Delivery Magazine Issue 59 APR-MAY 2015

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

www.deliverymagazine.com.au

ISSUE 59 APRIL/MAY 2015 RRP: $8.95

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New VW Caddy - Swap bodies from Palfinger - Fork Lift special feature

UTE ROUND-UP

2015 S] U C O [IN_F al action

Stand by for some re

ompetitive

ts more c e g t e k r a m e t u e h t s this year a

T

he average car buyer has probably become accustomed to new cars being released almost every year, plus some mid-term upgrades that freshen the exterior appeal or interior comfort levels. But for those buying a ute or van, significant changes happen only occasionally, usually after an extended vehicle life that can in some cases be as long as a decade.

This year already promises to have more surprises than we’ve had for a long time, as Nissan brings in its new Navara, Mitsubishi launches its new Triton, Ford takes the Ranger through an upgrade and Mazda increases the appeal of its BT-50.

Volkswagen has already gone through a facelift and trim upgrade for its Amarok, and, with production now roaring along in Germany, in addition to the initial production facility in Argentina, the German company appears most intent on global domination for the brand.

Adding to the mix of makes in the market come the Indian manufacturers of Mahindra and TATA. As our road test programme shows, both the Genio and the Xenon have their own levels of appeal, perhaps not in such glamorous ways as the competition coming out under the Japanese brands, but nonetheless interesting in their own right.

The Chinese-manufactured utes did make their mark when first introduced, but brands such as Great Wall have suffered by not being able to hold any effective resale value. If you bought one of the original models it’s quite possible that you’ll be keeping it until it goes to the tip at the end of its working life.

Foton Ute is perhaps capable of being the exception to the Chinese experience, and this is largely due to it possessing a capable Cummins diesel rather than an extremely old petrol engine that’s been built under license in China for decades.

] N O T I R T _ I H S I B I H S T I [M 10

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2015 IN FOCUS Make no mistake, China is catching up with the design and ability of its vehicles in rapid form, but it could still be another ten years before it manages to rank its products equally against the established brands that Japan and Europe can offer.

The diesel version of the L200 for the European market uses a turbocharged 2.4-litre MIVEC diesel engine, which complies with European emission regulations. This is not the same engine rating that will power models destined for our shores.

Delivery has been sworn to secrecy over details of a first drive of the new Triton that launches here in May. But in the global world in which we live we can discuss certain bits of information that were made public at the Geneva Motor Show.

Four-wheel-drive models employ the Super Select 4WD-II drivetrain from the Pajero, with four selectable drive modes to give the driver the ideal traction for any types of road conditions and outstanding all-terrain performance.

The Triton replacement, known as the L200 in the European market, was launched in Thailand in November last year and is being introduced sequentially over the globe into some 150 countries.

While featuring improvements in its functionality and reliability as a work vehicle, it was developed as “the ultimate sport utility truck”, and to provide an interior space with comfort levels on par with a passenger model.

] R E G N A [FORD_R ENGINEERED FOR THE

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FEATURE

ALTERNATI

I

DELIVERY CHECKS OUT VW’S CADDY UPGRADE AIMING FOR A MID-YEAR RELEASE

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t’s always good to be a trailblazer, and, in the case of the small van segment, it was Volkswagen that made all the initial running. Caddy focused buyer attention on the advantages of not hauling a one-tonne van around the centre of the city when a smaller alternative could do the job just as well, or better, when it came to finding a parking spot.

Despite GFCs, European economic collapses, Eastern European wars and various other dilemmas, Volkswagen Commercial Vehicles delivered 444,900 vehicles to customers all over the world in the 2014 financial year. This corresponds to a rise of two percent over the previous year. In 2013, the brand sold 436,000 vehicles. In particular, there was a significant increase in sales to Western Europe (+6.5 percent) with a total of 292,000 units compared to the previous year.

Being a trailblazer does have its disadvantages though, as once the market has been identified and a buyer demographic established, it’s then open slather for any other manufacturer to try to take some of the established market share.

The Volkswagen Caddy consolidated its position with delivery of 148,900 vehicles (2013: 146,600; +1.6 percent).

As a result, production for the Volkswagen Caddy ran at full capacity. Around 1.5 million of the award-winning previous generation have been sold worldwide during its eleven years in production.

DELIVERY

Volkswagen is currently on a major expansion role as each year it attempts to outdo it’s own performance from the previous year.

ISSUE 59

SMALL ALTERNATIVES

IVES

Cleaner styling and a spec’ upgrade with new engines livens up the Caddy range.

In order to keep the sales kettle on the boil, VW in Europe has previewed the fourth generation of the Caddy, and it’s due for release into Australia in the middle of this year.

Caddy engines now move to Euro 6 emissions standards, and across the range the engine options available include four TDI diesel versions of the same 2.0-litre four-cylinder engine. Their performance ranges from 55 kW/75 hp to the top engine with 110 kW/150 hp. There’s an additional choice globally of three petrol engines, ranging from the 1.2-litre four-cylinder TSI with 62 kW/84 hp and the 1.0-litre three-cylinder TSI with 75 kW/102 hp, up to the larger 1.4-litre TSI four-cylinder with a power output of 92 kW/125 hp.

Recording the lowest fuel consumption is the Caddy panel van BlueMotion, specially developed for inner-city deliveries.

“With its low fuel consumption of less than 4 l/100 km, the new Caddy is setting a new standard,” explains Dr. Eckhard Scholz, Chairman of the Board of Management of Volkswagen Commercial Vehicles.

“Even the new 1.4-litre TGI, successor to the highly popular Caddy EcoFuel, consumes only 4.1 kg of natural gas per 100 kilometres. Through downsizing and turbochargers, it offers added power compared with its predecessor while consuming up to 28 percent less fuel.”

In the new Caddy numerous new safety and comfort features have been added to protect the occupants and support the driver.

One of these is the ‘Front Assist’ surroundings monitoring system, including City Emergency Braking.

If the driver fails to see an obstacle below a speed of 30 km/h, the system automatically applies the brakes and, ideally, will prevent any collisions entirely. In the passenger-car versions, for example, the new Caddy additionally comes fitted with side and curtain airbags.

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TESTED

GENIO T

he market for utes in Australia is flooded with options from manufacturers around the Globe trying to get a piece of the action. Our love of utes for both work and play makes them attractive to people across many demographics, from the tradie to the weekend warrior, and even those who just like a more versatile family car. With a myriad of cab, driveline and trim level options available, the Aussie market has a ute for everyone.

While the number of models on the market is large, so too are the prices for some of the most popular models with all the bells and whistles. For those who want a simple, ready to work vehicle at a budget-conscious price the choice may be limited, but there are now a number of cheaper options on the market aimed squarely at these buyers. One such option is the Mahindra Genio, offering an affordable price while still delivering good performance and a few luxuries.

With a recommended retail price of under $20k, there are some things you might think would be missing from the Mahindra. In the old days (mid 90’s is old days right?), you could buy a Hyundai Excel for under $19k, but only if you didn’t want air conditioning, power steering or electric mirrors. The Mahindra offers all of these as standard, along with electric windows, remote central locking and genuine working ability for about the same price.

You even get steering-wheel-mounted controls for cruise control and radio thrown in, and height adjustable headlights to avoid blinding oncoming drivers when the Genio is loaded or towing a trailer.

The Mahindra Genio is powered by the 2.2-litre mHawk diesel with variable geometry turbo, which puts out 88 kW (120 bhp) and 180 Nm of torque, and driven through a five-speed manual transmission.

With independent double wishbone suspension up front, and multi-leaf springs at the rear, the Genio offers good, basic mechanical strength and a payload of over 1200 kg on the two-wheel-drive single-cab variant.

Stopping power comes from disc brakes at the front and drums on the rear (a little old fashioned but they work very well) with ABS braking as standard. A lot of the earlier release budget-priced utes suffered from a lack of safety equipment, but the Genio bucks this trend with dual front airbags, crumple zones and side intrusion bars to protect the occupants.

The exterior of the Genio has a look all its own. The single-cab, two-wheel-drive version as tested has just a hint of Euro light truck about it, but at the normal ute height. The shorter cab affords more room for a larger load area, and the standard tray is about 300 mm longer than most others.

This doesn’t impede on driver comfort though, with enough room for even taller drivers to be comfortable behind the wheel.

A high seating position means that your legs don’t need to go so far forward, and so the firewall can be closer to the seat than in most car-like utes.

This is a clever illusion, saving space but actually feeling like more space is created for the driver. More length is saved under the bonnet, with the engine shoe-horned into a very small space. I imagine very nimble hands would be required for servicing tasks, with very little room or clear access around the engine itself.

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GENIOSITY

OSITY Mahindra shows its potential and why it should be taken seriously in the highly competitive ute segment – Words and Images by Dave Whyte While the spec sheet seems to offer great value for money, it doesn’t dispel the stigma that comes from having such a low price point. Driving the Genio, however, proves the spec sheet to be right, and the doubters should experience this for themselves before writing off the Mahindra brand.

While it doesn’t have the big wheels, bling and sex appeal of the current market leaders, it does offer plenty of positives.

The driving experience leaves nothing to be desired, manoeuvrability is excellent and the larger tray offers more space for loading. The mHawk diesel engine also returns great fuel economy, with my driving over almost a month returning around 7 l/100 km.

Genio has its own unique style and offers plenty of cabin space.

On the road, the Genio doesn’t feel like a budget buy. The driving position is very comfortable, vision is good, and power delivery is ample and smooth. The five-speed manual did seem a little clunky at first, but after a couple of days of driving it became very easy and smooth to operate.

Anyone who gets in and out of different cars all the time will tell you that each one has its own individual quirks, even within the same model range, and I put that clunkiness down to my inexperience with the machinery.

The environment in the cabin, even at highway speed, was quiet and relaxed, with the Genio’s shape contributing to the very low levels of wind noise. At 110 km/h the engine runs at just under 3000 rpm, though the sound is barely audible over the road noise. In fact, the mHawk engine seems louder at 60 km/h than it is at 100 km/h.

Inside the cab there is plenty of storage space behind the seats, a holder for a 1.25-litre bottle of drink and four standard-sized cup holders (two in the centre console and one in each door). There are also map pockets in each door and a small glove box below the passenger airbag, though the latter was filled with manuals and a first aid kit.

There is also a small compartment in the centre console, just big enough for a box of business cards or similar.

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FEATURE

BONJOUR IF RENAULT CONTINUES ITS CURRENT SALES SUCCESS WE MIGHT ALL BE DRIVING HOME A LITTLE PIECE OF FRENCH HISTORY

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t’s amazing what sales can result when the people flogging the vehicle are actually enthusiastic. The French are renowned for supposedly being extremely passionate. So too are the Italians. It’s just that the French are probably better accountants, which is somewhat important for those in manufacturing.

So, when you mix enthusiasm with passion and add the occasional accountant to keep a lid on the emotions, you get a company that is capable of performing like Renault Australia.

Over the past year (2014 V-Facts), Renault sales of the pocket-sized Kangoo rose by 79.5 percent against its 2013 performance to score 20 percent market share and second place in the sales race behind Volkswagen and the Caddy.

Over the same period, sales of the Trafic mid-sized van rose by 46 percent, scoring 10.3 percent market share and coming in at number-three spot. Head into the weight category above 3,500 kg GVM and sales of the Master van range rose by 35.1 percent, elevating the Master into fifth spot with a market share of 7.8 percent.

These figures sound impressive, and, although it’s realistic to applaud the sales performance, the question that other competitors should be asking is not why Renault succeeded, but more importantly, why they didn’t? Have their marketing departments lacked focus; are their products incorrectly spec’d or too highly priced for the Aussie market; or is the passion and energy that traditionally sells vehicles lacking?

Due for local release into our market around the middle of the second quarter, in the UK where it's already on the road, the all-new Renault Trafic has been named the What Van? 2014 Best Medium Van along with the publication’s Innovation Award for its simple-yet-effective Wide View Mirror that, built into the passenger vanity mirror, reduces the size of the blind spot, aiding safety.

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The What Van? award is the second the 2015 Trafic has picked up in recent weeks, having secured the Argus Trophy 2015 in France.

New engines of 1.6 and 2.3 litres have two-stage turbocharging.

The all-new Renault Trafic came first in five of the seven criteria that were taken into consideration by the What Van? judging team, namely: its environmental footprint, available associated services, travelling comfort, running costs and ‘jury’s favourite’.

With an overall rating of 484 points, the all-new Renault Trafic outscored the Ford Transit 2T (98 points) and the Opel Vivaro (99 points).

According to the judging panel, the all-new Renault Trafic stood out through the energy efficiency and performance of its new twin-turbo engines, its practical cargo area, its driver-friendly controls and the travelling comfort of its cabin, which doubles up as a mobile office.

The new Trafic symbolises how passion about the product can produce a modern, comfortable van that is closely tailored to meet the needs of business customers and contribute to the success of their activity. It also underscores Renault’s reign as the top-selling LCV brand in Europe over the past 16 years.

The Trafic is assembled in France at Renault’s Sandouville plant and went on sale in the UK in September last year available in a choice of three body styles: Panel Van; Crew Van, to carry up to six people and equipment; and Passenger, which seats up to nine people.

Power comes from a choice of four turbo-diesel engines.

These start with a single variable geometry turbo with outputs of 66 kW and 84 kW produced at 3,500 rpm (90 hp and 115 hp) with peak torque of 260 Nm and 300 Nm rated at 1,500 rpm. Those looking for higher output can move up to a twin-turbo installation that increases power to 88 kW and 103 kW (120 hp and 140 hp) and peak torque ratings of 320 Nm and 340 Nm produced at the same rpm.

BONJOUR MONSIEUR

All four engines use common-rail fuel injection technology and are based on a 1.6-litre engine matched to a six-speed manual transmission.

There are three trim levels in the UK, with the top spec’ versions boasting a list of inclusions worthy of a luxury car.

Innovative features, such as keyless entry, touchscreen infotainment, mobile office storage and functionality, and sophisticated stability control are available.

The UK options list is certainly broad, offering varying roof heights and capacities, and sliding doors on either or both sides. What is of equal interest is the availability of pre-installed plywood lining and complete shelving and racking systems, something no importer has yet managed to suggest for the Australian market.

Cab/chassis light truck variants were introduced in late 2013, while, in late 2014, a further version was introduced as the basis for a rear-wheel-drive motor home, with Sunliner the first Australian bodybuilder to base its motorhomes on the Master.

The introduction of the new Master expands the available range, coinciding with the distinctive NBI styling and new high-efficiency twin-turbo engines equipped with fuel saving stop/start technology.

Renault Australia is also gearing up to launch its new Master large LCV range. Easily identified by its bold ‘Renault New Brand Identity’ styling, it offers Renault’s new generation of high efficiency, twin-turbo engines, as well as additional safety features such as Trailer Swing Assist.

Engine capacity moves from 1.6 litres in the Trafic up to 2.3 litres for the Master, offering 81 kW, 92 kW, 110 kW or 120 kW all produced at 3,500 rpm. Peak torque outputs range through 285 Nm, 310 Nm, 350 Nm and 360 Nm all rated at 1,500 rpm.

As a result of the wide market acceptance of the New Renault Master, launched just three years ago with a small selection of front-wheel-drive vans, the range now stretches from the city runabout 8 m3 FWD shortwheelbase L1H1 low-roof model, to the extremely large 17 m3, RWD extended-wheelbase L4H3 high-roof model.

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BODY BE FEATURE

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hen it’s time to purchase a new ute most buyers will do their due diligence by checking on engine capacity, power and torque output, plus the safety considerations of ABS, traction control, electronic stability programmes, trailer sway control and the number of SRS airbags that contribute to the crash safety rating.

If there’s available time and enthusiasm on the part of the buyer, it’s prudent to drive demonstration models at each of the local dealerships, checking on driving position and comfort, ease of access, service intervals and all remaining aspects that combine to contribute to the total cost of operation (TCO).

But there’s one major consideration that is often ignored, and that relates to the quality and standard of the bodywork for the tray construction. Are you aware that the buyer has a choice that extends far further than just whether you want a ute or a cab/chassis with a tray? It is the buyer’s call as to the strength, construction and features of the tray selected, and a little bit of forethought can make a lot of difference to owner satisfaction as you work with the vehicle through its operational life.

Triple M Holdings is an Australian company based at Stapylton, Qld. Since its formation in 1967, it has specialised in designing and manufacturing a unique range of tray bodies, suitable for the products of nearly all the different vehicle manufacturers and importers.

The modern Australian “tradies” tray is the result of significant research and development. In fact, the current range of Triple M trays resulted from a $500,000 investment programme involving CAD/CAM technology (Computer Aided Design/Computer Aided Manufacturing) to ensure total compliance with Australian Design Rules.

Triple M customers range from the one-ute plumber to supplying vehicle manufacturers and dealerships with a range of different trays to suit varying applications.

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As an original equipment manufacturer to companies such as Isuzu Ute, Mazda, Toyota and Nissan, chances are you will have already used a Triple M product at some stage in your career.

The important thing to know as you order your ute is that you can tailor your tray body to suit the work you do.

Options vary from a standard lightweight alloy dropside tray with light-duty alloy flooring that makes up 55 percent of sales, or a medium-duty alloy construction with extra support ribs under the tray deck that make up a further 30 percent of sales.

The final 15 percent of buyers go for heavier-duty materials, choosing a steel checkerplate floor for greater strength and durability, a smooth steel floor that facilitates easier sweeping out, or a hardwood floor insert that reduces noise transmission.

TIMBER HAS AN ADVANTAGE IN BEING QUIETER WHEN CARRYING A LOAD, BUT WE ARE SEEING A SLOW TREND IN RURAL AREAS AWAY FROM THE TRADITIONAL HARDWOOD FLOOR TO THE USE OF A STEEL CHECKERPLATE FLOOR WITH A RUBBER MAT ON TOP. There are advantages and disadvantages of opting for hardwood timber flooring, as timber is a natural product and requires attention from time to time with oiling to prevent the timber from drying out and cracking.

This type of flooring remains popular in country areas as it is also less likely to absorb heat, an important factor if a farmer carries his dogs in the tray as a dog can suffer heat stress and damage to the pads of their paws from hot metal flooring.

EAUTIFUL BODY BEAUTIFUL

A little extra thought can make the world of difference to the tray you buy

“Timber has an advantage in being quieter when carrying a load, but we are seeing a slow trend in rural areas away from the traditional hardwood floor to the use of a steel checkerplate floor with a rubber mat on top,” said Michael Fletcher, Triple M’s design manager.

Dimensionally, the trays are similar between vehicle makes, but the mounting kits supplied with the trays are individually designed to ensure the right ground clearance is provided to give adequate movement to shock absorbers, tyres and suspension when travelling fully laden over rough terrain.

“The big point of difference we have is that we design directly with the vehicle manufacturer. The confidence a Triple M customer has is that everything has been designed with the manufacturer of the vehicle from the ground up,” said Michael.

“We start working with the manufacturer in some cases up to 20 months prior to vehicle launch. This includes working on ADR compliance and rebound heights for suspension clearance and also lighting, rego plates, mudguards, viewing angles of taillights and towbar clearance.

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FEATURE

HOOKED IN W

Palfinger’s Hooklift for light commercials could develop into a real trend – Words by David Garcia ith its relatively small population, Australia often looks abroad for commercial vehicle technology. We adopt emissions standards along US, and European lines (often years later) and import most of our light and mediumduty commercial vehicles. We are essentially ‘technology takers’ by virtue of our small market size.

While we do have a very strong local commercial vehicle bodybuilding scene, with plenty of innovative manufacturing going on, sometimes an idea comes along that sparks a ‘why didn't we think of that’ moment.

Such was the case on a recent visit to hydraulic transport equipment specialist Gough Transport Solutions (GTS).

GTS is the Australian sister company to PALFINGER Australia, distributor for the well know PALFINGER range of products that includes truck-mounted knuckle boom cranes, Epsilon forestry and recycling cranes, marine cranes, Crayler truck-mounted forklifts and Palift hook loaders.

Hook loaders are a regular sight in Australian construction zones, usually as part of a skip bin service for large-scale commercial and domestic waste removal. As such, the set-up is normally the exclusive domain of larger trucks with ample GVM to handle bins that range anywhere from 4 m3 to over 20 m3.

The normal scenario is that one of these big bins is dropped off for a few days, it gradually gets filled, and is then picked up when done. Then you get slaughtered with local government waste disposal fees that are more expensive than the bin hire itself, but that’s another story.

The truck doesn’t stay waiting on site for the bin to be filled and is free to attend different jobs servicing other clients and therefore increasing efficiency and productivity.

Setting eyes on the Palift ‘City’ C3 hook loader, which was neatly fitted to a car licence Iveco Daily 45C17 cab/ chassis, you come to the realisation that hook loaders don’t have to be only for large trucks. At under 2000 mm width, the truck and hook loader combination is well proportioned to fit into domestic driveways, to navigate tight city streets, or be parked at the roadside, without causing disruption to traffic or pedestrians.

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Looking at the truck’s dimensions it’s easy to see why the idea for this body has come from Europe. With a high population density, heavily built-up areas, and some cities with Roman-era roots, space is at a premium. Given these circumstances, Australian bodybuilders can probably be excused for not having come up with the idea of a micro hook loader, instead concentrating their efforts on more traditional tipping style bodies.

The City hook loader was first introduced into Australia last year and has since created understandable interest, considering the versatility of the unit and easy fitment options onto a range of cab/chassis.

At present, it’s available in one model and can be fitted onto trucks ranging from 3.5 to 5.5 tonnes GVM. Weight of the mechanism and tray is around 355 kg, which on the Daily cab/chassis still allows for a handy payload of up to 1.8 tonnes.

The tray on this demonstration unit is solid and a high quality build, consisting of full aluminium alloy construction with internal measurements of 3400 mm x 1900 mm.

There are drop-side panels (left and right) allowing loading or unloading on both sides, while the rear is equipped with swing-out gates. At each corner of the tray is a tie down point to secure loads, the tray can be ordered in conjunction with the Palift City C3 or the unit can be supplied less the tray.

For those wanting different tray specifications, perhaps with higher sides for volumetric loads or other application-specific requirements, PALFINGER can refer the buyer to reputable bodybuilders to have the tray or bins custom-made.

The unit has the versatility to be used in a similar way to a traditional tipping body or as a walk-in (or drive in with the use of optional ramps) style bin.

HOOKED IN Unlike a traditional tipper, however, which if being loaded by hand needs the content to be manually lifted to waist height to get it onto the tray; the City’s tray is much more comfortable to fill, when at ground level, saving a lot of back-breaking work.

The system is also fast operating, with the tray being fully unloaded from the cab/chassis in less than a minute – loading the tray back onto the truck takes the same time.

Given the quick changeover time, PALFINGER suggests that the operator could have several tray bodies in use at the one time, serviced by a single truck and therefore minimising the need for a larger truck fleet.

Depending on the business, another option might be to run a range of different bodies such as enclosed box style, a bin for waste, or a water tank with pump unit – the combination could be customised by the owner.

It’s the commercial vehicle equivalent of a multi-tool, allowing the owner to tailor the body depending on the specific task at hand.

Operating the hook loader is done via a simple hand-held remote control device that is wired back to the control valve of the hook loader, which in turn is powered by the truck’s PTO.

A hook lift combines standard tipping features with the benefit of a demountable body.

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FEATURE

TYRE

TOPICS Our trusty D-Max gains a new set of rubber

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f you find it hard to get excited about the prospect of buying new tyres, then, in the terms of the tyre industry, you are not alone.

Most buyers approach the prospect of replacing tyres as a grudge purchase. That means that they know they need them, but they don’t want to spend money getting the best. For some buyers at least, it’s sufficient that whichever tyre is fitted keeps each corner of the vehicle upright.

Having worked with the tyre industry at one stage of my life I find the technology incorporated in tyre design to be really interesting, in some cases able to rival that of engines.

As I was to learn from tyre technicians that had gained their expertise working with Formula One racing, the tyre is the window into evaluating vehicle performance. In racing terms, an incorrectly set-up racecar suspension can be identified by measuring a variation in temperature across the tread area. If all is well, the tyre tread temperature is consistent. If all is not well, the tyre takes the pain.

A good tyre technician can substantially affect the maintenance costs of a vehicle fleet. Tyre pressure checking is the first stop, followed by regular rotation to minimise wear in specific areas. There are also further gains to be made by matching the tyre to the type of use of the vehicle.

If the vehicle spends all its life on the highway, then you fit a tyre with an on-road construction and tread pattern.

It will cope with high speed cornering, sudden braking, rain water dispersal and high temperatures without failing.

Not surprisingly, the same tyre will not work well off-road. Its sidewall thickness is much less than that of an off-road tyre in order to help heat dispersal at high speeds on the freeway. When off-road the thinner sidewall is more susceptible to sidewall staking and puncture, plus it is not going to be able to handle high loads, such as those of a fully laden ute carrying a country tonne of firewood out of a forest.

The close and compact tread pattern that provides directional stability without lots of road noise for an on-highway tyre will quickly clog up in muddy conditions.

It’s here you need large, aggressive tread patterns that literally fling mud out of the grooves as the tyre revolves.

Thicker sidewall construction also reduces the risk of staking the tyre.

If you are heading for the beach and travelling on sand you will no doubt know all about reducing tyre pressures in order to allow the tyre to bag out and gain grip for better traction. But did you also know that as you lower your tyre pressures you need to lower your speed?

It’s at this point we have to look at what part of the tyre actually holds the vehicle off the ground. It’s not the rubber; it’s actually the air inside the tyre.

Off with the old and on with the new as Bridgestone Duellers are swapped for General Grabbers.

Think of the tyre as an air spring.

To support a set load there has to be sufficient pressure inside the tyre. If the pressure is set low the speed must be also kept to a minimum in order to avoid the tyre overheating, or rotating on the rim and losing its airtight seal. If you keep the load on the tyre without raising the pressure, and then increase the vehicle speed, the tyre will probably fail through overheating.

If you have a high load on the tyre and are not able to re-inflate the tyre to recommended pressures, then keep the speed down to prevent overheating. At least that way you will get to your campsite, even though you may miss the first beer.

Hopefully, you are by now thinking more about your next tyre purchase and not so much about minimising the cost.

That brings me to the purpose of this feature, the decision of which tyre to choose when replacing the original fitment on our trusty Isuzu D-Max ute.

After just 34,000 km the tread depth of the original fitment Bridgestone Dueller A/T in its 245/70R16 sizing had reduced, with all tyres evenly showing between 4.5 mm and 5.0 mm across the face of each tyre.

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TYRE TOPICS We could have left them on a little longer before replacement, but with the ute running a regular commute from Mittagong to Scone, a round trip each week of 750 km, we felt it was time for an upgrade.

As we head into winter, living in the country can mean wallowing through mud, and with an off-road 4x4 we decided to adopt a more aggressive tread pattern that would improve the off-road ability of the D-Max. At the same time, a deeper tread pattern might also extend the tyre life before the next replacement.

The solution came in the form of a set of General Grabber AT2 tyres designed for a mixture of on and off-highway work, with a more aggressive tread. The maximum load Dueller tread pattern permitted for each tyre is with a depth when 1380 kg in single tyre new of 10.00mm application (rather than (on left) is less dual-tyre fitment), and at this top weight range the aggressive than the maximum pressure is replacement Grabber 80 psi (550 kpi) when cold. that comes with a tread depth of 12.7mm.

In order to minimise the risk of vehicles exceeding the speed limit, a vehicle manufacturer usually errs on the side of caution with its gearing.

This often results in an indicated 100 km/h on the speedo actually showing up to six km faster than its real speed. We checked the accuracy of the D-Max speedo against a Sat/Nav unit after the tyre swap and found that tolerances were actually tighter than with the previous tyres, resulting in an indicated reading of 100 km/h being just 2.0 km above the actual speed.

In a world where so many components are these days sourced from China, the sidewall information showed these had been produced in Mexico, a country rapidly becoming popular with the major truck manufacturers as an alternative to production in North America.

At a size of LT 245/75R16 there was a slight difference in rolling circumference by comparison with the previous OE fitment, but not enough to cause concern when it came to contributing to an inaccurate reading from the speedometer or odometer.

The load and speed index of the 245/75R16 is 120/116S with a diameter of 30.5 mm and a weight of 22.1 kg. The tread depth of 12.7 mm is greater than that of the original equipment Bridgestones, prompting the expectation that unless the wear rate occurs faster, as can be the case with a softer tyre rubber compound, these tyres should exceed the life of their predecessors.

For those interested in heritage, the General Tyre company was purchased by Continental Tyres back around the 1980s, and it remains today a separately branded range under the Continental banner.

The Grabber AT2 is described as having an innovative tread design that promotes high levels of road traction, meets severe snow service requirements and provides exceptional traction over all terrains. The aggressive selfcleaning tread pattern enhances off-road and wet traction capabilities but manages to remain relatively quiet during on-road highway driving.

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FEATURE

FORKTORQUE IT’S SIX YEARS OF SUCCESS IN A ROW FOR TOYOTA MATERIAL HANDLING AUSTRALIA

IT'S

no easy feat to achieve national market leadership. So when Toyota Material Handling Australia (THMA) notched up its sixth consecutive year as the nation’s top performer there was good cause to celebrate.

TMHA also extended its uninterrupted dominance of the internal-combustion counter-balance forklift market to 28 years, with market share of 35.8 percent.

The official Australian Industrial Truck Association (AITA) industry sales results for 2014 show TMHA delivered in excess of 4,450 forklifts in 2014. This represents a total market share of 32.4 percent, an increase of 3.8 percent on 2013 figures, and shows that THMA is a clear market leader with sales of more than 680 forklifts ahead of its nearest rival.

Battery-electric forklifts accounted for just over half (50.7 percent) of Toyota forklift deliveries, and Toyota was number-one in forklifts in New South Wales, Victoria, Queensland, South Australia, Tasmania and Western Australia.

“Recent expansion has seen the opening of five new branches, with more to follow in response to business growth,” said TMHA executive vice president and COO, Steve Takacs.

“TMHA will release new models into the market this year, including a new range of Toyota 8-Series batteryelectric sit down reach trucks. We lead the industry with our apprentice programme and in-house training, and are currently recruiting a new intake of apprentices for 2015 together with additional technical and management staff,” Mr. Takacs said.

During 2014 TMHA launched the new 8-Series 3.5 to 8-tonne range, extending its industry-leading forklift safety, fuel-saving and ergonomic features to all its internal combustion forklifts up to 8-tonne capacity.

Highlights of the range include a new 65 kW electronic fuel injection-equipped 3.7-litre LPG engine offering fuel savings of up to 20 percent compared with the superseded model.

Key safety features include Toyota's exclusive System of Active Stability, which helps reduce the likelihood of lateral or longitudinal rollovers.

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Other features of the Toyota 8-Series include a redesigned chassis with fully stamped steel plate construction and ergonomic improvements like increased floor space and a larger step.

The great diversity of the materials handling industry requires the development of specific solutions. In a recent example of how forklift suppliers and end users can work closely together TMHA specially tailored a 2.5-tonne forklift to meet the specific site needs at a New South Wales lime plant.

Sibelco Australia commissioned the new diesel-powered Toyota 72-8FD25 forklift last October at its Charbon Lime plant, near Kandos.

TMHA Orange branch manager, Richard Bopping, said the Sibelco unit at Charbon is the most "site specific" forklift he has delivered in his 13 years with Toyota.

ly igh h s ' lco ift. ibe forkl S h wit D25 ft) 8-F e l ( ota er eid w Toy n Sch d ne rew ecifie d An sp

FORKTORQUE

Duties range from loading and unloading trucks to lifting machinery parts with our jib attachment," he said.

"It loads the bulka bags of lime powder we sell to mines in the Hunter Valley, unloads steel from trucks, carries the drums of oil we use to light the kilns and assists when we disassemble the fixed machinery for maintenance," said Andrew.

Toyota's 72-8FD25 forklift is part of Toyota's 8-Series range of counter-balance forklifts, which includes gas and diesel models, as well as a full range of battery electric forklifts.

"It's a great example of the level of customisation available to ensure our forklifts are perfectly matched to the customer's needs. The diverse range of tasks this forklift undertakes is pretty impressive too," he said.

Sibelco site maintenance supervisor, Andrew Schneider, said the new forklift operates on uneven ground in a limestoneprocessing plant.

To thr yota ee ha s c (BT Fork ateg bee l i Le ft T orie n no vio ru s m P- ck o in t ina h t se rie f the e pr ed f s e Y es or lec ear tig fou tri (IF iou r p c p OY s I ro all ) A nte duc et r tru ward nati ts in ck 20 ona pic 15 l tur . ed .)

"It is the right tool for the right job," he said. "We asked for a limited-slip differential and wide, puncture-proof tyres, because the plant is located on the side of a hill and the ground conditions vary.

"Most of the site has a concrete surface, but there is a lot of uneven gravel as well."

The extensive site-specific fit-out for the machine also includes a custom hydraulic fork positioner, fork vibration damper, analogue weight gauge, dual-element cyclonic air filter, a pre cleaner, radiator screen, up-swept exhaust system, high-capacity alternator, high-capacity battery and fire extinguisher.

Andrew Schneider said the new forklift has joined two older Toyota forklifts on site and performs a wide variety of roles.

"The new Toyota has to be an all-rounder, because it serves as both a general-duties forklift and with the maintenance department.

Safety features of the 8-Series forklift range include Toyota's exclusive System of Active Stability (SAS) and Operator Presence Sensing (OPS) as standard features.

Shifting focus to the Northern Territory, and long distance road freight operator ABC Transport runs road train services from Darwin linking to Adelaide with connections also to Victoria. It also provides transport links to remote areas including indigenous businesses, outback communities and mining facilities.

ABC Transport is a family-owned business and was established in 1998 with eight staff. It has achieved significant expansion over the past 17 years, growing its workforce to over 90 employees. The company has also accumulated a large fleet of vehicles, including 30 prime movers.

In addition to its general freight line haul work, ABC Transport provides third-party logistics services with extensive warehousing facilities. And it’s with the warehousing operation that you’ll find Toyota forklifts.

The company recently replaced its seven Toyota 62-8FD25 2.5-tonne, engine-powered counterbalance forklifts with new models at its Darwin depot, one of the company's three depot locations.

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ADDING

FEATURE

VALUE

Improving the capability of your ute can increase your profit

EVERYONE these days is searching for better ways to do business.

But all too often we forget that with a little forethought we can assist company employees that are working on your behalf out in the field as they liaise with customers.

It’s obviously common for many employees to have access to a work ute. But have you considered how the vehicle efficiency, and that of the employee, can be improved by adding materials handling equipment?

Gough Transport Solutions (GTS) is part of the NZ-based Gough Group and its name indicates exactly what the company aims to provide to its customers.

From its head office at Noble Park in Melbourne, and supported by regional offices in Wetherill Park (NSW), Richlands (QLD), Malaga (WA) and Athol Park (SA), the company provides specialist knowledge to various sections of the transport industry.

“As we get more technical the name of the company becomes more self evident. We really do provide transport solutions,” said David Jenkins, general manager of the Gough Transport Solutions business in Australia.

“Our core business is that of transport hydraulics.

We are also in the trailer braking business and responsible for the Australian distribution of Palfinger tail lifts as well as the general transport engineering business.

This includes rail guidance systems, winch and compressor installations, chassis extensions, hooklift and crane installations,” said David.

The one-tonne ute market also features extensively in the range of alternatives available for fitment. The QT Kit converts a standard tray body, whether fabricated in aluminium of steel, into a full tipping tray, raised by a stable twin hydraulic cylinder operation.

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Gough Transport Solutions can provide full conversion kits and installation for tipping systems that can be fitted to existing bodywork on utes and trailers.

ADDING VALUE

Fitted by GTS or local body builders in a same-day service operation, the tipping tray dramatically increases the versatility of one-tonne utes, maintaining the standard one-tonne payload through incorporating a purpose-built sub-frame under the existing tray body.

In the case of larger payload vehicles in the 2-7 tonnes capacity segment, GTS provides the UB kit comprising underbody hoist, DC powerpack, rear pivot kit, and hose and electrical kit. Available to suit tray lengths from 2 to 4.2 metres, the UB kit can also be fitted to trailers, improving the versatility of other plant and equipment in your fleet.

Another popular option is the EZYLIFT ute-mounted crane. With its hydraulic raise and lower feature and a 750 kg lift capacity, the EZYLIFT mounts in the corner of the tray and features an optional 44-gallon drum lift attachment.

When the time comes for vehicle replacement the EZYLIFT unit can be easily transferred to the new vehicle.

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