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

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ISSUE 50 OCTOBER/NOVEMBER 2013 RRP: $7.95

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TATA’S

TOUGH TRUCK

FEATURE

THE FORD

The heavy hitters from Detroit fly to Sydney to outline the next step for Ford global operations

WHEN

it comes to throwing a party, the car companies can reach heights never before contemplated by mere mortals or conventional corporations. The motor industry is like no other, in that it’s not just a case of selling the product. To be successful you not only have to sell the sausage, you have to sell the sizzle. It’s all part of the excitement of buying a new car or van that differentiates the purchase from those trying to sell fridges and washing machines. And for those still wondering if there’s a chance of reprieve, it’s time to face up to the sheer economies of scale that affect manufacturing of any product on a global basis.

As nice as it would be to protect local manufacturing in Australia, the bald facts are that by 2015 Ford will have five manufacturing plants in full swing in China that can collectively produce 1.2 million vehicles per year. That’s more than the total number of vehicles of all manufacturers sold in Australia. Add to the Chinese volumes those of Thailand and other Asian and European plants, and even the most optimistic enthusiast can see that maintaining a base here, even if heavily subsidised by Federal Government, is just not going to eventuate. In order to shift the company emphasis from negative to positive, Ford recently pulled out all the stops to change the morale of dealers, customers and employees that have weathered the emotion of recent statements about plant closures and the end of local manufacturing by 2016. The company took over the sound stage at Sydney’s Fox Studios, home of movies such as Wolverine, to transform the interior into a major auditorium and global showroom in which it could display all the new models we will see in local dealerships in Australia in the next two years.

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Dealers, fleet customers and members of the automotive media were flown in from all parts of the country to join in the spectacle and to meet with senior executives from Dearborn in North America, the home of Ford global operations.

THE FORD FAMILY

This was definitely the executive “A” team, headed by Ford Motor Company President and Chief Executive Officer – Alan Mulally, and including, Chief Operating Officer – Mark Fields, Executive Vice President of Global Marketing, Sales and Service and Lincoln – Jim Farley, Group Vice President and President of Asia Pacific – David Schoch, and Ford Australia President and CEO – Bob Graziano. Ford may not be making cars here much longer, but it will be capitalising on the experience and ability within the Australian division for research and development, such as the expertise that spawned the design of the Ford Ranger. Ford is currently the largest Australian auto company investor in research and development. Last year saw Ford’s investment reach $270 million, which brings the company’s total R & D investment in Australia during the past six years to more than $1.9 billion. Ford’s R & D investment is continuing and the company has spent $2.5 million on a new test cell that will allow vehicles to meet stricter emission requirements. A new $1.4 million noise, vibration and harshness test road is also being built at the proving ground, while other roads in the facility will receive a $1.5 million refurbish. More than $300,000 is being spent on new equipment to develop and test, driver-assistance technology. Mark Fields gave Australia, and the world, the first look at a rugged, seven-seat design concept called the Ford Everest Concept, which was created by the Ford design and product development team in Australia, enhancing Ford’s already strong SUV line-up, which includes the Ford Kuga and Ford Territory, and soon the new Ford EcoSport. “This is our vision for a large, seven-seat off-road SUV to allow our customers to take on the world, and it was created by our world-class design team here in Australia,” Fields said. Ford’s vision of the future also includes the full family of Ford vehicles: the Ford Fiesta, Ford Focus, Ford Mondeo, Ford EcoSport, Ford Kuga, Ford Ranger and Ford Transit, as well as the iconic Ford Mustang and the new 2014 Ford Falcon. A range of new customer-focused technologies will also roll out in future Fords. Graziano said Ford in Australia was entering a new phase. “Our customers, our employees and Australia can be assured that we’re connected to the nation and committed to our customers through terrific products with class-leading technologies,” he said. “Our road to growth is with great new products that serve a broad range of Ford customers. “Driven by our One Ford strategy of serving customers in all markets with a full range of competitive vehicles, and leveraging our global capabilities, the award-winning Ford Fiesta, Ford Focus, Ford Mondeo, Ford EcoSport, Ford Kuga, Ford Ranger and Ford Transit are global platforms that are underpinned by world-class design, engineering and technology.” The company took the wraps off the new Ford Fiesta, Ford Fiesta ST, Ford Mondeo hatch and wagon, and Ford EcoSport. Ford will also offer commercial customers in Australia the Ford Transit Custom as well as heavier-duty Ford Transit Cargo model.

“All of these great products deliver on our core brand pillars – Quality, Sustainability, Safety and Smart – and they have opened up exciting opportunities to serve our customers better,” Graziano said. When the Ford Transit Custom and Ford Transit Cargo arrive early in 2014, they will offer Australian businesses, small and large, a range of new commercial vehicles. Both are truly global vehicles packed with Ford technology. They will take the Australian van market in an exciting new direction with purpose-built applications for customers who need the ultimate in capability. The all-new Ford Transit Custom is primed to deliver style, driver appeal, class-competitive load-carrying ability, Ford SYNC compatibility and fuel efficiency. The Transit Custom, the International Van of the Year 2013, arrives in dealerships later this year, and the Ford Transit Cargo early next year. The Ford Transit Cargo is a capacious purpose-built workhorse for heavy-duty applications for customers seeking more from their vans. The newest Ford Transit is the latest in a long line of marketleading Transits, which have sold seven million vehicles since the first model was introduced in the UK in 1965. Ford will expand its collaboration with Australian universities as part of a commitment to developing a worldclass system of external alliances, programs and practices in Australia and Asia. It has appointed senior Ford Technical Engineer, Richard Taube, as Ford Australia’s Manager for University Programs. Ford’s vision is to expand its research presence in Australia and to grow alliances with the most relevant and technically capable universities. Ford Group Vice President and President of Asia Pacific, David Schoch, said the university system in Australia was world class. “It is industrially relevant, and we also believe such collaborations are a way for Ford to give back to our DELIVERY

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TESTED

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late ent ve dif be a lig y the Genera n in rec lebrating overs fi y Holden to e c ld t o a red b H th red b be ce onside e with e c c ld n id y u e s tl o ti e n n h a g o s are st p is c n it t ran are app les have lo me whe Australian-buil ll that rsions ic e . At a ti h v a t s e , s v th e d n ot think hould e n e o n fi c c u n m e n d a e th ro m f ld r p o r ts s ase o perfo up at H it’s eve any are ck sea the rele nd utes ing the comp and ne high where the ba , tools and a o y s n n a a d n s s oe ed ad of se entio ayouts Hello! D ith a cargo b ed to carry lo carry people, dlines m ds for p w s u g to the hea d with deman e in d b th te ith nice an ing to some ne If you w that comes w concer ybe go ? ing. a p in ti m h e is w th an te be pany age to y a sed corpora car com technology en garb u actually bu v re e a s d w e o e e ’t y olden n nly embrace n separates record wouldn ats? What H at d track pt pe o o th e o t r s a a g s fy th rc a rt a em ves com ave moto terp executi s not h s made no att for the arketing coun tly doe a assion , n h p m y e re b a It ir r th e . u re h c it e ls It’s w m th Holden ht commercia lume, and, th ring the puters. tally fro on o g e v li ff them to idges and com and appreciati s o g in sellin cremental sale and profit, by ket that nt ll fr that se n of exciteme s buyers into ar c in ffi m d a d n tr a a v g o to n ti wroom in the o t genera torcar that bri h c rope. s u u r d E o deale ge in ial pro d rc a e b f m of the m oms. M m G ng t out o wro light co le under the marketi ood fis f g ve o y e e r li the sho b v e e a ti v a ub ad, ollec is avail making certainly if yo stomer s is a c rs. Inste s it a e y h is u n r b e e , u h c it cie old do Neith lack of Colora What H on’t interact w faceless agen d ing the concerning a y n ll td b a e a s s k y th o e s o c exe aceb n surv f woe r and F tales o upport. er rely o livery they ov xated on Twitte as told to De s pest e ic fi ts, serv e chea ge th n g ra in that are with statemen te riv d odore U Ute an p been d lly a come u e Comm icle, it’s actua ery has Commodore ion that v th li t e a D th s F , h lu an recently ommercial ve of the V e conc version ly come to th segment it is ac .” le ic k e “is not h v ic e , ti v u e ti q e ti e c o s p an ha y fo com perform n’t reall highly rs in this g AFL is where playe in ehicle. y v a l s a a ence ption it like g ri e b n e c li a p x d x e s n e t’ a Tha hile h thletic of an a game w ver. it’s more thon during a d, stress relie e ra p a run a m vered, pill-sha co leather

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HOLDEN IN FOCUS Starting off with a price capped at $32,990, some $2,500 less than the model it replaces, the 3.0-litre, petrol V6 automatic handles really well over all types of road surfaces. It’s comfortable, responds quickly to the driver’s demand for performance, and it comes with a “basic” spec that includes Auto Park Assist, front and rear parking sensors, remote vehicle start and a reverse view camera. A large colour touch screen controls the MyLink onboard entertainment system that enables a variety of audio inputs, plus it coordinates the Bluetooth streaming from your phone. Connecting a mobile to the hands-free system has also never been easier, as it can be accomplished in seconds by verbal commands. From a safety aspect, it’s streets ahead of any Asian import, offering hill start assist, trailer sway control, traction control electronic stability programming, and a full five-star ANCAP crash safety rating. Also part of the package is EBD (electronic brakeforce distribution), EBA (electronic brake assist), Traction Control, dual stage airbags plus side airbags and side curtain airbags for driver and passenger, and pyrotechnic seat belt pretensioners. A child seat anchor point is standard on the cabin bulkhead. Unlike other single-cab utes, there is space behind the seats for stowing the shopping, plus small lockers for additional storage mounted into the back wall of the cabin. Performance is brisk and the latest version of the 3.0-litre SIDI petrol V6 is impressive, especially when comparing it with the four-cylinder petrol alternatives in Asian imports. The sixspeed automatic works well with the way the engine delivers its power, and by slotting the lever over to the left the driver can switch to manual gear selection. There’s a choice in power and torque outputs for the base ute that align themselves with the choice of fuel.

Choose petrol-only and you get a 3.0-litre SIDI V6 that produces 190 kW at 6,700 rpm and peak torque of 290 Nm rated at 2,900 rpm. Go for a dual-fuel petrol/LPG V6 and you get a capacity increase to 3.6 litres but drop back in performance to 175 kW produced at 6,500 rpm plus 318 Nm of torque rated at 2,400 rpm. You also lose two gear ratios to end up with a four-speed automatic. More on the higher power output alternatives later. The optional extras come onboard with the blind-spot alert and reverse traffic alert at $350.00, the satellite navigation system at $750.00 and you have to pay an additional $450.00 to get a soft tonneau cover.

It’s the smartest looking and most capable ute Holden has ever made.

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TESTED

THE

COMPROMISE Delivery checks out four of the most popular space cabs. Words by Chris Mullett and Allan Whiting

Choosing the right ute for specific types of use is always going to be a compromise. In country areas, the aim is always to go for the longest tray option, but then you might need room inside the cab to carry the kids to and from the school bus pick-up point.

Where recreational aspirations at weekends take over from load-carrying duties, then the crew cab has greater appeal. If you need space for the kids over short distances, the space cab might be the perfect choice. Delivery has been comparing four different space-cab versions and came up with some surprising results, not least being the almost identical interior space on offer, but the wide variation in performance. For courier use, there’s no need to move to the more expensive and less fuel-efficient 4x4 space cabs, but, for the

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purposes of this comparison, that’s exactly what we evaluated as available from the various manufacturers. Mazda was first cab off the rank with its BT-50, closely followed by Isuzu with a D-Max, Nissan with a Navara and Holden with a Colorado. There’s still a lot of confusion in the market about the association between Holden and Isuzu, with many buyers still presuming that the only difference is the badge on the bonnet. The same thought process largely applies to the Ford Ranger and Mazda BT-50. As far as the Holden and Isuzu are concerned, the similarity between the two makes extends through the chassis and body with subtle differences in sheet metal such as the bonnet and headlamp areas. Each model is made in a separate factory in Thailand, and the thirty degrees of separation come into play through each having a totally different engine and transmission. Holden uses a VM engine with Italian origins and mates it to an Eaton

THE PERFECT COMPROMISE transmission. Isuzu uses its own engine and adds an Aisin automatic transmission that is also used by Toyota. If you talk to the General Motors people, they claim the Colorado as their own design. Meet up with the Isuzu people and they tell you it was a joint venture with the majority of the design work completed by Isuzu. Meanwhile, pretty much the same attempt at the smoke and mirrors treatment occurs when you compare the Mazda BT-50 with the Ford Ranger. It’s harder for each manufacturer here to claim overall competence and responsibility as even the engines and drivelines are identical. It’s just once again sheet metal that varies, with Mazda going for a more swooping style treatment and Ford relying on its Super Heavy Duty F-Truck appeal to sway the hearts and minds of buyers. Dashboard styling is also slightly different. Not every manufacturer has graduated its product range in Australia to include a space-cab version. Even the market leader, Toyota, has kept out of this segment, although space-cab versions of the HiLux are available in different global markets. So, with Mazda taking up the challenge on behalf of Ford, and with Holden and Isuzu going head to head, we add in the Nissan Navara to make up our duelling quartet.

There is actually very little difference when it comes to interior cabin space. We ran a tape over the length from the face of the dashboard to rear bulkhead at waist height and found that all of them are basically identical at around 1,408 mm. Interior height and shoulder width measurements are also pretty similar, leaving the buyer to select which seat or dashboard design is most pleasing on the eye. Annoyingly, none of the quartet manages to offer reach adjustable steering, with only rake variation in each vehicle. The Ford/Mazda interior is certainly the best when it comes to design ability, with more storage space available, even up to having locker room for a laptop. The Isuzu and Holden cab interiors are pretty much identical and are more utilitarian, with a standard passenger drop-down glove box and door pockets. Each of the four alternatives offers a flap down pair of seats in the rear section accessed by rear hinged “suicide” doors.

Passengers here are protected by lap/sash diagonal seat belts for two, but it’s worth noting that occupants in these seats are not considered by the testers in the global crash safety test ratings. For utes, the occupant safety quoted only relates to those in the front seats. A fold-down seat squab does not make for a comfy armchair-type ride, and, with limited legroom, this area is at best only for small passengers that travel a short distance. The only way an adult can climb onboard in the rear is for the front seats to be slid forwards until everyone onboard experiences the same degree of discomfort. Either way, it’s not going to provide a good experience, but it does get the job done. Where this rear area does become valuable is when you do the shopping. Instead of having to lean in over the back of the front seat, the access provided by the rear quarter door is ideal for stashing away groceries. It’s also ideal for the dog, or dogs. There are other space benefits in this rear section, with underfloor lockers providing room for ropes, load binders and somewhere to store the tow bar extension tube and towball. Three of our contenders in this comparison came with factory tubs, leaving the Isuzu as the only tray back, cab/chassis version in this evaluation. Our personal choice is always to go for a tray back, as this adds load space and ease of access when working with the ute. Admittedly, tub looks smarter, but, as the

sidewalls have started to rise on the new models, the access to the interior for anyone trying to reach over the sidewalls has diminished. It might be okay for someone sporting the arm length to body relationship of a gorilla, but for the average short-armed Homo sapien, it’s almost impossible now to reach over the sidewall of the tub to retrieve anything off the cargo deck floor. When it comes to ride comfort, the standard on any ute is, at best, only average. Some of the front suspension systems are soft, some are harder, but none appear to be able to perfectly match the compliance rates of the cart-sprung rear semi-elliptical leaf springs. Admittedly, the manufacturer is faced with the dilemma of having to provide for a variation of loading from nothing to 1,000 kg, plus facing the possibility of adding a trailer weighing up to 3,500 kg hanging on the back of the chassis. DELIVERY

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EURO ustralia’s Tradies tend to work for themselves, grouping together when a particular job demands a joint effort. The independence of running their own show is of obvious appeal, but the nature of humans is that we like to compare new ideas and discuss options, especially over a work break.

Not so long ago it was every Tradie’s dream to

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drive a Commodore or Falcon V8 ute. Admittedly, there wasn’t much room for tools in the back and it meant towing a trailer, but it was the image they had cherished from school days as they looked towards an early apprenticeship. Today there’s a different viewpoint in the workplace. Improved attitudes to safety have come along with a new focus on having the right vehicle to do the job, rather than aiming for the right image and compromising on the cargo aspect. The latest crop of Ford and Holden utes is undoubtedly the best handling and most appealing that we’ve ever seen, but the writing is on the wall. By 2016, that particular option is all over, as the American parent companies reign in the local operations and end the Falcon and Commodore. It’s no longer a question of what Australians might like, it’s now a question of global profit.

EURO APPEAL

APPEAL The ute market moves to a new level as Europe challenges Japan. Words by Chris Mullett and Allan Whiting

The alternative until now has been to head for a Japanesestyle one-tonner. And while they might wear a Japanese badge on their bonnets, the chances are that they were actually made in Thailand, Spain, China or India. Notwithstanding their country of origin, the Japanese-style one-tonners are all relatively similar in size. Performance does vary, and some have excellent engines and transmissions while others are somewhat average. Internal space is always a compromise between the cabin and the cargo, and the tray never seems to be quite long enough. The wheelbase is usually shorter than desirable, leaving the rear axle too far forwards and the overhang too far rearwards for ideal weight distribution. Compared to the latest level of sophistication available in passenger cars, the one tonne Japanese-styled ute generally handles and corners like something your grandfather drove. Gradually, thanks to the efforts of organisations such as ANCAP, the safety levels have come under scrutiny and we now have five-star safety on the leading brands. It’s a big move forwards, but, in the meantime, the European market

has woken up to the realisation that a Tradie wants greater comfort, versatility, higher cargo carrying ability and a better deal. It’s time for a change, and for the next generation of load carriers we will be looking to Europe, not Asia. Delivery’s team of testers has spent an interesting ten days comparing a selection of the latest Euro contenders. What has surprised us has been the level of interest our testing has received from local Tradies. Not only were they keen to climb onboard, check out the interior space and generally kick the tyres, they were quick to mention that some of their mates were actively considering stepping up to a European brand in the near future. One vehicle in our four-vehicle comparison is the latest addition to the Renault light commercial range in the form of the Master crew cab, and Delivery was the first Australian publication to be offered a vehicle for evaluation. Literally fresh off the boat and out of the local motor registry, the distance shown on the odometer was still in three figures. IVECO is much more on the pace these days and attracting buyer attention to its Daily range of light trucks. Thanks to the efforts of Robert Windschuttle, the ever-enthusiastic new vehicle salesman at IVECO’s Arndell Park dealership in Sydney, Delivery was able to source an equally brand-new Daily crew cab to match against the Renault. DELIVERY

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FEATURE

ndian and Chinese manufacturers have, in the past, toyed with the idea of entering the Australian market, but without having much success. Previous attempts involved independent dealerships believing that becoming a full-line importer was a relatively easy prospect. But, as time was to tell, there’s much more to selling a vehicle than just hanging out a sign above the showroom door.

The launch of TATA into the Australian market has all the hallmarks of being a little different. For starters, Tata Motors is India’s largest automobile company and is part of the TATA Group, comprising over 100 operating companies in seven business sectors: communications and information technology, engineering, materials, services, energy, consumer products and chemicals. The group has operations in more than 80 countries across six continents, and its companies export products and services to 85 countries. Through subsidiaries and associate companies, Tata Motors has operations in the UK, South Korea, Thailand, Spain, South Africa and Indonesia. Among them is Jaguar Land Rover, the business comprising the two iconic British brands that it acquired in 2008. In 2004, it acquired the Daewoo Commercial Vehicles Company, South Korea’s second largest truck maker. It also has an industrial joint venture with Fiat in India.

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With over 7.5 million Tata vehicles plying in India, Tata Motors is the country’s market leader in commercial vehicles and among the top in passenger vehicles. It is also the world’s fourth largest truck and bus manufacturer. Tata cars, buses and trucks are being marketed in several countries in Europe, Africa, the Middle East, South Asia, South East Asia, South America, CIS and Russia. Against that immensely strong background is the creation of Fusion Automotive, the Australian distributor of Tata Motors. Fusion Automotive is a progressive company established under the Walkinshaw Group umbrella to redefine vehicle distribution throughout Australasia. Based in Melbourne, Victoria, the team collectively has over 100 years of automotive experience across OEM, distribution, wholesale and retail sectors within the industry. The Walkinshaw Group of companies is a true success story born out of motor racing and road car engineering by the late Tom Walkinshaw. The Walkinshaw Group consists of Holden Special Vehicles, Holden Special Vehicles Individual, Walkinshaw Automotive Group, Walkinshaw Racing, Walkinshaw Performance and Walkinshaw Sports. The business was started in 1987, and now turns over $160m (AUD) annually and employs over 250 people throughout Australasia. The business exports into the UK, New Zealand, Singapore, Middle East, Hong Kong and China. Walkinshaw Automotive Group has enhanced customer’s brands through the development and manufacture of road performance vehicles with market-leading manufacturers

TATA COMES TO TOWN including Jaguar, Aston Martin, Renault, and HSV. Walkinshaw Automotive Group has also operated winning race programmes for Jaguar, Volvo and GM Holden. As part of its launch strategy to showcase the Xenon ute range to the Australian public, the company set out to create a unique example of what lies ahead. As the result of a joint venture between Fusion Automotive and Tata Motors, a design team headed up by Walkinshaw Automotive Chief Designer Julian Quincey has created the Tuff Truck concept vehicle. Based on the Tata Xenon, the concept vehicle is built to make a bold statement about the Fusion Automotive and Tata Motors partnership in the Australian market. The Tuff Truck embraces every aspect of the original Xenon’s bold and muscular design, and takes it to the next level with 4X4 flair. “Tata Motors products are built to cater for some of the toughest and harshest conditions on earth, and, with the launch of the brand new and uniquely configured Tata Xenon, we wanted to create a concept car that reflected Australians’ love of the outdoors and the ruggedness of our landscape,” says Darren Bowler, Managing Director Fusion Automotive. The Tata Motors Xenon “Tuff Truck” has an exclusively designed body kit and accessories pack including the wheels, snorkel and sports bar with the roof, driving and spot lights. “By engaging Julian Quincey and the Walkinshaw Automotive engineering and design teams in the development

of the concept vehicle, we have been able to leverage over 25 years in vehicle design and styling to produce a concept vehicle that reflects the rough and readiness of the Australian 4x4 market, whilst embracing its Tata heritage,” said Mr. Bowler. “The Fusion & Tata teams gave us a brief to design a one-off lifestyle Xenon that would appeal to design-savvy Australian crew-cab buyers. I think that here the humble crewcab has already become an object of desire in its own right, and we wanted to show how well the Xenon design works when carefully visually-developed to suit the local market,” said Julian Quincey, Walkinshaw Automotive Chief Designer. The design team highlighted the Xenon’s strong wheel arch design as a key feature, and focused initially on increasing the wheel size and width to cater of larger off-road tyres. The 20” wheels are uniquely designed and developed by the design team and machined from a solid billet of aluminium. They have a tough chiselled look purpose-made for Xenon, and give the vehicle such a strong stance. “We gave the bumpers a more aggressive 4x4 look by keeping the generous ramp angles, but creating a frontal identity with a lower and wider central intake and an alloy skid plate that incorporates the winch and tow hooks. The custom designed snorkel also adds to the Xenon’s go-anywhere capability,” said Mr. Quincey. With lighting a major feature in the work and play qualities of a 4x4 vehicle, the team designed a state-of-the-art roof light bar that integrates the unique roof rack with a custom LED

TATA

COMES TO TOWN The launch of TATA into Australia is the precursor to a potentially significant new brand DELIVERY

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FEATURE t’s probably the strongest nameplate in commercial vehicle history and can claim to have been the foundation of providing crooks, robbers and vagabonds with the perfect getaway vehicle for bank raids. Transit has spawned global sales of over seven million vehicles since it was first introduced back in 1965, and in its latest form it spans a range of vehicles from the smaller Transit Courier and the Transit Connect, through the Transit Custom and on to the Transit Cargo.

combining class-competitive load-carrying ability and attractive cost-of-ownership with the fuel efficiency expected by van customers. The Ford Transit Cargo adds the flexibility of multiple combinations for customers, which will include multiple roof heights, single and double cab/chassis models and a 12-seater bus. The Ford Transit Custom and Ford Transit Cargo are both important components of Ford’s transition story in Australia.

Stand by for the most significant light-commercial van and people-mover launch from Ford in a decade Delivery Magazine saw the first versions of the range last September at the IAA Show in Hanover, but Australian buyers will have to wait until 2014 before they can look, touch and experience the new model in sheet metal. The production of Transit has traditionally been based in the United Kingdom at Southampton, and in Belgium at the company’s Genk production facility. All that now changes with local manufacturing for commercial vehicles in the UK and Belgium going the same way as Falcon production in Australia. Both these plants are now closed or are due to close imminently, and in future the entire manufacturing bases, at least for the larger models, will centre on the Ford factory in Turkey. The complete range is really comprehensive, but, in these early days of ramping up production in Turkey, the Australian market will be limited to just two models – the Transit Custom and the Transit Cargo. Designed to be the most stylish and safest Transit range ever, the all-new Ford Transit Custom and Ford Transit Cargo have bold and expressive new looks and are packed with the latest safety technologies, as part of Ford’s mission to appeal to a broader range of customers, including skilled tradesmen and small businesses. “These two cargo carriers are designed to meet the most demanding needs of van users – small and large,” Ford Motor Company Chief Operating Officer, Mark Fields, said. Ford Australia President and CEO, Bob Graziano, is equally enthusiastic, saying that although it provides a more carlike interior and driving experience, the new Ford Transit Custom has lost none of Ford Transit’s legendary toughness, 68

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IN TRANSIT “We’re committed to offering our customers the latest technologies and design, and that includes providing wider choices for those customers seeking more versatility from their van,” Graziano said. “Both are stylish, modern vans that our customers will be proud to have in their driveway, and yet will have the hardworking attitude customers expected of a Ford Transit,” he added.

The Ford Transit Custom features a bold new exterior, which embodies the same dynamic character as Ford’s latest passenger cars. The new model offers class-competitive load carrying ability, including a number of innovative new load-space features, such as a unique integrated roof rack system and an ingenious load-through hatch in the bulkhead for extra-long items.

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IN FIA T FOCUS Italian sports cars dominate executive wish lists, can Fiat achieve the same excitement with the Ducato? Chris Mullett reports.

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iat is part of a huge Italian conglomerate that comprises Ferrari, Maserati, Alfa Romeo, Lancia and truck maker IVECO. Founded in 1889, the company has manufactured a wide range of vehicles, from railway engines and carriages, military vehicles, farm tractors and ISSUE 50

aircraft, and by 2011 had become the fourth largest European automaker by production behind Volkswagen Group, PSA and Renault, and the eleventh largest automaker in the world. In 2011, Fiat group acquired the majority shareholding of Chrysler, and, consequently, the Dodge and Jeep brands.

FIAT IN FOCUS

At the same time the agricultural and construction equipment manufacturer Case New Holland, truck maker IVECO and the industrial and marine division of Fiat Powertrain technologies were spun off into a new group. Distribution of the Fiat brand through the Australian market was originally handled by the ATECO group, but these days has been consolidated into the Fiat, Alfa Romeo, Chrysler and Jeep company-owned distribution network based in Melbourne. It‘s been some considerable time since Delivery Magazine got behind the wheel of a Ducato, and it was a pleasant surprise to re-examine the advantages provided by a range that includes medium, long and extra-long-wheelbase options with low or medium roof heights. There’s also the cab/chassis version that has established its popularity with motorhome builders. Dimensionally, the Ducato offers a variety of overall lengths from 5,413 mm through to 6,363 mm. That translates to an interior cargo space length of 3,120 mm through to 4,070 mm. Interior height is either 1,662 mm or 1,932 mm, and the width is standardised at 1,870 mm. In volume terms this translates to 10 cubic metres for the low-roof van, 11.5 for the mid-roof van and 13 for the largest model. Unlike some of the competition, the Ducato range is all rated under the light truck licence requirement with GVMs of 3,510 kg through to 4,005 kg, which translates to payloads of 1,612 kg through to around the 2,000 kg area. If more capacity is needed it is capable of towing a braked trailer with a laden weight of up to 2,500 kg. To gain market share, the Ducato has to win the hearts and minds of the drivers. This is of course a highly competitive market segment, inhabited by Mercedes-Benz with the Sprinter, Volkswagen with the Crafter, Renault with the Master, Iveco with the Daily and newcomer LDV from China. The Ducato van comes with a full width and full height internal bulkhead behind the driver and passenger seating that seals off the cargo area. This makes the cabin an extremely quiet environment, and with comfortable seating and good ergonomics there is very little with which to find fault. The dashboard layout is logical and all dials and gauges are easy to read. Cruise control, wipers, lights and indicators all come off steering column stalks. The Bluetooth telephone link involves a voice recognition system, and, provided the driver can become accustomed to speaking to the van, it all works very well. Pairing a mobile phone is quick and easy and the system recognises the link when the driver enters or leaves the cabin. Fiat PowerTrain Technologies provides the engines, and in the Ducato it’s a MultiJet II four-cylinder, turbocharged diesel of 2.3 litres. The overhead camshaft design with an all-alloy cylinder head and cast iron block uses exhaust gas recycling to achieve Euro V emissions compliance.

There’s a choice of two power and torque outputs, with the 130 MultiJet II producing maximum power of 96 kW at 3,600 rpm and peak torque of 320 Nm is rated at 1,800 rpm. The 150 MultiJet II, available only in the extra-longwheelbase version and the cab/chassis, is also a 2.3-litre, four-cylinder, turbocharged unit, but provides maximum power of 109 kW produced at 3,600 rpm, but with a higher torque rating of 350 Nm at 1,500 rpm. According to the manufacturer’s stated fuel consumption figures, there’s not much difference between each engine, with an expected combined fuel economy figure of 7.1 l/100 km and an emissions rating of 186 g/km of CO2. The reasons for buying any van come down to just who makes the final purchase decision. Price and versatility obviously plays a major part in any purchase decision, and any prospective buyer should be able to easily check on whether the access into and out of the cargo area is going to suit the task ahead. One of the big pluses for a Ducato buyer, and incidentally that of Renault as well, is that because the driveline uses a front-wheel-drive layout there’s no need to have a high floor level necessary to clear a centre drive shaft to the rear axle. That means floor height in the cargo area can be lower than normal, and this reduces the step heights into and out of the van. For the Ducato, the floor levels vary from 534 mm to 565 mm. Delivery tested the long-wheelbase, medium-roof van with the 2.3-litre diesel matched to a six-speed manual gearbox. There is a six-speed automated manual available, but we have not had the opportunity to drive the latest AMT version that Fiat calls an MTA (Manual Transmission Automated), just to be Italian and different. The gearshift is a remote, cable operated unit that locates the gear lever on the edge of the dashboard. It’s particularly well located for the driver and the gearshift quality is very good. Visibility is also very good, thanks to large main mirrors and wide vision convex mirrors set under the main mirrors. All of the four mirrors are power adjusted, and when set-up properly they provide excellent all-round vision. The cabin’s rear bulkhead also has a glass panel insert, and the conventional rear-vision mirror gives a view of the road to the rear through the large glass area of the barn-type doors. The dashboard design incorporates a huge amount of cleverly organised storage space, with a full-width shelf over the windscreen, double pockets in the doors and sensible storage in dashboard lockers. The seats are particularly comfortable, and perhaps it’s the Fiat/Ferrari link that results in them being covered in bright red fabric. This not only looks really inviting, it also lifts the appearance of the cabin interior from the usual grey/black that seems to be the normal trim. We don’t have an ANCAP crash safety rating available at this stage but the standard safety inclusions offer a driver and passenger airbag, electronic stability control with antislip regulation, a hill-hold function for start-offs and a load adaptive control.

DELIVERY

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FEATURE

TRAILER

TRASH Think of checking the roadworthy condition of your trailer BEFORE heading out on the road

he first days of spring usually bring out a collection of trailers onto the highway. Their owners want to either get away to the beach with their boat, head for the tip with their box trailer, give the caravan its first outing for the year or head for pony club with the trusty family steed.

All this enthusiasm is great, but all too often the best laid plans for travel come unstuck at the side of the road. Usually the drama develops around tyres and wheel bearings, but it can be equally problematic when tow bars work loose and trailers become uncoupled. A roadside breakdown with a trailer can work out to be hugely expensive as instant repair may not be an option. The only solution is to call in a tilt tray for recovery. But, for those now standing beside the freeway holding the lead rein of their horse, it continues to get worse. Owning a trailer requires some pre-drive thought to preventive maintenance. Although most trailers have extremely basic leaf spring and overslung axle suspension, being left stationary in the same position for months on end is where the problems originate. So, before even contemplating heading out on the road, head down to your local mechanic for some technical intervention. Our trusty box trailer turned 15 years old this season, and on close inspection it was obvious that recent harsh weather conditions had not been all that kind. The front floor section was showing signs of severe rust activity, with perforation through the floor and along the seams where it joins the sidewalls.

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The first thought was to consider total replacement, but then we thought we would go through a refurbishment exercise to see just what level of improvement we could achieve. First up was the repair of the floor, and a local mobile welder replaced the front full width floor section with new steel and reinforced the mounting position against the sidewall by adding new steel angle section. This new floor section extended back one metre to join the existing floor, adding strength and security. Our local mechanic then handled the remedial work necessary on the suspension where one of the spring shackle bushes was showing signs of extreme wear. This was more a case of replacement than repair, so a new spring hanger bracket was made up, the old one ground off and the replacement welded in. The “U” bolts securing the leaf springs to the axle were then checked for tightness and to make sure none of the leaves had broken. Then it was the turn of the wheel bearings for attention. All bearings were removed, cleaned and then, having been given the thumbs-up, were repacked with new grease and reassembled. Wheel bearings should ideally be serviced annually as they can deteriorate from standing for long periods. If in doubt, a new set of bearings literally only costs a few dollars, a small price to pay when on-road recovery expenses can skyrocket. Most small box trailers will not have brakes, so that’s one item that isn’t a concern. The requirement to have a braking system comes in when the laden weight exceeds 750 kg, hence they become common fitment on trailers such as caravans and horse floats. Trailer braking systems themselves are usually electrically operated, but still require mechanical maintenance, and this is well within the capabilities of any local mechanic. If the laden weight of the trailer is between 751 kg and 2,000 kg, at least one axle should be fitted with brakes on each wheel. If the laden weight of the trailer is between 2001 kg and 4,500 kg, then it needs braking on each wheel, on all axles, and an automatic breakaway system in case the trailer becomes detached. Tyres come under pressure, literally, from having to cope with a wide range of loads, ranging from running unladen to carrying home a country tonne of firewood.

TRAILER TRASH Pressure checking before leaving home is an obvious requirement. But so too is having the tyres checked by your local tyre depot. This is to ensure that the years of neglect from having left your trailer parked under the tree on the back lawn have not been detrimental to the tyre composition and safety.

Everything that we would do to a box trailer applies to all other trailers, but those carrying boats and entering salt water on launch ramps do require more attention. Salt water and steel are not happy companions and it’s important to make sure that any salt water is hosed off from the trailer as soon as possible after use.

Now it’s time to turn your attention to the front end and clean and re-grease the tow coupling. Check out the way it fits snugly on the towball and adjust the coupling to take up any slack. Also up for checking is the condition of the safety chain and D-shackles that attach it to the tow vehicle. Make sure there’s enough slack to enable the trailer to turn but not too much so that it can dangle on the road surface.

With all the work completed our local mechanic pronounced our trailer was now back on top when it came to safety, lighting and strength. The only problem remaining was that it looked dreadful, as though we had painted it a brown rusty colour.

If your trailer is more than five years old there’s every chance the rear lights are still fitted with globes or festoon bulbs. These units have always had their moments of indecision and have lived a life of abuse, being subjected to water, dust and extreme vibration – the net result being that mostly they are extremely temperamental. LED light units are the answer, and a completely new unit is a direct replacement for the old system. The beauty of these is that they not only work perfectly, they maintain their brilliance and don’t suffer from vibration, water ingress or dust. As usual, with lighting, we went for the best available and chose a replacement kit from HELLA.

After all that effort we felt we should follow through and finish the job properly, so a trip to Narellan Smash Repairs found some sympathetic spray painters more than willing to treat the existing bodywork with rust remover and then re-spray with a grey hammertone finish. The result was exceptional. Back in action and looking as good as the day it was bought, the trusty box trailer was now painted in a shiny grey to match the D-Max, had a solid floor, new tyres, re-greased bearings, a new spring hanger mount, new HELLA LED rear lights and a complete set of reflectors. All completed for a fraction of the cost of a replacement trailer. And to keep it in that condition, it now has it’s own spot in the garage, under cover and out of reach of the elements.

Given that the wiring system to power the lights extends back to the rear of the trailer, we would always now consider adding extra LED marker lights along the sides of a long trailer.

A new steel panel in the floor, new Hella LED lights, a full service and a coat of paint brought the trailer back to almost new condition.

This makes travel a lot safer, especially when pulling out of a side road at night, as the outline and length of the trailer becomes much easier for other road users to see. These are also available from HELLA. Another good safety tip that is literally only adding a few dollars to the refurbishment is to buy a pack of reflectors and add these to the sides, rear and front of the trailer. Again, this is a see-and-be-seen benefit. DELIVERY

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FEATURE

HYBRI REVISITE It’s been two years since Hino launched its latest 300 Series, and its appeal continues to grow

f all the Japanese manufacturers, the Hino brand is unique for its ability to leverage its success from the strength of a major car brand. In this case it happens to be Toyota, and, as

Australia’s leading vehicle brand, it’s not a bad sibling to have for an aspiring truck maker. The 300 Series range encompasses both conventional diesel engine technology with that of the parallel hybrid, combining a diesel engine with an electric motor to gain ground in fuel economy. Refreshed two years ago, the 300 range underwent a complete redesign, both inside and out. This has certainly assisted the brand’s

In hilly areas the hybrid driveline improves acceleration and reduces journey time.

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HYBRID REVISITED

ID ED development on a global basis, and it now stands equal to its competition and, in some cases, especially those of in-built safety, it easily exceeds the abilities of others. All models have dual SRS airbags, four-wheel ventilated disc brakes incorporating ABS braking, electronic brake-force distribution (EBD) and vehicle stability control. Occasionally, we find that professional drivers at the big end of town dismiss these attributes as being unnecessary, citing the ability and experience of the driver as outweighing the need, and, in some cases, added cost of technology that can prevent accidents or minimise injury. We see this rather blinkered approach as being self-defeating, as irrespective of the driver ability, accidents can occur, and technology intervention is a well-proven benefit. The light-truck segment doesn’t tend to attract drivers with a wealth of training or familiarity with the different behavioural patterns of commercial vehicles under load. At the light end of the licence requirements that enables car drivers to get behind the wheel, there is very little driver professionalism evident, making the inclusion of safety intervention systems even more relevant, especially to those operators in the light-truck rental market. The 300 Series is now offering a complete solution for the light end of the truck market. The Hybrid version covers the narrow cab at a GVM of 4495 kg and extends up to 5500 kg. After that it’s the wide cab on offer with GVMs of 4500 kg, 5500 kg, 6500 kg, 7500 kg and 7995 kg. It’s this latter offering that also adds a point of difference in this segment, providing the option to a buyer of obtaining the highest payload of any light truck on a light-truck driving licence. Those possessing a medium-rigid driver’s licence can operate the truck with the same specification but rated at the higher level of 8,500 kg.

Hino’s Hybrid technology that works simply and efficiently to benefit the operator and environment.

Cris Gillespie, Hino’s Marketing and Communications Manager, told Delivery that the company had now moved on into new territory with the aim of growing market share in areas such as Indonesia, Russia, China and India. “Where a Japanese truck maker has a European partner it is often the case that the company is restricted from offering highly competitive products where it duplicates the specification or features of an already existing product from the parent company. That is obviously not a limitation for Hino as Toyota shares its experience to provide a major benefit for future growth in all markets,” Mr. Gillespie said. “The sophistication of the Australian market means that Hino and Toyota can work together to determine future product development, rather than providing any restrictions,” he added. The buyer of a Hino Hybrid light truck certainly gets a lot of “bang for their buck”. The obvious benefits of improved safety systems are a major advantage, but so too is the ease of driving that’s of particular importance, given the general lower training of drivers in this category. It’s unfortunate that fuel economy is not a purchase criterion for rental fleets. As one major rental fleet operator told Delivery: “We don’t put fuel in the vehicle, so our major concern is cost of ownership, ease of servicing and reliability.” That may change as buyers or renters in the light-truck segment start to take the environment more seriously. If that happens, the hybrid light truck is ready and waiting to make a greater impact in that segment. There are of course some major operators that do appreciate the benefits of lower pollution, and companies such as TNT are already expanding their hybrid fleets as part of their global approach to implementing greener technologies.

DELIVERY

ISSUE 50

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