DELIVERY MAGAZINE ISSUE #79 AUG/SEPT 2018

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

www.deliverymagazine.com.au ISSUE 79 AUG/SEP 2018 RRP: $8.95

ISSUE 79 AUGUST / SEPTEMBER 2018 Delivery Magazine is an AfMA Strategic Alliance Partner

RAM 1500 EXPRESS QUAD CAB 5.7 LITRE V8 - 4.5 TONNES OF

TOWING MUSCLE – $79,950 DRIVE-AWAY

No joke.

Vito Van 111 SWB manual

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Including: • 5 star ANCAP safety rating • 1.2t payload • Crosswind assist

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RAM RAID The RAM 1500 4x4 arrives with 5.7 litres of V8 power and 4.5 tonnes of towing muscle

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X-Press Delivery

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Ute Purrfection

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Ranger Rebellion

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The highly anticipated X-Class 350d 4MATIC Purrfect harmony in the HSV SportsCat Will more power from a smaller capacity engine cut the mustard amongst ute buyers?

Classical Gas Will stepping back into gas be the way forwards to reduce emissions?

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Sprinter Debut

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Custom Made

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One of the world’s best vans just got better Transit Custom improves its appeal and raises safety levels

iLoad to Go Hyundai’s iLoad still retains maximum appeal for the average PUD fleet

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Hyundai iMax Elite

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Planning for the Future

Refinement in the form of the Hyundai iMax Elite.

The 2018 AfMA Conference

Going for Grunt VW aims for more bang for its buck

The Best of Mates Isuzu’s D-MAX is the friend you need that doesn’t let you down

X-Pressing Interest Stuart Martin spends a week with the new Mercedes-Benz X-Class 250d

A Likeable Rogue

70 4X2 Small Cab/Chassis Utes 74 4X4 Vehicles 80 Small-Medium-Large Vans 84 People Movers 85 Light Trucks

Toyota gears up the HiLux

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - S tuart Martin, Rob Randazzo, Brenton O’Connor, Ed Higginson Photography - B andits & 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.

Follow Delivery Magazine on Facebook www.facebook.com/DeliveryMagazine

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

EDITORIAL

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he Aussie love affair with the ute continues to surprise the market, with the VFacts registration statistics for the close of June and the first half of 2018 showing that of the top ten vehicle sales by volume, the first three positions were held

by Toyota HiLux, Ford Ranger and Mitsubishi Triton. Light commercial vehicle sales in general continue to show growth, with this YTD segment of the market now accounting for 20.3 percent of the total vehicle market.

In the LCV van segment, sales of small vans remain dominated by the VW Caddy at 65.9 percent of the segment, followed in second place by Renault with the Kangoo at 25.6 percent market share.

In the medium-van segment, it’s once again Toyota with the HiAce holding 33.1 percent market share with sales of 3408 units, leading Hyundai and the iLOAD with 23.2 percent and sales of 2385 units. VW and the Transporter ranks in 3rd place, while Renault romps in at 4th position with the Trafic. Ford underperforms its potential with the Transit Custom in 5th place, followed by LDV with the G10 and V80 in 6th, and the Mercedes-Benz Vito in 7th position.

The large-van segment includes light trucks such as the Japanese brands with GVMs above 3500 kg, with Isuzu leading the pack, followed by the Mercedes-Benz Sprinter, Hino, Fuso, the Renault Master, Iveco Daily, Fiat Ducato and Ford Transit.

It’s interesting how the large vans are making gains in appeal when compared to buying a light truck and then organising a specific body to be fitted. That said, the more astute of the Japanese brands are offering pre-bodied trucks specifically to suit more specialised requirements and thereby reinforcing their appeal to various trade applications.

As outlined in this issue, the current Japanese dominated ute market is about to find itself coming under its greatest challenge with the incoming competition from RAM Trucks and Chevrolet. The launch of the RAM 1500 Express and Laramie models added to the 2500 and 3500 higher weight models, plus the Chevrolet Silverado, create competing product lineups that offer buyers a full 4.5 tonnes towing ability.

With so many Australians hauling boats and caravans that when combined with loads stowed on the vehicle are grossly overloaded, the various state roads and traffic authorities are turning their attention to towing limit enforcement. Increasing the permitted towing weight of the existing utes in the market is not achieved by changing paperwork, nor is an upgrade to raise the individual towing limit a simple tick in a box on a spec sheet.

The increasing popularity of Japanese-style utes has seen specs increase and prices rise, closing the gap on the higher-rated American vehicles. American Special Vehicles is a wholly owned subsidiary of the ATECO Group, which subcontracts the remanufacturing of the RAM Trucks products to the Walkinshaw Automotive Group. The result 6

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is the RAM Trucks range of US utes that suit our market regulations, resulting from a full manufacturer-approved production line in Australia. Delivery predicts that the American ute will achieve a very rapid acceptance rate, with the side benefits of higher vehicle specifications, higher towing abilities and a corresponding increase in safety.

And now a cautionary tale for those buyers that select purely on price, without considering the individual manufacturer’s investment on customer support, genuine parts stocking and availability, plus a nationwide dealer network.

In the past few years the market has seen manufacturers such as Great Wall, JAC and SsangYong compete by offering lower pricing, only to then wither on the vine. While Great Wall and SsangYong appear to remain committed to staying in the Australian market, it appears that buyers of the JMC products of light trucks and utes are the latest casualties, with JMIE the importer apparently abruptly pulling out of the Australian market, leaving customers and dealerships without stock, support or a particularly clear indication of the brand intent.

Delivery Magazine understands that with Chinese executives having allegedly returned suddenly to their homeland, Australian employees appear to have been left cleaning up the mess left behind, without any clear indication of what lies ahead for the future of the brand, or the continuance of the advertising and sports sponsorship programmes to which it had committed.

Against this backdrop of disaster for existing customers, wondering if their vehicle will be supported and whether the resale value will fall through the floor, is the continuing alleged corruption and environmental vandalism at Volkswagen relating to the Dieselgate scandal.

With mid-level executives of the various divisions of the company already serving prison sentences around the world, sales in Europe and Australia appear to have weathered the bad publicity and remained buoyant.

It’s a different story in the US market and South Korea where sales have slumped, but it’s proof that, for our market, an aspirational purchase and product reputation outweighs buyer concern over executive behaviour. Senior VW executives have quietly exited the company without retribution, and despite global fines now exceeding $27 billion USD, the suggestion that VW is simply too large a corporation for the German government to allow it to fail appears to hold sway for its future.

All our team at Delivery hope that you enjoy our latest issue, full of vehicle evaluations, and, of course, backed by our comprehensive specification chart analysis.

As always, stay safe and enjoy the drive.

Kind regards,

Chris Mullett, Managing Editor and Publisher

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FEATURE

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RAM RAID The ute market is about to be rocked when the RAM 1500 4x4 arrives in Australia with 5.7 litres of V8 power and 4.5 tonnes of towing muscle.

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ustralia created the ute, but since the demise of Ford’s Falcon and Holden’s Commodore the choice of which model or brand to purchase comes down to lots of competing Japanesestyle products, plus a couple from South Korea and India. Engine sizes have generally shrunk to the mid-2.0-litre level to suit the European, and now global, desire for lower emissions, and towing limits have stalled at 3.0-3.5 tonnes.

The average punter doesn’t strictly adhere to maximum towing restrictions, often operating on the “she’ll-be-right” premise that there’s a bit of reserve built in to the product by the manufacturer that should prevent the chassis from stretching or snapping completely. Prices have steadily climbed, while specifications have basically stayed very similar, to the extent that a simple load carrier that used to cost under $20,000 is now on the market with all its bells and whistles at a price approaching, or in some cases exceeding, $80,000.

That’s how this year started off, but it’s not going to be how this year finishes.

RAM Trucks Australia is heading to a town near you, with the V8 5.7-litre you’d like under the bonnet and 4.5 tonnes towing limit that will cover you for pretty much anything you need to tow in safety, rather than operating in the hope of good fortune. And it’s offering what the market wants for a comparable price, but at a much higher standard.

The RAM 1500 is now in full production in Australia, with the RAM 1500 joining the existing 2500 and 3500 models on a brand-new, purpose-built production line to undergo a full remanufacturing process in Clayton, Victoria, that is recognised and fully approved by RAM Trucks itself.

The 1500 five-seater is noticeably different by being lower to the ground, appearing more compact and not quite so daunting perhaps as the 2500 and 3500 models.

RAM 1500 4X4 The wheelbase is 220 mm shorter, with a reduction in overall length of 214 mm. It’s also close to 1160 kg lighter, a benefit of the shift to V8 petrol power from the massive diesel of the 2500 and 3500 models. Towards the end of the year, the VM Motori 3.0-litre diesel that powers the Chrysler 300C will join the options list, albeit reprogrammed to different operating parameters.

Built to full production quality, the remanufacturing process changes the front firewall, steering system, HVAC system and interior to full right-hand-drive quality assembly standards. As an indication of how seriously RAM Trucks is taking its involvement in the Australian market, production levels by November this year will be running at 10 vehicles per day, covering the three 1500, 2500 and 3500 products.

The plan is for this manufacturing level to further increase rapidly to over 4500 vehicles per year within three years.

Regular readers of Delivery will be well familiar with our views of the RAM 2500, with reports through the year of our continuing long-term evaluation that’s clocked up over 30,000 km without any concerns, testimony to the quality of the remanufacturing process.

With its 5.7-litre, straight-six, turbocharged Cummins Diesel and six-speed automatic transmission, the 2500 defies the presumption that at 3.6 tonnes its fuel economy would be less than satisfactory. Having recorded a best figure of 9.0 l/100 km, the general average cruise economy has stayed constant at 10.5 l/100 km, and, with 276 kW at 2800 rpm and peak torque of 1084 Nm rated at 1600 rpm, it’s the dream vehicle for long runs and heavyweight towing jobs of up to 4.5 tonnes on a 70 mm ball or 6.9 tonnes on a pintle hook, running up to goose-neck fifth-wheelers.

It’s off the back of the success of the RAM 2500 and heavier-duty 3500 models that RAM Trucks had the guts to introduce the RAM 1500, aiming straight at the mass market that is dissatisfied with the products currently on offer.

Tradies that bought the 6.2-litre supercharged HSV GTSR V8, or the Boss V8-engined 5.4-litre FPV Falcon ute will head straight to their nearest RAM Trucks dealer for a slice of the RAM 1500 action. So too will those that haul twin-axled caravans with slide-out side body extensions, or large boat trailers.

The RAM 1500 quite simply redraws key benchmarks for the fastest growing market sector in the Australia vehicle market, setting new standards for towing capacity, tub size, interior space and comfort. The legendary 5.7-litre HEMI V8, with 291 kW at 5600 rpm and peak torque of 556 Nm rated at 3950 rpm resets the performance yardstick as well as marking the return to the market of the much loved V8 ute that is an Australian icon.

The final crunch for the competition comes with an opening driveaway price for the RAM 1500 Express Quad Cab of $79,950, ranging up to $104,450 (plus on road costs) for the 1500 Laramie with RamBoxes, positioning the RAM 1500 as the key top-spec ute in the Australian market.

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FEATURE “The RAM 1500 is built and equipped to meet the changing demands of the Australian ute buyer demanding more towing capacity, more space inside and out, and better performance,” says Alex Stewart, general manager of RAM Trucks Australia.

“With a maximum towing capacity of up to 4.5 tonnes, it is a clear full tonne ahead of its rivals, with both the power and a chassis designed by the world-leading experts to safely tow that extra weight,” said Alex.

The RAM 1500 offers the choice of two tub sizes, with the largest nearly two metres long and more than 1.2 metres wide between the wheel arches. Additional features include a choice of axle ratios (to suit towing applications) and the unique RamBoxes – two 240-litre lockers on either side of the tub that may be used as secure storage or as a pair of ice-filled cool boxes.

At 5.8 metres long and a little over 2.0 metres wide, the extra size of the RAM 1500 translates into more space inside and outside. The 1500 Express Quad Cab comes with an interior volume of 3.3 cubic metres, offering more room than the majority of conventional utes, with impressive levels of shoulder and hip room. The 1500 Laramie comes with the Crew Cab that’s also fitted to the 2500 and 3500 models, which differs from the Quad Cab by having additional length between the B and C pillars.

With 3.5 cubic metres of interior space and a rear seat legroom length of more than a metre, it’s as spacious in the back as the front.

The 1500 Express with its colour-matched grille, bumpers and trim, is clearly the sporty member of the family. For those looking for something even more edgy, RAM will be offering a Black Pack towards the end of the year, which, as the name suggests, turns everything to black, complete with leather lined dashboard.

The RAM 1500 Laramie features the traditional RAM chrome grille and tasteful use of chrome highlights from the 2500 and 3500, but offers a more upmarket interior spec that includes heated and cooled ventilated front seats, a heated steering wheel, leather trim, deep pile carpeting and an equipment list that ranks with prestige cars.

The latest Hemi V8 design includes a coil-on-plug distributorfree ignition system, Variable Valve Timing (VVT) and two spark plugs per cylinder to shorten flame travel for more consistent combustion and reduced emissions. Its smart engine management system with the Multi-Displacement System (MDS) can shut off two cylinders on each bank under light load to improve fuel economy. When power and torque requirements increase, the full eight cylinders come back into play, boosting performance accompanied by the traditional V8 exhaust note. The driveline is completed by the TorqueFlite eight-speed transmission.

The Ram 1500 features electric power steering (EPS), which alone improves fuel efficiency by up to 1.8 percent and frees up an additional five horsepower.

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RAM 1500 4X4 With EPS, each Ram 1500 can be specifically calibrated to optimise steering effort and precision regardless of body or powertrain configuration. Additionally, EPS senses constant input from the driver, for example a crown in the road, and compensates to improve comfort.

High-strength steel is now used for the front chassis rails, increasing strength by 20 percent, while portions of the frame are hydroformed for dimensional accuracy (hydroforming reduces the amount of welding that leads to distortion). Side rails are fully boxed for both strength and durability with new larger body mounts located on the front frame rails and at the C-pillar.

The Ram 1500 uses an exclusive multi-link, coil-spring rear suspension design that is 20 kg lighter than a comparable leaf spring and provides improved ride and handling characteristics with no loss of capability. The front independent suspension combines upper control arms, aluminium lower control arms and retuned geometry with coil springs for improved responsiveness and handling. Robust ball joints on the front suspension yield greater durability and are engineered with improved sealing methods.

Four-wheel disc brakes are standard on all RAM 1500 Truck models. The front rotors measure 336 mm in diameter and are clamped with dual-piston callipers, while rear rotors are 352 mm and utilise single-piston callipers.

ABS brakes lead a whole phalanx of electric chassis assistance packages to improve on road safety.

“So far as the customer is concerned, buying and owning a RAM, be it the new 1500 or its heavy-duty brothers, the 2500 and 3500, should be absolutely no different from buying any other mainstream vehicle,” says Alex Stewart.

“This means everything from production-line quality and consistency of product, to a national dealer network, a factory-supported warranty of 100,000 km or three-years, breakdown assist 24/7 that includes trailer recovery, through to back-up of full parts and accessory warehouses in Sydney and Auckland that can deliver parts to anywhere in the country within 24 hours,” concluded Alex.

The ute world as we know it has just become much more interesting. The RAM is not designed to be the ultimate go-anywhere off-road vehicle, as indicated by the extralong wheelbase and amount of available axle articulation.

It is, however, the ultimate tow vehicle, and, with a full factory-approved manufacturing operation to produce right-hand-drive RAMs in Australia, there’s every reason for the competition at the top end of this market segment to feel extremely nervous.

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NISSAN NAVARA HARD WORK, TOO EASY Get the job done right first time, every time. The Nissan Navara combines the power of an advanced twin turbo diesel engine with smart technology, dominant ride height and tough exterior styling.

With a range of cabin and body configurations, the Nissan Navara is ready to take on the toughest worksite, whatever it demands.

nissan.com.au/navara

DRIVEN

X-PRESS DELIVERY Warren Caves drives the highly anticipated X-Class 350d 4MATIC. Images by Torque it Up and Daimler Europe

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MERCEDES-BENZ X-CLASS

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ercedes-Benz chose the diverse landscapes and visually rich country of Slovenia for its press launch of the X-Class 350d 4MATIC, prior to it being released on sale in Australia. The beautiful scenery provided the perfect backdrop for Delivery magazine to take part in an organised drive programme designed to represent the multitude of driving scenarios to which purchasers might expect to subject their own X-Class.

The power race is well and truly on to achieve best-in-class with power output from the new Benz at 190 kW and torque at an impressive 550 Nm, between 1400 and 3200 rpm.

Following on from the X-Class 250d range released into the Australian market in April of this year, the X-Class 350d V6 turbo diesel will enter the Australian market around December this year in direct competition with its closest rival, the Volkswagen Amarok V6. With similar power and torque figures and European design, Mercedes-Benz will have to work hard to attract new buyers to its latest powerup version of the X-Class.

Going with the bigger is better philosophy, VW Amarok has also recently matched the 190 kW figure of the 350d and out-gunned it in the torque stakes by achieving 580 Nm in its V6.

Featuring the fully Mercedes developed, 3.0-litre V6 turbo diesel engine migrated across from the E-Class model, and its accompanying 7G-TRONIC PLUS seven-speed automatic transmission, this combination has catapulted the 350d 4MATIC to new levels of performance, both on and off-road, in the dual-cab pick-up market.

These figures translate to 0-100 km/h in just 7.5 seconds, with speed topping out at 205 km/h, figures which are none too shabby for a vehicle tipping the scales in excess of 2100 kg.

MB will have available a selection of accessories to complement the X-Class range. Tow packages, side steps, canopies, and roof racks are available, with a bullbar and nudge bar currently under development, specifically designed for the Australian market.

Mercedes-Benz off-road vehicle production up until now has been limited to Unimog and Zetros trucks and the G-wagon. All of which fulfil the off-road capabilities required of them, but without the polished, on-road manners of a passenger car.

This all changed with the release of the X-Class 220d and 250d in Australia earlier this year. These X-Class models feature the Nissan Navara sourced 2.3-litre, high-torque, common-rail turbo diesel, rated at 120 kW and 140 kW respectively. Reprogramming of the engine and driveline management systems were carried out by MB engineers to replicate the standard expected from a prestige MercedesBenz vehicle.

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DRIVEN As the premium model in the X-Class line-up, the X-Class 350d 4MATIC will bring the Mercedes dual-cab ute into direct competition with its closest competitor, the V6 Diesel Volkswagen Amarok. At the same time, it will increase the degree of separation from its Nissan Navara heritage, adding the cache of the three-pointed star. At this new upper level of ability and street cred, the X-Class V6 heralds in a new era of urban workhorse, with first-rate offroad ability and levels of refinement not before seen in this segment of the market. What the Mercedes Benz X-Class project design team has created is a vehicle that, while based upon an existing design platform, bears very little by way of characteristics to its donor heritage.

The decision to base the X-Class upon the Nissan Navara was a move by which Mercedes-Benz and Nissan could share core componentry, with the modifying, fine-tuning and re-engineering to Mercedes-Benz standards effectively getting the fruit to market more quickly. In so doing, MB has created, particularly with the 350d, a vehicle vastly different from its Nissan sibling.

Overall vehicle width has increased by 70 mm, with the wheel track increasing by 50 mm – resulting in panels and windows not being interchangeable with original Nissan components.

Coil springs all-round, and a totally new multi-link rear suspension and revised dampers, have been designed to provide a level of ride and handling performance so far almost alien to this type of vehicle.

Particular attention was given to strengthening and reinforcement of the ladder frame chassis to reduce torsional twist in cornering, to enhance handling and add to its durability.

To cater for the extra performance and power, the fourwheel, ventilated disc brakes have been upgraded to larger diameters (32 cm for the front and 30.8cm on the rear) for

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good stopping distances and high thermal efficiency, in conjunction with a larger master cylinder and brake booster.

Quite simply, while you know you’re driving a dual-cab ute, as you saw that when you jumped in, the driving experience would be more likened to that of a refined passenger car.

Unlike the 220d and 250d launched earlier this year, the X 350d 4MATIC will only be available in two specification levels, being the Progressive and Power, leaving the base model Pure, for the four-cylinder versions only. Also, the six-speed manual transmission will not be available in the X 350d V6.

With an emphasis on safety, the Mercedes Benz X-Class 350d 4MATIC will not disappoint. Seven air bags, active brake assist, active lane keeping assist, trailer stability assist, traffic sign assist, hill start assist, reverse camera and 360-degree camera system are all standard features on the Power model and are an option on the Progressive.

With the drive programme centred on the aptly named “X-Lodge” about 20 minutes drive from Ljubljana, the Slovenian capital, our Mercedes-Benz hosts were both courteous and friendly, albeit a little sombre in mood from the previous night’s loss by Germany to Mexico in the World Cup. In order to capitalise on local knowledge, Mercedes-Benz organisers had mapped out a selection of five test drive routes and uploaded them into the vehicles navigation systems. The routes covered a variety of terrain from a small constructed off-road course to high speed, sealed and gravel mountain roads and motorway experiences.

The chosen test drive circuit left the lodge, continuing through narrow, semi-rural village type roads prior to motorway work, where full advantage was taken of the 350d’s V6 engine by rapidly accelerating to the 130 km/h speed limit. Plenty of power was readily available upon request; in fact, it was a bit too keen to keep going.

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DRIVEN Immediately noticeable in the car were the plush surroundings, the leather appointed seats, comfortable and supportive with ample adjustment, leather steering wheel, titanium-look dash face panel, the sleek dial control in the centre console and the infotainment system screen. It was clear from the outset that this was no ordinary farm ute.

At highway speeds, NVH levels (noise, vibration and harshness) were fantastic, as you would expect from the German manufacturer. The 7G-TRONIC PLUS transmission swapped cogs intuitively and without hesitation to maintain optimal engine speed for the selected transmission mode.

With the tachometer hovering around the 1750-1800 rpm mark at 110 km/h, and 2200 at 130 km/h, the low-revving nature of the gearing and torque bands, in conjunction with the eco stop/start feature, could realise the claimed fuel economy figures of 9.0 litres/100 km combined cycle use.

The 7G-TRONIC PLUS transmission delivers fulltime allwheel-drive, with a torque distributions bias of 60 percent to the rear axle and 40 percent to the front. This power split is claimed by Mercedes-Benz to provide ultimate traction during acceleration and sure-footed ability.

The Dynamic select system comprises five different drive modes to choose from, depending on your driving style or current terrain. Drivers can select from Comfort, Eco, Sport, Manual and Off-road. The manual mode enables gear changes from the steering-wheel-mounted paddle levers.

A centre locking differential is also fitted giving 100 percent locking to the transfer case. An optional rear differential lock was listed in the spec sheet; however, Delivery Magazine can confirm that for the Australian market this will be standard fare in the X 350d 4MATIC.

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The chosen drive mode alters transmission shift points, engine electronic parameters, and throttle response sensitivity.

Initially, I had the driving mode set to comfort, with adequate performance levels for everyday driving. Upon exiting the motorway and moving onto quieter rural environs, I selected the sport mode and immediately noticed the earlier downshifting in relation to minimal throttle pressure, instigating a more spirited experience.

Pushing hard into corners at speed, the handling from the multi-link coil spring suspension was exceptional, with very little turn-in or push from the rear. Now, I’m not comparing this vehicle to a sports car, rather comparing it to various other dual-cab utes I have driven, and the difference is markedly noticeable. Body roll was minimal and accelerating out of corners was grippy and smooth.

With the road surface changing to gravel through a mountain forest, I left the Dynamic select system in Sport mode and drove like I was late for a date with a hot blonde.

Even with the loose surface, braking into and accelerating out of corners was predictable and controlled. The axle hop normally induced by leaf spring suspensions was nowhere to be seen, with only a little confusion at one point by the traction control system when acceleration exceeded the coefficient of friction with the road surface.

The combination of the coil springs and four-wheel disc braking caters to this type of driving well, although it remains to be seen if the load-carrying capacity of the coil springs stack up against leaf springs under heavy load, or whether the aftermarket spring and airbag manufacturers are going to invest in aid options. In our view, at this end of

MERCEDES-BENZ X-CLASS the dual-cab ute market, and at the price point the X 350d might achieve, it’s unlikely that load carrying will be a major prerequisite of sale.

A small constructed off-road course was available for evaluation of the X 350d’s off-road capabilities.

The first obstacle was a short steep downhill grade at which point the DSR (downhill speed regulation) control was put to the test. When selected via a dash-mounted switch, this function limits the maximum speed the vehicle will achieve, with the fixed settings of 8.0 km/h for high range and 4.0 km/h in low range.

This section was followed by a sharp right turn, and then up a loose rocky hill to a three-point-turn on a hillside, with the reverse camera proving a handy addition for this manoeuvre, followed by a return using the same track and a later ascent of the steep hill section.

This type of terrain provided the perfect opportunity to evaluate the 360-degree camera system that monitors the ground surface on either side and in front of the vehicle, allowing clear vision of the track your wheels are about to traverse. I’m immediately reminded of a time leading a group of five vehicles across the Simpson Desert, regularly becoming bogged after stopping just before the top of a sand dune, as all that was visible in the windscreen was sky – and this new camera system would have saved me a lot of digging.

The 350d performed well on the off-road track, although it was not particularly rough. The final section consisted of some offset gravel moguls constructed to highlight suspension travel, which was handled with ease although some scraping of the side steps occurred.

Towing mass and weights place the X 350d in the same category that seems to be the standard these days, with up to 3500 kg braked towing capacity and around 1000 kg payload. While refined and stylish, the X 350d is more than capable of work duties. It remains to be seen if buyers of this vehicle will actually do that, or will it be resigned to urban taxi duties and the occasional Bunnings purchase.

Mercedes Benz has put together a really strong package, setting a benchmark of class for other manufacturers to aspire to, if they dare. With the dual-cab pickup market accounting for a large percentage of total vehicle sales, MB has been wise to get in on the action. The question is, will consumers be willing to fork out the extra dollars for a high-class version of the dual-cab ute?

The proof, as they say, will be in the pudding, and, with the Amarok Ultimate sitting around the $70k mark, it will be interesting to see how sharp Mercedes pricing will be by comparison.

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DRIVEN

UTE PURRFECTION The Brenton O’Connor viewpoint Given that dual-cab utes are far more than a load carrying workhorse with steel wheels, vinyl seats and flooring, powered by gutless four-cylinder non-turbo diesel engines, the Australian buyer has been swamped with a range of high quality options from a range of manufacturers. Given two of the three best-selling vehicles in Australia are now dual-cab utes, it is testimony to their success and their high uptake by Aussie buyers.

HSV’s aim was to make the new vehicles known as the SportsCat and SportsCat+ the most advanced 4x4s on the market. Starting from the already proven Holden Colorado dual-cab, HSV has taken the vehicle and fitted a range of equipment both internally and externally to not only make it look more impressive and less of a workhorse, but more of a luxury SUV. Powering the SportsCats is the 2.8-litre Duramax fourcylinder turbodiesel. Power for both variants is set at 147 kW at 3600 rpm, and the diesel produces 440 Nm at 2000 rpm when fitted with the manual gearbox. If you select the optional automatic, torque is increased to 500 Nm, also produced at 2000 rpm.

The six-speed manual gearbox is the standard transmission on both models, but for a further $2200 buyers can select a slick six-speed automatic transmission with ‘active select’. With the added torque and also the ease of drivability with the automatic, particularly

Brenton O’Connor and Ed Higginson find purrfect harmony in the HSV SportsCat 20

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on city driving, why anyone would choose the manual is questionable.

Pricing for the SportsCat is $60,770, whereas the range topping SportsCat+ increases the price to $66,790, both prices are for the manual transmission and also exclude on-road pricing. Service intervals are a rather standard 15,000 km. In terms of payload and towing the SportsCat excels, by offering a 1.0-tonne payload and also a 3500 kg towing option for those wanting to tow boats, caravans or horse floats.

What most impressed about the SportsCat is the level of standard equipment and also the fit and finish of the cabin, so much so, that it would have the most luxurious and high-quality finish in its class. The seats are covered in “Jasmine” leather and stitched in red to offer a contrast look. Also, the dashboard and steering wheel are also covered in leather or suede finish, and stitched in red contrast. The standard infotainment system was not only easy to use but included everything one could hope for including Apple CarPlay, navigation, digital radio, AM/ FM radio, Bluetooth audio streaming, and the list goes on. Also included as standard were heated electric seats.

The seats were supremely comfortable, albeit they were positioned too high in the cabin, which is discussed later.

HSV SPORTSCAT The SportsCat+ offers some key differences over the standard SportsCat, particularly visually to create a more aggressive look including a bulge in the bonnet, different alloy wheels, different grille inserts, larger wheel arches and a different roll-bar in the tub area. The changes are not limited to aesthetics, with the Plus model featuring rear decoupling anti-roll bar, optional SupaShock suspension, and AP racing four-piston brake callipers.

Standard equipment on both models is first rate, with the only option that would be required being the six-speed automatic transmission. The other worthwhile option could be the tub liner at a RRP of $300. Included as standard on both models is the hardcover lid, which is certainly a nice touch.

Both utes are equipped with 18” wheels, finished in matte black, although the Plus variant has a machine finished face that does indeed look better. Cooper tires are fitted as standard on both models, which will be appealing to 4WD enthusiasts due to their reputation off-road for traction and floatation.

Personally, I’d purchase the cheaper of the two options as I found the regular SportsCat rode better, as the amended suspension on the Plus model made the ride much stiffer and consequently less pleasant for everyday driving.

I preferred the styling of the standard SportsCat, and the lack of the bonnet bulge helped improve visibility. I would, however, prefer the machine-finished face on the black matte wheels included on the Plus model.

The SportsCat was certainly comfortable to travel in, and on the regular route of a mixture of city and regional driving it was by no means a chore to drive. The fuel economy experienced on the testing of the vehicle was 9.1 litres per 100 km, which was a combination of city and highway driving.

Acceleration of the automatic version of the SportsCat was very good, and the engine never felt lacking in terms of power at any times. It would certainly be interesting to trial the vehicle towing a heavy trailer up to its 3500 kg limit; however, due to a lack of towbar on the test vehicle this was not possible.

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DRIVEN

I found the driving position uncomfortable, which could be due to my height of 6’4”, as the driver’s seat position was too high, and could not be lowered sufficiently. This also impinged on my line of sight from where the windscreen meets the roof, and the tinted top area of the windscreen.

Like most dual-cab utes, the steering column has minimal vertical adjustment and no adjustment for reach, which I find quite pathetic on the behalf of all manufacturers, given that it’s included on much cheaper passenger cars as standard equipment.

As mentioned earlier, the interior fit and finish is best-inclass, and it’s just disappointing the high ride height of the driver’s seat makes the driving position uncomfortable.

The SportsCat is an impressive vehicle and offers excellent value for money given the amount of standard equipment included, with only the automatic transmission option required above the otherwise excellent level of standard equipment.

The HSV styling cues certainly differentiate the vehicle from lesser Colorado models. Thanks to the input from HSV, it’s a good choice for combining work and play in a vehicle that’s suitable for carrying and towing decent weights, while being well equipped for the modern motorist to enjoy in regular city and regional driving.

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The Ed Higginson viewpoint Any product that boasts the HSV nameplate immediately sets a higher standard for driver expectation than the original run of the mill versions. Having run out of Aussiemade Commodores to improve, the Colorado SportsCat was the obvious choice for a performance and visual upgrade.

As soon as you see the SportsCat you can tell the engineers at HSV have added plenty of spice to the Holden Colorado Z71 donor vehicle, with a range of styling and handling improvements.

On the outside, the SportsCat gets a unique grille, bonnet bulge, fascia, wheelarch flares, 18”x10” alloy wheels with Cooper Sports tyres, new tailgate, hard tonneau cover and sports bar/sail plane.

HSV has also added its touch to the interior, with premium HSV Sports seats wrapped in leather and suede, along with the dash, whilst the doors get brushed alloy touches.

You start to get a sense something is amiss when you go to start the car. With an old key ignition rather than a touch button, no steering-wheel adjustment forward or back and a cheap plastic cover on the steering wheel, it doesn’t match the $60,790 price tag for the base SportsCat manual.

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DRIVEN

Prices then rise to $66,790 for the SportsCat+. Add $2200 for the six-speed auto with Active select, $3600 for the SupaShock suspension (+ model only), and a further $647 for the roof rack. Additional options on the SportsCat+ press car push the price closer to $77,000 plus on-roads.

From the front, the Ranger has a great appearance, and the Wildtrak adds to it with the black grille and bumper, a bush guard, shoulder bulges, chrome side steps, and, around the back, a black moulded tray-top spoiler, bumper and roller shutter tray lid that you either love or hate.

In this price bracket, there is some serious competition in the dual-cab arena. With the SportsCat starting at $66k drive away, it goes directly up against the Ford Ranger Wildtrak. But the choices don’t stop there, with many other credible options for similar money.

As the Wildtrak has been around for a couple of years, and with great success, Ford is stepping it up with the Ranger Raptor starting from $80,000. With the help of the Ford Performance Team, they have added a suspension upgrade to achieve an increased ride height, wider track and improved approach and departure angles for better off-road performance and on-road dynamics.

How about the Toyota HiLux Rugged X from $68k, or the VW Amarok Dark Label V6 for $70k? For a little more, you could choose the new Mercedes X350d starting around $76k, or the impressive Ford Ranger Raptor from $80k. If you want the V8 and true American heritage, why not save up and go for the new RAM 1500 starting at $80k, fitted with the impressive 5.7-litre eight-cylinder giving 291 kW of power and 556 Nm of torque?

With the Raptor, FPT has also changed the engine to increase power from 147 kW to 157 kW, and torque goes from 470 Nm to 500 Nm, thanks to the new 2.0-litre biturbo. With the addition of a 10-speed torque converter automatic transmission, the Raptor gets the performance to match the looks.

When you are looking at utes in this price range, there are long lists of options that can easily push up the prices quickly. Manufacturers have focused their dollars in different ways, so your choice will come down to what you value most – brand, looks, performance or handling.

If you can look past the Ford and Holden badges, then the Toyota HiLux Rugged X should be next on the list. Based on the highly successful HiLux SR5, meaning that you get a push-button start unlike the SportsCat, the Rugged X adds a lot of black cosmetics to make it stand out.

Like the SportsCat, the Ford Wildtrak has taken the previous top-of-the-range ute and added cosmetic features both inside and out. It doesn’t have the brash appearance of the SportsCat or Rugged X, going for a more refined muscle look.

For an additional $7k over the SR5, you get a redesigned grille, heavy-duty steel front bumper, alloy bash plate, 120watt LED light bar, LED driving lights, wheelarch mouldings and black taillight surrounds. On the inside, you get black perforated leather accented electric seats, new instrument clusters and black roof liner.

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HSV SPORTSCAT

Where the Toyota misses out to the other contenders is on performance. With the standard 2.8-litre four-cylinder turbodiesel engine, the Rugged X offers 130 kW of power and 450 Nm in the automatic transmission, while the manual is rated at just 130 kW/420 Nm.

500 Nm of torque, but it might not quench your thirst if you’ve grown up on HSV products. With the high-end ute market increasing in size, many aftermarket specialists are starting to put their focus into improving the stock engine’s performance, so you may have options to explore.

If you are looking for performance, then the VW Amarok V6 may be the way to go with its mighty 3.0-litre V6 turbodiesel, offering 165 kW of power, rising to 180 kW on overboost, and 550 Nm of torque.

The real appeal of the SportsCat is in its looks and riding dynamics, and, with the SportsCat+, people stop to admire its looks as it stands out from the ever-increasing range of competition. The riding dynamics are also impressive over the stock Colorado.

With the Ultimate Dark range, VW has also gone with the black theme, adding matte black sports bar and side steps, black wheelarch flares, black interior trim and Vienna leather trim.

With similar performance, the Mercedes X350d packs a mighty V6 engine into an already impressive ute. It might not have the bonnet bulges or flared wheels, but with 190 kW and 550 Nm along with typical Mercedes refinement and ride, if your budget hits the high-70s then this may be your choice.

At these prices, you are climbing ever closer to the ultimate range of imported American utes. Until recently, the expense of importing them and converting a small number to right-hand-drive pushed their prices into the mid-100s, but RAM Trucks Australia has changed the game with the launch of the RAM 1500. Prices kick off from $79,950 drive away, which may be the real challenge to the standard utes with their additional kit.

In the SportsCat, even though HSV hasn’t touched the 2.8-litre four-cylinder turbo diesel engine, it has great performance for a dual-cab ute with 147 kW of power and

The rear decoupling anti-roll bar on the SportsCat+ makes a real difference when travelling on fast twisty country roads, as it controls the rear roll and therefore the overall balance.

When taking it onto dirt roads for the photo shoot, the Cooper Tyres and HSV suspension did a great job of keeping the ute planted, providing confidence off the bitumen.

When you select four-wheel low, the system automatically deactivates the anti-roll bar for improved off-road performance. We also got the chance to compare the SportsCat against the SportsCat+ with the SupaShock suspension (a $3600 option), but we found this only made the ride stiffer rather than substantially improved.

Overall, the SportsCat is a good step up from the Colorado, which is gaining many fans since its model updates in 2016. There needs to be some more work, such as an adjustable steering wheel (forward and back), push-button start, more HSV branding, and, most importantly, some HSV magic on the stock engine. With these additions, the SportsCat could lead in performance, looks, riding dynamics, and, with its HSV pedigree, it would be at the front of the pack.

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FEATURE

T

he old adage that Aussies love their V8s is looking a bit thin these days, thanks to the demise of the V8 from the Ford and Holden shopping list. The introduction of stricter emissions controls has resulted in the cubic capacity decline amongst some of the ute contenders in our market, bringing the various products in line with their counterparts on sale in Europe, where Euro 6 rules the day.

What remains at the higher end of the cubic inch comparison is the current 3.2-litre Ford and Mazda, the 3.0-litre Isuzu and the 2.8-litre Holden Colorado and the 2.8-litre Toyota HiLux. Other brands are downsizing their cylinders and adding bi-turbos to boost back power. This is a perfectly okay solution for those looking for power and torque, but not too bright a solution for those that tow higher-weight trailers and enjoy the experience of engine braking. Basically, big cylinders and high compression equal good levels of engine retardation. Drop down in size and the lack of cylinder volume, combined with less variation between gear ratios, means the driver will be hitting the brakes more frequently.

Will more power from a smaller capacity engine cut the mustard amongst ute buyers?

That introduction brings us to the latest version of the topspec Ford Ranger for the 2019 model year, where Ford has adopted the same engine available in the Ford Everest SUV and now introduced in the Ranger Raptor.

The MY19 Ranger builds on the capabilities and off-road credentials that have seen the Ranger become the most popular 4x4 pick-up in Australia in 2017.

“The pick-up segment is at all-time record levels in Australia,” said a Ford Australia spokesperson. “The Australian market has shifted in a relatively short timeframe, pushing pickups like Ranger towards the top of the sales charts. It’s also seen new buyers come into the segment, especially at the premium end, which is why we’ve made Ranger more refined and more capable at an even wider variety of uses”.

For MY19, the Ranger’s suspension had been upgraded across the range to reduce and better control roll, with an emphasis on improving the driving experience when fully laden and towing. New packaging also enables geometry changes that bring improved ride and reduction in body roll, as well as improved steering precision.

The MY19 Ford Ranger offers a choice of three powertrains to deliver greater versatility to match Australians’ demands for a wider variety of applications.

RANGER REBELLION 26

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FORD RANGER With the backing of the equivalent of 5.5 million kilometres of testing, Ford’s new generation of diesel engines use advanced materials and sophisticated construction to offer Ranger BiTurbo customers an engine with common-rail direct fuel-injection, an integrated intake manifold, and a belt-in-oil primary drive.

The BiTurbo range uses sequential turbocharging to deliver greater responsiveness, drivability and maximum efficiency. A pair of turbochargers is employed for maximum performance and efficiency. The fixed-geometry turbocharger is employed to deliver greater throttle response and eliminate lag by spooling up quickly at low speeds. The secondary turbocharger features advanced variable geometry to deliver performance gains and smoothness at higher speeds, taking over from the primary initial turbo.

Available exclusively on XLT and Wildtrak, the newgeneration bi-turbo diesel is coupled to an advanced tenspeed torque-convertor automatic to bring greater torque, improved flexibility, and a quieter, more comfortable drive to the MY19 Ranger. Drivers no longer have to contend with selecting low or high range for off-road work as there are enough ratios already in the box to provide the right gear for any application.

With 157 kW produced at 3750 rpm, and peak torque of 500 Nm from 1750 to 2000 rpm, the bi-turbo keeps its peak pulling power in a 250 rpm band, while maintaining the maximum towing limit for a braked trailer at 3500 kg, matching that of the 3.2-litre version. The Ranger Raptor that shares the same 2.0-litre engine and ten-speed transmission configuration is rated further down the food chain for towing at a maximum of 2500 kg.

The remaining models in the Ranger line-up that don’t get the 2.0-litre upgrade stay with the 3.2-litre, offering 147 kW at 3000 rpm and 470 Nm at 1750-2500 rpm, coupled to the six-speed manual or six-speed torque converter automatic transmission. Those buyers looking for the basic alternative drop a cylinder from the five-cylinder 3.2 and drive away in a four-cylinder 2.2-litre with 118 kW of power at 3200 rpm and peak torque of 385 Nm rated at 1600-2500 rpm.

Ford’s pretty impressive when it comes to safety features, and the MY19 Ranger includes Pre-Collision Assist using Inter-Urban Autonomous Emergency Braking (AEB) with Vehicle Detection and Pedestrian Detection. The system detects pedestrians as well as vehicles to initiate braking to a complete stop, an aid that can reduce rear-end collision damage and road-traffic collisions with pedestrians. The system, which functions at speeds above 3.6 km/h, is optional on XLT and standard on Wildtrak.

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27

FEATURE Traffic Sign Recognition, available for the first time on Ranger as part of the Tech Pack on XLT and standard on Wildtrak, is designed to identify traffic signs whether they are at the side of the road or above it, permanent or temporary. An icon of the speed sign appears on the instrument cluster and changes every time it detects you entering a new limit.

There are a few cosmetic changes to the frontal appearance, with what Ford design calls “distinctive nostrils”, together with a broader intake for the lower bumper. Both the Wildtrak and XLT feature LED daytime running lights and HID headlights, together with Passive Entry Passive Start (PEPS) keyless entry and push-button start as standard on XLT and Wildtrak, and optional on XLS models.

Lane Keeping Aid and Lane Departure Warning, and Adaptive Cruise Control with Forward Collision Warning carry over to the MY19 Ranger, available on XLT and standard on Wildtrak. These three options are sensible contributors to road safety, but, while the road sign recognition package is a worthwhile concept, in practice these inclusions are still struggling with their efficiencies and suitability for our ad hoc placement of roadside furniture.

From an entertainment and audio system perspective, SYNC 3 with Apple CarPlay and Android Auto compatibility continues as standard on XLT and Wildtrak and is optional on XLS, including Bluetooth, an 8.0-inch full colour touchscreen and reversing camera. SYNC 3 enables use of Google Maps, Apple Maps as well as standard in-built sat/ nav for when the Ranger is beyond mobile coverage areas.

The mapping system also features a ‘breadcrumbs’ feature, allowing an unmarked off-road route, for instance, to be mapped as it’s traversed.

An unusual inclusion for a ute is Active Park Assist (APA) available on XLT and standard on Wildtrak, to enable semiautomatic parallel parking. With the driver applying the throttle and brakes, the system steers the Ranger into the parking space. Hopefully, the driver will still look around them as well as at the camera vision to ensure maximum safety levels.

With a new internal mechanism, the Ranger’s tailgate is now lighter to lift, with a 70 percent reduction in initial force required to raise it for closing. Not only does this system require less effort to lift, it also means that it’s easier to lower.

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SYNC 3 also includes Emergency Assistance as standard.

This system utilises the Bluetooth phone connection to automatically call emergency services in the event of a serious road-traffic collision. All Rangers delivered from May 1, 2018, gain a five-year/unlimited-distance warranty, as standard.

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FEATURE

CLASSICAL GAS Habitually the domain of the taxi industry, will stepping back into gas be the way forwards to reduce emissions?

Words by Chris Mullett.

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LPG

W

hen fuel prices are low nobody gives a hoot about the cost of filling a tank.

But, as prices rise, as they are doing so currently, the cost of fuelling a vehicle takes on a greater significance.

The carmakers used to add a gas conversion to their product portfolio, hence the Mitsubishi Magna and Ford Falcon that arrived completely converted for those that

favoured LPG. Aftermarket suppliers also claimed to be able to convert any existing petrol-fuelled engine to run on LPG, resulting in some conversions that worked exceptionally well, but others that unfortunately didn’t, providing problems with starting on cold mornings and smooth running with the engine at idle.

In the first five months of last year, (VFacts MAY YTD 2017), only seven private buyers of new vehicles in the light commercial segment opted for LPG. In the non-private buyer segment for new vehicles the number reached just 22 sales. Fast forward to compare these statistics with the first five months of this year and the sales figures for both segments using LPG were zero. In every category of vehicle purchase, diesel-fuelled vehicles rule the day.

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FEATURE

When taking a new look at the benefits of Australian natural gas fuels, they are not only cleaner, cheaper and healthier than diesel – they offer a feasible alternative for heavy transport. Natural gas vehicle technology is mature, proven in real-world applications, and is the only other technology that has a commercially available product for cars, heavy-duty trucks, buses, forklifts, trains, marine vessels and stationary energy.

Australia has 43 trillion cubic feet of natural gas reserves, or 200 years supply, and is the world’s second largest exporter of LNG. A recent report by the Bureau of Resource and Energy Economics noted that natural gas fuels are likely to have one of the lowest costs of production of any fuels in Australia to 2050.

Natural-gas-powered heavy trucks emit up to 23 percent less greenhouse gas emissions than diesel-powered trucks.

In one study, converting one diesel truck to natural gas reduced emissions by almost 35 tonnes of CO2 per annum – equivalent to removing around 12 cars from the road.

In North America and Europe many more trucks run on natural gas, and numbers are growing. In Norway, the government approved the construction and operation of natural gas passenger vessels, in Canada three new natural gas ferries have been contracted, and, in the USA, BC and Staten Island Ferries are studying options to retrofit their diesel vessels to run on natural gas.

The lower cost of diesel when compared to that of petrol led to its increasing popularity in Western Europe. But with members of the European Union now focusing their sights on lowering exhaust emissions and improving air clarity in their cities, the diesel engine has fallen from grace.

Cities in Western Europe are now banning all but the latest Euro 6 emissions technology diesel vehicles from entering 32

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congested city centres. Those vehicles that conform to Euro 3 or Euro 4 levels are being sold off and transported to Eastern European cities where the tighter emissions regulations have yet to be enacted, adding their high levels of nitrogen oxide and particulate emissions to an already unhealthy inner-city environment.

In London alone, up to 500,000 motorists will be faced with the requirement to change their pre-2011 cars because of the additional cost of the 12 Euro per day Toxicity Charge spreading from the centre of London into the suburbs.

Owners of relatively new Euro 4 petrol and Euro 5 dieselengined vehicles, such as were at the centre of the VW Dieselgate furore, have until 2021 to remove them from inner-city streets.

While the spotlight for future development all seems to be aimed at suggesting battery-powered electric vehicles are the solution, the cost is currently prohibitive and the touring range inadequate.

As the tide of public interest ebbs and flows towards alternative fuels, Gas Energy Australia (GEA) has made the somewhat obvious suggestion that one of the simplest ways to dramatically reduce current vehicle emissions – as well as provide greater domestic fuel security – is to switch away from oil‐based fuels to gas.

Gas Energy Australia CEO, John Griffiths, said that Australia has well established and extensive gas vehicle refuelling infrastructure, has been a world leader in the development and deployment of gas vehicle technology, including the new LPG Autogas Centre of Excellence which opened in Melbourne last year, and has significant reserves of LPG and natural gas.

LPG “We have recently heard from the car industry that some of our most popular vehicles may be removed from the market or face increased charges as part of new vehicle emission standards being considered by the federal government. This doesn’t have to be the case.

“Gas‐powered vehicles are already helping car manufacturers meet tough European CO2 emission standards, and the same could easily be done here in Australia. Converting our cars and trucks to gas would significantly reduce carbon emissions by up to 25 percent, which is not only better for our environment but would also cut motorists’ running costs,” said Mr. Griffiths.

Australia has significant gas reserves that could provide gaseous fuels – like LNG, CNG and LPG – that can be used for transport with current technology and also for off‐grid power generation and many industrial uses. A range of passenger, commuter and long‐haul road transport, trains and ships can already use these fuels – either alone or as part of hybrid technology.

Depending on the application, natural gas fuels come in a number of different forms including, liquefied, compressed and high density, all with their own benefits and characteristics.

CNG is made by sending the natural gas through a gas dryer and compressor, where it is compressed to less than 1.0 percent of the volume it occupies at standard atmospheric pressure.

“Reducing carbon emissions by up to 25 percent, is not only better for our environment but would also cut motorists’ running costs”

Natural gas fuels – LNG and CNG – are clean, cheap and produced locally from Australian natural gas, which is abundantly available in Australia and is found underground in many different types of rock formations. They can also be produced from biomethane recovered from renewable sources including wastewater, landfill, agricultural or forestry waste.

Natural gas and biomethane are both methane, which is colourless, odourless, non-corrosive and is one of the safest fuels available. The natural gas we use at home to heat water or cook meals can be liquefied to form LNG or compressed to form CNG.

High Density Compressed Natural Gas (HDCNG) is a new technology for storing natural gas, which means vehicles can drive longer and need to refuel less often than current CNG. LNG is created by cooling natural gas and reducing its volume by more than 600 times, making it easier to transport.

These processes increase the energy density of natural gas, which makes it manageable to store the gas in tanks, and used to fuel vehicles or transported without the need for pipelines. But, no matter what form it is stored, it is still natural gas.

“Switching just a proportion of Australia’s transport and other energy uses from oil to abundant Australian gases would significantly reduce the need to build expensive oil reserves, increase our domestic fuels security, and help insulate Australia from current events in the Middle East, while reducing our dependency on foreign oil imports.

“Producing gaseous fuels here and developing the niche manufacturing that comes with it provides Australian jobs – while importing oil from offshore refineries only produces offshore jobs,” said Mr. Griffiths.

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FEATURE

GOING FOR GRUNT N

ever liking to be outdone, even by a competing German manufacturer, Volkswagen has commenced production of the Amarok with a new higher power and torque option, designed to continue the rivalry between VW and Mercedes-Benz.

Power and torque outputs have now moved skywards with the addition of a 190/200 kW V6 engine, as the flagship model in the Amarok line-up has started rolling off the line at Volkswagen Commercial Vehicles (main Hanover plant).

Highlights of the V6 TDI engine that features up to 580 Newton metres of torque also include a 10 kW overboost, and it will be available for fitment to the Amarok Highline and Aventura versions. The Amarok Aventura with 190 kW also features new visual elements such as a black roof liner, new 20-inch wheels and special metallic Peacock Green paintwork, available for the first time in this application.

One of the first vehicles to come off the line in Hanover with the new top engine specification was an Amarok Aventura with double-cab and 3.0-litre V6 TDI. The six-cylinder power unit with 190 kW plus additional overboost has 4MOTION four-wheel-drive and eight-speed automatic transmission as standard. It conforms to Euro 6 exhaust emissions requirements. Finished in metallic Ravenna Blue, the ute features 20-inch alloy wheels that go by the name ‘Talca’.

Full details of the specification and trim levels for the Australian market have yet to be made available; however, it is expected the higher output Amarok may only be initially available in a revised Ultimate trim level, a slight upgrade over the current Ultimate spec. There will be further additions to the Amarok range later in the year.

Australia remains the largest single export market globally for the Amarok, with, Volkswagen Group Australia’s director of commercial vehicles, Carlos Santos, stating: “As we’ve promised before, we have no intention of giving up the mantle of the most powerful ute in its class and are looking to offer the upgraded 200 kW Amarok V6 later in the year”.

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VW aims for more bang for its buck

VW AMAROK V6 Of specific interest to those that want to tow at maximum trailer weights is the increase to 580 Nm from the previous 550 Nm. Peak torque rating is available between 1400 and 3000 rpm, and the full power output comes through from 3250 to 4000 rpm.

Maximum power output in general use is 190 kW, but the availability of the overboost takes this output to 200 kW by using the kick-down functionality of the transmission, a considerable power boost from the previous level of 165 kW. Permanent 4MOTION all-wheel-drive and an eight-speed automatic gearbox come as standard, on both the Highline and the Aventura, together with various trim upgrades to the roof liner, pillar trim and other roof elements that are now finished in titanium black, with the seats trimmed in titanium black Nappa leather.

When it comes to wheel rim and tyre combinations, this higher performing Amarok runs with 20-inch ‘Talca’ wheels in Dark Graphite with a high-gloss surface. The bodywork option when it comes to colour is the addition of metallic Peacock Green paintwork, including the sports bar now released exclusively for the 190 kW Aventura built in Hanover. For those that prefer an alternative to a green tinge, the optional matt paint finishes (Indium Grey, Ravenna Blue) and the previous Ravenna Blue metallic paintwork, remain available.

Functions such as bi-xenon headlights with LED daytime running lights continue to be part of the standard specification of the new 190 kW V6 Amarok Highline and Aventura.

The Light & Sight pack (Leaving and Coming Home function and intermittent wiper function with rain sensor), front fog lights with cornering lights and electric fold-in exterior mirrors are also standard features on the Aventura and available as options on the Highline.

The optionally available RCS, short for Roll Cover System, a movable cover for the 2.52-squaremetre cargo box, is now in a shimmering silver aluminium look. The cover provides protection from, for instance, dust, moisture and theft. The designer skid plate under the front end of the Amarok Aventura is also now coloured right through in silver.

The first Amarok models with the top new V6 engine specification of 190 kW will be available from the Volkswagen Commercial Vehicles’ European dealer network as of mid-June, with its releases in Australia suggested as being during the third quarter of this year.

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FEATURE

THE BEST OF MATES

Isuzu’s D-MAX is the friend you need that doesn’t let you down – Words by Stuart Martin.

T

he D-MAX is one of those hardy combatants in the segment that keeps going back for more work from the field medics – patch me up and send me back into battle, it says.

The fundamentals of the ute went largely unchanged for years, and it firmly sits within the parameters of “isn’t broken, doesn’t need fixing”, although it’s starting to look a little overpriced.

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An engine update and the addition of a six-speed auto brought it back closer to the field, and the brand has recently updated the D-MAX with perforated leather trim, upgraded USBs and tweaks to the interior materials among the changes.

The top-spec LS-T is priced from $54,700, and as a permanent part of the range it certainly warrants consideration for those in the market for a top-spec dual-cab utility.

ISUZU D-MAX Working in competition, Ford’s penultimate Ranger is $57,690 as an auto, with the XLT getting 147 kW and 500 Nm, as well as full smartphone integration, digital radio reception, rain-sensing wipers and auto headlights.

The XLT also has a tyre pressure warning, front and rear parking sensors and a reversing camera. The collision, lane departure and driver fatigue warning systems are an $800 optional extra – but at least they’re offered.

A top-spec Z71 Colorado auto is $57,190 and it too packs more wallop – 147 kW and 500 Nm (if only across a narrower rev band) – as well as full smartphone integration, digital radio, tyre pressure monitoring, seven airbags, rainsensing wipers, front and rear parking sensors, a reversing camera, lane departure and forward collision warning systems as standard.

Nissan’s much-improved Series III Navara ST-X asks $54,990 for its seven-speed auto, 140 kW/470 Nm twinturbo diesel, with 360-degree camera system and seven airbags, although leather trim, front seat heaters and power adjustment for the driver adds $1500.

Mazda’s mildly-revamped GT is a $56,990 auto proposition, and, while it’s more powerful 147 kW/500 Nm five-cylinder is a little thirstier, it has rain sensing wipers, digital radio and full smartphone integration.

The D-MAX has changed little from the outside, with chrome exterior trim and the new blue providing a handsome aesthetic, with the cabin coming in for more attention, courtesy of the new leather trim and cabin materials providing a less plasticky passenger space.

Single-zone climate control is below par and there are no vents for the rear occupants. They do, however, get cupholders, a USB and an armrest – and at 191cm I can sit behind my own driving position without touching the seat back or the roof.

Roof-mounted speakers (two of the eight on the system), three integrated child seat anchors (but no ISOFIX mounts) accessed by a single-strap backrest release, and storage beneath the rear flip-up bench, are also welcome features.

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The driver gets tilt-only steering adjustment for the leatherwrapped steering wheel (with phone, audio and cruise controls aboard) and powered seat movements, as well as power-folding exterior mirrors that are of a useful size but are not heated. The latter could do with more range of adjustment to offset the absence of reach changes to the steering wheel position, but a reasonable driving position is achievable.

The dashboard has two gloveboxes and a dash-top storage area, but that was inaccessible due to the stubborn refusal of the lid to open; the door pockets are also a little on the small side.

Instruments are clear to read and there’s a centre trip computer display controlled by buttons on the ends of both column stalks, but there’s no digital speed readout on offer.

The centre-mounted eight-inch touchscreen controls the infotainment and satellite navigation system, and the entertainment system can be fed by two USBs and an HDMI port ahead of the gear selector (along with a 12-volt outlet), but these are covered by difficult-to-remove inserts.

The chuggy cast-iron and alloy 3.0-litre, four-cylinder diesel has a diesel particulate diffuser and uses common-rail direct-injection, double overhead cams, 16 valves and a variable-geometry turbo to produce 130 kW at 3600 rpm, with 430 Nm of torque available from 2000 to 2200 rpm.

The engine does its best work in the meat of the torque curve. The six-speed auto isn’t the quickest or smoothest shifter, although the ability to change down and supply more engine braking without manual selection on downhill runs meant it was left to its own devices most of the time.

The test vehicle had the optional hard tonneau and window cowlings, with the latter useful for airflow in wet conditions, but additional wind noise is noticeable at cruising speeds.

The diesel thrum is prominent under load but aside from that the cabin is reasonably quiet.

As far as the ride comfort is concerned, changes to the number of rear leaf springs (reducing from five down to three leaves) and the alterations to the material from which they are made has taken some, but not all of the fidget from the rear end, and has delivered a better overall ride in association with the gas dampened shock absorbers.

The D-MAX still needs weight in the rump to settle it completely, but the 1024 kg payload and 3500 kg braked towing capacity (and corresponding 350 kg ball download) are unchanged, making that a win for the D-MAX occupants.

Cargo capacity is contained by four tie-down points within the lined tray that’s 465 mm deep, 1485 mm long at the top (1552 mm at the floor), and 1530 mm wide (1105 mm between wheel arches).

The manufacturer claims 7.9 litres from the 76-litre tank per 100 km on the ADR combined cycle, but our time in the LS-T had numbers around 10.3 (at an average of 34 km/h) litres per 100km, thanks to more metropolitan running than highway work among the duties.

“The front end retains coil springs, double wishbones, gas dampers and a stabiliser bar to control the 18-inch alloy wheels ”

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ISUZU D-MAX

Isuzu lists the LS-T at a GVM is 3050 kg – 2026 kg kerb weight and 1024 kg payload – and a GCM of 5950 kg.

It takes up more road space than the styling would have you believe. It’s 5295 mm long with a 3095 mm wheelbase, 1860 mm wide and 1855 mm tall. For those looking to go off-road, it claims 235 mm of ground clearance, an approach angle of 30 degrees, with ramp-over and departure angles near 22 degrees, but Isuzu is yet to fit a standard rear diff lock.

The front end retains coil springs, double wishbones, gas dampers and a stabiliser bar to control the 18-inch alloy wheels with Toyo Open Country 255/60 tyres (with full-size alloy spare). While the turn-in of the steering is not top of the class – neither is 3.84 turns lock-to-lock or a 12.6 m turning circle – the D-MAX covers ground on a winding road at a decent pace given its rough’n’ready character.

Safety features are just within the segment averages, with six airbags, traction, trailer sway and stability control, antilock function for the front discs and rear drums, as well as hill ascent and descent control and underbody engine protection, but the features list sadly doesn’t include rainsensing wipers or automatic headlights.

The model update has brought with it a longer service interval – 12 months or 15,000 km – within a capped-price servicing scheme that runs for five years or 75,000 km (between $340 and $500), although the warranty runs to a worthwhile five years or 130,000 km.

D-MAX owners love them, and there’s plenty to be said for the reliable workhorse in its revamped form, but its price tag is – in the face of renewed competition – looking a little steep.

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X-PRESSING INTEREST Stuart Martin spends a week with the new Mercedes-Benz X-Class 250d

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nyone who remembers the badge-engineering exercises under the 1980s Button Plan might shudder at the thought of a re-engineered Nissan wearing a three-pointed star.

Fear not, there are not four horsemen on the horizon – Mercedes-Benz sees a need to enter the light-commercial ute segment, but going it alone isn’t financially viable. So the German brand has put its faith in sharing a platform with Nissan and Renault, no doubt attracted by the more modern multi-link coil-sprung rear end.

The big bull nose isn’t the only change to the dual-cab wearing a Benz badge – it now has disc brakes under the widened tray, not to mention the bulk of the dashboard and centre stack coming in for a Benz makeover.

For now, the top-spec model (until a V6 arrives later this year) is the X250d Power, which is a $64,500 proposition for the seven-speed auto, or it’s $61,600 for the six-speed manual.

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Standard equipment includes 18-inch alloy wheels, fog lights, chrome trim bits, automatic LED headlights, manmade ‘leather’ trim, dual-zone climate control, poweradjustable front seats with lumbar support, interior ambient lighting, digital radio reception, plus wifi hotspot and satnav within the seven-inch screen that is perched atop the dash.

The infotainment system has eight speakers and is controlled by the touchpad and roller control that sits behind the gear selector – instead of operating as a touchscreen – with ancillary buttons either side. The system takes some time with which to become familiar, and the touchpad is prone to being swiped accidentally.

The top half of the dash looks fetching – the infotainment screen and clever round vents, as well as the trim materials surrounding them all go a long way to justifying the jump in price, but the in-cabin storage has suffered for the dashboard revamp.

X-CLASS 250D Cabin quietness was the first noticeable difference above and beyond the Navara. The X-Class weighs more, and, no doubt, some of that is sound insulation materials, with the fourcylinder thrum when under load still there, but more distant.

Ride quality when unladen isn’t atrocious either – firm certainly, but it copes well with large bumps and deals well enough with smaller road imperfections.

The storage binnacles that dwell atop the dash (a useful spot for dash cams as it has a 12-volt outlet as well) and below the climate control in the Nissan have both disappeared – the latter wasn’t great for holding things in the Navara, but at least it was there. There are door pockets and a centre console, but the cupholder and minuscule storage spot behind the handbrake are too small.

Device charging and connection options include two USBs and a 12-volt outlet in the centre console, another 12-volt socket ahead of the selector, with the rear passengers getting another 12-volt near the vents.

There’s also one in the rear tray.

The driver is well informed by clear instruments and a good centre display between the dials, with a digital speed readout. The only complaints would revolve around the centre screens, with some of the menus a little convoluted to reach with the steering-wheel controls, and there’s only tilt adjustment for the steering.

Rear occupants have vents and a 12-volt outlet, as well as under-seat storage, but there’s no centre armrest. The rear bench is high-set and well-cushioned, but seated behind my own 191cm-tall driving position, my knees were touching the front seat backrest and my head was touching the roof.

Our test vehicle was fitted with a Style Pack option, which adds ‘privacy’ rear window tint, the electric rear sliding window, side steps, roof rails and 19-inch alloy wheels with Bridgestone Dueler HP Sport 255/55 tyres for $2490.

Also fitted was the Winter Pack option, adding heated front seats and heated windscreen washer jets for $590, and the rear tray was lined with a rear sports bar. All up, the starting price, as tested, was $70,850.

The safety list is above average and includes seven airbags, lane departure warning, tyre pressure monitoring, a 360-degree camera system, front and rear parking sensors, a rear diff lock, stability and traction control, and rear outboard ISOFIX child seat anchors.

Also on the list are power-adjustable heated mirrors (of a useful size), rain sensing wipers, lane keeping and trailer sway assist, an auto-dimming centre mirror and pedestrian-detecting auto-braking system, but sadly the cross-wind assist function is absent.

The rear-end revamp widened the rump and tray and also adds rear disc brakes, which are a noticeable improvement in stopping power.

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DRIVEN Adding half a tonne of quarry rubble to the tray settles the tail down, without resorting to the bump stops – it still sinks a little under the weight, but Benz seem to have appropriate spring rates for the rear suspension.

Getting the materials out of the rear tray left remnants in the tailgate hinge, enough to stop it from closing, at least until fingers and a broom had cleared the gap.

Getting from A to B in a hurry on a winding country road is well within the Benz’s parameters. It still rolls and leans a bit, but the steering is more precise in terms of biting on turn-in.

The turning circle remains wide at 13.4 m, but turns lockto-lock figure is listed at a manageable 3.43.

The test car wasn’t keen on self-cancelling its indicators on left-hand corners either, something perhaps inflicted by previous drivers.

The top-spec Power model uses the twin-turbo 2.3-litre, intercooled, common-rail, direct-injection, four-cylinder turbodiesel, offering 140 kW of power at 3750 rpm and peak torque of 450 Nm between 1500 and 2500 rpm, but it is being asked to lug an extra 200 kg over the donor vehicle. The engine mapping is not identical with that of the Nissan Navara application, with German engineers having reprogrammed the behaviour of the engine and driveline to more closely match Mercedes-Benz aspirations.

A fuel use claim of 7.9 litres per 100 km on the combined cycle from the 80-litre tank is not far off our 10.7 litres per 100 km on the trip computer.

The X250d Power weighs (as tested) 2287 kg, and it’s no shrinking violet, measuring 5340 mm long, 1920 mm wide, and 1819 mm tall, on a 3150 mm wheelbase.

The payload is listed at a more than useful 1016 kg, and braked towing is 3500 kg, with a GVM of 3250 kg and GCM of 6130 kg.

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X-CLASS 250D

The addition of rear discs to the braking system does give the brake pedal a reassuring feel when the payload is being exercised. The tray is similar in size to the Navara, with the exception of the 1215 mm width between the widened wheelarches (enough for a standard 1165 mm Australian pallet). The X-Class has kept Nissan’s adjustable hook load restraint system and gets a light and 12-volt outlet in the tray.

Servicing is required every 12 months or 20,000 km and asks about $500 more from the hip pocket, but the Benz service plans are extra. The German brand does throw an extra 100,000 km at the warranty, taking it to three years or 200,000 km with roadside assistance.

There’s much to like about the X-Class – the upgraded brakes, extra safety gear and better suspension tune, some aspects of the interior upgrade and the refinement – but it’s a solid asking price without the beefy V6.

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T

he rich model mix that pervades the light commercial ute market is where Toyota’s ‘Halo’ trinity is aimed.

The Rogue is the urban cowboy of the trio, still capable of getting mud in the wheel arches but not quite as frontbar savvy as the more-expensive ($63,690 for the auto or $2000 less for a six-speed manual) Rugged X and its SR-based Rugged apprentice, which asks $54,990 for the manual while another $2000 adds an auto.

The Rogue is too sophisticated for a clutch – or someone forgot to tick the right box – so the $61,690 price tag brings the six-speed auto as standard among the features above and beyond the SR5-donor.

The revamped nose and tail add to the up-market feel, with the tougher snout in particular far less prominent; the tail loses the ‘TOYOTA’ billboard across the tailgate, replaced by more subtle badges at the top.

The Rogue urban adventurer gets a nip and tuck at both ends – the redesigned ends were designed in Australia and developed in conjunction with Toyota Thailand (where it is sold as the Rocco) over a three-year period.

As befitting the slightly metrosexual image of the Rogue, there’s a hard tonneau cover hiding a far less utilitarian tray, but the sports bar is a genuine load-bearer – coping with 75 kg of load downforce.

Sharing many of the features list also found in the Rugged X, the Rogue gets 18-inch model-specific black alloy wheels, a model-specific grille, LED headlights and fog lights, a tow bar, gloss black exterior mirror caps and door handles (instead of the SR5’s chrome) and a black tailgate handle.

The cabin gets black perforated leather-accented seats, metallic black ornamentation, black roof headliner, front and rear carpet floor mats and a new-design instrument panel.

The interior is a comfortable and well-considered place to be, with the Rogue getting plenty of metallic black trim pieces, front seat heaters – although the button is vertically oriented and not lit, so there’s some chance of turning on the wrong side – and only the driver’s pew gets power adjustment.

A LIKEABLE ROGUE Toyota gears up the HiLux – Words and images by Stuart Martin 44

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HILUX ROGUE The driver also benefits from keyless entry and ignition, power folding and adjustable exterior mirrors and the upgraded instrument panel, with the speedometer and tachometer getting orange needles on a white face.

The centre multi-information display, which has lots of information – some of it even useful – still has no digital speed readout.

The seven-inch touchscreen voice-controlled infotainment system generates a good quality sound through six speakers, including digital radio reception, as well as Bluetooth, a single USB port and it still has a CD slot.

The centre stack gets 12-volt outlets with a domestic power point in the reasonably-sized centre console, although this placement is awkward to use and reduces the amount of storage on offer.

There’s no Apple CarPlay or Android Auto, although the Toyota system does have some apps within it. Shallow door pockets, two glove boxes (one of which is cooled) and under-seat storage beneath the rear bench is useful; rear passengers get vents but no power outlets.

The rear cabin room allows me at 191cm to just sit behind myself without head and legs touching roof or front seat back. The airbag count of seven is unchanged – dual-front, front-side, driver’s knee and side curtain airbags – and there’s a standard reversing camera, but it isn’t accompanied by any standard parking sensors, odd given it’s a city-centric chariot. There are also no automatic emergency braking systems of any kind, nor is there an auto-dimming centre mirror or heating for the exterior mirrors, which becomes something of a safety issue in winter.

The hard tonneau cover, which has an integrated light for the tub, is locked as part of the central locking system, but the manual-locking tailgate is not linked to the remote, which reduces the level of security of gear in the tray.

To further compound the problem, if a load exceeds the height of the tray and it’s tied down – gently – on the load, the Rogue door-ajar warning complains that the front passenger’s door is open. And it doesn’t give up.

The tray itself is more like a conventional car boot – lined with marine-grade carpet with a foam mat beneath, but there are still four tie-down points, so dumping a load of quarry rubble in the rear is not really an option.

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The Rogue measures 5345 mm long, 1855 mm wide (a little less than the off-roaders), 1815 mm tall and on a 3085 mm wheelbase. It tips the scales at 2174 kg, which makes it a little lighter than the off-roaders (by at least 64 kg) but 134 kg heavier than the SR5 on which it is based.

With a GVM of 3000 kg, the SR5’s payload is 925 kg, but the Rogue’s payload would be 826 kg; its braked towing capacity remains at 3200 kg, as it is an auto-only model.

Mechanically, there’s precious little that differs from the rest of the HiLux range – unchanged is the 2.8-litre intercooled 16-valve double overhead cam turbodiesel four-cylinder that offers up 130 kW at 3400 rpm, with the auto getting 450 Nm (between 1600 and 2400 rpm), while manual drivers make do with 420 Nm (over a wider 1400-2600 rev range).

The drivetrain can be sparked up with the aggressive Power mode, which markedly sharpens up throttle response, and the automatic can be pulled across into Sport mode, which livens up the automatic’s attitude as well.

Unlike some in this segment, the fuel tank is a useful 80 litres in size and the laboratory ADR combined cycle figure is 8.5 litres per 100 km. Our time in the Rogue returned 11.5 litres per 100 km at a 31 km/h average speed, although the trip computer suggested it could have read 10 l/100 km if the driver had taken full advantage of the Eco mode rather than hitting the Power button.

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In the stopping department it’s still a front-disc/rear-drum braking set-up, and from a suspension perspective it sits on a double-wishbone front and leaf-sprung rear, although there are minor tuning tweaks.

While it still has decent off-road angles, clearance has dropped to 216 mm – down from the Rugged model’s 251 mm (X) and 253 mm claims – but it still retains ample off-road ability.

It’s on the black top where it is designed to, and most likely will, spend most of its life, sitting on 18-inch alloys with 265/60 tyres rubber.

Ride quality is on the firm and fussy side, the latter more evident over smaller ripples while the larger bumps and dips are dismissed with more authority; even a quarter of the payload will result in a more compliant and polite rear end.

Body control is – as a result – not high on the list of attributes, and its default demeanour on a corner is pushing the nose wide and making the Bridgestone Dueler H/T tyres vocal. The steering isn’t the sharpest and the 12.6 m turning circle isn’t great either.

There’s plenty of demand for high-end dual-cabs, and even though there’s no more grunt on offer and it’s short on some key features fast becoming the norm, the Rogue will contribute significantly to the HiLux sales tally.

He’s handy with a chainsaw.

Would you want any complaints?

The new and updated iLoad range.

Now tougher than ever with 400Nm of torque, ample cargo space, dual sliding doors and a rear view camera.

Find your local dealer at hyundai.com.au or call 1800 186 306.

New iLoad.

Tough because it has to be.

DRIVE

SPRINTER DEBUT One of the world’s best vans just got better – Warren Caves takes a first drive of the 2018 Mercedes-Benz Sprinter

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MB SPRINTER It’s not often that an existing light commercial vehicle model continues to win accolades and awards when a replacement model is waiting in the wings, but that’s exactly the case for Mercedes-Benz and its Sprinter van range.

The current model Sprinter has been well publicised through ongoing editorial features in Delivery Magazine, and has been recognised for its outstanding efficiency and safety with various accolades gained from the Delivery Magazine Best Van of the Year and Best People Mover of the Year awards.

On the eve of the launch of the new Sprinter onto the Australian market, Australia Post confirmed the purchase of 1300 Sprinter and Vito vans for supply over coming months and years. The model mix will include the current Sprinter, and, subsequently, the next-generation Sprinter that will be introduced into Australia in October.

Prior to the launch of the new third-generation Sprinter van, due into Australia in the fourth quarter of 2018, Delivery Magazine was invited to join an exclusive test drive programme in the stunningly beautiful European landscape of Slovenia. Lush green countryside, surrounded by majestic, snow-capped European alpine peaks, intersected by narrow village streets and high-speed motorways provided diversity of road conditions and topography and the opportunity to gain definite impressions of ability.

Significant upgrades have been added to the new range, which spans an impressive 1700 variations of build, to provide sector specific solutions tailored directly to customer needs.

This level of customer specific configurability ensures purchasers get a vehicle that suits their particular application and operational requirements perfectly. As a result of this customised approach, MB vans state a build time for orders of around four months – an acceptable lead-time, given most businesses will plan acquisitions well in advance.

Variations of design extend to wheelbase, tonnage, cab design, load height and minibus formats. The Sprinter can also be supplied as a chassis cowl, which supplies the cab, chassis and componentry from the B-pillar forwards, allowing bodybuilders the freedom to add their own rear chassis section and bodies for motorhome applications.

For the first time, third-generation Sprinter vans are now available with the well proven, Mercedes Benz, E-Class sourced, 3.0-litre V6 Turbo diesel engine (also soon to be released in the X-Class pickup) and seven-speed automatic transmission.

Available in either front, or rear-wheel-drive, the FWD version sports a 2.2-litre four-cylinder, turbodiesel engine in three tune specifications of 84, 105, 120 kW, and 130 kW for motorhomes. Preliminary fuel burn figures are listed at 7.8-7.9 l/100 km. Transmission choice for the FWD is either a six-speed manual or the 9G-TRONIC ninespeed automatic.

The rear-wheel-drive model is treated to the V6 diesel engine, rated to 140 kW of power and 330 Nm of torque at 1200-2400 rpm. This option is only available with the 7G-TRONIC seven-speed automatic transmission.

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FEATURE According to Blake Vincent, MB Australia’s PR and corporate communications manager, the front-wheel-drive option is regarded by the manufacturer as the workhorse of the range with the widest sales potential.

“We feel this is the best and most cost-effective option for fleet buyers, with the nine-speed automatic being the most popular choice,” explained Blake.

Also benefiting the FWD version is the engine and transmission orientation, which allows for an 80 mm lower floor height for more ergonomic loading/unloading, and an increased payload by up to 50 kg. This will also benefit motorhome manufacturers by providing an increased in useable internal living space without the need for extra external height.

The V6 diesel is, as mentioned, directly borrowed from the E-Class series, albeit in a different state of tune. Putting out 140 kW and 440 Nm torque, spanning 1600-2600 rpm, it stands to reason that the heavier end of the transport arena and the motorhome market may find the extra power and torque of the bigger V6 an appealing and less stressed choice.

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MB engineers have looked hard at the needs of the busy small delivery workday to incorporate functionality and connectivity within the cabin workspace.

Recently released in the Mercedes-Benz A-Class model, the MBUX (Mercedes-Benz user experience) multimedia interface system with seven-inch touchscreen control panel (10.25 is available as an option) has been migrated across to the Series III Sprinter, in the start of a move that will see the system proliferate across the range of MB products.

This multimedia interface performs all the functionality and connectivity functions for the vehicle and can be operated by either the steering-wheel controls, on the right spoke of the wheel, or via the touchscreen main unit.

Sprinter’s online system can be fully integrated into a company’s IT and inventory control.

The steering wheel is a totally new feature for the Series III Sprinter. As mentioned earlier, the right spoke controls the main infotainment system, screen and phone connectivity, while the left spoke controls the in-dash screen functions of fuel data, gauge mode selections, and cruise control.

FEATURE At first, the steering wheel appeared “really busy”, with a plethora of buttons and symbols to select. This would definitely take some getting used to; however, once you have your orientation, quite literally everything is at your fingertips.

While Delivery Magazine compiled a comprehensive review of the third-generation Sprinter in the April/May issue of this year, here’s a brief overview gained at firsthand of what you can expect from the next-generation models.

MB engineers focused strongly on safety, incorporating a suite of the latest active safety systems that include lane keeping assist, active lane keep assist, active brake assist, a range of parking assist packages including the 360-degree camera view option, crosswind assist, active distance assist (DISTRONIC) and traffic sign assist. If they could add cappuccino assist, your day would be complete.

The E-Sprinter, Mercedes-Benz fully-electric version of the Sprinter, is due into Europe in 2019, following the release of the E-Vito later this year.

According to Mercedes-Benz, the new Sprinter is a “smart piece of hardware”, that is a comprehensive answer to the challenges of mobility and transportation in the 21st century Delivery Magazine drove a Sprinter in panel van, midwheelbase spec, fitted with the four-cylinder 2.2-litre turbodiesel, producing 105 kW and 300 Nm of torque, mated to the nine-speed automatic transmission and loaded with approximately 350 kg of simulated cargo.

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Immediately noticeable upon sitting in the Sprinter is the new dash layout. MB is migrating a lot of features from their passenger car range in a move that brings levels of design, functionality and productivity to new heights.

The work van is coming of age, with styling and comfort high on the “must have” list, and why not? This is a working environment like any other, and employees and owners spending long hours behind the wheel or loading and unloading should expect the same level of ergonomics and practicality within the workspace as anyone else.

Improved seating for the new Sprinter range features electronic controls as standard for the driver’s side and optional for the passenger side, with a low seat base for easy, repetitive entry and exit. The seats, both treated to armrests, are of the same quality, and were supportive and welcoming from start to finish on the 120 km route that incorporated a variety of driving environments from winding rural roads to built-up traffic and motorway experiences. A middle seat is also an option, taking the seating capacity to three, including the driver.

The road test circuit was preloaded into the MBUX multimedia interface system (which used to be called a map), and after a brief roadside orientation it was easy enough to navigate through the menus to enable voice guidance from the very polite lady who didn’t even appear to the least bit annoyed at my sometimes-questionable sense of direction. Thankfully, all directions were projected in English (as my German is horrible), and between the two of us we managed to negotiate the Slovenian road system without major drama.

MB SPRINTER

Not wanting to create an international incident, my first experience of driving in Europe was swift, albeit a little clumsy to start. Making life on the right-hand-side of the road a little easier was the commanding view from the Sprinter’s large windscreen and truck-type wing mirror arrangement with split views via the upper and lower, straight and convex glass.

Manoeuvring the large van in reverse was assisted by the clear camera display of the surroundings and the trajectory displayed on-screen, dependant on the steering wheel position.

speed, handling was precise, with little to no adverse road feedback or body roll. The crosswind assist feature adds a further reassuring level of handling. Ride comfort from the rear leaf-spring suspension was good, thanks to the 350 kg ballast in the back. There are options for rear suspension changes depending on use, with a glass fibre spring option that adds a payload gain of up to 12 kg, plus the option of air suspension for a more refined experience when carrying sensitive or fragile loads.

Sprinter comes standard with a left-side sliding door, with options for dual sliding doors and electric door opening from in-cab or via a key controller making it a handy feature for busy parcel delivery operators to remotely open doors upon returning to vehicle, with instant access for returning trolleys or pick-up parcels to the cargo area.

Noise levels at highway speed were good, thanks to a solid bulkhead behind the seats that kept road noise and echo encroaching into the cabin space to a minimum, although some wind noise around the windows became noticeable as speed increased, but this was not annoying.

On the road, the 2.2-litre diesel was quite perky and efficient at getting the vehicle moving, as the nine-speed transmission shifted swiftly through the ratios to top gear.

Gear changes were crisp and firm under moderate to heavy throttle, settling down to more subdued, practically unnoticeable transitions under a lighter foot.

Engine speed at 110 km/h was a leisurely 1750 rpm, which places it bang in the middle of the torque sweet spot. With such tall final drive gearing and nine transmission ratios, the synergy between engine and transmission would likely result in reasonable fuel economy.

While the four-cylinder engine seemed more than capable during our test drive under lightly loaded conditions, there were no long steep uphill pulls to fully test out the torque capabilities, although I suspect that for parcel delivery and light to medium payloads this would have to be the pick of the bunch. The availability of nine ratios, closely spaced, ensures torque distribution is always on point.

For those desiring to load closer to maximum payloads or motorhome fit-outs and towing small cars behind, I believe that the V6 RWD would be a more sensible choice.

Road manners and handling were as expected of a van this size; though, even when pushed a little through corners at

On a couple of occasions, the active lane keep assist reminded this driver that he was defaulting back to the left side of the road, activating an audible warning and steering-wheel vibration as a friendly reminder.

The FWD Sprinter range will hit our dealerships with Euro 6 compliance, featuring SCR technology (AdBlue), while the RWD models will arrive with a mix of Euro 5 and 6 compliances. Preliminary carbon emissions are stated at 205-208 g/km for the four-cylinder model.

Mercedes-Benz Sprinter vans have been the best-selling large van for the last 20 years, and MB has put a great deal of design thought and innovative connected functions into the third-generation model.

Unique options and scalability of design place the Sprinter in a strong position in the large-van market sector, catering for the bare-bones buyers seeking practicality and safety without the bells and whistles, for a bottom-line-benefiting purchase to more refined buyers of motor homes and silver service limousine type operations. The options of individuality seem endless, and the car-like characteristics creeping into the cockpit seem a little alien to a working van environment, ultimately setting a benchmark not seen before in this field.

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CUSTOM MADE

Ford upgrades the Transit Custom to improve appeal and raise safety levels.

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he benefits of ANCAP safety ratings are now well understood by car buyers, with many shopping intentionally from a list of five-star performers in order to provide the maximum levels of occupant protection safety. Interestingly, the strengthening of Chain of Responsibility legislation may also increase the focus of fleet managers on five-star accreditation, as employers put their personnel in the safest workplace available, ignoring the lower ranked performers completely.

Ford’s Transit Custom joins the upper echelons of the light commercial medium van segment by scoring the full five-star package, ironically eclipsing the Ford Mustang that, despite an upgrade itself, only manages to reach three-star status As a caring employer looking for the safest options for their personnel, fleet managers and single van buyers alike get a lot of car level sophistication in what was once just referred to a basic delivery van.

For the 2018 model year Transit Custom, buyers and operators benefit from autonomous emergency braking with pedestrian detection as part of a new optional Technology Pack, which also includes BLIS (Blind spot warning) with rear cross traffic alert, adaptive cruise control, lane departure warning with driver alert and auto high beam.

With a bolder new look for the front end, the safety features continue with a reverse camera with front and rear sensors as standard, easy connectivity with standard SYNC 3 featuring Apple CarPlay and Android Auto compatibility, voice activated features and DAB+ radio.

Power and performance from the four-cylinder turbocharged and intercooled diesel is also changing, with the adoption of Ford’s EcoBlue 2.0-litre, turbodiesel engine.

There’s also an improvement to the standard warranty and product support, now backed by a five-year/unlimitedkilometre warranty, further supported by other benefits like Ford’s service price promise, loan car programme, auto club membership and sat/nav MapCare updates.

From a mechanical perspective the new Turkish-built Transit Custom offers disc brakes all-round, power outputs of 96 kW at 3500 rpm and peak torque of 385 Nm rated at 15002000 rpm. The fuel tank capacity of 72 litres supplies a thirst of 6.5-7.6 l/100 km combined figures from the manual 54

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FORD TRANSIT CUSTOM SWB standard roof to the high roof LWB. The AdBlue tank capacity is 21 litres and CO2 emissions range from 169 to 197 g/km (again SWB manual to LWB high roof).

Both the manual and automatic transmissions feature six ratios, with fifth being direct drive and sixth being overdriven at 0.742:1. The front suspension is by MacPherson Strut with variable-rate coil springs, while the rear suspension remains traditional with single-leaf semielliptical springs with gas-pressurised dampers.

Kerb weights range from 1994 kg to 2198 kg (manual SWB to auto LWB), with GVMs ranging from 3000 kg to 3400 kg. Maximum payloads run from 1000 kg to 1202 kg, while braked towing limits are 2000 kg for the SWB manual and rise to 2800 for the LWB manual. Auto buyers lose out on maximum towing weights and are restricted to 1800-2050 kg (dependent on model).

Interior cargo space dimensions come in at 2554 mm (L) x 1775 (W) x 1406 (H), for the SWB extending, to 2921 mm x 1775 x 1778 with floor heights of 564 mm for the SWB and lowering to 536 mm for the LWB. Since adding the availability of an automatic transmission option last year, the Transit Custom now appears on a broader section of shopping lists, showing just how much the omission of a self-shifter damaged the brand’s sales performance over the past decade. A sales performance increase of 41 percent in the past 12 months shows just how out of touch Ford’s European cousins have been in recent years, as the company stayed with a manual gear box, even for markets such as Australia where automatic transmissions rule the day.

Continuing the safety-first focus brings Delivery to comment on the inclusion of six airbags (driver, front passenger, front/side-curtain and front/side-seat airbags) and a comprehensive dynamic stability control system.

This features side-wind stabilisation and load adaptive control, which helps improve drivability when heavily laden, while rollover mitigation, trailer sway control, and hill launch assist also make life on the road easier and safer.

Ford has traditionally offered upgrades by way of optional extras, and Transit Custom is no exception. A new optional Technology Pack features additional safety and driver assist technology with a collection of inclusions such as pre-collision assist (AEB) with pedestrian detection.

Equipped with the latest radar and camera technologies, the system can detect pedestrians at night when they are illuminated by the vehicles headlamps.

Safety systems include blind-spot information system, rear cross-traffic alert, adaptive cruise control, lane departure warning with driver alert, auto high beam, auto headlamps, rain-sensing wipers, tyre pressure monitoring system (TPMS), a high-series 4.2-inch colour cluster screen, MyKey and a heated windshield.

The blind spot information system, using rear-facing radar sensors, detects passing vehicles that may have entered DELIVERY ISSUE 79

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FEATURE or are approaching the blind-spot zone, and alerts the driver with a warning light in the corresponding door mirror.

Also new is a variable rear range feature, which provides drivers with an earlier warning if it detects that the passing vehicle is approaching with a higher closing speed. The updated model also has the latest generation sensors, with increased range and improved capabilities that include the ability to detect motorcycles.

The rear cross-traffic alert uses the same sensors and is designed to warn drivers reversing out of a parking space of vehicles or bicycles that may soon be crossing behind them, alerting them with an audible warning, a message in the instrument cluster, and a warning light in the door mirror. Activated when drivers select reverse gear, the system combats the restricted visibility to the rear and sides when exiting a parking space. This feature works in conjunction with Transit Custom’s standard 8.0-inch fullcolour reversing camera and rear parking sensors.

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FORD TRANSIT CUSTOM There’s been a redesign of the front end to bring the appearance more in line with that of the current passenger car appeal, with a high-mounted trapezoidal grille and dynamic, slim headlamps. Daytime running lamps and front fog lamps are now standard, and the new covered sliding door track adds to the smoother outward appearance.

As a typical medium-sized van with a payload around the 1000 kg level, the cargo area features a load-through hatch in the bulkhead for extra-long items. The standard integrated roof rack can be folded away when not in use, reducing wind drag that in turn can affect fuel economy and lessen wind noise.

Ford has increased the van body options for Transit Custom by adding a high-roof version for the first time on

both SWB and LWB variants. Additionally, factory-fitted windows are now available on both single and dual side load door executions. For buyers with technicolour dreams, there’s a choice from 100 body colour variants, plus optional 16-inch alloy wheels.

The cabin interior is completely new, offering a user-centric layout that is influenced by consumer interactions with smart devices and tablets.

Interior stowage has been increased, with up to 25 litres of space offered in the instrument panel alone, including three convenient open bins on its upper surface with space for clipboards or mobile devices, and generous glovebox stowage capable of storing hanging A4 files in the lower closed compartment.

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FEATURE We now come to the all-important number and location of cup holders. The new cabin interior boasts a fold-out cup holder beneath the gear lever, adding to the cup holders and two-litre bottle holders at each end of the instrument panel. The door panels have also been completely redesigned for improved stowage and usability, with three large stowage spaces and a practical new grab handle integrated with the door trim.

For the driver, all-new displays and control panels have been designed for enhanced ergonomics and ease of use, featuring a floating, tablet-inspired 8.0-inch colour touchscreen with Fords SYNC 3 communications and entertainment system that can be operated with pinch and swipe gestures.

SYNC 3 enables Transit Custom drivers to control audio, navigation and connected compatible smartphones using simple, conversational voice commands. Simply by pushing a button and saying I need fuel, I need a coffee, or find an address, drivers can locate nearby fuel stations, cafes, or the location of their next job. SYNC 3 is clever enough to recognise the Australian accent for voice commands and is compatible with Apple CarPlay and Android AutoTMiii. USB and 12-volt power sockets are located in the upper stowage bin in front of the driver, and alongside the gear lever, for easy device charging.

Satellite navigation is listed as an option at $600; however, for the new model it’s currently included as a no cost option. New seat designs feature revised foam padding and geometry for optimised support, with more durable trim materials used throughout the cabin. Standard features include cruise control with adjustable speed limiting device, leather-wrap steering wheel, power windows with one-touch up/down operation for the driver, and remote central locking.

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Finally, we come to the details of the latest engine, and Ford has introduced its new-generation turbodiesel, teamed with a six-speed manual or automatic transmission and with 30,000 km/12-month service intervals.

Pricing kicks off at $40,990 for the short-wheelbases versions of the 300S 2.0L Ford EcoBlue 6MT, moves to $42,490 for 300S SWB 2.0L Ford EcoBlue 6MT - High Roof, increases to $43,790 for the 300S SWB 2.0L Ford EcoBlue 6AT, and to $45,290 for the 300S SWB 2.0L Ford EcoBlue 6AT - High Roof.

When heading into the long-wheelbases segment, pricing steps up to $42,990 for the 340L LWB 2.0L Ford EcoBlue 6MT, rises to $44,490 for the 340L LWB 2.0L Ford EcoBlue 6MT - High Roof, to $45,790 for the 340L LWB 2.0L Ford EcoBlue 6AT, and peaks at $47,290 for the 340L LWB 2.0L Ford EcoBlue 6AT - High Roof.

The Technology Pack adds a further $1600 to the invoice, prestige paint costs $600, SVO paint a further $1250, satellite navigation is free, a rear tailgate adds $550, a rear side window (on side load door) a further $350, while dual side load doors add a further $1000. Dual side load doors with rear side windows add $1700 to the cost, and by choosing 16-inch alloy wheels the invoice tops out with an additional $1000.

RAMTRUCKS.COM.AU

DRIVEN

iLOAD TO GO Hyundai’s iLoad shows that a semibonneted van design still retains maximum appeal for the average PUD fleet operator – Words by Warren Caves, images by Torque it Up.

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H

yundai’s popular and hardworking iLoad LCV (light commercial vehicle) range has received a styling makeover and significant appointment upgrades to draw new buyers to the Korean makers 2018 offering.

Originally released a decade ago to compete with the likes of the Toyota HiAce, the iLoad has seen numerous transitional updates over the ensuing years in a bid to maintain and secure market share.

A recipe of rugged, no-nonsense design and “tack sharp” pricing has seen the iLoad become a popular choice for the budget-conscious business owner and tradies alike.

To thwart the risk of becoming style redundant, the 2018 model range sees a front face makeover, with a more modern design, and a flowing, black bar grille featuring chrome lip surrounds sloping gently outwards towards the all new dusk-sensing headlamps, for a more integrated look.

HYUNDAI iLOAD The interior has seen improvements by the way of twostage steering column adjustment adding telescopic reach adjustment as well as the tilt adjustment previously featured.

The 2018 iLoad also features steering wheel controls for Bluetooth phone operation, audio controls and cruise control features.

There is a new instrument cluster with digital trip meter, average speed and distance to empty displays. However, the absence of a fuel economy function seems peculiar, considering the fuel consumption must already be digitally monitored to be able to display the distance to empty figures.

Connectivity extends to the AUX, and USB sockets located adjacent to the gear selector, and a 12-volt power outlet below. An accessory outlet could have been better placed out of way in the dash-top storage vestibule, for use with windscreen-mounted devices that would allow better cable management.

An updated seven-inch touchscreen multimedia unit has also been added, featuring, Bluetooth connectivity, Android Auto and Apple CarPlay.

Intuitive, easily-navigated menus and large display made for untroubled operation and Bluetooth pairing, even for a Gen X operator such as myself.

Sound quality from the system was adequate; however, it was let down a little by speaker quality and use of only two speaker outlets.

The multimedia unit is also connected to a reverse camera working in conjunction with the reverse park assist four-sensor system. The volume on the audio system is automatically turned down when reverse gear is selected, handy if you’re prone to reversing into things and would like to hear the impact as well as feel the sensation.

The five-speed automatic transmission in our test vehicle was a “little ripper”

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Keyless entry and alarm system come as standard fare.

The interior fit and finish is well designed, ergonomic, and feels well put together, with everything at your fingertips.

Refreshed cloth seating design and auto dusk-sensing headlamps round out the interior improvements. While the seating was firm and supportive, plus being durable in appearance, it felt a little too firm for a long drive and was lacking a lumbar adjustment, which would have been a good addition for this latest upgrade.

Occupant safety has not been overlooked, with driver and passenger as well as side airbags securing a four-star ANCAP safety rating.

Engine and drivetrain specifications remain the same as with the previous models, with the choice of the 2.5-litre, DOHC, 16-valve, turbo, intercooled diesel engine, in either the 125 kW rating for the five-speed automatic model or the 100 kW rating for the six speed manual version.

Torque figures are 441 Nm @ 2000-2500 rpm for the auto, and 343 Nm @ 1500-2500 rpm for the manual.

Delivery tested the 2.5-litre, 125 kW version fitted with the five-speed automatic transmission.

The 2.5-litre powerplant propelled the 2062 kg tare weight van (the manual sits at 2047 kg) over varying environments during our week-long evaluation with ease, providing ample torque and dropping all the way down to 1500 rpm without labouring. When requested (such as overtaking on rural roads), what can best be described as spritely performance from 80 km/h up to the posted 100 km/h limit was available.

In-cabin noise levels from the engine have been well managed by commercial vehicle standards – even when requesting full power to the rear wheels, engine noise was not overly intrusive.

Fuel economy figures stated by the manufacturer on a combined city/highway cycle are 8.8 l/100 km for the 125 kW variant and 7.6 l/100 km for the 100 kW rating. The improved economy for the 100 kW engine is also assisted through the lower torque curve peak of 1500-2500 rpm and the resultant down-speeding of that engine.

The test route driven over the week replicated the textbook description of the standard combined cycle, with my rural home to Sydney commuting and built-up traffic duties providing an all-round balance for evaluation.

With the absence of a fuel economy readout within the dashboard display, the odometer showed that a 700 km range between refills is easily achievable. This experience supported the view that the fuel economy was in the vicinity of the mid to high nines, keeping in mind our tests were carried out in an unladen state. The 75-litre fuel tank provides adequate range for daily city duties and rural work.

The five-speed automatic transmission in our test vehicle was a “little ripper”, with gear selection being on point at all times, and with the transition between cogs seamless and barely even noticeable. A manual sports shift mode is included, with the in-dash display showing current gear

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selected and suggested up-shift guidance. This is another contributor to driver information aimed at reducing fuel consumption.

HYUNDAI iLOAD

On the road and unladen, the handling was surefooted and predictable from the MacPherson strut front and leafspring rear suspended vehicle. Even on pot-holed, rutted and uneven surfaces, there was no evidence of bump steer or tail kickout. If there is a criticism it would be that the ride was a little coarse, possibly simply something that is to be expected from a vehicle designed to carry its 1098 kg rated payload (1113 kg for the manual).

Braking from the ABS, EBD (electronic brake-force distribution) equipped four-wheel disc braking system was admirable and precise.

If towing, it is of importance for the buyer to note that the 100 kW manual model has the heaviest tow capacity of 2000 kg (braked) over the auto model’s 1500 kg (braked), resulting in GCM’s of 5160 kg for the manual and 4660 kg for the auto model.

At 5.150 metres long and with a wheelbase of 3.2 metres, manoeuvrability was good with the turning circle stated at 11.2 metres.

In the back, with the optional 180-degree dual swing-out doors, there’s room for two Australian standard pallets to be loaded, with a cargo length of 2375 mm, width of 1620 mm and 1272 mm between the wheel arches. With a generous height of 1340 mm and dual sliding side doors as standard, versatility is ensured for a variety of tasks.

Eight secure floor-mounted tie-down rings and a vinyl floor covering are standard fitment.

A cavernous cargo area devoid of any real insulation, apart from the vinyl mat, does impart considerable noise into the cabin space. There was a mesh cargo barrier installed and perhaps a cover may be available for that to reduce the noise a little and improve the aircon performance on hot days, but, as tested, holding a conversation with a passenger at highway speed required raised voices.

The crew-cab version with interior trimming and a fullheight and full-width fixed steel bulkhead keeps the noise generated from the tyres and any echoing firmly in the rear cargo area.

Pricing for the lift-back door model starts at $38,790 + ORC, or $39,340 for the barn-door option. The five-speed automatic will add $3000, and tack on another $2000 if you need the six-seater.

Five-year/160,000 km warranty, 15,000 km service intervals and Hyundai’s iCare program, with its lifetime service plan, should put cost of ownership figures in a favourable position.

With the availability of three seats (or six-seat options in the case of the crew-cab versions) and a choice of rear door designs, these latest style and feature updates have brought the 2018 Hyundai iLoad up to the latest market expectations. With its rugged budget-conscious design, it should continue to do well within the hotly contested segment of the market.

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iMAX ELITE

After a week in the Hyundai iLoad, it was time to swap over for some refinement in the form of the Hyundai iMax Elite.

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hile the drivetrain componentry, as with the iLoad, is the same 2.5-litre CRDi diesel engine mated to a five-speed auto transmission (the manual option has been dropped for the iMax), immediately noticeable is a less commercial offering.

The Elite comes with leather appointed seats (with arm rests on the front row), two panoramic sunroofs, heated front seats, multi-zone climate control air conditioning, a chilled upper glove compartment, an upgrade to sixspeaker sound, power windows with auto up and down function, electric mirrors, and a leather steering wheel.

From the front, setting itself apart form its commercial cousin, the iMax receives projector headlamps and lower bumper fog lamps. The Elite model also wears 17” alloy wheels over the 16” sets offered on the entry level, Active variant.

Combining efficiency with lifestyle, the iMax is a real eight-seater with all seats comfortably accommodating adult-sized passengers. Entry and egress is simple with generous openings on offer from the dual sliding doors.

Worthy of noting is the fitment of a full-sized spare tyre, which is a bonus in the never-ending quest by manufacturers to save weight. Having six stir-crazy kids in the back of a people mover on a long trip, limited to 80 km/h on a space saver, is not my idea of a good time, making the full-sized spare tyre, in Delivery’s opinion, worth its weight in gold.

The 2018 iMax has received its most significant upgrade since its 2008 inception into the Australian market.

Across the iLoad/iMax range, the front styling makeover, seven-inch touchscreen infotainment system, with Apple Car Play and Android Auto, keyless entry with alarm, auto dusk-sensing headlamps, steering wheel function controls, and tilt/ telescopic steering wheel adjustment, span all variants.

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Disappointingly, the manufacturer has not seen the value of installing any rear power or accessory sockets. This seemed really strange, as, with a target market of families, shuttle bus work or perhaps small tour operators, the need for the modern passenger to charge gadgets is quite apparent.

iMAX ELITE Up front, I would have also preferred a console of some description between the front seats, although this would require the relocation of the handbrake. There are two glove compartments, and a dash top vestibule, but there is really nowhere to put down small ancillary personal items like phone or iPod devices, or maybe a diary, and I found myself placing these things on the front passenger seat as they are generally picked up and taken every time I get out of the vehicle. The space between the seats seems wasted and a console would be a worthy addition to this void.

Drink holders and accessory power sockets for the second row of passengers could be incorporated in the process.

With an ANCAP rating of four stars, the iMax has dual front and side airbags for front-seat passengers; however, the airbag safety does not extend to the rear, so the second and third row of seats miss out. Also noteworthy is the fact that the only child restraint mounting fixtures are located on the second row of seating, and not fitted to the third-row position.

Safety is further enhanced by the combination of a rearview camera, displayed in the multimedia screen, and a four-sensor reverse park assist system.

On the road, in comparison to the previously tested iLoad, the environment was dramatically different. Gone was the echoing rumble from the uninsulated cargo area, the noise levels were now more subdued and affable (note: there were not six sugar-charged little people in the back).

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DRIVEN As with the iLoad, the 2.5-litre engine was torquey and capable, being most content to lug down to 1500 rpm and dig in under a gentle throttle without unnecessary cog swapping. When called for, ratio changes from the five-speed auto were precise and seamless. Considering the fact that, unlike many of its competitors, the iMax is a rear-wheel-drive design, with a lengthy driveshaft, power delivery is smooth and clunk free.

The independent rear coil spring suspension design does well to iron out road imperfections, and handling and cornering were quite good for a vehicle sitting just under two metres tall – although, if pushed, a little oversteer seemed evident, but this is, after all, a people mover not an F1 racecar.

Frontal and side vision is excellent with large glass allround. While still a little van-like in its driving feel, the iMax’s generous proportions lend itself well to those looking to shift eight adult-sized people in comfort.

Entry-level pricing for the iMax Active, starts at $43,990 + on-road costs – interestingly, this is $300 less the previous model – and $48,490 + ORC for the Elite.

Hyundai has laid out some sharp pricing for the 2018 iMax, as well as adding extra sweeteners in terms of appointments, so it will be interesting to see how this stacks up in this hotly contested market segment. With competition such as the Kia Carnival and Honda’s Odyssey, they have their work cut out for them; however, the rear-wheel-drive and generous seating proportions of the iMax, plus latest upgrades, may well carry the iMax through to the next round.

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AFMA CONFERENCE

PLANNING FOR THE FUTURE T

Ed Higginson reports from the 2018 AfMA Conference

he annual Australasian Fleet Managers Association conference, held this year at the Melbourne Convention Centre, certainly lived up to its reputation for being the major event for all those involved in planning, organising and operating vehicle and equipment fleets of all sizes.

The two-day event brought together industry experts from around the globe to discuss new technologies and showcase upcoming trends, while also providing the appropriate forum to debate topics that many fleet managers are facing each day.

After the initial address on day one from the association’s president Lee Sauerwald, and industry welcome from AfMA director Mace Hartley, we quickly got down to business.

To kick off proceedings, the Australian Automotive Association’s CEO, Michael Bradley, gave a sobering summary of their preliminary research into how our current list of vehicles measure up to the fuel consumption claims of their manufacturers. With VW issues still fresh in everyone’s minds, the AAA, which represents over eight million members, has conducted real-world tests on many of Australia’s top-selling brands.

The vehicles you consider buying must meet strict government tests for fuel

consumption and emissions, which are then displayed in the windscreens for the information of consumers. The AAA found all cars met the laboratory testing criteria, so they were not necessarily going to cause the scandals that VW faced. But, when running on an 80 km route around Melbourne, including city, country and highway, only 3 from 30 reproduced the same results.

On average, cars used 23 percent more fuel than they claimed, and one plug-in hybrid used four times more! So, with new fuel emissions standards around the corner, and alternative fuels becoming available, it’s important for associations like AAA to review products in a scientific way so consumers can buy with confidence.

The association’s aim is to test 60 vehicles a year in real-life conditions that are more appropriate than the current laboratory tests.

Next to take the floor was Steve Bletsos, senior research analyst from the VACC. The automotive industry is about to enter a period of fast change, with the arrival of automated vehicles, alternative fuels and much more, so associations like the VACC are essential to offer guidance and facts of what is coming.

Steve was clearly ready for the challenge, running through the recent closure of Ford, Holden and Toyota with their impact on the industry locally, before moving on to what we can expect to see in the next few years.

Many expected the closure of the big three car manufacturers in Australia to be the start of the end of the industry here.

In fact, the closure directly affected just 3.5 percent of the automotive industry workforce, reducing the Australian automotive GDP contribution from $37.1 to $35.1 billion. Steve pointed out that nearly 70,000 businesses are still going strong, but the change towards electric, hydrogen, and autonomous DELIVERY ISSUE 79

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FEATURE vehicles, plus ownership preferences, will be the biggest challenge for the future.

The conference included many interesting topics relevant to today’s proactive fleet managers, with experts discussing issues affecting safety, accounting and future trends, and presented mock court trials that illustrated only too clearly the responsibilities facing today’s management teams as they introduce programmes to ensure safety compliance and conform to chain of responsibility requirements.

To cover as much material as possible over the two days, individual presentations were held simultaneously, keeping the delegates very active as they picked the topics most relevant to their particular fleet activities.

As groups began to break off into conference rooms to hear from the 44 individual presenters and see the latest products on offer, I sat in on a discussion from Geoff Thomas, managing director of driver training experts Murcotts Driving Excellence.

With many years of experience in the heavy vehicle sector, I know the importance of checking that new drivers are fit for the task – ensuring the business gets copies of the driver’s licence, medical assessments, driving history from the authorities, including infringements, and performing an on-road driving assessment before handing them the keys. As fleet owners or managers, it is just as important to ensure your drivers are not just qualified, but competent behind the wheel also, whether in a truck, 4x4 or car.

Geoff went on to explain the duty of care that all fleet owners have, checking someone’s licence is not enough. Can they drive at night, in the wet or on ice, have they driven vehicles similar to the ones in your fleet?

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and businesses like it across the country, are invaluable for teaching simple driving skills that will improve safety and help protect the fleet owners. This is especially useful for fleets of light commercial vehicles, where car drivers can jump behind the wheel of a light truck with a trailer up to 9.0 tonnes with no experience.

Even driving a fully-loaded 4x4 ute is very different from driving a car. So, if something goes wrong, how will you show that you did everything possible to ensure your driver was competent?

Next, Detective Inspector Stuart McGregor, Road Crime Investigation Branch of Victoria Police, gave an overview of the impacts of speeding. Even at low speeds, pedestrians can die from being hit at 30 kph, which is why they take a very hard line on drivers speeding as they have seen the consequences at firsthand.

In 1970, there were 1061 deaths due to road incidents. In 2018 they expect this number to be around 200, but the proportion of low-speed deaths hasn’t been reducing.

Over the years, the significant drop in fatalities has coincided with major changes on the road, such as the introduction of speed cameras in 1990, then with the reduction to 50 kph residential zones in 2002.

So, as fleet managers, what can you do to ensure your vehicles are not travelling over the speed? How can you track your vehicle’s speed and train or discipline drivers that are driving illegally?

Trucks are all speed limited to 100 kph, and many vans, light trucks and 4x4s can also be limited to 100 or 110 to ensure they obey the law. You can also fit one of many GPS systems to your fleet that will capture low-level speeding as vehicles enter various speed zones.

With a reduction in speed, you should also see a reduction in fuel and maintenance costs too, which

AFMA CONFERENCE will assist with the costs of fitting extra equipment.

Following on from the discussions from Geoff and Stuart regarding safety, Dr. Sharon Newnam, a Senior Research Fellow from Monash University, went into a study of heavy vehicle safety. With some interesting data collected over time from coroners’ reports, Dr. Newnam showed that a truck driver has the most dangerous job in Australia, accounting for over 30 percent of all workplace fatalities.

The research showed that, although fatigue and speeding are factors, these are not the only issues, with many more factors to blame. Dr. Newnam pointed out that we need to move away from simply blaming the drivers, and work towards reducing many other factors if we truly want to reduce road deaths in the industry.

However, more worryingly, there is little to no data for road deaths in light vehicles that are conducting work. Dr. Newnam is currently evaluating better ways of collecting data from all work-related vehicle incidents, whether in cars, 4x4 or light commercials, so this information can then be used for making better decisions to prevent fatalities further.

Day-one was over far too quickly, but day-two started over breakfast, with a very interesting discussion regarding the impact that autonomous vehicles may have on our lives, from the well-known industry expert, John Mellor, the founder of GoAutoMedia.

Firstly, an explanation on the five levels of autonomous vehicles as we see them today: Driver Assistance: controlled by the driver but assisted with the likes of EBS. Partial Automation: driver assistance with steering and braking such as self-parking.

Conditional Automation: where a car could follow maps whilst the driver monitors.

High Automation: no driver needed, but all controls are available for the driver to take over.

Full Automation: with no driver controls, passengers simply go for the ride.

With autonomous vehicles expecting to be available in dealerships within just a few years, it was interesting to hear some of the potential impacts.

Governments are supportive of autonomous vehicles, as they will eliminate the majority of road trauma. But how will we be charged for using the road if we only use electricity and don’t pay fines?

Will more people start to rideshare and therefore not be interested in owning cars? If so, what will happen with dealerships? Will brand loyalty disappear as vehicles change their interaction with the driver, becoming more akin to white goods? If there are no road traumas, how will organ donations be affected? Without traffic incidents what will happen to vehicle repairers, tow trucks, insurance, salvage yards, traffic police and traffic courts?

The new automotive world will also offer many benefits for those that cannot drive or who have no interest in driving, such as the young and old, or people not fit to drive. It will also offer opportunity for companies who offer car sharing, such as Uber.

The AfMA conference provides the catalyst to bring together members of the industry to discuss future trends and network with like-minded professionals, and this year was better than ever.

If you missed 2018, then make sure you book your spot early for next year’s conference. The future is getting closer, so you need to be ready.

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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

27,690 31,190 29,190

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 1500 kg 1115 kg

5H 5H 5H

XL Super Cab Cab Chassis Hi-Rider

35,890

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

37,890 37,190

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

1360 kg 1235 kg

5H 5H

XLT Super Cab Utility Hi Rider

47,790

Dsl/5T/3.2L

8.2

147 @ 3000

470 @ 1750-2500

6a

5

1145 kg

5H

XLT Double Cab Utility Hi Rider

47,590

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. with the 3.2 litre engine. Those buying the 2.2 litre 4-cyl get an honest engine that performs well.

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

Foton is worth considering with its tough Cummins diesel engine and aggressive drive-away pricing. Factory distribution is under-performing against competition, raising serious doubts about the future of Foton in the Australian market.

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

GREAT WALL

Max Tow: 2500 kg

STEED K2 Single Cab Chassis

18,990

Ptrl/4T/2.4L

8.2

110 @ 4000

310 @ 1800-2800

6m

2

1198 kg

2H

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

1010 kg 1022 kg

2H 2H

Another Chinese offering but dubious credentials in terms of product support and resale value, making purchase currently a dubious project.

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 @ 2000 440 @ 2000 440 @ 2000

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

2 5 5

1487 kg 1316 kg 1172 kg

5H 5H 5H

LT Crew Cab Pick-Up

38,990

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 2000

6m/6a

5

1135 kg

5H

LTZ Crew Cab Pick-Up

42,490

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 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 79

Renault VANS

4X2 SMALL CAB / CHASSIS & UTES

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.indd 1

Variants

ISUZU

Price $

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

Torque Nm – rpm

11/07/2018 4:39 PM

Trans- Seats Payload ANCAP mission Safety

D-MAX SX Single Cab Chassis Crew Cab Ute

28,600 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 38,700 36,300 37,500

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

7.5 7.5 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 1029 kg 1084 kg 1144 kg

4H 5H 4H 5H

LS-T Hi Ride Crew Cab Ute

46,900

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

6a

5

1014 kg

5H

LS-U High Ride Duel Cab Ute

44,100

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

6a

5

1024 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

20,990

Dsl/4T/2.2L

8.6

88 @ 4000

280 @ 1800-2800

5m

2

1260 kg

N/A

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

Service Inter: 10,000 km

Warranty: 5yrs-100,000 km

Max Tow: Pik-Up 2500 kg Genio 1800 kg

BT-50

MAZDA

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

28,815 30,690 30,690 32,745 34,745 39,290

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

44,290

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

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

Max Tow: 2500-3350 kg depending on model

*CC: Cab/Chassis

TRITON

MITSUBISHI

GLX Single Cab Chassis Single Cab Chassis Double Cab Ute

22,300 25,800 35,500

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

MERCEDES BENZ

Warranty: 5yrs-100,000 km

Max Tow: 1800-3000 kg depending on model

X-CLASS X220d Pure Ute

45,450

Dsl/4T/2.3L

7.6

120 @ 3750

403 @ 2500

6m

5

1223 kg

DELIVERY ISSUE 79

5H

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 33,490

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

1356 kg 1256 kg 1100 kg

5H 5H 5H

ST Dual Cab Ute

40,190

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

5

1056 kg

5H

ST-X Dual Cab Ute

44,990

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

5

1019 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

130 @ 3400 130 @ 3400

450 @ 2400 420 @ 2600

6a 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

450 @ 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

38,490 39,990

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

46,390 50,090

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 79

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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

41,590

Dsl/4T/3.2L

8.3

147 @ 3000

470 @ 1600-2500

6m/6a

2

1340 kg

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/6a 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

7.1 8.3 8.0 8.3

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

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

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

5 5 5 5

1265 kg 1215 kg 1140 kg 1090 kg

5H 5H 5H 5H

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

46,790 52,290 53,290

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

10 10 10

147 @ 3000 147 @ 3000 147 @ 3000

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

6a 6a 6a

5 5 5

1095 kg 969 kg 1250 kg

5H 5H 5H

XLT Super Cab Pick-Up

53,490

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

4

1045 kg

5H

XLT Double Cab Pick-Up

55,490

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

5

995 kg

5H

XLS Double Cab Pick Up

48,890

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

5

1085 kg

5H

Wildtrak Pick Up

59,590

Dsl/5T/3.2L

8.4

147 @ 3000

470 @ 1750-2500

6m/6a

5

950 kg

5H

FX4 Double Cab Pick Up

58,915

Dsl/5T/3.2L

8.4

147 @ 3000

470 @ 1750-2500

6m/6a

5

995 kg

5H

Raptor Pick Up

74,990

Dsl/4TT/2.0L

N/A

160 @ 3750

160 @ 3750

10a

5

N/A

N/A

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. The Raptor version with a 2.0 litre twin-turbo diesel and 10-speed auto currently lacks a reputation.

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/6a

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 79

Renault VANS

4X4 VEHICLES

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.indd 1

Variants

HOLDEN

Price $

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

Torque Nm – rpm

11/07/2018 4:39 PM

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

35,000

Dsl/4T/3L

7.8

130 @ 3600

430@2000-2200

6m

5

1319 kg

4H

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

38,200 41,000 43,400 44,600

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

7.8 7.8 7.8 8.1

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

1314 kg 1224 kg 1064 kg 1034 kg

4H 4H 5H 5H

LS-M Crew Cab Ute Hi-Ride

46,900

Dsl/4T/3L

7.8

130 @ 3600

430@2000-2200

6m/6a

5

1049 kg

5H

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

46,600 48,800

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

7.8 8.1

130 @ 3600 130 @ 3600

430@2000-2200 430@2000-2200

6m/6a 6m/6a

4 5

1074 kg 1029 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 Cab Chassis Dual Cab Utility

28,411 30,516

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

8.8 8.8

110@3400 110@3400

360@1600-2800 360@1600-2800

6m 6m/6a

2 5

1225 kg 1025 kg

5H 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

The T60 has a really high spec and great value, making it a surprise performer.

MAHINDRA

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

26,990 29,490 29,990 31,990

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

8.6 8.8 8.8 8.8

88 @ 4000 88 @ 4000 88 @ 4000 88 @ 4000

280 @ 1800 280 @ 1800 280 @ 1800 280 @ 1800

5m 6m 5m 5m

2 2 5 5

1780 kg 1940 kg 1170 kg N/A

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

Genio Single Cab Chassis

21,990

Dsl/4T/2.2L

8.6

88 @ 4000

280 @ 1800-2800

5m

2

1260 kg

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 DELIVERY ISSUE 79

75

4X4 VEHICLES Variants

MAZDA

SPECIFICATIONS

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

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

38,490 42,590 44,390 46,190

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

49,390 51,190

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

9.7 9.7

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

54,990

Dsl/5T/3.2L

9.7

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

X-CLASS X220 Pure Ute

50,400

Dsl/4T/2.3L

7.8

120 @ 3750

403 @ 2500

6m

5

1056 kg

5H

X250 Pure Cab Chassis Pure Ute Progressive Cab Chassis Progressive Ute Power Ute

51,450 52,400 53,950 54,900 61,600

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

7.7 7.7 7.7 7.7 7.7

140 @ 3750 120 @ 3750 140 @ 3750 140 @ 3750 140 @ 3750

450 @ 2500 403 @ 2500 450 @ 2500 450 @ 2500 450 @ 2500

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

5 5 5 5 5

1172 kg 1042 kg 1052 kg 1188 kg 1027 kg

5H 5H 5H 5H 5H

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 79

Renault VANS

4X4 VEHICLES

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.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

11/07/2018 4:39 PM

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

32,500 34,800 35,750 36,500

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 1085 kg 960 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

44,490

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

32,990

Dsl/4T/2.3L

6.6

120 @ 3750

403 @ 1500-2500

6m

2

1278 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 79

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

8.3

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 54,440

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

7.6 7.6

130 @ 3400 130 @ 3400

450 @ 2400 450 @ 2400

6a 6m/6a

4 5

1005 kg 1125 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 67,740

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

10.7 10.7

151 @ 3400 151 @ 3400

430 @ 1200-3200 430 @ 1200-3200

5m 5m

2 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 @ 1500-2250 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 79

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. Soon to be joined by an expanding range of vans.

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 42,990

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/6a 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 96 @ 3500

385 @ 1450-2000 385 @ 1450-2000

6m/6a 6m/6a

3 3

1088 kg 5.95 cu.m N/A 1301 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 has 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 79

Max Tow: 1500-2000 kg

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.indd 1

Variants

IVECO

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

Torque Nm – rpm

Trans- Seats mission

Payload

11/07/2018 4:39 PM

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 79

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 6.4

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 6.3

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 79

*LHR: Long High Roof

*CC: Cab/Chassis

ANCAP Safety: N/A

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.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

11/07/2018 4:39 PM

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

41,990 34,990 38,490 39,990 43,490 43,490

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

6.2 6.6 6.2 6.2 6.2 6.2

103 @ 3500 85 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500

340 @1500 300 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500

6m 6m 6m 6m 6m 6m

3 3 3 3 6 3

1237 kg 1235 kg 5.2 cu.m 1235 kg 5.2 cu.m 1274 kg 6.0 cu.m 1118 kg 4.0 cu.m 1274 kg

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

TRAFIC SWB X82 SWB 85 SWB 103 LWB 103 CREW 103 LWB X82

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 Crew SLWB SLWB

34,470 37,530 39,570 46,710 45,690

Ptrl/4/2.7L Dsl/4/3.0L Dsl/4/3.0L Dsl/4/3.0L Ptrl/4/2.7L

10.1 8.1 8.7 8.7 10.5

118 @ 5200 100 @ 3400 100 @ 3400 100 @ 3400 118 @ 5200

243 @ 4000 300 @ 1200-2400 300 @ 2400 300 @ 1200-2400 243 @ 4000

5m/6a 5m/4a 5m/4a 5m/4a 6a

3 3 3 2 2

1088 kg 6 cu.m 965 kg 6 cu.m 885 kg 6 cu.m 1195 kg 9.8 cu.m 1295 kg

4H 4H N/A 4H N/A

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

30,390 32,590 29,590 34,790 31,090 36,290

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

6.0 5.3 6.2 5.3 6.2 5.3

92 @ 4800 75 @ 4000 92 @ 4800 75 @ 4000 92 @ 4800 75 @ 4000

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

220 @ 1550-3500 7DSG 250 @ 2800 7a 220 @ 1550-3500 6m/7DSG 250 @ 2800 6DSG 220 @ 1550-3500 6m/7DSG 250 @ 2800 6DSG

2 2 2 2 5 5

773 kg 3.2 cu.m 740 kg 3.2 cu.m 842 kg 4.2 cu.m 833 kg 4.2 cu.m 728 kg 1.65 cu.m 719 kg 1.65 cu.m

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

250 @ 1500-2500 340 @ 2500 400 @ 1500-2000 340 @ 1750-2500 340 @ 1750-2500 400 @ 1500-2000 340@ 1750-2500

2 2 2 5 2 2 5

1266kg 5.8 cu.m 1256 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

N/A N/A 4H 4H 4H N/A N/A

TRANSPORTER TDI250 Runner SE TDI340 Swb TDI400 Swb TDI340 Swb CV* TDI340 Lwb TDI400 Lwb TDI340 Lwb CV*

5m 6m/7DS 7DSG 7DSG 6m/7DS 7DSG 7DSG

DELIVERY ISSUE 79

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 2160 kg 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 Active Elite

43,990 48,490

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

8.8 8.8

125 @ 3600 125 @ 3600

441 @ 2250 441 @ 2250

5a 5a

8 8

800 kg 800 kg

4H

8a 8a 8a 8a 8a 8a 8a 8a

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

42,490 47,990 52,490 60,290 44,990 50,490 54,990 62,790

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

10.8 10.8 10.8 10.8 7.6 7.6 7.6 7.6

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

76,300

Dsl/4TT/2.1L

6.3

120 @ 3800

380 @ 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

59,460 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

51,990

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 79

7a

9

3000 kg

Warranty: 3yrs-200,000 km

N/A

SPECIFICATIONS Variants

LIGHT TRUCKS

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

79,950 99,950 139,500 142,350

Dsl/8T/5.7L Dsl/8T/5.7L Dsl/6T/6.7L Dsl/6T/6.7L

291 @ 5600 291 @ 5600 276 @ 2800 272 @ 2800

556 @ 3950 556 @ 3950 1084 @ 1600 1084 @ 1600

Trans- Seats mission

GVM

RAM TRUCKS Express 1500 Laramie 1500 Laramie 2500 RAM 3500

6a 6a 6a 6a

5 5 6 6

3330 kg 3330 kg 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

DELIVERY ISSUE 79

85

LIGHT TRUCKS Variants

FUSO

SPECIFICATIONS

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

HINO

86

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

DELIVERY ISSUE 79

Renault VANS

LIGHT TRUCKS

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.indd 1

11/07/2018 4:39 PM

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

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 79

87

LIGHT TRUCKS Variants

ISUZU

SPECIFICATIONS

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

Due for replacement soon 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

88

DELIVERY ISSUE 79

Renault VANS

LIGHT TRUCKS

Always deliver.

REN1238_227601_Delivery_Magazine_Range_W210mm_x_H21mm_FA_HR.indd 1

Variants

RENAULT

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

49,990 53,490

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

120 @ 3500 120 @ 3500

360 @ 1500 360 @ 1500

Trans- Seats mission

11/07/2018 4:39 PM

GVM

MASTER LWB Single Cab Chassis Rwd LWB Dual Cab Chassis Rwd

6m/6a 6m

3 7

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

46,390

Dsl/4T/2.0L

103 @ 3500

340 @ 2500

DSG

2

3000 kg

TD1400 LWB Cab Chassis Double Cab FWD

50,090

Dsl/4T/2.0L

132 @ 4000

400 @ 2000

DSG

5

3000 kg

Transporter will soon be joined by a totally new range of Crafter models.

Service Inter: 30,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg

DELIVERY ISSUE 79

89

GROW WITH

A PRO

~Drive away price on new Fiat Professional Doblo 1.4 manual, ordered and delivered between 3 July and 30 September 2018, unless changed, withdrawn earlier or extended at the discretion of FCA Australia Pty Ltd. Offer valid while stocks last to ABN holders only and excludes government and rental buyers.

Includes all on road costs and white or red paint. Other colours may incur additional costs. *Drive away price on new Fiat Professional Ducato Short Wheel Base manual, excluding all motorhomes, ordered and delivered between 3 July and 30 September 2018, unless changed, withdrawn earlier or extended at the discretion of FCA Australia Pty Ltd. Offer valid while stocks last to ABN holders only and excludes government and rental buyers. Includes all on road costs and white (as shown) or red paint. Other colours may incur additional costs.#Drive away price on new Fiat Professional Ducato Long Wheel Base MT, excluding all motorhomes, ordered and delivered between 3 July and 30 September 2018, unless changed, withdrawn earlier or extended at the discretion of FCA Australia Pty Ltd. Offer valid while stocks last to ABN holders only and excludes government and rental buyers. Includes all on road costs and white or red paint. Other colours may incur additional costs. Full T&Cs at fiat.com.au/commercial-offers.html

Take your business to the next level with a Fiat Professional van.

Visit your local Fiat Professional dealership or fiat.com.au

YOUR RIGHT HAND VAN

Renault MASTER

Always delivers.

A master deliverer needs a Master Van. Get the job done on time, every time with the capable combo of payload and manoeuvrability, complete with: • • • •

9 cubes of cargo space and 1.6T payload 3-year 200,000km warranty 30,000km service intervals Capped price for the first three maintenance services

There’s only one Master Van. Head to your nearest Renault dealer and experience the difference today.

from

38,888

$

*

drive away

*Recommended drive away price for MASTER SWB manual with solid paint valid for vehicles ordered before 30/09/18.

ABN buyers only. Renault reserves the right to vary, extend or withdraw this offer.