DELIVERY MAGAZINE Issue #84 JUNE/JULY 2019 by Motoring Matters Magazine Group

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

www.deliverymagazine.com.au ISSUE 84 JUN/JUL 2019 RRP: $8.95

ISSUE 84 JUNE / JULY 2019 Delivery Magazine is an AfMA Strategic Alliance Partner

PEUGEOT LCVS RELAUNCH IN OZ + UPGRADES TO D-MAX • LDV REVS UP ON TEST: RANGER RAPTOR • TRITON MUSSO • HILUX - X-CLASS • RAM 1500

The most wonderful time of the financial year. Christmas has come early. The latest Sprinter 311 is $48,990 drive away withÂ short-wheel-base, front-wheel drive and 9-speed auto. Search Mercedes-Benz Sprinter offer. Offer available on new 311 short-wheel-base, front-wheel drive, 9-speed auto Mercedes-Benz Sprinter Vans purchased and delivered between May 1st 2019 and July 31st 2019, unless extended. Offer excludes rental, government and national fleet customers. Not available in conjunction with any other offer. Available at participating Mercedes-Benz Vans retailers, while stocks last.

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8 The French Reconnection

Peugeot returns to the Australian LCV market

12 Taxing Times

Neil Dowling investigates the gains and the losses of Fringe Benefit Tax

16 Musso’s back on the block Words and Images by Scott Murray

20 Flight of Fancy

Raptor – A dromaeosaurid dinosaur, or an intriguing option from the Blue Oval?

24 Mid Field Player

A new look for Mitsubishi’s Triton

28 A Little Change Goes a Long Way Isuzu D-Max Upgrades

32 Storm Warning

HiLux comes under increasing pressure from the latest competition

36 News and Views

The latest developments in the world of LCVs from France, Japan and India

40 Progressive Process

SPECIFICATIONS

Mercedes’ X-Class continues to appeal to the top end of town

44 Economies of Scale

The rise and rise of LDV light commercials

50 Shanghai Show and Tell

China emerges from the mist to become a significant player in the auto industry

56 Living the Dream –Part 1

How does the RAM 1500 compare with the 2500

60 Living the Dream – Part 2

Delivery’s RAM 2500 turns 18 months old and celebrates 50,000 kilometres of spectacular motoring.

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. Richard Robertson Photography - T orque It Up, 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

64 4X2 utes and chassis cabs 67 People Movers 68 4x4 Vehicles 74 Small-Medium-Large Vans 78 Light Trucks

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

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

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Chris Mullett

EDITORIAL

elcome to the June/July issue of Delivery, where we review what’s new, interesting and exciting in the world of light commercial vehicles.

The love affair between Australians and their utes continues unabated, but the main difference is how the ute has moved upmarket. No longer is it a simple work truck with basic equipment. And as the specification has grown, prices have skyrocketed. The idea of spending more than $20,000 on a functional ute has evolved to the point where it’s now fashionable to invest $80,000 to $150,000 to achieve the ute of your dreams; and even then, your new purchase may not perform exactly to expectations. Choose wisely at vehicle replacement time and compare the different models in our specification charts to ensure they can carry the payload you expect, with the towing ability you need. As exhaust emissions are reducing, so too are engine capacities. Whereas a 4.2-litre was the engine of choice a few years back, today you might be looking at an engine with less than half that cubic capacity. It may perform well under acceleration but remember, if you tow high-weight trailers you will not get engine braking to the same level when descending steep hills. For top-level allround towing ability, you still need cubes under the bonnet. And while on the subject of towing, Police and State/ Territory motor vehicle registries are taking much more interest in the overall laden weights of utes and their trailers. Large twin-axled caravans with slide-out sides often tip over the 3.5-tonne maximum towing weight of the majority of standard workhorse utes. Large boats and horse floats on twin or tri-axled trailers are also heading for a summons. Remember that the weight you put in the ute tray needs to be deducted from the permitted trailer laden weight you are towing. Unless you intend to trim down your total combined weight, the alternative is pretty much limited to choosing an American ute such as the RAM with its 4500kg towing limit, or opt for a light truck or cab-chassis such as an IVECO Daily or Mercedes-Benz Sprinter. The reasoning behind these regulations relates, of course, to safety. An overloaded vehicle-trailer combo becomes unstable and prone to rollover. Other influencing factors are those of correct vehicle maintenance, tyre selection and tyre pressure, and the increased opportunity for things to go wrong as you raise your speed. The importance of selecting the right vehicle for the task strikes to the very heart of purchasing a commercial vehicle. Your satisfaction with the vehicle, and its suitability 6

DELIVERY ISSUE 84

for the task it faces, comes down to it being fit for purpose. Do your homework before you buy, and your motoring will be more efficient as well as a whole lot safer.

A visit to the Shanghai Auto Show – see our coverage in this issue − has reinforced the changes taking place with motor vehicles through the quest for pollution reduction. If you thought electric cars and vans were for the far-off future, think again. Chinese automakers are all busily perfecting their next generation of plug-in electric cars, plus hydrogen fuel cell (HFC) vehicles, while the Europeans are increasing their attention on LNG- and CNG-fuelled transport. In other markets such as South America, the attention is on bio-diesel or Ethanol manufactured from sugar cane or gas generated at waste disposal tips to be then stored as a fuel. Disregard notions of electric cars being like Dodgems at the fairground. The new cars and vans are sophisticated, capable, luxuriously appointed and drive extremely well, albeit virtually silently. In this issue we check out the latest V6-powered Mercedes-Benz X-Class; we’re surprised by the new SsangYong Musso; we welcome the return of Peugeot light commercials; and we appreciate the strength and reliability of the latest upgrades to the Isuzu D-Max. The Ranger Raptor and HiLux Rugged are very much niche players, while the latest Triton plays the role of an average punter. Our visit to China enabled Delivery to appreciate the pace of development of the Chinese auto industry, where production volumes generate statistics that almost defy belief. Taking SAIC as an example, this manufacturer of brands that include LDV, MG and Roewe is producing more than seven million vehicles each year − over seven times the total number of vehicles sold annually in Australia. It took decades for Australians to accept Japanese cars, but a third of that time for South Korea to win us over. For a new wave of Chinese manufacturers, expect that timespan to be exponentially shorter again. We’ve mentioned the move to American-style utes over recent months and in this issue, we analyse the running costs and find them very competitive with alternatives from Japan and Thailand. It makes for interesting reading. All our team hope you enjoy your motoring and, as always, please take the safe option. Kind regards,

Chris Mullett – Managing Editor and Publisher – Delivery

FACT O

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For your nearest IVECO Dealer Call 1800 4 IVECO or visit www.iveco.com.au Terms & Conditions apply. Offer ends July 31, 2019 and is available at participating Iveco Dealers only. Excludes Government, Motorhome and Fleet Buyers.* Daily factory warranty includes 5 year/200,000 km factory warranty (3 year/200,000 km new vehicle warranty + 2 years extended warranty) PLUS 2 years Free Servicing. Available on selected vehicles only. Factory Warranties commences from date of purchase. For further information see full terms and conditions at www.iveco.com.au or contact your local Iveco Dealer.

FEATURE

THE FRENCH RECONNECTION

Peugeot returns to the Australian LCV market, by Richard Robertson

he combined entity of French brands Peugeot and Citroen has always been a niche player in Australia, even though Citroen celebrates its centenary here this year. From peak sales figures of close to 13,000 in 2007, combined brand sales dwindled to just over 4000 in 2016 and the following year, long-time agent Sime Darby passed the croissant-shaped distribution baton to global auto giant, Inchcape. Amongst other things in Australia, Inchcape is the driving force behind Subaru’s success, and now the company has set its sights on revitalising Peugeot Citroen Australia (PCA).

professionalism and passion at the recent launch was any indication, Delivery has no reason to doubt him.

Rather than chasing sales volume at any cost, Inchcape is pursuing a more bespoke approach. Peugeot is being repositioned as an aspirational, premium brand, with Citroen aimed at younger, ‘funkier’ buyers. Of the two, only Peugeot will offer LCVs (for now, at least), via a threemodel line-up comprising the small Partner, mid-size Expert and large Boxer vans.

While the Partner and Boxer vans were on display, the launch event was all about the totally new Expert, which brings new levels of technology, safety and refinement to the LCV market. Before looking at models, specs and pricing, here is what’s industry-leading – and standard equipment – across the new Expert range: • Autonomous Emergency Braking with Active City Brake • Adaptive Cruise Control • Speed limiter with speed sign recognition • Blind-spot monitoring and a reversing camera with 360-degree display • Front and curtain airbags • A five-star Euro NCAP safety rating • Dual sliding doors and 180-degree rear barn doors • Peugeot’s flexible ModuWork system, which provides an extra 1.16m of load length.

Peugeot LCVs will be sold through all dealers and while not discussing volume aspirations, it’s clear PCA Managing Director Ben Farlow doesn’t see any reason Inchcape can’t take both brands to new sales heights. If the

Additional standard features include ABS, traction and electric stability controls, front and rear parking sensors, airconditioning, paddle shifters on auto models, auto wipers and headlights with auto-dim, one-touch windows, electric

DELIVERY ISSUE 84

PEUGEOT

mirrors that fold on locking, front foglights with cornering activation, Bluetooth, and a seven-inch touchscreen with Apple CarPlay and Android Auto and Mirror Link. In fact, apart from metallic paint there are no options other than body lengths, engines and transmissions.

Standard Expert comes with a 1.6-litre, 85 kW/300 Nm Euro 6 turbo-diesel and six-speed manual gearbox for $36,490. Optional is a 2.0-litre, 110 kW/370 Nm Euro 5 turbo-diesel with a six-speed manual ($39,990) or sixspeed automatic ($42,990).

The Expert is front-wheel drive and comes with a single 3725 mm wheelbase and two body lengths: Standard (4959 mm) and Long (5309 mm). Depending on driveline choices, load capacities range from 1000 to 1300 kg and 1250 to 1300 kg, respectively.

Long Expert comes with either the same 2.0-litre Euro 5 turbo-diesel as above ($44,190) or a 2.0-litre, 130 kW/400 Nm Euro 6 turbo-diesel ($45,890); both driving through a six-speed automatic. Note: prices exclude on-road costs.

Overall heights vary from 1895 mm for the Standard with the smallest engine to 1935 mm for the Long with the most powerful engine, while external width is 2204 mm (2010 mm with folded mirrors) on all models. Load lengths are 2512 mm for the Standard and 2862 mm for the Long, but both increase by 1162 mm to handle longer items thanks to a cargo barrier hatch that accesses the space under the passenger seat and through into the footwell. Cubic carrying capacities are 5.8 cubic metres for the Standard and 6.6 cu m for the Long. Across the range, the load space between the arches is 1258 mm (good for three Euro pallets); the max load width is 1636 mm and max load height is 1397 mm.

PCA expects the 2.0-litre Euro 5 engine to be the big seller and it’s easy to understand why: Apart from giving away little in real-world driveability to its bigger brother, being Euro 5 means there’s no need for AdBlue, saving money and meaning one less thing for a driver to forget. It also expects auto sales to easily trump the manual. Combined fuel figures are impressive, ranging from 5.2 L/100 km for the base manual to just 6.2 L/100 km for the 130 kW auto. All Experts are backed by a five-year/200,000 km warranty with 12-month/20,000 km service intervals, plus the option of a five-year service plan costing between $2869 and $2982 depending on engine choice (a 10 percent discount applies for upfront purchase). DELIVERY ISSUE 84

FEATURE

Expert Drive Underneath, the Expert rides on Peugeot-Citroen’s Modular Platform 2 (EMP2), which also underpins dual European Car of The Year winners, Peugeot’s 308 hatchback and 3008 SUV. “The EMP2 platform, tailored to the constraints of a utility vehicle, again demonstrates its efficiency and modularity with the Peugeot Expert,” says Peugeot Expert Vehicle Base Chief Engineer, Rémi Seimpere. Suspension-wise, this version of the EMP2 combines a reinforced pseudo-McPherson front end with anti-roll bar and oblique wishbone trailing arms at the rear. This essentially means Expert is independently coil sprung allround, which translates to ride and handling advantages. All models have excellent Continental 215/65R16C 106T ‘ContiVanContact’ tyres, something that no doubt also contributes to the Experts’ ride and handling prowess. Unusually for an LCV launch, our drive programme was in unladen vans. Standard practice is to load a cement bag or six to soften the ride and hear comments from apologetic PR people like, “It’s a bit rough now, but rides really nicely with a full load”. The good news is the Expert’s unladen ride quality is excellent and its handling truly close to car-like. That might have you thinking it probably wallows like a pig when laden, but not so. We only had a brief chance to try one with 1000kg tightly strapped down in the back, but it was on a slalom course and we were encouraged to evaluate it to the full. When pushed hard through the cones, it went with little perceptible difference to the empty ‘control’ vehicle we first drove around the course, including the emergency braking at the end. Given most vans will probably ‘cube out’ before reaching maximum payload capacity, it seems Peugeot has done a remarkable job of balancing everyday livability with serious load ability. On the road, the 85 kW manual was refined and undemanding, with a light clutch and smooth, tractable power. At the other end of the line-up, the 130 kW auto was a rocket and huge fun, if probably a bit excessive. I’d agree the 110 kW auto is likely to prove most popular, sitting as it does in the Goldilocks zone of price, ability and economy. 10

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In a week living with a range-topping Expert, the adaptive cruise control and speed limiter proved invaluable in daily driving. Ditto the blind spot monitoring, reversing camera with its 360-degree view, and front and rear parking sensors. Visibility was good, there was little body roll and the 12.4-metre turning circle actually felt tighter. Having sliding doors on both sides made load access a breeze, and while the rear barn doors lacked the weather protection of a tailgate, they were easier to operate individually and could be folded back against the body. From a workday perspective the three-seater cab has a lot going for it, starting with a sporty reach-and-tilt adjustable, multi-function steering wheel. Cleverly, the middle-seat base cushion lifts to access insulated storage, while its backrest drops to reveal a swivelling work desk. Decor is business black-and-grey, with all plastics feeling sturdy and durable, albeit a bit hard. Seat travel seemed limited due to the steel cargo barrier, but despite legroom initially feeling a bit lacking, it was actually quite reasonable thanks to intelligent dash-shaping design. From distinctive looks to excellent safety, a high level of standard equipment, performance and all-round liveability, the Expert appears to be a winner. What remains to be seen is if Inchcape can convince enough local buyers to think outside the box and become part of the French reconnection. Bonne chance!

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FEATURE

TAXING Neil Dowling investigates the gains and the losses of

o, you expect your new ute in the driveway enables you to claim exemption from Fringe Benefit Tax? That might have been the situation when utes easily carried one-tonne payloads and tools for the tradie. But times, and definitions, are changing.

Understanding the complexity of Fringe Benefit Tax (FBT) now comes with a warning to users to correctly clarify what dual-cab utes are being sought for exemption, and to ensure the private and business mix is in line with tax rules. The Australian Taxation Office (ATO) late last year warned it would crack down on FBT on dual-cab utes, as it presumed some operators had extended private use periods while not declaring the tax. It’s hardly an involving issue and is as tiresome to discuss as it is to write − but ignoring the changes are likely to be very costly to businesses and employees. Accountancy practice BDO said there had often been a misconception that a single or dual-cab ute would be exempt from FBT when used by an employee. This resulted in some sedan owners trading in to purchase a ute in the belief FBT could be avoided. BDO partner of business services, Randall Bryson, says this misconception had become more common in recent years as dual-cab utes improved in safety, equipment and comfort levels to the point where two utes − the Toyota Hilux and Ford Ranger − head up Australia’s top-selling vehicle list. He says the misconception came about because FBT “is complicated, and arguably one of the more complicated of the taxes that business has to deal with”. “When it comes to motor vehicles, there are many complexities that start with the definition of the word ‘car’ in reference to FBT purposes,” Randall says.

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“Jump that hurdle, and the ATO will then look at the definition of minor, infrequent and irregular non-work-related travel.”

FRINGE BENEFIT TAX

TIMES

Fringe Benefit Tax

“Simply, the definition of a car for FBT purposes is a sedan, station wagon, panel van or ute, or similar vehicle designed to carry a load of less than one-tonne or fewer than nine passengers. “If this is the case then the private usage of the motor vehicle is typically subject to FBT.” Exemptions to this include a vehicle that is not principally designed to carry passengers, and that the employee’s private use is limited to travel from work and home; incidental travel for work purposes; infrequent and irregular private use. If you think you’ve escaped on those grounds, there’s more clarification. For example, if the weight of the passengers exceeds the remaining load capacity of the dual-cab ute, then FBT applies to all private use including trips to and from work. As an example: A Ford Ranger Wildtrak has a payload (load capacity) of 954 kg (but remember by adding a bullbar, canopy and other accessories, that payload will fall) and four 100kg passengers don’t exceed half the payload, so it can qualify for FBT exemption. If there is a 100kg (or more) weight in the tray, then it doesn’t. Less-specified Ranger variants than the Wildtrak have more chance of escaping the FBT. The Ranger XLT has a 1054kg payload and the XL has 1115kg, allowing more passengers and more load to give a better chance of coming in under the FBT ruling. Jump that hurdle, and the ATO will then look at the definition of minor, infrequent and irregular non-workrelated travel. Randall says the ATO last year issued its “Practical Compliance Guideline PCG 2018/3” which places further rules on the treatment of private and work-related vehicle operation. DELIVERY ISSUE 84

FEATURE The guide says that vehicles won’t be exempt if a vehicle has a two kilometre or more diversion from work to home (or home to work), or if this diversion exceeds 1000 km a year and no single return journey exceeds 200 km.

“With the recent improvements in dual-cab utes in particular, we have seen an increase in the provision of these vehicles to employees who have no reasonable work purpose and are relying on the incidental private use exemption.

So, what do you do to reduce the risk of falling into the FBT ruling?

“Guidance from the ATO on this matter is well overdue, however they could have been far more practical with the private usage allowances.

Randall says if people rely on the Practical Compliance Guideline (PCG), they will need to be able to clearly demonstrate how they control and monitor the private use of eligible commercial vehicles. “One way to do this is to update your company vehicle policies so they are in line with the PCG,” he says. “You should also ensure your employees sign an annual declaration declaring their usage is minor and infrequent and doesn’t exceed the PCG limits.” Randall says the ATO accepts there will be some incidental private use of the vehicle. “But if there is no genuine work-related purpose or the vehicle is provided as part of a salary packaging arrangement, these exemptions cannot be applied, regardless of the type of vehicle it is,” he says.

“The ATO has stated in the PCG that if an employer chooses to rely on the guidance, then they do not need to keep records about the employee’s use of the vehicle that demonstrate that the private use of the vehicle is ‘minor, infrequent and irregular’. “Furthermore, the ATO commissioner will not devote compliance resources to review that you can access the car-related exemptions for that employee. “Therefore, employers really need to ensure their policies and year-end declaration are robust for eligible vehicles.” Further details are available from BDO Australia with local offices across Australia (1300-138-991).

“You should also ensure your employees sign an annual declaration declaring their usage is minor and infrequent”

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GO YOUR

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FEATURE

MUSSO’S BACK ON THE BLOCK Words and Images by Scott Murray

hen someone asks, “What phone do you have?” and your answer is “Sony Xperia”, the look on their face is basically the same expression I once gave a girl in high school when she said her dad had a Ssangyong Rexton.

All my car mates would mock, because the brand had zero cache against the towering might of the blue oval brigade, the red lion’s den, the Germans and the unstoppable Japanese. Fast forward 15 years; Hyundai is one of the top-selling brands in Australia, Kia offers unprecedented luxury for a top-10 price tag, and macho Australian-made trade utes are basically extinct. SsangYong has returned with an axe to grind, basing the reborn Musso dual-cab ute off the surprisingly refined, and also rebirthed, Rexton SUV. Whereas the heavy-hitters in the ute market start with a ute platform on which to base a large SUV body, Ssangyong has started the other way around. But don’t mistake this for a lapse in judgment. The Korean company has method in its madness. 16

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Many dual-cab utes live a significant part of their lives unladen, or with average payload figures. The Musso offers an impressive 790 kg to kick things off; not quite as much as the Triton/Ranger top-specs, but enough to satisfy a great majority of tasks. At the opposite end, SsangYong quotes a stonking 5.98-tonne gross combined mass; four bags of spuds away from Ranger Wildtrak, and ahead of the Triton’s best effort. Just don’t expect many tests of that claim. Before going any further, here’s an alert for the fleet buyers and small business owners who begrudgingly refuse to give the Ssangyong Musso even the basic courtesy of finishing this article. You do so to your own detriment, and that view is the result of personally holding highly sceptical expectations before driving one for a week, courtesy of SsangYong Australia. My advice? Get some Selley’s No More Gaps and fill in that chip on your shoulder, because the Musso is a serious offering which should make product planners from mainstay ute brands feel nervous.

SSANGYONG MUSSO

Power is a fascinating prospect, with the Musso punching out 133kW as high as 4000rpm, and 400Nm of torque coming between 1400 and 2800rpm − right where you need it, which is cause for raised brows. It feels like a light, zippy 2.0-litre turbo petrol, not a 2.2-litre Euro 6-compliant diesel in a 2.2-tonne pick-up. Those figures might not stack up to the most power-hungry in the segment, but they don’t need to, because only the heaviest of loads will be beyond the Musso’s capabilities. First and second ratios are tuned nicely for a spritely take-off before settling into a calm third, fourth, and up to sixth to favour fuel economy over thirsty power games. It’s exactly the refined, predictable but linear power delivery you want.

Styling has long plagued the brand. This time around, the Musso is far easier on the eye with a solid stance, and a kind of Johnny Bravo look from the sweeping headlights up to the roofline, the raked roof rails and the rear deck pillar cowling which streamlines air away from the tray. In the tray you’ll find a 12-volt power outlet, which is on par with the rest of the competition. There are also plenty of tiedown points, which feel sufficiently secure for most loads. A pallet fits snugly between the wheelarches, with room to close the tailgate and perhaps a few extra items in the short (but not tiny) tray, which is 1.3 m long, 1.57 m wide and 570 mm deep. The long-wheelbase version being added to the range this year will offer much more space on a leaf-sprung rear, capable of taking a far heavier payload.

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FEATURE

Driving unladen over badly corrugated and rutted B-roads in Melbourne’s outer east around Beaconsfield sent jiggles through the kidneys, reminiscent of the coin-operated massage seats in airports – again, local tuning will sort this.

At the helm, a one-button windscreen washer and wiper action at your fingertip is a nice touch to what feels like a premium level steering wheel and cockpit. Some fairly durable but not crude dashboard plastics are on display, but the leather driver’s seat is particularly noteworthy for comfort. Even a larger gent or lass will feel supported by chunky bolstering on both the seat back and base.

According to SsangYong Australia, canopies designed to suit the Amarok range will suit Musso with minimal modification. Unlike Amarok, a full suite of airbags includes rear curtains to protect the most vulnerable and precious occupants. Any fleet manager or private buyer who makes decisions based on five-star ANCAP or Euro NCAP ratings will need to be patient, because neither organisation has published an official rating as yet.

The rear-view camera, mounted off-centre from the centrally placed tailgate latch, offers high resolution and great clarity on the seven-inch screen. It mates cohesively with the sensors and the 360-degree birds-eye camera, which is accurate and very useful for tight parking.

Ssangyong has been clever with optioning. Ditching conventional satnav units means you don’t pay extra for one you’ll seldom use over Apply CarPlay, or Android Auto’s superior Google Maps.

For those who enjoy pushing switches and panels, everything feels tight and sturdy; no creaks, squeaks, rattles or fit-‘n-finish faux pas. You’ll certainly find scratchy, crude plastics in high-spec utes from bigger global brands.

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SSANGYONG MUSSO Heated and cooled seats are excellent additions for Aussie buyers who – strangely enough – work during summer as well as winter. The heated steering wheel is probably overkill, but those working in high altitudes from April to October or who routinely tour into the high country or Tasmania will appreciate it. When you do hit the rough stuff, ground clearance is limited to just 215 mm, the same as a Subaru Outback, but that’s still enough to get in and out of most worksites or steep driveways. The Musso comes in at a smidge over five metres (5095 mm) in length and slips under the twometre mark (1950 mm) for width. A tyre-direction indicator can help off-roaders place their wheels to navigate tricky terrain without having to leave the vehicle or introduce a spotter. Interestingly, a 1640 mm track width means it’s 80 mm wider than Ranger, with advantages in stability. Steering is rake-and-reach adjustable, as it should be. The “e-XDi” 2.2-litre engine distributes power through a creamy-smooth six-speed Aisin auto and a locking rear differential which works as part of an on-the-fly 4WD system activated by the simple twist of a rotary knob. Hilldescent control, the low-range gearing and the doublewishbone front/five-link rear suspension with coil springs all-round will all need testing off-road in a later review. But on-road, where the tradies and handyman armies will use the Musso every day, the whole vehicle’s underpinnings feel like a great first go. Throw in a 75-litre fuel tank, full-size spare and a sevenyear warranty, and the overall package is nothing less than confidence-inspiring. It’s safe to say this new contender in one of the most competitive segments in the Australian new car market comes with a very sharp value proposition, especially for buyers who don’t need to bet the farm on make, model and variant. Apprentices who end up buying

the dog-eared leftover utes of last decade have a new option. One that won’t make them the butt of jokes when they rock up for a cold 6am start. Musso has started as a virtual unknown, grown up and matured, slipped into a decent suit and now stands a very good chance of taking sales from other better-known ute brands. Oh, and that girl in high school? She became a teacher.

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FEATURE

FLIGHT OF FANCY Raptor – A dromaeosaurid dinosaur, or an intriguing option from the Blue Oval? Words by Stuart Martin

or tradies who don’t find a Ranger aggressive enough, Ford has the model for you. If you need to get to a cross-country job in a hurry, the Ranger Raptor can handle the terrain and look good while doing it.

Just don’t expect it to growl like its American cousins – the exhaust note from this import is sadly more rattle than rumble, with a soundtrack that doesn’t match the looks inherited from its Stateside kin. Whereas the US-spec F-150 Raptor currently runs a 336 kW, 691 Nm turbo V6 and was previously endowed with meaty 6.2-litre V8s (something to which it will reportedly return), our Ranger Raptor gets … a 2.0-litre, twin-turbodiesel four-cylinder. Driving the rear or all four wheels via the same 10-speed automatic transmission (with a dual-range transfer case) that’s bolted to the twin-turbo V6, the 2.0-litre twin-turbo-diesel offers 157 kW and 500 Nm of torque - identical to the rest of the range. While the power plant offers more than ample output for the mundane working life of a run-of-the-mill Ranger, and enough grunt to cope with towing and haulage duties, the Raptor just looks like it deserves better. Rumours of the Mustang GT500’s powerplant being retasked for a return to Raptor duties whets the appetite, and could still be the only official way the powerplant makes it here.

Our time in the big ute spanned almost 700 km. With an average speed in the mid-30 km/h bracket encompassing plenty of suburban running, the trip computer was showing 12 litres per 100 km, with the longer-term read-out displaying 10.7 over several thousand kilometres of media testing. 20

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FORD RAPTOR The features list includes the SYNC3 infotainment system with satellite navigation that gets annual map updates for up to seven years. Scheduled servicing is required every 15,000 km or 12 months. It’s well specified with two USB ports, two 12-volt outlets, a 230-volt rear domestic plug, front seat heaters, digital radio reception, heated and power-folding exterior mirrors, rain-sensing wipers, and automatic Xenon headlights and puddle lamps. Available with the Wildtrak model, but missing from the Raptor spec, is the Wi-Fi hotspot and ambient cabin lighting. Front, front-side and full-length curtain airbags are standard, as are an auto-dimming centre mirror, rear parking sensors and a reversing camera; but missing are the Wildtrak’s front sensors, automatic high beam system, tyre pressure monitoring and the ability to park itself. For the extra $10,900 spend, the $75,390 Raptor is 86 kg heavier than a $64,490 Wildtrak with the same drivetrain, yet loses a tonne of braked towing capacity, dropping to 2.5 tonnes. Payload falls by 196 kg to 758 kg, which also puts a dent in what can be put in the lined tray, although the 12-volt outlet is retained and the rear tailgate does get lift assistance, which helps when it’s 964 mm (up 124 mm) from the ground. Also missing are some of the autonomous emergency braking and active cruise control functions and automatic high beam, but additional features timed from a June onsale update will include AEB with pedestrian detection. The most obvious competitor, HSV’s SportsCat, sits in the $60,000 realm; but the Raptor’s pricing puts it up against the new output leaders in the segment. The 3.0-litre V6 TDI580 Volkswagen Amarok Ultimate (with 190 kW and 580 Nm) and the Mercedes-Benz X 350d range (190 kW/550 Nm) both run in the $70,000 bracket; while a base RAM 1500 V8 sneaks into that price range as well, although dimensionally it dwarfs ‘normal’ dual cabs. At 1873 mm tall, 2180 mm wide (with its mirrors) and 5398 mm long, the Raptor is 25 mm taller, 17 mm wider but 28 mm shorter than a standard Wildtrak. Ground clearance has increased to 283 mm from 237 mm and the turning circle has grown by 0.2 to 12.9 metres.

“The Raptor can handle the terrain and look good while doing it”

Clambering up into the cabin, the driver is confronted by dark trim and model-specific leather with suede sports seats, which offer good comfort and lateral support for the inevitable off-road exploits. The instrument panel is a two-barrel set-up, which offers less of an information-overload than the mainstream Ranger dash and is easier to read at a glance – the centre display offering up speed, consumption and other details, although the gear indicator is a little hard to read. The driver also gets large magnesium paddle shifters behind the steering wheel, which are nice to touch but poorly positioned, sitting uncomfortably close to the preexisting stalks and the steering wheel rim. DELIVERY ISSUE 84

FEATURE In some terrain the paddles are useful, but for the most part, opting for the Sport mode on the six-mode Terrain Management System before getting underway keeps the 10-speed auto interested in getting up and about. In motion, there’s much to like about the Raptor, sitting on a model-specific frame onto which its clever suspension is bolted. Gone are the rear leaf springs, replaced with a new coilover rear suspension that features a Watts link setup with solid rear axle and what Ford calls Position Sensitive Damping that’s designed to deliver higher damping forces for better off-road response, and lower damping forces in the mid-travel zone for improved ride during on-road work. Manufactured by Fox Racing Shox, the units are equipped with internal bypass systems to allow for the off-road endurance work, with forged aluminium upper arms and cast aluminium lower arms within the long-travel suspension. The body rolls laterally a little more than the rest of the range, as you’d expect from suspension set-up offering an extra 30 per cent of travel, but there’s a controlled nature to it. It all adds up to good ride quality around town, with speed bumps barely a pimple beneath the enormous rubber. It can still jump and jiggle a little, but the upgrade has had a solid impact on the driveability of the vehicle − if not its overall cargo capacity.

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FORD RAPTOR

“There’s very little that bothers this chassis, thanks to the suspension system and the wheel and tyre package.”

There’s very little that bothers this chassis in terms of road imperfections, small or large, thanks to the suspension system and the wheel and tyre package. The Raptor sits on a 17-inch alloy wheel (the Wildtrak has 18s) but is wrapped in a bigger, more-aggressive tyre beneath the bulging wheel arches – an all-terrain BF Goodrich 285/70 tyre specifically developed for this model. The chunky rubber is surprisingly quiet on sealed surfaces, with decent levels of grip and an absence of droning at highway speeds on bitumen. Dirt road grip is good, and it bites nicely on unsealed bends. Only on greasy bitumen dampened with the first rain of the year did it become squirmy, waking the stability control system up for something other than an oversupply of torque to the rear wheels. Braking has been beefed up over the standard vehicle, with bigger front calipers and the addition of rear discs of a similar size to the front, although slightly skinnier. Off-road fans will also like the front and rear integrated tow hooks, as well as the very wide and solid non-slip side steps, which shorter folk will appreciate when climbing up into the towering cabin. There’s much to like about the Raptor’s aggressive stance and general capability – albeit that unchanged outputs over the mainstream model fly in the butched-up face of what should be the range’s unquestionable flagship. DELIVERY ISSUE 84

FEATURE

MID FIELD PLAYER A new look for Mitsubishi’s Triton – Words by Stuart Martin

he top-selling Mitsubishi so far this year sports a new face and upgraded safety features, in the latest incarnation of the Triton nameplate that stretches back more than four decades.

Production has topped more than 4.7 million in that time, and, so far this year, sales volumes show no sign of slowing − up almost 13 percent in a market that’s down eight percent. Currently the third-best seller in the rampaging 4x4 ute market, the new-look Triton has been beefed up in the looks department to fall stylistically into line with the rest of the range. The square-jawed look leaves the previous rounded design ethic behind, looking more aggressive in the metal and certainly less polarising than its predecessor. 24

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The GLS now sits on 18-inch wheels (up from 17s on the superseded model), and it’s 15 mm taller, 25 mm longer, but sits on the same dimensions for width, track and wheelbase. We’re spending some time in the penultimate model in the Triton range, a GLS dual-cab in six-speed manual guise, which wears a starting price of $44,490 (a $2000 jump on the superseded GLS). An auto is on offer for $46,990. The pricing puts it at the bottom end of the Ford Ranger, Toyota HiLux and Holden Colorado line-ups, sitting closer to the likes of Mazda’s BT-50, the Nissan Navara and Isuzu’s D-MAX. Until mid-year, that asking price also buys a sevenyear, 150,000 km factory warranty, with service intervals under a capped-price arrangement running to 12 months or 15,000 km, which is well above average for the segment.

TRITON GLS

There is no change to the drivetrain – a new, shared powerplant is destined for the Alliance product that will underpin the next Triton and the Navara with which it is being co-developed – so the long-serving 2.4-litre, turbodiesel aluminium four-cylinder with variable intake valve timing and lift has been retained. A variable geometry turbocharger produces peak power of 133 kW at 3500 rpm, with torque of 430 Nm at 2500 rpm − numbers that won’t frighten the chunky V6 powerplants propelling the German dual-cabs. It hopefully also feels more impressive in conjunction with the new six-speed auto than it does with the carry-over six-speed manual we’re testing. This is an engine which prefers its revs to remain in the circa-3000 rpm mid-range, as dropping below 2000 rpm won’t do much for forward progress, something that is perhaps less of an issue when the torque converter in an auto can cover the drop-off. But the six-speed manual needs to have the right cog for the job every time, as the powerplant doesn’t deliver enough low-down force to help out if the narrow gate of the manual gearbox has resulted in the wrong gear selection. There’s nothing to complain about from a refinement or noise perspective in the updated Triton - the cabin is a quiet place to be and the engine bay is well insulated from the thrum of the diesel, a soundtrack which doesn’t become intrusive until the top end of the rev range.

The front double wishbone suspension is retained in the new model, as is the leaf-sprung rear end. Mitsubishi has made changes to the rear set-up to “improve comfort on paved surfaces and directional stability on unmade roads”, with larger rear dampers improving ride comfort, resulting in an improvement that keeps the Triton near the front of the pack as a good all-rounder. Ride quality on pockmarked suburban roads is reasonable – again, mid-pack – and it hustles along the open road without concern, but press-on motoring would be tempered by inert steering and body roll.

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FEATURE

Mitsubishi’s jewel in the drivetrain crown is the Super Select 4WD system, which allows the Triton to be run in rear-wheel-drive, or four-wheel-drive on the bitumen. The centre diff remains open, but in this instance has a rear bias, splitting the drive torque 40/60 front-to-rear, which gives better traction in inclement conditions. The result is that the stability control is a less frequent intruder. Another turn of the controller for the 4WD system locks the centre differential for loose-surface work, with low range available via another click around the selector knob. There’s also now a drive mode selector to tailor the electronic responses of the vehicle, predominantly the stability and traction systems, to the terrain in question. A choice of Gravel, Mud/Snow, Sand and Rock drive modes is available, as well as a hill descent control system, although the low-range transfer case and a manual gearbox would suffice. A rear diff lock still isn’t standard on the GLS, only on the top-spec GLS Premium model.

The cabin has been upgraded in terms of its materials and trim, as well as a more uniform colour scheme, giving the comfortable passenger cell a lift. Other GLS standard fare includes roof-mounted rear vents with separate fan controls within the dual-zone climate control system, USB charging points front (two) and rear, an auto-dimming centre mirror, usefully-sized power-folding exterior mirrors, a leather-wrapped steering wheel and gearshift, cloth trim, LED headlights and daytime running lights, and rainsensing wipers (new for the GLS). There’s a touchscreen infotainment controller that doesn’t have integrated satellite navigation but does have Apple CarPlay/Android Auto, so satnav is available via that medium. Some storage space exists behind the rear backrest but not beneath the bench, although door pockets and centre console storage is better than average. What hasn’t progressed is the work-rate side of the equation, with the GLS payload dropping from the corresponding (and 44 kg lighter) superseded model’s 950 kg to 906 kg.

Where the Mitsubishi will make ground on the rest of the market is the availability of automatic emergency braking (AEB) and other active safety systems, which will stand it in good stead with fleet company OH&S departments.

Fuel economy claims have also taken a hit, rising to 7.9 litres per 100 km at the end of the laboratory test claim, a 0.7 L/100km increase, with real-world running results suggesting between 700 and 800 km from a tank and a thirst in the high single digits.

Mitsu-speak for AEB is Front Collision Mitigation (FCM) autonomous braking, which uses cameras and laser radar systems to detect cars and pedestrians, as well as blindspot and lane-change warning systems, a rear cross traffic alert, and the brand’s Ultrasonic Mitigation System (UMS). The GLS also has front and rear parking sensors and a reversing camera, but misses out on the 360-degree camera system reserved for the top-spec model.

Braked towing capacity is unchanged at 3100 kg and the rear tray size is also unchanged beyond the load height, rising 15 mm to 865 mm. An 11.8-metre turning circle is better than average. While there is much to like and admire with the new Triton model – the safety features list, overall refinement, sharp pricing and long warranty are all worthy attributes – it feels a little lacking in the drivetrain and load capacity departments.

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FEATURE

A LITTLE CHANGE GOES A LONG WAY Neil Dowling asks whether the latest upgrades to the Isuzu D-MAX range are enough to keep the seven-year-old ute competitive

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ISUZU D-MAX

n a market in which dual-cab utes and SUVs are the undoubted kings of the road, any such new announcement turns a head. Which prompts the question: Does the updated 2019 model year Isuzu Ute range have the potential to lift the bar further for a brand that – aside from its shouty ‘Go Your Own Way’ marketing campaign – is known to be remarkably conservative? That’s a big clue to the true nature of the MY19 D-Max ute and MU-X SUV, both of which superficially appear barely altered from previous incarnations of the series that has been stepping up the sales charts since the secondgeneration was launched in 2012, four years after the D-Max first appeared. The new(er) series launched this month is visually identical to anyone except Isuzu Ute’s own representatives, who point to a change to the middle bar of the grille, the now blackedout lower air intake, and different alloy wheel patterns. The range continues as before with 4WD and 2WD dualcab and Space Cab variants in ute and cab-chassis bodies, and single-cab in cab-chassis form only. The 2WD variants come in High-Ride and Low-Ride versions. There is also a limited-edition X-Runner dual-cab version with all the fruit including leather, sports bar, new wheels, decals, tub liner and so on. Prices for the D-Max now start at $28,600 (plus on-road costs) for the 2WD single-cab cab-chassis manual, with the least-expensive 4WD dual-cab being the SX manual at $44,600 (plus costs). The most expensive is the LST auto at $54,800.

That’s pretty much all the changes, though the MU-X gets tweaks to the steering to improve low-speed road feel. What is remarkable is that Isuzu Ute has resisted any move to lift its safety inventory or upgrade infotainment systems in line with substantial upgrades by rivals. These include Ford Ranger’s excellent SYNC3 communication system, and standard autonomous emergency braking (AEB) offerings from the utes of Ford, Toyota, Mitsubishi, SsangYong and Mercedes-Benz. At the recent launch, Isuzu Ute has, however, offered an optional safety pack with blind-spot monitoring and rear cross-traffic alert for the MU-X at $955 that is also available as a retro-fit for MY17 and MY18 versions. Front parking sensors are now available for the ute and SUV for $545, including retro-fits for the same two previous years. AEB is regarded as a must-have by some fleets, but Isuzu Ute Australia product planner Kiochiro “Yoshi” Yoshida said its own research with fleet buyers indicated it wasn’t regarded as vital. Yoshida and other Isuzu Ute representatives at the launch of the MY19 models were silent on when AEB and nextgen infotainment systems will be included. They indicated a new generation will arrive around late 2020 or early 2021, which we speculate may open the door to add new safety and convenience features. This next-gen range will share its architecture with the Mazda BT-50 – whose current twin, the Ford Ranger, will snuggle up to the Volkswagen Amarok from 2022 – which, with Mazda’s input, may further impress a less-commercial aspect upon the next Isuzu’s feature list.

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FEATURE Historically – or some might say hysterically, given the twists and turns in the relationship – Isuzu is part of Mitsubishi, yet was also a bedfellow of General Motors for decades, a tie broken in the early 2000s when it went solo. Now, in spite of being financially related to the Mitsubishi Triton, those two utes inexplicably have nothing to do with each other. In going its own way – to paraphrase the marketing jingle – the Isuzu Ute has honoured its truck lineage by honing its mechanical package at the expense of other areas. The upside is that it has undoubtedly cracked the code for durability, reliability and fuel economy in its current generation. The 3.0-litre JJ1 turbo-diesel is an over-engineered, truck-format engine that doesn’t appear to sparkle on the specification sheet with 130 kW at 3600 rpm and 430 Nm from 2000 to 2200 rpm. On that basis, potential buyers may ignore a road test in favour of the brighter lights from the Ranger’s new 2.0-litre (157 kW/500 Nm), the new V6 Amarok (190 kW/580 Nm), the V6-engined Mercedes-Benz X350d (190 kW/550 Nm), and the Holden Colorado (147 kW/500 Nm). Look under the bonnet hard enough, though, and the Isuzu wins some bonus points – a primer for the diesel fuel pump, an open engine bay with easy access to high-maintenance items, a tall air intake, and no dealer workshop-only service obstacles such as the sensor (of a rival manufacturer) that detects low oil and shuts down the engine management system. That’s not appreciated if you’re changing the oil in the field. The chassis remains as before and is perhaps the vehicle’s highlight because of its strength, with an Aisin six-speed auto (upgraded from a five-speed Aisin unit in 2016), hydraulic-assist power steering, front wishbone suspension with coils and a live axle with leafs (ute) at the back, and the Thai-regulation tax-effective rear drum brakes (ute).

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The MU-X wagon continues with the same underpinnings except some steering tuning (“rack recalibration” in Isuzuspeak), rear disc brakes and rear coil suspension with links. Isuzu Ute’s recent hiccup with some reported failures of its leaf spring rear-end – four cases were reported in Australia as having similar symptoms, according to company service general manager Andy Gibson – is being dealt with, and the recall has passed 20 percent of the 4717 affected Australian vehicles. The issue was traced to an undersized bracket hole that could fracture the spring. That aside, the D-Max is regarded as an owner’s delight because of its mechanical durability. Now Isuzu Ute products will appeal more to sole operators and fleets with a six-year, 150,000 km warranty that replaces the previous five-year, 130,000 km period. This is bundled with six years of roadside assistance. The new warranty programme includes seven years or 105,000 km of capped-price servicing that, for scheduled maintenance, will cost $3600 over the period. It opens with $350 for the first annual service then fluctuates through the years, peaking at $1110 at year six for the major service. Isuzu Ute has also confirmed capped-price servicing for MY16.5 and MY17 models at five years or 50,000 km, and for MY18, five years or 75,000 km. The pricing schedule is the same as MY19 models.It is one of the best warranties around, eclipsed only by the SsangYong Rexton and Musso at seven years plus seven-year roadside assistance and seven years of capped-price servicing. Mitsubishi launched its latest Triton with a seven-year warranty, one-year roadside assist and three-year cappedprice service (CPS) programme but the extended warranty period – effectively adding two years to the existing cover – ends on June 30 this year.

ISUZU D-MAX Other dual-cab ute-makers are Ford (five-year warranty, one-year roadside and lifetime CPS); Nissan (5/5/6); Mazda (5/5/5); Holden (5/1/7); and Toyota (5/0/3). DRIVING Subtle improvements to NVH over the years have turned the D-Max from a bit of a gravelly-engined ute into something with the on-road maturity to rival most competitors. It has always been a bit more agricultural than, say, the Hilux and Ranger – let alone the relatively car-like Amarok – but since the 2016 cut-and-polish model, it has started to become as domesticated as a pet. And possibly equally as tame. There are no qualms about the MY19 model, with the familiar grumbling idle softened and then disappearing at cruise. Even overtaking is less audible and intrusive than before.Much of this is attributable to the six-speed automatic (replacing a five-cog auto from 2016) that broadens the ability of the engine to keep revs low for economy, while maintaining performance. The rest of the improvement is attributable to better soundproofing, and ironing out excessive wind noise. The automatic we drove (the manual option was not available for testing at launch) has clean shifts and impressive downshifts when slowing for corners. The D-Max is hardly the last word in driving dynamics, but it is at least on par with the majors in its class, and its on-road characteristics match its rivals. It steers confidently through the bends and has reasonable ride comfort – less pitching in the rear than an unladen Hilux, but not as supple as the coil-sprung Nissan Navara. The MU-X is naturally a more comfortable vehicle because of the rear coils, multi-links and a bit more weight over the rear axle. It is on par with the Ford Everest and SsangYong Rexton, rating it as pretty good, and certainly familyfriendly for urban use.

At speed on rough gravel roads both the ute and SUV are well tied down, comfortable and easy to punt. The steep decline test at the Anglesea proving ground showed the simplicity and effectiveness of Isuzu’s electronic brake control, which incorporates hill descent crawl and will hold the vehicle on an incline without needing the brake pedal depressed. It’s important to note that the Isuzu Ute products also give the impression of being well built. None of the test vehicles had any body creaks or groans while panel fit – both inside and out – was very good. The use of materials, including leather in top-spec versions, looked great and implied durability while being easy to clean. The cabin, while functional, has a basic style that doesn’t match the bling of rivals such as Ford and Mitsubishi. This is the area where Isuzu Ute has to lift its game come 2021, as dual-cab ute and SUV buyers will increasingly demand car-like features, quality and looks. There is nothing wrong with the framework of the D-Max and MU-X. There’s plenty of space within the 3095 mm wheelbase for comfortable family accommodation, and heaps of room for cargo. They are competent, confident and relatively affordable vehicles with benefits to private buyers (because of low ownership costs, including fuel use) and fleets, with high resale and the benefit of the new warranty. When compared with the marketing weight of its rivals, it could appear that Isuzu Ute plays second fiddle in the ute and SUV market. However, one startling fact emerged rather late in the launch – that Isuzu Ute’s two models in 2018 outsold both Audi (with 16 models) and BMW (21 models). Even this year, at the time of publication, Isuzu had sold more vehicles than Audi, and was only 300 units behind BMW. Says it all about the Australian market, really.

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FEATURE

STORM WARNING

HiLux comes under increasing pressure from the latest competition – Words by Stuart Martin

oyota has built its brand around a strong reputation for reliability, workhorse muscle and off-road prowess; but its success has also made it a rather large target for rivals in recent years.

The launch of its Halo trio last year improved its market offering as the Raptor topped arch-rival Ford’s Ranger revamped model line-up and the Germans grabbed a chunk of the market. Volkswagen’s V6-powered Amarok and the Mercedes-Benz X 350 d are aiming to take a growing chunk of a rich model mix with outputs well beyond 190 kW and 550 Nm. Toyota’s approach sadly has not involved any change to the HiLux drivetrain, which has gained veteran status and, by the numbers, looks and feels a little underdone. The 2.8-litre, 16-valve double overhead cam intercooled turbodiesel with the variable-nozzle turbocharger produces 130 kW of power at 3400 rpm, with 450 Nm for the auto we drove (420 Nm for a manual), available between 1600 and 2400 rpm, and a little narrower than the rev range for the manual. Neither figure is class-leading and, given the numbers coming from the special-edition models of its opposition, could have done with an upgrade. Claimed fuel use of 8.5 litres per 100 km (7.8 litres for the manual) isn’t bad for combined consumption, but in the real world, expect in the realm of 10 L/ 100km from the 80-litre tank.

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An unlimited kilometre warranty of five years was brought in at the start of the year and is now within segment averages, but a six-month or 10,000 km service interval is about half what the class leaders offer and needs to improve; pricing for the first six services (for three years or 60,000 km) at the time of writing is $240. We’re sampling the Rugged X in six-speed auto form, which at $63,690 is a $2000 jump from the six-speed manual version.

TOYOTA HILUX RUGGED

Based on the SR5, the Rugged X list of features is not spartan – including leather seats, front seat heaters, a leather-wrapped steering wheel and gear shifter, singlezone climate control (with rear vents), a trip computer, keyless entry and ignition, cruise control, carpet floor trim with rubber floor mats, a cooled front glovebox and an (awkwardly-placed) 220-volt three-pin plug. Much of the car’s functionality is controlled from the touch-screen infotainment system, which has six speakers, digital radio reception, satellite navigation, Bluetooth, USB, 12-volt outlets and integrated ‘apps’ − but no Apple CarPlay or Android Auto yet.

The driver can find a decent position behind the nice leather-wrapped steering wheel − which has audio, voice and phone controls − with electric seat adjustment and steering reach-and-rake adjustment, the latter still something of a rarity in this style of vehicle. A revamped instrument cluster features dark dials, orange needles and white illumination among the changes for the Rugged X, and is clear and easy to read. The package sits on purposeful-looking 17-inch wheels with more aggressive, yet surprisingly quiet 265/65 offroad tyres, complete with body and wheel arch mouldings, black tail-light surrounds, a model-specific honeycomb front grille, gloss black exterior mirror caps and door handles, a snorkel (which contributes to an increase in wind noise) and towbar. Once set up behind the wheel, the 1885 mm wide and 1815 mm tall Rugged X feels familiar to regular HiLux drivers. Adequate performance outputs and use of the

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FEATURE Power button (worth hitting every time you start the HiLux) on the auto gets the 5350 mm long ute underway smartly, but not quick enough to make the driver yearn for constant 4WD to overcome a shortfall of rear-wheel traction. The ride quality from the double-wishbone front suspension with anti-roll bar (with uprated coils for the extra equipment’s weight) and the leaf-sprung damperequipped rear is less fussy than its Rogue sibling, thanks to the taller rubber on the smaller wheel, but it loves a couple of hundred kilograms in the tray to keep everything settled. Rear occupants are reasonably well catered for in leg and head room terms, with vents but no rear-facing power outlets. Door pocket and console storage, front and rear, is good without being great, although some storage beneath the rear bench helps. The safety features list is devoid of any automatic emergency braking systems and it still runs rear drum brakes. To its credit, it does get seven airbags (the usual six plus one for the driver’s knees), stability and traction control, automatic LED (low-beam) headlights and daytime running lights, hill-start and descent assist, and a reversing camera, but no sensors in the new steel bumpers. As its name suggests, the Rugged X is meant for off-road pursuits when it’s not being used as a workhorse, so it sits on heavy-duty-spec’ suspension, has a rear diff lock and is dressed for the part, which is where local aftermarket suppliers have put their efforts in. The locally-developed extras are airbag-compatible and are all covered under the factory warranty. There’s a heavy-duty steel winch-ready front bumper bar, a 5mm-thick alloy bash plate and an integrated 120-watt 24-LED 66 cm light bar, as well as LED driving lights, a heavy-duty steel rear bar with step, towbar, side rock rails with steps, and 20mm-steel integrated recovery points front and rear, rated for up to an eight-tonne snatch strap.

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With an approach angle of 28 degrees, a ‘corner’ approach angle of 49 degrees and a 21-degree departure angle when heading off-road, the clearance is better than the numbers would suggest. Ground clearance is listed at 251 mm. While all that is going to please the off-roaders, if you’re using it as a tool of trade during the week to fund the bush frivolities, the payload has dropped significantly − to around 750 kg, down from 925 kg in the SR5 on which the 2252 kg Rugged X is based. There are also a few other numbers worth considering - the GVM is 3000 kg and the Gross Combined Mass is 5650 kg for the automatic, or 5850 kg if you’re in the manual. The business end of the vehicle is protected by a mat in the tray, as well as extra protection for the tailgate, with tie-down points in all four corners. The tub also houses a proper sports bar, which can support a vertical load of 75 kg and help secure up to 200 kg on the floor, with four tiedown points in the corners in addition to the bar.

TOYOTA HILUX RUGGED The braked towing capacity is unchanged, according to Toyota, with a 3200 kg rating for the auto, a 300 kg drop from the manual. The aggressive looks of the Rugged X will no doubt appeal to those who thought the restyled HiLux wasn’t tough enough aesthetically, and the added benefit of the warranty coverage for the locally-developed off-road extras will also hold appeal.

“The Rugged X is meant for off-road pursuits, so it sits on heavy-duty-spec suspension, has a rear diff lock and is dressed for the part”

The HiLux’s strong sales record will no doubt continue, with the Rugged X likely to gather plenty of fans among the Toyota off-roading faithful. However, the payload reduction and absence of any drivetrain updates means this HiLux is unlikely to be the only tough-looking dual-cab ute on your shopping list.

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FEATURE

NEWS & VIEWS

The latest developments in the world of LCVs from France, Japan and India Caught in Trafic

Australia’s best-selling medium-sized European van, the Renault Trafic, is gaining a new sibling as the French manufacturer rejigs its Trafic range, enabling buyers to take advantage of Government incentives for tax breaks when purchasing new equipment. Into the Renault model mix comes an 85 kW longwheelbase variant, extending the range lengthwise from the short-wheelbase 5.2-cubic-metre version that uses the same 85kW single turbo diesel engine, along with the similarly sized 66 kW Trader Life model. And there’s more. All twin-turbo Trafics, and any Trafic 85 kW versions with optional satellite navigation, arriving in Australia from May, now include Apple CarPlay. The new 85LWB has been priced from $35,990 (driveaway) during the run to the end of the financial year. This makes it a full $4000 cheaper than the twin-turbo Trafic 103LWB which is currently selling for $39,990 (driveaway). “The 85LWB model is one we’ve been keen to add to the range for some time,” said Lyndon Healey, Product Manager for Renault Australia LCV.

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“It provides a more affordable long-wheelbase option for Trafic customers who might operate in environments where power is less important, or those who aren’t carrying the heaviest loads, but need the extra space that the 6 cu. m capacity provides. Even so, the 85LWB can carry a payload of up to 1294 kg and tow two tonnes. “Like the 85SWB model, the 85LWB is well-equipped as standard and comes with a three-year/unlimited kilometre warranty, 12-month or 30,000 km service intervals, and frugally uses only 6.5 litres of diesel per 100km. “When you compare the Renault Trafic 85LWB with its direct rivals on price, specification, load capacities and running costs, the Trafic delivers a pretty compelling package.” The Renault Trafic is now available in 66SWB (Trader Life), 85SWB, 85LWB, 103SWB, 103LWB, 103Crew and 103Crew Lifestyle variants. For a limited time, the Trafic 66 Trader life is available from $29,990 (driveaway), making it eligible for the instant write-off for SME buyers, due to the Federal Government’s recently-enhanced $30,000 limit for small businesses.

NEWS & VIEWS

Last-kilometre delivery made EZ Now it’s time to change tack, from medium van deliveries to the last kilometre courier, and introduce the Renault EZ- FLEX. Driven by the realisation that the volume of transported goods in the world is expected to quadruple by 2050, Renault has presented its vision of the future of urban delivery in 2030. As a possible solution for end-of-the-line deliveries, the EZ-FLEX makes impressive use of limited space within inner cities through having an overall length of 3.86 metres, 1.65 m width and 1.88 m height, making it easier to pilot through congested streets and even walkways. Its 4.5-metre turning circle and 3 cu. m load capacity makes for exceptional manoeuvrability and functionality. With full integration into the world of smartphones, it has great vision and superb access for the driver. Rear loading height is 760 mm and rear space configuration is adaptable, designed to meet the different needs of the professionals by whom the vehicle will be used. As an electric vehicle, EZ-FLEX can access the restrictedarea city centres of Europe, offering a range of 150 km adapted to the needs of urban delivery.

Renault will be making a dozen EZ-FLEX vehicles available to be lent to various professionals, companies, cities and municipalities in Europe, in an experiment expected to last about two years. During this evaluation, onboard sensors will monitor all activities and usage to collect different data types such as geolocation, mileage, range, use of openings, speed, stops, etc. This data will then be transferred via the vehicle’s connected system, either in real time or once per day, to understand the realities of daily use.

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FEATURE

Say Hi to the new Ace Toyota’s media machine is gearing up to introduce the new replacement for the long-standing HiAce medium van and commuter bus product range. Due to land in Australia mid-year, it’s the first new version of HiAce for 15 years, ample testimony to the premise that comfort and safety is not the big drawcard when a vehicle is cheap to buy and seldom breaks down. As aficionados of medium-sized panel vans know only too well, Toyota and fellow Japanese LCV manufacturer Mitsubishi used to produce well-liked medium vans with semi-bonneted designs. There’s a big benefit to an operator to be able to slide across from the driver’s seat to exit on the kerb side, but that has not been an option with cab-over engine designs such as HiAce and Express. Now, with the new HiAce, the company has rediscovered the advantages of the semi-bonneted design and stepped up its level of competition for the next decade. “We focused on making the new-generation vehicle an even better tool of trade through enhanced design, increased performance, a quiet cabin, smooth ride and improved handling and agility,” said Toyota Vice President, Sales and Marketing, Sean Hanley. “It’s also more refined, convenient and comfortable than ever, recognising that many owners rely on their HiAce as a mobile office and spend most of their working day inside their vehicle.” Toyota claims the HiAce is the world’s best-selling compact commercial van, with independent studies (Glass’s Guide 2019) showing that HiAce has the strongest resale value in its segment, retaining 68 per cent of its value after four years. Priced from $38,640, the new nine-model HiAce range kicks off with the LWB (long wheelbase) Van with a choice of V6 petrol or four-cylinder turbo-diesel engines, and sixspeed manual or automatic transmissions.

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The LWB Crew Van adds a second row of seats to carry up to four passengers and driver, powered by the 2.8-litre turbo-diesel engine and six-speed auto driving the rear wheels. Starting at $48,640, the automatic-only SLWB (super-long wheelbase) Van provides up to 9.0 cubic metres of cargo capacity and is also offered with petrol or turbo-diesel power. The Toyota Safety Sense suite of features includes a precollision safety system with pedestrian and daytime cyclist detection, lane departure alert with steering assist, road sign assist and auto high beam. Further standard safety features include cruise control, anti-lock brakes, vehicle stability control, blind spot monitor, rear cross traffic alert, reversing camera, front and rear parking sensors and up to nine airbags, depending on the model. All versions now feature height-adjustable driver’s seat, tilt-and-telescopic adjustable steering wheel, manual air conditioning and extensive storage areas with big front door bins and 1.5-litre bottle holders. In addition to offering a three-position second-row bench seat with a 60/40 split-fold seatback, the Crew Van also gains rear side curtain airbags, two rear ISOFIX child restraint anchors, opening rear windows and a rear vent for the air conditioning. Toyota will continue to offer a passenger variant, with the Commuter available in two grades, both powered by the turbo-diesel/automatic transmission powertrain. Based on the SLWB platform, the 12-seat Commuter incorporates passenger comfort features including reclining seat backs, front and rear interior lights, rear air conditioning with vents for every seat position, and floor carpet throughout. Stand by for a first drive evaluation in the August issue of Delivery.

Mahindra launches limited-edition Pikup And finally to India, where Mahindra has announced the release of its limited-edition black mHawk Pikup. National Manager Ankit Taneja said: “We are very excited to announce that this is the first time that Mahindra has offered a limited-edition vehicle to the Australian public. It was designed in Australia, for Australian conditions.” The Aussie spec is pretty much standardised on a 2.2-litre turbo-diesel engine and six-speed manual transmission, but a raid of the aftermarket supply goodie box has added all-new 17-inch black rims, black alloy sports bar and black side steps, plus a custom black decal set, black flares and a factory black bullbar.

NEWS & VIEWS

Packaged with a five-year limited warranty and roadside assist, other features include sat nav, reverse camera and ISOFIX mounts. Pricing starts from $38,990. Mahindra is also offering a great deal for all tradies for a limited time with a 4x2 Single Cab S6 Turbo Diesel Ute from just $23,990 (driveaway). This all-inclusive tradies’ option brings with it a general-purpose aluminium tray, Bluetooth and cruise control, plus a free ladder rack and towbar. Tradies can also opt for a 4x4 Single Cab S6 Turbo Diesel at only $26,990, including a free general-purpose aluminium tray (worth over $2000 in retail value). All Mahindra Pikup vehicles have an Eaton locking rear differential as standard and feature a braked towing capacity of up to 2.5 tonnes and a payload of 1 tonne.

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FEATURE

PROGRESSIVE PROCESS Mercedes’ X-Class continues to appeal to the top end of town – Words by Stuart Martin

eneath the bonnet of the big Benz-badged ute finally sits a venerable V6, although more than a few wishful thinkers (the author included) half-joke about whether we’ll ever see a hotter AMG-tuned version.

Hope springs eternal that they might one day shoehorn a twinturbo V8 into the engine bay; but for now we’ll have to make do with the V6 turbo-diesel as the ‘performance’ variant. The Mercedes-Benz X350d tips the scales at 2166 kg in $73,270 Progressive guise when powered by the V6, which offers up 190 kW at 3400 rpm, a figure on par with the Amarok 580 until overboost is summoned. Peak torque of 550 Nm is produced between 1400 and 3200 rpm, down 30Nm on the Amarok 580 but spread across a wider rev range.

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The 3.0-litre turbo-diesel brings with it a seven-speed auto and constant 4WD, active lane keeping, the drive mode system (which alters transmission attitude) and gearshift paddles on the leather-wrapped steering wheel. It all sits on front double wishbones and coil springs, with the multilink rear end − with variable-rate coil springs − under the tray. Continental 60-series rubber is wrapped around the 18-inch alloy wheels. The dash is predominantly Benz-inspired and sourced. The infotainment system displays through a seven-inch screen atop the dash, which includes circular retro-styled vents. There’s plenty of metallic trim in the cabin to break up the dark theme, but it can get hot to the touch on a sunny day − the gear selector being one area where that’s not ideal.

MERCEDES-BENZ X-CLASS Most of the systems are directed by a rotary controller and touchpad, with Bluetooth and USB (two) inputs, as well as DAB digital radio with eight speakers and a decent external aerial to keep DAB reception a little longer than its main rival. The audio system can also be controlled via the steering wheel’s multi-function controls, which are still a little convoluted to use. Rear room is tighter than average and rear vision isn’t class-leading either, plus the lack of substantial in-cabin storage remains an issue. There are decent door pockets and a small glovebox, as well as a small centre console, but next to no oddment storage in the centre stack. The features list also includes keyless entry/ignition, lower-spec Garmin sat-nav, fabric seat trim, dual-zone climate control (with rear vents), a carpeted floor, four 12-volt outlets, fog lights, dusk-sensing (but only halogen) headlights, an LED light for the rear tray, and power-folding heated exterior mirrors. It’s in the area of safety where the Benz makes some ground on the Amarok. Parking sensors are on the options list, but there’s a clear standard reversing camera, seven airbags (the usual six plus a driver’s knee ‘bag), automatic emergency braking and active lane keeping systems. There are also daytime running lights, stability control with trailer sway function, tyre pressure monitoring, rain-sensing wipers, cruise control (with braking function) and an autodimming centre mirror.

The test vehicle had been fitted with the optional Style Pack - which adds rear privacy glass, the electric rear window, side steps, roof rails, LED headlights and partial LED tail lights - for $3350. Metallic black paint adds $950, there’s an $899 bed-liner, $1551 worth of black ‘roll’ bar and the full towing kit with electric trailer brake controller, adding $2063. All of which adds up to an $82,083 asking price as tested, before it’s put on the road. The Mercedes-Benz ute is covered by a three year/200,000 km factory warranty with roadside assistance for the same duration as the warranty, which is down by two years on its main rival. Service intervals are based on 12 month or 20,000 km periods, a similar timeframe to the V6 Amarok but offering an improved distance of 5000 km more than VW. The X-Class lays claim to a payload of 1034 kg (198 kg more than the Amarok 580) within the Gross Combined Mass of 6180 kg (a 180 kg improvement on the VW). The GVW is listed as 3250 kg, with a kerb weight of 2166 kg and a comparable listed braked towing capacity of 3500 kg. Measuring 1581 mm long, 1560 mm wide and 475 mm deep, there’s 1215 mm between the wheel arches in the tray. It is 26 mm longer but not as deep (33 mm) or as wide (by 60 mm) as the Amarok’s tray, while both vehicles lay claim to fitting a standard Australian pallet (1165 mm) between the rear wheels.

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FEATURE The rear tray has the adjustable load rail system on the tray sides (in lieu of the lower spec model’s conventional floor-mounted loops), but a personal preference would be to keep the floor tie-down points as well. Out on the road, the first thing immediately apparent is the quietness. All engine, wind and road noise are well subdued, disturbed only if the V6 is working at full tilt. The abundant performance levels on offer make it unnecessary to push the engine hard, although the travel of the accelerator pedal is typically long, something of a breed trait. There is some slight hesitation before things get seriously underway, but this can be circumvented by putting the Drive Mode into Sport shortly after hitting the ignition button.

Ride quality is good and is calmer than a leaf-sprung set-up, but gets a little wriggly over a wrinkled piece of road. A small load gives the rear suspension something else to factor in to the ride-and-handling standards and it improves markedly when compared to a completely unladen tray. A more serious load on the towball doesn’t dump the rear end as much as the early incarnations of the Nissan on which the underpinnings of the Benz are based. The steering (still tilt-adjustable only) is on the light, dull side when it comes to road feel, and the 12.8-metre turning circle doesn’t make light work of tight manoeuvres in the local car park. 42

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MERCEDES-BENZ X-CLASS

The X-Class isn’t quite as sharp as the Amarok off the mark, where the output deficit at full throttle shows, but it’s no slouch, either. The Benz is a little slower for the sprint to 100 km/h − 7.9 versus the Amarok’s 7.3 seconds, but neither are slow, given they’re two-tonne-plus dual-cab 4x4 utes. The big Benz runs four-wheel ventilated discs which are welcome given the V6’s considerable grunt. The big Merc pips its arch rival by 0.1 of a litre per 100 km on the ADR combined cycle, wearing an official ADR laboratory-derived combined cycle figure of 8.8 L/100 km. Our first stint in the X 350 d finished with 13 L/100 km and a 31 km/h average speed showing on the trip computer.

The steering demeanour does appear to be more content when leaning towards terrain tackled when the dual range transfer case (which is a slow worker) is in low, and the rear diff lock has been engaged. Where the X-Class scores is in its capability to clamber over challenging terrain, as well as covering unsealed roads at an indecent pace, with 60 per cent rear drive and 40 per cent remaining up front as the norm.

The road test was completed in two parts, as the X-Class went back to the dealership after popping up a couple or warning lights - one for low battery voltage and the second a PreSafe warning reportedly triggered by the battery; neither reappeared during our second run. There’s little doubt the X-Class is a better package with the V6 nestled under its bonnet, offering the outputs needed for easy towing and quieter unladen progress. The safety and prestige of the three-pointed star does come at a price, however. DELIVERY ISSUE 84

FEATURE

ECONOMIES OF SCALE The rise and rise of LDV light commercials – Chris Mullett reports from Shanghai, China Ten years ago, we looked at the Chinese auto industry with little enthusiasm, in much the same way as we considered the viability of Korean car manufacturing a decade earlier. Time is a great leveller, and today it is increasingly obvious that Australia can no longer disregard the Chinese manufacturers. This approach applies with SAIC in particular, a company that manufactured no fewer than 7.05 million vehicles in the 12 months of 2018. This is roughly seven times the annual number of all vehicle sales in Australia (both passenger and commercial).

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SAIC (Shanghai Automotive Industry Corporation) is the owner and manufacturer of several car brands now centred in China, such as MG and ROEWE (the renamed brand that once carried the Rover name). It’s also the manufacturer of LDV, the Leyland DAF Vehicle nameplate that was once part of Leyland, Morris and Austin before financial woes hit the British manufacturer. The future looked pretty dire for LDV as its ownership bounced between the Russian GAZ group and a venture capital company. Then it was picked up by SAIC which, at that time, was largely unknown outside China.

LDV Fast forward to 2019 and the SAIC group is now the largest automaker in China. It posted a $US 136.6 billion turnover in 2018, with a profit margin of $US 5.3 billion, and is the seventh-largest automaker in the world. SAIC holds 24.1 percent of the total Chinese domestic vehicle market, where it sold 827,900 units. In 2018 it exported its cars, vans and people movers to 46 countries and regions, while achieving a year-on-year growth rate in its exports of 60.3 percent. You should by now have seen LDV light commercials on Australian roads, with its van models vaguely resembling a Hyundai iLoad for its one-tonner and a modified Ford Transit for its larger van line. In more recent times, these two light commercials have been joined by the LDV T60 ute, a capable competitor thatâ&#x20AC;&#x2122;s challenging the best of the Thailand-built, Japanese-owned ute mainstays. By the time you read this issue of Delivery, Australia will have held the 2019 Federal Election and, if the country is to survive the effects of climate change, the successful party to form government should have the bones of a policy to combat global warming. While Australian politicians have been in the closet on addressing climate change, companies such as SAIC have been developing electric alternatives. Whether the competition is ready or not, SAIC has the product available and waiting to launch electric light commercial vehicles onto the Australian market.

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FEATURE This Chinese manufacturer is the accepted leader in the development of the EV (Electric Vehicle), Plug-in Hybrid (PHV) and Hydrogen Fuel Cell (HFC) in Asia, and in 2018 sold 140,000 EVs, a year-on-year increase of 120 percent over 2017. In a media discussion with Delivery on the eve of the Shanghai Auto Show, company executives revealed their plan to grow sales of EV products to 600,000 units by 2020, while creating 50,000 charging stations across China. The EV and alternative fuel vehicle (AFV) statistic mentioned here encompasses SAIC production and sales of passenger and light commercial vehicles (PVs and LCVs); but rest assured, for users of LCVs the decision-making process will soon include whether to consider the viability of moving to electric power, especially for local deliveries. The giant steps forward in EV acceptance by the general motoring community come as the result of the development of SAIC’s electric SUVs, which are now capable of running for 350 to 400 km, with an 80 percent recharge possible in just 40 minutes. These are no slouches when it comes to performance, either, with the flagship electrified SUV producing 298 hp (222 kW) of power and 665 Nm of torque. Whilst the development of EV models has come off the back of the passenger car and SUV model development, this technology upgrade has unsurprisingly progressed through to the LCV range. Company executives confirmed to Delivery that by 2025, LDV will be able to bring to the Australian market an EV version of each of its light

commercial vehicle models. For those looking to travel further afield, LDV will shortly release its own newly developed 2.0-litre single or bi-turbo diesel four-cylinder, complete with automatic or manual transmissions. While upbeat about the rapid growth of the LDV product range, they expressed concern that there has been zero incentivisation from the Australian Federal or State governments. In China, the growth of EVs and PHVs (Plugin Hybrid Vehicles) has been pushed forward by using the cancellation of registration plate fees that traditionally cost $US 25,000 as an incentive. In China, vehicle buyers are required to purchase a registration plate before being able to purchase the car or LCV to go with it. In Europe, some governments exempt parking charges, while others exempt tolls or inner-city access taxation. At the time of writing, Australian governments of any stripe have yet to suggest any incentive. Buying your own uniquely specified LDV product in China is not only achieved by walking into a traditional showroom. Buyers can review all options on their smartphone or tablet, select their preferences and colour, and confirm the order. If the exact specification is not available at the time the order is placed, it can be completed from scratch and the vehicle delivered to the buyer direct, within a matter of weeks. This may well be the way of the future, effectively replacing dealerships and reducing the buying process to something similar to purchasing white goods such as refrigerators. It reduces cost, minimises delays and takes the third party out of the equation. Don’t be surprised if Aisle 9 at your local Bunnings of the future contains an LDV ute for you to check over, with a direct order option for you to select and confirm purchase and delivery. And with the way things are heading from a technology base, your new purchase may even unload itself from the car carrier when delivered, and park itself to await your arrival. The development of the Chinese auto industry, of which SAIC Motor is easily the largest player, has leapt forwards through previous joint ventures with established manufacturers such as Volkswagen and IVECO, culminating in the European brands being built in China at an SAIC Motor manufacturing plant. Having joint ventures can be compared to having joint custody of children after a marriage dispute. It’s never going to be a perfect solution, but it covers the basic necessities and responsibilities. Consequently, as we look at the future of SAIC Motor and LDV, the way forward will be for LDV to establish its own brand as a stand-alone

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LDV marque. The joint venture enabled the company to leapfrog development time to catch up with the best makes in the world. Now, the next step is to move forward from joint ventures and show the world how much has been learnt in the process, and how the company is now more than capable of shedding the joint venture agreement to build the brand by taking on the responsibility of a sole parent. In 10 years, LDV has moved from copying to creating, and is now building its own product line that includes passenger cars, SUVs and people movers into the mix. Powering these models are choices that include fuel cell drivelines, full EV and hybrid plug-in EVs, as well as petrol and diesel powertrains. Delivery was invited to visit the SAIC Motor LDV test track at Guangde to drive these different powertrain options on a wide range of road surfaces and to evaluate the ride and handling characteristics, plus experience at firsthand the driving dynamics along with noise, vibration and harshness standards. The LDV product range available in the Australian market currently starts with the 4x4 T60 in single-cab chassis and dual-cab ute form, with power coming from a 2.8-litre turbocharged VM Motori diesel matched to six-speed manual or automatic transmissions. Maximum power is 110 kW at 3400 rpm, with peak torque of 360 Nm rated at 1600 to 2800 rpm. Pricing starts from the $26,990 (driveaway) mark for what is a very high standard specification complete with a five-star ANCAP rating. Next up is the G10 panel van. With pricing running from $25,990 (driveaway), power comes from a 2.4-litre petrol or 1.9-litre turbo-diesel four cylinder − again with manual or auto transmission options, and featuring a payload of 1030 to 1093 kg for 5.2 cubic metres of load space. The same body and driveline powers a people mover version with seven or nine seats, with pricing from $30,990 (driveaway). The LDV V80 panel van was the original frontrunner on the product range, with historic associations linking it with the original LDV product from Europe. Due for replacement in the near future, it’s available currently in SWB low-roof and MWB mid-roof and high-roof versions, all powered by the same 2.5-litre diesel that produces 100 kW at 3800 rpm and with peak torque of 330 Nm rated at 1800 to 2600 rpm. Pricing starts from $30,990 (driveaway) for payloads ranging from 1204 to 1389kg, and cargo volumes of 6.4 to 11.6 cu m.

These three models were developed independently with three different platforms. The next-generation models that will replace them are being developed as modular options stemming from a common platform design, which will enable a choice of drivetrain that includes petrol, diesel, hybrid, electric vehicles and fuel-cell alternatives. Coming in at the smaller end of the cargo market as a direct competitor for the VW Caddy, Citroen Berlingo and Renault Kangoo, is the EV30. Only available as an EV, Delivery was able to drive early production vehicles through different road surface aspects of the Guangde proving ground, to establish whether it has a potential future in the Australian market. With the current consumer focus on the environment, the prediction is that electric vehicles will now move up the “must consider” list. And why not? The average courier vehicle for the inner city travels upwards of 120 km per day. The EV30 in SWB form offers a range between charges of 200 km, a payload of 855 kg, sliding side load doors, and a rear tailgate or barn doors. There’s also a longer-wheelbase version on its way with higher levels of cargo volume and a hike in payload to the 1500 kg region. Driving the EV30 makes for nippy progress thank to the instant torque delivery of the electric motor (40 to 85 kW) with torque rating of 1255/255 Nm. Its maximum speed runs out to 125km/h, it stops using regenerative braking assistance to the all-wheel disc brakes, it steers through electric power steering and it recharges in 45 minutes to 80 percent, or to full charge from zero in five hours.

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FEATURE Driving is easy. The ignition key activates the electrical circuits, and in place of a gear lever thereâ&#x20AC;&#x2122;s a knob on the dashboard to select Drive, Park or Reverse. Click on Drive, release the conventional handbrake lever and press the right-hand pedal, and the EV30 accelerates like a little Dodgem car at the fairground, while making a noise similar to that of an electric train pulling out of a station. Noise levels are quite muted and without any gears to select or that shift automatically, the more you press the pedal, the faster it goes. Lift off the right-hand pedal

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(it seems inaccurate to call it a throttle), and you can immediately feel the electric motor providing retardation. It is incredibly easy to drive and position on the road, and with conventional suspension and four-wheel disc brakes, it handles minor road bumps easily. Sliding side-load doors and a rear tailgate or twin barn doors give easy access into the cargo area, with the driver protected from moving parcels by a full-height and full-width metal bulkhead. As the bulkhead is bolted into place, thereâ&#x20AC;&#x2122;s obviously going to be alternative options that include half-bulkheads or grilles to suit the application.

RAMTRUCKS.COM.AU ^With 3.92 Axle Ratio.

FEATURE

SHANGHAI SHOW AND TELL

China emerges from the mist to become a significant player in the auto industry â&#x20AC;&#x201C; Report by Chris Mullett 50

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SHANGHAI AUTO SHOW

ews reports mentioning trade imbalances and preferential tariff pricing are not generally topics that affect the average person. Export and import decisions are made by industry leaders or Governments, and the first the public knows about it is when a product turns up in the local store − or in this case, a local dealership − with a ‘Made in China’ sticker denoting its country of origin.

Most vehicle buyers in the Australian market have not yet considered buying Chinese, whether it be a passenger car, ute, truck or motorcycle. They have not been exposed to these products in their local high street, and nor do they probably consider the Chinese auto industry to be class-leading. That position is going to change, and it will change in the short term. The Shanghai Auto Show provides a window into the world of the Chinese automaker that could produce fear and concern about vehicle manufacturing − if only we had a vehicle manufacturing industry of our own. The population of Shanghai, as reviewed in 2019, is 26.3 million − a full million people more than the entire Australian continent. Back in 1950, it was 4.2 million. Shanghai is the country’s largest city, a global financial hub, and boasts the world’s fourth-busiest airport. The total population of China is 1.4 billion, and that underscores just what it means when the talk turns to economies of scale. The median age of a population is an index that divides the population into two equal groups: half the population is older than the median age and the other half is younger. With a median age of 37.3 years, China is expanding; with a median age of 37.4 years, Australia is pretty much stagnant. China is driving its economic expansion by energising largescale development programmes that create roads, high-speed rail links and new cities and industrial centres. By contrast, Australia isn’t expanding, instead accepting the bickering of politicians and the lack of any long-term planning almost as a force majeure or unavoidable consequence. RAM Trucks started local remanufacturing of the Americandesigned ute brand in Victoria and, with a rapid rise in demand, production is expected to reach 16 units a day, making it the largest local vehicle producer in the Australian marketplace, followed by truckmakers DAF, IVECO, Kenworth, Mack and Volvo. SAIC (Shanghai Automotive Industry Corporation), China’s largest single auto manufacturer, and profiled in this issue of Delivery, last year manufactured 7.05 million vehicles. And SAIC is just one of many automakers gearing up for global expansion, with exports to 46 countries and regions. The scale of Chinese industry is amazing, the more so when one considers the pace of its development and expansion. Delivery visited Auto Shanghai 2019, the 18th Shanghai International Automobile Industry Exhibition, and through wandering its eight massive clear-span exhibit halls, consistently came across brands of which we had never heard, all of which appear to be designing and manufacturing world-class vehicles across a very broad spectrum. DELIVERY ISSUE 84

FEATURE As mentioned, SAIC is China’s largest automaker and achieved its rapid development through entering into joint ventures with overseas manufacturers to build Volkswagen, Skoda and IVECO, as well as General Motors brands Cadillac, Buick and Chevrolet. Along the way it purchased MG and Rover (rebranded as Roewe) together with LDV, which carries the name of the LCV and SUV products in the Australian market but is exported and sold domestically under the MAXUS brand name. In commercial vehicles we’ve seen brief attempts to import into Australia from JAC and JMC, together with a current attempt to gain a foothold in the Australia market by Haval and Great Wall, as well as Foton. Both JAC and JMC failed to establish a base, and without substantial investment it seems that only LDV and Geely, the parent company of Volvo cars, are so far able to achieve major inroads into our market. The reason being, perhaps, that distribution and support services were established by experienced importers, rather than relying on the manufacturer itself. Acceptance of Chinese-built vehicles is only a matter of time as the brands establish their own reputation, terminate jointventure agreements with overseas manufacturers, introduce products through existing independent importers, or set up their own factory-owned overseas operations, backed by a firm financial commitment.

“SAIC, China’s largest single auto manufacturer, last year manufactured 7.05 million vehicles” SAIC under its LDV banner showcased its commercial vehicle line-up branded as MAXUS (excepting Australia and NZ), and with its passenger car line-up the company reinforced its position in the development of electric drive, electric control and battery technologies. Its FCV80 hydrogen fuel cell-powered version of the V80 minibus was presented to overseas guests at a recent function in China, and 55 EV80 units with pure electric power and zero emissions have been supplied for trial by Guangzhou SF Express. The RV80, a recreational version of the V80, has been supplied as a fully factory-built motorhome to camper hire operators in New Zealand; meanwhile, 236 vehicles comprising G10 and V80 models have been supplied to Australia Post. In European markets, major retailer IKEA is currently operating EV80 models with pure electric power in Frankfurt, Kamen and Warau, as well as in Shanghai and the United Kingdom. The V80 is also available with specialist factory fitment for use as an ambulance, recreational vehicle camper, school bus, refrigerated vehicle, rescue vehicle and police command vehicle. The LDV T60 ute range is gaining ground in the Australian market and is available globally as a single cab-chassis and single and dual-cab ute. A new four-cylinder single or twinturbo diesel was on display at Shanghai, with safety features such as ABS and electronic brakeforce distribution (EBD), driver and front passenger airbags and four-wheel disc brakes. 52

DELIVERY ISSUE 84

SHANGHAI AUTO SHOW The V90, displayed at the Shanghai Show, moves on from the V80 to introduce a modular platform that offers front or rear-wheel-drive configuration with electrically powered steering for left or right-hand-drive nations and is capable of being powered by a variety of fuel sources drawn from pure electric, hybrid, fuel cell, diesel or petrol engines. Fitted with the latest generation of intelligent interconnectivity systems called Smart Spider 3.0, developed in conjunction with Bosch, it provides a customised fleet management function with real-time view and analysis on 11 different dimensions from two aspects of fuel economy and safety for fleet management and maintenanceÂ requirements. Advanced systems can provide remote start functions for pre-heating the vehicle in cold climate operation and safety features such as adaptive cruise control, AEB (Autonomous Emergency Braking) and visual analysis by cameras able to react to a situation faster than a human. Power comes from the twin-turbo version of the new SAICdesigned and manufactured D20 diesel engine, which replaces the current VM Motori diesel engine of the V80. The D20 produces 130 kW of power with peak torque rated at 400 Nm at 1500 rpm. High pressure, common rail fuel injection of 2000 bar is a first for a Chinese manufacturer, offering a power increase of 30 percent and a 15 percent improvement in low-speed torque. The latest generation of the Bosch MD1 ECU can create up to eight fuel injections per cycle to achieve precise combustion control, reducing fuel consumption by 20 percent, with full compliance to Euro 6 emissions legislation. With the launch of V90, LDV will be able to offer up to 100,000 different configurations of customisation, with front or rear-wheel drive, single or dual rear wheels, seat numbers, body configurations, transmission choices of 6AT, 6AMT and 6MT options. Throughout the eight exhibition halls it was possible to evaluate a considerable number of commercial vehicle makes. JAC offers its N-Series light and medium duty truck range, plus a Transit sized panel van, the X200 cab chassis, and medium to heavy-duty trucks. Changfeng Motor is wholly owned by the GAC Group and produces Mitsubishi Pajero variations under licence, plus the Leopard CT7 â&#x20AC;&#x201C; itself a variation of the Mitsubishi ute. Engine choice is limited to a 1.9-litre, four-cylinder turbodiesel or 2.4-litre petrol four cylinder, with power outputs of 110 kW at 4000 rpm or 108 kW at 4600 to 5000 rpm. Peak torque ratings are 350 Nm at 1800 to 2800 rpm and 230 Nm at 2600 to 3600rpm respectively. Transmissions are 6MT with the diesel, and 5MT with the petrol. The FAW (First Auto Works) brand has now divested its car division to a new product name of Bestune, keeping the FAW identity now purely for its range of trucks. The range extends from 4x2 light trucks through to 4x2, 6x2 and 6x4 rigid trucks and prime movers which, in the higher weight ranges, offer 9, 11 and 13-litre engines. DELIVERY ISSUE 84

FEATURE Foton Truck in China still produces the Tunland ute, plus a Transit sized passenger minibus called a Toano, a HiAce sized panel van it calls the View CS2, and a small cab-chassis light truck called the Gratour T3. The power deal here with Foton is for Cummins ISF 2.8 and 3.8-litre engines, built in China by Cummins/Foton Beijing and with links up the weight chain to Daimler. Haval, the importer to Australia of the Great Wall ute, used the Shanghai Show to preview its replacement for the current Steed ute range. Due for release in the Australian market by 2020, it’s expected the company will be relying on a seven year, unlimited kilometre warranty it applies to its car line-up, pulled back to a 150,000km limit for commercial vehicle operators. The extended warranty was introduced to foster better relations with its customers after the lack of confidence experienced by previous owners when the company pulled its distribution agreement from an experienced local importer and decided to go it alone and re-enter the Aussie market as a factory-backed entity. The new Great Wall ute will be available in three versions to compete in the loosely termed one-tonne ute segment. As is becoming customary in the current crop of softer off-road ute models, features will include autonomous emergency braking, active cruise control, 360-degree camera, possible multi-link coil-spring rear suspension and rear disc brakes. While retaining a ladder-frame chassis, there appears to be some product sharing with the Haval H9 SUV by way of the same platform to include independent doublewishbone coil spring front suspension and, for more commercial or adventurous applications, a leaf spring live rear axle. Expected power alternatives should provide a choice between the 180 kW, 2.0-litre petrol engine used in the H9 or a 145 kW, 2.0-litre turbo-diesel. Transmission options include a six-speed manual and a ZF eight-speed automatic transmission, with four driving modes: auto, economy, sport and 4-low, plus an electric/auto park brake system. The off-road model could arrive fully equipped with a winch, snorkel, crawl mode and front and rear diff locks. Dimensions are 5425 mm length, 1972 mm width and 1893 mm in height, sitting on a wheelbase of 3230 mm. The enthusiasm for EV models in China has dropped commensurate with a reduction in Government incentives to purchase, plus there’s a noticeable concern amongst vehicle makers of a potential shortage of minerals required for battery manufacture. That said, Great Wall has suggested that an EV model and a Hydrogen Fuel Cell version could be available from launch in 2020. While the Chinese manufacturers are well on their way to developing EV or HFC alternatives, the rapid rate of improvement in range and accessibility could well shift the focus towards HFC technology sooner than we first thought possible. 54

DELIVERY ISSUE 84

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FEATURE

LIVING THE DREAM How does the RAM 1500 compare with the 2500 in the choice of petrol V8 versus diesel straight six?

DELIVERY ISSUE 84

RAM 1500

elivery and its sister heavy truck publication PowerTorque have been involved in analysis of the RAM Trucks model line-up since the idea of creating an official brand presence was first discussed at the headquarters of the Ateco group. With a long history of evaluating commercial vehicles, our writers have built a significant level of experience of the market, offering unique insights into what is viable or, in some cases, not viable at all, for Australian buyers.

The Ateco Group is the sole authorised importer and distributor for the Australian and New Zealand markets, with each model imported directly in left-hand-drive and then remanufactured to right-hand-drive on a purposebuilt production line in Melbourne. These RAM Trucks are produced with full volume import approval, meaning they are fully compliant with all Australian Design Rules and benefit from being sold and supported by an Australian and New Zealand-wide dealer network.

The marketing of commercial vehicles is very different from the passenger car market. Commercial vehicles have to perform a function, and in many instances are expected to show a return on investment. Even what might be considered a basic tweak can sometimes make the difference between instant acceptance by the buying public, or a lack of interest in showroom traffic.

Until the creation of RAM Trucks Australia, private buyers could only purchase vehicles through independent importers controlled by stringent quotas, who subsequently undertook a conversion to right-hand-drive either in Australia, or in some instances the Philippines or New Zealand. In our experience, the conversion quality was often limited by a restricted cost on development, with subsequent quality control and durability issues in the finished product.

“The entire RAM Trucks project was set up, engineered, designed and developed in Australia by Australian experts”

DELIVERY ISSUE 84

FEATURE The difference with the RAM Trucks Australia product is well illustrated by the use of the term “remanufacturing” rather than “conversion”. Everything involved in the remanufacturing process has been developed by a highly qualified engineering team and then validated to the same standards as those of a typical research and development group working within the confines of the vehicle manufacturer. Each RAM model remanufactured to suit the Australian market features between 350 and 400 new parts, the majority of which are Australian-produced. Local companies involved in parts supply for RAM Trucks include Socobell, which produces the all-new dashboard, and Hi-Spec Australia for brake line components, air conditioning lines and high- and low-pressure fluid transfer hoses and tubing. Fiat Chrysler Automobiles LLC and, in particular, the RAM International team, have also provided invaluable support and assistance, as has AusIndustry in its programme to assist companies and staff as other car makers ceased Australian production. Alex Stewart, General Manager of RAM Trucks Australia, explains: “The entire RAM Trucks project was set up, engineered, designed and developed in Australia by Australian experts. It shows what this country is capable of and how we can produce a world-class product. “In short, it is clearly something of which everyone involved should be extremely proud and which, in the form of the RAM 1500, 2500 and 3500, has provided Australians with a new and unique choice when it comes to vehicle buying.” The introduction of volume production and on-line manufacturing techniques have brought down the cost of owning an American-styled ute quite substantially. At the same time, the rise in the pricing of highly specified Japanese-styled utes to levels around $75,000 to $85,000, has reduced the gap, with the pricing structure increasing some examples to well over $100,000.

DELIVERY ISSUE 84

A major factor in favour of optioning up to a RAM is the ability to tow 4500 kg trailers. This legalises the towing of caravans, boats and horse floats that collectively exceed the standard ute manufacturers’ average weight limits of 3000 to 3500 kg. Police forces and state motor vehicle registration authorities are increasingly concerned over the number of motorists towing trailers that exceed the legal limit for the towing vehicle. It becomes a matter of safety, not only for the driver and passengers of the towing vehicle, but for all other road users with which the illegal combination shares the road. The situation now is that on-the-spot inspections are resulting in hefty fines for those thinking the regulations don’t apply to them. Such is the rapid acceptance of the RAM brand that the production line at the company’s Melbourne manufacturing facility in Clayton South is now operating 24 hours a day, five days a week. The new production line is 130 metres long and 21 vehicles are worked on simultaneously, with less than 24 hours needed for each vehicle to run the length of the production line. Total production has jumped to an expected 16 vehicles per day coming off the production line in order to satisfy the ever increasing demand demand for an alternative to the now highly priced Japanese styled ute. “This is not just great news for RAM, it is also a fantastic achievement for the Australian automotive industry and shows the world our automotive and engineering industry is open for business,” says Stewart. Having experienced a RAM 2500 at first-hand through running it on the Delivery and PowerTorque vehicle fleet for 18 months and 50,000 km, we’ve established the typical operating costs for the 6.7-litre Cummins-powered 2500

RAM 1500 (See Part 2 of this feature). Now it’s time to create some quantifiable data covering the 5.7-litre petrol V8 to provide assistance to those considering the latest RAM addition to the range in the form of a 1500 Dual Cab or Laramie. Fresh on our vehicle fleet is a RAM 1500 Laramie from Alan Mance RAM of Footscray, in Melbourne’s west. The plan was to arrive at 3.30pm but due to aircraft delays in Brisbane it was 7.30 pm before we arrived, with the aim of heading straight off to Sydney then north to Airlie Beach the following day. It says a lot for the enthusiasm of the dealership that RAM Trucks sales specialist Leo Parisi was prepared to wait patiently and complete an effective and comprehensive handover of the vehicle before he headed off to join his family for a late dinner. Straight into the 1500, and with the Laramie cab the initial feeling was that everything was similar to the 2500 Laramie − just more compact, due to the lower overall height and 200 mm shorter overall length. RAM Boxes, plus a tri-fold tonneau cover, are a unique part of the RAM spec and provide a genuine advantage with space for shopping, tools and emergency gear within easy reach by opening the side lockers. Another plus is the rear cargo barrier that can be used to separate sections of the cargo area or extend the deck length out to the edge of the tailgate when opened, capturing the load and preventing it from moving. With a tare weight of around 2650 kg, the 1500 Laramie is basically 1000 kg lighter than our 2500 Laramie, 200mm shorter and slightly narrower through a lack of necessity for wheel arch extensions. It shows its svelte ability by being more responsive off the mark, thanks to the characteristics of its 5.7-litre petrol V8 and an overall lighter feel. There’s no commonality in chassis design between the 1500 and 2500, but the cabin is identical in the Laramie versions. The dual cab Express option on the 1500 is shorter in depth (mainly between the ‘B’ and ‘C’ pillars) and lacks items such as leather seats and other high-end equipment inclusions. The lighter 1500 has a bed

length of 1712 mm, and a height to the roof of 1917 mm. The 2500 dimensions come in at an increased bed length of 1939 mm, a width of 2009 mm and a roof height of 1974 mm. The big appeal of the RAM comes for those wanting to take a legal and safer approach to towing. If you tow a big, and I mean ‘BIG’, boat then you’ll probably be doing so with a pintle hook connection where you can take advantage of a towing capability of 6,942kg with the 2500 and, as mentioned, the conventional towball connectivity along with a commitment to a 50mm ball for 3500kg and a 70mm ball for towing 4500kg. If you want to hit the 4500 kg towing mark with the 1500 you’ll need to spec’ up for the higher (numerically) diff ratio of 3.92:1. If you are not going to tow over the 3500 kg limit you’ll be opting for the 3.21:1 ratio diff that will improve fuel economy by a claimed 2.3 L/100 km for the combined cycle at 9.9 L/100 km versus 12.2 L/100 km. In our first introduction to the 1500, we ran up the Hume Highway from Melbourne to Sydney returning 12.0 L/100 km. The subsequent trip from Sydney to Airlie Beach returned 11.2 L/100 km. The total journey distance was 2771 km with an average journey speed of 91 km/h. Although the RAM 1500, 2500 and 3500 can legaly be rated to tow 3500 and 4500kg trailers on a tow ball, only the 2500 and 3500 can offer the additional pintle hook option. The GCM of the 1500 does not extend to enable the use of a pintle hook for higher trailer weights. Although both feature a tow haul option to alter the shift ratio patterns through the automatic transmissions (sixspeed on the 2500 and eight ratios on the 1500), only the 6.7-litre diesel can offer the benefit of an exhaust brake to control downhill speed independently of the service brake system. If you are shifting big weights, it’s a great benefit to have on board. The additional tare weight of the 2500, or its larger stablemate the 3500, does enable a towing combination to sit better on the highway. Stay with us over coming issues for more details on our evaluation of the 1500 as we settle in to a brand that has the ability to significantly shake up the existing competition with higher specifications and greater appeal.

DELIVERY ISSUE 84

FEATURE

LIVING THE DREAM Deliveryâ&#x20AC;&#x2122;s RAM 2500 turns 18 months old and celebrates 50,000 kilometres of spectacular motoring.

DELIVERY ISSUE 84

RAM 2500

hen RAM Trucks started production with the American Special Vehicles’ remanufactured 2500 and 3500 models in Australia, existing members of the ute brigade didn’t expect such an onslaught − both in terms of the product itself and its highly attractive pricing at the top end of the market.

Australians keen to experience the American dream of owning a RAM as good, if not better-made, as those on sale in the US, finally had something to compare with the long-standing Toyota LandCruiser. And when it came to pricing, RAM specification made the LandCruiser look second-best. The reason for the huge rise in RAM popularity in Australia is American Special Vehicles (ASV), the official factorysupported RAM Trucks Australia specialist. Ute fans seeking a bit of American muscle no longer had to contend with conversions where quality was dictated by cost rather than taking the engineering high ground. Implementing engineering standards to rival the original manufacturing quality of assembly and fit-and-finish of panels, the RAM Trucks onslaught into the Australian market had begun.

It has been a huge result for RAM, in terms of both credibility and value. The big leveller for ute buyers in this category is towing ability. Rated from new as capable of towing 3500kg (on a 50mm towball) or 4500kg (on a 70mm towball), the RAM 2500 and its heavier-duty RAM 3500 sibling gave the punters what they wanted in providing the perfect tow vehicle. When fitted with a pintle hook, the towing limit rises to 6.9 tonnes. RAM was delivering in spades where the competition was struggling, and without any need for expensive aftermarket conversions. Delivery’s RAM 2500 arrived in July 2017 and from day one was used for long-haul driving that regularly clocked 3000 to 4000 km a week. In answer to the first question ever asked by a passer-by – “How thirsty is this big Yank?” – we could always show captures of the onboard diagnostics and record-keeping that indicated an initial 9.9 litres/100 km for a 1200 km run from Airlie Beach down to Toowoomba. Longer distances and higher speeds fitted in with the running-in of the engine and driveline, and with more weight on board the fuel economy settled down to average 10.4 to 10.8 L/100km, while in genuine mixed driving, fuel consumption figures of 13L/100km were more typical.

DELIVERY ISSUE 84

FEATURE Towing a four-wheeled close-coupled trailer of two tonnes kerb weight brought fuel consumption up to 13.4L/100 km, suggesting a large-capacity 6.7-litre Cummins diesel engine that produces 1084 Nm of torque is actually very frugal when mated to a six-speed, double overdrive automatic transmission. The onboard engine diagnostic system monitors oil quality and oil life, fuel filter life and also the amount of engine idle time as a percentage of the overall driving time. In the subtropical climate of North Queensland thereâ&#x20AC;&#x2122;s a tendency to keep engines idling for longer periods to run the air/con while waiting for someone or something and this is also logged in the data storage. The 50,000 km of total distance travelled over 18 months equated to a total engine on time of 807 hours, of which driving time was 738 hours and idle time comprised 69 hours. As our fuel consumption figures take into account total operating hours itâ&#x20AC;&#x2122;s interesting to note that real time economy is actually almost ten percent better than our figures show if excluding idle time from the equation. This provides considerable justification for the increasing fitment of idle stop/start systems in modern vehicle design. It was to be expected that as a new vehicle entering a vast country, there would be a series of vehicle upgrades completed by dealerships around the country, usually timed for completion during regular service intervals. These included a revised front-left suspension strut that provides improved adjustment for toe-in, camber and castor angle that refined the straight line and cornering ability; plus there were several electronic upgrades that improved durability, such as a tailgate lock actuator replacement. The only non-scheduled warranty upgrade was the investigation of an airbag warning light that illuminated, together with the replacement of the original water pump as a component upgrade â&#x20AC;&#x201C; not the result of a failure.

DELIVERY ISSUE 84

RAM 2500 A three year/100,000 km warranty is complemented by general servicing at 12,000 km intervals including the standard expectation of parts replacement − a fuel filter/ water separator ($273.42), sump plug ($39.56), air filter ($101.10) and oil filter ($62.43). Oil drain intervals are slotted in at 24,000 km periods, and with 11 litres of engine oil, that can add a further $143.00 at dealer mark-up. Some concerns have been expressed by onlookers about the use of AdBlue, all of which are based on not being familiar with its use. AdBlue is a fluid that has its own holding tank and is injected into the downside of the exhaust system to reduce NOx emissions. Topping up the 27-litre AdBlue tank is necessary only at 12,000 km intervals and it’s just like refilling a windscreen washer reservoir. AdBlue is available at any reasonable truck stop.

“We see a great future ahead for RAM Trucks and American Special Vehicles in the Australian market”

Turning to the topic of tyre life, the RAM 2500 came shod with Nexen Rodian AT PRORA8 light truck tyres sized as LT275/70R18. At the 50,000km mark we ran our depth gauges over the tread of each tyre finding a very even wear pattern across the width of the tread area of 6mm depth on both front tyres, and 7mm tread depth on each of the rear tyres. These figures result from regular tyre rotation at 12,000km intervals, together with a full wheel alignment and balancing. The original tread depth figure is 11mm, showing that there is plenty of life left to come. Having enjoyed the RAM 2500 tremendously, Delivery is now subjecting its sibling, the 1500, to the same in-depth scrutiny, to report on how a petrol V8 of 5.7-litres can compare to the exceptional strength and fuel efficiency of the Cummins 6.7-litre. Either way, we see a great future ahead for RAM Trucks and American Special Vehicles in the Australian market.

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4X2 UTES AND CHASSIS CABS Variants

FORD

Price $

SPECIFICATIONS

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

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

1259 kg 1476 kg

5H 5H

XL Super Cab Cab Chassis Hi-Rider

36,190

Dsl/4T/2.2L

7.8

118 @ 3200

385 @ 1600-2500

1417 kg

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

1355 kg 1230 kg

5H 5H

XLT Double Cab Utility Hi Rider Utility Hi Rider

50,390 51,890

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

8.2 6.7

147 @ 3000 157 @ 3750

470 @ 1750-2500 500 @ 2000

6a 10a

5 5

1069 kg 1101 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

FOTON

Max Tow: 2500 kg - 3500 kg depending on model.

TUNLAND TK Dual Cab Utility

26,990

Dsl/4T/2.8L

8.7

130 @ 3600

365 @ 1600-3000

1025 kg

N/A

310 @ 1800-2800

1198 kg

N/A

Questionable product support by a very weak import operation makes ownership dubious. Service Inter: 10,000 km Warranty: 3yrs-100,000 km

GREAT WALL

Max Tow: 2500 kg

STEED K2 Single Cab Chassis

18,990

Ptrl/4T/2.0L

8.2

110 @ 4000

Now backed by a full factory operation with HAVAL, quality is improving but re-sale pricing could be a problem. New ute range will shortly arrive in Australia. Warranty: 3yrs-100,000 km

HOLDEN

Max Tow: 1700 / 2000 kg

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

1135 kg

LTZ Crew Cab Pick-Up

42,490

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 2000

6m/6a

1116 kg

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

DELIVERY ISSUE 84

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

1349 kg

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 7.8 7.8

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

7.8

130 @ 3600

430 @ 2000-2200

1014 kg

LS-U High Ride Duel Cab Ute

44,100

Dsl/4T/3.0L

7.8

130 @ 3600

430 @ 2000-2200

1024 kg

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: 6yrs- 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

1470 kg 1470 kg

N/A N/A

Genio Single Cab

21,990

Dsl/4T/2.2L

8.6

88 @ 4000

280 @ 1800-2800

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

1212 kg

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 84

5H 5H 65

4X2 UTES AND CHASSIS CABS Variants

NISSAN

Price $

SPECIFICATIONS

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

NAVARA RX Single Cab Chassis King Cab Chassis Dual Cab Ute

25,990 28,490 33,490

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

6.4 6.4 6.4

120 @ 3750 120 @ 3750 120 @ 3750

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

6m 6m 6m/7a

2 4 5

1356 kg 1256 kg 1100 kg

5H 5H 5H

ST Dual Cab Ute

40,190

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

1056 kg

ST-X Dual Cab Ute

44,990

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

1019 kg

Navara is back on track after suspension upgrades and model refinement have improved 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

1000 kg

New Tough Truck image with the Rugged models is raising more interest as HiLux is holding its position against strong competition in the higher priced segment. 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 Dual Cab Chassis TDI450

46,990 50,690 53,190

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

7.2 7.9 7.4

103 @ 3500 132 @ 4000 150 @ 4000

340 @ 1750-2500 400 @ 1500-2000 450 @ 2400

7DSG 6a 6m/7a

2 5 5

1416 kg 1262 kg 1082 kg

N/A 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

DELIVERY ISSUE 84

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

LDV G10

33,990

Ptrl/4/2.0L

11.7

165

330

9 6a

743 kg

Executive

38,990

Ptrl/4/2.0L

11.7

165

330

743 kg

V Class V220 V250

80,078 93,849

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

6.3 6.4

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

790 kg

MERCEDES BENZ

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

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: 5yrs/ Unlimited

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

N/A

Warranty: 5 yrs / Unlimited km DELIVERY ISSUE 84

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

1331 kg

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

1267 kg 1115 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

1262 kg 1205 kg 1136 kg 1082 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 6a

4 4

1054 kg 1022 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

988 kg 1003 kg

5H 5H

XLS Double Cab Pick Up

49,190

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

1009 kg

Wildtrak Pick Up Pick Up

60,790 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

940 kg 954 kg

5H 5H

Raptor Pick Up

75,390

Dsl/4TT/2.0L

8.2

157 @ 3750

500 @ 1750-2000

10a

758 kg

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

1025 kg

N/A

2 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 24,990

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

Warranty: 3yrs-100,000 km

DELIVERY ISSUE 84

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

1041 kg

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

1000 kg

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

1319 kg

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 1164kg 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

1049 kg

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

1005 kg

LS-T Dual Cab Utility

54,700

Dsl/4T/3L

7.9

130 @ 3600

430@2000-2200

1024 kg

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 84

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

875 kg

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 2080kg 1780kg 1940 kg 2080 kg

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

Genio Single Cab Chassis

21,990

Dsl/4T/2.2L

8.6

88 @ 4000

280 @ 1800-2800

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

1096 kg

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

50,400

Dsl/4T/2.3L

7.8

120 @ 3750

403 @ 2500

1056 kg

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 Progressive Ute Power Ute

73,270 79,415

Dsl/4T/3.0L Dsl/6T/3.0L

N/A N/A

190 @ 3400 190 @ 3400

550 @ 3200 550 @ 3200

7a 7a

5 5

965 kg N/A

N/A N/A

DELIVERY ISSUE 84

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

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

82,470

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

N/A

74,680

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

6/7opt

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

86,970

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

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 84

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 Chasis 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

1221 kg 1126 kg 1093 kg 950 kg

5H 5H 5H 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

GLS Double Cab Pick-Up

44,490

Dsl/4/2.4L

7.9

133 @ 3500

430 @ 2500

6m/5a

918 kg

GLS Premium Double Cab Pick-Up

51,990

Dsl/4T/2.4L

8.6

133 @ 3500

430 @ 2500

858 kg

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

1193 kg

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

790 kg

N/A

ELX

35,990

Dsl/4T/2.2L

8.6

133 @ 4000

400 @ 1400-2800

790 kg

N/A

Ultimate

39,990

Dsl/4T/2.2L

8.6

133 @ 4000

400 @ 1400-2800

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.

DELIVERY ISSUE 84

Renault VANS

Always deliver. Variants

TOYOTA

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

HILUX Workmate Single Cab Chassis Extra Cab Chassis Double Cab Chassis Double Cab Ute

36,990 42,490 44,490 43,990

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

7.8 8.6 8.6 7.4

110 @ 3400 110 @ 3400 110 @ 3400 110 @ 3400

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

6m 6a 6a 6a/6m

2 4 5 5

1225 kg 1110 kg 1085 kg 955 kg

5H 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: 5yrs/Unlimited 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

1235 kg

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

43,090 44,590

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

8.4 8.4

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

46,090 47,590

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

8.9 8.9

132 @ 4000 132 @ 4000

420 @ 1750 420 @ 1750

8a 8a

5 5

1033kg 1033kg

N/A N/A

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

52,590 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 976 kg 933kg

N/A N/A N/A

TDI580 Ultimate Dual Cab Ute

72,790

Dsl/V6/3.0L

8.9

190 @ 4500

580 @ 3000

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 84

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

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 6.7

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 5H 1301 kg 6.83 cu.m 5H

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: 5yrs / Unlimited km

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

*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

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

DELIVERY ISSUE 84

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 84

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

1302 kg 5.8 cu.m 1240 kg 6.9 cu.m

5H 5H

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

44,870 48,320 53,980 55,680

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

6.4 6.5 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

6.1 6.1

120 @ 3800 120 @ 3800

380 @ 1400-2400 380 @ 1400-2400

7a 7a

2 2

1140 kg 5.8 cu.m 1078 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 1064kg 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/2.1L 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

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

52,080

Dsl/4TT/2.1L

N/A

84 @ 3800

300 @ 2200

6m/9a

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 RWD Lwb RWD Extra Lwb RWD

61,679 65,315 67,890

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

3 5 5

1931 kg 1751 kg 1703kg

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 @ 2400 440 @ 2400

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

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

2136 kg 1944 kg 2417 kg

N/A N/A N/A

519 CDI Mwb Lwb

72,434 76,069

Dsl/6T/3.0L Dsl/6T/3.0L

N/A N/A

140 @ 3800 140 @ 3800

440 @ 2400 440 @ 2400

7a 7a

2 2

2094 kg 1905 kg

N/A N/A

SPRINTER

319 CDI Mwb RWD Lwb HR* 411 CDI Mwb FWD

2-3 opt 1409 kg 9.0 cu.m N/A 2-3 opt 1229 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

2-3 opt 1891kg 14 cu.m 2-3 opt 1712kg 15.5 cu.m

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 84

*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

Trans- Seats mission

Payload

ANCAP Safety

KANGOO Swb Maxi Crew

24,490 27,990 30,490

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

32,990 35,490 38,490 37,490 39,990 43,490 47,490

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

6.2 6.6 6.2 6.2 6.2 6.6 6.2

66 @ 3500 85 @ 3500 103 @ 3500 85 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500

260 @ 1500 300 @ 1500 340 @ 1500 300 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500

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

3 3 3 3 6 3 6

1235 kg 1235 kg 5.2 cu.m 1237kg 5.2 cu.m 1192kg 1274 kg 6.0 cu.m 1118 kg 4.0 cu.m 1118 kg

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

TRAFIC SWB Trader Life SWB 85 SWB 103 LWB 85 LWB 103 CREW 103 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-Unlimited km

TOYOTA

Max Tow: Kangoo 1050 kg/Trafic 2000 kg/Master 2000kg

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. Warranty: 5yrs-Unlimited km DELIVERY ISSUE 84

LIGHT TRUCKS Variants

SPECIFICATIONS

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

79,950 99,950 139,500 144,350

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: 5yrs / Unlimited km

Max Tow: 3500 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

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

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 84

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

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 Short Tipper 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 84

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

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 84

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

57,549 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

46,990

Dsl/4T/2.0L

103 @ 3500

340 @ 2500

DSG

3000 kg

TD1400 LWB Cab Chassis Double Cab FWD

50,090

Dsl/4T/2.0L

132 @ 4000

400 @ 2000

DSG

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 84

ISUZU’S RE A DYTO-WORK RANGE #1 Traypack

#2 Tipperpack

The takeaway truck. When you order some trucks, you have to wait around 12 weeks for a body to get built. But our Ready-to-Work models are good to drive away the day you buy them. That’s why we call them takeaway trucks. And our menu includes the Traypack, Tipperpack, Tradepack, Vanpack and Servicepack X. So no matter what your appetite or application, you’ll find a choice that hits the spot. Find out more at isuzu.com.au or visit your nearest Isuzu Truck Dealer now.

FSA/ISZ12422

#3 Tradepack

#4 Vanpack

#5 Servicepack X

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 30,990 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 30/09/19. 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.