers much the same when it comes to cargo volume and payload. Expect to be able to carry a weight up to 750 kg and a volume of 3.2-3.7 cubic metres in a choice of short and long bodies. The extra capacity usually results from an extension of the body behind the rear axle rather than additional length in the wheelbase.

The latest Citroen Berlingo fits the above description while offering slightly more in terms of cargo volume thanks to the option of folding forwards the front passenger seat to provide more parcels space. In the short-body version the volume options are 3.3-3.7 cubic metres, while in the long-body model this increases to 3.7-4.1 cubic metres.

The choice of short or long body in the Berlingo range is accompanied by an engine variation. Choose the short body and it’s powered by a four-cylinder petrol of 1,587 cc with Euro IV emissions rating that has a five-speed manual gearbox. Maximum power here is 80 kW at 5,000 rpm with peak torque of 147 Nm rated at 4,000 rpm.

Extend yourself out to the long-body version, some 247 mm longer rearwards from the rear axle centreline, and you move from petrol power to diesel in the form of a four-cylinder, turbocharged and intercooled, Euro IV, 1,560 cc diesel that produces 66 kW at 4,000 rpm and 215 Nm at 1,500 rpm.

If you don’t mind changing gears in the old fashioned way of depressing a clutch pedal and moving the gear lever around, we would expect you to go for the five-speed manual shift.

If that’s not your idea of fun, you might subsequently be enticed into the six-speed automated manual (AMT).

The plus of using an AMT is a claimed improvement in fuel economy, and with the Berlingo the stated combined figure is 4.7 l/100 km. That’s impressive in its own right, but it comes with a full driveaway price tag of $33,106, some $4120 above the corresponding cost of the five-speed manual, bringing along hill-start assist and ECO stop/start as part of the package.

Although you might not like shifting gears yourself, we reckon that price hike is enough to make you stay away from ticking the AMT box on the order form. If you are still not convinced, then we suggest you need to drive both alternatives, as the feel and performance of an AMT is nothing like that of a full-fluid automatic.

Gearshifts are accomplished automatically, but the engine power is cut and then reconnected in just the same way as with the driver depressing the clutch and lifting their right foot off the accelerator. The actuator shifts the gear automatically and then repeats the process of power on, power off, power on through every up-shift.

If you want to shift gears yourself you can. Steering column mounted paddles provide fingertip control of upshifts and downshifts, but you’ll need to lift off the accelerator between changes if you want the smoothest shift available. The only real difference here is that the driver doesn’t have a clutch pedal, but the work involved in finding another gear is remarkably similar.

In Delivery’s view, the gear shifting is smoother when applied manually through the paddles, and there’s no risk of an unwanted gear change half way around a corner that sees you waiting for the power to come back on.

T F I Y HT

Interestingly, there’s a second version of the same engine with identical power and torque outputs that has the greener attitude of Euro V. How you end up with the Euro V version depends on whether you want to change gears manually with a five-speed (Euro IV) or benefit from a six-speed automated manual (Euro V).

In our opening paragraph we posed the question of just how much you might like the experience of driving?

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ea t c a pl gmen s n sio an se s i m ns all v a r l t he sm a u n on t a m ed hasis t a mp om Autrent e e f f i d

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SHIFT QUALITY When left to its own devices, the ECM controlling the gearshift protocol opts for the most fuel-efficient option of low engine revs and promotes upshifts at an earlier stage than we see as being desirable.

Frankly, Delivery Magazine just doesn’t see the value in having an AMT in a small to medium light commercial.

They work well in heavy trucks, but we find them clunky No complaints with and prone to the cargo area thanks forgetting whether to great access from they are heading each side and the up or down a cog rear. The adaptable or two, usually passenger seat is also at a semi-crucial a useful design. moment, when fitted in small vehicles. It’s not just the ETG6 gearbox used in the Citroen; Delivery’s views apply equally to Volkswagens DSG transmission, showing our preference either for a gear lever or a full-fluid automatic with torque converter.

Travel heaps of kilometres and it means going for the diesel manual with 5.7 l/100 km versus the 8.2 l/100 km of the petrol manual. The 4,120 additional dollars in your bank account will provide a strong incentive to bring back the clutch pedal to your everyday life, and at $28,986 driveaway its good value. The short-body petrol is even keener in pricing at $19,990 (RRP) or $23,836 driveaway.

Now, with the engine and powertrain choice made, let’s look at the rest of the Berlingo. Independent front suspension with MacPherson struts and coil springs for the front-wheel-drive system give a well-controlled ride, helped by independent trailing arms with coil springs at the rear.

If we can look further at the Berlingo but ignore the AMT option, then purchase becomes a simple petrol-versusdiesel decision.

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FEATURE

HOT

COMPETITION VW launches its highest spec’ Amarok as the competition lines up with new products for 2015

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his year is shaping up to be one of the most highly competitive for the ute market. As previewed in Delivery, the new Nissan Navara, complete with new 2.3-litre twin-turbo engine, is due for release around April. Mitsubishi is also due to launch its new Triton around the same time and Isuzu Ute has already stated it will be releasing uprated special edition versions of its highly popular D-MAX.

Toyota can be expected to be improving the spec’ level of its HiLux, prior to the release of its new version currently slated for next year, and there’s a flurry of activity from Indian manufacturing giants Mahindra and TATA as they gather momentum in the Australian market to hit higher sales targets with the Genio and Xenon.

Chinese manufacturer Foton has the benefit of a decent engine that it sources from Cummins. But the appeal of a red engine from the world renowned US engine maker, regardless of this particular 2.8-litre being manufactured in Beijing, hasn’t proved to be a sufficient drawcard to make it an overnight success.

Perhaps as a result of the atrocious resale values of fellow Chinese automaker Great Wall, buyers are wary of jumping straight into a Chinese-sourced ute. Their appeal could be improved if the importers provided more product support and investment in the brand, but success in that sector doesn’t happen overnight.

The same lacklustre scenario is also repeated through the SsangYong brand. Although the product itself is solid and acceptable from an engineering perspective, an almost complete lack of product support on the part of the importer and the dealer group has left the Actyon languishing in the corner of sales yards rather than achieving any growth in the market.

Ford and Mazda with their sibling rivalry of the Ranger and BT-50 can be expected to revitalise specifications and pricing as each manufacturer fine-tunes their individual competitiveness. These moves follow on from that of Holden with the Colorado, which received slight upgrades at the back end of 2014.

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HOT COMPETITION

Higher specifications increase the appeal of Amarok for 2015.

With all the moves expected to occur in the first half of 2015, German giant Volkswagen has jumped straight into the front line of the sales battle with upgrades to its Amarok range and two new variants – the new TDI420 Dual Cab 4x2 Automatic and TDI420 Single Cab 4MOTION Automatic models.

Across this expanded model range the 2015 Amarok line-up boasts enhanced specification that includes new highlight features such as Bi-Xenon headlights with LED daytime driving lights, standard with the Amarok Ultimate specification.

VW has chosen to release the 420 Nm TDI diesel power plant matched to the excellent ZF 8-speed automatic as the powerplant for a 4x2 dual-cab version.

This is a great combination for buyers that want an upmarket spec’ ute for load carrying but do not have the intention of heading off-road. It comes with cruise control and Bluetooth connectivity, a multifunction steering wheel and a body-coloured bumper as standard.

The same engine and eight-speed automatic transmission is now available in a single-cab version of the Amarok, but this time around it comes with the Volkswagen 4MOTION permanent four-wheel-drive system and is available in both cab/chassis and ute configuration.

Standard features in the TDI420 Single Cab 4MOTION Automatic include cruise control and Bluetooth connectivity, a multifunction steering wheel and a bodycoloured front bumper.

Looking at the rest of the existing Amarok range you’ll find all models benefit from a number of updates in terms of equipment and features.

The 2015 Dual Cab Amarok entry model, now named Amarok “Core Edition”, continues to be available in both TDI400 and TDI420 engine specifications with 4MOTION and with manual or automatic transmissions. The updated Amarok Core Edition models also feature body-coloured bumpers, 16-inch ‘Korama’ alloy wheels and Pirelli Scorpion ATR tyres as standard.

All 2015 Trendline vehicles include standard front and rear Park Distance Control and 17-inch alloy wheels.

Trendline customers also get a choice of three new options: RNS315 satellite navigation, rear-view camera, and lumbar support for the driver and front passenger seats.

Moving through the range, the 2015 Highline specification has also been increased, with standard rear-view camera, Light and Sight (rain sensor wipers and automatic headlamps), and lumbar support for driver and passenger seats. Optional extras on this model include Bi-Xenon headlights.

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TESTED

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ustralians are spoilt for choice when it comes to buying a utility. Established players aside, several new entrants into the market from China and India further add to buyers’ options.

The Tata Xenon range is solely and squarely focused on being a no nonsense workhorse aiming to lure purchasers with budgets south of $30,000. Within this price range the competition narrows and the buyer’s choice becomes significantly reduced.

I must admit that motor vehicles are not the first things that come to mind when I think about India; the chain of thought usually involves fiery test cricket and equally fiery – yet very tasty – food.

Further highlighting the Xenon’s working-class intent is its ride height. The 4x2 and 4x4 variants are the same height and provide plenty of clearance for use on construction sites or on farms – all models are shod with all-terrain tyres hinting that the manufacturer expects a lot of these vehicles to be spending time off the bitumen.

But stop for a moment and think about who now owns Land Rover and Jaguar – It’s Tata Motors. Probe a little deeper and you’ll learn that Indian-built vehicles imported and sold in Australia rank seventh behind established exporters Japan, Thailand, Korea, German, USA and the UK.

Our test vehicle was a 4x2 dual-cab styleside sharply priced at a driveaway RRP of $25,990 including GST. Aside from the extra cost options that included side steps, tub liner and alloy sports bar, all other equipment – and there is a good deal of it – was standard.

With so many brands to choose from, however, the questions still remain: What place does a vehicle like the Tata Xenon have here, and why would you buy one ahead of a host of quality competition?

It’s probably important at this point to make the distinction between utes that are lifestyle vehicles and those that are workhorses. If you’re looking for something that’s going to ride on 20-inch rims and low-profile tyres with an adorning badge promoting how many kilowatts lie under the bonnet, then read no further.

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On price alone, the Xenon is an attractive proposition, and those looking for a no-nonsense workhorse will find the Xenon ticks sufficient boxes without breaking the bank.

On paper, the 2015 model year Xenon is a notable improvement on the preceding model. While the earlier version was fundamentally fine, it featured awkwardly spaced pedals that took some time to get used to.

This has been addressed in the latest range, as has safety performance that now stands at a respectable four-star ANCAP rating.

The new model, in fact, adds considerable active and passive safety kit to what was previously a pretty sparse offering.

TURBAN DELIVERY New additions include electronic stability control, traction and hill hold control, drag torque control (prevents drive wheels locking up on slippery surfaces under engine braking), hydraulic brake assist, and EBD, to add to the previous model’s dual front airbags and anti-lock brakes.

The Xenon makes use of vented discs up front with twin piston calipers; the rear are drums – it’s the preferred combination of all the manufacturers in this product segment – and the combination pulls the vehicle up well.

Under the bonnet lies a four-cylinder, 2.2-litre turbo diesel engine with double overhead cams producing power of 110 kW @ 4,000 rpm and 320 Nm of torque at between 1,500 and 3,000 rpm. The figures are strong for an engine of only 2.2 litres and sit not far behind competitor engines of greater capacity.

Fuel efficiency is also good with the manufacturer claiming a combined fuel economy cycle of 7.4 litres per 100 kilometres.

Smart looks and value for money go hand in hand with the TATA Xenon.

The Euro 5-compliant powerplant is coupled to a five-speed manual transmission. On the road the engine and transmission combination is well matched, providing smooth gear changes and comfortable movement away from the traffic lights with good pace.

The engine is largely quiet for a diesel, and civilised with minimal turbo lag. It does get a bit rowdy when pushed under load or when higher up in the rev range, but under most circumstances there’s plenty of torque down low to avoid this. Cruising at 60 kph in fifth gear, the engine is spinning at 1,300 rpm, and at 100 kph it’s nudging around 2,200 rpm with interior noise levels remaining acceptable.

Ride quality – as with every leaf sprung ute – can be a bit bumpy with some comfort being sacrificed in return for load carrying ability, which in the case of the Xenon equals a minimum of one tonne in the back (depending on the variant) and braked towing capacity of 2,500 kg.

There are old wives’ tales going around of chaps putting two or three sand bags in the back of their unloaded leaf sprung utes to level out the bumps, and, while it might work, its not the ideal way of planning to create a more complete suspension system.

TURBA DELIVERY

Delivery’s David Garcia tests a Tata in its urban habitat DELIVERY

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Dave Whyte takes time out for some sheer self-indulgence

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ost of the vehicles I have to test are work-related trucks, utes and vans that I usually find some work for, with a purely practical spec’ sheet. While I might occasionally use them for my own personal transport or recreation, on the whole they are intended to do a job, and so I put them to work. The HSV Maloo R8 is a slightly different kettle of fish, but, just because it’s my job to keep you guys up to date with the latest and greatest, I took one for the team and took the keys for a week of solid testing.

A quick look at the spec sheet of this weapon makes it clear that this is not a vehicle intended to spend its life working hard. With a 6.2-litre V8 engine, pumping out 340 kW (around 455 hp) and 570 Nm (420 lb-ft) of torque driven through a six-speed auto transmission, it is definitely capable of lugging a decent load. Four-caliper 367 mm disc brakes front and rear, with Electronic Stability Control (ESC), also provide plenty of stopping power, but this is one ute that is definitely more of a lifestyle machine than work vehicle. A clear indicator of this is the fact that there is no payload listed in any of the information I was given, or in the sales brochure.

The 20-inch alloy wheels (in this case the optional SV performance forged wheels) and low-profile Continental tyres along with the low ground clearance could also restrict work site accessibility. If that’s not an issue, then you have a full size ute tray with remote lockable hardcover to carry your tools around securely. A towing capacity of 1600 kg means you can also load up the trailer.

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Driving the Maloo R8 is an enjoyable experience on many levels. Sure, it has the power to leave almost anything behind at the lights, but there is more to this ute than just outright performance.

The cabin is very comfortable, with leather seats and trim finishing off what is a spacious and well-appointed driving environment.

Offering plenty of legroom for both the driver and passenger, with a little room behind the seats for extra storage, there is certainly enough room to get comfortable, whether for a trip to the shops or a long journey. Trust me, I did my research on this, using any reasonable excuse to fire up the Maloo and take a drive.

And firing it up was easy, even from the comfort and warmth of the loungeroom, with the automatic start feature activated from the key fob. This was especially handy on the cold mornings when I could sit and drink my coffee while listening to the 6.2-litre V8 idling in the yard, and then, having set the climate control the previous day, get straight into a warm cabin.

What surprised me most about the Maloo, given all the sports influence in its design, was the way it behaved at low speed and in the traffic. The six-speed auto transmission was well behaved, even in stop/start traffic, delivering smooth acceleration from any speed.

MALOO VIEW

LOO VIEW throttle response, traction control settings and gearshift points aren’t so obvious on the public roads, but with a heavier foot on private roads they soon become apparent.

The paddles behind the steering wheel were left well alone in local traffic conditions, as the power of the V8 and the smarts in the gearbox left nothing to be desired in the way of drivability.

On the open road however, I found myself playing with the paddles just to maintain the note from the exhaust.

On windy stretches through the hills, this manual shifting (which was probably totally unnecessary) meant that not only would the Maloo leap from one corner to the other at good pace, but it sounded great while it did it. By keeping the revs up a little, the note from the exhaust was totally different to the sedate muffled engine noise experienced around town.

To add to the driving experience, the Maloo has three drive modes available – those being Touring, Sport and Performance. As you would expect, these different modes effect the performance and handling, and allow drivers of all abilities (well, almost) to tame the beast. By altering the level of driver aid intervention, the Maloo goes from an easy to drive cruiser to a track weapon at the turn of a dial. Changes in the feel through the steering wheel,

For what it’s worth, I left it in touring mode for 90% of the time, and still had a grin from ear to ear, while achieving an average fuel consumption of around 12 l/100 km. This includes the occasional rush of blood to the head, with the highway cruising average of about 10 l/100 km bringing the number back down.

Also available for the driver to play with is the head-up display, which can be changed between various layouts to show data on speed, engine rpm and even sideways G forces when cornering. Most of this information is obviously also available in the instrument cluster, but the head-up display does make it easier to keep your speed in check. It is also handy when you get the chance to have a real crack and don’t feel like looking down. For those who prefer to drive without it, it can be turned off.

The Maloo’s good looks do bring with them a few issues, like the blind spots that are created around the vehicle. The rear vision is restricted by the HSV tray lid, and a HSV sticker on the back window sits smack bang in the middle of the rear view mirror field of view.

I’m sure that is there intentionally, as a constant reminder to the driver, but it does create rearward vision issues.

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Under the Ducato hood is a 3.0-litre, four-cylinder, common-rail diesel with a variable geometry turbocharger supplied by Fiat Powertrain Division. With 130 kW at 3,500 rpm and a peak torque output of 400 Nm rated at 1,400 rpm it’s well up to the mark and showed its potential during a brief evaluation at a pre-launch event where all models were loaded with 1,000 kg payload.

It’s a gutsy engine but also manages to be extremely frugal when it comes to fuel consumption, returning a combined figure of 7.7 l/100 km. The transmission choice is for a six-speed manual gearbox as standard on short and medium-wheelbase version, plus an optional sixspeed AMT (Automated Manual) called Comfort-Matic.

Those choosing the long and extra-long-wheelbase models get the Comfort-Matic as standard. All versions feature extended service intervals of 48,000 km. As yet, there’s no fixed price service cost in place, but according to a Fiat spokesperson that is currently under review.

As we so often state, Delivery’s view is that in light commercials an AMT often appears clunky and slow to respond, especially if the driver is used to full fluid automatics with a torque converter. Delivery’s recommendation here is to stay with the manual gearbox.

The shift quality is good and it gets the best performance out of the engine. That said, statistics show that the AMT does return better fuel economy by up to five percent.

Fiat has opted to maintain the inclusion of a full-width and full-height bulkhead in all variants, and this in itself ensures that road noise is not transmitted into the driver’s cabin. Because the heating, ventilation and air conditioning system (HVAC)) only has to control a smaller area because of the bulkhead, the cabin is better heated and cooled, especially in some of our recent summer days where the mercury has headed above 40 degrees Celsius.

Fiat’s Ducato has the model to fit all size requirements

t was back in the October issue of Delivery that road test editor Dave Whyte piloted the current 2014 version of the Ducato around the city streets of Melbourne, refreshing his memory on the features and benefits of this front-wheel-drive range of large vans. Now, with an upgrade and some detail changes for 2015 we once again review what the Ducato has to offer Australian business and how the Fiat Professional network has responded to market demand.

The major differences taking place for 2015 include the addition of a short-wheelbase version to join the medium, long and extra-long-body van variants and the cab/chassis option.

Calling the 2015 Ducato the “new Ducato” is more advertising puffery than realistic comment, but, nonetheless, the range is appealing and it easily stands comparison to other competitors such as the Ford Transit, Renault Master and Mercedes-Benz Sprinter. Both Renault and Mercedes-Benz are fighting hard in this segment for increased sales, while Ford seems to be intent on ignoring the potential of the latest Transit, despite the fact that it genuinely can be called “all-new”.

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An increase in the number of models available broadens the appeal of the Ducato range.

SHORT, MEDIUM, LONG, AND EXTRA LONG Passenger space across the cabin enables the fitment of a twin-passenger seat as standard, with the centre seat converting into a work table for the driver.

Bluetooth connectivity and MP3 playback is standard and the five-inch colour screen is touch sensitive. It can also connect to an optional rear-vision camera.

The Europeans are very focused on safety and it’s here that the current crop of light commercials has it handsdown over the light truck brigade. Ducato doesn’t have the crosswind assist system of Mercedes-Benz, but it does offer two SRS airbags to protect the driver and passenger, reversing sensors, electronic stability control with rollover mitigation, load and centre of gravity detection and hill holder, all as part of the standard spec. Add a little more to the order form and you can include traction control and hill decent control and the reverse warning camera.

There is a change to the frontal styling that sharpens the look and adds LED daytime running lamps. Fiat has continued its three-piece split front-end construction that enables damaged panels to be separated and replaced without having to shell out for an entire new front end.

The cabin interior provides a well thought out storage system that includes lockers large enough to hold a laptop and keep it out of sight from prying eyes. There’s also a clipboard for notes and plenty of stowage for drink bottles etc. Cruise control is standard and many of the fingertip controls are steering-wheel based. The spare wheel is also full sized.

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FAVOLO IT’S ITALIAN FOR FABULOUS, SPECTACULAR AND TERRIFIC, AND IT SUMS UP THE NEW IVECO DAILY RANGE PERFECTLY

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t’s been the Italian van of choice since 1978 when it appeared on European roads in its first generation with 2.5-litre diesel power and a range of outputs of 72 to 75 hp and peak torque ratings of 141 to 161 Nm. IVECO states the latest release for 2015 is the third generation for the brand, but in Delivery Magazine’s reckoning the tally makes it the sixth generation in an evolving product range that has borne the same name for 37 years.

The second-generation Daily arrived on the scene in 1990 and stayed for a decade before the third generation in 2000, which in turn was followed by the fourth generation in 2006 and the fifth generation in 2011.

The Daily is a “global” vehicle – more than 2.6 million Daily vehicles have been sold to date in over 110 countries worldwide. It is produced at the IVECO Suzzara plant, near Mantova in Italy, where the company has recently made substantial investments to renew the production lines.

As Delivery Magazine previewed in the August issue last year, 2015 will see generation six arrive on Australian shores, and it does so having already gained substantial accolades from the European commercial vehicle press.

The New Daily was named the International Van of the Year 2015 at the IAA Show in Hanover. That in itself is no mean feat, considering the award results from impressing a jury panel of 23 leading journalists from major international commercial vehicle publications. The winner is the van that, according to the Jury, “has made the greatest contribution to the standards of efficiency and the sustainability of transport of goods by road with respect to environment and safety of people”.

In the most competitive year ever since the awards programme was established in 1991, the IVECO New Daily won by a margin of 17 points over the shortlisted finalists from Fiat, Ford, Mercedes-Benz and Renault/Opel.

In voting, New Daily was the first choice of the 23 jury members.

New Daily comes on sale as a completely renewed vehicle of which 80 percent of components have been redesigned. The company claims it offers load volume efficiency at the top of its category, best in class for volume and capacity, car-like comfort, plus further optimisation of drivability and fuel consumption.

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LOSA

FAVOLOSA The New Daily has preserved its classic ladder frame chassis structure, which has long been a key part of its DNA and ensures its sturdiness, versatility and durability over time, including maximum bodybuilding flexibility for chassis/cab versions.

The New Daily features important technologies that aim to limit consumption: fuel savings equate to an average of 5.5 percent, depending on the different vehicle versions, and can reach up to 14 percent with EcoPack for urban uses. The aerodynamics have also been enhanced, especially on van models, with the drag coefficient (Cd) reduced by almost six percent (from 0.335 to 0.316).

The new front suspension QUADLEAF provides the option of higher load carrying ability, and, when combined with the new HI-MATIC eight-speed automatic transmission, it creates a light commercial that immediately heads to the top of the specification charts for ease of driving, lower fuel consumption and reduced driver fatigue.

The New Daily incorporates new advanced and integrated telematics services, improved customer services instruments and the most advanced road safety features, such as IVECONNECT – the exclusive system that allows for simple and integrated management of the infotainment and navigation systems and the advanced driving assistance and fleet management instruments.

The ongoing quest for efficiency is also embodied in a range of intuitive control devices that help businesses to create a productive working environment. IVECONNECT is equipped with a 7" touchscreen built into the dashboard and comes complete with radio, CD player and iPod/iPhone and MP3 compatible USB port, along with Bluetooth connectivity with steeringwheel controls and an AUX/video port.

IVECONNECT DRIVE includes a navigation system with truck navigation function, the Driving Style Evaluation system, which acts as an on-board driving instructor whenever you need it, and the Driver Attention Support safety device, to protect the driver from fatigue and drowsiness.

During a preview drive in Italy, Delivery Magazine found the interior of the new Daily was noticeably quieter than its predecessor. A redesign of the cabin features has produced probably more storage options than most drivers will actually need, and the seat comfort and ergonomics when using the vehicle are certainly class leading.

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FORKTORQUE TORQUE THE DELIVERY GUIDE TO NEW DEVELOPMENTS IN MATERIALS HANDLING

It's

amazing whom you meet on an aircraft. A recent flight to Europe from Seoul to attend the IAA Show found me sitting in the centre of a group of forklift manufacturers, dealers and customers from Sweden. With 13 hours to fill, it wasn’t long before the attraction of the in-flight entertainment began to wain and the topic of conversation turned to… you guessed it, forklifts and telehandlers.

Such was the enthusiasm amongst the passengers that I soon started learning more about the subject than I would have thought possible. While a casual observer might presume one forklift unit is much the same as the next, that’s obviously not the case. So convincing was the argument in favour of one design when compared to another that it made me realise this was a section of the industry that Delivery has largely ignored to date.

To correct that error, welcome to the first editorial feature on materials handling equipment. We hope that ForkTorque will grow to become a regular inclusion in each issue, and developing its own readership base in a section of the industry that obviously works closely with all facets of transport.

As a tribute to the Swedes who prompted the foundation of ForkTorque, we will start this new section with a look at Swedish manufacturer, Semax.

Founded in 1986 in Solvesborg, Sweden, the first Semax unit boasted a six-tonne lift capability. Within 12 months designs had been modified to include the first telescopic forklift in the range, with the hydraulic extension integrated within the arm system.

In 1990 the company won the Swedish Industrial Forklift Award for producing a model for the counterweight truck of the 21st century. In that same year, Semax delivered its first LPG-powered unit. Three years later it added its first one-armed design, and by 1999 it was producing a range of battery-powered units, adding a 15 tonnes rated battery-powered unit in 2002.

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Sweden’s Semax unit gives the operator clear vision and faster response time.

By now you might be wondering just what makes the Semax unit notable when it comes to a global product comparison?

That’s a simple answer, as even a brief look at the design shows its innovation by placing the operator at the front of the unit with a clear view of the working area ahead of, and to the sides of the forklift.

Semax gained its second Swedish Industrial Forklift Award in 2000, with the judges stating: “The design with the lift mast behind the driver’s cabin ensures good visibility to the front, and, above all, an excellent view of the load.

“The design with telescopic arms enables substantial time savings to be made when loading and unloading from one side. An additional advantage of the telescopic arms is seen when depth stacking. From the driver ergonomics angle, the truck is exemplary in the medium-sized counterbalanced truck segment.”

The Semax units are certainly versatile, capable of handling paper and steel as well as standard palletised loads and operating from one side, thus allowing more vehicles in the loading area, with the added benefit of faster turnaround time.

FORKTORQUE The Semax “PaperMax” is a telescopic forklift and can load and unload from one side, from the ground or a ramp, without the need for a pantograph or spacer.

The integral reach means paper reels can be placed or retrieved precisely and safely, to and from a designated location without moving them on the platform. This reduces fuel consumption and operating times, which also means less truck wear and tear, increased safety, and more efficient operation.

The same features and benefits of fitting telescopic arms and being able to load or unload from one side of a trailer or truck body apply equally to the “SteelMax” version for steel rolls.

This compact, telescopic forklift from Semax can handle more of a specific commodity, such as paper or steel, in a smaller working area. Its functions and equipment demonstrate how it has been developed with the focus on reducing goods damage, while increasing safety and more efficient operation. The 2.5-metre extended reach makes the telescopic forklift from Semax unique.

As Anette Saleskog of Semax dealership, Ottoson Truck AB, told ForkTorque: “Our main target market is all paper handling companies (such as paper mills, paper logistic centres, printing and packaging companies). In addition we also target steel handling, board handling and automotive industries.

“Our latest design is an electric 12-tonne model.

This unit was manufactured for the Scania truck manufacturing centre and features a turnable driver’s compartment, which is available as an option on all models from 9 to 15 tonnes.”

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T

he light truck market has traditionally belonged to the Japanese-inspired products from Isuzu, Hino and Mitsubishi Fuso. Always functional, they’ve made their name for reliability across the light truck spectrum, especially in the hire and rental market where their load-carrying capabilities differentiate them from the alternative option of a one-tonne ute.

Delivery headed out on the road recently in a Canter 515. This is the model intended for car licence holders looking to shift their home themselves, or at least to move volume rather than weight. With a standard pantech body fitted the payload available is around the 1,200-1,500 kg level, lifting expectations above those capable with a standard ute unless it is towing a trailer.

Thanks to what Fuso calls it’s “Multi-Media Package” the driver can benefit from a dash-mounted unit that provides satellite navigation on a 6.1-inch colour display screen. This also doubles up with vision from up to three blind-spot monitoring cameras. The unit incorporates Bluetooth connectivity and audio streaming with a CD/DVD player and digital and analogue radio.

The ride comfort, even when unladen is certainly better than 4x2 light trucks of even a decade ago, thanks to the now common practice of fitting independent front suspension to models in this lighter weight category.

With a GVM of 4500 kg, the Canter 515 is available in two wheelbases (2,800 mm and 3,400 mm) and with a choice of cabins – one narrower than the other and called the City Cab. Both offer dual seat capability for passengers and a single seat for the driver (spring suspended on the wider-cab model). SRS airbags protect the driver and outer seat passenger, but the centre seat passenger remains less protected in the event of an accident, restrained only by a lap seatbelt.

Storage areas for packages inside the cab are limited, but, with an above-windscreen shelf and a slot in the dash that will hold a clipboard, it’s possible to keep docket books handy and not have them sliding around on the seat.

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UP FOR RENT The rear suspension retains the common semi-elliptic parabolic spring design. Also worthy of mention is the move to disc brakes front and rear, the inclusion of ABS and electronic brake force distribution as standard, and the exhaust brake that provides valuable engine braking on steep downhill grades.

Both the standard-cabin version of the 515 and the City Cab sit above the same 3.0-litre, four-cylinder diesel engine with a variable turbo charger and air-to-air intercooler. Maximum power of 110 kW is produced at 2,840-3,500 rpm, and peak torque of 370 Nm is rated from 1,350 to 2,840 rpm. Service intervals of 30,000 km or 12 months are best in class. The warranty coverage is for three-years/100,000 km or 2,000 operating hours.

This is a strong little engine with Bosch common-rail direct injection and double overhead camshafts and four valves per cylinder that incorporates a diesel particulate filter to achieve Euro V exhaust emissions compliance.

The timing for exhaust system regeneration is indicated on a dashboard display, and this function can be completed while the vehicle is stationary to avoid loss of power that can occur if it is actuated on the move.

Service and maintenance access to the engine and transmission is via the now standard inclusion of a tilt cabin, allowing virtual walk-in access to the entire front end of the truck. Restricted access to the engine is achieved through a lift-up floor panel available through lifting the passenger seat.

The aim for any rental fleet is to keep things as simple as possible, and with this in mind Fuso introduced the Duonic transmission, offering two-pedal driving with an automated six-speed manual shift in place of a standard five-speed manual gearbox. For those familiar with the VW DSG transmission, there’s a lot of similarity. Both operate through having twin-clutch internals where one part of the gearbox is pre-selecting the gear prior to it being needed for the next shift.

Tip the cab for easy access or use the interior hatch under the seat for a quick service check.

The benefit of a twin-clutch gearbox is that gearshifts are enabled with a much reduced shift time, with the manufacturer claiming that torque converter lag (as can be experienced with a full-fluid automatic) is overcome. The disadvantage of the Duonic, as with the VW DSG, is that at low speeds and in stop/start motoring around the inner city it can appear clunky and gives the impression the clutches are fighting internally to engage and disengage drive.

Delivery Magazine raised this concern with Dr. Albert Kirchmann, president and CEO of Fuso Truck and Bus Corporation, in a private interview at the last Tokyo Motor Show. The resulting discussion led to why Fuso had not gone down the path of adopting a higher degree of integration with other available brands in the Daimler stable.

Mitsubishi Fuso’s Canter 515 is a typical short-term hire light truck for the inexperienced driver DELIVERY

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