Delivery Issue 61 AUG-SEP 2015

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

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ISSUE 61 AUG/SEPT 2015 RRP: $8.95

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MITSUBISHI S NEW TRITON

NEW NISSAN NAVARA - TOYOTA HILUX - RENAULT TRAFIC - ISUZU N-SERIES

TESTED

FASH Holden introduces its new, top of the range, Colorado Z71 pick-up

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here’s a new addition to the Colorado nameplate, that of the Z71 pick up, and Delivery was fortunate in being the first specialist magazine invited by Holden to complete a full test programme.

Based on the MY16 Colorado LTZ 4x4 Crew-Cab pick-up, Colorado Z71 adds a long list of additional equipment that makes the ownership experience a more pleasant, and certainly more appealing environment.

There’s obviously a hint of D-MAX about the cab interior that results from the joint development between General Motors and Isuzu Ute over the chassis and body, but there the similarities end, with Colorado featuring a different engine and driveline.

The 2.8-litre, four-cylinder Duramax 2 diesel features common-rail injection and produces 147 kW at 3600 rpm.

With the six-speed automatic transmission peak torque is 500 Nm rated at 2000 rpm, but presumably because of torque input restrictions on the six-speed manual gearbox, the engine’s peak torque rating is cut back to 440 Nm, again at 2000 rpm. Service intervals are every 15,000 km or 12 months.

The leather appointed front seats are heated for those cold winter mornings and the driver’s seat is power adjusted, matched for positioning by a rake adjustable steering column.

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The media infotainment unit (also in some families known as a touchscreen display), projects a very clear and decisive view of the area behind the tray when reversing, backed up by audible close proximity warning beeps.

The screen itself is large, at seven inches, and forms the control system for Holden’s MyLink infotainment system and the operating parameters of the Bluetooth connectivity, vehicle settings and audio systems.

Mounted in the centre of the dash, we were not too keen on the shiny black plastic surround that encases it.

On a bright day the high gloss finish is going to reflect sunlight and become annoying.

The Z71 is presumably aimed at those that want everything included in a price structure of $54,990 (inc GST) for the manual and $57,190 (inc GST) for the auto, yet the $4000 price premium over other models doesn’t include SAT/NAV in the deal.

A new acoustic package to reduce powertrain noise across the entire range now applies to all the Colorado range, and the Z71 also has key exterior upgrades in the form of 18-inch Arsenal Grey (gun metal) alloy wheels, sail plane and styled nudge bar, as well as a selection of black design content.

FASHION STATEMENT

HION

STATEMENT

All Z71 models gain black body side door mouldings and a black hood with Z71 graphic, which may not suit every buyer’s preference in place of a bonnet that matches the rest of the vehicle body colour.

Colorado this year also benefits from wind noise improvements after intensive testing and development, including work done at the Monash wind tunnel facility.

There are also refinements to Hill Descent Control (HDC) and Hill Start Assist (HSA).

The new acoustic package reduces powertrain airborne noise making highway and urban driving quieter. With all windows closed the interior is certainly very quiet, and whatever they did in the wind tunnel has worked, as wind noise is certainly kept well in the background and doesn’t intrude into the cabin.

Driving in the city and out on the freeway showed the Colorado as being well configured. Even when climbing steep hills the 500 Nm of torque never showed any sign of being beaten by the terrain. The six-speed auto is also intuitive, and, when descending steep hills on cruise control, if it detects a speed over run the transmission will downshift in order to exercise control over the vehicle speed.

In our view the rack and pinion steering seems a little vague and doesn’t provide much by way of road feel back to the driver, and with a turning circle of 12.7 metres you’ve got to choose your moment if you want to do a rapid “U” turn. That said, not many utes can spin on a dime,

and unless a lot of work has taken place on the suspension settings the general feel is a bit on the woolly side.

Compared to the LTZ Colorado model that was supplied

by Holden for the Delivery Magazine 2015 Ute of the Year test, the Z71 is a significant improvement and performed to a much higher standard.

The front suspension of the Colorado runs with an independent double wishbone, coil-over damper front end with leaf springs on the rear live axle. Brakes are disc/front and drum/rear.

Back in November last year Holden released what it called the ‘Comfort Suspension’ tune for LTZ models that comprises revised spring rates and damper tune in addition to a new stiffer front stabiliser.

Holden claimed at the time the Comfort Suspension improves ride balance and isolation resulting in a smoother, more comfortable ride, particularly on urban roads.

Our view at Delivery is that the suspension on the Z71 on test felt noticeably better controlled, and, as we explain in further detail, it performed to a higher level than we found with the LTZ. Given the problems reported in this issue that surfaced with the suspension capability of Navara NP300 coil sprung ute, itself a top-of-the-line exercise in ownership, we’ll report rather more closely than normal as to our view of the ride and handling of the Colorado.

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FEATURE

FINE T Buying a new or used ute is just the start of a process to ensure your purchase is fit for purpose

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hen asked by readers as to which vehicle we recommend for them, our answer is always the same, it all depends what you intend to do with it.

The aim of all the ute manufacturers is to provide a vehicle that is safe, complies with Australian Design Rules and is perfectly capable of conveying a combination of load and people. The problem comes after purchase when the buyer wants to mix and match the people and load carrying ability with towing a heavy trailer.

The manufacturers are almost universally claiming a towing capability of 3500 kg for their latest products, the exception being Mitsubishi, which, together with Mahindra, Tata and Great Wall, stipulate a lower maximum tow weight.

The Gross Vehicle Weight is the total weight of the vehicle plus the load it is approved to carry. The Gross Combined Weight is the total weight of the vehicle, plus the load it can carry, plus the load it can tow. When you add accessories to your vehicle such as a bullbar, driving lamps, winch, rear canopy, tow bar and perhaps long-range fuel tanks, you reduce the payload or towing ability by the amount of weight of this extra equipment. From that point on, your vehicle is going to underperform, and, in a serious case of overloading, it will neither be fit for purpose nor safe.

When towing a 3500 kg trailer with a towball downforce of 300 kg, the driver must reduce the amount of payload in the towing vehicle by 450 kg. So, your one-tonne potential payload in the cargo area is now just downgraded to 550 kg. If you add four tradies to the interior, each weighing 110 kg, your payload is then reduced to just 110 kg. And, if in the meantime you’ve added a bullbar and winch plus other accessories, you will actually have a vehicle that is overloaded before you put anything in the cargo area.

So, the option of heading off with all the family for a two-week camping holiday towing a heavy trailer is no longer feasible. Despite the best of intentions, the application required of the vehicle now means it is not fit for purpose.

Fortunately, there is a solution, and it comes in the form of visiting an Australian suspension specialist that is well versed in finding the right upgrade for springs and shock absorbers.

As a practical example, Delivery visited the headquarters of Ken O’Keefe’s Ultimate Suspension in Ingleburn, on the outskirts of Sydney, with our trusty Isuzu D-Max space cab. With 43,000 km on the odometer, the suspension was showing signs of sagging at the rear, with the helper springs on the semi-elliptical leaf pack being positioned against the upper leaves without the necessary clearance.

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FINE TUNING

TUNING The tapered wire King Coil progressive rate front spring with specialised Ultimate Suspension shock absorber valving is a major upgrade over the standard equipment.

Rear spring hangers now have individual grease nipples.

The front coil springs were also looking a little depressed and the shock absorbers were not providing the correct amount of damping, especially on corrugated dirt roads where it set up a bouncing motion.

Ultimate’s technicians started off with a thorough examination of the complete vehicle, including measuring the weight downforce of each wheel, the braking ability and the attitude of the vehicle by way of height clearance at each wheel centre. During this examination it was also noticed that the bump stops were leaving their mark on the chassis, suggesting that it’s ability to carry heavy loads was certainly not up to par.

Armed with the weight readouts for each wheel, the team selected a King Coil tapered wire coil spring as a replacement for the front suspension, mounted with an Ultimate Suspension shock absorber.

Each Ultimate unit is specially adapted to achieve the correct valving and thereby provide the right control for the intended weight-carrying potential, plus achieving the correct handling response for the vehicle in the application in which it is used.

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LAUNCH

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nyone who tells you the Australian SUV market segment is the only one to watch clearly needs to broaden their horizons, as the light-commercial utility segment is hotting up for 2015.

Headlining the engine line-up is the 2.3-litre, twin-turbo, four-cylinder, double-overhead cam diesel, offering 140 kW of power and 450 Nm of torque. Those are identical outputs to the outgoing 2.5-litre turbodiesel in the slightly heavier D40, but drinking about two fewer litres per 100 km.

The HiLux, long the sales king of the segment, has come under fire from a host of new contenders, and now Nissan’s Navara is back with a vengeance.

Fuel economy – which Nissan research says is the top purchase priority in this segment – is claimed at 6.3 (for the ST-X manual dual-cab 4x2), rising to 7.1 in the thirstiest RX automatic. The launch drive had most vehicles (all dual-cab 4x4 utes) returning high single-digit numbers despite much lower-speed off-road work.

Nissan has beaten new HiLux to market with its NP300, launching with 14 dual-cab variants, rising to the full 27-variant range in September – eleven 4x2 and sixteen 4x4 models, comprising dual-cab/chassis, single-cab and king-cab models.

Class-leading fuel economy, a light and strong fullyboxed ladder frame chassis, a tighter turning circle (thanks in part to a 50 mm shorter wheelbase) and LED headlights (on ST and ST-X) are among the highlights.

The engine is also available in single-turbo diesel guise, producing 120 kW and 403 Nm of torque, and a petrol engine option (not seen in the specs sheet since 2011) will again be made available for Navara buyers – a 122 kW/238 Nm 2.5-litre four-cylinder.

ATTACK

MODE Nissan is pinning its hopes on the new NP300 Navara amidst a plethora of new product. Stuart Martin gives a rundown on the range.

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ATTACK MODE With petrol power, the NP300 Navara will be the exception to the rule for the stated braked towing capacity of 3500 kg, which applies to all the diesels, but drops to 1588 kg in the petrol.

The company expects the new six-speed manual to be preferred in lower-spec models, and the $2500 seven-speed automatic the more popular at the top-end of the renewed range.

It’s vital to Nissan sales, representing almost a third of the company's tally and safety is a key target for the new vehicle, which needs (and will probably get) a five-star ANCAP rating to compete strongly for the fleet company dollar.

Among its safety features list is stability and traction control, seven airbags (the usual six plus a driver’s knee airbag) and anti-lock brakes (albeit using rear drums), all common fare on the dual-cab models.

Standard inclusions for the DX entry-level dual-cab are Bluetooth phone and audio link, air conditioning with rear vents, cruise control, CD sound system with steering wheel controls and six speakers, cloth trim, a plastic steering wheel, ample in-cabin storage, power windows and mirrors, four mudflaps, a sunglasses holder, three 12-volt outlets and vinyl floor trim.

The competitive pricing starts with a petrol 4x2 (only) DX dual-cab for $26,490 but the launch drive was purely 4x4, which starts with the RX.

Equipped with a six-speed manual and priced from $39,990 (a $7000 rise from the matching 4x2 model, which applies range-wide), the first impression of the new Navara is a quiet one – engine noise is kept well out of the cabin, thanks to insulation and a quieter powerplant.

Wind and road noise is also low and the cabin's comfort rating is good for the seat cushioning, if perhaps not the seat base length.

The cheaper pricetag is reflected in the 16-inch steel wheels, skinny Bridgestone rubber and the widespread use of plastics in the interior, although splashes of chrome help diminish any suggestion of a low-rent feel.

Old-school air conditioning, the lack of touchscreen sat/nav and skinny steel wheels wrapped in noisy rubber betray the bottom-end pricetag, but Nissan has managed to include a trip computer, daytime running lights, USB input, rear vents and cupholders (floor mounted and perhaps an endangered species) as a nod to regular family car use.

The base 4x4 model doesn't get a standard tray liner but is equipped with a limited-slip braking system, the horizontally-sliding mini rear window, and a 12-volt outlet, with another three in the cabin – one of which is in the dash-top storage tray and well positioned for use with aftermarket electronic equipment.

The six-speed manual has a nice rubber-free shift action, but a narrow gate means aims for third often ended in fifth gear. Aside from that experience the manual driveline is easy to use.

The Navara has tilt-only steering adjustment, something that some (not VW’s Amarok or Mitsubishi with its new Triton) in the segment seem to be resisting.

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TESTED

DUELLING

IN THE DUNES Dave Whyte heads to Fraser Island for his first impression of Mitsubishi’s new Triton

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t must be the cycle of the automotive industry, but it seems that lately most manufacturers have been busy looking for new ways to improve their offerings to the market. The idea of a facelift has given way to totally redeveloped models, whether it be in the car, truck or ute categories.

One of the more recent releases is the new Mitsubishi Triton, which was launched in April. The Triton carries high hopes, not only for those loyal customers who have been looking forward to its revamp, but also for Mitsubishi. The Triton is the strongest performing model for Mitsubishi in Australia, and the acceptance of the new model will be a big factor in the success of the company in our local market.

The new Triton is much more than an update, with only two panels carrying over from the previous model. The chassis has come in for some strengthening (especially up front), the interior is all new, and even the model range designations have changed. Having spent time talking to buyers of previous models, and listening to comments from dealers, Mitsubishi is confident that the new Triton has what it takes to continue the sales success of its predecessors.

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To demonstrate the improvements and the abilities of the new Triton, Mitsubishi invited Delivery to drive the whole model range on Fraser Island, Australia’s largest sand island.

While Fraser Island is well famed for its dingo population, it’s also a favourite haunt for four-wheel-driving enthusiasts, with a network of narrow sand tracks across the island and a highway that runs along the beach – literally. With the sand dunes on one side and the Pacific Ocean on the other, this was a truly spectacular setting to experience and test the new Triton.

All new Tritons are fitted with the same power plant across the board, that being the 2.4-litre MIVEC diesel engine. This engine delivers 133 kW and 430 Nm of torque, which is then driven through either a six-speed manual transmission or five-speed automatic depending on the model variant.

Whether you choose the base model GLX or the top-of-the-line Exceed, you can feel safe in the knowledge that it has a five-star ANCAP safety rating, and the safety of stability control and trailer sway control to help out in the tricky situations that may arise.

There are two different rear suspension setups – the base model has the worker in mind, while the Exceed is a little softer when driving with no load. Both specs feature elliptical springs and carry the same load rating, meaning the top-of-the-line model is still a capable worker.

The rear springs are also longer than those on previous models, providing benefits in ride and stability.

Driving the Triton along the beach was an easy and entertaining experience. Most serious four-wheel-drivers will tell you there are some recommended preparations you should do before hitting the sand, including fitting different tyres and reducing the pressures to provide a better driving experience. It is worth mentioning that the utes we drove were all standard spec, with the tyres inflated to recommended road going pressure. While we may have avoided the worst of the tracks, those we did use were far from perfect, with deep ruts and plenty of rough spots to test the ride and tractability of the various

DUELLING IN THE DUNES

Tritons on offer. With that said, high range 4WD was sufficient to keep things moving. The fact that none of these utes got stuck is more of a testament to the vehicle ability than the driver.

With the same engine up front offering plenty of torque and response, the biggest factor in driveability came down to the gearbox. The step between first and second gear in the manual transmission (which were in use for 90% of the time) was a big one. This, combined with the loss of speed during gear changes due to the drag associated with driving in sand, meant the engine was either revving hard or lugging low in the rev range for the majority of the time. The engine noise was, therefore, always evident in the cab.

The auto, on the other hand, handled the conditions very well with low interior noise levels. The benefit of the manual came in the form of engine braking, but this was also achievable with the auto by selecting a gear manually, and holding it until the bottom of the slope before returning to auto operation.

The difference in the suspension also provided some interesting results. While the GLX was very rigid in all conditions, the Exceed offered a more subtle ride over the minor bumps, but hardened up over the more testing terrain.

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2 1. A new smart interior with paddle shifts and very good seat comfort is a major improvement.

2. Sat/Nav with bluetooth phone connectivity is very user friendly and efficient.

3. The new diesel matches well to the 5-speed auto with acceptable power and torque.

It would seem the balance between comfort and strength is well worked out on the Exceed, while I guess a little weight in the back would have helped to smooth out the ride on the lower-spec GLX. The driving position in all models was very comfortable, with plenty of leg and headroom for a driver of my stature. The cab is slightly larger than the previous model, with the “J line” at the rear of the cab being retained to maximise cabin space without impacting on the load area. This allows for a more comfortable rear seat in the crew-cab variants, and plenty of space for your lunch box behind the seats in the single-cab. In each case, there is a feeling of having plenty of room, without feeling like you’re driving a truck.

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PREVIEW

BANKING ON SUCCESS

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s the ute of choice for countless tradies, Australians have bought over 850,000 HiLux models through its 47-year existence. Globally, the sales of HiLux have notched up over 16 million conquests since the nameplate was born in 1968, and it maintained its appeal through 2014 with the sale of 38,126 vehicles in the Australian market, ahead of the nearest rival by 43 percent, or more than 11,000 units.

Despite the company’s usual preference for secrecy in the months prior to the launch, Toyota Australia held a media preview at its Sydney headquarters in May, five months before its release, with Toyota Australia’s executive director sales and marketing, Tony Cramb, seemingly trying to talk up enthusiasm without actually providing much by way of solid information.

This change of tactics on the part of Toyota was undoubtedly caused by this year’s release of the exceptionally attractive Mitsubishi Triton, which brings in a new era of car-like driving in the light commercial vehicle category. Nissan’s Navara NP300 has also beaten Toyota to the starting gate in 2015, even though that company’s engineers have not quite got their sums right when selecting the spec for the coil sprung suspension on the rear axle of the dual-cab ute.

HiLux is built in six countries – Thailand, South Africa, Argentina, Malaysia, Pakistan and Venezuela.

Vehicles for Australia come from Thailand, which accounts for around 70 percent of global production.

The current-generation vehicle has been on sale in our market for the past decade, consistently being Australia's best-selling 4WD. For seven of those ten years, HiLux has been the outright third best seller among all vehicles in Australia, making it to second spot in 2012.

Although 4x4 versions did not arrive until 1980, the all-wheel-drive alternative has outsold the 4x2 models every year since 1992, as buyer demographics changed to the point that since the start of 2005, 4x4 sales have outstripped 4x2 sales by more than 100,000 vehicles.

But, as we know, all good stories inevitably must come to an end. Right now Toyota is clearly worried that its replacement might not retain its world-beating crown, once it is released onto the Australian market in October.

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Against these newcomers, Ford’s Ranger, Delivery Magazine’s Ute of the Year for 2015, presents a much stronger product offering through the addition of safety features Toyota may not be able to match. The new bolderstyled Ranger includes features such as lane keeping alert and lane keeping aid, tyre pressure monitoring, adaptive cruise control, forward alert with collision mitigation, electronic stability control and rollover mitigation, and an integral rear-vision camera.

For the 2016 model year HiLux, Toyota has adopted a new thicker and stronger frame and is claiming a payload of up to 1240 kg, although it declined to confirm whether

BANKING ON SUCCESS this weight rating would be common through only the single-cab versions or extend further up the range.

Within the 31 variants, the 2016 MY HiLux range will include 4x2 and 4x4, three cabin styles (single, extra and double) and three equipment grades (WorkMate, SR and SR5). This range expansion is focused on adding more double cabs, more 4x4 variants, more diesel options and reintroducing 4x4 WorkMate.

Dimensionally, there are changes to the dual-cab body, being 70 mm longer, 20 mm wider but with a slightly lower roofline.

For reasons that can only be based on marketing division input rather than buyer requirements, Toyota has increased the range complexity from 23 models upwards to now peak at 31 different variants, one of these being a Hi-Rider 2WD. High ground clearance is relevant when a vehicle is intended for travel off-road, but has no justification other than in its visual presence when it is intended to spend its life on the bitumen. The Hi-Rider 2WD concept becomes an impediment to loading goods because the tub walls are higher than necessary, as are the tray deck heights when loading.

A change in engine options and an increase in model variants give a choice of a 2.4 and 2.8-litre diesel or a 2.7-litre petrol engine, dependent on model selected.

The new suspension is claimed to provide improved off-road performance, with increased wheel articulation, better suppression of vibrations and improved roll stiffness.

Similar suspension settings will also be used to provide superior ride and handling in markets such as South Africa, Russia and South America.

HiLux’s two newly developed GD-series four-cylinder, common-rail, turbo-diesel engines develop substantially more torque than the current model’s 3.0-litre unit.

The 2.8-litre version offers up to 450 Nm of torque from 1600-2400 rpm, a gain of 25 percent. Power output improves by 4 kW to a peak of 130 kW at 3400 rpm, along with higher gains below 3000 rpm to support low-to-mid-range performance.

It’s been a top-selling ute through seven generations, but can the HiLux retain its crown in the face of stiffer competition?

It’s, unfortunately, a sign that Toyota has lost its connection with the work the vehicle is likely to do, heading more for how it looks than how it functions.

Under the bonnet, Australian buyers can expect a choice of four engines, including two new diesel engines, with new six-speed manual and fluid automatic transmissions.

The new ‘intelligent’ manual transmission is claimed to eliminate shift shock by matching engine revs to the transmission speed. The maximum towing limit for a braked trailer has been increased to 3500 kg.

Toyota’s Australian engineers took global responsibility for developing the next-generation suspension package for the local HiLux, with testing at the Anglesea proving ground and over sealed roads and off-road trails in Victoria, NSW and South Australia.

The 2.4-litre, four-cylinder diesel, which provides a torque rating of 400 Nm from 1600 to 2000 rpm and maximum power of 110 kW at 3400 rpm, will be the main engine used for 4x2 HiLux variants in Australia.

Both the 2.4-litre and 2.8-litre diesel engines offer a claimed improvement in fuel economy of 10 percent when compared with the previous 3.0-litre diesel engine.

Upgrades to HiLux’s 2.7-litre 2TR four-cylinder petrol engine have produced greater power, up more than five percent to 133 kW, with torque increasing by two percent for a claimed improvement in fuel consumption to less than 11 litres/100 km on the combined cycle.

Variable valve timing has been adopted on both the intake and exhaust sides, while new shapes have been introduced for the tumble port and combustion chamber to support high compression. Other updates include lower weight for the roller rocker arm, retainer and valve springs, along with measures to reduce friction, including a new oil pump and timing chain. The 4.0-litre petrol V6 engine continues to be available.

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TRAFIC

TERRIFIC

TESTED

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hoosing the right vehicle for fleet operations comes down to Total Cost of Operation (TCO), fitness for purpose and driver acceptance, plus manufacturer support and customer service, not necessarily in that order.

It’s not that long ago that a fuel consumption reading of 7.4 l/100 km was achievable only by small three-door hatchbacks. Typical consumption figures for medium-sized light commercials hovered around the 10.0 l/100 km mark, dropping back to the low 9.0s with light-footed driving.

The latest breed of medium light commercials, and, in particular the Renault Trafic, winner of the year’s Delivery magazine medium van award, set new standards of economy.

Thanks to an ECO stop/start function and an ECO performance option, company’s such as Renault have improved vehicle economy by as much as 25 percent, knocking the combined fuel consumption figure down to as low as 6.2 l/100 km and the urban cycle even lower to 5.7 l/100 km.

TERRIFIC TRAFIC The tailpipe emissions of these Euro 5 compliant engines are also low, at 164 g/km of CO2, with the future seeing further reductions once Australia legislates for Euro 6 emissions levels.

Delivery has been continuing its evaluation of the Renault Trafic by spending time in the larger capacity Trafic L2H1, effectively a longer-wheelbase version of the Trafic L1H1 As the larger of the two Trafic sizes, the payload increases to 1274 kg from 1237 kg, the overall height stays the same at 1971 mm, as does the width at 1956 mm, but the overall length extends from 4999 mm to 5399 mm. Interior dimensions share the same internal height of 1387 mm and width between wheel arches of 1268 mm, but again extends the interior cargo floor deck length from 2537 mm out to 2937 mm.

At the very least, the deck length dimension should satisfy those wishing to carry standard 2400 mm Gyproc or hardboard panels. There is, however, a clever flap-down door in the full width and full height bulkhead separating the cabin from the cargo area that provides an extension to accommodate ladders or pipes etc. to 4150 mm, by providing access to the area under the front seats.

Thanks to a front-engine/front-wheel-drive configuration, the rear floor can be kept lower than a rear-drive model, as it doesn’t have to provide clearance for a driveshaft. In the Trafic’s case, the deck height is 552 mm at the rear, accessed through wide opening barn doors, each of which is glazed and sports its own individual wash/wiper.

Returning briefly to cost of ownership, Trafic comes with disc brakes front and rear and fixed-price service agreement that requires 30,000 km/12 months interval servicing capped at $349 per calendar year for the first three scheduled services. The warranty cover is threeyears/200,000 km.

Trafic comes extremely well loaded with standard features that would be expected with a luxury car. The six-speed manual gearbox is a gem, with short, direct gear selection from a stubby lever close to the driver’s left hand.

For the L2H1 it sits behind an equally impressive twinturbo dCi 140 diesel engine that produces 103 kW at 3500 rpm, with 340 Nm of torque rated at 1500 rpm, of which 270 Nm is available upwards of 1250 rpm.

With an 11.84-metre turning circle, Trafic is quicker to point in the opposite direction than the majority of utes in the market, plus its electric power steering is precise and positive, providing a good degree of road feel.

While it still looks like a van, albeit one with some subtle French design features rather than a slabsided butter box, Trafic drives like an upmarket car. When empty, or, as with our testing, when laden with 400 kg, the ride comfort is excellent and there’s no interior drumming noises or transmitted sound from the tyres or driveline.

It is very quiet in the cab, and with a dual passenger seat and single driver’s seat there’s space for three across.

Delivery Magazine reports of the long-wheelbase version of the Renault Trafic, winner of this year’s Best Medium Van of the Year DELIVERY

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FEATURE

WHEN Japanese truck makers such as Isuzu notch up 26 years of consecutive market leadership, and Hino celebrates its 50th anniversary, it’s a jump in extremes to review Foton Trucks Australia, where before 1996 its parent company didn’t even exist.

Foton is of course Chinese. Originally known as Beiqi Foton Motor Co., the company is based in Beijing and since its inception has produced over six million vehicles.

If you are having trouble envisaging how it made that number of trucks in what is a relatively short timeframe, then work on the basis that with a population of 1.36 billion, (that’s a clear one billion ahead of the United States), success is all a matter of scale.

The conclusion of a purchase decision depends on many factors: technology, ability, economy, value and resale value.

Foton has research and development centres in Beijing, Germany, Japan and Taiwan. It also has joint ventures with Cummins and Daimler-Benz, and technical supply agreements with transmission specialists Getrag and ZF (Germany) and Aisin (Japan), Borg Warner (USA) for 2WD and 4WD transfer units, Bosch (Germany) for electronics and dependent systems, and Dana (USA) for axles and differentials.

Although still in its infancy in the Australian market, Foton’s range in China has traditionally included commercial vehicles – light, medium and heavy-duty trucks from 2 to 55 tonnes, mining trucks, mobile cranes, buses and coaches, vans, people movers and utes,

some with electric and hybrid drivetrains. In recent years, Foton has focused on developing more dual-purpose and passenger-oriented vehicles.

Foton Trucks Australia has devised its model line-up as a start-up brand to comprise two cab widths, two engines, three wheelbases, a tipper body and GVMs ranging from 4.5 to 8.5 tonnes.

The big drawcard for Foton customers is the known quantity of the Cummins ISF3.8L and ISF2.8L engines under the cab floor. Produced in a factory in Beijing that’s highly automated and operated by people from Cummins Inc., there’s nothing Third World or even remotely substandard about its production values.

It’s much the same story in terms of respectability when it comes to transmissions, with Foton Trucks fitting a ZF transmission and Dana axles and differentials.

As Alex Stewart, general manager of Foton Trucks Australia, explained, “We have focused on offering a turn key solution, allowing buyers who aren’t normally truck purchasers to walk into a dealer and buy a vehicle that is ready to go – no fuss, no bodybuilding to be done, just a ready-to-work truck. We are also offering cab/chassis vehicles but we are really focused on our ready-to-work models “We have our factory-fitted tipper, with our narrow cab and short wheelbase for easy manoeuvrability and operation. These are aimed at landscapers, builders, earthmoving and plumbing contractors as well as local government operations.

CHINESE

CHECKOU With a GVM spread from 4.5 to 8.5 tonnes, Foton spreads its appeal across the light truck segment 46

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CHINESE CHECKOUT

“A second option is to again choose the narrowcab, short-wheelbase version but to team it with a steel tray. Like the tipper, it offers a major price advantage over the competition, with a Cummins 2.8-litre turbo diesel engine producing 110 kW at 2900 rpm and with peak torque of 360 Nm rated at 1500-2900 rpm and a ZF transmission delivering a complete package that is easy to own and operate.

“A third option is the Foton Silverback.

This ready-to-work truck for just $39,990 drive away, offers an ideal solution for tradesmen stepping up from a ute or first-time truck buyers seeking a value for money, hard working and reliable light truck that does the job. The Silverback is powered by the Euro 5 Cummins 3.8-litre ISF turbo with 115 kW of power at 2600 rpm and a torque rating of 500 Nm at 1200-2200 rpm, again matched to a ZF five-speed manual gearbox,” added Alex.

Working out the GVM and engine combinations for each of the five models of cab/chassis is remarkably simple.

The range consists of a 45.110 SWB with tray, a 45.110 MWB cab/chassis, a 45.110 MWB Silverback, a 65.115 MWB cab/chassis, a 65.115 MWB Silverback and an 85.115 LWB cab/chassis. The numbers 45, 65 and 85 relate to GVMs of 4500, 6500 and 8500 kg.

The 110 refers to the kilowatt output of the 2.8-litre Cummins power output while the 115 refers to the 3.8-litre engine.

The Cummins 2.8 and 3.8-litre engines with ZF manual transmissions are the big drawcard for the Foton brand.

Delivery headed out for a drive evaluation of the 2.8-litre, standard cab Foton fitted out with a factory supplied steel tipper body.

Topped up with a load of blue metal, thanks to the helpful people at Turtle Landscapes in Windsor, we headed off through the Richmond and Windsor area to replicate a typical day of local deliveries. At under $40,000 on the road, there’s a lot to be said for driving a new little truck, rather than persisting with the ownership of a 20-year-old Daihatsu Delta.

The Foton business in Australia is being run by professional truck people. Alex Stewart spent years reprofiling and stabilising the Hino brand before taking on the challenge of heading up Foton Trucks. Joining Alex is Martyn Walker. As national sales and marketing manager, Martyn is also from a strong truck background, for once meaning that a relatively new brand has people at the top that understand what goes on at the bottom of the tree.

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FEATURE

WHILE

looking at any of the Japanese truck makers through the past 50 years there’s a commonality amongst the products of providing cost-effective cargo transport that is reasonably priced and fit for the intended application.

Japanese trucks have not generally been associated with high levels of technological innovation, that’s something usually left to the Europeans to announce. But, in the case of Hino, here’s one truck maker that differs from the others by having established strong links to a major car manufacturer, such as Toyota.

Where the truck makers go for solid engineering reliability, major car companies develop higher technology applications that tempt the buyer. Items such as anti-lock brakes and seat belts in the early days, and, more recently, lane departure assist, adaptive cruise control, rear-vision reverse cameras and parking sensors, all started off in the passenger-car market before transferring into a more commercial role with trucks.

Back in the early 90’s, Hino Bus was experimenting with hybrid drivetrains, using the HiMR platform for route buses in central Tokyo. Gradually this technology was refined for passenger-car use in Toyota vehicles such as the Prius and Camry hybrids, as battery technology caught up with the demands for storing electrical energy. That in turn enabled Hino to leverage off these advances and launch its own hybrid light truck range in 2007, which today is the leading supplier of this technology in the Australian market.

Back in June 2010, Delivery was testing the Hino 614 factory tipper, commenting on the benefits of its fluid automatic transmission as a better alternative than automated manuals and dual-clutch gearboxes.

At the time, the spec also included disc brakes all round and ABS, features that are still missing from some of its competitors.

In 2012, PowerTorque Magazine gave its prestigious Technology and Innovation Award to the Hino 300 Series, being the first light truck on sale in Australia to incorporate Vehicle Stability Control, plus the provision of Sat/Nav and reverse camera system. Also included in the spec of the

300 Series were SRS airbags, four-wheel ventilated disc brakes, electronic brake pressure distribution, ABS and integrated FUPS. As it celebrates its first 50-year anniversary, Hino can offer a diverse product range that effectively covers customer demands in the light-truck segment with the 300 Series, the medium-truck segment with the 500 Series and in the heavy-truck segment with the 700 Series.

The company continues to lead with its technology offering, and at the Brisbane Truck Show it displayed a 300 Series 921 Auto equipped with the Hino Lane Change Visual Assist system and the Hino DVR (digital video recorder) dash cam. Both accessories were released on the Australian market this year.

The Lane Change Visual Assist system consists of cameras mounted on both sides of the truck body that display a rearward view on the multimedia display when the driver uses the turn indicator.

The system increases safety by providing a clear view of the left and right side of the truck, eliminating rear-view blind spots.

The Hino DVR dash cam can help avoid disputes about driving incidents by recording events as they occur. It features a 5.0 megapixel front camera and a 2.0 megapixel rear camera, and records driving footage in high definition with two channels. Supported by Android/iOS technology, the unit also features a digital zoom and parking monitoring.

Other Hino genuine accessories released this year include daytime running lights (DRLs) designed to help prevent accidents by increasing vehicle visibility during daylight hours.

The DRLs turn on automatically when the ignition is switched on and are overridden when regular headlights are activated. LED driving lights, which offer high power, five-watt LEDs activated by a dashboard switch, are also available.

Hino’s FE Auto is a straightforward, no nonsense, highly sensible truck for inner city deliveries.

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HINO'S HALF CENTURY

As a benefit to truck-driving music lovers, Hino even has a speaker upgrade available to match up with the in-dash multimedia system. This plug-and-play upgrade kit features three-way coaxial speakers with a 210 W peak power rating.

Amidst all this available technology, Hino used the Brisbane Truck Show to launch its latest model, the FE Auto, adding to its growing line-up of two-pedal, fully automatic trucks aimed for use in the inner city and designed to reduce driver fatigue.

After the Brisbane show closed its doors to visitors, Delivery snaffled an FE 1426 Auto with a five-speed Allison 2500 Series automatic and headed into the depths of traffic congestion around Blacktown.

HINO S

half century

Notching up a 50-year milestone is a tribute to Hino’s ability to innovate DELIVERY

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FEATURE

big brother Does a 7.0-tonne GVM van provide a solution for your business?

DELIVERY looks at the top end of the van segment with IVECO’s new Daily

there

was a time when a company van was a small runabout that slipped easily into parking spaces and slotted into the average delivery bay. Well, times change, and with the increasing competition between European and Japanese manufacturers we are now seeing the large van segment growing in physical size, as well as market share.

As the latest entrant into the van market with a totally new product range, IVECO doesn’t pull any punches on the ‘mine is bigger than yours’ debate. It’s probably fair to say that when you take into account the range of IVECO product in the 50C17 nomenclature that the Daily is not just bigger – it’s higher and longer as well.

Large vans are not for everyone, and, as some courier companies can attest, there’s a need for care when loading to prevent interior sheet metal damage. That concern doesn’t figure when a forklift attacks the tray of a light truck to drop pallets in anything other than a gentle fashion.

Light trucks have coaming rails and wider decks that make pallet placement sometimes just a push and shove away from completion. Large vans have doors, side panels and interior wheel arches that require a more sympathetic approach in order to avoid expensive damage.

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The Daily range starts with van capacities of 3800 kg GVM, making them suitable for car licence holders and offering cargo volumes of 9, 12 and 16 cubic metres.

With this model you get a starting price of $45,001, and you power along courtesy of a four-cylinder, 2.3-litre diesel engine producing 126 kW and 320 Nm.

It’s the big van alternative to operating a fleet of light trucks while providing higher comfort and safety levels.

BIG BROTHER

The big brother models of IVECO’s 50C17 Daily van range offer prospective customers the choice of a cargo volume of 12, 16, 18 and 20 cubic metres. If you like the idea of Italian styling and European comfort levels and safety equipment, but still hanker after a tray on the back, then IVECO can also provide a cab/chassis to suit, in either single or dual-cab configuration.

IVECO does at least have an easy to understand model code. The 50C17 12 cu. metre volume van model with its 3520 mm wheelbase equates to a GVM of close to five tonnes (4490 kg) and upgradable to 5200 kg, with an engine performance level of 170 hp. The 70C17 cab/chassis offers an increase of GVM to 7000 kg.

In this top-end segment the single and dual-cab version of the 50C17 chassis/cab offers wheelbases of 3750 mm and 4350 mm. If you want more length and higher GVMs you can increase capacity with the 70C17 model and wheelbases of 4350 mm and 4750 mm as a single cab, reducing to 3750 mm and 4350 mm in dual-cab guise.

The 16 cu. metre and 18 cu. metre volume vans share a common wheelbase of 4100 mm, varying by internal floor to roof heights of 1900 mm and 2100 mm respectively. The 20 cu. metre van is 400 mm longer but based on the same wheelbase and with the same interior height.

It’s worthwhile pausing here and running through the safety features, as they do collect together to offer an impressive list that includes driver, passenger and curtain/ side airbags with seat belt pre-tensioners, three-point inertia reel belts on all seats, a heated, suspended and fully adjustable driver’s seat and dual bench passenger seat.

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4X4 VEHICLES SPECIFICATIONS Variants

FORD

Price $

Engine Fuel/Cyl/Cap

Fuel Econ

RANGER XL Single Cab Chassis Cab Chassis

38,390 40,890

Dsl/4T/2.2L Dsl/5T/3.2L

8.1 8.9

110 @ 3750 375 @ 1500-2500 6m 147 @ 3000 470 @ 1500-2750 6m/6a

2 2

1438 kg 1405 kg

5H 5H

XL Super Cab Chassis Pick-up

43,390 44,390

Dsl/5T/3.2L Dsl/5T/3.2L

8.9 8.9

147 @ 3000 470 @ 1500-2750 147 @ 3000 470 @ 1500-2750

6m 6m

2 2

1330 kg 1182 kg

5H 5H

XL Double Cab Cab Chassis Cab Chassis Pick-Up Pick-Up

42,890 45,390 43,890 46,390

Dsl/4T/2.2L Dsl/5T/3.2L Dsl/4T/2.2L Dsl/5T/3.2L

8.9 8.9 8.1 8.9

110 @ 3700 147 @ 3000 110 @ 3700 147 @ 3000

6m/6a 6m/6a 6m/6a 6m/6a

5 5 5 5

1291 kg 1262 kg 1166 kg 1132 kg

5H 5H 5H 5H

XL Plus Cab Chassis Double Cab Chassis Double Cab Pick Up

46,280 51,760 52,760

Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L

9.6 9.6 9.6

147 @ 3000 470 @ 1500-2750 147 @ 3000 470 @ 1500-2750 147 @ 3000 470 @ 1500-2750

6a 6a 6a

3 5 5

1334 kg 1191 kg 1076 kg

N/A 5H 5H

XLT Super Cab Pick-Up

51,390

Dsl/5T/3.2L

8.9

147 @ 3000 470 @1500-2750 6m/6a

4

1082 kg

5H

XLT Double Cab Pick-Up

53,390

Dsl/5T/3.2L

9.4

147 @ 3000 470 @ 1500-2750 6m/6a

5

1041 kg

5H

XLS Pick-Up

45,590 48,090

Dsl/4T/2.2L Dsl/5T/3.2L

8.1 8.9

110 @ 3700 375 @1500-2500 6m/6a 147 @ 3000 470 @ 1500-2750 6m/6a

5 5

1170 kg 1136 kg

5H 5H

WildTrak Pick-Up

57,390

Dsl/5T/3.2L

9.4

147 @ 3000 470 @ 1500-2750 6m/6a

5

1000 kg

5H

120 @ 3600 360 @ 1800-3000 120 @ 3600 360 @ 1800-3000

2 5

1015 kg 1005 kg

N/A 3H

3 3 7

6500 kg 6500 kg 6500 kg

N/A N/A N/A

Service Inter: 10,000 km

FOTON

Tunland Single Cab Utility Dual Cab Utility

Service Inter: 10,000 km

FUSO

24,990 29,900

Torque Nm - rpm

375 @ 1500-2500 470 @ 1500-2750 375 @ 1500-2500 470 @ 1500-2750

Transmission

Seats

Payload

ANCAP Safety

Max Tow: 3500 kg

Dsl/4T/2.8L Dsl/4T/2.8L

8.3 8.4

5m 5m

Warranty Basic: 3yrs-100,000 km Max Tow 2500 kg

Canter FG 4WD FG84DC6SRFAB Swb FG84DE6SRFAB Mwb Crew Cab

Service Inter: 30,000 km

GREAT WALL

Warranty: 3yrs-100,000 km

Power kW - rpm

POA POA POA

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

Warranty Basic: 3yrs-100,000 km

N/A N/A N/A

110 @ 2840-3500 110 @ 2840-3500 110 @ 2840-3500

370 @ 1350-2840 5 x 2m 370 @ 1350-2840 5 x 2m 370 @ 1350-2840 5 x 2m

Max Tow: Canter Eco-Hybrid 0kg

V200 Cab Chassis Dual Cab Ute

23,990 27,990

Dsl/4T/2.0L Dsl/4T/2.0L

8.3 8.3

105 @ 4000 310 @ 1800-2800 105 @ 4000 310 @ 1800-2800

6m 6m

2 5

1178 kg 1050 kg

N/A N/A

V240 Cab Chassis Dual Cab Ute

21,990 25,990

Ptrl/4/2.4L Prtl/4/2.4L

10.7 10.7

100 @ 5250 200 @ 2500-3000 100 @ 5250 200 @ 2500-3000

5m 5m

2 5

1178 kg 1000 kg

2H 2H

Warranty: 3yrs-100,000 km Max Tow 1700-2000 kg depending on model COLORADO

HOLDEN

74

DX Single Cab Chassis

35,490

Dsl/4T/2.8L

8.1

147 @ 3600

440 @ 2000

6m

2

1381 kg

4H

LS Single Cab Chassis Space Cab Chassis Crew Cab Chassis Crew Cab Pick-Up

36,990 41,490 43,990 45,490

Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L

8.1 7.9 7.9 7.9

147 @ 3600 147 @ 3600 147 @ 3600 147 @ 3600

440 @ 2000 440 @ 2000 440 @ 2000 440 @ 2000

6m/6a 6m/6a 6m/6a 6m/6a

2 2 5 5

1372 kg 1277 kg 1210 kg 1068 kg

4H 4H 5H 5H

LT Crew Cab Pick-Up

46,490

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 2000

6m/6a

5

1083 kg

5H

DELIVERY MAGAZINE ISSUE 61