DELIVERY MAGAZINE ISSUE #77 APRIL/MAY 2018

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

www.deliverymagazine.com.au ISSUE 77 APR/MAY 2018 RRP: $8.95

ISSUE 77 APRIL / MAY 2018 Delivery Magazine is an AfMA Strategic Alliance Partner

FULL REVIEW OF NEW MB SPRINTER + NEW RANGER RAPTOR + NEW MAHINDRA PIK-UP + NEW VW CRAFTER

The new X-Class. First of a new kind.

The ute has evolved and so has your payload. The X-Class’ laddered, steel skeleton allows the tray to support over 1 tonne and its 4MATIC variants can tow 3.5 tonnes with ease.

Visit your local authorised Mercedes-Benz Vans dealer and test drive today. mercedes-benz.com.au/x-class

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Mahindra Piks Up the Pace How the Indian manufacturer is treading softly in the Australian market

Back on Track

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The RAM Report

50

The Daily News

Nissan returns to attack the ute market with the Navara Series III

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Hot Stuff It’s Ford in the blue corner with the Ranger Raptor as the competition hots up.

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Smart Thinking Protecting your front end means protecting your investment

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Ford Personality Plus The Tickford Ranger has all the trimmings

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Sprinting over the Line Mercedes-Benz ramps up with all guns blazing as it takes on all-comers in the medium to large van market

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Stuart Martin befriends the RAM 2500 as part of the family.

IVECO shows it’s thinking laterally with new variations of its award-winning van and light truck range

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The Invisible Van

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The Urban Jungle

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To Infinity and Beyond

No fanfare or trumpets as VW slips the Crafter into Australia

Hino’s 300-Series 4x4 gets to grips with traction for specific applications

Get the travel bug with the aid of the EarthCruiser Explorer 440 Unimog

70 4X2 Small Cab/Chassis Utes

Solid Steel

74 4X4 Vehicles

Matching a steel canopy to a steel ute tub seems a highly practical approach

80 Small-Medium-Large Vans 84 People Movers 86 Light Trucks

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - Stuart Martin, Rob Randazzo, Brenton O’Connor, Ed Higginson Photography - Bandits & Co - Mark Bean, Warren Caves ‘Torque It Up’, Warwick Kent Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: info@motoringmatters.com.au Website: www.deliverymagazine.com.au

Delivery Magazine is published by: Motoring Matters Pty Ltd Advertising Enquiries National Business Development Manager Delivery Magazine Email: advert@deliverymagazine.com.au Telephone: +61 (0) 7 4946 4658 website: www.deliverymagazine.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.

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Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence arising from the reliance on information published. The opinions expressed in Delivery are not necessarily the opinions of, or endorsed by the publisher.

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Chris Mullett

Hi

EDITORIAL

, and welcome to Delivery Magazine,

The ute market has become one of the most important segments of the motor industry, and this has given rise to a rapid increase in the competition for market share amongst the different manufacturers. But, as the competition increases, it’s becoming obvious that buyers are now looking for more than just a work vehicle or dual-purpose work and play alternative.

The ute is becoming a status symbol, and as prices rise so too does the equipment level included across the product range. The impending arrival of the Mercedes-Benz X-Class has noticeably spooked the competition, and they have been uprating specifications and inclusions to lessen the perceived gap between a ute from a prestige car maker and an optioned-up ute from a light truck manufacturer.

Holden has involved HSV in the development of the Colorado SportCat, Toyota has reinvented the TRD (Toyota Racing Development) HiLux, and Ford has popped the Ranger Raptor creation into the market from its manufacturing centre in Thailand.

But, amongst the flurry of tricked up or higher tune utes based on Japanese designs, comes increasing interest in American sourced product. Yankee utes have been available from small volume converters for years, but that scenario is now changing.

American Special Vehicles turned low volume conversions into fully approved high volume production when it started producing the RAM 2500 and 3500. The same company (which is derived from Holden Special Vehicles), is now adding the Chevrolet Silverado to its production line with conversions developed by established teams of engineers to standards of fit and finish that are recognised and approved by the original vehicle manufacturers.

Admittedly, these North American designs come in with a higher price tag exceeding the $100,000 mark. But for a buyer needing a vehicle for regular maximum weight towing or long-distance cruising, they offer a much higher equipment specification. They also provide higher levels of on-road safety than can be expected by a Japanese-style ute running close to, or exceeding, its legal towing limits.

The Duty of Care requirements for a fleet manager include allocating a vehicle for a work task that is equipped to handle that task while providing a high degree of safety.

That premise alone is resulting in government and major industry fleets looking more closely at vehicle application and the safety risks involved.

governments and national parks close off access to prevent continuing damage, forcing these weekend adventurers to practice their skills in privately owned areas operated by 4WD clubs and associations.

Delivery Magazine is predicting a continuing change in the buying habits of customers that will now consider purchasing larger utes, to minimise their exposure to risk of accident and injury to employees. As safety and fit for purpose requirements play a greater part in vehicle selection, it will be new vehicles that come under increasing scrutiny, with the possibility of a totally different mix of product popularity over the next few years.

In this issue we review the more workmanlike Mahindra PikUp, the latest Series III Nissan Navara, the arrival of the Ford Ranger Raptor, and the options for personalising your Ford Ranger available from Tickford. We also finalise our 20,000 km evaluation of the RAM 2500 Laramie, which has left every driver with a new appreciation for American muscle.

On the eve of the launch of the Mercedes-Benz X-Class, the German manufacturer has gone one step further by launching the all-new Sprinter van and cab/chassis range.

It’s taken all the attributes of the previous Sprinter model and upgraded them with the latest technologies to improve safety, appeal and functionality.

As a direct competitor, Italian manufacturer IVECO comes under the spotlight as we profile the extensive range of van and cab/chassis models available in the Daily range. Great engines and excellent transmission choices add to the appeal of the brand.

Volkswagen also gets a mention for its all-new Crafter, now available in a limited model range on the Australian market. On the eve of the class action in Australia claiming compensation for VW owners that suffered in the Dieselgate scandal, the company appears to be trying to keep a low profile. As reported in the last issue of Delivery Magazine, the company has already faced fines of $30 billion and the imprisonment of various executives around the world.

In the light truck market, Hino is showing its intent to compete hard for market share against other Japanese and European manufacturers, and we profile the interesting ability of the 4x4 versions.

Finally, for those looking at a retirement present to travel the world, we visit EarthCruiser. This Australian-based company has added the Mercedes-Benz Unimog and the IVECO Daily 4x4 to its designs for those intent on visiting just about anywhere on the planet and returning home safely.

As always, stay safe and enjoy the drive.

The recreational ute and off-road 4WD market is a totally separate entity these days, comprising usually older vehicles that are highly modified to spend their time off-road.

In time, they will run out of available drive options as local

Kind regards,

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Chris Mullett, Managing Editor and Publisher

DELIVERY ISSUE 77

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FEATURE

MAHINDRA PIKS UP THE PACE

Stuart Martin reports on how the Indian manufacturer is treading softly in the Australian market

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t is with a clear vision matching the target year that the management of Mahindra details its plans for Australia to 2020 and beyond. The Indian industrial giant is planning a major automotive expansion as it looks to emerge from the shadow, but not beyond association with its agricultural equipment arm.

With an automotive dealer network that currently stands at 40, the brand wants to push that number to 80 by 2020 as it develops its new range, with plans to grow its metropolitan presence within that.

Mahindra Automotive Australia national manager, Mahesh Kaskar, believes the basic DNA as that of a tough and rugged vehicle, with SUVs to come, will achieve that objective.

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“We would like to capitalise on that and use the synergy of the agricultural business, we have proven ourselves in that area, we would like to consolidate that.

“The product is not a full range for a metro dealer, but, in three years time, they will meet the expectations of the metro customers. That is the time we will move toward the metro areas,” he said.

A corresponding increase in sales over the same period to between 3000 and 5000 units is also targeted, although Mr. Kaskar points to brand awareness and reputation as other key measures for the brand. It is also in the Australian market for the long haul, according to Arvind Matthew, Mahindra’s head of international operations.

MAHINDRA PIK-UP “A slow and steady game – do tractors, do commercial vehicles, build the brand and the awareness, then bringing in XUV and other vehicles, it’s a long play.

“You can’t just come in with a bunch of advertising and great pricing and try and get volume overnight, it doesn’t work,” he said.

Mr. Mathew said Mahindra’s aim was to be ‘globally admired’ and described the task as a ‘tall order’.

“Even though we are a global organisation, our chairman wants us to be a globally-admired brand, and today we are not even close. There’s a lot of work to be done – product and branding, making sure we are a well-known organisation globally, not just for automotive,” he said.

The company is planning on ‘sticking to its knitting’ in terms of its automotive product.

“We don’t try to be something we’re not. Where Toyota, Ford, Isuzu and Nissan all started off as basic, they have now evolved into almost luxury vehicles. We’re not going there, we’re sticking to what our vehicles are designed to do, which is work on farms. We’re not trying to be a ‘go out to dinner’ vehicle, we’re trying to be exactly what our customer wants it to be.

“We’re not putting any content into the vehicles that my customer doesn’t care about. Just 4WD, give me a vehicle that doesn’t break, that can tow and put a shitload of stuff in the back, that’s all I need,” he said.

One requisite feature for the Australian market is an automatic, but Australian customers will have to wait for another 12 months before a two-pedal variant of the Pik-Up is likely here.

Mr. Mathew said the Aisin automatic was slow in coming as it is a low priority in India.

“Because auto is not a big requirement in India, I have to fight like hell with my engineers to say my international markets need Euro 6 and automatic transmission, and then both of us have to beg, borrow and steal, that’s why it’s coming out a year later,” he said.

The revamped Pik-Up range was launched late last year with a refreshed interior and exterior (the grille, headlights, bonnet and fog lamps as well as a new six-speed manual transmission).

The Pik-Up is powered by a 2.2-litre common-rail directinjection turbodiesel that uses a variable-geometry turbo to produce 103 kW of power at 3750 rpm and 330 Nm of torque from 1600 to 2800 rpm.

Claims of 8.8 litres from the 80-litre tank for every 100 km are realistic in the real world, if our short drive is any indication. Braked towing capacity is 2.5 tonnes and payloads hover around a tonne, depending on body variant, with warranty standing at three years or 100,000 km and an extra two years (with the same mileage) for powertrain.

Right now, and only delivered with a six-speed gearbox, the Pik-Up is available in 4x2 single-cab/chassis guise starting from $21,990, with several models on offer with a dual-range 4WD powertrain.

The Pik-Up 4x4 S6 starts from $26,990 for the single cab/ chassis model, rising to $29,490 for the dual-cab/chassis, while the top-spec S10 model is only available in 4WD dual-cab ute guise and starts from $31,990. That pricing puts it directly in the ballpark with Great Wall, JMC, Foton and LDV, all of which are fighting to gain acceptance in an Australian market dominated by Thai-built US and Japanese brands.

DELIVERY ISSUE 77

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FEATURE

A three-star ANCAP safety rating will preclude the Pik-Up from gaining much fleet sales traction, even with an auto, but the safety features list does include dual front airbags, stability, rollover and traction control, an Eaton mechanical locking differential, three-point lap-sash seat belts and hill descent control. Aluminium and steel trays, alloy and steel front bars, tonneau covers for the dual-cab ute and canvas seat covers are among the Pik-Up’s accessories for cargo carrying and cabin protection.

There’s little engine noise or vibration coming through into the cabin and the ride from the torsion-bar front and leafspring rear suspension is remarkably good, given there’s nothing in the rear tray to exercise the rear leaf springs and calm the rump, as is often the case in this segment.

A brief stint behind the wheel of the Pik-Up flagship, the S10 dual-cab, reflects the brand’s claims of rejecting blingheavy beasts in favour of providing a vehicle that is ready to work.

The steering is light, but then loads up with a disconcerting artificial heaviness just off centre, and the turning circle remains almost marine like in its diameter when it is asked to come about.

The new Pik-Up is in no danger of being mistaken for a high-end luxury school-run ute, with a cabin full of hard plastic of varying textures and patterns, while other trim materials are best described as ‘robust’.

Cabin space is better than expected in terms of leg and headroom, but the close proximity to the front doors and a broad centre transmission tunnel leave front occupants, in particular, feeling hemmed in – only a Land Rover Defender encroaches more on elbow clearance.

Body control is just within segment norms as well, but there’s no doubting where the payoff for ride quality has been made.

The features list includes climate control, a reversing camera, satellite navigation, automatic wipers and dusksensing halogen headlights, but the driver doesn’t even get a leather-wrapped steering wheel, even in the top-spec S10 model.

The small turbodiesel engine is flexible and will happily pull a high gear up hill with not much more than 1500 rpm showing on the tachometer, but anything beyond 3000 feels extraneous.

It is only available with a six-speed manual for at least 12 months, so for now three (well-placed) pedals is the only way to get underway in a Pik-Up. The clutch is lifeless, light and teamed with a gearbox that, while the throw between cogs is long, the gate itself is reasonably accurate.

Mahindra may well be podium finishers in global tractor sales, but the product needs interior ergonomic and steering improvements to succeed in its tough task of carving out a larger niche within the competitive Australian automotive market.

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NEW RELEASE

BACK ON TRACK

Nissan returns to attack the ute market with the Navara Series III – words

by Stuart Martin.

N

ot content with sitting in fourth position in the LCV ute market, Nissan has had another crack at giving its Navara the arsenal it needs to get close to the HiLux and Ranger.

Currently the Navara – in sales terms at least – didn’t make the top five in the 4x2 segment for 2017, and was fifth in the 4x4 segment, just ahead of the Isuzu D-Max, but finishing in that position having retailed less than half of Ranger and HiLux. Delivery sampled Series I with half the payload in the tray and the rear end’s drop under the weight and the front end’s vagueness were less than impressive. Nissan engineers made changes for Series II – new dampers front and rear, and revisions to the rear rebound dampers – and while it went some way toward correcting the wayward habits of the suspension, Nissan has taken another swing at the pitch with Series III. 12

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Several trips by company engineers from Japan (and other parts of the Alliance empire) to Australia, accompanied Nissan Australia staffers on testing regimes involving laden and towing testing, as well as programmes to examine unladen behaviour.

The result are now in, and the 2018 Nissan Navara doublecab range has benefited to the tune of dual-rate coil springs within the rear suspension – although the dampers are unchanged – that has raised the laden ride height by 40 mm, with unladen ride up by 25 mm.

The dynamic rebound damper, which looks like an elongated bump stop, remains part of the rear suspension, and Nissan says it is “designed to contact the chassis rail, which causes the damper to compress and the resistance to increase – reducing lateral body movement and improving the Navara’s handling and stability”.

BACK ON TRACK

The camera image is displayed on the infotainment screen on SL, ST and ST-X utes, and within the rear vision mirror on RX. Among the other upgrades to the features list is the inclusion – on SL, ST and ST-X models from June production – of a digital speed readout on the centre display within the instrumentation.

Nissan is also changing the tie-down hook positions on the lower grades, while ST-X models with the adjustable UTILI-TRACK system get four extra tie-down hooks. The fiddly strap-based child seat tether point system has sadly not been upgraded, but there are two ISOFIX child seat mounting points to the outboard rear seats on all dual-cabs.

The King Cab ST has been brought into line with its four-door sibling with the inclusion of standard satellite navigation.

Meanwhile, selected top-spec ST-X models can now also be optioned up with leather trim for $1500, which buys leathertrimmed heated seats, leather door trim and an eight-way power-adjustable driver’s seat with lumbar support.

Nissan Australia managing director, Stephen Lester, was optimistic about Navara – “We see a product that is fit for purpose and is what consumers are looking for” – and he believes the 2018 Navara includes important new additions.

Steering ratio changes have also been made, from 21.5:1 to a lower 19.0:1, meaning less turning of the wheel to get angle on the front wheels. The lock-to-lock turn count has been reduced from 4.1 to 3.4, mean less arm-twirling when manoeuvring, although there’s no improvement to the 12.4 m turning circle.

The updated 2018 Nissan Navara is now on sale with upgrades to the features list, starting with the availability of the 360-degree camera system for the first time on Nissan’s LCV model.

Fast becoming a fixture of its passenger cars, it uses four cameras to feed a bird’s eye view of the vehicle’s surroundings, sending the overhead view in a composite image to the seven-inch infotainment system screen on the flagship ST-X Dual Cab and King Cab models.

A reversing camera is now standard on more models within the Navara range, appearing on the features lists of all utes.

“(Market) Share is improving, and now with Series III and some of the very effective changes that are based on and driven by the Australian market, we are sure to set a really new standard for the car as we go forward,” he said.

While pricing generally remains unchanged, eight of the 35 variants have seen prices increase between $200 and $500, reflecting the addition of equipment that is now standard.

The RX 4x4 six-speed manual ute has risen $300 to start from $37,290; the RX 4x2 dual-cab utes have risen $500 to start from $33,490 for the six-speed manual and $35,990 for the seven-speed auto; and the dual-cab ST ute in 4x2 six-speed manual form has gone up $200 to start from $40,190, with the seven-speed auto rising a similar amount to start from $42,690.

Pricing for single-cab variants start from $25,990 for the RX and tops out with the RX 4x4 auto cab-chassis from $35,490.

King-cabs also start with an RX manual from $28,490 and DELIVERY ISSUE 77

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NEW RELEASE

stop at the ST-X 4x4 automatic ute from $52,490, the dualcab range starts in RX manual guise from $33,490 and stops with the ST-X 4x4 automatic flagship ute from $54,490.

The drivetrain has been left unchanged, retaining the two turbodiesel engines. Both displace 2.3 litres, but the singleturbo engine offers 120 kW at 3750 rpm and 403 Nm of torque between 1500 and 2500 rpm. The twin-turbo diesel produces 140 kW of power at the same 3750 rpm as well as 450 Nm of torque between 1500 and 2500 rpm.

The Navara range lays claim to some solid fuel economy claims, ranging from 6.3 to 7.1 litres per 100 kilometres on the ADR combined cycle, with either six-speed manual or a seven-speed automatic transmissions on offer.

The first drive of the updated model was completed with two aboard and no load in the tray, but towing a 6x4 trailer with quad bike in the tray, along with other equipment, which totalled around 600 kg according to Nissan.

Given the decent outputs from the 2.3-litre turbodiesel, this sort of task had not previously been a problem for Series I or II, apart from the ball download pushing the rump toward the road a little more than would be considered ideal.

There is much less of this behaviour evident in the new model, giving credence to the claim that it rides 40 mm higher under load. The aesthetics are an improvement and the road behaviour feels much less influenced by whatever is going on at the rear of the vehicle.

Changes to the steering performance are detectable through the wheel and it feels as though it has a little more meat to it. While it’s not segment-leading in terms of accuracy and feel, it does suggest it is more attached to the road than it was previously.

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Cabin comfort and quietness when cruising is still good and the frugal ability of the engine was reflected in the fuel economy that only just crept into double digits, all of which was proved to be a redeeming feature of the Series III when compared to the original Series 1.

My next drive experience involved switching to an unladen model with an accessory canopy, and during this evaluation the suspension improvements continued to impress with the improved behaviour. While there is still some judder apparent on some bumps – something unlikely to be eradicated on a ladder-frame machine, the Series III feels more connected, without becoming uncomfortable. It felt more controlled on undulations and bigger bumps, not resorting to the bump stops and losing the secondary movement that plagued its predecessor.

Unsealed road manners also impressed, with full throttle applications failing to wake the traction and stability control without additional provocation, although the dust sealing on the aftermarket canopy and tray could perhaps do with some more work.

A stint in the base dual-cab with 650 kg in the tray sealed the first impression that the local suspension work had done the job. With two occupants, gear in the cabin and the load in the tray (above and ahead of the rear axle) it performed to the similar higher level that was the case with the towed load. The rear ride height was far less impacted by weight in tray than the Series II recently road tested, particularly given that was ‘only’ half a tonne and with just the driver aboard.

The equipment upgrades are a bonus as the suspension and steering improvements alone are worth the extra investment.

There is no question this is where the NP300 should have been when it launched nearly three years ago, but Nissan now has the road manners to take the fight up to the segment leaders, and should make ground on them.

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NEW RELEASE

NISSAN TECH

Nissan recognises the importance of the Australian market by releasing significant upgrades to the Series III Navara – words by Stuart Martin.

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issan Australia is hoping that the Series III Navara hits the spot to take the brand back to the top three positioning in the sales for the third incarnation of its new light commercial utility.

Once the top-seller of the brand’s Australian stable, the ute has fallen from the top perch, but Series III is bringing with it some overdue suspension changes that could put it back on top of Nissan sales charts and on the podium in the segment.

In 2017, the Navara failed to reach the top five of the 4x2 segment with 3383 sales (a third of the HiLux’s total), and was fifth with 13,149 sales in the 4x4 segment, just ahead of the Isuzu D-Max, but finishing in that position having retailed less than half of Ranger and HiLux and well behind the Mitsubishi Triton and Holden Colorado.

When the brand launched its then-badged NP300 Navara in mid-2015, the introduction of a coil-sprung rear end in a load-lugger set tongues wagging about an inability to adequately shoulder a proper load.

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Delivery Magazine led the call for changes to be made to the suspension after being among the first to sample Series I on home soil. This led to discussion with the manufacturer behind the scenes and prior to its public release, purely as a result of having thrown half the listed payload in the tray and being dismayed at the way the Navara subsequently behaved on-road at that mid weight, together with the double-wishbone coil-sprung front end’s corresponding indifference to its steering duties.

Fast-forward to late the following year, and the Japanese brand was spruiking Navara Series II, dropping the NP300 name and claiming all dual-cab utes had “new suspension components and tuning, as a result of extensive local testing of the multi-link rear suspension on these variants”.

New dampers, new rear coil springs and new rear rebound dampers were among the key changes for the second incarnation that was laying claim to “more refined ride and handling, with improved lateral stability as well as enhanced handling when carrying loads”. Time spent in

“Australia might not be the biggest in volume but it is clearly the one that is setting the trends”

the tweaked dual-cab showed some improvement, but slow steering and a rear end that was still prone to sinking with half the payload on board meant the problem was not completely fixed and that more testing work was required

by Nissan.

Pedro De Anda is Nissan’s chief product specialist of its LCV Business Unit, but, apparently, is also known within Nissan as Mr. Navara, having been involved with the ute for more than a decade, including in its guise as the Nissan Frontier in his native Mexico. He’s been to Australia three times in the last six months, and it’s not likely to have anything to do with a love of Vegemite or VB, although anything is possible.

The brand has completed thousands of kilometres of laden and unladen testing on central Victorian roads since January 2017, on both sealed and unsealed roads with loads in the tray or on the tow ball, returning in March, and again in December, to validate their efforts in sorting the steering and suspension.

Developed and built in Thailand, the company admits the engineering focus has been centred more on demands from the country of manufacture, rather than more demanding markets, was somewhat misplaced and has since been more interested in Australian conditions and its vehicles’ performance in our extreme environment.

“Australia has always been important for Nissan and development; however, we developed this in Thailand and there was a lot of attention for the Thai market. But what we have learned, as we mentioned, Australia might not be the biggest in volume but it is clearly the one that is setting the trends,” he said.

In launching Series III, the global representatives of the brand declared Australian feedback and demands for load carrying, towing, and unladen road manners were critical in putting the right suspension package together.

Some of the customer and media feedback – which was described as ‘a passion for LCVs’ rather than simply being blunt and direct, of which much of the criticism was – prompted the change to a dual-rate rear spring and altered steering gear.

Pedro De Anda said the single-rate 42 N per mm spring had been replaced with a 37-75 N per mm dual-rate rear spring, which, with no cargo, makes the Navara a more comfortable proposition. Despite being 25 mm higher unladen; while under load, it sits 40 mm higher than Series II. “Our tests have shown that we have reduced bump-steer by 40 percent with these countermeasures. We have reduced the steering gear ratio by 14 percent, it all makes it much better,” he said.

Mr. De Anda agreed that other international markets had extreme conditions into which the Navara was sold, but Australia’s wide variety of surfaces and tasks made a challenging combination.

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NEW RELEASE “Australia has been an important part of this, the feedback we received from you and the customers, we have learnt from this and it is first in this market and we roll it out into other markets.

“This might not be the biggest market for utes or Navara, but it’s certainly one where the customer is leading in usage and setting the trends, it is important that we learn from Australia,” he said.

Ashwani Gupta, senior vice-president of Nissan LCV, said the validation process for the chassis was a complex one, but that in future there would be more integration of country’s voice market by market.

“We wanted to be 100 percent sure that before we do it, it has a significant amount of improvement, we are now fully satisfied that this is the right countermeasure, we will take it here and transfer it into all the five plants we have,” he said.

The answers to why it took so long to fix revolved around the focus on Thai targets for road manners, as well as issues with suppliers bringing the new components to the manufacturing stage. But, like Kia and Hyundai who have both found favour with locally-tuned chassis development, the Japanese brand has now had a glimpse of what some local testing can do for the appeal of an imported product.

An ability to cope with Australian driving conditions and demands is fundamental, and, having become aware “a couple of years ago” of the product’s compromised suspension, Nissan has changed its focus.

“Thailand (was) our first market where we launched. We don’t have engineering facilities in Australia, but we are now here and our attention is on this market … we took the testing seriously and we came here for about a year,” he said.

“Latin America is mostly off-road, harsh conditions. Europe is highways. Here we have a combination, unpaved roads at speed, highways with towing loads, full payloads, it’s an extreme market here, we believe we have a product we can have success with here,” he said.

Mr. De Anda said the components required to remedy the suspension and steering shortcomings could not have been validated in time for inclusion in the Navara Series II update.

“It was the development of the single-rate spring versus dual-rate spring and the steering gear ratio (that took the time). We have a supplier who needed to develop a capacity to do that,” he said, refuting suggestions the slow steering was there to limit any issues with an unstable laden rear end.

The engineer was also quick to point out that all the development and testing was done by Nissan and there was no thought to a wider track similar to the X-Class, but, “Something of what we learned was put in the vehicles for other partners,” he added.

“It’s an extreme market here, we believe we have a product we can have success with here” 18

DELIVERY ISSUE 77

RAISING EXPECTATIONS

JMC CONQUER

– A new truck range for the

Australian transport industry from one of China’s largest

With GVMs ranging from 5,500 kg to 7,500 kg (downrated to 4,495 kg for car licence holders), take advantage of payloads

manufacturers and now available through dealerships

from 2,377 kg to 4,702 kg, dependent on model selected.

across the country.

Backed by a full factory warranty of three years/160,000 km pricing from $31,990 (excluding body/tray and on road costs).

Choose from 2.4 litre and 3.0 litre, direct injection, common rail turbocharged diesel engines with 90 kW – 110 kW of power and 315 Nm – 375 Nm of torque (dependent on application), matched to a six-speed manual Getrag gearbox and available in three wheelbase options.

For further details and the location of your nearest dealership visit our website:

jmcmotor.com.au

JMIE Australia Pty Ltd (“JMC”) reserves the right to change the specifications, features, colour, designs, materials and features of the products at any time without notice. You should therefore check with your nearest authorised JMC truck dealer at the time of ordering your vehicle to ensure that colour, specifications, equipment, design features are available for the vehicle you are ordering. Copyright © JMIE Australia Pty Ltd ABN:52 161 086 266. Note: vehicle displayed with various options at additional cost, check with JMC dealers for details.

NEW RELEASE

HOT STUFF It’s Ford in the blue corner with the Ranger Raptor as the competition hots up.

W

ith Ford well aware that its Ranger is starting to lose out in terms of sophistication and specification against some of the newcomers, the next step for the well-healed ute buyer is to embrace the blue oval in the form of the Ranger Raptor.

Gone is the rugged, reliable, but equally solid sprung semielliptical rear spring suspension on the standard Ranger, replaced by an all-new Watt’s linkage rear suspension with coil over rear springs that helps ensure rear axle lateral stability off-road while also improving ride and handling.

To this is added standard front and rear Fox Racing Shox shock absorbers to help travel at high speeds off-road.

The involvement of the Ford Performance Team is to thank for the suspension upgrade, which results in an increased ride height, wider track and improved approach and departure angles that ensure extreme off-road capability and stability.

Under the bonnet there’s also a substantial change, with the five-cylinder 3.2-litre turbo diesel from the Puma family put back on the shelf and replaced by a new powertrain combination of a 2.0-litre bi-turbo diesel engine and 10-speed torque converter automatic transmission.

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HOT STUFF Despite the apparent excitement of Jamal Hameedi, chief engineer of Ford Performance, there’s going to be an obvious push back from Australian buyers that don’t see a 2.0-litre four-cylinder as being capable of providing the right level of “grunt factor”.

To be fair to the 2.0-litre, with its bi-turbo technology it delivers (on paper) to the tune of 157 kW of power and 500 Nm of torque – a more impressive outcome than the 3.2-litre five-cylinder can produce of 147 kW at 3000 rpm and 470 Nm from 1750 to 2500 rpm, achieved with a single turbo.

For those unfamiliar with the concept of a twin-turbo installation, a smaller, high-pressure (HP) turbo is connected in a sequence to the larger, low-pressure (LP) turbo and is controlled with by-pass valves that determine the operating mode depending on engine speed. At lower engine speeds, the two turbos work in series,

composites to optimise durability and weight. Resorting to more gear ratios than the standard six-speed is sometimes the result of a lack of flexibility with a particular engine, where instead of the engine hanging on to provide high torque output across a broad rev range it uses additional gear ratios to mask the restrictions of the engine. Ford has not yet made any examples of the Ranger Raptor available to the press for analysis, and this is obviously something that Delivery will evaluate with interest when vehicles are available in this country.

Having ten ratios available means that the option of a lowrange/high-range transfer case is basically redundant. The all-new electronic system incorporated by Ford in the new transmission features real-time adaptive shift-scheduling algorithms engineered to help ensure the right gear is selected at the right time. A unique transmission calibration also includes a ‘Live in Drive’ function, meaning that the paddle shifters are always available for manual gear selection override. The electronic control system for the Ranger Raptor also contains off-road specific calibrations for engine, transmission, driveline, steering, brakes and electronic stability control (ESC) system.

Compared to the standard Aussie spec Ranger, the Ranger Raptor stance is noticeably bigger from every angle, with a height of 1873 mm, a width of 2180 mm and a length of 5398 mm. The front and rear track measurements are set at 1710 mm, with ground clearance increased to 283 mm. For serious off-roaders, the approach, rampover and departure angles are 32.5°, 24° and 24° respectively.

The tray dimensions are 1560 mm x 1743 mm and the maximum braked trailer towing ability is 2500 kg.

The frame design incorporates new geometry for the large suspension, increased track and wheel travel, with added strength built in to the front shock absorber towers.

With tyre sizing that utilises 17-inch Raptor rims, the tyre fitment includes all-terrain BF Goodrich 285/70 R17 tyres of 838 mm in diameter and 285 mm in width. The braking system features twin-piston callipers at the front that have been increased by 9.5 mm in diameter, with ventilated rotors of 332 mm. The rear-mounted ventilated disc brakes have rotors of 332 x 24 mm with a new 54 mm calliper.

enhancing torque and responsiveness, while, at higher engine speeds, the small HP turbo is bypassed, and the larger LP turbo provides boost to deliver more power.

Because the smaller turbo takes the lead role in getting the Ranger Raptor off the line from stationary, it is water-cooled for extra durability, and consequently can cope better with the higher heat stress that can develop when working hard.

The Ford-designed and Ford-built 10-speed automatic transmission is shared with the F-150 Raptor and has been created with high-strength steel, aluminium alloys and

With the incoming tougher competition for buyers in the upper level of the ute market that will become evident with the launch of the Mercedes-Benz X-Class, Ford is obviously endeavouring to provide a significant lift in performance, ride comfort, safety and handling.

As Ford’s Damien Ross, chief programme engineer for Ranger Raptor, told Delivery Magazine: “Everything about the Ranger Raptor builds on the already outstanding sophisticated feel and functional capability of the Ranger, and then goes further. From a driving dynamic fun standpoint, it is really an exceptionally special vehicle”.

Raptor’s race-bred suspension has been specifically crafted to tackle undulating terrain at high-speed while remaining in complete control and comfort.

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NEW RELEASE The position sensitive damping (PSD) shock absorbers provide higher damping forces at full jounce and rebound to enable better off-road capabilities, and lower damping forces in the mid-travel zone for a class-leading plush ride during on-road trips, with settings calibrated for the best of both worlds.

The dampers are exclusively manufactured by Fox Racing Shox with 46.6 mm piston for front and rear. Designed for off-road endurance terrain, the dampers, coupled with the long-travel suspension, allow for an unsurpassed damping performance off-road and the plushest of rides on-road thanks to Internal Bypass technology.

Holding them in place are the forged aluminium upper arms and cast aluminium lower arms to facilitate greater suspension travel and optimised for performance and extreme off-road durability.

Other major specification changes for the Ranger Raptor include electric power assisted steering (EPAS) and a terrain management system (TMS) offering six modes for various driving experiences. These can be selected via a dedicated five-button switch located on the steering wheel.

Each mode has been calibrated to offer the best possible combination of technologies working in unison to tackle the chosen terrain or driving style with aplomb.

There are two on-road modes, such as Normal for fuel economy and comfort and Sport mode for spirited on-road driving with faster gear shifts at higher engine speeds to aid throttle response. The mapping reacts to increased demand inputs from the driver by holding gears longer and downshifting more aggressively.

Four off-road modes are based on providing alternative power and torque modulation to benefit traction on (1) grass, gravel and snow, (2) mud and sand, (3) traversing over rocks and (4) Baja mode. This latter selection increases vehicle responsiveness for highspeed off-road performance. It’s here that vehicle systems like traction control are pared back in terms of intervention to allow spirited off-road driving without fighting the vehicle’s on-board systems. Gear selection is optimised for maximum performance, and the mapping will hold gears longer and downshift more aggressively.

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With a price structure that is said to head north from $80,000, the Ranger Raptor comes with a host of advanced driver assist technologies (DATs) at the push of a button.

For connectivity, the SYNCÒ 3 system is a fully integrated, voice activation system. The satellite navigation system comes into its own when off-roading in remote areas, even offering a ‘breadcrumb’ feature to leave a trail when entering unchartered areas.

Ford’s comprehensive electronic stability control (ESC) system incorporates roll mitigation function and the technology suite includes trailer sway control (TSC), hill start assist (HSA), hill-descent control (HDC) and load adaptive control (LAC).

The rear-mounted camera can be viewed through the eight-inch colour LCD screen and matches with information from the rear parking sensors.

For convenient access, an EZ Lift Tailgate uses a new rod assembly to give the owner a 66 percent reduction in initial lift force.

“From a driving dynamic fun standpoint, it is really an exceptionally special vehicle” Intelligent Access, also known as passive entry, allows the owner to unlock, lock and start the vehicle without having to reach for their keys. Using a radio frequency signal, the key fob allows the owner to start the vehicle with a press of a button and is able to activate central locking for the doors and the tailgate. In the case of a depleted battery, a mechanical key blade is incorporated into the fob design.

FEATURE

SMART THINKING

Protecting your front end means protecting your investment and potentially reducing your risk of injury and vehicle damage – report by Stuart Martin.

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SMART THINKING

T

he final bastion of car-making might well have come to a halt in northern Adelaide, but the manufacturing story in South Australia is adding more chapters to its book.

Barely a few minutes’ walk from the back of the old Chrysler (then Mitsubishi) Engine Plant that cranked out the legendary HEMI straight-six in Lonsdale, the SmartBar operation is thriving.

Now employing 40 staff, and on the lookout for more of the right people, the brand started with nine personnel, when ARB bought the business from the Hills Group in 2014.

The SmartBar brand sprouted in 1996, born from a need to reduce animal strike damage on the company’s fleet of 39 trucks delivering Team Poly water tanks. Using the same materials as the tank products, the animal strike problems were reduced using flexible polyethylene bars.

Since then it has surpassed all expectations and SmartBar shows no signs of slowing down as growing light-commercial vehicle sales, particularly in government, mining and emergency service sectors, has seen the business grow.

returning to 95 percent of its original shape within minutes, according to the company.

“You’re not transferring force into the vehicle, so the whole vehicle doesn’t cop the force, and it pops back into shape and doesn’t leave you on the side of the road.

“The weight is about half that of a steel bar, so that is a good thing, it’s also airbag compatible,” Mr. Hixon said.

“We give a lifetime-of-the-vehicle warranty, and we used to do a lot of colours, but we only do black for the retail market now, orange bars go underground and the white bars are for specific fleets,” he added.

Testing of the SmartBar by the University of Adelaide’s Centre of Automotive and Safety Research (CASR), among others, showed SmartBar acted to prevent pedestrian injuries as well as protecting engine components from impacts, without interrupting airbag operation.

Demand from emergency services – where animals hitting vehicles can quite literally be life-threatening – has delivered the backbone of its growth, according to Adam Hixon, SmartBar’s business development manager.

“What the ambos like about ours is that if they do hit something in an emergency, they know they are still going to get the patient where they need to be,” he said.

The brand claims its product adorns the front of every ambulance in its native South Australia, with more than two-thirds of the NSW and Queensland ambulance fleets wearing SmartBars on their snouts. Currently, the Victorian and West Australian ambulance fleets have outfitted rural ambulance vehicles – about 40 percent of the respective fleets – with SmartBars.

“The popularity of SmartBar has increased so much. Fleetwise it is huge, with the fleet market taking us on in a very big way. We do a lot of police 4WDs, as well as the mining sector and power networks – we’ve got a lot of companies now running our product,” he said.

With a lifetime warranty “for the life of the vehicle to which it is originally affixed”, the SmartBar construction is hollow and made using a rotational moulding process of a polyethylene plastic to create an even thickness to the product.

The SmartBar is lighter than a steel bar, which reduces the chances of extra wheel alignment and wheel balance maintenance caused by extra weight.

The one-piece UV-treated bar can absorb an impact, compressing up to 85 percent of its width upon impact and

Increasing LCV sales has helped bolster the SmartBar profile and sales, which, when combined with the influence of new parent company – renowned and internationallyknown 4WD accessory brand ARB – has the brand getting earlier access to design information. Armed with this background knowledge prior to the release of the vehicle enables component suppliers to have their products fully engineered, tested and evaluated within a timeframe that fits the vehicle manufacturer and its initial launch publicity.

“We are getting access to vehicles earlier now, and through ARB we can get some scan data. We get a bar made from foam, test-fit that and design brackets, then the modifications are made to the foam bar, and the moulds are made from that – it can be a six to eight-month process,” Mr. Hixon said.

The SmartBar brand has extended its catalogue to include a StealthBar, which has broken through in the European market through the ARB network, with an increasing number of export markets opening up.

General manager Kevin Baker said the company is looking to expand as its domestic and export markets continue to grow.

“We have new product, two new bars in May, the StealthBar DELIVERY ISSUE 77

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FEATURE

for the HiLux and a bar for the new Prado. We’re doing some work with Mercedes at the moment as well.

“Because of the high volume of Mercedes-Benz based ambulances, our product is critical for their delivery. When the new Sprinter is released onto the Australian market, and the ambos are buying them, we need to be ready to go,” he said.

A major investment in the future of the brand has been made with the installation of a new larger oven, which is on rails and mobile, allowing it to move to one of four carts carrying more, and a greater variety, of products to be ‘cooked’ each time.

“Different products have different cook and cool times. In the old oven we’d get 10 cooks per shift, but with the new oven we can get 14 with twice as many different products,” Mr. Baker said.

The factory runs two shifts with a daily and additional afternoon shift, as well as a skeleton night crew, with scope to expand to as much as triple the 30 bars-a-day rate with the new facilities if demand requires it.

The brand, which aims to keep as much of its production and part-sourcing in SA or Australia, has been given

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a new lease on life with ARB, which has given them more freedom to produce better-looking, functional but aggressive bars.

“ARB has given us good flexibility, we retain our autonomy and they are a good resource as a second set of eyes, but they’ve given us full scope for design change. Our bars are lot more aggressive now in design, with better approach angles,” Mr. Baker said.

With distribution of the new StealthBar design to 26 countries – across Europe, the Middle East and SouthEast Asia, South Africa and North America – total sales are expected to grow, with that premise reinforced by having passed the European pedestrian safety standard.

“We designed it for the European market because at that time bullbars were illegal. We had to look at the geometry of the leg, as well as the material thicknesses to offer protection for both vehicle and pedestrian,” Mr. Baker said.

“We are looking at the US, and we are selling StealthBars direct to Ford China. From a global perspective, we’re in discussions with some of the big aid agencies to get bars on their vehicles, with a view to better child safety,” he added.

2018Australasian

17th-18th May 2018

Fleet Conference & Exhibition

about Join us in Melbourne this year for the AfMA Fleet Conference and Exhibition.

This annual event offers fleet managers the opportunity to engage, connect and network with fellow like-minded industry professionals in an intimate environment.

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DRIVEN

PERSONALITY PLUS The Tickford Ranger has all the trimmings – Chris Mullett reports on the personalisation process

T

he rise in popularity of the humble tradie’s ute has turned into a fashion contest at the top of the ute spectrum, as different manufacturers add upgrades more commonly found on their prestige passenger models in a bid to satisfy the new breed of ute buyer at the top end of the segment.

At the bottom of the scale is the single-cab tray back, able to carry a load without much fuss, adding a ladder rack if necessary and perhaps a water tank underslung at the rear. The interior is basic with plastic floor covering and not much by the way of infotainment inclusions. This is perhaps the most honest ute of all models, being priced competitively around a $20,000 start.

It’s at the top of the dual-cab options list where the changes in buyer preferences have been focused, and that same humble tradie ute now transforms itself into a sought after dual-purpose crew-cab family vehicle that doubles up as load carrier through the week and off-road explorer at 28

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weekends, or for the annual family holiday trek. The pricing structure rises accordingly, with most contenders in this category hovering around the mid $50,000 price structure but capable of elevating their cost to hit the $70,000 mark for those keen on ticking every box on the order form.

But what if the pinnacle of a manufacturer’s achievement still doesn’t provide the ultimate level of personalisation desired by some buyers? There are options still available as the price heads skywards towards the $100,000 mark, with Toyota discussing the return of the TRD HiLux, Ford adding the Thai-built Ranger Raptor into the fray and Holden Special Vehicles producing the Colorado SportCat. All of the above alternative options basically come as a complete package, but, if you want to really personalise your ute and pick and choose from the options list, you need to seek higher ground and look at what Tickford can offer you, provided of course you want to stay with the Ford Ranger as your vehicle of choice.

PERSONALITY PLUS

“We provide our Tickford vehicle owners with something new and different to enhance their vehicles”

The Tickford brand has a highly credible heritage, starting in Australia as a joint venture with Tickford Vehicle Engineering of the United Kingdom back in 1991, when it provided full background support services to Glen Seaton Racing. Under the influence of Howard Marsden as product planning manager in 1992, Ford launched Tickford versions of the then current Falcon, establishing the Tickford name before it changed to Ford Performance Vehicles, whereupon Howard Marsden took on the role of general manager of Ford Racing in 1999. A change of ownership to Pro-Drive saw the group continue its involvement in motorsport, while Ford absorbed the Ford Performance Vehicle division back to an in-house operation.

“We noticed the new market was primarily 4x4, and there was not much by way of offering an alternative to previous FPV owners. The ethos was to create a performance-based ute, and we do that on the four main pillars of development of performance, ride and handling, interior and exterior. We look at those four pillars to bring something new to the marketplace.

Fast forward now to 2016 and Bathurst, where the Tickford brand relaunched as a performance-focused organisation that on one hand prepares race cars for the Supercar Championship, while offering a one-stop customising centre for those wishing to personalise either the latest Ford Mustang or Ford Ranger. Both sides of the business are run separately but benefit from being able to share joint engineering resources.

Using the 3.2-litre, five-cylinder Ford Ranger engine, Tickford reprogrammes the engine management system to increase power output by 15 percent from 147 kW to 169 kW and increase the peak torque rating by 20 percent from 470 Nm out to 564 Nm.

The Tickford brand has grown substantially over the past two years as Ashley Miniken, Tickford’s marketing coordinator explained to Delivery Magazine:

“We provide our Tickford vehicle owners with something new and different to enhance their vehicles. We aim for an improved on-road experience rather than the offroad focus, as there are already plenty of companies specialising in extreme off-road aspects,” Ashley added.

The turbocharger remains the same, but there is a lift in boost pressures, assisted by an increase in intercooler capacity with the addition of hard piping, to improve the driveability and smoothness of power delivery.

DELIVERY ISSUE 77

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FEATURE

Tickford did evaluate the advantages of further changes to the exhaust manifold system and exhaust itself, but found little by way of overall performance gains to make the exercise worthwhile. There are, however, changes to the exhaust pipework downstream from the catalytic converter, with the exhaust system now increased to 2.5inch diameter and exiting on the driver’s side, behind the rear wheels.

The Tourer pack maintains the standard ride height but includes sports suspension for an improved on-road driving experience through reducing body roll for a more car-like feel and performance. Other items include door sill plates, 20-inch “Urban” sports rims and tyres, Tickford grille insert and tailgate badge. Further tyre and rim packages are currently under consideration in the area of larger 275 and 285 options.

The performance and driveability gains of the Tickford Power Pack are aimed at improving towing smoothness and performance when carrying heavy loads. This upgrade also benefits driveability in the mid-range and is suitable for either manual or automatic transmissions. Rear axle ratios remain standard.

Opportunities also exist to personalise the external appearance with a matt black signature look through adding black-out styling cues around doors, windows and lights, etc.

When it comes to fitting improved ride and handling packages, Tickford engineers have developed three key packages that suit the Ranger XLT, FX4 and Wildtrak models.

The Adventure Pack includes special Tickford designed sports bar and tonneau cover, all-terrain tyres, door sill plates, side exit exhaust, tailgate badge and light surrounds, together with a unique Tickford grille assembly.

Customers can choose to incorporate 20-inch alloy rims shod with 265/50R20 tyres from Nitto or Goodyear, Bilstein dampers, King tapered wire coil springs and a 2.0-inch lift kit, to which is added greaseable bushing on the rear suspension and an additional coupling to compensate for the increased driveline angle.

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“Everything we do is about personalisation. We have a lot of Wildtrak owners that tow caravans. They want a little more power and comfort with a full Powerpack and full leather interior. We retrim the original seats also, changing the foam in the seat base for the rear passengers to reduce fatigue and improve comfort,” said Ashley.

“We also cater for the tradie that wants to upgrade all the visual aspects, such as the Adventure pack that provides both an engine tune and visual kit – wheels, flares, sidesteps and more power. It’s all about supplying varying levels of different personalisation of their vehicles.

We can also offer a completely different range of seating colours, retrim door trims and the centre console to match upgrades,” commented Ashley.

PERSONALITY PLUS

Although recognising there is potential in the powertrain for the recently released Ranger Raptor, any development will be the subject of a full engineering and marketing analysis before the likelihood of it becoming an additional model in the Tickford portfolio.

A brief driving evaluation of the Tickford Ranger underscored the additional smoothness of the power delivery, which is undoubtedly superior. The increased power and torque output matches the automatic transmission extremely well, and the driving experience is again enhanced by the improvement in ride and handling for on-road work. The final result is a much smoother ride on-road, without the harshness associated with the standard model.

Adding interior trim upgrades are subjective to the owner, but the opportunity of being able to personalise a vehicle to a unique standard is guaranteed to appeal to a select audience. The Tickford catchphrase of Performance Driven

by Passion, ably sums up the experience.

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Annual sales in the first year of the Tickford Ranger availability have come in at 400 units, which the company sees as a promising start to the programme. This sales performance and general interest is expected to increase steadily through 2018, prior to the next major model upgrade scheduled for the 2019 model year.

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FEATURE

SPRINTING OVER THE LINE

Mercedes-Benz ramps up with all guns blazing as it takes on all-comers in the medium to large van market 32

DELIVERY ISSUE 77

SPRINTING OVER THE LINE

C

ast your mind back to 1995 when Mercedes-Benz first launched the Sprinter, and, if your memory is still functioning clearly, you’d have to agree that this German load carrier has redefined the market for the mid to large van segment. Having sold a total of 3.5 million examples of Sprinter during the first two stages of its life, the appeal of the current second-generation Sprinter is no less today, with the product range still winning accolades from magazines and customers the world over.

It’s a story of continual development through its life, with the most recent safety inclusion being crosswind assist control, stabilising the vehicle, especially at speed on freeway running when it encounters a strong side wind.

Mercedes-Benz originally designed the Sprinter to work with Volkswagen, where the production line provided the

The demand for Sprinter continued to grow, leaving Mercedes-Benz with the problem of finding ways to increase production without building new factories.

Although the East Berlin factory at Ludwigsfelde was a completely new facility, when working in unison with the MB factory at Dusseldorf the rate of production still fell short of being able to satisfy demand.

The sensible solution was for MB to cease the production joint venture with Volkswagen in order to gain around a 20 percent increase in production slots for those with the MB badge and driveline. Hence, VW got its tenure cut short and had to find its own factory, which it achieved by building a new manufacturing centre at Poznan in Poland. It’s here that VW now badge shares its new Crafter with MAN, with both brands members of the VW Truck & Bus group.

“The pure electric drivetrain is simpler and cheaper to manufacture”

Crafter with a VW driveline as an alternative in the market from those with the MB three-pointed star and a Benz engine and transmission. At the time, it made economic sense to run a common production line where the only apparent visible difference was the badge. Unfortunately for VW, there was never a suitable automatic transmission in the Crafter arsenal, a factor that enabled Mercedes-Benz to gain the upper hand in all marketing activities where self-shifters have greater appeal.

A production run of 23 years is a long time, even in the world of light commercials, and with Mercedes-Benz on a seemingly endless path of introducing new, improved products in all areas of its model line-up, it was only a matter of time before the decision was taken to replace the second-generation Sprinter with a new model, bristling with added technology.

DELIVERY ISSUE 77

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FEATURE The new Sprinter for 2018 continues the standards set by the first and second-generation products, and improves on just about all aspects of its safety, drivability, braking, handling and comfort.

Describing the 2018 Sprinter as “All-New” is drawing a bit of a long bow when it comes to the original box structure that underpins the overall design. The Sprinter’s original A-pillar, B-pillar and framework to the rear doors are pretty much retained from generation two, providing the same internal fixing and mounting points already developed by companies manufacturing shelving, racking and motorhome conversions. Only the front-wheel-drive version is able to claim being a totally new development, with its 80 mm lower floor height in the cargo area.

What is new throughout the range, though, is the final look of the bodywork, which has been re-skinned to soften the flow lines around the external design, while promoting a bolder stance through the stronger design lines of the front bonnet and grille assembly.

With 1700 versions on the order books, there’s literally something for everyone that wants to shift, carry or move a load – be it cargo for a van or people requiring a minibus for transport.

The new Sprinter 2018 range kicks off with a front-wheeldrive version that’s primarily been developed for the motorhome market. Without a drive shaft connecting the engine and transmission in the front with the standard rearwheel-drive back axle, it’s enabled the designers to drop the cargo deck floor by 80 mm. While that’s good news for

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the courier that has to step in and out of the van 50 times a day to collect or stack their parcels, it’s also good news for the motorhome manufacturers as it eases the stress of finding adequate interior height for the home-away-fromhome layout of kitchen and accommodation.

With this new move into front-wheel-drive for the Sprinter, comes new engines and transmissions, with a six-speed manual gearbox and a nine-speed, full fluid automatic heading the options list. Mercedes-Benz calls the ninespeed the 9G-TRONIC, and, although this might suggest it comes from the same family as the 7G-TRONIC also available, the nine-speed has a totally different heritage.

Maximum load capacity extends right up to 17 cubic metres with GVMs of 5500 kg, and there is a 3500 kg braked trailer towing limit. Also new for generation three is the availability of air suspension for the rear axle, smoothing out the bumps for motorhome and minibus passengers alike.

Mercedes-Benz has been introducing a continual raft of clever technology for its passenger car range, and from now on there’s going to be little distinction between the technologies available in passenger car and light commercial products.

The assistance systems available for the new Sprinter include a reversing camera showing its image in the rearview mirror, a modern parking package with a 360-degree view, and a rain sensor and wiper with an integrated Wet Wiper system to ensure optimum visibility even during the wiping process. The driver can expect an improvement in ergonomics by inclusion of the “driver’s seat Plus” with its flattened seat cushion for frequent entry and exit.

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FEATURE Telematic connectivity and onboard diagnostic systems are a transfer from the passenger car and heavy truck products, especially when it comes to remote vehicle diagnostics and the monitoring of maintenance requirements. In similar fashion to the systems available globally and developed by Daimler and Detroit in the United States, a fleet operator will be able to investigate all aspects of the vehicle including engine operating temperatures, average speeds, location and the optimum time to schedule vehicle servicing.

Mercedes PRO connect provides eight connectivity packages online, including the automated logging and loading of goods. Communication is obviously going to be the central topic of conversation for van buyers of the future, as the telematics connectivity makes for greater efficiency, lower operating costs, improved vehicle availability and optimised fleet availability. These systems include vehicle supervision, vehicle operations, fleet communication, maintenance and repair management and a digital driver’s logbook, all of which are accessed through the 10.25-inch high-definition display unit in the centre of the dashboard.

One of the more unusual, and definitely tricky bits, is the infotainment system’s ability to respond to voice requests.

If you talk to the infotainment system with a comment such as “the fuel tank is empty”, the system will respond with suggesting filling stations along the planned route. It also apparently responds to recognisable messages, but it remains to be seen what the van will say or do when it overhears a comment made about the poor driving ability of passing traffic.

The Parking package with Parking Assist and reversing camera presents the driver with a visual and an audible alert of obstacles, while the sensors cover all areas in front of, next to and behind the vehicle. The radar-based distance control system, DYSTONIC, is also part of the safety suite, as are Active Brake Assist and Active Lane Keeping Assist.

Where a vehicle is left parked, it can now be restocked by a passing courier or technician even though it may be locked and unattended. The driver can access an app on their mobile phone that enables them to unlock the door remotely, so that a passing courier has a certain time window during which they can either collect goods or restock the van with parts or equipment before it is relocked, again remotely, without the driver being present.

Traffic congestion can also be alleviated or avoided by the use of the MBUX multimedia systems, which register the changing traffic situation practically in real time and dynamically adapt the routing accordingly, to offer substantial cost and time savings.

There’s a lot of cleverness for passenger transport providers using the Sprinter minibus version where passengers can use an app to request the new Sprinter stop at a location to pick them up, thereby interacting with the transport operator to organise their own route scheduling. When a would-be passenger uses the app to submit a request, it is displayed 36

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to the driver automatically in the telematics system, at the same time adjusting the suggested route for pick-up in line with the current traffic density. The same system can also transmit data as seat sensors will register the number of passengers, report it to the app and reconcile the requests and available capacity. This ensures optimum utilisation of the service with a capacity of up to 19 passengers, plus the driver.

Passengers travelling in the Sprinter minibus will benefit from USB charging facilities supported by an adequate power supply, while an optional WiFi hotspot provides passengers with their own individual connections to the digital world.

The centrepiece of these systems is the MBUX multimedia system, which is controlled via touchscreens or the multifunction steering wheel. The air-conditioning system positioned on the roof allows individual climate control settings in the passenger compartment, while the auxiliary heating creates a feel-good atmosphere on every seat.

Safety systems on-board the new Sprinter have also received an upgrade with the advancements incorporated in the radar-based DISTRONIC adaptive cruise control system, Active Brake Assist, Active Lane Keeping Assist and Attention Assist.

Crosswind Assist is also on board as standard.

SPRINTING OVER THE LINE The optional Parking package including a 360-degree camera in conjunction with the 10.25-inch MBUX multimedia system helps the driver to master confusing situations. Traffic Sign Assist draws additional attention to speed limits, no-entry and no-overtaking restrictions and their cancellation. The Wiper System with rain sensor is also new in the Sprinter. The washer fluid is passed through the wiper arms, sprayed directly ahead of the wiper blades and immediately wiped away.

The differences between the front-wheel-drive (FWD) and rear-wheel-drive (RWD) vehicle dimensions comes down to a variation in wheelbase, with the FWD at 3294 mm and the RWD at 4325 mm. Where interior width of the cargo area can be a game changer, the Sprinter featuring super-single tyres on the rear axle can provide the solution as it features a GVW of 5000 kg. This leaves an available loading width of around 1.22 metres between the wheel arches, so that pallets can also be loaded sideways.

With an engine range of three diesel alternatives from 94 kW up to 140 kW, the buyer can really choose between the benefits of FWD or RWD. Where road surface conditions

are slippery, as with snow or loose gravel, there’s also the option of all-wheel-drive (AWD). For selected markets there’s also a petrol engine available matched to the 7G-TRONIC full fluid automatic transmission.

When forming the basis of a camper van, the buyer has the unique additional choice of a 130 kW/400 Nm OM651 diesel engine, matched to the six-speed manual gearbox or nine-speed fluid automatic transmission. The camper van version has been designed from the outset to provide a wide degree of bodywork flexibility, catering to single axle and tandem rear axle chassis configurations.

The panel van variants with a total of three different wheelbases, three body heights and five weight classes particularly benefit from the extensive package of technologies used to reduce noise and vibrations.

Irrespective of the actual van model selected, the rear doors open and fold back to the sides of the exterior walls.

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FEATURE The reveal to the media was held in Dusseldorf, and at this early mark in the progress of the new Sprinter it wasn’t possible to drive any of the latest models. Undoubtedly this new-generation model is going to be a game changer by way of the telematics connectivity and increased suite of safety features that’s available, but at first sight there seemed to be a glaring inadequacy in the placement of grab handles for both the driver and passengers entering or exiting the vehicle. Instead of being on the A-pillar, there were several different positions of grab handle on display through the various models, none of which were placed intuitively for easy reach. A small problem, but surprising nonetheless.

For the Sprinter variants with a diesel engine and rearwheel-drive, maintenance intervals up to a maximum of 60,000 km or two years are envisaged in the European markets. The newly introduced front-wheel-drive variant is due for a service after a maximum of 40,000 km or two years. Optimisation of the servicing process also brings a noticeable improvement in efficiency. Optional connectivity services can, for example, send information about the condition of wearing parts to the fleet manager while on the road, so that preventive servicing can be planned to avoid expensive downtimes. All models are built to Euro 6 emissions compliance with the engines using AdBlue with selective catalytic reduction (SCR) technology.

If you follow the development of the latest models such as the A-Class in the MB passenger car range, you’d also be aware that autonomous vehicles and electric or hybrid drive form an important part of the future for this German vehicle manufacturer.

Fully electric versions of the Vito will appear on the market around the middle of this year, with Sprinter E versions following a year later in mid 2019. In conversation with Volker Mornhinweg, head of Mercedes-Benz Vans, Delivery was told that Hybrids are seen as being more expensive to manufacture, through the disadvantage of requiring two separate powertrains to function.

“The pure electric drivetrain is simpler and cheaper to manufacture,” said Volker. “It’s easier for light commercials to move to full EV capability because you have the room for the battery storage capacity. This is not always available for passenger cars.

“When it comes to the size of the battery we now have the opportunity to put the capacity we need on board to suit the individual requirements of the vehicle operation. For people movers we can put in more capacity and we can plan the available electricity battery storage capacity to suit the distance required each day, because we have the space availability to install the battery supply necessary for the task of the vehicle,” Volker added.

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As an example of the enthusiasm of Mercedes-Benz has for pure electric drive light commercials, the company will be initiating a pilot project in Germany that will see a specific logistics company operating 1500 electric vehicles in its fleet by 2020. Having experimented with NGT (natural gas fuelled engines), the company seems settled on not continuing on that path, at least for the near future.

From a global manufacturing perspective, Sprinters for the European market will be sourced from Dusseldorf and Ludwigsfelde. Although Argentina has in the past supplied the American market, that will now be sourced from Charleston in North America, with the vans wearing the Freightliner badge. The Russian factory will supply Russia and the factory in China will supply the Asian market.

Sprinters for the Australian market will be manufactured in Dusseldorf for the panel vans and Ludwigsfelde for the cab/chassis models.

Annual output at Dusseldorf is 150,000 units produced by a workforce of 6600 employees as they complete 700 individual models through the three-shift operation of every working day. Delivery Magazine was able to visit the plant during production and it is one of the most impressive manufacturing facilities we have seen in any country.

Panel stamping is completed off-site, as is that of engine and transmission assembly, with all components coming together under the now normal practice of “just in time“ deliveries. Engines are sourced from Berlin, Mannheim, Stuttgart and Kölleda, with rear axles from Kassel and transmissions from Gaggenau.

A plethora of robotic welders ensures that each of the 7650 welds per vehicle is checked for integrity, with around 80 percent of the body shop being automated. On average, the paintwork on a single Sprinter weights 17.4 kg and the painted surface totals over 95 square metres. Dispatch and delivery of the finished vehicles takes place by road and rail.

Australia’s American Truck Specialists

FEATURE

SOLID STEEL

Matching a steel canopy to a steel ute tub seems a highly practical approach in place of fibreglass – report

by Chris Mullett.

S

teel! If there was a better material for making vehicles we might all be driving around in cars and light commercials made of composite plastics, but, since Karl Benz built his first Motorwagen in 1885, steel has played the major role. That said, it might be worth considering that, in the case of a ute canopy, rather than using steel the aftermarket suppliers have all used fibreglass.

Light in weight and functional, when it comes to covering a tub with a roof, an opening rear tailgate and side windows, either fixed or opening, fibreglass or plastics in their various forms have certainly been the norm, cornering the market when it comes to individual choice. Undoubtedly practical, a plastic canopy doesn’t have huge reserves of strength when it comes to mounting a roof rack on top to carry those indivisible loads that don’t fit inside. They also lack the integral strength of resisting attacks by those intent of stealing from within the canopy by forcing a window or tailgate.

Given that Thailand is now the Detroit of Asia in terms of being the centre of global manufacturing for utes of many representative manufacturers, it should not come as a surprise that a major Thai company is manufacturing steel canopies for a wide range of utes available on the Australian market.

Sammitr Australia, based at Greens Road, Dandenong, Victoria, is the front runner for one of Thailand’s largest vehicle trailer manufacturers, together with being a major body builder of tipper bodies and specially-designed truck bodywork. It also happens to be the only dedicated original equipment manufacturer (OEM) for steel canopies in the world.

Delivery Magazine caught up recently with Grant Mitchell who heads up Sammitr Australia and is charged with introducing the option of a broad range of steel canopies as an alternative to the more traditional fibreglass designs.

Coming from a vehicle OEM and also a trailer bodybuilding background, Grant is confident that steel canopies will slowly but surely gain a strong foothold in the Australian market.

“There is little difference in weight, but a major difference in strength and the quality of the final fit and finish. Being able to have a full factory standard headlining with central 40

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SOLID STEEL locking and interior lighting sets a new standard to match the ever-increasing specifications of the upper level utes now coming onto the market,” said Grant.

“If security is a major consideration for tradesmen safeguarding their tools and equipment, the option of steel side opening doors and mesh-protected rear tailgate provides another good reason for changing to an all-steel product,” Grant added.

Topping the range of Sammitr steel canopies is the SMM V4 canopy, and when you delve into its features and benefits it projects an extremely strong case for consideration as standard equipment on your next ute purchase. With a 0.8 mm steel shell, the available features include central locking with remote access, roof rails tested to 100 kg load weight, a fully lined interior, automatic interior light, internal door release, rear demister and tinted sliding or lift-up side windows.

Finished in a colour-coded, baked paint system to match that of the base vehicle, current SMM V4 designs fit the Isuzu D-MAX and Mitsubishi Triton. For other makes such as the Holden Colorado, Toyota HiLux, Ford Ranger, Mazda BT-50, Nissan Navara Volkswagen Amarok and Great Wall there’s the SMM V2 model that fits the bill.

Having a canopy with an interior trimmed with a full factorystandard finish roof lining, together with interior lighting, really matches the quality finish of an upmarket ute. If you want to add further enhancements, Sammitr also offers a slideout floor system alleviating the access problem of having to reach in or crawl on hands and knees into the tub for that hard to get item. Tub liners are also available.

For the ultimate work vehicle, the Sammitr Tradesman model comes without the interior roof trimming and replaces the lift up or sliding glass panels with steel panels.

You maintain the access you need into the ute tub from either side, but you prevent anyone viewing the content of your ute and consequently have a much higher level of tools and product security. Once again you can also order a slide-out floor or interior tub liner to match. The glass rear window is retained to provide proper rearwards vision, but it is protected by a full width and full height steel mesh cargo barrier. This has the twofold benefit of protecting the glass against impact damage from the load, plus it protects the load from possible theft.

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FEATURE The construction process of all the Sammitr steel canopies involves using galvannealed 0.8 mm pressed steel sheet, and with the colour-coded baked paint treatment the purchaser can be sure of a perfect match in terms of colour and also in terms of quality when compared with the original base vehicle. All the units are manufactured in Thailand, where the production techniques are certified to ISO9000 standard with green credentials certified to ISO14001 Environmental Management Certification and Green Label Award rated.

Thinking outside the square a little more than usual brings in a series of accessories that might also tempt the new buyer. The T-Lift is an adaptation to the standard ute tailgate that enables hands-free tailgate opening and a onehanded, assisted closing system. The T-Step is a fold-down, retractable step unit rated to 100 kg that is again made from steel and then powder coated to resist corrosion. It greatly simplifies access into the rear of the tray and when not in use it folds under the bumper.

As mentioned, there’s a 100 kg payload capability for the roof of the Sammitr canopy and this permits fitment of roof racks and roof-mounted locating systems from Rhino Rack. By using a Rhino Rack system it increases the payload capability to 100 kg dynamic load or up to 150 kg static loading. There’s a wide range of Rhino Rack accessories that enables specific mounting of ladders, bicycles, tyres, canoes, general luggage or storage boxes, etc.

Where more specific mounting systems are required, the SMM range of products teams Sammitr with well-known equipment supplier Milford to enable the easy loading, unloading and transportation of ladders, plus there are individual Milford SMM designs for a heavy-duty multiple cross bar design of roof rack for the Milford EcoRack cargo or EcoRack Commercial models.

Grant Mitchell

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WE’RE BRINGING CHANGE

DRIVEN

THE RAM REPORT Stuart Martin befriends the RAM 2500 as part of the family.

“Familiarity breeds contempt”. So wrote Geoffrey Chaucer, but that’s been anything but the case as my time with the RAM 2500 dual-cab leviathan draws to a close.

The big American ute has steamrolled its way into the hearts and minds of my family, with our 10-year-old designating “Rambo” to the role of the school run vehicle whenever possible. It does have certain unique attributes, one of the main factors perhaps being its ability to look down on LandCruiser drivers and to watch his father concentrate at full capacity to park it at his school.

As a Captain Obvious (not the 10-year-old, mind you) pointed out, it’s a ‘big bastard,’ but even though more attention has to be paid to its extremities, it’s not impossible to park given a reasonable amount of room.

A parallel parking exercise with the resident teenage L-plater prompted an attempt by the instructing author to slot it into the space designated by two wheelie bins, which were not really visible from the driver’s seat. That success has since been repeated in public, proving how useful parking sensors at both ends and a reasonable reversing camera can be.

Sadly, the rear-view vision is skewed slightly by the offset position of the camera, which means some practice and the right lighting conditions are required to make the best use of it when hooking up to the horse float. (The reverse camera remains a highly important safety feature and should be a mandatory item on all LCVs – Ed).

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The 6.7-litre Cummins diesel straight-six-cylinder has covered just over 5600 km since its keys landed in my hand, and during this time it’s been put through its paces on the harder work it has been asked to do, which not surprisingly has increased the rate at which it drains its 117-litre tank.

The thirst has increased to a not-unexpected 18.5 litres per 100 km, recorded at an average of 48 km/h, but, given the amount of towing of the US-built Titan three-horse float it has regularly completed together, with almost daily suburban work around the city, the 3577 kg dual-cab is completing its task better than many of its current competitors.

It’s a hefty kerb weight – 500 kg of that is the engine alone – but there’s no shortage of luxury and safety features.

Everything comes with a price or weight penalty, and, with a heavy horse float, together with equine travellers, the RAM tends to prefer to stay with the first four ratios in the box, rather than being able to benefit from the availability of the overdrive 5th and 6th gears around town. On the open road, though, it’s a different matter, with relaxed towing thanks to the huge torque available on demand.

Towing capacities are 3500 kg with a 50 mm ball, which is what we’ve been using, and it has a GCM of 7990 kg. A 70 mm ball takes that number up to 4500 kg (for a GCM of 8990 kg) or a pintle-hook installation punches that braked towing capacity number up to 6942 kg and a GCM of 11,432 kg, although licence requirements may have to be upgraded from car to light truck classification by the time you get to this gargantuan girth.

THE RAM REPORT

When it comes to the towing chore this is an excellent vehicle. Its considerable length – a tickle over 6 metres, just under 3.8 m of that is in the wheelbase – means it does take time and distance to turn both itself and the trailer it’s pulling, but once accustomed to the measurements involved it is easy to manoeuvre.

When you do leave the city behind you and replace it with the open road the muscular nature of the vehicle becomes truly apparent.

Integrated trailer brake controls and a readout on the centre display allow the driver to adjust the amount of brake force being applied by the trailer, making the brake balancing act an easy one to complete. Having a factory-fitted brake control unit that’s integrated into the dashboard and not tacked on under the dashboard is also a valid safety benefit, as knees will no longer risk coming in contact with the controls in the event of an accident.

Hitting the Tow/Haul button on the dash brings the automatic into a more aggressive mode that holds gears longer up, and, more importantly, downhill, to take the demand off

the brakes. The driver can also drop the gears using the +/button on the column shift, but it’s rarely required.

A further advantage is the exhaust brake, which operates by closing or restricting the engine exhaust to build backpressure in the engine and increase the ‘enginebraking’. While this is a common feature on trucks, an exhaust brake is rare on light commercials, but the benefits to the driver are obvious, with the manufacturer also claiming that by using the exhaust brake it’s possible to extend the life of the disc brakes by as much as 30 percent.

The RAM has two settings, and when towing a fully-laden horse float the “Full” mode was employed, meaning once the driver was off the accelerator the engine exhaust note rumbles into your hearing and slows the vehicle down.

An “Auto” mode is less aggressive until the brake pedal is depressed – then it will assist to near the same extent.

The result is a controlled downhill run that never threatens to give the driver any cause for concern, even when closing in on the maximum braked trailer loads.

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DRIVEN Heading up hills remains a smile-inducing exercise, even after an extended amount of time having the RAM in the driveway and becoming accustomed to 276 kW and 1084 Nm. The ascents are largely effortless and the engine’s considerable muscle down low in the rev range leaves the automatic transmission unhurried in its need to change gears. This is a definite advantage when shifting equine occupants, as it doesn’t unsettle them with shift-shock.

A float-load of hay isn’t going to complain and kick the walls, but it does give the RAM something approaching a workout.

Despite the full load, hill climbs were dispatched with an arrogant indifference to the overall weight or the incline.

The impressive towing performance, and the associated statistics of the vehicle in terms of its permitted maximum weights, have seen it pressed into service in several state and federal government departments that were up until recently using other brands.

It’s one thing for a manufacturer to claim high weight towing capabilities, but it’s something quite different when an operator such as a government department has to put that claim under scrutiny and evaluate the contender under regular high weight work in towing plant trailers and the like.

The industry scuttlebutt suggests there were some large towing loads being undertaken by alternative vehicles boasting the same 3.5-tonne towing capacity that is claimed by the RAM 2500 with a 50 mm ball. Once the weight tallies were done, the gross combined mass of the vehicle and its trailer raised some concerns, the resulting figures significantly reduced the appeal of many of its competitors to concerned vehicle fleet managers, as the final vehicle application was obviously reducing the safety margins of the driver and occupants when towing.

Once the focus changed to that of safety and ability while staying within mass weight restrictions, it’s now apparent

the problems of using highly stressed, mainstream competitors were alleviated by the purchase of several RAM dual-cab utilities, and they are unlikely to be the last that serve in government fleets.

The new RAM dealer in Adelaide – part of the Newspot Group – recently relieved me of the RAM for the day to carry out the 12,000 km/six-month handbook service.

All the systems, fluids and operations – everything from the battery to the belts – were checked, with new engine oil and filter installed. As with all our fleet vehicles we add the extra requirement for a full wheel alignment and tyre rotation every 10,000 km, and this is of particular significance for any vehicle fitted with a bullbar that adds weight to the front end. As tyre tread depth wear occurs it alters the steering geometry, impacting on tyre life and affecting steering response.

The polished aluminium TUFF Bullbar and its steel side steps and rails do add to the imposing appearance of the RAM, but they’re not just there for looks. For practical protection for those travelling on country roads at night, the protection they afford the vehicle and its occupants is priceless.

Tyre condition and pressures (including the full-size spare) were checked, with the rear tyres adjusted to the correct pressure according to the dealership. The tyre pressure monitoring system still disagrees and wants the pressures in the rear tyres raised by 10 psi, but this recommendation is influenced by the system presuming that the tyres have to contend with maximum payload, rather than running without any weight in the tray and without a trailer on the rear.

Despite it having completed plenty of towing work, both the brakes and tyres were not in need of any serious attention, testimony indeed to the Tow/Haul mode’s efforts at changing down for descents and the effectiveness of the exhaust brakes when a heavy load resides on the towbar.

“We will depart with pouting faces in his mirrors and the keys will be reluctantly returned with fond memories of tremendous torque and remarkable road presence”

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THE RAM REPORT

A three-link coil-spring front and five-link coil rear suspension don’t wilt under a solid ball download weight either, but even with a load on there’s an unruly edge to the ride that is the only chink in Rambo’s armour. Our time with Rambo is coming to an end, and we will depart with pouting faces in his mirrors and the keys will be reluctantly returned with fond memories of tremendous torque and remarkable road presence.

Comment from the editor: The return of RAMBO to its Queensland base from its holiday in South Australia necessitated a relatively short drive by Stuart Martin from Adelaide to Melbourne, whereupon we effected a quick changeover for a further drive from Melbourne to Airlie Beach, via Sydney.

With two drivers, the 2818 km trip was completed in an elapsed timeframe of 30 hours, 36 minutes and 58 seconds at an average speed of 91 km/h. The overall fuel economy was 11.3 l/100 km, showing that high torque and a consistent average speed, together with the benefit of a six-speed automatic transmission where the top two ratios are both overdriven produce a more than acceptable journey time with good fuel economy.

Taking a more relaxed approach to a long drive did result in an earlier Airlie Beach to Toowoomba trip returning a fuel consumption of 9.0 l/100 km but it came at a lower average speed. Despite the expectation of a 6.7-litre straight-six diesel being potentially thirsty and capable of mass pollution, with AdBlue and selective catalytic reduction being part of the exhaust treatment, the low emissions are probably class leading and the overall ownership experience is definitely superior to many smaller-capacity utes currently available on the Australian market.

Since the evaluation commenced, the increased focus on the RAM product as detailed in Delivery Magazine and its sister publication PowerTorque Magazine contributed to a sales performance increase of 36 percent and total annual sales approaching 400 units. Admittedly, a handful in Woolworth’s car park, the RAM showed its true ability and appeal when covering long distances with ease and comfort and at surprisingly fuel-efficient performance levels. It also raised the safety levels of towing high-weight trailers to a point way beyond the ability of any competitive Japanese-style ute on the Australian market.

Mechanically, RAMBO has not missed a beat and has performed without rattles and anything annoying occurring, assisted by excellent service from the local dealerships of New Pioneer Motors of Mackay, Qld, and the Newspot Motor Group in Adelaide.

Our thanks also to TUFF Bullbars of Toowoomba for the fitment of the aluminium bullbar and side steps that protect the front end from potential damage in the event of animal impact, Hella Australia for the daytime running lamps and long-range driving lights, Reefside Auto Electrics & Air Conditioning for their expertise and patience in fitting additional lighting options and Uniden CB radio systems, plus Rice Graphics for the excellent high-quality vinyl branding that covers the side doors and rear tailgate.

Delivery Magazine commenced the RAM Report over a 12-month period in association with RAM Trucks, Australian Special Vehicles of Clayton, Victoria, who convert the vehicle to right-hand-drive, and ATECO Automotive, responsible for the distribution and marketing of RAM Trucks in Australia, to evaluate the role of a large-sized, American-style ute and determine its appeal and practicality.

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FEATURE

THE DAILY NEWS IVECO shows it’s thinking laterally with new variations of its award-winning van and light truck range

F

or way too long, there was a disconnect between the truck manufacturer, the selling dealership and the customer, with the first company providing the truck, the second selling it and arranging the fitment of a body, and the third paying for it when it eventually arrived.

This three-stage purchase process did nothing to expedite delivery; in fact, it prolonged the completion of the sale and the availability of the vehicle in the workplace to the point of sheer annoyance on the part of the buyer.

It’s understood by all parties concerned that specialist bodywork is built to order, but, where the purchaser just wants a tray or box body, it should be in stock, available immediately.

Isuzu Trucks kicked off the premise of TRADEPACK and TRAYPACK pre-bodied vehicles some 15 years ago, yet another example of how this Japanese manufacturer has led the Australian commercial vehicle sales performance stakes for 29 consecutive years.

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The intervening years have seen the concept copied by most of the competition, but there are still some manufacturers in the marketplace that haven’t bothered to understand the buyer criteria, abrogating responsibility for bodywork options through a general lack of interest or commitment.

The European light truck market is one that has traditionally offered basic tray bodies in a market where other options such as cherry pickers and elevating work platforms are also common fitment.

Italian manufacturer IVECO doesn’t offer a range of small to medium vans within its portfolio, leaving that sector to family member Fiat, with the Panda van, Punto van, Fiorino, Doblo and Scudo available in its home markets in Europe.

What IVECO does offer in the Australian market is the Daily van and light truck range that spans a massive variation in payload, together with a broad choice of internal cargo volume that, in simplistic terms, ranges from spacious to huge.

THE DAILY NEWS Power for this model comes from the 3.0-litre turbodiesel engine producing 127 kW (170 hp) and 430 Nm, matched to the superb ZF Hi-Matic eight-speed full automatic transmission.

Euro safety is always part of the Euro buying decision, and the Daily comes in with driver, passenger and dual-curtain airbags, front and rear disc brakes with ABS, electronic brakeforce distribution, electronic stability program, antislip regulator, hill holder and daytime running lamps, all as standard fare.

For the buyer that wants to be a walk-in/walk-out purchaser, IVECO has released the ready-to-work, Limited Edition 45C17 Daily.

Capable of being driven by the holder of a passenger car licence, the Limited Edition Daily comes complete with a heavy-duty, Australian-made aluminium tray body, towbar package, nudge bar, bonnet protector and floor mats. It also comes backed by a comprehensive five-year/200,000kilometre extended warranty and with five years of free scheduled servicing. Buyers that recognised the value of this package, which was released just prior to Christmas, also scored a complimentary 36-piece GearWrench socket set, worth around $350.

The Australian-built tray body has internal dimensions of 4050 mm (L) x 2057 mm (W) with removable drop sides and tailgate clipped by quick-lock hinges, to make the most of the 45C17’s 4495 kg GVM. The tray comes with a window protector and tube headboard, internal load restraint points, front corner step and sturdy rope/strap rails. It’s also possible to further personalise your new addition to the family by adding accessories, such as ladder racks, a variety of toolbox options and even a soap and water dispenser.

From a comfort perspective the driver is treated to an ISRI air-suspension seat with armrest, while the two front seat passengers receive a body contoured bench seat with headrests.

And, of course, like the steak knife salesman, there’s more on the table to appreciate, such as automatic climate control, cruise control and the IVECONNECT multimedia system with GPS that can be operated through steering wheel-mounted controls. You get a reverse warning buzzer as standard, but a camera is optional. The recommended retail price is $57,950 (inc. GST but excluding vehicle onroad costs).

As the cost of utes continues to rise, the appeal of light trucks increases proportionately for those looking for a work vehicle that’s a cut above the norm. Buying a light truck can prove to be a preferential purchase to that of a standard ute, due largely to the better tray dimensions, higher payload, increased GVM, and, in the case of the Daily, the high level of inbuilt safety features and greater driver and passenger space and comfort levels.

It’s always interesting to profile vehicles bought by customers to fulfil specific individual transport tasks, but the idea of buying a Daily van to transport prized alpacas has to be somewhat unique.

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FEATURE Con and Erika Kotsiakos have been involved in the alpaca industry since 1994, starting ‘Yenaminut Alpacas’ with three animals and growing their stock holding to its current position of around 600.

In recent years, business expansion, driven by daughter Taryan and fiancé Max, has included the merging and acquisition of four other studs to form a brand known collectively as Precision Alpaca Group.

Based at Baynton, near the Victorian town of Kyneton, an hour north of Melbourne, Erika, Taryan and Max have taken on the position of full-time farmers, while Con has continued his career as an engineer, working in acquisition and sustainment for the Australian Defence Department (Land Engineering Agency).

When the family needed a suitable vehicle to transport selected alpacas to events and facilities around Australia, Con’s technical experience led him to recommend the family purchase a top-of-the-range 19.6 m³ IVECO Daily 50C van.

“Given my role in engineering, I’m very familiar with most commercial vehicle brands. We opted for a combination of the IVECO 153 kW engine and Hi-Matic eight-speed full automatic transmission,” Con added.

Unlike moving cattle or sheep, alpaca are extremely docile when handled regularly, and can be treated almost as domestic pets. They will happily enter a vehicle when led by a halter as long as they are not stressed, and as long as the ride comfort in the vehicle enables them to sit quietly and look at the surrounding view through the window as they travel.

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FEATURE

“We installed a second row of seats so we could all travel together. There is now seating for six people,” Con said.

“Behind the second row of seats we have a bulkhead, and behind this is where the alpacas travel. The area is divided with an adjustable partition that allows us to separate the animals – for example, males from females or youngsters from adults.

“From time to time we need to carry more than eight alpacas, that’s when we remove the rear seat, allowing us to load another five.

The Daily 50C van buyer gets to choose the rear diff ratio, dependent on the type of use it will undertake; so, with long highway runs to distant destinations in mind, Con opted for a higher ratio rear differential to further reduce rpm at cruising speeds. He also chose the optional rear airbag suspension for the best possible ride comfort, and a locking rear differential option that improves traction on surfaces they encounter when visiting regional shows such as wet grassy slopes. The rear airbag suspension can be lowered when the van is stationary, reducing the step-up height for the alpacas when loading or unloading.

The Daily’s long list of safety features was another important consideration, with ABS disc brakes, stability control and four airbags as part of the standard equipment.

With the main OE specifications sorted, Con went about making the necessary additions to the van’s interior that would allow the van to carry up to eight adult alpacas in the load space.

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“The payload area is air-conditioned with a 9.5 kW unit. We also have overhead racking throughout, additional lighting, an ‘Anderson’ plug, a power outlet for the fridge and a 2000 W inverter allowing us to power appliances when we arrive at the event”.

Other features of the van include three cameras, one that keeps watch over the alpacas and another two used to assist in reversing the big vehicle. One camera looks straight back and the other looks up the road if the van is angle parked.

To allow extra light into the Daily, windows with tinted glass have been installed to both the second-row seating area as well as the cargo area, giving the travelling alpacas a view of the passing countryside.

From a single vehicle operator, to one that runs a major fleet, prompted Delivery Magazine to take a look at the recent acquisition of 60 new IVECO Daily 35S13 vans by Enterprise Rent-A-Car. Already operating in over 90 countries and territories across the world, and with a fleet of over 1.9 million vehicles in service, it was only a matter of time before Enterprise moved into the Australian van rental business.

THE DAILY NEWS

The company’s national remarketing and franchise manager – ANZ, Thai Pham, said, “Our entry into the van segment adds to our existing passenger fleet, as we wanted to expand our service offering to customers.

“In Australia we’ve identified some opportunities in the commercial vehicle space, particularly with vans, and our plan is to launch commercial vehicles to all major cities in Australia”.

All of the Daily 35S13 vans for the Enterprise fleet are specified with IVECO’s 2.3-litre turbodiesel engine producing 94 kW (126 hp) at 3000-3600 rpm and 320 Nm of torque at 1800-2500 rpm, and matched to the eight-speed, torque converter equipped ZF Hi-Matic automatic transmission.

For those buyers looking for higher power and torque outputs there’s a 3.0-litre available as an option that produces 127 kW (170 hp) at 2900-3500 rpm and 430 Nm at 1500-2600 rpm, or 153 kW (205 hp) at 3100-3500 rpm and 470 Nm at 1400-3000 rpm with Euro 5 emissions ratings.

“The availability of a full automatic transmission was extremely important for us – we want to make driving the van as easy as possible” “Safety features were another key consideration, the safety of our customers and employees is always a priority”.

The 2.3-litre and 3.0-litre engines both feature direct injection, the former with a turbocharger and wastegate and intercooler, the latter with a variable geometry turbocharger and intercooler. The 3.0-litre with 153 kW and 470 Nm uses a bi-turbo system.

As standard, the new Daily range is fitted with four SRS airbags, front and rear disc brakes with ABS and EBD (electronic brakeforce distribution) as well as hill holder, which prevents rollback when the vans are stationary in traffic on a steep incline.

“The smaller engine provided an attractive value proposition and provided adequate power to allow our rental customer to confidently operate the vans at the upper end of their payload,” said Thai Pham.

Other benefits of the range include a Bluetooth-equipped radio with steering-wheel-mounted controls that allow the operator to maintain full control of the steering wheel at all times, while rear reverse sensors assist in manoeuvring the vans.

“There was also a notable fuel efficiency benefit to be had from the 2.3-litre engine.

“The availability of a full automatic transmission was extremely important for us – we want to make driving the van as easy as possible for our clients and potential customers, the New Daily really drives like a car,” Thai said.

The 35S van range is extremely comprehensive when it comes to selecting a specific model for a particular application. Buyers can choose between three different wheelbases, four different overall lengths and three different roof heights.

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FEATURE

From L to R: Max, Con, Erika and Taryan.

Internal dimensions of the cargo area enable floor lengths of 2610 mm, 3130 mm, 3540 mm and 4680 mm, with floor to roof heights of 1545 mm, 1900 mm and 2100 mm, each with the same width of 1740 mm. Cargo area volumes include 7.3, 9.0, 10.8, 12.0, 16.0 and 18.0 cubic metres.

The cargo floor height is 755 mm.

The maximum payload varies from 1669 kg for the 3000 mm wheelbase model, reducing to 1378 kg for the

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3800Â mm wheelbase, high-roof model. Basically, the larger the van, the greater the kerbweight and this then impacts on the possible payload. Front axle capacities stay at 1900Â kg with rear axle rating at 2430 kg.

GVM limits are a consistent 3800 kg, with steel spring suspension all round and GCM rating of 7000 kg. This is downrated to 3500 kg with a GCM rating of 6700 kg when ECAS rear air suspension is optioned.

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FEATURE

S

ince the split of the joint manufacturing relationships with Mercedes-Benz that enabled the Sprinter and Crafter to be built at the same Mercedes-Benz production facilities in Ludwigsfelde and Dusseldorf in Germany, Volkswagen has introduced a totally new Crafter model designed by VW and built in a new greenfield factory at Poznan in Poland.

Available in two variants, the front-wheel-drive Crafter Runner is available with a medium wheelbase and standard roof height, or a long wheelbase and high roof. The medium wheelbase (3450 mm) has a total vehicle length of 5986 mm with an external height of 2355 mm. The longwheelbase variant (4490 mm) has a total vehicle length of 6836 mm with an extended external height of 2590 mm.

It’s an all new design and one that will also surface under a badge-engineering agreement with MAN Trucks as the MAN TGE, a direct follow on from the formation of the VW Truck & Bus Division which encompasses VW, MAN and Scania.

Interior dimensions for the load space show as a load compartment height of up to 1726 mm (MWB) and 1961Â mm (LWB) accessed through sliding side doors with a width of 1311 mm, enabling the MWB version to load four Euro pallets and the LWB to increase that figure to six.

The reluctance of Volkswagen Australia to so far publicise any details of its new Crafter range is certainly unusual, given that it pursues editorial opportunities with the plethora of amateur commentators on websites whenever it announces a new wheel trim on its car range.

Perhaps the decision to adopt a low profile is related to a concern by the company to adopt a low profile prior to the start of the Stage 1 trial proceedings in Sydney on March 5th against the company under a class action initiated by Maurice Blackburn Lawyers on behalf of the VW buyers affected by the Dieselgate scandal.

Whatever the reason, new models of the Crafter have been quietly arriving by ship and are on sale and available in the Australian market, starting with the Crafter Runner.

Cargo area volumes come in at 9.9 cu.m for the MWB with a payload of 1465 kg, whereas the LWB takes this up to 14.4 cu.m with a payload figure of 1322 kg. The cargo floor load height is 570 mm, the maximum braked trailer towing limit is 2500 kg and the turning circle for the MWB is 13.6 m, increasing to 16.2 m for the LWB. Power comes from a new 1968 cc four-cylinder, turbocharged and intercooled diesel that offers maximum power of 103 kW at 3500 rpm with peak torque of 340 Nm rated at 2000 rpm. The driveline for this front-wheel-drive installation on both variants is completed by a six-speed manual gearbox, without the availability of an automatic

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THE INVISIBLE VAN transmission. As the range expands to include rear-wheeldrive and all-wheel-drive models using the 4MOTION drivetrain, the transmission options will include an eightspeed torque converter automatic. This is a first for Crafter, which suffered sales rejection through not having an automatic available in the previous model.

Both the MWB and LWB versions are shod with 205/75R16 tyres on steel rims and the suspension uses a MacPherson strut with double wishbones and anti-roll bar at the front with a rigid beam axle on leaf springs at the rear. Disc brakes are standard front and rear and the steering system is by an electro-mechanical power assisted rack and pinion design.

Warranty provisions are of interest to all fleet operators, and for the new Crafter VW is offering a three-year, unlimited distance cover backed by 24/7 breakdown assistance for the same time period. The full Crafter range is expected to go on sale in the Australian market from August 1st this year.

Breaking News: VW surrenders on cheat mode results – Trial update In the final days of the Dieselgate class action trial led by lawyers Maurice Blackburn, Volkswagen conceded that its vehicles in question fail the required emissions standards tests unless operating in cheat mode - known internally within Volkswagen as ‘customer’ or ‘comfort’ mode.

Class Action Principal at Maurice Blackburn, Jason Geisker, said the admission from VW was a major bombshell late in the trial given VW had vigorously defended any attempts to show these vehicles would fail emissions testing without using a cheat mode.

“The admission that these vehicles fail Australia’s emissions requirements without the use of a ‘test’ mode – although blindingly obvious to everyone else – is a crucial admission from Volkswagen,” Mr Geisker said.

“This belated concession was only wrested from the company after sustained pressure and in the face of overwhelming evidence put before the Court against VW on this issue. This entire Dieselgate scandal as it impacts on Australian consumers, could and should have been resolved a long time ago. Australian motorists deserve far better from VW. “People should have had straight answers and proper redress from the company just like their North American counterparts. VW’s corporate conduct towards Australians is abysmal.

“Only now, after more than two and a half years of continuing to push for concessions and admissions to the questions at the heart of this scandal, are we finally seeing the cracks appear and a company that is facing a closing window of opportunity to resolve this scandal before the Court decides the issue conclusively,” said Mr Geisker.

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THE URBAN JUNGLE

Hino’s 300 Series 4x4 gets to grips with traction for specific applications – words by Ed Higginson Hino Australia revealed the full specifications of its muchanticipated 300 Series 4x4 ahead of the AFAC conference in Sydney for fire and emergency service professionals back in September 2017.

Devised in response to the demands of Australian customers for a better light-duty 4x4 truck, and comprehensively tested in an Australian field test programme over a number of years, the Hino 300 Series 817 4x4 sets a new benchmark for light-duty 4x4 truck specifications and driving performance.

Devised specifically for Australian applications, and thoroughly tried, tested and proven for Australian conditions, the Hino 300 Series 4x4 has already undergone years of extensive testing and evaluation here with realworld customers.

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Prototypes of the Hino 300 Series 4x4 have been used in day-to-day operations with a number of customers across Australia, with two customers taking part in long-term field testing: Cook Shire Council in Far North Queensland and Kennedy Drilling in remote Western Australia.

Hino test engineers have studied the vehicles in these operations, and, those experiences combined with the testing carried out at its durability facilities in Japan, produced a model purpose-built for Australian applications.

“We have been testing prototypes of the 4x4 here for over three years, with real-world customers whose feedback has enabled us to refine the specification of a truck built specifically for the Australian market,” Daniel Petrovski, Hino product strategy manager said.

“The 300 Series 4x4 is a specialised vehicle, and this sort of approach has genuinely benefited what we can now offer our customers”.

HINO 300 4x4 Among the myriad of information gained from this local testing was the importance of operational competency off-road, such as the incorporation of a high-mounted air intake to minimise dust intake on dirt roads.

Another feature that helps with its off-road ability over conventional 4x2 light-duty trucks is its high stance. This helps give the 4x4 model approach angles of 34 degrees with realistic departure angles of 30 degrees. The 3500 mm wheelbase also offers a rampover angle of 159 degrees with a road clearance of 205 mm.

Fellow PowerTorque and Delivery journalist, Brenton O’Connor, attended the launch of the Hino 300 series 817 4x4 and covered the full range in the December issue of Delivery magazine, where it definitely impressed with its off-road ability.

In order to add some further components to our evaluation of the Hino, the Christmas break provided the opportunity for me to climb behind the wheel to see how the 300 Series Crew Cab 4x4 would handle a full week-long test to move dirt around a small farm in Northern Melbourne.

Initial thoughts whilst driving the truck from Dandenong, through Melbourne and out on the highway past the airport, was that, as impressive as it is for 4x4 work, there are some compromises when trucks are specced for serious off-road work – particularly the high centre of gravity and firm ride.

During the launch event, the trucks waded through river crossings and climbed some serious muddy embankments, which could never be attempted by a standard 4x2 truck.

So, for applications such as the fire and emergency service, or mining exploration, then this type of truck would be a great fit.

Where the off-road travel is of a more conservative nature, such as found in common terrain such as quarries, building sites, or driving over firm grass, traction can come down to the quality of the operator. An experienced driver using a diff lock on a 4x2 should be able to get pretty much where they choose to go, meaning that you need to

way up the pros and cons before ordering the all-wheeldrive alternative.

For the positives, the Hino 300 series is a great small truck with its proven reliability, great support through the Hino Australia network and with the Japanese fit and finish you would expect.

Operational safety is class leading with the standard inclusion of vehicle stability control (VSC), a first for a Japanese-built truck in this category, together with fourwheel disc brakes and a reversing camera that includes night vision and a microphone to assist the driver when manoeuvring. It also gets cruise control, dual SRS airbags and ABS. In terms of power, the 4x4 gets the Hino N04C 4.0-litre diesel engine rated to 165 hp (121 kW) at 2500 rpm and 464 Nm of torque at 1400 rpm, both of which are more than its Japanese 4x4 competitors.

The Hino N04C engine is Euro 5 ADR 80/03 emission compliant and utilises the Hino Diesel Particulate Active Reduction filter (DPR), which has proven its reliability in Australian applications over the past 10 years. This is mated to a six-speed manual overdrive transmission and a dual-range 4x4 transfer case, providing an ideal combination of gears to suit any terrain. A 6.369:1 first gear transmission ratio and a low range gear ratio of 2.2:1 enables a crawling speed of just 2.3 km/h for the trickiest of off-road conditions.

It was easy to drive in traffic when loaded to a GVM of 6090 kg, slightly less than its rated maximum of 7500 kg, giving a quick response for getting up to speed when needed.

But if you intend to run the truck with a trailer and load the combination to the maximum GCM of 11,000 kg, you may be better off looking at some of the larger Hino models as the 165 hp may struggle at this higher weight level.

The driveline combination offers exceptional flexibility and efficiency both on and off-road. Before venturing off the bitumen, the simple press of a dash-mounted button switched the box into low range, and another button locks it into 4x4 easily.

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The Hino 300 Series 4x4 is available in single-cab for three people, and a crew-cab configuration as tested that can take up to seven. However, with the multi-leaf spring suspension the ride is noticeably stiffer than a standard 4x2.

some difficulties through lack of experience on the part of the drivers. Those that knew what they were doing, and maintained the vehicles momentum to keep rolling, didn’t suffer to anywhere near the same extent.

For the driver, they get a magnetically dampened driver’s suspension seat, which takes some of the bumps out of the ride, but at 100 km/hr on the freeway you still get bounced around a little. The bigger Hino truck range, the 500 Series and above, get the comfort of the ISRI fully air suspended seat that would make a big difference in the 4x4.

Overall, Hino has produced a serious off-roader in the lightduty market to complement their already large range of 300 Series options on offer.

The rear bench seats are all fixed in position and nonadjustable, so when taking the family for a ride to the local shops to get their in-depth reviews, the feedback was always going to be somewhat unenthusiastic, due to the firmness of the suspension. There were also the expected complaints in terms of audio quality in the rear of the cabin due to the lack of speakers, which meant relying on those in the front cranked up to a higher volume to keep them happy.

Choosing an all-wheel-drive chassis comes down to the intended application of the vehicle. If you were to be venturing into some difficult areas regularly, the smart choice would be to opt for the 4x4 version. The property I used for my evaluation had recently seen some standard 6x4 tippers running across the paddocks encounter

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It is a competitive sector, up against the updated IVECO Daily 4x4, Isuzu’s long-running NPS, plus the 4x4 FUSO Canter FG, but, with Hino’s reliability and impressive list of specifications, it a worthy contender.

Verdict + 4x4 ability + Safety devices as standard + Total cost of ownership with Hino Advantage – Hard 4x4 ride when driving at road speeds – Fixed seats for the passengers make for an uncomfortable ride

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DRIVEN

TO INFINITY AND BEYOND

Warren Caves indulges the travel bug with the aid of the EarthCruiser Explorer 440 Unimog Our planet can be a vast and inhospitable one. From the blazing sun-scorched sandy deserts of the Gobi, Sahara and our very own Simpson to the wild jungles of Borneo, these and many more challenging environments shine like a beacon of adventure to many searching for excitement and that adrenalin rush associated with travel to locations well off the tourist brochures.

Working in extremes of environment for geological and mineral exploration purposes also presents a unique workplace environment to contend with.

Whether for work or leisure purposes, travelling to and within these arduous environs requires careful consideration, not only with regard to the most suitable mode of transport, but also to means of self-sufficient living. Reliable water, fuel and food supplies are all considerations that need to be addressed.

EarthCruiser Australia tackled these challenges headon, with sound engineering principles and a passion for excellence, manufacturing expedition campers for extended travel across Australia and the world.

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Mark and Susan Fawcett own and operate EarthCruiser Australia, born out of the purchase of an existing business, EarthCruiser Overland Vehicles owned by Lance Gillies. In 2013 Lance was wanting to move back to the USA and continue operations there with plans on creating a global market for these vehicles. Mark and Lance had worked together previously on business projects, and a sale was brokered for Mark and Susan to purchase the Australian element of the EarthCruiser brand, which is now run as a separate company under the EarthCruiser banner.

EarthCruiser models have in the past been successfully manufactured on base vehicles in the six-tonne range from Iveco and Isuzu, predominantly for the domestic market with the occasional overseas order.

Hard core explorers now have the option of “going large� with the release of the latest Explorer XPR 440 that is built on the Mercedes Benz Unimog U430. This may well be the Holy Grail of extreme remote adventure travel, with a raft of practical and safety-oriented features designed to provide all the comforts of home and long-term self-sufficiency, regardless of the location.

EARTHCRUISER EXPLORER

Unimog is a name synonymous with rugged Germanbuilt reliability, particularly for military purposes spanning many years. The Unimog U430 is a 12-tonne GVM truck specifically designed as a utility carrier powered by Mercedes OM 936 300 hp (220 kW), 1200 Nm turbodiesel engine, which has Euro 6 emission compliance by way of SCR (AdBlue) and a DPF exhaust treatment system, mated to an eight-speed, semi-automatic transmission.

Coil spring suspension and the use of portal axles provide excellent off-road ability and good on-road comfort levels. Portal axles are constructed with the axle tube and the differential housing located above the wheel centre line, tucked away high up within the chassis for greater ground clearance.

Three differential lockers are used, being front, centre and rear, and, when combined with low/low working gear sets, the result makes for a formidable off-road performer.

If by some unfortunate event the Unimog can no longer self-propel itself, there are 20,000 lb, 24-volt winches located on the front and rear, along with two secure snatch recovery points. Add to this a 1.6-metre fording depth, anti-starvation fuel pick-ups, bulletproof run flat tyre systems with central tyre inflation system (CTIS) operated from within the cabin, disc brakes and ABS. With all this ability designed into the chassis it’s easy to see that it would take nothing short of an improvised explosive device or an earthquake-induced chasm to prevent the Explorer XPR 440 from delivering you to your destination.

A four-point independently controlled jack-levelling system, with three-stage rams, provides full-weight jacking off ground level for tyre changes or maintenance, and comes in handy when the need arises to position rocks or branches under the tyres for added traction in sticky situations. Fuel tank capacity is generous at 800 litres, which should provide ample reach for remote destinations.

A fibreglass cabin and doors are used for longevity, corrosion resistance and ease of repair. The large front windscreen also offers an unencumbered vista of the adventures ahead. No doubt the fibreglass design also made the implementation of the large walk-through cabin opening an easier task.

Mercedes Benz Vario Pilot is a unique feature that allows the steering column and instrument cluster to slide across from one side of the driver’s compartment to the other in less than a minute. This feature adds a new dimension to the world traveller vision of EarthCruiser, allowing the Explorer to be instantly adjusted to suit its country of travel steering orientation and additionally enhancing resale prospects to wider world markets.

Further enhancing the world-traveller vision is that, by using the narrower U430 as a base, the entire unit can be containerised for sea transport around the globe.

By removing the wheels and fitting aluminium billeted container wheels, clamping the suspension down by 50 mm and removing some external fittings, this process takes about one day, effectively allowing this vehicle to be posted anywhere in the world.

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Wanting to expand on the 6.0-tonne range of campers available, Mark and Susan saw the possibilities in the Unimog U430 with distinct advantages to be had over the existing 4000 or 5000-Series Unimogs of being slightly narrower, with the availability of portal axles and the 300 hp engine was well suited to the EarthCruiser vision.

The Unimog concept planning started three years ago, and while the U430 ticked most of the boxes, there were some design aspects that Mark says he wanted to alter.

Along with air intake modifications to allow the design of a walk-through cabin and repositioning of some ancillary equipment, Mark required a longer wheelbase of 4.2 metres, up from the standard 3.6. This extension would allow the Explorer 440 to encompass all the internal features and equipment planned for the project. “We wanted to give our customers, more bang for their buck,” explained Mark.

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Initially, some resistance was met by Mercedes with regard to these special requirements. Mark explains that, “Mercedes didn’t understand our market and what we were trying to achieve, they only saw the utility truck that they had designed”.

After intensive lobbying and eventually some added weight from Kevin Purcell of Newcastle Commercial Vehicles (NCV), a multi-franchise truck and bus dealer, a custom order was agreed to.

With the Unimog base design laid out, the team of five engineers at EarthCruiser Australia set about designing and constructing the Explorer XPR 440.

The Explorer XPR 440 complements the Unimog with a well-constructed and designed layout, with functionality as a priority over appearance, but that’s not to say that the

EARTHCRUISER EXPLORER

“We wanted to give our customers, more bang for their buck”

interior finish is by any means mediocre, it just has to be tough, hard-wearing and lasting.

an Earth Grill 240-volt BBQ with a sink and tap, a 68-litre locker fridge/freezer and a 2.5 kg washing machine with drying area.

Internal features include a queen-size bed or singles, two sky beds, which are 120 kg rated stretchers over the main bed, a 212-litre side-by-side internal fridge/freezer, 700-watt microwave, a diesel cook top, two showers (one external, one internal), toilet, one double forward-facing rear seat and a single side facing rear seat (totalling five certified seats), wet and dry vacuum cleaner and air conditioning.

A multipurpose 1000 kg 24-volt crane and hoist sit on the rear bar, and when the road finally disappears the rear bar also provides the carry point for a Übco 2x2 electric bike.

This lightweight, quiet and powerful bike is propelled by 2 x 1 kW electric motors with a range of up to 100 km and a top speed of 45 km/h, all from its onboard 48 Ah battery.

The spec also includes a new touchscreen control panel system, which can be integrated with tablets and android devices, DVR/GPS/4G cellular hot spot (through a 6 dBi gain antenna) and GPS cell net tracking system including five cameras that can be viewed from anywhere in the world. Outside in the underbody rear lockers are housed

All this electronic functionality and componentry comes at a price – power! This power requirement has not been overlooked, and the self-sufficiency of the Explorer could easily be calculated, with a little sunshine, in weeks rather than days. All power needs are supplied from the on-board batteries, and no LPG or additional generators are required.

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DRIVEN

The storage capacity consists of 2 x 24-volt, 200-amp lithium batteries, equivalent to 17 AGM batteries (1500 amps). A 3.2 kVA inverter looks after voltages, and the charging is from the 1000-watt, mono-crystalline, flush-mounted, walk-on solar panels located on the roof.

“A great deal of design and tooling work goes into each custommade order,” says Mark. “We offer full second stage compliance on our vehicles, and this is endorsed by an audit programme for quality assurance.

“Each vehicle we construct is fitted with a new compliance plate with all necessary testing with regards to seating, mounts and modifications to the original vehicle all certified and approved. The vehicle then possesses nationally recognised compliance in all states. This process further validates the design of the EarthCruiser models and provides our customers with a product that conforms to national compliance requirements,” concluded Mark.

68

DELIVERY ISSUE 77

a complete nt e id c c rs, we provide a re tu o ac n uf an is m cle e Art nies and vehi our State of th h ug Our success ro th s or surance compa at all major in g commercial and fleet oper d repairer for accommodatin orate owners in rp co se li d ia an ec As a preferre e sp at we priv ar warranty. ity service to d by a three ye booth facilities y te ra or sp pp t su in e pa premium qual ar ll sized s. All repairs s. With our fu prime mover to ks repair centre uc tr t gh sizes, from li vehicles of al

N A L L E R NA H S A SM S R I R E PA

Our award winning services from our S.M.A.R.T. Repair Centre* include: • Decal Removal

• Paintless Dent Removal

• 24-Hour Accident Assistance

• Vehicle Inspection Reports

• Vehicle Preparation for Resale

• 24-Hour Towing Service

• Specialist High Volume Fleet Repairs

* S.M.A.R.T Small to Medium Area Repair Techniques

Our customer service team is waiting for your call at 1800 015 055 or visit us at:

Narellan Smash Repairs (A division of BPS Autobody)

3 Graham Hill Road, Narellan, NSW 2567 Tel: 02 4647 2368 Fax: 02 4646 1221 Eml: customerservice@narsr.com.au

������

4X2 SMALL CAB / CHASSIS & UTES Variants

FORD

Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

SPECIFICATIONS Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

RANGER XL Single Cab Cab Chassis Cab Chassis Hi-Rider Utility

27,390 30,890 28,390

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

6.5 6.8 6.5

118 @ 3200 118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500 385 @ 1600-2500

6m 6m/6a 6m

2 2 2

1265 kg 1480 kg 1115 kg

5H 5H 5H

XL Super Cab Cab Chassis Hi-Rider

33,240

Dsl/4T/2.2L

7.8

118 @ 3200

385 @ 1600-2500

6a

4

1420 kg

5H

XL Double Cab Cab Chassis Hi Rider Utility Hi Rider

37,590 36,390

Dsl/4T/2.2L Dsl/4T/2.2L

6.8 6.8

118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500

6a 6m/6a

5 5

1186 kg 1235 kg

5H 5H

XLT Super Cab Utility Hi Rider

46,690

Dsl/5T/3.2L

8.2

147 @ 3000

470 @ 1750-2500

6a

5

1145 kg

5H

XLT Double Cab Utility Hi Rider

46,490

Dsl/5T/3.2L

8.1

147 @ 3000

470 @ 1750-2500

6m/6a

5

1095 kg

5H

Ranger is a class leader and certainly up for a good tow vehicle. The current model stays with us for another two years before gaining a new engine with more torque.

Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg - 3350 kg depending on model.

FOTON

TUNLAND TK Dual Cab Utility

26,990

Dsl/4T/2.8L

8.7

130 @ 3600

365 @ 1600-3000

5m

5

1025 kg

N/A

1010 kg 1022 kg

2H 2H

Foton is worth considering with its tough Cummins diesel engine and aggressive drive-away pricing. Factory distribution is under-performing against competition.

Service Inter: 10,000 km Warranty: 3yrs-100,000 km

GREAT WALL

Max Tow: 2500 kg

STEED NBP Dual Cab Utility Dual Cab Utility

25,990 27,990

Ptrl/4T/2.4L Dsl/4T/2.0L

12.7 9

100 @ 5250 110 @ 4000

205 @ 2500 310 @ 1800-2800

5m 5m

2 2

Another Chinese offering but dubious credentials in terms of product support and resale value. The previous Great Wall left many owners with only a little return on their investment.

Warranty: 3yrs-100,000 km Max Tow: 2000 kg

HOLDEN

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

29,490 34,490 35,990

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

7.9 7.9 7.9

147 @ 3600 147 @ 3600 147 @ 3600

440 @ 1600-2000 440 @ 1600-2000 440 @ 1600-2000

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

2 5 5

1477 kg 1316 kg 1172 kg

5H 5H 5H

LT Crew Cab Pick-Up

38,990

Dsl/4T/2.8L

7.6

147 @ 3600

440 @ 1600-2000

6m/6a

5

1135 kg

5H

LTZ Crew Cab Pick-Up

42,490

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2000

6m/6a

5

1116 kg

5H

Hugely improved, Colorado is now a strong competitor against Ranger and should be on the shopping list for comparison. Pricing is at the high end with Ranger.

Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

70

DELIVERY ISSUE 77

Renault VANS

4X2 SMALL CAB / CHASSIS & UTES

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

ISUZU

Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

15/03/2018 9:21 AM

Trans- Seats Payload ANCAP mission Safety

D-MAX SX Single Cab Chassis Crew Cab Ute

28,500 34,500

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

7.2 7.4

130 @ 3600 130 @ 3600

430 @ 2000-2200 430 @ 2000.220

6m 6m

2 5

1249 kg 1004 kg

4H 4H

SX Hi Ride Cab Chassis Crew Cab Ute Space Cab Ute Crew Cab Chassis

31,700 37,300 35,500 38,000

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

7.5 7.7 7.5 7.7

130 @ 3600 130 @ 3600 130 @ 3600 130 @ 3600

430 @ 2000-2200 430 @ 2000-2200 430 @ 2000-2200 430 @ 2000-2200

6a 6a 6a 6a

2 5 4 4

1194 kg 1054 kg 1004 kg 949 kg

4H 5H 4H 5H

LS Hi Ride Crew Cab Ute

43,600

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

6a

5

990 kg

5H

LS-U High Ride Duel Cab Ute

43,600

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

6a

5

919 kg

5H

D-MAX is the strong, solid worker that never takes a day off. Now with more torque and higher comfort specs, it remains highly competitive.

Service Inter: 10,000

Warranty: 5yrs- 130,000 roadside assistance

Max Tow: 2500 kg

MAHINDRA Pik-Up CRDe Single Cab Chassis

21,990

Dsl/4T/2.2L

8.4

103 @ 4000

330 @ 1600-2800

6m

2

1360 kg

N/A

Genio Single Cab Dual cab

20,990 25,490

Dsl/4T/2.2L Dsl/4T/2.2L

8.6 8.6

88 @ 4000 88 @ 4000

280 @ 1800-2800 280 @ 1800-2800

5m 5m

2 5

1260 kg 1100 kg

N/A N/A

The Pik-Up is the worker bee while the Genio adds more appeal for dual applications. Plenty of space in the cab and a surprisingly good package.

Service Inter: 10,000 km

MAZDA

Warranty: 5yrs-100,000 km

Max Tow: Pik-Up 2500 kg Genio 1800 kg

BT-50 XT Single Cab Chassis Hi-Rider Cab Chassis Hi-Rider Cab Chassis Hi-Rider Freestyle CC* Hi-Rider Dual CC* Hi-Rider Dual Cab Ute

25,570 28,815 28,815 32,745 34,745 36,545

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

8.0 8.6 8.9 8.9 8.9 8.9

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

375 @ 1500-2500 375 @ 1500-2500 470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500

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

2/3 2 2 4 5 5

1303 kg 1533 kg 1505 kg 1427 kg 1368 kg 1278 kg

5H 5H 5H 5H 5H 5H

XTR Hi-Rider Cab Chassis

41,630

Dsl/5T/3.2L

8.9

147 @ 3000

470 @ 1750-2500

6m/6a

5

1212 kg

5H

Never quite the bride, rather the bridesmaid, BT-50 lacks the tough presence of Ranger but the basics are all well presented in a strong overall package.

Service Inter: 10,000 km

MITSUBISHI

Warranty: 2yrs-Unlimited/3yrs-100,000 km

Max Tow: 2500-3350 kg depending on model

*CC: Cab/Chassis

TRITON GLX Single Cab Chassis Single Cab Chassis Double Cab Ute

22,300 25,800 36,000

Ptrl/4/2.4L Dsl/4/2.4L Dsl/4/2.4L

10.9 7.0 7.5

94 @ 5250 133 @ 3500 133 @ 3500

194 @ 4000 430 @ 2500 430 @ 2500

5m 6m/5a 5a

2 2 5

1300 kg 1165 kg 975 kg

5H 5H 5H

One of the best suspension choices in the segment, the engine is a willing diesel and the overall comfort package is good, with low interior noise.

Service Inter: 15,000 km

Warranty: 5yrs-100,000 km

Max Tow: 1800-3000 kg depending on model

DELIVERY ISSUE 77

71

4X2 SMALL CAB / CHASSIS & UTES Variants

NISSAN

Price $

SPECIFICATIONS

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

NAVARA RX Single Cab Chassis King Cab Chassis Dual Cab Ute

25,990 28,490 32,990

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

6.4 6.4 6.4

120 @ 3750 120 @ 3750 120 @ 3750

403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500

6m 6m 6m/7a

2 4 5

1359 kg 1259 kg 1109 kg

5H 5H 5H

ST Dual Cab Ute

39,990

Dsl/4T/2.3L

6.3

140 @ 3600

450 @ 1500-2500

6m

5

1072 kg

5H

ST-X Dual Cab Ute

44,990

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

5

1029 kg

5H

After a new model launch we now have some significant upgrades to suspension compliance, steering and overall appeal. Well worthy of consideration on any customer list.

Service Inter: 20,000 km Warranty: 3yrs-100,000 km Max Tow: DX 1588 kg - RX, ST & ST-X 3500 kg XENON

TATA

Dual Cab Pick-Up

26,990

Dsl/4T/2.2L

7.4

110 @ 4000

320 @ 1500-3000

5m/6a

5

1090 kg

4H

A new Euro 5 engine is now teamed with a six-speed auto or five-speed manual with drive-away pricing.

Service Inter: 15,000 km Warranty: 4yrs-100,000 km Max Tow: 2500 kg

TOYOTA

HILUX Workmate Single Cab Chassis Single Cab Chassis Double Cab Utility Double Cab Utility

20,990 24,990 33,990 30,690

Ptrl/4/2.7L Dsl/4T/2.4L Dsl/4T/2.4L Ptrl/4T/2.7L

11.1 7.7 7.1 10.7

122 @ 5200 110 @ 3400 110 @ 3400 122 @ 5200

245 @ 4000 343 @ 1400-2800 343 @ 1400-2800 245 @ 4000

5m/6a 5m 5m 5m/6a

2 2 4 5

1225 kg 1240 kg 1020 kg 1035 kg

5H 5H 5H 5H

SR Extra Cab Ute Dual Cab Ute Hi-Rider

40,910 39,910

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

8.0 7.3

125 @ 3600 130 @ 3400

450 @ 2400 420 @ 2600

5m 6m/6a

4 5

1090 kg 1000 kg

5H 5H

SR5 Dual Cab Ute Hi-Rider

49,940

Dsl/4T/2.8L

8.1

130 @ 3400

420 @ 1600-2400

6m

5

1000 kg

5H

The new HiLux has failed to live up to the high expectations earned by its predecessor and although selling strongly that is more due to the efficiency of the Toyota dealerships than its own ability. With tougher competition it may not stay the course as number one much longer.

Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 2250 kg

VOLKSWAGEN Amarok TDI420 Cab Chassis Dual Cab Dual Cab Utility

36,490 37,990

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

8.4 8.4

132 @ 4000 132 @ 4000

420 @ 1750 420 @ 1750

8a 8a

5 5

1139 kg 1139 kg

N/A N/A

Transporter Single Cab Chassis Dual Cab Chassis

45,990 45,690

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

8.5 8.4

103 @ 3500 132 @ 4000

340 @ 1750-2500 400 @ 1500-2000

7DSG 7DSG

2 5

1416 kg 1262 kg

N/A N/A

Undoubtedly excellent products and after Dieselgate the brand has now returned to create record sales levels.

Service Inter: 15,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg

72

DELIVERY ISSUE 77

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4X4 VEHICLES Variants

FORD

SPECIFICATIONS Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

RANGER XL Single Cab Chassis Cab Chassis

39,090 41,590

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

7.1 8.3

110 @ 3200 147 @ 3000

375 @ 1600-2500 375 @ 1600-2500

6m 6m/6a

2 2

1357 kg 1308 kg

5H 5H

XL Super Cab Chassis Pick-up

44,090 45,590

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

8.3 8.3

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @1750-2500

6m 6m

4 4

1270 kg 1160 kg

5H 5H

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

43,590 46,090 45,090 47,590

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

6.9 8.3 6.9 8.3

118 @ 3200 147 @ 3000 118 @ 3200 147 @ 3000

385 @ 1600-2500 470 @ 1750-2500 385 @ 1600-2500 470 @ 1750-2500

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

5 5 5 5

1235 kg 1185 kg 1110 kg 1060 kg

5H 5H 5H 5H

XL Plus Double Cab Chassis Double Cab Pick-Up

52,290 53,290

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

10 10

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @ 1750-2500

6a 6a

5 5

1095 kg 969 kg

5H 5H

XLT Super Cab Pick-Up

52,490

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

4

1021 kg

5H

XLT Double Cab Pick-Up

55,490

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

5

971 kg

5H

XLS Double Cab Pick Up

48,890

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

5

1070 kg

5H

Wildtrak Pick Up

59,590

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

5

929 kg

5H

FX4 Double Cab Pick Up

58,990

Dsl/5T/3.2L

8.4

147 @ 3000

470 @ 1750-2500

6m/6a

5

971 kg

5H

Clever electronics enable the all-wheel-drive system to perform well, even with a novice at the wheel. The current choice for a tow vehicle but strongly chased

by Colorado and D-MAX. Service Interval: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

FOTON

TUNLAND Dual Cab Utility

29,990

Dsl/4T/2.8L

8.3

130 @ 3600

360 @ 1800-3000

5m/5a

5

1025 kg

N/A

6m 6m

5 5

1198 kg 1020 kg

2H 2H

Foton is underperforming and lacks serious backing from the manufacturer to make it worthwhile considering.

GREAT WALL

STEED NBP Single Cab Chassis Dual Cab Utility

20,990 30,990

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

8.6 9

110 @ 4000 110 @ 4000

310 @ 1800-2800 310 @ 1800-2800

Completely unknown in our market in terms of durability and resale value, Great Wall damaged its reputation in its original incarnation and has to prove that the Mark II version is better than its predecessor.

Service Inter: N/A Warranty: 3yrs-100,000 km Max Tow: 2000 kg

74

DELIVERY ISSUE 77

Renault VANS

4X4 VEHICLES

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

HOLDEN

Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

15/03/2018 9:21 AM

Trans- Seats Payload ANCAP mission Safety

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

37,490 40,990 43,490 44,990

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

7.9 7.9 7.9 7.9

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

440 @ 1600-2800 440 @ 1600-2800 440 @ 1600-2800 440 @ 1600-2000

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

2 2 5 5

1380 kg 1287 kg 1230 kg 1078 kg

5H 5H 5H 5H

LT Crew Cab Pick-Up

46,990

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2800

6m/6a

5

1041 kg

5H

LTZ Space Cab Pick-Up Crew Cab Pick-Up

48,990 50,490

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

7.9 7.9

147 @ 3600 147 @ 3600

440 @ 1600-2800 440 @ 1600-2800

6m/6a 6m/6a

5 5

1079 kg 1022 kg

5H 5H

Z71 Pick-Up Crew Cab

54,990

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2800

6m/6a

5

1000 kg

5H

Latest Colorado is well worth considering and the best it has ever been.

Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

ISUZU D-MAX

EX Single Cab Chassis

34,800

Dsl/4T/3L

7.8

130 @ 3600

430@2000-2200

6m

5

1219 kg

4H

SX Single Cab Chassis Space Cab Chassis Crew Cab Chassis Crew Cab Ute

38,000 40,700 43,200 43,900

Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L

7.8 7.8 7.8 7.8

130 @ 3600 130 @ 3600 130 @ 3600 130 @ 3600

430@2000-2200 430@2000-2200 430@2000-2200 430@2000-2200

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

5 5 5 5

1214 kg 1129 kg 1064 kg 949 kg

4H 4H 5H 5H

LS-M Crew Cab Ute Hi-Ride

45,000

Dsl/4T/3L

7.8

130 @ 3600

430@2000-2200

6m/6a

5

1025 kg

5H

LS-U Space Ute Hi-Ride Crew Cab Ute Hi-Ride

46,200 48,300

Dsl/4T/3L Dsl/4T/3L

7.8 7.8

130 @ 3600 130 @ 3600

430@2000-2200 430@2000-2200

6m/6a 6m/6a

4 5

974 kg 924 kg

4H 5H

LS - Terrain Dual Cab Utility

54,200

Dsl/4T/3L

N/A

130 @ 3600

430@2000-2200

5a

5

1005 kg

5H

A new engine upgrade brings more torque but the same expectation of solid reliability. Now with a six-speed manual or automatic transmission it remains a firm favourite .

Service Inter: 10,000 km Warranty: 5yrs-130,000 km Max Tow: 3000-3500 kg depending on model

LDV

T60 Pro Dual Cab Utility

30,516

Dsl/4T/2.8L

8.8

110@3400

360@1600-2800

6m/6a

5

1025 kg

5H

34,726

Dsl/4T/2.8L

8.8

110@3400

360@1600-2800

6m/6a

5

875 kg

5H

T60 Luxe Dual Cab Utility

DELIVERY ISSUE 77

75

4X4 VEHICLES Variants

MAHINDRA

SPECIFICATIONS

Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

Pik-Up CRDe Single Cab Chass - S6 Dual Cab Ute - S6 Dual Cab - S10

26,990 29,490 31,990

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

8.4 8.4 8.4

88 @ 4000 88 @ 4000 88 @ 4000

280 @ 1800 280 @ 1800 280 @ 1800

5m 5m 5m

2 5 5

1290 kg 1170 kg N/A

N/A 3H N/A

Genio Single Cab Chassis Dual Cab Chassis

24,490 27,490

Dsl/4T/2.2L Dsl/4T/2.2L

8.6 8.6

88 @ 4000 88 @ 4000

280 @ 1800-2800 280 @ 1800-2800

5m 5m

2 5

1160 kg 1000 kg

N/A N/A

This Indian ute offers excellent interior space and headroom and drives well either laden or unladen. It is a surprise package and if you have a local dealer it may be worth considering.

Service Inter: 10,000 km Warranty: 3yrs-100,000 km

MAZDA

BT-50 XT Single Cab Chassis Freestyle CC* Dual Cab Chassis Dual Cab Utility

36,850 40,815 42,815 44,615

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

9.7 9.7 9.7 9.7

147 @ 3000 147 @ 3000 147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500

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

3/2 4 5 5

1408 kg 1340 kg 1268 kg 1178 kg

5H 5H 5H 5H

XTR Freestyle Utility Dual Cab Utility

47,675 49,700

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

7.9 7.9

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @ 1750-2500

6m/6a 6m/6a

4 5

1158 kg 1109 kg

5H 5H

GT Dual Cab Utility

51,790

Dsl/5T/3.2L

7.9

147 @ 3000

470 @ 1750-2500

6m/6a

5

1096 kg

5H

A good strong performer looking for a macho image to make it look as tough as it actually is.

Service Inter: 10,000 km Warranty: 2yrs-Unlimited km Max Tow: 3500 kg

MERCEDES BENZ

G WAGON

G300

119,900

Dsl/4T/2.2L

N/A

135 @ 3800

400 @ 1600-2600

5a

2

N/A

N/A

316 CDI Mwb Mwb HR* Lwb HR* Lwb SHR* Ex Long HR* EX Long SHR*

78,595 80,645 82,230 85,330 84,805 87,905

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a 6m/5a 6m/5a 6m/5a 6m/5a

2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt

1265 kg 1245 kg 1070 kg 1050 kg 1020 kg 1000 kg

9.0 10.5 14 15.5 15.5 17

319 CDI Mwb Mwb HR* Lwb HR* Lwb SHR*

85,160 87,210 88,795 91,895

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

5a 5a 5a 5a

2-3 opt 2-3 opt 2-3 opt 2-3 opt

1215 kg 1195 kg 1020 kg 2210 kg

9 10.5 14 15.5

513 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5.0t* Lwb SHR* 5.0t*

84,960 88,060 84,960 88,060

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A

95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800

305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400

6m/5a 6m/5a 6m/5a 6m/5a

2-3 opt 2-3 opt 2-3 opt 2-3 opt

1720 kg 1745 kg 2275 kg 2255 kg

14 15.5 14 15.5

516 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5.0t* Lwb SHR* 5.0t* Ex Long HR* Ex Long SHR*

88,290 91,390 88,290 91,390 90,865 93,965

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a 6m/5a 6m/5a 6m/5a 6m/5a

2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt

1765 kg 1745 kg 2275 kg 2255 kg 2220 kg 2180 kg

14 15.5 14 15.5 15.5 17

SPRINTER VAN

76

DELIVERY ISSUE 77

Renault VANS

4X4 VEHICLES

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

MERCEDES BENZ

519 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5.0t* Lwb SHR* 5.0t*

Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

15/03/2018 9:21 AM

Trans- Seats Payload ANCAP mission Safety

94,855 97,955 94,855 97,955

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

5a 5a 5a 5a

2-3 opt 2-3 opt 2-3 opt 2-3 opt

1710 kg 1690 kg 2220 kg 2220 kg

14 15.5 14 15.5

70,180

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

3

N/A

N/A

74,680 76,180

Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A

120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400

6m /5a 6m/5a

3 3

N/A N/A

N/A N/A

82,470

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

5a

3

N/A

N/A

74,680

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

6/7opt

N/A

N/A

79,180 80,680

Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A

110 @ 3800 110 @ 3800

330 @ 1200-2400 330 @ 1200-2400

6m/5a 6m/5a

6/7opt 6/7opt

N/A N/A

N/A N/A

86,970

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

5a

3

N/A

N/A

SPRINTER SC 316 CDI Mwb CC* 516 CDI Mwb CC* 4.49t/5.0t Lwb CC* 4.49t/5.0t 519 CDI Lwb CC* 4.49t/5.0t SPRINTER DC 316 CDI Mwb Dual CC* 516 CDI Mwb CC* 4.49t/5.0t Lwb CC* 4.49t/5.0t 519 CDI Lwb CC* 4.49t/5.0t

Spacious cabin interior, comfortable and with a good engine and transmission match.

Service Inter For Sprinter Van: 22,500 km Warranty: 3yrs-200,000 km/3yrs roadside assist *HR: High Roof *SHR: Super High Roof Service Inter For Sprinter Single Cab & Sprinter Dual Cab: 30,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist *CC: Cab/Chassis

MITSUBISHI

TRITON GLX Single Cab Chassis Club Cab Chassis Double Cab Chassis Double Cab Pick-Up GLS Double Cab Pick-Up GLX+ Double Cab Pick-Up Exceed Double Cab Pick-Up Blackline Double Cab

34,800 35,300 36,250 37,000

Dsl/4/2.4L Dsl/4/2.4L Dsl/4/2.4L Dsl/4/2.4L

7.1 7.2 7.2 7.2

133 @ 3500 133 @ 3500 133 @ 3500 133 @ 3500

430 @ 2500 430 @ 2500 430 @ 2500 430 @ 2500

6m/5a 6m/5a 6m/5a 6m/5a

2 4 5 5

1235 kg 1115 kg 960 kg 1085 kg

5H 5H 5H 5H

41,500

Dsl/4/2.4L

7.2

133 @ 3500

430 @ 2500

6m/5a

5

950 kg

5H

37,500

Dsl/4/2.4L

7.2

133 @ 3500

430 @ 2500

6m/5a

5

985 kg

5H

48,000

Dsl/4/2.4L

7.6

133 @ 3500

430 @ 2500

5a

5

945 kg

5H

43,490

Dsl/4/2.4L

7.6

133 @ 3500

430 @ 2500

5a

5

950 kg

5H

Triton needs a promotional campaign to make it stand out from the crowd. When compared directly to its peers it stands out well for good levels of comfort and drivability.

Service Inter: 15,000 km Warranty: 5yrs-130,000 km Max Tow: 2700 kg Utility Max Tow: 3100 kg Cab Chassis

NISSAN

NAVARA DX Single Cab Chassis

31,990

Dsl/4T/2.3L

6.6

120 @ 3750

403 @ 1500-2500

6m

2

1193 kg

5H

RX Single Cab Chassis King Cab Chassis Dual Cab Chassis King Cab Utility Dual Cab Utility

32,990 35,490 38,490 37,290 42,990

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

6.6 6.6 6.6 6.6 7.1

120 @ 3750 120 @ 3750 120 @ 3750 120 @ 3750 120 @ 3750

403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500

6m/7a 6m 6m/7a 6m 7a

2 4 5 4 5

1278 kg 1178 kg 1144 kg 1037 kg 1015 kg

5H 5H 5H 5H 5H

ST King Cab Utility Dual Cab Utility

43,990 46,990

Dsl/4T/2.3L Dsl/4T/2.3L

6.5 6.5

140 @ 3750 140 @ 3750

450 @ 1500-2500 450 @ 1500-2500

6m/7a 6m/7a

4 5

990 kg 990 kg

5H 5H

ST-X King Cab Utility Dual Cab Utility

49,990 51,990

Dsl/4T/2.3L Dsl/4T/2.3L

6.5 6.5

140 @ 3750 140 @ 3750

450 @ 1500-2500 450 @ 1500-2500

6m/7a 6m/7a

5 4

974 kg 968 kg

5H 5H

A seven speed transmission and the latest upgrades have produced a much more appealing product. New Series 3 upgrades should make it much more competitive.

Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg DELIVERY ISSUE 77

77

4X4 VEHICLES Variants

TATA

SPECIFICATIONS Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

XENON Dual Cab Pick-up

26,990

Dsl/4T/2.2L

7.4

110 @ 4000

320 @ 1500-3000

5m

5

1050 kg

4H

A new Euro 5 engine with optional 6-speed auto offered with drive-away pricing.

Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg

TOYOTA

HILUX Workmate Single Cab Chassis Extra Cab Chassis Double Cab

36,990 44,490 43,990

Dsl/4T/2.4L Dsl/4T/2.4L Dsl/4T/2.4L

7.7 7.7 7.3

110 @ 3400 110 @ 3400 110 @ 3400

400 @ 1600-2000 400 @ 1600-2000 400 @ 1600-2000

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

2 4 5

1085 kg 1120 kg 955 kg

5H 5H 5H

SR Single Cab Chassis Extra Cab Pick-Up Dual Cab Pick-Up Dual Cab Chassis

39,410 42,910 46,560 45,060

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

8.1 8.1 7.6 8.1

130 @ 3400 130 @ 3400 130 @ 3400 130 @ 3400

420 @ 1400-2600 420 @ 1400-2600 420 @ 1400-2600 420 @ 1400-2600

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

3 4 5 5

1205 kg 1110 kg 920 kg 1045 kg

5H 5H 5H 5H

SR5 Extra Cab Pick-Up Dual Cab Pick-Up

54,440 56,390

Dsl/4T/2.8L Ptrl/V6/4.0L

7.6 12.0

130 @ 3400 175 @ 5200

450 @ 2400 376 @ 3800

6a 6a

4 5

1005 kg 1000 kg

4H 5H

Performing well in the overall scheme of things, HiLux is not as far out front as it once was, now simply similar to the others in the market.

Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 2250 kg *CC: Cab Chassis Max Tow: 2500 kg

TOYOTA

LANDCRUISER Workmate Cab Chassis Double Cab

65,240 67,240

Dsl/V8T/4.5L Dsl/V8T/4.5L

10.7 10.7

151 @ 3400 151 @ 3400

430 @ 1200-3200 430 @ 1200-3200

5m 5m

3 5

1220 kg 1110 kg

5H N/A

GX Cab Chassis

67,240

Dsl/V8T/4.5L

10.7

151 @ 3400

430 @ 1200-3200

5m

3

1235 kg

5H

GXL Cab Chassis Double Cab Chassis

69,240 71,740

Dsl/V8T/4.5L Dsl/V8T/4.5L

10.7 10.7

151 @ 3400 151 @ 3400

430 @ 1200-3200 430 @ 1200-3200

5m 5m

3 5

1225 kg 1125 kg

5H N/A

The V8 is impressive, but the different track dimensions front to rear are not the best solution for serious off roaders. Tough as old boots but now rather pricey.

Service Inter: 10,000 km Warranty : 3yrs-100,000 km Max Tow: 3500 kg

VOLKSWAGEN

AMAROK TDI400 Core Dual Cab Chassis Core Dual Cab Utility Core Plus Dual Cab Utility

42,490 43,990 47,990

Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L

8.0 8.0 8.0

132 @ 4000 132 @ 4000 132 @ 4000

400 @ 1500-2250 400 @ 1500-2000 400 @ 1500-2250

6m 6m 6m

5 5 5

1018 kg 1018 kg 988 kg

N/A N/A N/A

TDI420 Core Cab Dual Chassis Core Dual Cab Utility Core Plus Dual Cab Utility Highline 4Motion Perm Ultimate 4Motion Perm

45,490 46,990 50,990 60,490 68,490

Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/V6/3.0L Dsl/V6/3.0L

8.5 8.5 8.5 9 9

132 @ 4000 132 @ 4000 132 @ 4000 165 @ 4500 165 @ 4500

420 @ 1750 420 @ 1750 420 @ 1750 550 @ 1500-2500 550 @ 1500-2500

8a 8a 8a 8a 8a

5 5 5 5 5

1018 kg 1018 kg 998 kg 909 kg 868 kg

N/A N/A N/A N/A N/A

Volkswagen has a big job ahead of it to restore public confidence in its ethics as a corporation after the Dieselgate scandal. Dropping its prices has brought it into a more competitive market but as public memory fades so too will the lower pricing structure.

Service Inter: 15,000 km Warranty: 5yrs-130,000 km Max Tow: 2700 kg Utility Max Tow: 3000 kg Cab Chassis Transporter 2000 kg *DCC: Dual Cab Chassis *DCU: Dual Cab Utility *CC: Cab Chassis

78

DELIVERY ISSUE 77

SMALL - MEDIUM - LARGE VANS Variants

CITROEN

SPECIFICATIONS

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

22,990 25,990

152 @ 3500 215 @ 1750

Trans- Seats mission

Payload

ANCAP Safety

BERLINGO L1 Short Body L2 Long body

Ptrl/4T/1.6L Dsl/4T/1.6L

7.1 5.0

72 @ 6000 66 @ 4000

5m 5m/6a

2 2

850 kg 3.3 cu.m 4H 800 kg 3.7 cu.m 4H

A good little van with strong appeal but not quite in the same league as some of the competition. A change in distributor may hamper sales performance and availability.

Service Inter: 15,000 km

Warranty: 3yrs-100,000 km

Max Tow: 800-1000 kg depending of model.

FIAT DOBLO Swb Van Swb Van Lwb Van

22,000 27,000 31,000

Ptrl/4/1.4L Dsl/4/1.6L Dsl/4T/2.0L

7.3 5.4 5.9

70 @ 6000 77 @ 4000 99 @ 3500

127 @ 1500 290 @ 1500 320 @ 1500

5m 6m/5a 6m

2 2 2

659 kg 3.4 cu.m N/A 663 kg 3.4 cu.m N/A 938 kg 4.2 cu.m N/A

DUCATO MAXI Swb Low Roof Mwb Low Roof Mwb Mid Roof Lwb Mid Roof Xlwb Mid Roof

38,990 42,990 44,990 46,990 53,990

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

6.1 6.7 6.7 6.7 N/A

110 @ 3600 130 @ 3500 130 @ 3500 130 @ 3500 130 @ 3500

380 @ 1500 400 @ 1500 400 @ 1500 400 @ 1500 400 @ 1500

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

2 2 2 2 2

1605 kg 8 cu.m 1525 kg 10 cu.m 1950 kg 11.5 cu.m 2145 kg 13 cu.m 2026 kg 15 cu.m

N/A N/A N/A N/A N/A

Doblo is a good option for those looking for compact dimensions and good load carrying ability. Ducato is almost unknown but when you find one locally you will appreciate it.

Service: Doblo 30,000 km Ducato: 24,000 km Warranty: 3yrs-200,000 km Max Tow: Doblo 1000-1500 kg, Ducato: 2500 kg

FORD

TRANSIT VO 350L Lwb MR* 47,680 350E Lwb Jumbo HR* 51,180 470E Jumbo 54,180 Dual Wheel CUSTOM SWB 290S LWB 340L

39,690 41,690

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A N/A

114 @ 3500 114 @ 3500 114 @ 3500

385 @ 1600-2300 385 @ 1600-2300 385 @ 1600-2300

6m 6m 6a

3 3 3

1295 kg 11.0 cu.m N/A 1122 kg 15.1 cu.m N/A 1946 kg 15.1 cu.m N/A

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

6.4 6.6

96 @ 3500 99 @ 3500

385 @ 1450-2000 385 @ 1450-2000

6m/6a 6m/6a

3 3

1088 kg 5.95 cu.m N/A 1387 kg 6.83 cu.m N/A

6m/5a 6m/5a

3 6

1113 kg 3.07 cu.m 4H 1111 kg 3.07 cu.m 4H

A new engine and a six-speed auto will set Transit Custom up for a major growth in sales.

Service Inter: 15,000 km

Warranty: 3yrs-100,000 km

Max Tow: Transit 2750-3500 kg Custom 2000-2800 kg

*LR: Low Roof *MR: Mid Roof *HR: High Roof *JVHR: Jumbo Van High Roof

HYUNDAI

I-LOAD Van CRDi Crew van CRDi

38,790 40,790

Dsl/4T/2.5L Dsl/4T/2.5L

7.6 7.6

100 @ 3800 100 @ 3800

343 @ 1500-2500 343 @ 1500-2500

Great value and good manners make iLoad highly appealing. Sensible small improvements through the years have kept pace with expectations.

Service Inter: 15,000 km

80

Warranty: 5yrs-160,000 km/12 months roadside assist

DELIVERY ISSUE 77

Max Tow: 1500-2000 kg

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

IVECO

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats mission

Payload

15/03/2018 9:21 AM

ANCAP Safety

DAILY 35S13V H1 Swb LR*7.3m H2 Mwb MR*9m H2 Lwb MR*10.8m

50,710 52,690 55,330

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

7.1 7.1 7.1

93 @ 3000 93 @ 3000 93 @ 3000

320 @ 1800-2500 320 @ 1800-2500 320 @ 1800-2500

6m/8a 6m/8a 6m/8a

3 3 3

1669 kg 7.3cu.m N/A 1630 kg 9.0cu.m N/A 1590 kg 10.8cu.m N/A

50C17V H2 Mwb MR*9m H2 Lwb MR*10.8m H3 XLwb HR*12m H3 XLwb HR*16m H3 XLwb HR*18m H3 XLwb HR*20m

60,610 63,250 65,010 68,970 72,270 76,670

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

7.5 7.5 7.5 7.5 N/A N/A

125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900

430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600

6m/8a 6m/8a 6m/8a 6m/8a 6m/8a 6m/8a

3 3 3 3 3 3

2087 kg 9.0 cu.m 2081 kg 10.8cu.m 2062 kg 12.0cu.m 1954 kg 16.0cu.m 1855 kg 18.0cu.m 1804 kg 20.0cu.m

N/A N/A N/A N/A N/A N/A

70C18V Lwb HR*16m Lwb HR*18m Lwb HR*20m

76,010 79,310 83,710

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

7.5 7.5 7.5

125 @ 2900 125 @ 2900 125 @ 2900

430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600

6m/8a 6m/8a 6m/8a

3 3 3

4180 kg 16.0cu.m 4140 kg 18.0cu.m 3974 kg 20.0cu.m

N/A N/A N/A

IVECO has matched great engines with a superb 8-speed automatic from ZF. Optional 3.0-litre engine with 150 kW @ 3100-3500 rpm / 470 Nm @1400-3000.

Service Inter: 40,000 km

Warranty: 3yrs-200,000 km

*LR: Low Roof

*MR: Mid Roof

*HR: High Roof

LDV V80 SWB Low Roof Lwb Mid Roof Lwb High Roof G10 SV7C

32,621 37,884 39,989

Dsl/4T/2.5L Dsl/4T/2.5L Dsl/4T/2.5L

8.9 8.9 8.9

100 @ 3800 100 @ 3800 100 @ 3800

27,358 30,516 29,990

Ptrl/4/2.4L Dsl/4/1.9L Ptrl/4T/2.0L

11.5 105 @ 5250 8.3 106.5 @ 4000 11.7 165

330 @ 1800-2600 330 @ 1800-2600 330 @ 1800-2600

5m/6a 5m/6a 5m/6a

3 3 3

1204 kg 6.4 cu.m 3H 1419 kg 10.4 cu.m N/A 1389 kg 11.6 cu.m N/A

200 350 @ 2600 330

5m/6a 6a/6m 6a

2 2 2

1093 kg 5.2 cu.m 1030 kg 5.2 cu.m 743 kg 5.2 cu.m

N/A N/A N/A

V80 is an old design but G10 is a big leap forwards for this Chinese importer. Resale value is highly questionable so don’t expect high returns after three years.

Service Inter: 15,000 km Warranty: 3yrs-100,000 km

DELIVERY ISSUE 77

81

SMALL - MEDIUM - LARGE VANS Variants

MERCEDES BENZ

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

SPECIFICATIONS Torque Nm – rpm

Trans- Seats mission

Payload

ANCAP Safety

VITO 111 CDI Swb CDI Lwb

37,320 40,720

Dsl/4T/1.6L Dsl/4T/1.6L

6.2 6.2

84 @ 3800 84 @ 3800

270 @ 1500-2500 270 @ 1500-2500

6m 6m

2 2

1285 kg 5.8 cu.m 1235 kg 6.9 cu.m

5H 5H

114 BlueTec Van SWB BlueTec Van LWB BlueTec Crew Cab BlueTec Crew Cab

43,000 46,400 52,720 54,420

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

6.4 6.4 6.4 N/A

100 @ 3800 100 @ 3800 100 @ 3800 100 @ 3800

330 @ 1200-2400 330 @ 1200-2400 330 @ 1200-2400 330 @ 1200-2400

6m/7a 6m/7a 7a 7a

2 2 5 5

1180 kg 5.8 cu.m 1130 kg 6.9 cu.m 905 kg 3.6 cu.m TBC kg 4.1 cu.m

5H 5H 5H

116 BlueTec Van SWB BlueTec Van LWB

48,570 51,970

Dsl/4T/2.1L Dsl/4T/2.1L

6.0 6.0

120 @ 3800 120 @ 3800

380 @ 1400-2400 380 @ 1400-2400

7a 7a

2 2

1155 kg 5.8 cu.m 1110 kg 6.9 cu.m

5H 5H

119 BlueTec SWB BlueTec LWB BlueTec Crew Van BlueTec Crew Van LWB

51,700 55,100 58,670 60,370

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

6 6 6.3 N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1400-2400 440 @ 1400-2400 440 @ 1400-2400 440 @ 1400-2400

7a 7a 7a 7a

2 2 5 5

1145 kg 5.8 cu.m 1100 kg 6.9 cu.m 895 kg 3.6 cu.m TBC kg 4.1 cu.m

5H 5H 5H 5H

310 CDI Swb Mwb

44,490 46,590

Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A

70 @ 3800 70 @ 3800

250 @ 1400-2400 250 @ 1400-2400

6m/7a 6m/7a

2-3 opt 1535 kg 7.5 cu.m 2-3 opt 1470 kg 9.0 cu.m

N/A N/A

313 CDI Swb Swb High Roof Mwb Mwb High Roof Lwb High Roof Lwb Super High Roof

50,490 52,480 52,610 54,600 56,250 59,350

Dsl/4T/2.1L Dsl/4T/2.2L Dsl/4T/2.1L Dsl/4T/2.2L Dsl/4T/2.1L Dsl/4T/2.2L

N/A N/A N/A N/A N/A N/A

95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800

305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400

6m/7a 6m/7a 6m/7a 6m/7a 6m/7a 6m/7a

2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt

1570 kg 7.5 cu.m 1535 kg 8.5 cu.m 1500 kg 9.0 cu.m 1470 kg 10.5 cu.m 1305 kg 14 cu.m 1285 kg 15.5 cu.m

N/A N/A N/A N/A N/A N/A

316 CDI Mwb Mwb HR* Lwb HR* Lwb SHR* Ex Long HR* Ex Long SHR*

55,945 57,995 59,580 61,680 62,155 65,255

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/7a 6m/7a 6m/7a 6m/7a 6m/7a 6m/7a

2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt

1500 kg 9 cu.m 1480 kg 10.5 cu.m 1305 kg 14 cu.m 1285 kg 15.5 cu.m 1255 kg 15.5 cu.m 1235 kg 17 cu.m

N/A N/A N/A N/A N/A N/A

62,510 64,560 66,145 69,245

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

7a 7a 7a 7a

2-3 opt 1450 kg 9 cu.m 2-3 opt 1430 kg 10.5 cu.m 2-3 opt 1255 kg 14 cu.m 2-3 opt 1235 kg 15.5 cu.m

N/A N/A N/A N/A

60,250 62,300 63,885 66,985

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/7a 6m/7a 6m/7a 6m/7a

2-3 opt 2200 kg 9 cu.m 2-3 opt 2180 kg 10.5 cu.m 2-3 opt 2000 kg 14 cu.m 2-3 opt 1980 kg 15.5 cu.m

N/A N/A N/A N/A

70,450 72,740

Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A

140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600

7a 7a

62,310 64,680

Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A

95 @ 3800 95 @ 3800

305 @ 1200-2400 305 @ 1200-2400

6m/7a 6m/7a

2-3 opt 1945 kg 14 cu.m N/A 2-3 opt 1910 kg 15.5 cu.m N/A N/A 2-3 opt 1995 kg 14 cu.m N/A 1985 kg 2-3 opt

65,640 65,740 65,640 68,740 68,215 71,315

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/7a 6m/7a 6m/7a 6m/7a 6m/7a 6m/7a

2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt

2000 kg 14 cu.m N/A 1980 kg 15.5 cu.m N/A 2510 kg 14 cu.m N/A 2490 kg 15.5 cu.m 2435 kg 15.5 cu.m 2415 kg 17 cu.m

72,205 75,305 72,205 75,305

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

7a 7a 7a 7a

2-3 opt 2-3 opt 2-3 opt 2-3 opt

1925 kg 14 cu.m 1920 kg 15.5 cu.m 2455 kg 15.5 cu.m 2435 kg 15.5 cu.m

SPRINTER

319 CDI Mwb Mwb HR* Lwb HR* Lwb SHR* 416 CDI Mwb 4.49t Mwb HR* 4.49t Lwb HR* 4.49t Lwb SHR* 4.49t 419 CDI Lwb HR* 4.49t Lwb SHR* 4.49t 513 CDI Lwb HR* Lwb SHR* 516 CDI Lwb HR* 4.49t Lwb SHR* 4.49t Lwb HR* 5t Lwb SHR* 5t Ex Long HR* Ex Long SHR* 5t 519 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5t Lwb SHR* 5t

N/A N/A N/A N/A

Mercedes-Benz has the strongest overall line-up throughout the LCV arena. Model complexity makes it difficult to choose but knowledgeble sales staff make it easier.

Service intervals: for all Vitos, Valente & V-Class 25,000 km Warranty for all Vitos, Valente & V-Class: 3yrs/200,000 km Max Tow: 2000 kg *HR: High Roof 82

*SHR: Super High Roof

DELIVERY ISSUE 77

*LHR: Long High Roof

*CC: Cab/Chassis

ANCAP Safety: N/A

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

RENAULT

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

23,990 27,490 29,990

Trans- Seats mission

15/03/2018 9:21 AM

Payload

ANCAP Safety

KANGOO Compact Maxi Crew

Ptrl/4/1.2L Dsl/4/1.5L Dsl/4/1.5L

6.5 4.7 4.7

84 @ 4500 81 @ 4000 81 @ 4000

190 @ 2000 240 @ 1750 240 @ 1750

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

2 2 5

675 kg 3.0 cu.m 825 kg 4.0 cu.m 750 kg 1.3 cu.m

4H 4H 4H

MASTER SWB-FWD MWB-FWD LWB-FWD LWB-RWD ELWB-RWD

43,990 47,490 48,990 51,990 53,990

Dsl/4/2.3L Dsl/4/2.3L Dsl/4/2.3L Dsl/4/2.3L Dsl/4/2.3L

N/A N/A N/A N/A N/A

120 @ 3500 120 @ 3500 120 @ 3500 120 @ 3500 120 @ 3500

360 @ 1500 360 @ 1500 360 @ 1500 360 @ 1500 360 @ 1500

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

3 3 3 3 3

1663 kg 8 cu.m 1583kg 10.8 cu.m 1540 kg 13 cu.m 2207 kg 12.4 cu.m 2129 kg 17 cu.m

N/A N/A N/A N/A N/A

34,990 38,490 39,990 43,490

Dsl/4/1.6L Dsl/4/1.6L Dsl/4/1.6L Dsl/4/1.6L

6.6 6.2 6.2 6.2

85 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500

300 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500

6m 6m 6m 6m

3 3 3 6

1235 kg 5.2 cu.m 1235 kg 5.2 cu.m 1274 kg 6.0 cu.m 1118 kg 4.0 cu.m

N/A N/A N/A N/A

TRAFIC SWB 85 SWB 103 LWB 103 CREW 103

Take a close look at the Kangoo Crew and Trafic Crew for clever use of space and high levels of practicality. Trafic suffers from no auto but one is coming.

Service Inter: 30,000 km Warranty: 3yrs-200,000 km

TOYOTA

Max Tow: Kangoo 1050 kg/Trafic 2000 kg/Master 3000 kg *QS: Quickshift

HIACE Lwb Lwb Lwb Slwb

34,470 37,530 46,710 45,890

Ptrl/4/2.7L Dsl/4/3.0L Dsl/4/3.0L Dsl/4/3.0L

10.1 8.1 8.1 8.7

118 @ 5200 100 @ 3400 100 @ 3400 100 @ 3400

243 @ 4000 300 @ 1200-2400 300 @ 2400 300 @ 1200-2400

5m/6a 5m/4a 5m/4a 5m/4a

3 3 3 2

1088 kg 6 cu.m 965 kg 6 cu.m 885 kg 6 cu.m 1195 kg 9.8 cu.m

4H 4H N/A 4H

An uninteresting box on wheels that provides space with low cost to shift more for your money. Not something you aspire to drive but it is practical.

Service Inter: 10,000 km

VOLKSWAGEN

Warranty: 3yrs-100,000 km

Max Tow: 1400 kg

CADDY TSI220 Van TDI250 Van TSI220 Maxi Van TDI250 Maxi Van TSI220 Maxi Crewvan TDI250 Maxi Crewvan

29,590 32,590 31,090 34,790 31,090

Ptrl/4T/1.4L Dsl/4/2.0L Ptrl/4T/1.4L Dsl/4/2.0L Ptrl/4T/1.4L

6.2 5.3 6.2 5.3 6.2

92 @ 4800 75 @ 4000 92 @ 4800 75 @ 2900-4000 92 @ 4800

36,290

Dsl/4/2.0L

5.3

75 @ 2900-4000

250 @ 3500

36,890 38,790 45,390 45,290 40,790 47,390 47,290

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

7.0 7.7 7.6 8.2 7.7 7.6 8.2

75 @ 3500 103 @ 3500 132 @ 4000 103 @ 3500 103 @ 3500 132 @ 4000 103 @ 3500

250 @ 1500-2500 340 @ 2500 400 @ 1500-2000 340 @ 1750-2500 340 @ 1750-2500 400 @ 1500-2000 340@ 1750-2500

2 2 2 2 5

774 kg 3.2 cu.m 842 kg 3.2 cu.m 728 kg 4.2 cu.m 833 kg 4.2 cu.m 728 kg 1.65 cu.m

6DSG

5

719 kg 1.65 cu.m N/A

5m 6m/7DS 7DSG 7DSG 6m/7DS 7DSG 7DSG

2 2 2 5 2 2 5

1256kg 5.8 cu.m 1266 kg 5.8 cu.m 1180 kg 5.8 cu.m 1082 kg 1180 kg 6.7 cu.m 1124 kg 6.7 cu.m 1019 kg

220 @ 1550-3000 7DSG 250 @ 3500 6m/7a 220 @ 1550-3000 6m/7DSG 250 @ 3500 6DSG 220 @ 1550-3000 6m/7DSG

N/A N/A N/A N/A N/A

TRANSPORTER TDI250 Runner SE TDI340 Swb TDI400 Swb TDI340 Swb CV* TDI340 Lwb TDI400 Lwb TDI340 Lwb CV*

DELIVERY ISSUE 77

N/A N/A 4H 4H 4H N/A N/A

83

PEOPLE MOVERS Variants

FUSO

SPECIFICATIONS Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

ROSA Standard-BE64DJRMBFAE Deluxe-BE64DJRMDFAE Deluxe-BE64DGRMDFAE

POA POA POA

Dsl/4T/4.9L Dsl/4T/4.9L Dsl/4T/4.9L

N/A N/A N/A

110 @ 2700 110 @ 2700 110 @ 2700

441 @ 1600 441 @ 1600 441 @ 1600

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

25 25 22

2160 kg 2160kg 1705 kg

N/A N/A N/A

Rosa looks better than its flat fronted competitors and you need to shop around to get the best price. Still short on luggage space unless you lose the rear row of seats.

Service Inter: 10,000 km Warranty basic: 3yrs-100,000 km

HYUNDAI

iMax CRDi 2.5

44,290

Dsl/4T/2.4L

7.5

100 @ 3800

343 @ 1500-2500

6m/5a

8

815kg

4H

6a 6a 6a 6a 6a 6a 6a 6a

8 8 8 8 8 8 8 8

775 kg 775 kg 775 kg 775 kg 775 kg 775 kg 775 kg 775 kg

5H 5H 5H 5H 5H 5H 5H 5H

Excellent value and a strong overall package that is pleasant to drive and has established a good reputation for relaibility.

Service Inter: 15,000 km Warranty: 5yrs-unlimited km/12 months roadside assist

KIA

CARNIVAL S Si SLi Platinum Diesel S Diesel Si Diesel SLi Diesel Platinum

41,490 45,490 49,990 58,790 43,990 47,990 52,490 61,290

Ptrl/V6/3.3L Ptrl/V6/3.3L Ptrl/V6/3.3L Ptrl/V6/3.3L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

11.6 11.6 11.6 11.6 7.7 7.7 7.7 7.7

206 @ 6000 206 @ 6000 206 @ 6000 206 @ 6000 147 @ 3800 147 @ 3800 147 @ 3800 147 @ 3800

336 @ 5200 336 @ 5200 336 @ 5200 336 @ 5200 400 @ 1750-2750 400 @ 1750-2750 400 @ 1750-2750 400 @ 1750-2750

Amazingly agile, this is a quick little Mum Bus that even handles far better than expected. Some clever interior seat moves but not as easy to access as a proper minibus. Service Inter: 15,000 km Warranty: 5yrs-unlimited km

MERCEDES BENZ

Sprinter 313 CDI Mwb 3.88t Mwb HR* 3.88t Sprinter 316CDI Mwb 3.88t Mwb HR* 3.88t

64,990 67,040 79,990 82,040

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A

95 @ 3800 95 @ 3800 120 @ 3800 120 @ 3800

305 @ 1200-2400 305 @1200-2400 360 @ 1400-2400 360 @1400-2400

7a 7a 7a 7a

12(11 opt) 12(11 opt) 12(11 opt) 12(11 opt)

1400 kg 1380 kg 1400 kg 1380 kg

N/A N/A N/A N/A

V Class V250

87,200

Dsl/4TT/2.1L

6.3

140 @ 4200

440 @ 1400-2400

7a

7

630 kg

5H

Valente 639

58,100

Dsl/4T/2.2L

6.3

120 @ 3800

380 @ 1400-2400

7a

8

790 kg

5H

The best of everything in this category, with Valente the practical one, V-Class the high spec impressive one and Sprinter the get them there comfortably one.

Service Inter: 25,000 km Warranty: 3yrs-200,000 km

RENAULT Master Bus LWB

60,990

Dsl/4/2.3L

N/A

110 @ 3500

350 @ 1500

6a

12

1252 kg

N/A

Highly cost competitive and with a very high spec it is not quite as big as the Sprinter but nonetheless holds its own. Service Inter: 30,000 km Warranty: 3yrs-200,000 km

TOYOTA

HiAce Commuter bus

58,640 60,480

Ptrl/4/2.7L Dsl/4/3.0L

Coaster Lwb Bus w/aircon Deluxe

111,000 114,600

Dsl/4T/4.0L Dsl/4T/4.0L

10.9 8.9

118 @ 5200 100 @ 3400

243 @ 3800 300 @ 1200-2400

6a 5m/6a

14 14

1055 kg 1045 kg

N/A N/A

110 @ 2700 110 @ 2700

397 @ 1800 397 @ 1800

5m 5m/5a

21 21

4990 kg 4990 kg

N/A N/A

Horrible in all ways and not much fun to drive. It does the job like all Toyotas without fuss and bother. Service Inter: 10,000 km

VOLKSWAGEN

CARAVELLE Lwb

50,690

Dsl/4T/2.0L

8.2

103 @ 3500

340 @ 1750-2500

Capable and comfortable, the Caravelle loses out by not having a fluid auto to replace the DSG. Service Inter: 30,000 km 84

Warranty: 3yrs-100,000 km

DELIVERY ISSUE 77

7a

9

3000 kg

Warranty: 3yrs-200,000 km

N/A

LIGHT TRUCKS Variants

RAM TRUCKS

SPECIFICATIONS Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

139,500 142,000

Dsl/6T/6.7L Dsl/6T/6.7L

276 @ 2800 272 @ 2800

1084 @ 1600 1084 @ 1600

Trans- Seats mission

GVM

LARAMIE RAM 2500 RAM 3500

6a 6a

6 6

4490 kg 5309 kg

It is so over the top in all aspects except when you need stability and safety for towing or cruising all day on the freeway, then it reigns supreme.

Service Inter: 10,000 km

FORD

Warranty: 3yrs-100,000 km

RAM 2500 Max Tow: 6989 kg

RAM 3500 Max Tow: 6170 kg

TRANSIT 470E Single Cab Chassis 470E Double Cab Chassis

49,180 52,680

Dsl/4T/2.2L Dsl/4T/2.2L

114 @ 3500 114 @ 3500

385 @ 1600-2300 385 @ 1600-2300

6m 6m

3 7

4490 kg 4490 kg

5m 5m 5m

2/3 2/3 2/3

4490 kg 4490 kg 4490 kg

Selling like hot cakes in Europe, the addition of a new 2.0-litre engine and a six-speed auto will kick start its sales progress.

Service Inter: 15,000 km

FOTON

Warranty basic: 3yrs-100,000 km

Max Tow: 750-3000 kg

45.110 SWB Ute - Steel Tray MWB Cab Chassis Silverback

32,990 33,990 39,990

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

110 @ 2900 110 @ 2900 110 @ 2900

360 @ 1500-2900 360 @ 1500-2900 360 @ 1500-2900

China and Cummins Diesel make a good combo with more street credit than the average Chinese copycat lookalike.

Service intervals 20,000 km

Warranty 3yrs-160,000 km Variants

Max Tow: 3000 kg

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

CANTER FG 4WD FG84DC6SRFAB Swb FG84DE6SRFAB Mwb Crew Cab

POA POA POA

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

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

370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840

5 x 2m 5 x 2m 5 x 2m

3 3 7

6500 kg 6500 kg 6500 kg

CANTER 413 City Cab Swb Narrow cab

POA

Dsl/4T/3.0L

96 @ 3050 - 3500

300 @ 1300 - 3050

5m/6a

3

3510 kg

CANTER 515 515 City Cab Narrow Cab SWB 515 City Cab Narrow Cab MWB 515 City Cab Narrow Cab SuperLow MWB

POA POA POA

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

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

370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840

5m/6a 5m/6a 5m/6a

3 3 6

4500 kg 4500 kg 4500 kg

CANTER 615 Mwb Lwb Mwb Lwb

POA POA POA POA

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

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

370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840

6 DC AMT 6 DC AMT 5m 5m

3 3 3 3

6000 kg 6000 kg 6000 kg 6000 kg

CANTER 715 Tipper Swb Tipper Swb

POA POA

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

110 @ 2840-3500 110 @ 2840-3500

370 @ 1350-2840 370 @ 1350-2840

6 DC AMT 5m

3 3

6500 kg 6500 kg

CANTER 815 Mwb Lwb Mwb Lwb Crew cab Mwb Crew cab Lwb Crew cab Lwb

POA POA POA POA POA POA POA

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

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

370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840

6 DC AMT 6 DC AMT 5m 5m 6 DC AMT 6 DC AMT 5m

3 3 3 3 7 7 7

7500 kg 7500 kg 7500 kg 7500 kg 7500 kg 7500 kg 7500 kg

FUSO

86

DELIVERY ISSUE 77

Renault VANS

LIGHT TRUCKS

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

FUSO

15/03/2018 9:21 AM

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

CANTER 918 Lwb Lwb XLwb XLwb XXLwb XXLwb Crew Cab Lwb Crew Cab Lwb

POA POA POA POA POA POA POA POA

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

129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500

430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860

6 DC AMT 5m 6 DC AMT 5m 6 DC AMT 5m 6 DC AMT 5m

3 3 3 3 3 3 7 7

8550 kg 8550 kg 8550 kg 8550 kg 8550 kg 8550 kg 8200 kg 8200 kg

CANTER FG 4x4 4WD, Swb 4WD, Mwb 4WD Crew Cab Mwb

POA POA POA

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

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

370 @ 1350-2840 370 @ 1350-2840 370 @ 1350-2840

5m 5m 5m

3 3 7

6500 kg 6500 kg 6500 kg

CANTER ECO HYBRID Hybrid Mwb

POA

Dsl/4T/3.0L Electric motor

110 @ 2840-3500

370 @ 1350-2840

6 DC AMT

3

7500 kg

May the Force of Daimler be with you. Strong engineering and ability make Fuso attractive at the light end of the market.

Service Inter: 30,000 km Warranty Basic: 3yrs-100,000 km Max Tow: Canter Eco-Hybrid 0 kg Max Tow: Canter 2.0 4000 kg, Canter 3.0 & Canter 3.5 5000 kg, Canter 3.5 4WD 4600 kg, Canter 4.0 5500 kg, Canter 4.5 5450 kg Variants

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

616 Short IFS Trade Ace Short Auto IFS Trade Ace Short Auto IFS Auto IFS Tipper Short IFS IFS Tipper Medium IFS Medium Auto IFS Medium Auto IFS Work Ace Short Hybrid IFS ProShift 5 Medium Hybrid IFS ProShift5 Short Auto Medium Auto Medium Auto Trade Ace Medium Auto Steel Ace Long Crew Auto Medium Hybrid ProShift 5 Long Hybrid ProShift 5 Short Auto Tipper Long Auto

POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA

Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

5m 6a 6a 6a 5m 5m 5m 6a 6a 5AMT 5AMT 6a 6a 6a 6a 6a 5AMT 5AMT 6a 6a

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 7 3 3 3 3

4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg

617 Short Cab Chassis Tipper Cab Chassis Medium Cab Chassis Medium Trade Ace Cab/Chassis Medium Steel Ace Alloy Tray Long Steel Tray Long Crew Cab/Chassis

POA POA POA POA POA POA POA

Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L

121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500

464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400

6m 6m 6m 6m 6m 6m 6m

3 3 3 3 3 3 3

4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg

716 Medium AutoTrade Ace Alloy Tray Medium Auto Steel Ace Steel Tray Medium Auto Tipper Medium Auto Medium Hybrid ProShift 5 Long Hybrid ProShift 5

POA POA POA POA POA POA

Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

6a 6a 6a 6a 5AMT 5AMT

3 3 3 3 3 3

6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg

HINO

DELIVERY ISSUE 77

87

LIGHT TRUCKS

SPECIFICATIONS

Variants

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

717 Medium AutoTrade Ace Alloy Tray Medium Auto Steel Ace Steel Tray Medium Trade Ace Alloy Tray Medium Steel Ace Steel Tray Long Cab/Chassis X Long Crew Cab XLong Crew Tipper

POA POA POA POA POA POA POA

Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500

420 @ 1400 420 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400

6a 6a 6m 6m 6m 6m 6m

3 3 3 3 3 7 7

6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg

816 Medium Auto Medium AutoTrade Ace Alloy Tray Medium Auto Steel Ace Steel Tray Long Auto X Long Crew Auto X Long Auto Crew Tipper

POA POA POA POA POA POA

Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

6a 6a 6a 6a 6a 6a

3 3 3 3 7 3

7300/4495 kg 7300/4495 kg 7300/4495 kg 7300/4495 kg 7300/4495 kg 7300/4495 kg

920 Medium Medium Trade ace Medium Steel Ace Steel Tray Long XXLong XXLong Crew Medium Auto Medium Auto Trade Ace Medium Auto Steel Ace Steel Tray Long Auto XXLong Auto XXLong Crew

POA POA POA POA POA POA POA POA POA POA POA POA

Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L

139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600

510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500

6m 6m 6m 6m 6m 6m 6a 6a 6a 6a 6a 6a

3 3 3 3 3 7 3 3 3 3 3 7

8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg

Hino is experiencing such an upgrade to its product line up and customer support that it is stepping into a higher level of appeal with all its products.

Service Inter: 20,000 km Warranty basic: 3yrs-200,000 km Max Tow: 3500 kg

ISUZU

88

N SERIES NLR 45-150 SWB MWB Tipper SWB TradePack SWB Premium TradePack MWB TradePack MWB Premium TradePack SWB ServicePack

N/A N/A N/A N/A N/A N/A N/A N/A

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

110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800

5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT

3 3 3 3 3 3 3 3

4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg

NLR 45-150 AWD AWD AWD Crew AWD Tipper

N/A N/A N/A

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

110 @ 2800 110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800

5m 5m 5m

3 7 3

4500 kg 4500 kg 4500 kg

NNR 45-150 SWB MWB CREW

N/A N/A N/A

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

110 @ 2800 110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800

6m/6AMT 6m/6AMT 6m/6AMT

3 3 3

4500 kg 4500 kg 4500 kg

NNR 55-150 SWB MWB

N/A N/A

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

110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800

6m/6AMT 6m/6AMT

3 3

4500 kg 4500 kg

NNR 65-150 MWB

N/A

Dsl/4T/3.0L

110 @ 2800

375 @ 1600-2800

6m/6AMT

3

4500 kg

DELIVERY ISSUE 77

Renault VANS

LIGHT TRUCKS

Always deliver.

REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

ISUZU

15/03/2018 9:21 AM

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

NPR 45-155 SWB TradePack SWB Premium TradePack

N/A N/A

Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600

6m/6AMT 6m/6AMT

3 3

4500 kg 4500 kg

NPR 45-190 MWB CREW Tipper Crew Tipper

N/A N/A N/A N/A

Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600

6AMT 6m/6AMT 6m 6m

3 3 3 7

4500 kg 4500 kg 4500 kg 4500 kg

NPS 45-155 4x4 4x4 Crew

N/A N/A

Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600

5m 5m

3 7

4500 kg 4500 kg

NLS200 Cab Chassis

60,977

Dsl/4T/3.0L

110 @ 2800

375 @ 1600-2800

5m

3

4500 kg

NPS250/300 4X4 Cab Chassis Crew Cab

80,281 87,099

Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600

5x2m 5x2m

3 7

4500/6000kg 4500/6000kg

Market leaders for a quarter of a century, Isuzu has a perfect specification for just about any trucking application. Strong engine reputation and virtually unbreakable.

Inter: 15,000 km Warranty basic: 3yrs-100,000 km Max Tow: 3500 kg (except NLR) / NRL Max) Max Tow: 2500 kg

IVECO

DAILY 45C Single Cab/Chassis Single Cab/Chassis

POA POA

Dsl/4T/3L Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600 150 @ 3100-3500 470 @ 1400-3000

6m/8a 6m/8a

3 3

4495 kg 4495 kg

50C Single Cab/Chassis Lwb Single Cab Chassis LWB Dual Cab/Chassis Lwb Dual Cab Chassis Lwb

POA POA POA POA

Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L

125 @ 2900-3500 150 @ 3100-3500 125 @ 2900-3500 150 @ 3100-3500

430 @ 1500-2600 470 @ 1400-3000 430 @ 1500-2600 470 @ 1400-3000

6m/8a 6m/8a 6m/8a 6m/8a

3 3 7 7

4495 kg 4495 kg 4495 kg 4495 kg

70C Single Cab/Chassis Single Cab/Chassis Dual Cab/Chassis Dual Cab/Chassis

POA POA POA POA

Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L

125 @ 2900-3500 150 @ 3100-3500 125 @ 2900-3500 150 @ 3100-3500

430 @ 1500-2600 470 @ 1400-2600 430 @ 1500-2600 470 @ 1400-2600

6m/8a 6m/8a 6m/8a 6m/8a

3 3 7 7

4495 kg 4495 kg 4495 kg 4495 kg

4x4 Single Cab/Chassis Dual Cab/Chassis

POA POA

Dsl/4T/3L Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600 125 @ 2900-3500 430 @ 1500-2600

6m/8a 6m/8a

3 7

4495 kg 4495 kg

The Italian answer to the light commercial van market is strong on appeal and certainly has an excellent drivetrain. So many options you may need a phrase book to find the right spec’. Service Inter for 45C17, 50C17, 70C17D: 40,000 km Warranty: 3yrs-200,000 km

MERCEDES-BENZ

SPRINTER 316 CDI Mwb CDI Dual Cab Mwb 516 Mwb Cab Chassis Mwb Dual Cab Lwb 4.49t/5.0t Lwb Cab Chassis 519 Lwb Cab Chassis 4.49t/5.0t Dual Cab Chassis 4.49t/5.0t

49,815 54,325

Dsl/4T/2.1L Dsl/4T/2.1L

120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a

3 6

3550 kg 3550 kg

54,425 58,940 56,030 60,540

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a 6m/5a 6m/5a

3 6/7opt 3 6/7 opt

4490 kg 4490 kg 4490 kg 4490 kg

62,545 67,060

Dsl/V6/3.0L Dsl/V6/3.0L

140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600

7G-Tronic 7G-Tronic

3 6/7 opt

4490/5000*kg 4490/5000*kg

It may be due for replacement in the next two years but Sprinter still outclasses just about any LCV on the market.

Service Inter: 30,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist Max Tow: 2000 kg

DELIVERY ISSUE 77

89

LIGHT TRUCKS Variants

RENAULT

SPECIFICATIONS Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

43,490 49,990 53,490

Dsl/4T/2.3L Dsl/4/2.3L Dsl/4/2.3L

110 @ 3500 120 @ 3500 120 @ 3500

350 @ 1500 360 @ 1500 360 @ 1500

Trans- Seats mission

GVM

MASTER Platform Cab Fwd LWB Single Cab Chassis Rwd LWB Dual Cab Chassis Rwd

6m 6m 6m

7 3 7

3510 kg 4495 kg 4495 kg

The Master single and dual-cab-chassis models have gained a major upgrade and are priced very competitively. Great to drive and high on appeal.

Service Inter: 30,000 km Warranty: 3yrs-200,000 km Max Tow: 3000 kg

VOLKSWAGEN

TRANSPORTER TD1340 LWB Cab Chassis single cab FWD

POA

Dsl/4T/2.0L

340 @ 1750-2500

103 @ 3500

DSG

2

3000 kg

TD1400 LWB Cab Chassis Double Cab FWD

POA

Dsl/4T/2.0L

400 @ 1500-2000

132 @ 4000

DSG

5

3000 kg

Crafter has been killed off until its replacement surfaces, so in the meantime only the Transporter is left holding the VW baton.

Service Inter: 30,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg

90

DELIVERY ISSUE 77

THERE IS ONLY ONE CANOPY THAT IS SAFE, SECURE AND STRONG. A SMM STEEL CANOPY!

Sammitr Australia Pty Ltd 10 Greens Road, Dandenong South, VIC 3175 Phone (03) 9706 7194 Email: sales@sammitr.com.au

www.smmcanopies.com.au

Renault KANGOO MAXI

The big little van.

Renault Kangoo is the perfect little workhorse for the city, with clever design, powerful turbo diesel engine, automatic transmission, and more: • Dual side doors • ESC & 4 airbags • 3-year 200,000km warranty Don’t miss out on the van that handles small, but packs a big load. Head to your nearest Renault dealer today.

from

29,990

$

*

drive away

*Recommended drive away price for KANGOO Maxi Automatic with non-metallic paint. Valid for vehicles ordered between 01/01/2018 and 30/06/2018 or while stocks last. Renault reserves the right to vary, extend or withdraw this offer. Offer available to ABN holders only, and excludes government and fleet buyers.