DELIVERY MAGAZINE Issue #83 April/May 2019

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

www.deliverymagazine.com.au ISSUE 83 APR/MAY 2019 RRP: $8.95

ISSUE 83 APRIL / MAY 2019 Delivery Magazine is an AfMA Strategic Alliance Partner

KANGOO EV – NEW HIACE RANGER BI-TURBO – TRAFIC CREW IVECO DAILY 50C – AMAROK V6 RAM 1500 – SPRINTER 314 TRANSIT CUSTOM UPDATE

The powerful X-Class V6.

Let them eat dust.

With its powerful Mercedes-Benz 3.0L V6 engine pumping out a whopping 190kW, the X 350 d is one of the most powerful utes in its class. And with 4MATIC permanent all-wheel drive, multi-link coil suspension, 4-wheel ventilated disc brakes, and more - it’s more than capable of tackling even the toughest terrain.

And turning more than a few heads while you’re at it.

Visit your local authorised Mercedes-Benz Vans retailer and test drive today. www.x-class.com.au/v6

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8 Plug and Play

With an EV it’s a question of maintaining the right connections

14 Sixth Sense

Toyota announces its sixth-generation HiAce

18 The Triton Game Plan Big deals at the top end of town

22 Peak Power

VW’s Amarok adds horsepower, but does it add appeal

26 Black Magic

RAM goes with the 1500 Black Pack

30 TyreTorque

Delivery evaluates the Falken WildPeak H/T on-highway tyre

32 Ford Fiasco

Can Ford regain lost ground with Transit?

36 Ranger Bi-Turbo

Ford proves two turbos are better than one

40 Controlling Influences

The Redarc portfolio of accessories and control systems

SPECIFICATIONS

44 Work and Play

Renault’s Trafic Crew blends business and pleasure

48 Daily Delivery

Iveco shows it is well placed for local urban distribution

52 Sprinter Update

The rear-wheel-drive Mercedes-Benz Sprinter 314 Long Wheelbase Van

56 Stepping Up

International launches its CV Series as a competitor to the latest US Pick-Ups

60 Gas in the Groove

64 4X2 Small Cab/ Chassis Utes 67 People Movers 68 4X4 Vehicles 72 Small-Medium-Large Vans 78 Light Trucks

The attraction of alternative fuels For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - S tuart Martin, Brenton O’Connor, Ed Higginson, Warren Caves, Scott Murray, Neil Dowling Photography - T orque 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

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EDITORIAL

n this issue of Delivery, Scott Murray starts the Electric Vehicle (EV) ball rolling by spending a couple of weeks commuting around Melbourne in a non-polluting Renault Kangoo EV van. It didn’t scare the neighbours’ chickens, nor did it run over any pedestrians intent on crossing the road with their ears plugged in to their smartphones, thereby limiting their ability to hear its approach.

At first sight, going electric comes with a higher price tag, certainly as far as the initial purchase price. But think of the bigger picture and include the time spent in service stations filling up with fuel, your monthly fuel bill and your annual service costs, and factor in how zippy it is, and the result is definitely not as clear-cut as the price differential would suggest.

Although city dwellers may not notice the pollution in our inner cities, anyone visiting from a rural area can tell them the pollution causes sore eyes and sore throats, plus there’s the tell-tale dark ring of grime around the shirt collar if you need evidence. If you live in the city you become familiar with pollution. If you live in the country, you don’t.

The car makers are frenetic in their keenness to introduce EV options and it’s only a matter of time before we see LCVs (Light Commercial Vehicles) offering the same nearsilent drivelines. There’s already an EV race car series called Formula E that features purely electric drive singleseaters, although when watching a recent race, despite the intensity of the competition, it was like watching motorsport with the sound turned off.

The major van makers all have EV options available in Europe, and it seems the trigger point for their availability in Australia will be when governments awake from their slumber and incentivise the adoption of non-polluting vehicles in our cities.

Imagine living in an inner-city apartment and listening to the sounds of the night as you drift off to sleep without the occasional roar of a Datsun with a defective exhaust system. The local waste collection trucks will all be either electric or running on gas as they do their rounds after the restaurants and pubs close. The city will be cleaner, your health will be better, your allergies will be reduced, and you won’t need to wash your curtains so often.

Is it any wonder that the very clever scientists are calling for change to be made now, while the not-very-clever politicians are calling for coal-fired power stations and stalling on the idea of renewable energy?

In an interview with Delivery, Henrik Henrikssen, the global president and CEO of Scania CV AB, explains the importance of adopting low-emission technologies to ensure the transport industry is sustainable for 6

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future generations. Companies that don’t recognise the importance of sustainability may see their markets disappear and go out of business. It’s that significant for our future as an industry.

From a cleaner future we shift our focus to customer service.

A recent survey by Delivery has shown that when a customer has a bad experience after walking into a local dealership, the customer doesn’t just wipe the dealership, they wipe the brand. How a dealership treats its customer base reflects strongly on the sales performance of the brand.

A Delivery reader recently returned a Hyundai vehicle key to their local dealership after the casing fell apart.

When the customer returned one week later to collect a replacement key, they were told it would not be replaced under warranty and there would be a charge of $400.

The original faulty key, meanwhile, was returned to the customer with plastic glue applied to the casing, negating the opportunity to change the battery.

The lack of customer service illustrated by the dealership was in direct contrast to the speed and product support of the importer which, having been alerted to the problem, immediately confirmed a replacement key would be issued at no cost. Full marks to Hyundai, but unfortunately thumbs down to the dealership. Note to all dealerships, it only takes one person to lose a sale.

And now to this issue of Delivery, where we give advanced information on the new Toyota HiAce, evaluate the Renault Trafic Crew, drive the latest Mercedes-Benz Sprinter and preview the future of gas and electricity to power the vehicles of tomorrow. We road-test the IVECO Daily with custombuilt bodywork, preview International’s recreational ute, and compare the 2.0 litre Bi-Turbo Ford Ranger and V6 Amarok.

Just because you are a large and powerful company doesn’t necessarily mean you punch above your weight.

Ford Australia has let the extremely capable and interesting Transit van range languish in sales performance by ignoring LCVs and their owners. If you have good products to sell, looking after LCV operators requires enthusiasm and good customer service. The new Ford Australia and New Zealand president and CEO Kay Hart has work to do if Transit is to regain its global reputation of being the world’s most popular van since 1965.

Remember to check out our specification charts, where we compare all LCVs in the market to assist you to find the right vehicle for your needs.

As always, safe travels and enjoy the drive.

Kind regards, Chris Mullett Managing editor/publisher, Delivery Magazine

IT’S MY BUSINESS IT’S MY VAN

Travis | Mobile Tyre Shop

Renault Master works hard to keep your business costs down.

It includes capped-price servicing,^ longer intervals between services, and exceptional fuel economy. That’s why Travis from Mobile Tyre Shop has a Renault Master fleet.

Renault MASTER

Turbo diesel from

39,990

$

* Drive away

*Recommended drive away price for MASTER SWB manual with solid paint valid for vehicles ordered before 30/06/19.

ABN buyers only. Renault reserves the right to vary, extend or withdraw this offer. ^First three scheduled services capped at $599. Service interval is 12 months and up to 30,000km, whichever comes first. Van shown with customised features available at additional cost.

• Now with 3 Year / Unlimited km warranty • 12 month / 30,000km service intervals • 3 Year Capped Price Service^

FEATURE

PLUG AND T PLAY

he jury in the case of light commercial electric vehicles hauling any form of significant payload is still out, because of the traditional nature of heavy battery technology.

In the real world, where small business goods need transporting 24/7, there’s a simpler, smaller all-electric solution.

With an EV in the family it’s a question of maintaining the right connections – Words by Scott Murray

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Enter the Renault Kangoo ZE − essentially an ordinary Kangoo light van, but with a female plug socket instead of fuel nozzle port, a 260kg lithium-ion battery where a rear diff would be, and a synchronous AC electric motor where a small diesel or petrol engine would usually rumble.

RENAULT KANGOO EV “Simpler” applies not only to this plucky little pallet-mover in general terms, but to lots of features around it, starting with the charge point itself. As someone who’s snapped a bonnet release, having the charge plug located under the Renault badge up front via just the lift of a finger, is one less part that can fail.

The park brake feels robust to operate and may look like some kind of Adam West “velocity lever” on the Batmobile, but it’s somewhat on the impractical side because it robs the space of two cup holders, and limits access to the removable ashtray cup. When down, it also means the minimal space for knick-knacks in the centre compartment is difficult to access on the move. Although, one could argue that’s a good thing on account of limiting driver distractions.

“The Kangoo ZE is able to do pretty much anything the Kangoo can do, minus the spewing of NOx and particulate matter into the school canteen or under the nostrils of your cafe regulars” When you are on the go, the ‘comfort’ driving mode initially feels a little doughy when taking off. But as you learn how to use it, the Renault engineers’ progressive and linear throttle mapping with 226 Nm makes increasingly good sense. Despite only availing you with 44 kW, which sounds dismal, you could still make a meal of things with the instantaneous torque beneath your right foot.

You’ll seldom need to replace brake pads thanks to the single reduction gear deceleration typical of EVs, though.

It’s called one-pedal driving – kind of like Scalextric.

So, you don’t want to drive the Kangoo EV like a Tesla. With precious cargo aboard, the usual immediacy of maximum torque at zero revs in a typical electric vehicle would throw even the heaviest, most pretentious of wedding cakes − up to 650kg of payload − into the rear barn doors.

The cavernous 1251mm rear design of the ZE (it stands for ‘zero emission’) allows space for a forklift despite the Kangoo’s modest overall size, and the 1862mm floor space is quite capable of accepting a full-width, Australian-spec CHEP pallet between the wheelarches at 1218mm. The doors themselves open suitably wide enough to allow two people to unload your freshly baked baguettes, the bulk order of azaleas, or even Postman Pat’s most urgent string-tied parcels.

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FEATURE Trundling through shopping mall carparks and squeezing into miniscule parking spaces is something of a specialty for a regular Kangoo. The Kangoo ZE is able to do pretty much anything the Kangoo can do, minus the spewing of NOx and particulate matter into the school canteen or under the nostrils of your cafe regulars. It’s also comically easy to park at just 4.66 m long and 1.83 m wide.

Gliding up laneways behind sleeping family homes at 5am, hitting potholes, clubbing kerbs or jiggling your innards over cobblestones doesn’t faze the front or real coil springs, nor the nicely tuned shocks. No doubt the R&D performed on all those French roads pays dividends here. The Kangoo ZE is nicely damped when unladen or with a light load, especially at low speeds at dusk, where an unspotted speed hump could spill your trays of iced pastries.

Steel wheels wrapped in 195/65R15 Continental rubber create almost zero road noise inside the cabin, but at freeway speeds there is the slightest whistle coming from the door mirrors. The tyres complement the cushy ride, even at speed over lumps and bumps. With all the inference of green equality, it would be interesting to compare the Contis against a set of Bridgestone Ecopias to check out any variations of range, especially as you’ve lost the opportunity to compare fuel economy. Kudos to Renault for also fitting the scissor jack within easy reach inside the rear door.

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$59,990

*

FROM

EXCLUSIVE GRILL

BLUE THEMED INTERIORS

EXCLUDES ON-ROAD COSTS. OFFER NOT AVAILABLE TO GOVERNMENT & FLEET BUYERS.

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DISTINCTIVE HEADLIGHTS

BLUE ALLOY WHEELS

PRESENTING THE ALL NEW DAILY BLUE LIMITED EDITION VAN. To celebrate the Daily ‘Blue Power’ being named ‘International Van of the Year 2018’, IVECO is offering a limited edition ‘Blue’ model with extra features and eye-catching colour treatments, available exclusively on the 12m3, 35S17 van (3520 mm wheelbase only). Stunning visuals aside, the van’s other features include a 170 hp / 430 Nm engine coupled to IVECO’s 8-speed full automatic transmission, the IVECONNECT multimedia system, suspended driver’s seat, Auto climate control, four airbags and Electronic Stability Program. It also comes with an impressive 5 year/200,000 km Factory Warranty (3 year/200,000 km new vehicle warranty + 2 years extended warranty) and 5 years Free Servicing.

For your nearest Dealer call 1800 4 IVECO or visit www.iveco.com.au *Terms and Conditions apply. Offer available at participating Iveco dealers. Excludes dealer delivery fee and on-road costs. 5 Year/200,000 km Free Scheduled Servicing is based on standard scheduled servicing of 40,000 km or 12 months intervals.

5 Year/200,000 km factory warranty includes a standard 3 year / 200,000 km Iveco New Vehicle Warranty plus a 2 year Iveco Extended Warranty. 5 Year/200,000 km. Excludes Government and Fleet Buyers.

For further information see full terms and conditions at www.iveco.com.au or contact your local Iveco dealer. Offer available until 30 June 2019 at participating Iveco dealers.

LIMITED STOCK AVAILABLE!

FEATURE The short among you will need to ensure seating position, mirrors and spatial awareness are honed for the ZE, because to this 180 cm-tall driver, what feel like long overhangs (875mm) at the front corners can make it easy to lose your bumpers in reversing manoeuvres.

Properly adjusted (electric) mirrors will aid here, and keeping track of what’s behind without a reversing camera on this 2018 model can be tricky in carparks or three-point turns.

Sensors will inform on what you lack in visual confirmation.

The Kangoo cabin feels spacious thanks to the high roof, but proper storage space is limited somewhat by cramped door bins, although the deep centre console makes up for this.

“The five seconds it takes to plug in and avoid burdening the bottom line with fuel cards and tax deductions is worth every dollar. ” The positioning of window and door switches behind the door handle isn’t ideal, meaning it’s difficult to find them without again having to look down when they should be forward of the driver’s line of vision.

The driver’s seat looks like it could do with some chunkier bolsters to better support the more horizontally-robust driver, but for yours truly it was quite comfortable. Should you need it, Renault will also fit you a swiveling partition to add even more stowage by folding the front passenger seat flat.

For me, the driving position took some refining. That said, non-reach-adjustable steering puts short drivers at a loss, and the positioning of a cruise control toggle switch on the dash in front of the driver’s right knee, behind the steering wheel, is another aversion of the eyes away from the road.

Dim cabin lighting doesn’t help much at night, either.

That said, when you do find the cruise switch, the Kangoo ZE sits perfectly at the 80km/h limit on the downhill run into Melbourne’s Eastlink tunnel thanks to that precise electrical drivetrain. There’s absolutely no suggestion gravity and momentum will continue to build up speed, unlike in too many modern internal combustion vehicles built today.

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TITLE The HVAC system dials are tricky to read and operate, and while it coped with running the aircon hard across a dry four-day Melbourne heatwave of mid-30 degrees, it might struggle in 40-plus conditions.

Changing radio stations via a reverse-direction rotating dial, and volume via paddle-style buttons − both behind the steering wheel − feels awkward and takes extra thinking power than for buttons mounted at the tip of the thumb.

Towing is restricted on the battery and drivetrain to just 322kg (braked), so your trailer would want to be made of carbon-fibre. That’s if you have more than four cubic metres to load. So, it’ll mostly be self-contained courier work.

You’ll rely primarily on the three-phase ‘Type 2’ (aka Mennekes) cable to quickly charge up, taking six hours from flat, once you’ve dropped off the day’s round of organic arabica coffee beans to all the cafes around town.

Adding roughly 40km of range using the 10-amp wall-plug at home took about 4 to 5 hours, but this is really a getyou-home panic measure. Renault says a 16-amp, phaseone point will charge 100 percent in 11 hours.

Small businesses looking to get frequent, full-day use out of their ZE will want to invest in the three-phase charging box at the back of the warehouse/shop/office. That said, it’s worth remembering that the average distance travelled for an in-town courier remains in the region of 150 km, so a single charge can fit all basic needs.

Fourteen tie-down loops are accessible throughout the rear, including in the floor and at waist height. When it comes time to sweep the floor, you’ll need a vac to get the last crumbs from the lip edge in front of the rear or side doors.

Then there’s the optional Australian-made cargo barrier which is certainly a must-have to not only anchor against and protect the seats from copping damage, but also providing a hanging point for your favourite hi-viz.

The Kangoo ZE’s differences definitely take getting used to − not only for its quirky French nuances, but also for its capabilities and limitations. As a device for getting lots of quick courier jobs done sporadically and consistently, it’s the perfect ally.

The five seconds it takes to plug in and avoid burdening the bottom line with fuel cards and tax deductions is worth every dollar. The same liberty will be felt at the 15,000 km/12-month servicing interval where a set of wipers, some brake and steering fluid and maybe some water in the windscreen washer reservoir, and of course the vital checks, shouldn’t cost much more than $200.

The $52,505 driveaway price, including the quick-charger box, isn’t going to bring the gavel down on every white van on the road.

But the Renault Kangoo ZE does prove beyond reasonable doubt that something very promising is happening in the light commercial market.

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FEATURE

SIXTH SENSE

Toyota announces its sixth-generation HiAce

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t has taken 15 years for Toyota to finally replace its current but ageing cab-over-engine delivery van with a shift to the SBV (Semi-Bonneted Van) design that has been so successful for its global competitors.

The HiAce story started in 1967 with the first HiAce, which was offered as a cabover ute, a delivery van and a stretched commuter vehicle. It has also formed the basis of many motorhome and campervan conversions, undoubtedly providing a roof over the heads of many hundreds of thousands of holidaymakers through its career.

The second-generation model ran from 1977 to 1982 with a longer, more streamlined cab appearance, and it was at 14

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this time a further model called the LiteAce was added to the range. Gen Three arrived in 1982, lasting until 1989, followed by Gen Four which stayed in production until 2004. Finally, Gen Five arrived, staying in production until this year. Manufacturing of this model continues for some less-advanced markets, in parallel with the start-up of production for Generation Six. Delivery magazine attended the launch of the Gen Five model in Japan back in 2004 and was given the opportunity to question the design team about the development programme. We asked which other vehicles − specifically those of European manufacturers such as Ford, Renault, Iveco, Fiat, Volkswagen and Mercedes-Benz − had been selected for benchmark comparisons.

TOYOTA HIACE

The intention of the question was to understand which models the team considered to be dominant and superior in term of safety features, driver comfort and convenience factors, as they determined how to step ahead of the competition.

The answer from the head of the design team was interesting, to say the least. He explained that Toyota only benchmarked its new Gen Five model against the outgoing Gen Four version. The European manufacturers did not figure in their thinking at all. Consequently, while the media might reasonably have expected to note a leap forward in technology and ability, the result was simply an upgrade in some standards with a new sheetmetal appearance covering the same basic formula.

The reasoning behind this decision can be easily explained in terms of the common use of the rectangular box design. The objective was to produce a vehicle capable of

carrying the maximum number of fruit or vegetable boxes or other cargo. Capacity was the guiding factor, and the driver preferences, safety and comfort were not a prime consideration, as there would always be a willing substitute to replace the driver when required.

Toyota was not interested in competing head-to-head with the more sophisticated European products; rather, it wanted to supply a lower-cost, less sophisticated unit that carried cargo and could be easily maintained. It had already conquered the ASEAN market and the Europeans could not compete on price, despite the added comforts and safety technologies incorporated into their designs.

With the statement that production of Gen Five will continue basically unchanged for selected markets, it appears these original sales strategies have changed little.

The difference, though, with the announcement of the Generation Six model is that European customers are now in their sights, and Toyota is open for business to supply light commercial vehicles to rival those from Europe.

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FEATURE Details of the new sixth-generation models remain scant prior to the official Australian launch, but full details should be on hand for the June/July version of Delivery.

What we can say is that Toyota expects a maximum five-star safety rating. There will be new engines and longer wheelbases, and from a performance and safety perspective drivers will find the new HiAce will provide improved straight-line performance and stability while maintaining the expected ratio of cargo space versus cabin, even with a change to the semi-bonneted design.

A shift to the SBV design has enabled the development team to implement significant changes with a stiffer frame, stronger straight-line performance, greater stability and manoeuvrability, and more compliant suspensions.

Arriving in Australia mid-year, the all-new HiAce van will be available with two-seat vans in long (LWB) and super-long wheelbase (SLWB) configurations, five-seat LWB crew vans, and 12-seat SLWB Commuter buses.

Toyota Australia vice president, sales and marketing, Sean Hanley told Delivery he expected the all-new HiAce to meet the safety, comfort and reliability needs of owner-drivers, private drivers, passengers, fleet and corporate users. “All-new HiAce is the total solution for transporting cargo, tourists, workers and families,� Mr Hanley said.

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TOYOTA HIACE

“Beyond expanding the vehicle’s core mission as capable, durable and reliable transport, it has now stepped up to deliver the comfort and safety that today’s motorists demand for private use.

“Importantly, we anticipate even better whole-of-life costs with excellent reliability and resale value, along with minimal downtime and affordable maintenance. The semi-bonnet design makes it significantly easier and quicker to replace parts such as the oil and air filters, battery, and coolant.

“In addition to being highly capable right off the showroom floor, the all-new HiAce has been designed to offer immense flexibility through conversions and customisation to meet varied business and personal needs.”

The sixth-generation HiAce range will be offered with two new engines − a 2.8-litre, four-cylinder turbocharged diesel or a 3.5-litre, naturally-aspirated petrol, both available with six-speed manual or automatic transmissions.

Excellent cargo capacity − a hallmark of every HiAce − has been maintained at a maximum of 6.2 (LWB) and 9.3 cubic metres (SLWB) due to longer wheelbases and clever packaging that increases internal width by 215 mm and height by 5 mm without altering overall exterior width.

The SLWB two-seat van is capable of accommodating Australian standard pallets (1165 mm x 1165 mm) through its wider sliding side doors.

The all-new HiAce is expected to achieve the maximum five-star safety rating due to its highly rigid structure and

advanced safety technologies, including a pre-collision system with autonomous emergency braking and pedestrian and cyclist detection.

A reversing camera and up to nine airbags are complemented by an optional digital rear-view mirror that provides a wide field of view unobstructed by headrests, occupants or cargo.

The bottom edge of the front door is lower and comes with a wider step for easier access. Larger front-door glass and a lower beltline improve visibility.

Towing capacity has been expanded to a maximum 1900 kg on key variants, an improvement of up to 500 kg.

Newly developed MacPherson struts at the front provide excellent handling and stability, as well as ride comfort. In the rear, the new leaf spring suspension span has been increased by 200 mm, extending the bound stroke by an impressive 30 mm for a comfortable ride while enhancing handling and stability.

Customer use has been a priority, with new locallydeveloped Toyota Genuine accessories available from launch.

Numerous flat-mount surfaces and anchor points make it easy to alter the vehicle for specialised use. Toyota will also provide a detailed guide to assist body builders.

One thing’s for sure − with Australian customers having bought more than 330,000 HiAce vehicles since its inception, there will be many buyers keen to see first-hand just what the all-new HiAce brings to the market.

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FEATURE

THE TRITON GAME PLAN Big deals at the top end of town – Words by Neil Dowling

T

he multi-million-dollar contract for about 540 vehicles awarded to Mitsubishi Motors Australia Ltd (MMAL) by one of Australia’s biggest construction and building companies, WA-based BGC (Australia) Pty Ltd, represents first blood for the new Triton dual-cab ute.

The deal includes about 340 Tritons, with the remainder made up of ASX and Eclipse Cross models for sales and administration, and Outlander models for management.

The contract has started with 40 Tritons delivered, and the rest rolling out over coming months.

Competing against the Toyota Hilux, Ford Ranger and Holden Colorado for the contract, the Triton won after an intensive four-month on-road and analytical investigation by BGC, using algorithms including whole-of-life calculations.

BCG is based in WA and has most of its operations in that state, particularly the Pilbara. However, the company has substantial business interests in NSW, Queensland, South Australia and Victoria, and this led to the decisionmaking process subsequently using four of each brand in its assessment.

It started the tender process in July last year at a time when the new Triton was still six months away from launch.

BGC group fleet manager Peter Owen told Delivery that the company was given a preview of the new Triton in August, coming in before the tender closed. Vehicles were then made available to BGC by Mitsubishi before the Australian launch of the ute.

Four examples of each ute were circulated through 40 BGC staff members around Australia, and each employee involved actively critiqued each model they drove.

BGC director Sam Buckeridge said the selection exercise took six months to complete. “We have staff participation as part of the tender process and vehicle evaluation,” he said.

“This is important because although the dollars matter, it is the staff that have to live with the vehicles. Their opinion is very important to the decision. The employee testing involved ease of use, cabin space, cargo payload, fuel economy, safety and comfort.”

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TRITON According to Mr Owen: “The Triton received top rating from both the rigorous evaluation of the numbers, and the people who will drive these vehicles every day.”

The number-crunching by BGC and its fleet management partner Summit Fleet Leasing and Management then had to meet “fit for purpose” and “whole of life” parameters established by BGC and calculated for the four-year period.

This included the leasing costs, the effects of the fringe benefit tax, cost of maintenance, and ownership.

Summit is owned by Sumitomo Mitsui Financial Group, the second-largest bank in Japan, which last year announced an alliance with the nation’s biggest bank, Mitsubishi UFG Finance Group. The alliance started with the sharing of ATMs in Tokyo.

Mitsubishi will supply the Triton dual-cab ute in different variants, though the majority will be GLX grades with the Advance Driver Assist Systems (ADAS) pack that includes autonomous emergency braking, lane departure warning and automatic headlights.

In a statement, MMAL’s head of fleet, Fulvio Fattore, said the contract was a great opportunity for Mitsubishi to work with BGC and showcase the capability of the new Triton.

“It validates what we believe is a great vehicle,” he said.

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FEATURE “BGC’s endorsement of the Triton is recognition that Mitsubishi is leading the market in fleet suitability, and especially in driver preference.”

BGC (Buckeridge Group of Companies) was started by the late Len Buckeridge in 1959 and covers residential and commercial construction, the manufacture of construction materials and building products, road transport and property management.

Mr Buckeridge’s company concept was to create an integrated supply chain that makes its own concrete, bricks and windows, and owns quarries. It has a transport fleet of about 750 vehicles, made up of 500 cars and commercials, and 250 trucks.

Sogo Shosha In Japan, the term sogo shosha means “general trading company”. Unlike typical Western trading companies and Japan’s 9000 other trading companies, the sogo shoshas are distinguished by their international networks, their trade of numerous commodities, and their large market shares.

For example, a sogo shosha may control about 10 percent of Japan’s trade, handle a range of 10,000 to 20,000 products including food, clothing, automobiles, and appliances, and have a network of more than 200 offices throughout the world.

The sogo shosha are also characterised by their ability to issue large volumes of credit and to help small 20

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manufacturers buy and sell goods in the global market.

These trading companies serve as intermediaries for distribution at home and abroad for Japanese companies. The major sogo shosha include Mitsubishi, Mitsui, C. Itoh, Sumitomo, Marubeni, Nichimen, Kanematsu-Gosho, and Nisso Iwai Corp.

Mitsubishi Corporation is Japan’s largest trading company (sogo shosha) and a member of the Mitsubishi keiretsu. Mitsubishi Corporation employs more than 60,000 people and has seven business segments, including finance, banking, energy, machinery, chemicals and food.

FEATURE

PEAK POWER VW’s Amarok adds horsepower, but does it add appeal? – Words

by Stuart Martin

H

orsepower wars killed the Phase IV Ford Falcon and a few other projects at Holden and Chrysler, and now the punch-up is on in the dual-cab ute segment.

In the Euro/Japanese ute debate, it’s an all-German brawl this time as Volkswagen and Mercedes-Benz trade V6 salvos, with Volkswagen upping the ante as MercedesBenz’s long-awaited X-Class six-cylinder rolled off the boats.

The V6 version of Volkswagen’s Amarok already sat at the top of the dual-cab segment for power and torque, as well as representing 70 per cent of Amarok sales, but has subsequently reaffirmed its status with a further boost.

Peak power is now 190 kW, rising to 200 kW briefly when demanded by the driver; the peak power band is between 3250 and 4500 rpm, a rev realm which is far from uncomfortable for the big six.

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The 580 Nm tidal wave of torque makes its considerable presence felt between 1400 and 3000 rpm, directed to all four wheels through the eight-speed ZF automatic as per the rest of the V6 range, although it now feels a little more in sync with the uprated engine. Volkswagen claims 100 km/h takes 7.3 seconds, a far from surprising claim after time in the vehicle − even one that tips the scales at 2244 kg.

The official ADR combined cycle fuel use figure is 8.9 L/100 km, but our time in the Amarok finished with the trip computer showing 11 L/100 km at a 33 km/h average, which reflected the amount of metropolitan and harder unsealed road work completed. The trip computer also offers up useful information regarding the AdBlue distance to empty, something you can’t ignore as the SCR system will eventually prevent any progress if you fail to fill that tank as well. With no AdBlue, the engine backs off power output and can leave the driver with a limp-home mode of travel.

VW AMAROK

“The Amarok does a lot right and prompts a smile every time the right foot asks for something”

It’s all designed to combat the new Mercedes-Benz X 350 d, a 2166kg ute (in $73,270 Progressive guise) which is powered by a 190 kW/550 Nm 3.0-litre V6 that lays claim to 8.8 L/100 km and a 0 to 100 km/h sprint time of 7.9 seconds. The cruising quietness of the Amarok is good, with minimal intrusion from the V6 that never seems to work very hard, given the muscular part-throttle in-gear acceleration available. The standard inclusion of four-wheel discs is never more welcome in order to pull back progress than when a drivetrain gathers speed like this one.

So far, the uprated VW V6 is only offered in the Ultimate guise, but there’s enough gear on the features list to take some sting out of the price tag. The standard features list on the Ultimate 580 includes bi-xenon headlights, complemented by LED daytime running lights and front fog lights with cornering function, dual-zone climate control (but with no rear vents), and a touchscreen-controlled satellite navigation and infotainment system with VW’s App-Connect USB set-up for using Apple CarPlay and Android Auto which delivers more than decent sound.

The Amarok V6 Ultimate 580 is priced from $72,790, a big step up from the $61,090 Highline 550; it has fixedprice servicing, as well as a five-year unlimited kilometre warranty and one-year membership to Volkswagen Roadside Assist, which offers free 24-hour roadside assistance, emergency accommodation, a rental vehicle and towing, as well as household emergency assistance.

Service intervals are at 12 month/15,000 km periods.

The same can’t be said for the digital radio reception, hamstrung by an in-glass aerial that drops reception far too quickly in Australian conditions. There’s also leather trim, power-adjustable heated front seats, and a clear and informative centre display within the two-dial instrument panel which has a digital speed readout in case the change in increments on the speedometer dial throws the driver.

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FEATURE

This Amarok also gets alloy pedals, carpet mats, and a first-rate leather-wrapped steering wheel with paddle gear shifts that is linked to over-achieving power assistance for the steering.

In-cabin storage for the Amarok is good, with decent door pockets and centre console storage, something its Benz nemesis lacks. On the negative, the Amarok’s conventional hand brake is on the wrong side of the console.

Seat comfort and all-round vision are well above average, augmented by decent exterior mirrors, but marred by touchscreen reflections in the rear window at night; tight rear legroom remains an issue, but rear headroom is ample.

A dashtop storage area with a 12-volt supply (one of three on offer to front occupants, with a fourth for those in the rear) are all useful, as is the presence of a USB port, although the latter is far more difficult to access than it should be.

There’s still an absence of active safety features such as autonomous emergency braking (AEB) but the Ultimate

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gets rain-sensing wipers, dusk-sensing headlights, front and rear parking sensors, stability and traction control, a rear diff lock (which as well as a very low first gear partially offsets the absence of low range), a reversing camera and tyre pressure monitoring.

The tyre pressure monitoring system came in handy when a large screw through the 20-inch tyre resulted in a loss of pressure, affording an opportunity to test the spare wheel system, which was clunky and difficult to use.

Releasing the lanyard securing the spare tyre was impossible with the minimal tools in the VW kit, necessitating a drive back to the dealership with an eagle-eye on the tyre pressures during the trip. The full-size spare could be retrieved using other tools, but if you were in the Back of Beyond and relying solely on the factory-supplied toolkit beneath the Amarok’s rear bench, it might not end so well.

The coated rear tray is one of the larger on offer and can just sneak a standard 1165 mm pallet between the wheel arches, something the X-Class Benz can also do with its altered rear end.

VW AMAROK At 1555 mm long, 1620 mm wide and 1222 mm between the wheel arches, the Amarok’s 508 mm deep tray is 26 mm shorter but 60 mm wider (just 7 mm wider between the wheel arches) and 33 mm deeper than the Benz tray, which claims a 1034 kg payload.

The VW lays claim to a payload of 836 kg, with four tietie-down points to secure the load and a load lip 780 mm from the ground. The leaf spring suspension under the rump of the Amarok likes a load on its shoulders to settle down the ride from the tail, although it’s one of the betterbehaved unladen rear ends. There’s also less slumping than that which afflicts some of the coil-sprung rear ends in the marketplace.

Volkswagen claims 3500 kg braked towing capacity within a gross combined mass of 6000 kg; the Merc’s 6180 kg

GCM also claims a 3500 kg braked towing capacity, so the outright numbers still fall just in favour of the X-Class.

The Amarok has a light for the rear tray and a 12-volt outlet, as well as the longer version of the stainless-steel sports bar, matched by stainless steel side steps with handy LED puddle lights.

The Amarok does a lot right and prompts a smile every time the right foot asks for something.

Granted, it should have more safety gear for the asking price and the steering is over-assisted, but constant allwheel drive makes it a wieldy weapon in all conditions (once accustomed to the helm) and an immensely capable all-rounder.

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FEATURE

BLACK MAGIC Henry Ford set the trend with black paint for the Model T, with RAM continuing with the same thought process for the 1500 Black Pack

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RAM 1500

I

t’s probably the least practical colour for any vehicle in Australia. But for those who appreciate its visual presence on the road, aligned with class-leading towing ability, the 1500 RAM Black Pack is the pick of all utes currently on the market.

Like all models in the RAM Trucks range built by ASV, the RAM 1500 has been refined and developed specifically for Australian buyers. Built in North America, each RAM model is then imported and remanufactured to suit righthand-drive requirements on a brand-new, state-of-the-art production line in Melbourne.

The RAM Trucks production machine continues to show Australians what they have been missing out on by including trim levels and specifications that eclipse the Japanesestyled competition. Even buyers that traditionally bought the Landcruiser tray-back are realising their Tojo is extremely basic by comparison, although comparable on pricing.

RAM Trucks play in the upper echelons of the 4x4 ute world, and yet these American long-distance road haulers offer a pricing structure that makes a very convincing argument to any new vehicle buyer. Production has now increased in Australia to four units per day, and there’s a waiting list for new deliveries across the 37 dealerships that carry the RAM brand.

There seems to be a definitive line appearing between RAM buyers, as although the 1500 and its cousins the 2500 and 3500 can tow 4500 kg gross weight trailers, owners looking at heavy hauling are remaining with the 2500 and 3500, thanks to the indomitable strength of the 6.7-litre Cummins turbo-diesel that lives under the bonnet.

There’s no shortage of torque for the straight-six turbocharged diesel, but there is a different profile of buyer perhaps now starting to surface when comparing the different demographics of the 1500 from the 2500 and 3500. Those opting for the 1500 are enjoying the bragging rights to what‘s being called the black sheep of the RAM family, with the arrival of the RAM 1500 Black Pack.

Finished in brilliant black metallic paint, the RAM 1500 Black Pack lives up to its name with 20-inch black alloy wheels, black front and rear bumpers, a black grille and darkened headlights, with all the distinguishing badges also finished in black. There is, however, one exception to the all-black appearance when it comes to the engine badging, with red being the chosen colour to identify the 5.7-litre capacity of the 291 kW Hemi V8 engine that lifts its performance above its rivals.

No matter your level of personal enthusiasm and ability with the spanners, you can’t make a six-pot diesel sound like a V8 petrol-fuelled Hemi. By adding the optional RAM Sport exhaust system to the RAM 1500, driving becomes an almost spiritual experience, thanks to the V8 roar that audibly announces its arrival.

Based on the RAM 1500 Express, the RAM 1500 Black Pack has the Quad Cab with an interior space of 3.3 cubic metres, bringing impressive levels of shoulder and hip room that outclasses all of the Japanese lookalikes. Add to the basic spec a huge six-foot four-inch (193 cm) tray and a standard heavy-duty towbar rated at 4.5 tonnes, and it’s game over for the competition before you start rolling.

The RAM 1500 Black Pack slots in neatly between the standard RAM 1500 Express and the RAM 1500 Laramie, with its larger cabin area and higher trim levels. It’s available in two versions, with pricing starting from $84,950.

Add the RamBoxes to the spec along each side of the tub body and the price rises to $89,450 (RRP excluding statutory charges, dealer costs and delivery). The RAM 1500 Sports Exhaust System is a dealer-fit option, with a recommended retail price of $3266.56 plus fitting.

“It’s the sound of a Hemi V8 that goes to the heart of why hot utes are so popular,” explains Alex Stewart, General Manager of RAM Trucks Australia. “The RAM 1500 Black Pack does everything in terms of space, towing ability and tray size expected of a class-leading ute, to which it adds dark, muscular good looks and, matching the unique performance, the soundtrack that can only be delivered by a full size V8 engine. In short, the hot V8 ute is back, and it comes in black with the RAM badge front and back.”

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The Hemi name comes from the hemispherical combustion chambers that give an efficient combustion chamber with an excellent surface-to-volume ratio, with minimal heat loss to the head, and allows for two large valves. The latest version includes a coil-on-plug distributor-less ignition system, variable valve timing (VVT) and two spark plugs per cylinder to shorten flame travel, leading to more consistent combustion and reduced emissions.

Modern technical smarts save fuel with the MultiDisplacement System (MDS) that can shut off two cylinders on each bank under light load to improve fuel economy. The engine bay also features active grille shutters, which allow the right amount of cool air to enter engine bay. Shutter position is determined by coolant temperature and vehicle speed, with the shutters remaining closed when less engine cooling is required, and aerodynamic drag is most significant. The shutters open when the engine requires additional airflow − for example, when on a long ascent or when hauling a trailer in high-temperature environments.

Mated to the V8 petrol engine is the TorqueFlite eightspeed transmission. Controlled by a rotary e-shift dial, the system allows quick blind-shift transitions from reverse to drive when towing or navigating out of mud, snow or busy parking lots and crowded worksites.

The Ram 1500 features electric power steering (EPS), with an electric motor powering the rack-and-pinion steering system. By removing the need to constantly turn a hydraulic pump, fuel efficiency is improved by up to 1.8 percent and it provides an additional five horsepower.

Other benefits include less complexity through the deletion of hydraulic hoses and cooling apparatus. With EPS, each Ram 1500 model 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 for improved comfort.

As the ultimate tow vehicle, the RAM 1500 is available with a choice of axle ratios of 3.92:1 and 3.21:1 to fine-tune performance of the vehicle for towing high weights or for maximum fuel economy. In addition to the usual electronic safety features, the RAM 1500 adds Trailer Sway Control, Ready Alert Braking and, on the Laramie, trailer brake control.

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The RAM 1500 offers a class-leading maximum braked towing capacity of 4.5 tonnes with a 70 mm towball in the RAM 1500 Express, RAM 1500 Black Pack and RAM 1500 Laramie with the 3.92 axle. The maximum gross combination mass is a mighty 7.2 tonnes with the 3.92 axle, and a still hefty 6.2 tonnes with the 3.2 axle. A heavyduty towbar is standard fitment, together with a seven-pin towing harness plug.

The RAM 1500’s excellent towing ability is built on the foundations of its advanced separate chassis and sophisticated suspension. The front rails are 20 per cent stronger through using high-strength steel, while portions of the frame are hydroformed for dimensional accuracy (hydroforming reduces the amount of welding that leads to distortion), and side rails are fully boxed for both strength and durability. The front frame section incorporates advanced high-strength steel that maintains overall strength and durability. To further improve NVH, new larger body mounts are located on the front frame rails and at the C-pillar.

The front independent suspension combines upper control arms, aluminium lower control arms and retuned geometry with coil springs for improved responsiveness and handling, while robust ball joints on the front suspension yield greater durability and are engineered with improved sealing methods.

An exclusive multi-link, coil-spring rear suspension provides improved ride and handling characteristics with no loss of capability. A coil-spring design centralises and absorbs bumps and impacts, while reducing the amount of friction in the spring system and is some 20 kilos lighter than a leaf-spring configuration.

Four-wheel disc brakes with ABS are standard, with front rotors of 336 mm in diameter clamped with dual-piston callipers, while rear rotors of 352 mm utilise single-piston callipers. The RAM 1500 is backed by a three year/100,000 km warranty with roadside assistance, and requires a service every 12 months or 12,000 km.

“Buying and owning a RAM, be it the new 1500 or its heavyduty brothers, the 2500 and 3500, should be absolutely no different from buying any other mainstream vehicle,” Alex Stewart said.

“This means everything from production line quality and consistency of product, to a national dealer network, a factory-supported warranty, through to backup of full parts and accessory warehouses in Sydney and Auckland that can deliver parts to anywhere in the country within 24 hours.”

FEATURE

TYRETORQUE Delivery evaluates the Falken WildPeak H/T on-highway tyre

T

yreTorque continues a story that started in December 2015, when we fitted a set of new Falken on-highway tyres to our trusty Land Rover Defender.

At Delivery we are somewhat unusual in that we find tyre technology really interesting. The more you delve into the reasons why interaction with your tyre choice is necessary, the more benefits you get in terms of extended tyre life, better handling, improved fuel economy, increased safety, decreased noise and a lower TCO (Total Cost of Operation).

There was just 32,000 km showing on the vehicle odometer when we fitted the Falken WildPeak H/Ts. At that time the Falkens were something of an unknown quantity, generating the question of how would they perform when compared against the more prevalent brands?

Specified original equipment standards for the Defender are 235/85R16, with a tyre circumference of 2445mm.

The WildPeak H/T matched that spec, which meant speedometer and odometer readings would remain accurate. The tread depth when supplied new is 13mm, and it rotates at 408.9 revolutions per kilometre.

The WildPeak H/T is aimed at highway operation as its normal operating territory, setting the groundwork for how to differentiate your tyre requirement depending on the intended use of the vehicle.

The tread pattern and tyre design designate its use as an all-season highway performance tyre, providing a combination of dry handling and responsive wet braking on all roadway surfaces.

First impressions confirmed that ride and handling was of a high standard, with road noise being very minimal. Wet weather bitumen performance was also impressive, with the tread pattern never showing signs of losing adhesion.

With its non-directional symmetrical tread pattern, Falken claims it is optimised for traction and control, through its combination of a high-tension casing ply and stiff, wide steel belts. This construction promotes stability and comfort with a high mileage tread pattern that combines optimal ride comfort for on-highway application.

A close look at the sidewall tells more, in the form of a maximum load rating of 1420 kg with maximum inflation pressures of 550 kPa (80 psi) and a tyre load index rating of 120Q (1400 kg/160 km/h).

Tyre technology depends on research and development ability. The performance of different tread patterns is very specific, and the ranking out of a maximum of five points as shown on the Falken Tyres website rates the H/T as 4.5 in dry handling, 5.0 in wet handling, a tread life of 4.0, an off-road performance of 3.0.

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With the new Falken WildPeaks having travelled 3500 km, the tread depth measurements across the face of each tyre showed 12.5 mm on the inner, centre and outer circumferential grooves. For the next check we took our measurements after a total distance travelled since fitment of 17,000 km. The wear rate had slowed and showed a depth of 12 mm for the inner and outer grooves and 11 mm for the centre groove.

Three years after fitment, the Falken WildPeak H/Ts were still delivering excellent performance. With a total distance travelled of 59,840 km, the tread depth check on our gauges showed very even wear rates with a depth of 8 to 9 mm across each of the inner, centre and outer grooves of the four tyres.

The legal tread depth requirement in the UK and Europe is 1.6 mm across the central three quarters of the tyre throughout its complete circumference. It’s a similar formula for Australia, with a minimum requirement for 1.5 mm across 75 percent of the tyre width.

The key to extending tyre life is to always rotate tyres regularly. In our case, we matched tyre maintenance to standard service intervals at 12,000 km service periods. We not only balanced and rotated each tyre regularly around the four positions, but also ran a wheel alignment check.

Tyre life is all dependent on tyre maintenance. If you don’t think about your tyres you’ll soon be reminded, as your operating costs will be increasing through irregular wear rates.

With a wear rate of 4 mm over a total distance of close to 60,000 km, it’s fair to assume that the overall life of the Falken WildPeak H/T tyres could provide a further 60,000km comfortably, especially as tyre wear rates slow over time.

In our evaluation the spare was not part of the rotation equation, meaning that unless you complete a five-tyre rotate and balance programme in place of the four-tyre maintenance plan we ran with, your spare will remain in as-new condition.

Where a tyre is sitting on its mount as a spare and untouched for perhaps six years, there’s every chance that new technology will have produced a better alternative when it comes to tyre replacement than replicating your original choice. A five-wheel rotate and balance programme will extend the tyre replacement timing by an additional 20 percent – but, of course, you will be replacing five tyres and not four.

The figures speak for themselves, and Falken gets the thumbs-up for performance and extended tyre life.

TYRETORQUE

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FEATURE

FORD FIASCO Can Ford regain lost ground with Transit?

Words by Chris Mullett

R

ecent history shows that Ford Motor Company has been incapable of performing even basic marketing activities when it comes to presenting its light commercial range to the Australian buyer.

Despite producing excellent products such as the Ford Transit Custom and Transit standard van that rank competitively against all-comers on a global basis, its Australian operation has failed to identify its LCV virtues to potential customers, seemingly preferring to highlight the performance aspect of the Mustang, while ignoring the bread-and-butter market of van deliveries.

Back in 2017, Ford Australia registered 74 versions of the Transit bus. By 2018, sales had slumped to just 13 units, resulting in this model being apparently withdrawn, without fanfare, from the Australian market.

Sales of the Ford Transit Custom van and cab/chassis models (2.5 to 3.5 tonnes) in 2018 peaked at 1880 units for a market share of 9.3 percent (Source: VFACTS February 2019). Compare this performance to South Korean manufacturer Hyundai with its iLOAD, achieving a market share of 21.6 percent and sales of 4362 units, and the dark clouds can be seen gathering on the horizon. Add in the sales figures of Toyota’s 15-year-old design of the HiAce at 6852 units (33.9 percent market share), plus the fact that even Volkswagen came in ahead with its Transporter at 2095 units (market share 10.4 percent) and the figures are catastrophic.

Ford’s LCV performance was no better in the higher weight category of the Transit standard van (3.5 to 8 tonnes), with sales of 805 units for a market share of 4.2 percent. This left Transit trailing behind Mercedes-Benz Sprinter (3230 units and 17 percent share), IVECO (1544 and 8.1 percent), Renault Master (1535 units and 8.1 percent), followed by Fiat Ducato (1175 units and 6.2 percent).

Japanese cabover light trucks from Fuso, Hino and Isuzu all romped home well ahead of the Blue Oval products.

Through Q1 of 2019, Ford looks set to repeat its lacklustre performance with Transit Custom continuing to trail Toyota with 32

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FORD TRANSIT its soon-to-be-replaced HiAce (256 v 855), and Hyundai’s iLOAD at 662 units. Renault’s Trafic leads Transit Custom with 315 sales, ahead of Chinese import LDV, which has so far scored 237 unit sales.

When looking at higher payloads available with the Ford Transit standard van in the 3.5 to 8-tonne category once again, the figures portray a disaster for Ford dealership profit. Here it trails six other brands competing in this weight range.

So, what went wrong with Ford’s marketing when it comes to its LCVs? From Delivery’s standpoint the problems start with a failure to significantly identify two very different products by calling both models Transit. The Transit Custom is the medium-duty product, whereas the Transit standard van is larger, with higher payload capability. It also fails to identify the reasoning behind some of the models featuring front-wheel drive, while others are rear-wheel drive.

The Ford dealer network is capable of maintaining higher volumes of sales than probably most other brands, and should be well used to competing against Toyota, where HiAce and HiLux meet in the same segments of the market as Transit and Ranger.

LCV buyers do not respond to web blogs and the juvenile influencers currently favoured by the car companies. The LCV buyer profile wants safety, sophistication, payload capability, a strong warranty, customer service support, and convenience to their business.

LCV buyers rely heavily on information relating to fleet purchases from industry groups such as the Australasian Fleet Managers Association for advice and feedback in relation to vehicle selection. They are avid readers of print media that provides drive evaluations and concise product information.

“History shows it is the best-selling van of all time with global sales of more than eight million units”

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FEATURE As those who have tried to gain information from manufacturer websites will attest, it is often extremely difficult to source basic specification and pricing details from webbased brochures. They also don’t want to sign up to websites in order to receive unsolicited phone calls and a barrage of additional emails from an overseas-based call centre.

Ford has yet to discover the market desire for “ready to work” LCVs, producing a variety of locally built, pre-bodied cab chassis units available for immediate delivery. The Japanese importers have this section very well covered already, with a range of options from tray backs to tippers, fridge pans and pantechs.

LCV dealerships also have to recognise that taking a van or cab chassis out of circulation for a day costs the owner in the form of lost revenue. Service options have to be tailored for after-hours maintenance for a vehicle to be dropped off in the late afternoon and collected early in the morning.

Replacement customer loan LCVs, rather than a hatchback, also need to be available to keep a customer on the road.

The Ford dealerships surveyed by Delivery shut their service departments at 5pm on weekdays and didn’t offer Saturday appointments. Commercial vehicle dealerships work to support their customers, whereas passenger car dealerships appear to work to support their own staffing agendas.

Against this atrocious example of Ford’s sales performance, there is good news for loyal Ford customers. Kay Hart, the newly appointed Ford Australia and New Zealand President and CEO, appears to be very focused on improving the company performance, with a clearer understanding than her predecessors when it comes to recognising what can be achieved by Ford in the LCV sector.

Reaching out to LCV buyers is not rocket science, but it does require intent and ability. As Hart reforms the Ford Australia sales and marketing team to improve their performance, Delivery hopes to see the company able

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to capitalise on the strength and heritage of the Transit name and grow its market share accordingly. The existing Transit range is exceptionally impressive, as proven by its performance under Delivery’s exacting road test evaluation criteria. It’s failed to reach its sales potential because a lack of serious marketing activity has missed the opportunity to establish it as a first-thought option.

Transit Custom buyers will have to wait until Q3 for a range of upgrades that includes Driver Assist Technology, with autonomous emergency braking and pedestrian detection, adaptive cruise control, traffic sign recognition, lanekeeping aid with driver alert system, blind spot information system with rear cross-traffic alert, automatic headlamps with auto high beam function, and rain-sensing wipers.

The 340S Short Wheelbase (SWB) van scores an increase in payload and towing capability, with all models receiving a powertrain upgrade of 30 percent in power, increased torque and tighter Euro 6.2 emissions standards. The upgraded 2.0-litre EcoBlue powertrain now produces 125 kW of power, with peak torque rated at 390 Nm. The maximum permitted braked trailer weight rise from 1800 kg to 2150 kg.

Three brand-new models include the Transit Custom 320S Sport Van, which boasts a further increase in power and performance to 136 kW and 405 Nm of torque – available exclusively as a six-speed automatic. Buyers also gain 17-inch black machined alloy wheels and a body styling kit with unique front and rear bumpers plus side skirts.

Body-coloured mirrors and a gloss black grille up front are joined by bi-xenon HID headlights that also feature static bending and LED daytime running lights for greater visibility. An upgraded interior includes a 10-way power adjustable driver’s seat and partial leather seat trim to complement the textured leather steering wheel. A steel bulkhead, side wall trim board and load floor protection will be standard on all Transit Custom van models.

FORD TRANSIT

Also joining the Transit Custom line-up are two new crew van models that Ford calls the “Double Cab-inVan” version (DCiV). These are available only as a long wheelbase version in two specifications: the base 340L DCiV, and 320L Sport DCiV. Matched to the six-speed automatic transmission, both models offer a standard rear bulkhead, spacious second-row seating accessed by dual side load doors, and 4.4-cubic metres of load space.

In base 340L guise, the Transit Custom DCiV reflects the highly-equipped van models, including the 125 kW/390 Nm EcoBlue powertrain, comprehensive DAT suite with Adaptive Cruise Control, AEB with pedestrian detection, plus SYNC 3 multimedia system with an 8.0-inch touchscreen.

The 320L Sport DCiV is targeted towards buyers looking for a capable, premium van that can be used for both work and family duties, with five seats including separate driver and front passenger seats. It offers the same additional features as the 320S Sport Van, plus the upgrade to the 136 kW/405 Nm EcoBlue powertrain, standard sat-nav, partial leather seat trim with eight-way powered driver’s seat, and sports styling with 17-inch machined alloy wheels and bi-xenon HID headlamps.

Included in the range are class-leading safety features such as six airbags (driver, front passenger, front side curtain, front side seat), dynamic stability control with roll-over mitigation and trailer sway control, side-wind stabilisation, load adaptive control and hill launch assist.

There’s also a full colour rear-view camera, front and rear parking sensors and SYNC Emergency Assist. A five-year/ unlimited kilometre warranty is standard on every Ford Transit Custom, with ownership benefits including 30,000 km service intervals, Ford Loan Car Program and VanCare for eligible customers and participating dealers.

When the Transit Custom was initially launched, there was no automatic transmission or tailgate option available.

Ford has now fixed both those omissions, offering a choice between barn doors or a rear tailgate, plus sliding side load doors with or without windows, plus a high roof option available on base SWB and LWB van models.

Transit Custom owners also stand to benefit from an increasingly compelling Ford Service Benefits programme.

In addition to Service Loan Car, VanCare Membership (including Roadside Assistance) and sat-nav updates, Transit Custom ownership includes a maximum of $349 (including GST) for the first four years/120,000 km (whichever occurs first) of scheduled servicing at Ford dealerships.

Pricing starts at $42,190 for the 340S short wheelbase van with six-speed manual transmission, rising to $53,490 for the 320L Sport crew cab with six-speed auto, which is on par with much of its competition.

With a renewed focus on LCV marketing, Ford can reestablish Transit to head up the sales charts and regain the crown it once held from its introduction in Europe back in 1965. History shows it is the best-selling van of all time with global sales of more than eight million units.

At Delivery, we recommend a further rationalising of the Transit product range to simplify selection, deleting the six-speed manual transmission and high roof option, standardising on the six-speed auto with one power and torque option, and reintroducing the bus version. Model complexity increases buyer confusion and reduces stock availability, in a market such as Australia where automatic transmissions are the preference.

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FEATURE

RANGER BI - TURBO

Ford proves two turbos are better than one – Words by Stuart Martin

I

n a segment awash with four-cylinder turbo-diesels, the arrival of the new Ford Ranger with an in-line fivecylinder turbo-diesel was a welcome change in 2011.

This venerable five-cylinder has served well in the Ranger, which ranks consistently at the top of Ford’s sales chart, thousands of units ahead of the second-placed Mustang.

The bigger five-cylinder engine remains, offered in sixspeed manual and automatics of the same ratio tally, but it’s the 2.0-litre bi-turbo model − only available with a 10-speed auto − that is leading the charge into 2019.

The 4x4 XLT is $56,090 for the six-speed manual fivecylinder, rising by $2288 for the six-speed auto with the 3.2-litre engine. Opting for the upgrade to the bi-turbo 2.0-litre adds more dollars to the purchase equation, to a start point of $59,790, with only the Wildtrak and Raptor models (with which it shares a driveline) above it.

Both the five-cylinder 3.2-litre and the four-cylinder 2.0-litre units are direct-injection common-rail turbocharged diesels, but the smaller bi-turbo engine is quieter and smoother. It ups the power output by 10 kW to peak at 157 kW at 3750 rpm, with 500 Nm of torque rated between 1750 and 2000 rpm. The veteran 3.2-litre five-cylinder unit with a single turbo produces 147 kW at 3000 rpm and 470 Nm over a slightly wider rev range (it tapers off at 2500rpm).

When power output is demanded in a hurry through the rear wheels, it can make for noisy T-junction departures if the traffic gap is small; constant 4WD wouldn’t go astray.

The six-speed manual has one overdrive gear, while the auto’s ratios show both 5th and 6th below 1:1; the 10-speed auto has 7th as a 1:1 with the top three gears all overdrives, and not far apart at that.

The bigger 3.2-litre engine claims a thirst of 8.9 litres per 100 km, while the 2.0-litre boasts 7.4 litres per 100 km; both share the same capacity 80-litre fuel tank.

Our time in the bi-turbo yielded similar fuel economy figures to those we’ve experienced previously from the five-cylinder, hovering between 11 and 12 litres per 100 km. The long-term trip computer on the test car sat just above 10L/100 km over considerably more kilometres than we had travelled − perhaps the long-legged 10-speed auto had spent more time on the open road.

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The automatic transmission is a clever one, sliding easily and quickly between gears and not feeling constantly on the lookout for a more suitable ratio than the one already in play.

There’s minimal indecision from the auto, only sporadically in two minds as to the gear selection, but it makes good use of the considerable torque on offer.

Slip it into Sport mode and the result is a little more aggression on offer and a genuine manual change − the transmission won’t override the driver, but the manual gear selection is completed using a button on the side of the selector handle. It’s not intuitive, but Ford has done the right thing in requiring the selector switch to be engaged in order to slip out of Drive, into Neutral and up to Reverse; it should be that way on all automatics.

FORD RANGER The bi-turbo four-cylinder is smooth in its delivery, using a sequential twin-turbo set-up, with one smaller low-pressure turbo kicking things off from low engine revolutions, passing the baton to a larger unit for the run to the redline.

The test vehicle also had the optional Redarc electric brake controller (a Ford accessory for $799 fitted), mounted in the centre console by the driver’s left hand.

The stop-start button, diff lock and parking sensors switches are all a little easier to see and use these days sitting next to the transfer case knob, rather than being tucked up on the dash behind the steering wheel.

When it comes to pricing there’s an excellent opportunity to push total figure on the invoice skywards.

As provided to Delivery for evaluation, the package of options included leather trim (an extra $1650) and the $1700 optional Tech Pack, which adds adaptive cruise control with forward collision alert, autonomous emergency braking (AEB) with pedestrian detection, automatic high-beam, driver fatigue monitoring, a lane-keeping function, a ‘semiauto’ parking assistance system and speed sign recognition.

The XLT standard features list already had cruise control, keyless entry and ignition, 17-inch alloy wheels, a towbar, a rear chrome sports bar in the tray, privacy tint rear windows, folding and heated exterior mirrors, an eightinch colour touchscreen with satnav, a six-speaker SYNC3 sound system with digital radio (and a decent aerial), Apple CarPlay/Android Auto, Bluetooth, a 12-volt and two USB inputs, while retaining the now-vintage CD slot.

There’s a handy 230-volt power plug in the rear, following the example set by RAM Trucks, as well as one 12-volt outlet, dual-zone climate control (still with no rear vents), carpet floor, a driver’s carpet mat and a leather-wrapped steering wheel which is still only adjustable for rake.

The manually adjustable front seats allow for a reasonable driving position regardless of steering set-up shortfalls, and the cabin offers good visibility and comfort up front.

There are some nice touches like extending sun visors to properly cover side windows. The rear occupants get an armrest, but in space terms it’s a little less cavernous, although by no means is it the tightest of the segment.

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FEATURE The three-barrel instrument panel offers ample information for the driver - although engine revs and a digital readout of road speed are still mutually exclusive.

Safety wise it has automatic Xenon headlights, front (halogen) fog lights, LED daytime running lights, rainsensing wipers, an auto-dimming centre mirror, six airbags, stability control systems and an alarm.

And the list goes on. There’s also tyre pressure monitoring, lap-sash seatbelts with use reminders, hill ascent and descent control, front and rear parking sensors, a reversing camera and a rear diff lock.

At just over 5.4 m long, 2.0 m wide and 1.8 m tall (with 237 mm of ground clearance), the Ranger Bi-Turbo is one of the larger mainstream dual cabs on offer, tipping the scales at 2197 kg − 33 kg lighter than its five-cylinder equivalent.

A listed payload of 1003 kg and a braked towing capacity of 3500 kg are all within a 3200 kg GVM and a GCM of 6000 kg, but the ride quality is improved even by the presence of 150 kg of cargo.

Throwing a solid lump on the towbar does little to detract from the bi-turbo’s appeal, with our large three-horse float dulling but not completely eroding the power delivery. It was only when some engine braking was needed that the larger-capacity five-cylinder and the six-speed auto would have been preferred, although the (annoying) manual shift function of the 10-speed auto helped.

A 511 mm deep tray has an 840 mm loading height and offers a decent load space, but care needs to be taken when lowering the tailgate if a tall trailer hitch is involved.

The tray is 1549 mm long (1485 mm if measured at the top) and 1560 mm wide (1139 mm between the wheel arches).

There are four load restraint points and a 12-volt outlet, as well as a sports-bar mounted light for the rear tray, although its performance is not the most illuminating yet seen.

The Ranger remains a yardstick in the segment and the addition of a bi-turbo 2.0-litre has done nothing to change that status as a quiet, powerful, efficient and well-sorted option.

Taking all its points into consideration, the Ford dual-cab ute is showing no signs of falling from its high perch.

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FEATURE

CONTROLLING INFLUENCES

Stuart Martin reports on the Redarc portfolio of accessories and control systems

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REDARC

A

doubling in size is not the aim when it comes to diets or debt; but when you’re in business, it can be a good thing.Sustainable organic growth is a well-worn phrase in the automotive industry, but many don’t manage to achieve it.

The staff at Redarc − which started with a handful of people 40 years ago and now boasts more than 200 staff − talk about growth in such terms with cautious optimism.

The fact they’ve maintained manufacturing − while expanding the size of the factory − in an industry awash with shutdowns, speaks volumes for its workforce.

National sales and marketing manager Ben Marsh said the factory expansion could potentially increase manufacturing capacity by as much as 250 percent. The expanded capacity reflects where the company aims to be in five years, with widening export market opportunities among variables to be considered.

“The objective we’re planning is for five years’ time and to cater for that problem we have to expand, although in reality we currently only run one shift,” he said.

Prior to the 3000 square-metre expansion, the plant in the Adelaide suburb of Lonsdale was known to run at levels as high as 140 per cent of capacity, but materials became a problem − “if we went overnight and did two shifts, then it became a supply issue to get the gear in.”

Mr Marsh said it was a feature of Redarc that, despite obstacles, the company would always figure out how to keep working and move ahead.

One of the more recognised staples of the brand in recent times has been its trailer brake control units, an integrated controller that hides within the dashboard in an installation that limits cabin intrusion to a small dash-mounted dial.

Adjusting the brake application of the trailer is a simple turn of the dial, rather than the old-school slider-equipped units often installed under the dashboard.

The rest of the product range − power inverters, solar power kits, chargers and voltage converters among them − has also grown strongly. These are products that allow for easy power generation and storage in everything from camper trailers to B-Doubles.

“Brake controllers have been solid for us. It’s been growth across the board with a lot of different products,” Mr Marsh said.The product range has come a long way from the humble beginnings of Redarc Electronics, founded in August 1979 by electronics engineer Bob Mackie. It began as a design and manufacturing business for vehicle ignitions and voltage converters.

In 1997, following Bob Mackie’s sudden death, Anthony and Michele Kittel teamed with Michele’s father, Denis Brion, to buy Redarc. When Denis retired five years later, Anthony and Michele purchased his share of the business.

From a small business based in a house in the southern foothills of Adelaide, the company now employs more than 200 people, with six of the original eight staff still working there. It was recognised for its ability in 2014 when it won the Telstra Australian Business of the Year.

During a brief tour in the days leading up to the official re-opening of the expanded warehouse and factory, there was an atmosphere of confident efficiency among the workforce. Almost all aspects of the business are visible − to each employee and to visitors.

The workforce interacts easily, working in product-specific areas and rotating regularly through different workstations to maintain a broad skill base. They acknowledge with a nod and smile the interested interloper in an ill-fitting hi-viz vest and safety glasses, before getting on with the task at hand.

The nearby help desk is staffed by about half a dozen people, who can quickly locate any of the design and manufacturing staff needed to solve a customer issue. It’s a short walk and a chat, rather than the phone call, message or email that might take days to resolve a problem.

Redarc claims the research and development of its products is funded by 15 per cent of the company turnover, and it’s a level of investment that has paid off. The company has one warranty claims staff member and while a specific number wasn’t nominated, the warranty rate claim percentage is in the single digits.

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FEATURE

The Redarc brand has come to represent innovation and quality in the aftermarket industry and, more recently, in original equipment electronics – producing, for example, 13,000 towing brake controllers a month for both the aftermarket and car makers’ accessory catalogues. Its arsenal includes voltage systems for the OE truck market − Volvo, Mack, PACCAR and Isuzu among them − as well as aftermarket heavy-vehicle systems.

The aftermarket product range has long been the brand’s staple, but more recently it has expanded its OE manufacturing and added work for the Defence manufacturing sector. The growth in this sector resulted in Redarc appointing a full-time Defence coordinator as the industry looks for maximum local content.

The expansion of Redarc, including the acquisition of NSW company Hummingbird Electronics, has resulted in annual double-digit growth. While the staff are coy about revealing too many financial details, the company identified a 2020 target of $100 million in revenue and 230 staff; at the time of writing it was suggested “we’re not far off that now”.

Managing director Anthony Kittel said the upgraded facility would enable Redarc to expand its current workforce to 300 by 2024.

“We have been growing strongly in recent years by targeting the North American and European automotive aftermarket with our dual battery chargers and our award-winning TowPro Elite brake controller,” he said. “We are now actively diversifying into other markets, including Defence and medical devices.”

Mr Kittel said Redarc had been able to “buck the trend” against the offshoring of manufacturing in Australia through a programme of significant reinvestment into research and development, staff development, and training.

Developing its export markets is the next chapter in the brand’s expansion, with Europe and the US showing strong interest in Redarc’s catalogue of power products.

While the brand’s brake controller, a dominant player in the OE and aftermarket realm, is among its more well-known products, the 12-volt and solar ranges are proving popular in new markets for Redarc.

Redarc marketing manager Tennille Reed said US market interest was growing in genuine off-grid power supply systems which allowed for charging on the move.

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REDARC “It’s a big growth market for us, we’re doing a lot of trade shows in the US; that’s where a lot of the interest is,” she said.

“We’re trickling through … they’re a long way behind in terms of the way they camp and travel over land. Here in Australia we’ve had to evolve as an industry quickly because, to get from one side of the country to the other, there are not a lot of places where you can plug in. They love the idea of not having to connect.”

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FEATURE

WORK AND PLAY

Renault’s Trafic Crew blends business and pleasure – Words

by Warren Caves, Images by Torque it Up.

T

he European assault on the hotly contested, 1.0- to 3.5-tonne van market continues to gain traction, with the likes of Mercedes Benz, Volkswagen, Fiat and Renault all taking firm swipes at traditional Australian consumer choices, Toyota’s HiAce and Hyundai’s i-Load.

If you move more than two or three occupants around work locations, the Renault Trafic Crew provides a viable alternative to the dual-cab ute, offering a unique balance between increased occupant accommodation and a generous work or play vehicle, with a secure all-weather cargo area.

The Trafic crew-cab van comes with generous safety standards, refined on-road manners and miserly fuel 44

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consumption, backing up the reputation of its larger sibling, the Master van. No doubt hoping to emulate the sales and popularity that the Trafic enjoys in Europe, Renault Australia is offering a sensibly priced alternative to the main competition comprising the HiAce Crew-Cab, MercedesBenz’s Vito Crew-Cab and the Korean built i-Load Crew-Cab. The Trafic Crew runs with front-wheel-drive and a 1.6-litre, twin-turbocharged and intercooled diesel engine producing 103 kW of power and 340 Nm of torque.

Interestingly, the only transmission on offer at the moment is a six-speed manual. With the current trend, within Australia at least, leaning towards automatic transmissions, an automatic option for the Trafic was expected last year and is now rumoured to be not too far off.

TRAFIC CREW

This is a van that has no trouble keeping up with the flow of traffic on Sydney’s inner-city roads. The ample torque available from the twin-turbo engine made for seamless progression through the gears, devoid of any lag or unwillingness. Revving the engine much beyond 2500 to 2700rpm seemed counter-productive and produced little by way of increased performance. Higher revs simply increase engine noise and negatively impact on fuel economy. This is definitely a relaxed performer, quite happy to sit at the lower end of the tacho, where it performs well with light loads.

In testament to the low-revving feel of the engine, with the ecomode button selected and indicated by a green light within the dash, the driving display actually encourages up-shifting as low as 1800 rpm to utilise the low-down torque availability.

The six-speed manual gearbox was refreshingly smooth with a short throw between ratios giving an almost sports-like feel. The gear lever is conveniently positioned and falls easily to hand without unnecessary reaching. I did feel, however, that the short-shifting encouraged by the computer management system left me with a hand continually on the gear lever as the duration from one gear position to the next seemed remarkably short.

Manoeuvrability was adequate enough not to give the feeling of driving a large bus. However, the 13.2 metres that’s required to turn the Trafic around (12.1 m for the much larger MB Sprinter Van, 11.8 m for the Vito and 10 m for the HiAce) would be a little limiting in tight situations, or for a quick U-turn after missing a driveway you should have turned into for a delivery.

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FEATURE Vision from the elevated driving position through the large frontal glass and around the A-pillars was excellent. The no-cost optional glazed rear door and transparent bulkhead panel provided adequate vision to the rear, backed up by the reverse camera display in the multimedia screen mounted in the dashboard.

The standard seating capacity for the Trafic Crew is six, although it can be ordered as a five-seat option if desired.

When specified for six, the centre-front seat is quite small and would not comfortably accommodate a large person.

The comfort level would also be influenced by the gear lever positioning encroaching into the leg space of the centre occupant.

For the driver, finding a comfortable position is made easy by the height-and-reach-adjustable steering column, height-adjustable seating with inboard armrests, and lumbar adjustment functions. Leg room was OK; however, the absence of a footrest was noticeable and a combination of the clutch pedal and transmission lever moulding rising up from the floor meant that stretching the left leg on long trips was not an option. Front seat passengers are able to extend their legs right underneath the dash, unhindered.

Atop the dash is an open storage bin in the middle, with USB and AUX sockets, plus a lidded compartment on the left side. Also on the dash top are two of the three drink holders. I found these poorly positioned, requiring unrealistic leaning forward to access and place any cool drinks, which then sit in direct sunshine. The other drink holder is a flip-down affair, positioned in front of the middle seat position. This is more accessible, but too shallow to hold cans securely and definitely not suited to bottles.

There is a secure phone holder on the dash, which was well-positioned for hands-free operation, although my Samsung Galaxy in its cover didn’t fit the holder.

The seven-inch touchscreen multimedia unit provided Bluetooth connectivity, satellite navigation and vision for the reverse camera display.

Within the steering wheel are the buttons for cruise control and Bluetooth functions; however, the buttons were not illuminated, making night operation a braille affair for the unfamiliar.

Rear seating is generous in proportion, providing a comfortable place to sit between jobs and/or decent width to keep the kids from squabbling. The seats are firm and supportive, featuring arm and head rests and three-point belts. The seat backs are not overly upright, a feature often experienced in smaller dual-cab utes.

ISOFIX points are available on the two outward rear seats.

Sadly, the rear occupant environment slips into mediocrity from here. There are no cup or drink holders or any in-door storage, with the only stowage option being a traditional sleeved pocket in the rear of the front seats.

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TRAFIC CREW The sole 12-volt accessory socket is awkwardly positioned below the offside seat and although under-seat storage bins are optional, these would be difficult to access while travelling. These bins were not fitted to our test vehicle, which was specced with a bias towards cargo length – more on that later. Rear passengers do benefit from roofmounted speakers and reading lamps, although they miss out on rear aircon vents.

If Renault is serious about attracting buyers with a crew of young, tech-reliant apprentices or a family with kids, there’s a need for an upgrade to include storage and charging options in the rear seating area.

For the driver, car-like steering, handling and cornering provided a secure driving experience, with predictable manners and compliance from the suspension. Road and tyre noise, so often experienced from many vans, were almost non-existent, putting the Trafic ahead of some rivals not featuring a sealed solid bulkhead. This benefit does come at the expense of not being able to fold the seats forward to accommodate longer loads.

A successful, dual-purpose vehicle needs to be able to tick all the boxes when it comes to moving occupants and all their gear, be it tools for the tradie or motorbikes on the weekend. The Trafic doesn’t disappoint.

With a dedicated, completely sectioned-off cargo area totalling four cubic metres of load space that’s completely weatherproof and securable, it places the Trafic on the short-list of those wanting a crew cab, but not necessarily needing a four-wheel-drive with a large towing capacity.

Trafic has a braked towing capacity of 2000kg, double that of the HiAce Crew Cab and just 500kg less than the MB Vito.

The light tare weight of the Trafic at 1822 kg, combined with a GVM of 2940, equates to a healthy payload of 1118, or much more than most dual-cab utes. Additionally, a GCM of 4940 kg allows the Trafic to tow its maximum permissible weight whilst carrying a full payload in the van. That said, 1.6 litres of engine burdened with nearly five tonnes of weight could be stretching the bounds of longevity, even with two-stage turbocharging.

Given the 80-litre fuel tank capacity, a safe range of 1200km is possible at this consumption rate.

As expected from a European-sourced van, built-in safety features include front/side and lateral airbags for front-seat occupants, rollover mitigation, EBD, ABS, ESC, BA, disc brakes to all wheels, cornering fog lamps, and hill start assist, providing a package that matches or exceeds the competition.

Renault is offering a three-year, unlimited kilometre factory warranty to back up its products. Combined with 30,000 km or 12-month service intervals, the cost-of-ownership figures look like a solid proposition.

The biggest barrier to success for the European manufacturers intent on gaining increased market share would be addressing the global force of the dealer service and aftersales network to match the likes of Toyota and Hyundai.

The Trafic is a worthy product and if Renault tackles this area with a gutsy dose of aftersales back-up and service through conveniently-located service outlets, the competition may well get a little nervous.

Our Renault Trafic LWB Crew Cab Van as tested was priced at $43,990 driveaway. In summary, the Trafic − although lacking in some rear seat passenger refinement − has a lot to offer and is worthy of consideration.

Internal cargo dimensions are admirable, with a width of 1622mm, length 1819mm, height 1387mm and 1268mm between the wheel arches − sufficient for a full- sized pallet. If palletised loads are going to be part of your daily routine, make sure you option 270-degree-opening barn doors replacing the tailgate, in order to access a forlkift.

Clever use of the space beneath the rear seats enables long loads to slide under the rear seat space, facilitating a total length of 2423 mm at floor level.

The down-speeding of the engine from the two-stage turbocharging yielded some impressive results in the fuel economy stakes, with the trip computer recording 6.8 litres/100 km at the end of our test. I must add that this was all empty running with the stop/start function left on, and came in just short of the claimed combined cycle usage of 6.2 litres/100 km, as stated by the manufacturer.

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FEATURE

DAILY DELIVERY Iveco shows it is well placed for local urban distribution – Words and Images by Brenton O’Connor

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W

ith the massive growth in e-commerce and online business, including a grocery home delivery trend led by the likes of Coles and Woolworths, light trucks sales have risen dramatically.

When someone is contemplating purchasing either a single van or a fleet of light trucks, the typical default position is to consider Japanese cab-over-engine trucks from Isuzu, Hino and Fuso. However, as we found out with this test, there are a range of different alternatives worth an inspection.

When it comes to car-licensed trucks (under 4500 kg GVM), in addition to the Japanese cab-over-engine variants, the competition broadens to encompass semibonneted European cab chassis offerings including the Mercedes-Benz Sprinter, Volkswagen Transporter, and Iveco Daily. These vehicles offer a number of advantages over their Japanese rivals, including higher levels of occupant safety, increased comfort levels, and easier entry and exit to the driver’s cabin.

IVECO The vehicle tested in this report was the Iveco Daily 45C/50C17A8 cab chassis, which is car-licensed at a GVM of 4495 kg.

Behind the cab was mounted an A & J Pantech lightweight body (built and fitted in Australia), which also sported a Dhollandia 750kg tuck-away tailgate to make for safer and easier loading and unloading. All up, this rendered a very useful payload of approximately 1200 kg.

Pricing including on-road costs (based upon Victorian registration) is $76,800, which − given that price includes automatic transmission, body, tailgate, and other accessories – represents good value.

The Daily is powered by Iveco’s own 3.0-litre four-cylinder diesel engine, with an output of 170 hp (127 kW) and 430 Nm of torque. An impressive feature of the Daily is its transmission, which is only rivaled by Mercedes’ 7G-Tronic in the Sprinter. The Daily has the excellent ZF eight-speed torque converter transmission, and despite its odd gearshift lever, in terms of shifting patterns, it provides a most excellent transmission and is a world apart from the slow and clunky automated manuals fitted to some of its rivals.

The Daily provided was a fleet-spec vehicle, so options were kept to a minimum. Some useful features were fitted locally, including front parking sensors and a rear-vision camera, although the viewing screen was mounted in the otherwise redundant rear-vision mirror (the body blocks the view) and was difficult to view clearly.

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FEATURE

The interior of the Daily is smart, with modern looks and visually appealing black interior parts with blue trim elements. The driver’s seat is a bucket seat, and whilst quite firm, was nonetheless comfortable. There is a twopassenger bench seat for co-drivers.

As mentioned earlier, the interior has very easy access.

This is crucial for health and safety standards relating to the type of work this vehicle is likely to be doing, such as courier/parcel deliveries, with the driver entering and exiting the vehicle many times during the shift.

The exterior-view mirrors are excellent − the best I’ve experienced − as the vision isn’t impeded by the two-piece window on the drivers’ door as experienced when driving its main competitor. The mirror heads are themselves electrically adjustable and heated.

Engine power is certainly restrained; however, I feel it’s adequate for this type of vehicle. For those wanting more power, there are variants available with higher power ratings. Engine noise intrusion is higher than expected, particularly under acceleration. This was noticeable as we carried 714 kg of cargo to simulate how the vehicle will react in relation to power, braking, steering and ride quality.

My least favourite feature of the Daily (and in other Dailys I’ve driven previously), is the brake feel. The pedal is quite spongy and requires more pressure than one would normally expect to apply to ensure a decent level of braking. That’s not to say the vehicle doesn’t have adequate brakes; just that the feel could certainly improve.

The ride quality of the Daily is comfortable but firm, and the steering effort is supported by adequate levels of power assistance to make maneuvering the vehicle not too laborious in tight spaces such as car parks. The steering column adjusts for both height and reach simultaneously, so it’s not hard to find a comfortable driving position.

Despite being a semi-bonneted vehicle, the Daily still has great levels of visibility, as the bonnet is very steeply sloped to almost equate to driving a cab-over model.

The Daily range includes 40,000 km service intervals (or 12 months) in order to keep it on the road as much as possible, and the warranty included is three years/200,000 km − extendable at additional cost. Iveco also offers peace-of-mind contracts that include both routine servicing and maintenance repairs for the period of ownership, which helps with cash flow for many businesses.

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For those wishing to up-spec their van, a number of option packs are available for additional cost. The Business Premium Pack includes a reverse warning buzzer, IVECONNECT multimedia system with GPS (rather than a single-DIN AM/FM radio) and integrated fog lights. This option seems both worthwhile practically and for safety, particularly as many sites now demand commercial vehicles be fitted with a reverse buzzer for pedestrian safety.

IVECO

The Efficiency Pack is designed to help cut the running costs of the vehicle. It includes the ECO switch function, to shift gears at lower RPM to help preserve fuel.

Also included is a dash-mounted engine oil display to avoid the driver needing to tilt the bonnet to check engine oil. Iveco’s LDWS (lane departure warning system) for safe lane changing in traffic is also part of the package and is particularly useful in heavy traffic due to the blind spots endured by commercial vehicles.

The Comfort Pack includes padded headrests, leatherwrapped steering wheel, and an automatic climate control system that maintain a constant in-cabin temperature throughout the day.

All in all, the Daily cab chassis is a good package, offering a range of advantages over its main competitor in the light truck space, the Japanese cab-over light truck.

European levels of driver comfort & safety, including strong advantages in terms of cabin entry and exit, should appeal to owner-drivers and fleets alike.

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FEATURE

SPRINTER UPDATE Brenton O’Connor takes the wheel of the rear-wheel-drive Mercedes-Benz Sprinter 314 Long Wheelbase Van

L

ate in 2018, Mercedes-Benz Australia launched the all-new Sprinter range. This included, for the first-time, front-wheel-drive offerings in addition to the rear-wheel-drive, all-wheel-drive, cab chassis and transfer bus options that Sprinter customers have come to expect.

It’s this expansive product offering of 1700 variants that is one of the reasons behind the continued success of the Sprinter, and it cements Mercedes’ position as market leader within the large van segment.

At the time of writing, Mercedes-Benz did not have a front-wheel-drive Sprinter available for test, but Delivery was able to acquire a 314 long wheelbase, rear-wheel-drive − a suitable stop gap until a frontwheel-drive model becomes available.

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Power comes from the 2.1-litre turbocharged four-cylinder diesel known as the OM651. This engine is carried over from the previous generation Sprinter, but differs through being certified to Euro6 emissions standards, which are the norm in the Sprinter’s home of Europe.

The output of the engine is 105 kW and peak torque is rated at 330 Nm. The van was fitted with the optional (and excellent) 7G-Tronic seven-speed torque converter automatic transmission in place of the standard six-speed manual gearbox, adding $2785 to the price tag. This is a fluid automatic, rather than an automated manual, and is certainly preferable when compared to the AMTs on

SPRINTER offer by competitors to the Sprinter. IVECO has matched Sprinter with a fluid auto in its Daily range called the HiMatic, which has eight ratios.

The list price of the van is $60,110 including GST but excluding on-road costs. Our van on test came with a range of useful options that bumped the price to $67,891.

The options fitted included a co-driver bench seat ($610), which increases seating to three legal persons. Other highlights included a useful smart phone holder and wireless charging pad that would be ideal for a courier driver, as it places the screen in a position that is easy to read whilst driving. Other options included Distronic active distance control ($1971), LED headlights ($1971), and satellite navigation ($980).

Firstly, I must report on the Distronic – it’s simply outstanding, making stop/start driving in traffic through Melbourne’s clogged freeway system both easier and safer.

Although the speed of traffic flow was dictating a maximum of 40 km/h, I could leave the cruise control set on the speed limit of 80 km/h, relying on the Distronic system for its ability to slow the vehicle down to the speed of the traffic in front whilst maintaining a safe braking distance, which can be adjusted by a control on the multi-function steering wheel.

The system was smart enough to bring the van to a complete stop when influenced by heavy traffic congestion.

There were a few occasions in heavy traffic flows when speeds dropped from 60 km/h to a standstill immediately, prompting the system to brake firmly in order to avoid hitting the car in front.

Most cautious drivers will already have their foot poised over the brake pedal, but the system performs so well that it actually instills confidence in its electronic ability. Whilst it’s quite an expensive option, I feel that particularly in city driving, it’s worthwhile as a safety feature through its ability to prevent accidents caused by momentary inattention.

The OM651 diesel engine made light work of shifting the rather large van around and, as mentioned earlier, the automatic seven-speed transmission is outstanding. Gear selection is no longer organised through the clunky dashmounted selector of the previous-generation Sprinter, replaced by a direct select steering column-mounted stalk for engaging forward, reverse, neutral and park.

The latest Sprinter is also fitted with paddle shifts for the transmission, to enable the driver to make gear changes manually or pre-select a set ratio. Fuel consumption recorded over the period of testing was 8.5 L/100 km, which seems very frugal.

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FEATURE The two most impressive things on the new Sprinter were the seats and the steering. Firstly, the standard driver’s seat. Trimmed in Caluma black fabric, this was incredibly comfortable and supportive, although the fitment of armrests would be particularly useful for longer trips. The second point needing a mention is the revised steering system, which is excellent. It provides plenty of assistance

at low speeds, yet the right amount of resistance and road feel on the freeway. Crossing over from the passenger car range is the new generation of Mercedes steering wheel, already being used by car models including the W213 E-Class saloon.

The new steering wheel enables fitment of the cruise control buttons directly on the steering wheel spokes rather than the previous stalk on the steering column. All Mercedes vehicles have used a column stalk the since the company introduced cruise control − or “Tempomat” as it was then known − in the early 1980s on the W126 S-Class flagship.

Personally, I’d much prefer the previous stalk-mounted cruise control for its ease of use, especially as steering wheel controls have become somewhat cluttered with so many different functions.

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SPRINTER The latest steering wheel includes the new ‘touch pads’ to operate functions both on the in-dash display and on the MBUX entertainment system, which included the optional satellite navigation. Again, I don’t feel they are as easy to use as some previous-generation systems, with the exception that the screen now includes touchscreen functionality.

There are good reasons these days to include a fixed bulkhead, not least being that it compartmentalises the cabin to enable the airconditioning to work more effectively.

On a hot day, the aircon struggles to cool such a massive area (14 cubic metres), particularly as the walls of the van are not lined – just sheet metal.

Ride comfort was, as expected, compliant and wellmannered − as one would expect from a Mercedes-Benz.

The maximum payload of this LWB model is 1136 kg and without a bulkhead fitted, there’s a disappointingly loud intrusion of road noise and rattles from the cargo area.

Service intervals have been stretched on the new Sprinter to both reduce operating costs and to reduce time off the road – intervals are now two years or 40,000 km. Warranty is three years/200,000 km all-inclusive.

The intrusion of road noise within the cabin area was particularly noticeable at freeway speeds, making phone calls via the Bluetooth audio system near impossible to interpret.

Furthermore, there were some very annoying rattles from the cargo area − particularly noticeable on rough roads − which I believe came from the sliding left-hand door, and in particular the trim fitted to the sliding door.

The fitment of a bulkhead to isolate the driver from the cargo area, to both allow the climate system to work more effectively and also to reduce the road noise (and rattles) into the cabin, would make an otherwise excellent van nearly perfect.

DELIVERY ISSUE 83

55

FEATURE

STEPPING UP International launches its CV Series as a competitor to the latest US Pick-Ups

I

t’s being marketed as the small truck made by big truck people and that’s certainly not a description that can be used by International’s competitors to describe their own products. How you perceive the CV Series depends on your own perspective, but coming from a company that has one of the broadest product line-ups in the US market, it makes sense to presume it could be aimed straight at the RV market, doubling up as the ideal dual purpose vehicle for those that tow and work on weekdays and then tow and play on weekends.

The CV Series pedigree certainly stands up well to scrutiny, with Huck bolted chassis rails of high strength low alloy steel featuring a yield strength of 50,000 psi to produce a GVW rating of 10,390 kg. Its manoeuvrability is claimed to be a virtual class leader, thanks to a 50-degree wheel cut and its Hydromax hydraulic braking system comes with four channel ABS through a Bosch split system with traction control.

Power comes from an International 6.6 litre diesel engine with 261kW (350hp) produced at 2700 rpm, and with 950 Nm of torque rated at 1600 rpm. The driveline is a one-size fits all gearbox using the six-speed Allison automatic transmission.

The engine uses Selective Catalytic Reduction to meet Euro 6 equivalent exhaust emissions controls with AdBlue use and it’s the only medium sized RV that offers a full front hinged, forward tilting bonnet to ease access for maintenance. The Allison automatic features various shift protocols to suit Highway Series, Rugged Duty Series, Emergency Vehicle Services and Motorhome Series applications.

Available in 2WD as well as 4WD, it comes with the usual cold weather US inclusions of remote key start, an optional 120V/800W cylinder block water heater, an optional engine mounted air compressor and a diesel exhaust brake. Air suspension is also optional, providing varying ride height and additional comfort when utilised for high load operations.

The days of CD players for the infotainment centre are just about gone, and International is no exception. You’ll be listening to you Apple CarPlay and Android Auto for your entertainment and programming the system via an eightinch colour touch screen.

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DELIVERY ISSUE 83

INTERNATIONAL CV Seating alternatives include bench or individual bucket front seats, a rear bench seat in the crew cab version plus the option of two trim levels, Classic or Diamond, denoting soft touch vinyl or cloth for the Classic, reducing to simply cloth but with 10-way power adjustment for the front seat dwellers in the Diamond version.

For the front suspension it runs with a taper leaf set-up for 2700kg or 3175kg, leading to a parabolic spring providing a weight increase to 3400kg. At the rear is a standard leaf sprung installation, with a rating of 4990kg – 7030kg or, for the 4x2 version only, an International ride optimised air suspension rated for 5445kg to 6800kg. Fuel tank capacity is available to choice, starting out with 95 litres mounted between the chassis rails forward of the drive axle, adding an option further 150 litres mounted between the chassis rails after the drive axle, or dual rectangular 95 and 150 litre alternatives. Ad/Blue or DEF (Diesel Exhaust Fluid) requirements are handled by a 25.5 litre tank mounted under the cab outside of the frame rails.

International Truck celebrated the first customer delivery of the International CV Series to Team Fishel, a provider of utility engineering, construction and network installation services.

Hosted at a brand-new Rush Enterprises-owned Custom Vehicle Solutions facility in Denton, Texas, the event brought together executives to celebrate the occasion from Navistar Inc., Rush Truck Centres, Team Fishel and Godwin Manufacturing that supplied the bodywork.

The event was highlighted by Dennis Huffmon, senior vice president of U.S. Sales at Navistar, handing over the keys to John Phillips, president and CEO of Team Fishel.

“Customers have told us in no uncertain terms this market is ready for a different choice,” Huffmon said.

DELIVERY ISSUE 83

57

FEATURE The delivery is the first of a number of vehicles that Team Fishel will receive after making the largest single retail purchase to date for the CV Series. As a company with over 30 offices in 13 states, more than 2,300 employees and over 1,600 trucks ranging from class 4 to 8, Team Fishel saw the CV Series as the perfect fit for their needs.

“We have customers across the United States who count on us to get the job done every single day, and it’s extremely important that our vehicles are up to that challenge,” said Phillips. “I have no doubt that the CV Series will rise to the occasion; bringing with it the power, safety and drivability that gives us the very best tool to provide for our customers.”

Since its launch in November, the CV Series has disrupted the Class 4/5 markets. As the only truck within the class designed, distributed and supported by a manufacturer specializing in commercial vehicles, the CV Series brings with it the same toughness built into International’s larger trucks. Consistent with this commercial grade toughness, the CV Series is able to accommodate a wide range of specialized body types with an emphasis on ease of upfit.

The International Navistar medium and heavy truck operation based at IVECO headquarters in Dandenong is currently involved in expanding its current range of models and as yet, the company has not announced whether the CV Series will be joining its Australian line-up.

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DELIVERY ISSUE 83

Dennis Huffmon, senior vice president of U.S. Sales at Navistar, handing over the keys to John Phillips, president and CEO of Team Fishel.

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FEATURE

GAS IN THE The attraction of alternative fuels

A

ustralians are known as early adopters, with the take-up of smartphone and tablet technology making us one of the most prolific groups of technology users globally (per head of population). Something does seem to have gone amiss, though, when it comes to the adoption of alternative fuels.

Last year, Delivery reported on the lack of enthusiasm evident in the take-up of LNG or CNG-fuelled vehicles, with none being registered for either private or light commercial use. One year later and the statistics have not changed, with VFACTS for 2018 showing not one LPG vehicle registered. We’re also not much more enthusiastic in embracing electricity as a power source, with just two privately registered and 14 non-privately registered LCVs.

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DELIVERY ISSUE 83

There’s more enthusiasm from passenger car buyers, with electric power featuring in 495 non-private SUVs and 195 private SUVs, plus 401 non-private and 245 private passenger cars. Hybrid technology fared better, with more activity to return sales figures of 4101 private and 8627 non-private passenger cars, with 654 private hybrid SUVs and 946 non-private hybrid SUVs. (Source: VFACTS) Does this lack of sales indicate a lack of interest on the part of buyers? Or does it demonstrate a lack of passion for introducing new technologies on the part of the car and LCV importers, who − with the exception of Renault − have not brought new alternatives into the Australian market?

Some of the answers lie with the Federal Government, where ministers steadfastly resist the notion of climate change and − unlike their counterparts in Europe and North America − refuse to consider providing incentives to purchasers of non-polluting technologies.

ALTERNATIVE FUELS

GROOVE When taking a new look at the benefits of Australian natural gas fuels, they are cleaner, cheaper and healthier than diesel. 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. Support for the adoption of LNG by the Bureau of Resource and Energy Economics came in the form of a report that noted 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.

Natural gas fuels – LNG and CNG – are clean, cheap and produced locally from Australian natural gas, which 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 a form of 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. 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.

DELIVERY ISSUE 83

61

FEATURE CNG is made by sending the natural gas through a gas dryer and compressor, where it is compressed to less than 1 percent of the volume it occupies at standard atmospheric pressure.

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 frequently 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 in what form it is stored, it is still natural gas.

Blue Bus Innovations of Luton, England, has become the first company in the UK to operate compressed natural gaspowered (CNG) minibuses after ordering three IVECO Daily Line Hi-Matic 16-seater alternative fuel vehicles (AFVs).

The gas vehicles provide Blue Bus Innovations with performance comparable to diesel. However, managing director Tazio Puri Negri was more impressed with their green credentials – producing 12 per cent fewer NOx emissions, 76 per cent less particulate matter, and up to 95 per cent less CO2 emissions when fuelled using bio-methane.

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DELIVERY ISSUE 83

ALTERNATIVE FUELS The CNG vehicles (Daily 50C14GA8s) are built on a 4100mm wheelbase and are powered by IVECO’s 3.0-litre, 140 hp (104 KW) engine. Interior noise levels are reduced by using natural gas engines, with a noise reduction of at least 4dB compared to its diesel equivalent.

One of the UK’s biggest commercial vehicle leasing companies is offering customers the chance to try out AFVs before committing to a long-term lease. John Fletcher, MD at Dawsongroup truck and trailer, said: “We are giving immediate access to the technology, to work alongside existing operations without the need to plunge into a high-level capital investment programme.”

Paneltex refrigerated body, with a hydraulically driven fridge unit from Swedish firm Hulstein.

Dawsongroup said it is also working with Paneltex to bring a range of electric trial vehicles to its rental line-up in the near future.

Manufacturers such as Mercedes-Benz and Renault have AFVs of their major model ranges available now, but until buyers can see an incentive for their purchase at a higher cost than conventional power systems, it’s unlikely we’ll make progress in this area. It’s a situation that only time and attitude will change.

The Dawsongroup fleet includes a 12-tonne Iveco Eurocargo powered by CNG and a dual-compartment

DELIVERY ISSUE 83

63

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

27,990 33,690

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

6.5 7.8

118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500

6am 6a

2 2

1265 kg 1480 kg

5H 5H

XL Super Cab Cab Chassis Hi-Rider

36,190

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

38,190 39,690

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

7.8 7.8

118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500

6a 6a

5 5

1360 kg 1235 kg

5H 5H

XLT Double Cab Utility Hi Rider Utility Hi Rider

50,390 51,890

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

8.2 6.7

147 @ 3000 157 @ 3750

470 @ 1750-2500 500 @ 2000

6a 10a

5 5

1076 kg 1108 kg

5H 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: 5yrs-Unlimited km Max Tow: 2500 kg - 3500 kg depending on model.

FOTON

TUNLAND TK Dual Cab Utility

26,990

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

GREAT WALL

Dsl/4T/2.8L

8.7

130 @ 3600

365 @ 1600-3000

5m

5

1025 kg

N/A

8.2

110 @ 4000

310 @ 1800-2800

6m

2

1198 kg

N/A

Max Tow: 2500 kg

STEED K2 Single Cab Chassis

17,990

Ptrl/4T/2.0L

Now backed by a full factory operation with HAVAL, quality is improving but re-sale pricing could be a problem.

Warranty: 3yrs-100,000 km Max Tow: 1700 / 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

1477 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: 5yrs / Unlimited km Max Tow: 3500 kg

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DELIVERY ISSUE 83

Renault VANS

4X2 SMALL CAB / CHASSIS & UTES

Always deliver.

Variants

ISUZU

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

D-MAX SX Single Cab Chassis

28,600

Dsl/4T/3.0L

7.2

130 @ 3600

430 @ 2000-2200

6m

2

1349 kg

4H

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

31,900 38,700 36,300 37,500

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

7.5 7.7 7.5 7.7

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

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

6a 6a 6a 6a

2 5 4 4

1294 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: 15,000

Warranty: 5yrs- 130,000 roadside assistance

Max Tow: 2500 kg

MAHINDRA Pik-Up CRDe Single Cab Chassis Utility

21,990 25,990

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

8.4

103 @ 4000 103 @ 3750

330 @ 1600-2800 330 @ 2800

6m 6m

2 2

1360 kg N/A

N/A N/A

Genio Single Cab

21,990

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

28,260 31,460 31,460 36,630 38,460 40,300

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/6a 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

45,400

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: 15,000 km

Warranty: 5 yrs - Unlimited km

Max Tow: 2500-3350 kg depending on model

*CC: Cab/Chassis

TRITON

MITSUBISHI

GLX Single Cab Chassis Single Cab Chassis Double Cab Ute -ADAS

22,490 25,990 36,290

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

11.4 7.8 8.4

94 @ 5250 133 @ 3500 133 @ 3500

194 @ 4000 430 @ 2500 430 @ 2500

5m 6m/5a 5a

2 2 5

1284 kg 1149 kg 962 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 Pure Cab Chassis

46,400 45,450

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

7.6 7.6

120 @ 3750 120 @ 3750

403 @ 2500 403 @ 2500

6m 6m

5 5

1086 kg 1223 kg

DELIVERY ISSUE 83

5H 5H 65

4X2 SMALL CAB / CHASSIS & UTES Variants

NISSAN

Price $

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

SPECIFICATIONS

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

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 Hi-Rider Dual Cab Ute Hi-Rider

40,990 39,990

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

7.9 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

7.9

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: 5yrs / Unlimited km Max Tow: 2500 kg

VOLKSWAGEN Amarok TDI420 Cab Chassis Dual Cab Dual Cab Utility

38,490 39,990

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

8.6 8.6

132 @ 4000 132 @ 4000

420 @ 1750 420 @ 1750

8a 8a

5 5

1155 kg 1155 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: 5yrs / Unlimited km Max Tow: 2000 kg

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DELIVERY ISSUE 83

PEOPLE MOVERS

SPECIFICATIONS

Variants

FUSO

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 4H

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

8 8 8 8 8 8 8 8

635 kg 635 kg 635 kg 635 kg 635 kg 635 kg 635 kg 635 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 440 @ 2750 440 @ 2750 440 @ 2750 440 @ 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: 7yr/unlimited warranty

MERCEDES BENZ V Class V220 V250

80,078 93,849

Dsl/4TT/2.1L Dsl/4TT/2.1L

6.3 6.3

120 @ 3800 120 @ 3800

380 @ 2400 380 @ 2400

7a 7a

7 7

N/A 630 kg

5H 5H

Valente

59,850

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

10.9 8.9

118 @ 5200 100 @ 3400

243 @ 3800 300 @ 1200-2400

6a 5m/6a

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

14 14

1055 kg 1045 kg

N/A N/A

Warranty: 3yrs-100,000 km

CARAVELLE Lwb

52,590

Dsl/4T/2.0L

7.7

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

7a

9

N/A

N/A

Warranty: 5 yrs / Unlimited km

DELIVERY ISSUE 83

67

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

41,890

Dsl/4T/3.2L

8.3

147 @ 3000

470 @ 1600-2500

6m/6a

2

1340 kg

5H

XL Super Cab Chassis Pick-up

44,390 48,090

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

8.3 8.7

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @1750-2500

6m/6a 6a

4 4

1270 kg 1160 kg

5H 5H

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

46,090 46,390 47,590 47,890

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

8.0 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

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

5 5 5 5

1265 kg 1215 kg 1140 kg 1040 kg

5H 5H 5H 5H

XLT Super Cab Pick-Up Pick-Up

57,790 56,290

Dsl/4TT/2.0L Dsl/5T/3.2L

7.4 8.7

157 @ 3750 147 @ 3000

500 @ 2000 470 @ 1750-2500

10a 6m/6a

4 4

1045 kg 1029 kg

5H 5H

XLT Double Cab Pick-Up Pick-Up

56,090 59,790

Dsl/5T/3.2L Dsl/4TT/2.0L

8.4 7.4

147 @ 3000 157 @ 3750

470 @ 1750-2500 500 @ 2000

6m/6a 10a

4 4

995 kg 1010 kg

5H 5H

XLS Double Cab Pick Up

49,190

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

5

1061 kg

5H

Wildtrak Pick Up Pick Up

59,590 64,490

Dsl/5T/3.2L Dsl/4TT/2.0L

8.4 7.4

147 @ 3000 157 @ 3750

470 @ 1750-2500 500 @ 2000

6m/6a 10a

5 5

950 kg 961 kg

5H 5H

Raptor Pick Up

75,390

Dsl/4TT/2.0L

8.2

157 @ 3750

500 @ 1750-2000

10a

5

N/A

5H

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

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

Service Interval: 15,000 km

FOTON

Warranty: 5yrs-Unlimited km

Max Tow: 2500-3500 kg

TUNLAND Dual Cab Utility

29,990

Dsl/4T/2.8L

8.3

130 @ 3600

365 @ 1800-3200

5m/6a

5

1025 kg

N/A

5 5

1198 kg 1020 kg

2H 2H

Foton is underperforming and lacks serious backing from the manufacturer to make it worthwhile considering. Warranty: 5yrs-Unlimited km

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

6m 6m

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

68

Warranty: 3yrs-100,000 km

DELIVERY ISSUE 83

Max Tow: 2000 kg

Renault VANS

4X4 VEHICLES

Always deliver.

Variants

HOLDEN

Price $

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

Torque Nm – rpm

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

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

2 2 5 5

1380 kg 1287 kg 1223 kg 1078 kg

5H 5H 5H 5H

LT Crew Cab Pick-Up

46,990

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2000

6m/6a

5

1041 kg

5H

48,990 50,490

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

7.9 7.9

147 @ 3600 147 @ 3600

440 @ 1600-2000 440 @ 1600-2000

6m/6a 6m/6a

5 5

1079 kg 1022 kg

5H 5H

54,990

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2000

6m/6a

5

1000 kg

5H

LTZ Space Cab Pick-Up Crew Cab Pick-Up Z71 Pick-Up Crew Cab

Latest Colorado is well worth considering and the best it has ever been. Service Inter: 15,000 km

ISUZU D-MAX

Warranty: 5yr / Unlimited km

Max Tow: 3500 kg

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

2 5 5 5

1314 kg 1224 kg 1024 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

7.9

130 @ 3600

430@2000-2200

5a

5

1005 kg

5H

LS-T Dual Cab Utility

54,700

Dsl/4T/3L

7.9

130 @ 3600

430@2000-2200

6a

5

1024 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

DELIVERY ISSUE 83

69

4X4 VEHICLES Variants

SPECIFICATIONS

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

T60

LDV

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

Luxe Dual Cab Utility

34,726

Dsl/4T/2.8L

8.8

110@3400

360@1600-2800

6m/6a

5

875 kg

5H

The T60 has a really high spec and great value, making it a surprise performer. Good value and impressive spec, but slightly soft on front suspension. An aftermarket upgrade would work wonders. Warranty: 5yrs-130,000 km

MAHINDRA

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

26,990 29,490 29,990 28,990 31,500 31,990

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

8.6 8.8 8.8 8.6 8.8 8.8

103 @ 4000 103 @ 4000 103 @ 4000 103 @ 3750 103 @ 3750 103 @ 3750

330 @ 2800 330 @ 2800 330 @ 2800 330 @ 2800 330 @ 2800 330 @ 2800

5m 6m 5m 6m 6m 6m

2 2 5 2 5 5

1780 kg 1940 kg 1170 kg 1370 kg 1940 kg 2080 kg

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: 5yrs-130,000 km

MAZDA

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

39,480 43,670 45,510 47,340

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/6a 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

50,610 52,450

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

56,330

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: 5 yrs / Unlimited km Max Tow: 3500 kg

MERCEDES BENZ

X-CLASS X220 Pure Ute

70

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 140 @ 3750 140 @ 3750 140 @ 3750 140 @ 3750

450 @ 2500 450 @ 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 1188 kg 1052 kg 1027 kg

5H 5H 5H 5H 5H

X350

73,270

Dsl/4T/3.0L

N/A

190 @ 3400

550 @ 3200

7a

5

965 kg

N/A

G WAGON G300

119,900

Dsl/6T/3.0L

N/A

135 @ 3800

400 @ 1600-2600

5a

2

2085kg

N/A

DELIVERY ISSUE 83

Renault VANS

4X4 VEHICLES

Always deliver.

Variants

MERCEDES BENZ

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

SPRINTER VAN 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

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

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. A brand new Sprinter has 1700 variants for choice.

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

DELIVERY ISSUE 83

71

4X4 VEHICLES Variants

MITSUBISHI

SPECIFICATIONS

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

TRITON GLX Single Cab Chassis Club Cab Chassis Double Cab Pick-Up

32,990 35,490 36,240 37,490

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

7.9 7.9 7.2 7.9

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

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

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

2 4 5 5

1093 kg 1115 kg 1093 kg 950 kg

5H 5H 5H 5H

GLS Double Cab Pick-Up

44,490

Dsl/4/2.4L

7.9

133 @ 3500

430 @ 2500

6m/5a

5

918 kg

5H

GLX+ Club Cab Pick-Up Double Cab Pick-Up

40,490 39,990

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

8.6 7.9

133 @ 3500 133 @ 3500

430 @ 2500 430 @ 2500

6a 6m

4 5

974 kg 956 kg

5H 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-100,000 km Max Tow: 2700 kg Utility Max Tow: 3100 kg Cab Chassis

NISSAN

NAVARA DX Single Cab Chassis

31,990

Dsl/4T/2.3L

6.6

120 @ 3750

403 @ 1500-2500

6m

2

1193 kg

5H

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

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

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

6.6 6.6 6.6 6.6 7.1

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

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

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

2 4 5 4 5

1278 kg 1178 kg 1144 kg 1037 kg 1015 kg

5H 5H 5H 5H 5H

ST King Cab Utility Dual Cab Utility

43,990 47,190

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 974 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

965 kg 937 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

Ssangyong

MUSSO Q200 EX

30,490

Dsl/4T/2.2L

7.9

133 @ 4000

400 @ 1400-2800

6m/6a

5

790 kg

N/A

ELX

35,990

Dsl/4T/2.2L

8.6

133 @ 4000

400 @ 1400-2800

6m

5

790 kg

N/A

Ultimate

39,990

Dsl/4T/2.2L

8.6

133 @ 4000

400 @ 1400-2800

6a

5

790 kg

N/A

Musso returns with a much better vehicle with lots of technology, bringing Sth. Korean quality and a high level of handling ability and comfort.

TOYOTA

72

HILUX

DELIVERY ISSUE 83

Renault VANS

Always deliver.

Variants

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

Workmate Single Cab Chassis Extra Cab Chassis Double Cab Ute

36,990 42,490 43,990

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

7.8 8.6 7.4

110 @ 3400 110 @ 3400 110 @ 3400

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

6m 6a 6a/6m

2 4 5

1225 kg 1110 kg 955 kg

5H 5H 5H

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

39,410 42,990 46,640 45,140

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

8.1 8.1 7.7 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/6a 6m/6a 6m/6a

3 4 5 5

1205 kg 1110 kg 950 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 7.7

130 @ 3400 130 @ 3400

450 @ 2400 450 @ 2400

6a 6m/6a

4 5

1005 kg 960 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

42,490 43,990

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

8.0 8.0

132 @ 4000 132 @ 4000

400 @ 1500-2250 400 @ 1500-2250

6m 6m

5 5

1033 kg 1033 kg

N/A N/A

TDI420 Core Cab Dual Chassis Core Dual Cab Utility

45,490 46,990

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

8.5 8.5

132 @ 4000 132 @ 4000

420 @ 1750 420 @ 1750

8a 8a

5 5

1018 kg 1018 kg

N/A N/A

TDI550 Core Dual Cab Ute Sportline Dual Cab Ute Highline Dual Cab Ute

52,690 56,590 61,090

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

9 9 9

165 @ 4500 165 @ 4500 165 @ 4500

550 @ 2500 550 @ 2500 550 @ 2500

8a 8a 8a

5 5 5

989 kg 951 kg 909 kg

N/A N/A N/A

TDI580 Ultimate Dual Cab Ute

72,790

Dsl/V6/3.0L

8.9

190 @ 4500

580 @ 3000

8a

5

884 kg

N/A

Proving that if the price is right the public doesn’t care about corporate scandal has seen VW return to strong sales figure in Australia, if not in all overseas markets.

Service Inter: 15,000 km Warranty: 5yrs-130,000 km Max Tow: 2700 kg Utility Max Tow: 3000 kg Cab Chassis

DELIVERY ISSUE 83

73

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. Berlingo may be replaced by Peugeot products which will kill pricing and resale for Citroen.

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

3 3 3 3 3

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 49,490 350L Lwb MR* 350E Lwb Jumbo HR* 52,990 470E Jumbo 55,990 Dual Wheel CUSTOM SWB 300S LWB 340L

40,990 42,990

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

N/A N/A N/A

125 @ 3500 125 @ 3500 125 @ 3500

405 @ 1750-2500 405 @ 1750-2500 405 @ 1750-2500

6m/6a 6m 6m

3 3 3

1170 kg 11.0 cu.m N/A 1020 kg 15.1 cu.m N/A 1818kg 15.1 cu.m N/A

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

6.5 6.6

96 @ 3500 96 @ 3500

385 @ 1450-2000 385 @ 1450-2000

6m/6a 6m/6a

3 3

1006 kg 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

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

74

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

DELIVERY ISSUE 83

Max Tow: 1500-2000 kg

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver.

Variants

IVECO

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

Torque Nm – rpm

Trans- Seats mission

Payload

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

Ptrl/4/2.4L Dsl/4/1.9L

11.5 105 @ 5250 8.3 106.5 @ 4000

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

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

5m/6a 6a/6m

2 2

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

3H 3H

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 Towing : G10-1500kg

DELIVERY ISSUE 83

75

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

38,440 41,890

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

6.2 6.2

84 @ 3800 84 @ 3800

270 @ 1500-2000 270 @ 1500-2000

6m 6m

2 2

1320 kg 5.8 cu.m 1320 kg 6.9 cu.m

5H 5H

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

44,870 48,320 52,720 53,980

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

6.4 6.4 6.5 6.5

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

1167 kg 5.8 cu.m 1105 kg 6.9 cu.m 881 kg 3.6 cu.m 856 kg 4.1 cu.m

5H 5H 5H

116 BlueTec Van SWB BlueTec Van LWB

50,030 53,480

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

53,250 56,700 60,430 62,130

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

6.1 6.1 6.4 6.4

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

1127 kg 5.8 cu.m 1100 kg 6.9 cu.m 867 kg 3.6 cu.m 841 kg 4.1 cu.m

5H 5H 5H 5H

311 CDI Swb FWD Mwb FWD Mwb RWD

46,008 48,109 50,719

Dsl/4TT/2.1L Dsl/4TT/2.1L Dsl/4TT/2.1L

N/A N/A N/A

84 @ 3800 84 @ 3800 84 @ 3800

300 @ 2200 300 @ 2200 300 @ 2400

6m/9a 6m/9a 6m/7a

2 2 2

1521kg 1454kg 1409kg

N/A N/A N/A

314 CDI Swb FWD Mwb FWD Mwb RWD LWB RWD

51,763 53,864 56,474 60,110

Dsl/4TT/2.1L Dsl/4TT/2.1L Dsl/4TT/2.1L Dsl/4TT/2.1L

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

105 @ 3800 105 @ 3800 105 @ 3800 105 @ 3800

330 @ 2400 330 @ 2400 330 @ 2400 330 @ 2400

6m/9a 6m/9a 6m/7a 6m/7a

2 2 2 2

1521 kg 1454 kg 1409 kg 1229 kg

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

316 CDI Mwb Lwb Ex Long

59,809 63,445 66,020

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

N/A N/A N/A

95 @ 3800 95 @ 3800 95 @ 3800

305 @ 2400 305 @ 2400 305 @ 2400

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

319 CDI Mwb RWD Lwb HR*

66,374 70,010

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

N/A N/A

140 @ 3800 140 @ 3800

440 @ 2400 440 @ 2400

7a 7a

411 CDI Mwb FWD

52,080

Dsl/4TT/2.1L

N/A

84 @ 3800

300 @ 2200

6m/9a

2

1983 kg

N/A

414 CDI Mwb FWD Mwb RWD Lwb RWD

57,835 58,344 61,980

Dsl/4TT/2.1L Dsl/4TT/2.1L Dsl/4TT/2.1L

N/A N/A N/A

105 @ 3800 105 @ 3800 105 @ 3800

330 @ 2400 330 @ 2400 330 @ 2400

6m/9a 6m/7a 6m/7a

2 2 2

1983 kg 1931 kg 1751 kg

N/A N/A N/A

416 CDI Mwb Cab Chassis RWD Lwb Cab Chassis RWD Mwb Double Cab RWD Lwb Double Cab RWD

54,809 56,414 58,422 60,027

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 @ 2400 360 @ 2400 360 @ 2400 360 @ 2400

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

3 3 5 5

4100 kg 4100 kg 4100 kg 4100 kg

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

419 CDI Lwb HR* 4.49t Lwb SHR* 4.49t

68,244 71,880

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

N/A N/A

140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600

7a 7a

516 CDI Mwb RWD Lwb RWD Ex Long

65,869 69,505 72,080

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

N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800

360 @ 2400 360 @ 2400 360 @ 2400

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

SPRINTER

2-3 opt 1409 kg 9.0 cu.m N/A 2-3 opt 1129 kg 14 cu.m N/A 2-3 opt 1191 kg 15.5 cu.m N/A 2-3 opt 1353 kg 9 cu.m 2-3 opt 1169 kg 14 cu.m

N/A N/A

2-3 opt 1945 kg 14 cu.m N/A 2-3 opt 1910 kg 15.5 cu.m N/A 2-3 opt 2-3 opt 2-3 opt

2136 kg 1944 kg 2417 kg

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 76

*SHR: Super High Roof

DELIVERY ISSUE 83

*LHR: Long High Roof

*CC: Cab/Chassis

ANCAP Safety: N/A

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver.

Variants

RENAULT

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

Torque Nm – rpm

24,490 27,990 30,490

Trans- Seats mission

Payload

ANCAP Safety

KANGOO Swb Maxi Crew

Ptrl/4/1.2L Dsl/4/1.5L Dsl/4/1.5L

6.2 4.7 4.7

84 @ 4500 81 @ 4000 81 @ 4000

190 @ 2000 250 @ 1750 250 @ 1750

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

2 2 5

675 kg 3.0 cu.m 800 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 47,280

Dsl/4/1.6L 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 6.2

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

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

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

3 3 3 3 6 3 6

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 1118 kg

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

TRAFIC SWB X82 SWB 85 SWB 103 LWB 103 CREW 103 LWB X82 Crew Lifestyle

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

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 @ 2400 300 @ 2400 300 @ 2400 243 @ 4000

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

3 3 5 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

30,990 33,190 30,190 35,390 31,690 36,890

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

220 @ 3500 250 @ 2800 220 @ 3500 250 @ 2800 220 @ 3500 250 @ 2800

7DSG 6DSG 6m/7DSG 6DSG 6m/7DSG 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

37,490 44,390

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

7 7.7

75 @ 3500 75 @ 3500

250 @ 2500 250 @ 2500

5m/7a 7a

2 2

1266 kg 1176 kg

N/A N/A

TRANSPORTER TDI250 SWB TDI340 LWB

VW Australia seems not to care about light commercials and leaves the brand floundering in favour of selling cars. New Crafter is almost unheard of but future plans of product sharing with Ford vans such as Transit may change the focus.

DELIVERY ISSUE 83

77

LIGHT TRUCKS Variants

SPECIFICATIONS

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

79,950 99,950 139,500 145,500

Ptrl/V8/5.7L Ptrl/V8/5.7L Dsl/6T/6.7L Dsl/6T/6.7L

291 @ 5600 291 @ 5600 276 @ 2800 276 @ 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

405 @ 2500 405 @ 2500

6m 6m

3 7

4490 kg 4490 kg

360 @ 1500-2900 360 @ 1500-2900 360 @ 1500-2900 360 @ 1500-2900

5m 5m 5m 6m

2/3 2/3 2/3 2/3

4490 kg 4490 kg 4490 kg 4490 kg

RAM has the best US-style pick-ups with high tow weights, great stability and better value for a very high spec.

Service Inter: 10,000 km

FORD

Warranty: 3yrs-100,000 km

Max Tow: 6170 kg

TRANSIT 470E Single Cab Chassis 470E Double Cab Chassis

50,490 53,990

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

125 @ 3500 125 @ 3500

Ford ignores its LCVs until sales of cars plunge then tries to look interested. Woeful sales attitude.

Service Inter: 15,000 km

FOTON

Warranty basic: 3yrs-100,000 km

Max Tow: 750-3000 kg

45.110 SWB - Steel Tray MWB Cab Chassis LWB Steel Tray LWB Cab Chassis

34,490 33,490 39,990 38,990

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

110 @ 2900 110 @ 2900 110 @ 2900 110 @ 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

Max Tow: 3000 kg

FUSO

78

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

DELIVERY ISSUE 83

Renault VANS

Always deliver.

FUSO

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 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 Short Hybrid IFS Medium Hybrid IFS 616 (Wide Cab) 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

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

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 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 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

617 Short Tipper Cab Chassis Short Tipper Medium Trade Ace Medium Steel Ace Long Long Crew

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 7

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 Long Crew Auto

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 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

6a 6a 6a 6a 5AMT 5AMT 6a

3 3 3 3 3 3 7

6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg

717 Medium Medium Trade Ace Alloy Tray Medium Trade Ace Steel Tray Medium Tipper Long X Long Crew 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

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 7 7

6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg

DELIVERY ISSUE 83

79

LIGHT TRUCKS

SPECIFICATIONS

Variants

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

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

817 Medium 4x4 Medium Crew 4x4

POA POA

Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400

6m 6m

3 7

7500/4495 kg 7500/4495 kg

920 Medium Medium Trade ace Long XXLong XXLong Crew Medium Auto Medium Auto Trade Ace Long Auto XXLong Auto XXLong Crew

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

139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600

510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500

6m 6m 6m 6m 6m 6a 6a 6a 6a 6a

3 3 3 3 7 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

921 Medium Auto Medium Auto Trade Ace Long Auto XXLong Auto XXLong Crew

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

151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600

600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500

6a 6a 6a 6a 6a

3 3 3 3 7

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

80

N SERIES NLR 45-150 SWB MWB MWB (No IESC) 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 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 Dsl/4T/3.0L

110 @ 2800 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 375 @ 1600-2800

5m/6AMT 5m/6AMT 6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT

3 3 3 3 3 3 3 3 3

4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg

NLS 45-150 AWD AWD AWD Crew AWD Tipper AWD Crew Service Pack

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

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

110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800 375 @ 1600-2800

5m 5m 5m 5m

3 6 3 6

4500 kg 4500 kg 4500 kg 4500 kg

NNR 45-150 SWB MWB CREW IFS

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 7

4500 kg 4500 kg 4500 kg

NNR 55/45-150 SWB IFS MWB IFS

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

5500/4500 kg 5500/4500 kg

NNR 65-150 MWB IFS MWB IFS (No IESC)

N/A N/A

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

110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800

6m/6AMT 6AMT

3 3

6500/4500 kg 6500/4500 kg

NLR 55/45-150 Tipper Tri-Tipper

N/A N/A

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

110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800

5m 5m

3 3

5500/4500 kg 5500/4500 kg

NPR 45/55-155 SWB MWB MWB (NO IESC) SWB TradePack SWB Premium TradePack

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

Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L

419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600

114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600

6m/6AMT 6m/6AMT 6AMT 6m/6AMT 6m/6AMT

3 3 3 3 3

4500/5500 kg 4500/5500 kg 4500/5500 kg 4500/5500 kg 4500/5500 kg

DELIVERY ISSUE 83

Renault VANS

LIGHT TRUCKS

Always deliver.

Variants

ISUZU

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

NPR 65/45-190 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

140 @ 2600 140 @ 2600 140 @ 2600 140 @ 2600

513 @ 1600-2600 513 @ 1600-2600 513 @ 1600-2600 513 @ 1600-2600

6m/6AMT 6m/6AMT 6m 6m

3 3 3 7

6500/4500 kg 6500/4500 kg 6500/4500 kg 6500/4500 kg

NPS 75/45-155 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/5AMT 5m/5AMT

3 7

7500/4500 kg 7500/4500 kg

Market leaders for 30 consecutive years, 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 50C17 Single Cab/Chassis Lwb Dual Cab/Chassis Lwb

POA POA

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

127 @ 2900-3500 430 @ 1500-2600 127 @ 2900-3500 430 @ 1500-2600

6m/8a 6m/8a

3 7

4495 kg 4495 kg

4x4 55S17 Single Cab/Chassis Dual Cab/Chassis

POA POA

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

134 @ 2900-3500 430 @ 1500-2600 134 @ 2900-3500 430 @ 1500-2600

6m 6m

3 7

4495/5500 kg 4495/5500 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 RWD Mwb Dual Cab Lwb Cab Chassis RWD Lwb Dual Cab 519 Mwb Cab Chassis RWD Lwb Cab Chassis RWD Mwb Double Cab RWD Lwb Double Cab RWD

52,939 56,552

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

120 @ 3800 120 @ 3800

360 @ 2400 360 @ 2400

6m/7a 6m/7a

3 5

3550 kg 3550 kg

54,425 61,162 59,154 62,767

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 @ 2400 360 @ 2400 360 @ 2400 360 @ 2400

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

3 5 3 5

4490 kg 4490 kg 4490 kg 4490 kg

64,114 65,718 67,727 69,332

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

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

440 @ 2400 440 @ 2400 440 @ 2400 440 @ 2400

7a 7a 7a 7a

3 3 5 5

4490 kg 4490 kg 4490 kg 4490 kg

360 @ 1500 360 @ 1500

6m/6a 6m

3 7

4495 kg 4495 kg

New Sprinter now on sale and brings higher safety levels with more of everything good for van drivers.

Service Inter: 40,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist Max Tow: 2000 kg

RENAULT

MASTER LWB Single Cab Chassis Rwd LWB Dual Cab Chassis Rwd

49,990 53,490

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

120 @ 3500 120 @ 3500

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

New Crafter and Transporter in town but largely ignored by the manufacturer when it comes to marketing focus.

Service Inter: 30,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg DELIVERY ISSUE 83

81

ISUZU TRUCKS

Thirty years and still number one*.

*Currently 30 years leadership (1989-2018) according to T-Mark industry statistics. FSA/ISZ12233

IT’S MY BUSINESS IT’S MY VAN

Steve | Sprout Coffee

Renault Trafic works hard to keep your business costs down.

It includes capped-price servicing,^ longer intervals between services and exceptional fuel economy. That’s why Steve from Sprout Coffee loves his Renault Trafic. It’s the van you need guaranteed.

diesel from Renault Turbo * $ away TRAFIC 29,990 drive

• Now with 3 Year / Unlimited km warranty • 12 month / 30,000km service intervals • 3 Year Capped Price Service^

*Recommended drive away price for Trafic Trader Life SWB manual with solid paint valid for vehicles ordered before 30/06/19.

ABN buyers only. Renault reserves the right to vary, extend or withdraw this offer. ^First three scheduled services capped at $549 (Trader & 85 models) or $599 (103 & Crew models). Service interval is 12 months and up to 30,000km, whichever comes first.

Van shown with customised features available at additional cost.