DELIVERY MAGAZINE Issue #85 August/September 2019 by Motoring Matters Magazine Group

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

www.deliverymagazine.com.au ISSUE 85 AUG/SEP 2019 RRP: $8.95

ISSUE 85 AUGUST / SEPTEMBER 2019 Delivery Magazine is an AfMA Strategic Alliance Partner

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8 A Change in the Wind Neil Dowling looks at the LCV options for alternative fuel

16 Korean Kapability SsangYong changes the ground rules with its new Musso

22 Chinese Trailblazing LDV adds extra interest to its T60 ute range

28 Boxing Clever Toyota surpasses all expectations with the all-new HiAce

36 Optioning Up Triton GLX+ holds its own in the ute brigade

40 Sporty by Design Bringing sports-truck looks to the trade and leisure market

42 News and Reviews HSV’s SportCat takes the street cred’ from Ford’s Ranger

44 Evasive Action

SPECIFICATIONS

Weighing up the pros and cons of suspension upgrades

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

50 A Combination of Talent The AFMA 2019 Conference shows the how to keep ahead in management

54 The Ram Report With three engine options, which is the best for you?

58 Ready and Waiting Isuzu gives the customer what they want, when they want it

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - S tuart Martin, Brenton O’Connor, Ed Higginson, Warren Caves, Scott Murray, Neil Dowling. Photography - T orque It Up, Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: info@motoringmatters.com.au Website: www.deliverymagazine.com.au

Delivery Magazine is published by: Motoring Matters Pty Ltd Advertising Enquiries National Business Development Manager Delivery Magazine Email: advert@deliverymagazine.com.au Telephone: +61 (0) 7 4946 4658 Website: www.deliverymagazine.com.au Newsagency distribution 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.

AUG/ SEP

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Chris Mullett

EDITORIAL

he pace of progress of vehicles running with alternative fuels and offering electric and hybrid solutions is something that seems to have suddenly broken through from a position of being a discussion item for the long-term future. The importance of finding low or zero-emission solutions is rapidly becoming an option that transport operators must consider seriously for introduction in the short term.

more road infrastructure, as traffic congestion historically will grow to match the available road network.

Australian operators have yet to be affected by access bans to city centres and restrictions to daytime deliveries in urban areas on the grounds of congestion, noise and exhaust emissions. Meanwhile, their counterparts in some European cities are already changing their fleet to incorporate electric, hybrid or LPG/CNG drivetrains in order to execute supplies to the centre of major cities. Their operations are scheduled for late night deliveries, and warehousing in particular for supermarkets is able to accept incoming vehicles with staff rostered on to accept the incoming loads.

Contrast this display of finding solutions for future transport requirements with the vehicles exhibited at the recent Brisbane Truck Show and a visitor from Europe could easily have formed the impression that they had stepped back in time, by at least five years, to visit a nation unaware of climate change.

When Sydney hosted the Olympic Games in 2000 truck deliveries were scheduled for night time, reducing traffic congestion through the day. The implementation of these access restrictions worked extremely well, despite initial resistance by the loading dock staff that were not too keen on working past their usual 5.00 pm timeslot. As soon as the closing ceremony heralded the end of the Olympics, access restrictions were removed and truck drivers went back to sitting in heavy traffic congestion through the day, while loading-dock personnel went home in time for their evening dinner. In an approach to solving traffic congestion Australian cities are going to have to consider extended opening hours for shops and offices to accept deliveries. Operators will have to consider making those deliveries in near-silent vehicles with either zero or close to zero-pollution levels to improve health and climate conditions for those living in inner-city housing. Municipal operations will be using vehicles with electric, hybrid or alternative fuel sources for their road sweepers, refusedisposal operations and EWP (Elevated Work Platforms) that service lighting and other overhead infrastructure. Whether you are personally an advocate for a greener and cleaner environment or prefer to remain in denial of climate change, the operational requirements for inner-city vehicle transport is going to change and there’s every likelihood that change will now be rapid. While currently it’s the customer that is driving the early adoption of Euro6 vehicles, Australia will have to follow the path of European cities to implement this level of change. There is no alternative of solving the problem by building 6

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The IAA Commercial Vehicle Show in Hannover last year was a showcase for alternative driveline technologies, and it was applicable across the board, from small light-delivery vans to medium and large vans, municipal fleet vehicles and local and intrastate delivery trucks.

With Euro5 emissions vehicles still available from most manufacturers, the significance of Euro6 was left to companies like MAN, Mercedes-Benz, IVECO and Scania to illustrate their willingness to improve the environment and to reduce unnecessary pollution. It’s the task of magazines such as Delivery and PowerTorque to report on new technologies and trends that will improve efficiency and reduce fatigue, while reducing the impact that the human race is having on the global environment. It’s the task of the Federal and State and Territory governments to oversee the environment and limit the damage caused unnecessarily and to protect its population. From September 2015, all new vehicles sold in the EU countries must be Euro6 compliant. Australia has yet to confirm a date for reciprocity, with a suggestion of implementation being unconfirmed at 2025, a decade after Europe. In your planning for fleet replacement, expand your horizons to include these incoming technologies and ensure that your company stays abreast of impending change. It’s ironic that while long-distance road-train operators are using Euro6 vehicles crossing wide expanses of open desert in this country, some inner-city operators are still running pre 1996 vehicles. Not only are these vehicles non-compliant even with Euro1, neither are they providing established safety standards for their occupants, with the chance of dying in a vehicle more than 15 years old being four times higher than in a vehicle less than five years old. Australian transport operations are the envy of many countries for their efficiency and professionalism. It’s now time to take those levels to the next standard. As always, from all our team, thanks for joining us and enjoy the drive. Kind regards Chris Mullett, Managing editor and publisher.

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FEATURE

A CHANGE IN THE WIND Neil Dowling looks at the LCV options for alternative fuel

he frenetic scramble to replace fossil fuels in the transport industry has seen an accelerated development of electric trucks that have gone from a pipe dream a decade ago, to trials and now sales.

Globally, the choice is expanding monthly. More entrants are being added to the international EV list of LCVs although the introduction to Australia is painfully – some say embarrassingly – slow.

For a power plant that was derided for its battery-hungry driving range and excessive vehicle weight, the electric motor is now firmly in the grasp of every global truck and light-commercial vehicle manufacturer.

Fiat recently reported that its Ducato van would go on sale in Europe as an EV from 2020. The Ducato Electric will be available early next year with the same range of body variants as its diesel equivalent, with load volumes from 10-17 cubic metres and a maximum payload of 1950 kg.

The more players, the bigger the market and that may mean a growing EV, hybrid, fuel-cell and gas-fuel range from which commercial operators can choose. Currently, EVs in Australia’s light-commercial vehicle (LCV) sector are headed by the major player, the Renault Kangoo ZE. 8

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Its electric motor is rated at 90 kW and 280 Nm with a potential range of up to 360 km, although this has yet to be officially tested. The Ducato is based on the same body as the Peugeot Boxer and Citroen Jumper, but gets a Fiat Chrysler

ALTERNATIVE FUELS

Automobiles group drivetrain. Its French counterparts will have drive provided by outside supplier BD Auto. Mercedes-Benz hinted in 2017 that its Sprinter and Vito vans would be available with electric propulsion as soon as late 2018.Now the company says that while the eVito and eSprinter have launched in Germany, series production has yet to be ramped up. Mercedes-Benz Vans PR and Corporate Communications Manager Blake Vincent told Delivery that the intention is to make the electric vans offered to all customers including those in key markets outside of Germany. But he said production availability specifically for Australia was still not known. “We expect there to be interest in Australia,” he said.

“We already receive inquiries about electric vans from major Australian fleet companies who are looking to improve efficiency and sustainability in their operations. “Initially only one electric van was planned, but now both Sprinter and Vito are available, which only strengthens the potential and our interest in launching locally.” The eVito has an 85 kW and 300 Nm motor that can be configured for urban and semi-urban duties, with a top speed of 80 km/h or 120 km/h. It has a 990 kg payload and the two wheelbases allow a cargo volume of 6.0 cubic metres or 6.6 cubic metres.

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FEATURE The eSprinter has the same motor and a GVM of 3500 kg. It has a 10.5 cubic metres cargo volume and 900 kg payload with a 150 km range. Mercedes-Benz in May showed its concept EQV, an all-electric van that can will be available as a cargo van for delivery and can be configured to an eight-occupant people mover. It is planned to be shown as a preproduction vehicle at the Frankfurt motor show later this year in Germany and then expected to start full-scale production for a 2020 launch. The EQV has a front-wheel drive 150 kW electric motor claiming a top speed of 160 km/h and a range of 400 km and can be charged in 15 minutes for a 100 km range. As a people mover designed for luxury business-class transit, it will seat between six and eight occupants and be ideal for limousine services such as airport transfers. The benefits of an EV were recognised in 2014 by Germanyâ&#x20AC;&#x2122;s primary postal service Deutsche Post DHL that wanted an urban EV van so much that it bought a start-up company, StreetScooter. Under Deutsche Post, more than 9000 StreetScooters were made in addition to the companyâ&#x20AC;&#x2122;s EV fleet of 12,000 e-bikes and e-trikes for post and parcel deliveries.

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StreetScooter has now been put up for sale by Deutsche Post, as it recognises the growing choice of EV vans from rival manufacturers. However, ahead of the sale it is planning a fuel-cell addition to its 10 cubic-metre capacity, 4.25-tonne van to extend the range. Australia Post is trialing four Renault Kangoo ZE vans but its attention this year seems more focused on smaller vehicles. It has ordered 1000 Swiss-made e-trikes for letter and parcel deliveries after successfully using 100 last year. These will be in addition to the order for 4000 e-bikes, taking the number of two-wheeled EVs to 5980 within three years. Renault Australia said an updated Kangoo ZE will be launched later this year and, in 2020, it will be joined by an all-new Zoe EV hatchback. A Renault Australia spokesperson said there are no plans to expand the EV range beyond these two models. Renault makes an electric Twizy (quad-cycle) called the Cargo for inner-city small-parcel delivery; the Kangoo ZE; Commercial Zoe (a cargo version of the Zoe hatch); and the large Master ZE with a 200km range.

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FEATURE Outside the perimeter of Australia there are EV LCVs from PSA Groupeâ&#x20AC;&#x2122;s Peugeot - the larger Boxer - and Citroen with its Boxer clone, the Jumper - available in Europe and the UK. PSA also plans more EV vans, with the Peugeot Expert and Traveler (Citroen Dispatch and SpaceTourer) due as EVs next year, and with versions made for Vauxhall and Opel wearing the Vivaro nameplate. Citroen and Peugeot will also introduce EV versions of their respective Berlingo and Partner vans in Europe in 2021. The Australian distributor for Peugeot and Citroen, Inchcape, has said previously that it wanted to expand the range of LCVs and these EVs could be on the list of future models. FedEx in the US has also moved to adopt EVs for its commercial and residential pick-up and delivery services, ordering 1000 Chinese-built mid-size vans through US fleet management company Ryder System Inc. The Chanje vans, made by EV vehicle manufacturer FDG in China, carry a 2.7-tonne cargo, have a capacity of 19 cubic metres and can travel 240 km on one charge. Manufacturers appear ready to launch EVs in Australia but are held back by the apparent apathy displayed by local buyers. This is despite the Clean Energy Finance Corporation (CEFC) in November 2018 holding a proactive event in Melbourne for fleet buyers to test EV vehicles, predominantly cars.

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The CEFC said 47 percent of attendees said they planned to add EVs to their fleets and of those, 38 percent wanted the electric vehicles within three months. Those who sought LCVs may take heart - and a lot of patience - to be aware that Chinaâ&#x20AC;&#x2122;s SAIC plans to import its electric LDV V80-based van and new-comer, the small EV30 van. The EV30 will be first sold into the UK market - as the first right-hand drive version - early next year. It has a 280-400 km range depending on wheelbase and battery size. SAIC already sells an EV version of its large V80 van in the UK.

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LDV general manager for its Australian distributor, Ateco Automotive, Dinesh Chinnappa told Delivery that the EV30 and V80 EV were “hopefully” arriving in 2020. He said the V80 was already sold through Ateco in New Zealand but was held back from the Australian market because it had to comply with the more stringent ADR compliance. The home-grown EV start-up, ACE-EV Group, plans sales of its Cargo, Yewt (as in “ute”) and Urban city (small hatch) delivery EVs from next year from a manufacturing facility in Adelaide. ACE-EV is an Australian design and funded start-up company. The vehicles are made in flat-pack form in China and Taiwan and then assembled and mated with the drivetrain in South Australia. The ACE is designed for lighter duties than the SAIC EV30 and Renault Kangoo ZE, with the company aiming the 3.9 m long van at businesses such as florists, couriers and caterers. The delivery version, the Cargo, has a 150-200 km range at partial load. The payload is 500 kg and the van has a 100 km/h top speed. It can be charged via a home plug in eight hours. DELIVERY ISSUE 85

FEATURE ACE plans to assemble up to 100 vehicles this year in partnership with Adelaide truck-body manufacturer Aldom Motor Body Builders. The ACE vehicles will sell to businesses - not the public as yet - for about $40,000. The availability of EVs in Australia It couldn’t come fast enough. In the past five and a half years, LCV EV sales in Australia total just 31 units (according to Vfacts). In the same period, LCVs with diesel engines total 994,000 units. Given natural gas is plentiful in Australia, it seems remarkable that it has been sidelined. Much of the LCV market in gas vehicles was made up of Ford Falcon utes

that ended sales in 2017. Mercedes-Benz showed a prototype CNG-fueled Sprinter in Australia a decade ago but failed to bring it to market. LPG sales over the past 5.5 years total 2147 units with no sales in 2018 or 2019 to date. There are alternative-fuel options available, but few have been successful, either in sales or even passing the green-light from the factory rep in Australia. As the globe embraces EVs, the move from concept to reality provides a green and efficient answer to reducing pollution and embracing the need to counter climate change.

“As the globe embraces EVs, the move from concept to reality provides a green and efficient answer” 14

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FEATURE

KOREAN KAPABILITY SsangYong changes the ground rules with its new Musso – Chris Mullett reports

introduced the Musso nameplate with an all-new model reflecting all the advantages of the latest technologies, plus a few unique benefits for Aussie ute buyers.

he rise of Korean auto manufacturers in a global market has now reached the stage that brands such as Hyundai and Kia are first-thought contenders at purchase time. European styling, backed by tremendous levels of reliability and product support, such as a seven-year warranty, reinforces why a buyer will go for a trouble-free option and look no further when selecting their next purchase.

When launched in December, the Musso was the lightcommercial option amidst a selection of SsangYong products that included the Tivoli and Tivoli XLV, plus the Rexton SUV. Now, as a follow-on for this year, the company has added a long-wheelbase version called the Musso XLV. This keeps the same dual cabin and design forward of the cargo area, but offers a longer tray, a benefit that is unique to the Musso in this highly competitive segment.

With Australia being one of the major ute markets in the world, it’s perhaps a surprise that neither Kia nor Hyundai have made an entrée as yet into the ute category. That omission has worked in favour of fellow Korean manufacturer SsangYong, which last December re-

Before expanding on the features and benefits of the Musso XLV we’ll pause for a moment to consider one factor that might tip the balance of choice in its favour, enticing customers to the nearest of 40-dealer showrooms around the country.

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SSANGYONG MUSSO

“Being one of the major ute markets in the world, it’s perhaps a surprise that neither Kia nor Hyundai have made an entrée as yet” Here’s the deal, and it all comes down to product support and customer service. It’s called SsangYong 777 Care Cover and it provides a full seven-year, unlimited kilometre, bumper to bumper warranty applicable to all SsangYong vehicles supplied after September 1, 2018. Backing this is a comprehensive seven-year roadside assistance package. And here’s the final clincher, the 777 Care Cover programme applies equally to business use, as well as those in private ownership. So, now we have your attention, we’ll deal with the specifics of why the Musso could be a first thought alternative to the utes of Asian manufacturers, whether sourced from Europe, Japan, India or Thailand. Externally, the styling is on par with the competition. Its modern appearance with a high waist line is influenced by the ANCAP Five Star crash test rating that applies to all models and results in part from the high-sided tub that reenforces the cabin in the event of a rollover. With its extended wheelbase and longer tub dimension the overall length of the XLV models, at 5405 mm, is up from the standard Musso of 5095 mm, gaining its length

by extending the wheelbase from 3100 mm to 3210 mm, adding an extra 200 mm to the tray rearwards of the drive axle. In terms of volume, the larger tub of the XLV comes in at 1262 litres, with a length of 1570 mm, a width of 1610 mm and a depth of 571 mm. The same 2.2-litre, four-cylinder, turbocharged and intercooled diesel engine features through the ute range, matched to the choice of a six-speed manual or automatic transmission. With a dial-in, all-wheel-drive system and a locking rear differential there’s every reason to expect good off-road performance, aided by an industry-standard ground clearance of 215mm. The e-XDi220 engine also powers the Rexton, and for the Musso it delivers maximum power of 133 kW at 4000 rpm with a peak torque rating of 420 Nm from 1600-2600 rpm. The move to front and rear coil spring suspension by some all-wheel-drive ute models has improved ride and handling capabilities, especially when on the bitumen. What Musso XLV offers is a front coil spring with the choice of rear coil or rear leaf-spring alternative. The three XLV longer wheelbase and larger tub spec’ levels are designated ELX, Ultimate and Ultimate Plus. DELIVERY ISSUE 85

FEATURE

Of these, it’s the ELX that offers the multi-leaf, semielliptical rear spring suspension and a higher payload of 1020 kg. This gives the buyer a choice. You can go for load-carrying ability with a higher payload together with 17-inch rims and LT tyres, or with the Ultimate and Ultimate Plus you can go for volume, with a rear coil spring, 18-inch tyres, but a reduced payload of 800 kg. It also comes with a locking differential system to provide better traction on steep and slippery gradients, and to improve traction when towing on loose surfaces or wet grass. Delivery Magazine drove both examples of the coil and rear leaf-spring set-up over an extensive course of country bitumen roads and can confirm the ride quality of both when unladen is exceptionally compliant. For the most part there will be many drivers that don’t notice any discernible difference. There’s no roughness at all in the ride comfort and with obviously good attention to aerodynamics, the wind noise is minimal, with the body being secured to the chassis via eight body mounts and polyester (PET) wheel-arch linings. The engine bay also includes better sealing to improve sound, dust and waterproofing, while the fitment of larger rubber engine mounts helps reduce engine noise and vibration. Wind noise is reduced through the fitment of quadruplelayered sealing, while aerodynamically designed wiper blades prevent wind noise around the windscreen. 18

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At this stage it’s not been possible to run with quantifiable payloads, but that will be accomplished within a few weeks of the initial launch. There can be a reticence about accepting a new manufacturer at face value and many Australian buyers were financially stretched when owning a Great Wall and finding that customer service was simply a phrase in the company advertising. It’s important to understand that with SsangYong you deal with a manufacturer from South Korea with a history as an original equipment manufacturer that spans 65 years. With 20 percent of the current SUV market in South Korea, SsangYong is also the nation’s third-largest auto maker.

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FEATURE

Australia is the first overseas market where SsangYong has established a company-owned sales and marketing network, using independent distributors in other countries. Our love affair with the ute is undoubtedly one of the influencing factors, but also the South Korean auto maker obviously feels comfortable with the Aussie psyche. Export director Mr Dan Rim told Delivery Magazine that following on from the Musso launch, SsangYong would be releasing at least one new model each year. It’s challenging to compare ute models on the Australian market, as if all the contenders were lined up with their badges removed the majority of buyers would not be able to pick the different makes, such is their similarity. What does stand out comes under the category of product sophistication. With the gestation period for a new vehicle in many case being three or four years, the Musso is competing against many contenders that are running low on shelf life, with designs that were penned over a decade ago. Musso, by these standards, is a relative newcomer and consequently the design features and quality of assembly are a generation ahead of models such as the Mazda BT-50, Ford Ranger, Isuzu D-Max and the current Toyota HiLux.

Whereas the other models have added safety features through the years, Musso comes into being with a wide range of standard features. Benefits such as Autonomous Emergency Braking, Lane Change Assist, Rear Cross Traffic Alert, Blind Spot Detection, Front Vehicle Start Alert and a 360-degree camera are all available, dependent on model selected. Also included is an infotainment system that includes Apple CarPlay, Android Auto and Bluetooth connectivity. While the stylists of car makers wax lyrical about influences and gestures of styling nuances, for the most part the rest of us just look at a ute and reckon it’s either OK or ugly. Musso is better than some and not worse than others, which we reckon is a plus for the brand. The tub area is large enough to carry a Euro pallet and it comes already wired with 12V/120W power outlets, and conveniently positioned hooks to help strap down loads. The ELX standard trim level is with fabric seats, the Ultimate adds endure-Lite seats that are both heated and vented, while the range-topping Ultimate Plus adds powered leather seats with heating and venting. The second row of seats is designed for three passengers to travel comfortably with plenty of leg and elbow room. With new technologies and features, the new SsangYong Musso XLV offers high levels of safety for all occupants. With the high-strength steel construction of its Quadframe, the vehicle starts with a superbly stiff chassis, achieved by using 1.5 Gpa-grade ultra-strength steel. This not only gives greatly improved body strength but also reduces weight. For Delivery readers that are into suspension design, having a stiff chassis enables the engineers to tune the suspension by paying attention to springs and dampers.

DELIVERY ISSUE 85

If the chassis manages to flex, that movement makes it difficult to establish a perfect suspension tune.

SSANGYONG MUSSO

The Musso also features impact absorbing elements in the steering wheel and steering column to minimise injuries from a frontal collision, while the structure and materials employed in the front are designed to improve pedestrian safety. Other features include auto closing - automatic doorlocking when the key is carried away from the car; easy access - the automatic adjustment of the driver’s seat position when the door opens; dual-zone fully automated air-conditioning with fine dust filters; and a 12V/120W power outlet in the cargo deck area. With all the advanced features and benefits present through the model range, buyer preference will come down to how it drives on the road. Delivery road testers spend huge amounts of time behind the wheel evaluating different products and it’s our view that Musso is in many areas ahead of the competition. It’s also very price competitive with drive away pricing across the range. The XLV manual will be available from $33,990 while the automatic version will cost $35,990. The Ultimate will start from $39,990 and the Ultimate Plus will cost $43,990. Available options for the Ultimate Plus are 20-inch alloys and sunroof and there will soon be a collection of accessories such as ladder racks, canopies and bull bars available. If you are in the market for a new ute, add the Musso to your shopping list.

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FEATURE

CHINESE TRAILBLAZING LDV adds extra interest to its T60 ute range. – Report by Warren Caves, Images by Torque it Up

he hotly-contested dual-cab 4x4 market has seen its fair share of contenders throughout the past few years with manufacturers all vying for their piece of this lucrative market.

In such a booming sector, it comes as no surprise to see new players entering the market for a slice of the sales pie. The LDV T60 initially entered the Australian market in dualcab 4x4 form in late 2017. As a manufacturer with relatively small brand awareness in Australia, the sales figures are quite encouraging for the T60 with sales since its release approaching 50 percent of some of its main competitors. Razor-sharp pricing for the T60 in comparison to its competition and the same, if not more, luxury inclusions are definitely points worth considering, although brand awareness and reputations for reliability and longevity take time to establish. LDV is part of the Shanghai Automotive Industry Corporation (SAIC), the largest vehicle manufacturer in China and making more than seven million vehicles in 2018, augmented by its joint-venture partnerships with General Motors and Volkswagen. Based on the range topping T60 Luxe model, LDV has recently released a limited-edition model of 650 units in the form of the Trailrider. The T60 Trailrider comes equipped with the same 2.8-litre turbo-diesel intercooled engine found throughout the range, producing 110 kW of power at 3400 rpm and 360 Nm of torque at 1600-2800 rpm. It can be specified with either an automatic or manual transmission, both offering six ratios. Standard inclusions for the Trailrider, and for the most part the T60 Luxe, are 19-inch alloy wheels shod with 255/55/19 Continental highway terrain tyres, true 4x4 with high- and low-range gearing, leather-trimmed power-adjusted seats and leather steering wheel, auto LED headlights, daytime running lights plus a 10-inch multimedia display unit with Bluetooth connectivity, Android Auto and Apple CarPlay. Keyless entry and starting make door opening easy for busy bag-laden hands. Also included, as in the Luxe version, is an on-demand rear diff lock. 22

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LDV In securing a 5-star safety rating, LDV has opted for no less than six airbags, ABS, electronic brakeforce distribution (EBD), disc brakes as standard all round, hill start assist, blind spot and lane departure warnings, tyre-pressure monitoring and hill-descent control. A 360-degree camera system is also included offering views to front, rear and sides as well as an aerial view of any lurking obstructions. This would be handy off road and even picked up my excitable dog wandering to the rear of the vehicle. For now, there is no autonomous emergency braking (AEB) feature.

Setting the Trailrider apart from the Luxe version and cementing its limited-edition status are the black alloy wheels, black grille and accompanying black nudge bar, plus a Mountain Top roller tonneau, black sports bars and tubular black side steps. Locally-fitted decals announce the Trailrider’s presence. As a show of commitment to local conditions and buyer expectations within our country, LDV has opted to contract suspension upgrades for the T60 Trailrider to local Australian suspension and handling developers.

“Razor-sharp pricing for the T60 in comparison to its competition and the same, if not more, luxury inclusions are definitely points worth considering” DELIVERY ISSUE 85

FEATURE

In a bid to fine tune the ride and handling of the vehicle, which had received some criticism in earlier versions of the T60, LDV tasked the Walkinshaw Automotive Group with developing a suspension uniquely calibrated to Australian conditions. LDV China worked closely with Walkinshaw, which, having recently developed the HSV Colorado Sports Cat, was well placed to design, test and calibrate a locallyaccepted upgrade that could be incorporated into the manufacturing process in China.

The marriage of the engine and transmission was reasonably harmonious with a small amount of confused cog-swapping at times. The centre console power and economy-mode buttons allow driving style adjustment to suit your load and mood, although the settings default back to normal mode every time the vehicle is switched off. The six-speed automatic as tested provides a double overdrive keeping engine speed low, perfectly suited for high-speed touring.

So how does the T60 Trailrider stack up? Over a weeklong test evaluation period the Trailrider was subjected to motorway driving with a bit of light gravel off-road work and a lot of secondary poor-quality rural roads around my locality (with due thanks as appropriate to the Wingecarribee council).

The locally-developed suspension retains a doublewishbone front and leaf-spring rear design and coped remarkably well with the pot-holed, patchwork quilt of a secondary road I travel to work on each day. This route has a 100 km/h speed limit interspersed with 55km/h and 65 km/h corners of varying cambers, proving to be a perfect test for any unladen ute. The steering was predictable and precise with no signs of over or understeer. The ride quality was a bit firm, but I guess thatâ&#x20AC;&#x2122;s the trade off to a fixed-rate suspension design trying to cater to all situations.

While performance from the 2.8-litre engine was reasonably adequate, it does lag behind the competition in terms of output. However, the variable-geometry turbo does a good job of reducing turbo lag throughout the torque band. Itâ&#x20AC;&#x2122;s definitely not as spritely as some of its competitors and when cold, or under reasonable right-foot exuberance, the engine is quite noisy and that unmistakeable diesel rattle is prominent. However, in overall terms the Trailrider was no slouch, and propelled the unladen 2110 kg kerb weight around without undue effort being apparent. 24

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Towing capacity is capped at 3000 kg braked and a tow bar is one of the few things that is an optional extra. I found the LED headlights on both low and high beam to have a good spread of light to the sides of the road, but found the high beam uninspiring when It came to

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TO FIND YOUR LOCAL DEALER NISSAN.COM.AU/FIND-A-DEALER *Capped price servicing applies for up to 6 years / 120,000km (whichever occurs first). See Nissan.com.au for full T&Cs of warranty and capped price servicing.

FEATURE

â&#x20AC;&#x153;Pricing represents a marked difference when compared against the top of the line models from rival competitorsâ&#x20AC;?

distance (a feature I need for the suicidal marsupial wanderings I regularly encounter). I also found the selflevelling headlights to be a bit jittery as they constantly adjust their height. This was a bit distracting at times and a smoother motion would be an improvement. The horizontal adjustments seemed more fluid and made night cornering on tight bends a breeze. In the cockpit the interior has a quality impression and doesnâ&#x20AC;&#x2122;t feel like it was crafted from recycled plastic bottles. An elevated driving position provided an excellent view to the front of the vehicle and the standard equipment of six-way electrically-adjusted leather seats provide a supportive, comfortable platform. 26

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While the 10-inch multi-media display unit is large, it is cumbersome to navigate through some menus. Even after dimming the display for night driving, I, and my passengers, all noted that it was overly bright. This dulled after a time-out period elapsed and the screen saver kicked in, however a simple change in volume level or station would once again subject your eyes to the brightness of the main display. In contrast to this, the multi-function buttons on the steering wheel receive no illumination at all. For sat/nav users, there is no inclusion, which would require navigation to be streamed from a mobile device via a cable. LDV claims the average fuel economy figure for a combined cycle to be 9.6 litres/ 100 km, a result that fell short of

LDV

expectations from the VGT-equipped 2.8 litre, 110 kW engine. At the conclusion of my test evaluation period of a little over 500 km, the average consumption showed 9.1 L/100 km. LDV appears to be serious about tackling the Australian ute segment as evidenced by its commitment to improving suspension calibrations for local conditions. But it doesnâ&#x20AC;&#x2122;t stop there. The T60 Trailrider is covered by a five-year, 130,000 km warranty, 24/7 roadside assist for the term of the warranty and a loan car programme which offers a loan car if your vehicle is off the road for greater than 48 hours for a warrantable repair, within the warranty period. Service intervals are set at 12 months or 15,000 km.

The Trailrider has whole lot to offer in terms of safety and value-added features in a well-rounded package. There are certainly areas where it falls a little short of some of the more expensive competitors in this sector, however this is where the LDV may slot into its own realm. Pricing for the LDV T60 Trailrider starts from $38,937 drive away and as tested in automatic guise, at $41,042 drive away. This represents a marked difference when compared against the top of the line models from rival competitors that might leave just enough change to include hanging a jet ski off the back of the Trailrider and hitting the waves.

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FEATURE

BOXING CLEVER

Toyota surpasses all expectations with the all-new HiAce – Report by Chris Mullett

he all-purpose box on wheels that has underpinned Toyota’s fortune for over half a century has now reached a new milestone with the release of the Sixth-Generation model range. Launched originally in October 1967, this one continuous nameplate has sold 6.3 million vehicles in a total of 150 countries. The revamp of Generation Five, some 15 years ago, produced a vehicle that looked better than its predecessor but that didn’t set amazing new standards in performance and ability. The chief designer at the time stated it was benchmarked against the preceding HiAce, rather than the burgeoning army of European vans - such as Iveco, Mercedes, Ford and VW - with the aim of producing a better carrier for boxes, with possibly less regard for advancing comfort levels for the driver. Fast forward to the introduction of Generation Six and the result is a whole world apart in the creation of an all-new design. Higher levels of ride comfort, lower levels of interior noise intrusion, greater levels of safety and increased levels of performance, ride and handling are obvious throughout the design. In a nutshell, new HiAce is an absolute cracker of a product. The semi-bonneted van (SBV) concept is not new to Toyota, which sold the Granvia SBV in the Australian market from 1999-2005 marketed as the HiAce SBV, alongside the Generation Four product range. Powered by a 2.4-litre petrol engine that developed 88 kW at 4800 rpm and with 200 Nm of torque, it was joined by the smaller SBV LiteAce, powered by a 1.8-litre petrol engine. Amazingly, there are still examples of the HiAce SBV from that era remaining in fleets today, proving that brand loyalty, and the convenience of the right product, have the 28

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HIACE potential to outlast expectations. Undoubtedly, they might resemble Grandfather’s axe in having enjoyed replacement engines, transmissions and undergone a new paint job during that time in service.

“In a nutshell, new HiAce is an absolute cracker of a product”

The introduction of the Sixth-Generation HiAce (SBV) was led by chief engineer Takuo Ishikawa and this time around the same question about benchmarking produced the reply from his team that all competitive models, including those from Europe and particularly the Hyundai H1 (ILoad and IMax), had been considered during the research and development phase. Let’s first look at the driveline. There are two choices, a 3.5-litre petrol V6 that produces 207 kW at 6000 rpm and 351 Nm of torque at 4600 rpm and a 2.8-litre four-cylinder diesel that knocks out 130 kW at 3400 rpm in the van and crew van, downrated to 120 kW at 3600 rpm in the Commuter Bus. The mapping of the diesel engine also sees a variation in torque output, with the van and crew van running at 420 Nm between 1400-260 0rpm with the manual transmission and 450 Nm at 1600-2400 rpm when teamed with the auto. The Commuter Bus figures are 420 Nm rated from 1600-2200 rpm. The inclusion of the new 3.5-litre petrol engine brings with it up to 30 kW more power than the 3.0-litre unit it replaces from Generation Five. With 351 Nm of torque output, it provides a tangible gain of 150 Nm. These are Euro5 emissions compliant engines and they couple with sixspeed manual or automatic transmissions. Both engines are impressive, with the diesel delivering solid performance well in advance of its predecessor. But it’s the petrol V6 that provides all the surprises, performing more like a sportscar than a common or garden delivery van while producing an exhaust note to match when under full acceleration. Braking systems have been upgraded to discs all round, and feature autonomous emergency braking, electronic stability programming and traction control, plus the inclusion of hill start or hill hold for start-off without roll back. The steering system remains with a powerassisted rack and pinion design but this time it is speed sensitive. The suspension layout retains rear multi-stage leaf springs but by comparison with the previous model these are 200 mm longer and have their travel increased by 30 mm. At the front you’ll find a new independent MacPherson strut system that proves to be very stable. Having moved the driver and front passengers inside the wheelbase through adopting the semi-bonneted design and moving the engine forwards, you ride between the front and rear wheels in comfort, rather than bouncing up and down in unison with the front suspension. The result is a more compliant, more comfortable ride but the vehicle stability has improved dramatically.

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FEATURE

Steering control is sharper, with more feel and better turn-in on cornering. Meanwhile, with the rear end being much better controlled, there’s none of the wandering or windaffected deviation off the chosen path for the vehicle on the road. The ESP programming is far and away ahead of the previous Gen-5 model, and handling is also equally improved to the point that it drives like a car and not like a drunken sailor caught in a strong wind. If something does go awry, there are seven airbags to cushion the blow. Climbing into the seat is now easier with the seat base being 50mm lower than the previous model, meaning that you now step into the vehicle and sit down, rather than conduct the bum jump and slide movement onto the seat squab that was a feature of Generations 1-5. Once seated, you’ll immediately notice the improved leg room, shoulder width and head room, larger side windows and the multifunction steering wheel that controls the electronic access

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to individual features. The wheel itself is now adjustable for reach and rake and the turning circle radius is now 6.9 metres. Cross-cab access is also now a major benefit for the driver. When it comes to load carrying the Gen-6 HiAce does not disappoint. With cargo volumes of 6.2 and 9.2 cubic metres (LWB and SLWB), the wheelbase has been extended by 640 mm and the track front and rear has been widened by 205 mm. The interior of the cargo area has been widened by 215 mm to 1670 mm and there’s room to fit a pallet in the 1.3m space between the wheel-arches. The side and rear interior body panels can be lined with aluminium sheeting, preventing panel damage from parcels on the inside trying to move outside. There’s also an acoustic barrier and cargo protection frame that slots behind the driver and passenger seats to segregate the driving compartment from the load-space, improving HVAC performance (Heating, Ventilation and Air Conditioning).

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Load access is via sliding side-load doors fitted to both sides (excluding the Commuter Bus which has nearside entry only). The rear access is via a tailgate only, suggesting that forklifts will be slotting in their pallets from either side unless they have extensions for the tines. Visibility of other road users has come in for some serious upgrading, thanks to blind spot prevention warning incorporated in the door mirrors which flag the presence of a vehicle close by on either side through a yellow alert light in the lens. But the really impressive addition, available with the option pack, is the fitment of a digital interior mirror which displays the rear vision across three lanes thanks to a camera fitted at the rear. If for example the vehicle is travelling in the centre lane of a three-lane freeway, the driver sees clear, uninterrupted vision of the nearside, centre and right-hand lanes behind the vehicle. No blind spots, no parcels to interrupt the view and no heads in seats, as would be the case with rear seat passengers. Just perfect broadcast-quality vision displayed in the central rear vision mirror. This feature is such as step-up in safety that Delivery Magazine canâ&#x20AC;&#x2122;t wait until this technology becomes available in all vehicles. Safety systems extend much further than any previous version of the HiAce, with five-star ANCAP rating, precollision avoidance warning, lane-departure assistance, yaw assistance, automatic high-beam dipping and trailersway control. According to Sean Hanley, Toyotaâ&#x20AC;&#x2122;s vice president of sales and marketing, fleet buyers make up 75 percent of the buyer group, and they will be taking advantage of the five-year general warranty, supported by a seven-year engine and driveline warranty, plus fixed-price six-monthly servicing of $180 for petrol drivelines and $240 for those running diesels.

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HIACE

Fuel economy can be a major factor in the decision-making process of choosing petrol versus diesel and the combined figures for the 3.5 litre come in at 12.4 and 12.0 litres per 100km for the manual versus auto for both the LWB and SLWB respectively. Expect 9.8 and 9.5 L/100km for those running country trips. For the 2.8-litre diesel the figures come in at 7.5 and 8.2 L/100km, with country or freeway runs coming in at around 6.6-7.6 L/100km. Towing a trailer is usually a rare event for van owners, with the exception of running a box on wheels for luggage when doing hotel and airport transfers with a Commuter Bus. Maximum braked trailer weights are 1500 kg for the crew van and Commuter Bus, with a rise to 1900 kg for the LWB van. When it comes to overall dimensions the front and rear overhang measurements are common throughout all versions at 950 mm for the front and 1105 mm for the rear. The variances in overall length result from different wheelbases of 3210 mm for the LWB and 3860 mm for the SWLB, to give overall lengths of 5265 mm and 5915 mm. Toyota Genuine Accessories are available for the new HiAce from day one and the choices include roof-mounted ladder racks and conduit holders, a solid-looking nudge bar on the front and a rear step and bumper that contains reversing sensors. Interior protective panels are fabricated from aluminium rather than the more common plywood and can include slotted versions to cover the windows in the rear and side doors. Thereâ&#x20AC;&#x2122;s also a nifty interior ladder rack that removes any clutter from the roof, while maintaining the lowest DELIVERY ISSUE 85

FEATURE possible overall roof height for those needing to access underground carparks. The overall height for the standard roof is 1990 mm rising to 2280 mm for the Commuter Bus and SWLB van.

an option to extend to seven years for the drivetrain, and fixed price servicing is set at $180 for the petrol and $240 for the diesel versions, but service intervals are each six months, rather than once a year.

In the final purchase decision, the cost factor obviously looms large and here the pricing starts at $38,640 for the V6 manual van, adding a further $2000 for the automatic transmission. The SLWB petrol van shifts the pricing up another $10,000, the crew cab version comes in at $47,140 and then it’s a fairly big jump to the 12-seat Commuter Bus which is priced at $67,140. The warranty is five years, with

Summing up, the Generation Six version of the HiAce is a long overdue but very welcome step up in just about every aspect. No longer is Toyota competing at the base grassroots level, it now has a highly competitive alternative to European van manufacturers. With the known reliability and resale value of the Toyota brand, this latest development is indeed something worth taking very seriously.

“No longer is Toyota competing at the base grass-roots level, it now has a highly competitive alternative to European van” 34

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FEATURE

OPTIONING UP Scott Murray finds the latest Triton GLX+ holds its own in the ute brigade

he world is full of compromise and if the latest Triton line-up is anything to go by, the availability of a broad choice when it comes to specifications is not making it any easier for the customer to select their ideal vehicle.

The GLX+ sits somewhere in the middle of Mitsubishi’s new load-lugger Triton range, which offers so many varying body styles that potential buyers are going to have to pay close attention to which features they either do or don’t gain. What you do get with the GLX+ is in essence the base model Triton with all the hairy-chested accoutrement one expects from the Japanese ute, but with forwardcollision alert, lane-departure warning, parking sensors and reversing camera to prime the roast. Hard to ignore are the numerous blanked-out spaces where buttons would be found on the top-spec GLS Premium (nee Exceed) for all the electronic safety aids like blind-spot monitoring and lane-change assistance, but if you remember the basic principles of how to drive, this shouldn’t be an issue. If you hanker after blind-spot assist but don’t want to pay the extra, just adjust your door mirrors outward until you can’t see the side of your Triton and the blind spot should have disappeared, also making lane changes visibly safer. This one simple exercise has removed the need to upscale to the premium Triton at an additional cost of $10,000. What you may find yourself wanting on the GLX+ is hill descent control, but again, a day with any 4WD training centre or off-road driving instructor and you’ll hard-wire yourself with the necessary skills to descend hills all by yourself without electronic intervention. Buying a tool-of-trade vehicle like the Triton is about separating heart-felt desires from the analytical decisionmaking, because you have to balance additional cost with the practical and realistic use you’re going to get from added features. The argument is strong that your typical Triton needs to do the basics very well in the modern ute market and suffice to say throwing weight in the tray is its forte.

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TRITION GLX+ Six bags of concrete, six bags of pebbles, ten concrete sleepers and a few steel posts are enough for a payload of around 570kg and produces a much more sedate ride. If you’re routinely moving this kind of weight every single day, why pay more for a ute from other brands which will be doing exactly the same work? The Triton’s 3.1-tonne towing capacity while carrying a payload of 600kg still leaves enough for a small trailer and a 1.8-tonne mini excavator from the hire shop en-route to the work site, and a dog. That said, 855kg is less than most other ute payloads, as is that 3.1-tonne towing limit, but again, it’s a question of whether you’re pushing boundaries with your ute, or living within your means. Pulling my half-tonne of DIY retaining wall proved no match for the 2.4-litre turbo-diesel four-cylinder the Triton packs behind the Transformers-esque front end. All of its 133 kW is available at 3500 rpm and the 430 Nm kicks in at just 2500 revs, more than enough for what the majority of rational human beings could need. While hauling the makings of a concrete retaining wall, there was never a screaming urge for more grunt, even when overtaking on the freeway or powering down the on-ramp. When you do reach your destination, you’ll find the reversing camera a dream, enabling you to shuffle the rear end up to wherever you need to be with total accuracy and ease. For those working on steep slopes or hilly terrain, the 220 mm of unladen ground clearance, 27.5 degrees of approach, 23 degrees of departure and 25 degrees of breakover angle is up there with the best of the competition. But if you’re planning to trample the Great Dividing Range into submission, you might want to reconsider if those numbers work. Ditto the haulage figures which dictate a gross vehicle mass of 2900 kg in a rig already weighing a German Shepard over two tonnes. Not being a Monday-to-Friday tradie, I can’t fully assess whether the Triton’s tailgate is impractically heavy or perfectly robust, but I’m inclined to think the latter. This opinion was formed after climbing onto it when loading a 40cc two-stroke post-hole digger with 2 x 450mm drill attachments, collected from the obliging people at my local Bunnings Warehouse. This exercise also reveals how the Triton’s tray is sufficiently long, taking the cumbersome, 800 mm length machine diagonally with remaining space for the attachments. A word of advice though, for those selecting a tub in place of a tray just remember to option up to include the liner to protect the interior. On the subject of added protection, the new Triton boasts a sizeable list of gear coming onto the market. Bullbars in all styles and execution are already available through ARB. Pedders tells Delivery it has a substantial listing for the MR Triton including its genius GVM upgrade kits. TJM suspension kits are also available as are those from Ultimate Suspension.

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FEATURE

“The Triton is a very impressive machine for its asking price and has long been a thorn in sides of the HiLux and Ranger” A quick chat with your local Ironman 4x4 outlet will produce virtually the whole gambit from side steps and rails to recovery points, front and rear bars (including towing), light bars, canopies, underbody protection, a longrange fuel tank, or even alloy trays for the single-cab Triton, or for your dual cab should you wish to remove the tub. When you do decide to take the new Triton off the blacktop and onto more rugged terra firma, you’ll find the oneaction rotary selection of H4 or L4 beside your left thigh absurdly easy. It’s not Mitsubishi’s revered “Super Select” 4WD system which allows you to run in H4 on mixed surfaces, and you don’t get pre-set terrain modes like in the Premium, but Mitsubishi doesn’t exactly make a flimsy off-roader, so it’ll take you to most of the hard-to-reach places you want to access and bring you home again. Drum brakes are a compromise you’ll make with the entire Triton range, but that’s no reason to turn up one’s nose. One definite plus is the rake and reach adjustment of the steering wheel for the vertically challenged. 38

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TRITION GLX+ Rather than the wheel coming toward your chest almost tilted upright, the wheel leans back slightly, so you unwittingly hold your hands ever so slightly over the top like a bus driver. At 180 cm tall, it could just be me, but having driven two generations of Pajero Sport and felt the same posture, Iâ&#x20AC;&#x2122;m certain thereâ&#x20AC;&#x2122;s potential here for improvement. The 16-inch steel wheels on the GLX+ as tested add to a very comfortable cabin with mild levels of road noise. The cabin ambience, usually a term slotted into the review of luxury sedans, is quite impressive, marked by the Bridgestone Dueller all-terrain rubber whirring along beneath you. The Triton is a very impressive machine for its asking price and has long been a thorn in sides of the HiLux and Ranger. We live in a time of instant gratification, where wants come first and necessity takes a back seat, and Triton shows you can do just as much, with a lot less. This new generation asks you to compromise very little and rewards handsomely for it, not only by leaving bigger numbers in your account, but by offering you all the bits you need to do the job and keep you alive, minus the stuff you can probably live without.

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DELIVERY ISSUE 85

FEATURE

SPORTY BY DESIGN A versatile aluminium ute tray is bringing sports-truck looks to the trade and leisure market – Report by Neil Dowling.

he Comtruk Sport Utility Bed (SUB) is one of a growing list of work-leisure trays suited to cab-chassis one-tonne utes with the aim of maximising the practicality and versatility of the cargo area.

The SUB, designed by a team including former Holden design director Antony Stolfo, has now broadened its national coverage with WA-based TL Engineering onboard with preparations now underway to assemble and retail the range. For TL, which this year turns 50 years old, it means expanding its in-house designed and built product range to create new markets. Comtruk, part of Melbourne-based Aluminium Industries, manufactures the SUB in Australia from its factory which shares a location and a strategic alliance with the nation’s largest and most modern aluminium extrusion plant. Extruded components allow the SUB to be light yet strong, durable and good looking.

TL Engineering CEO Daniel Oldham said the beauty of Comtruk’s design is that it integrates with other 40

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components, including the add-on accessories from suppliers such as Rhino Rack, Thule and Yakima. “Most of our customers are from the government, fleet and resources sectors,” he said. “The SUB perfectly suits those sectors by design and construction that creates a perfectly flat tray that has easy access to make loading and load securing simple and safe. “Even things like the corners of the gates are smooth and rounded to minimise injury and the handles are ergonomically designed and comfortable to operate.” He said the cargo area was bigger than most rivals and the drop-down gates were perfectly aligned with the deck to make sliding cargo easier and safer. “The SUB has channels within the bed that hide tie-down and anchor points and, for the bars, allow us to secure the cable tethers that hold up the gates,” he said. “These points and tethers are covered by the rubber strip when not in use, so the effect is a clean, good-looking design that really suits the sports market design.”

TL ENGINEERING

A single tether can allow a gate to hold up to 50kg of weight while clipping on the second tether raises that to 180kg. This allows for heavy cargo to be slid off the side and even workers to stand securely on the gate. “We will display the ute with a drop saw on the gate and show how practical the SUB is for tradesmen such as carpenters who work from their vehicle,” Mr. Oldham said about future trade show demonstrations.

clips for things like ladders and shovels, and lockable equipment boxes. One important option is Comtruk’s EZ Lift-N-Load side lifter with a hydraulic system to raise and lower heavy items up to 200 kg in weight. Mr. Oldham said this was an important tool from an occupational health and safety perspective.

“There are also a lot of options that can tailor it for various uses,” he said.

The unit is designed to fit the Comtruk SUB and integrates both aesthetically and technically. It has a remote control with a safety lock and provides a 90-degree swivel motion and a load area of 570 mm by 580 mm, making it ideal for 200 litre (44 gallon) drums, hot water heaters and similarlysized cargo. The side lifter weighs only 68k g to minimise the reduction of the vehicle’s payload.

“These include matching the paint colour to the vehicle, rear park sensors, slide-out and lockable toolboxes - with door-ajar warning switches - that are built into the spaces behind the rear wheels, a rear valance, rear rack bar, clip-in accessories such as fishing rod holders and lock-down

The introduction of Comtruk’s SUB coincides with the launch this year of TL Engineering’s TLX range of alloy ute trays for a range of applications including 4WD leisure use. Delivery will report on the new products when close to launch by TL Engineering.

He said there’s a lot of work put into the design of the standard SUB, such as the LED tail lights, front rack bar, hammer-tone finish, moulded fuel-filler surround, flexible infill panels between the SUB and the cab, and so on.

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FEATURE

NEWS AND REVIEWS

HSV’s SportCat takes the street cred’ from Ford’s Ranger

t’s all guns blazing as HSV empowers the Colorado with the promise of superior features and handling over the now aging Ranger.

The new Series 2 Colorado SportsCat V option packs a prominent bonnet bulge, LED fog lamps and dual recovery hooks, a gloss-black finish on the fascia, grille and lower inserts. New 18-inch by 10-inch six-spoke forged-alloy wheels, finished in matte black, are shod with Cooper Zeon LTZ Pro Sports all-terrain tyres, specially selected by HSV’s chassis engineers for their outstanding on-road performance characteristics on tarmac and dirt roads. Buyers now get more instant HSV recognition, with the distinctive logo added to the side and rear of the tub as well as the front seat headrests, the vehicle’s instrument panel and the floor mats. HSV’s Chief Designer, Julian Quincey summed up the changes as wanting the design to look strong and purposeful, yet beautifully integrated. “The enhancements we’ve introduced with Series 2 accentuate that theme and deliver a road presence that’s truly distinctive and unique,” said Julian.

The interior gains the addition of a leather-wrapped sportprofile steering wheel and HSV Performance seats, with Windsor suede inserts, featuring a revised trim pattern and substantially enhanced bolsters for superior comfort and support. The exterior now carries a hard tonneau, with load-rail provision and quick-release mechanism, combined with a rugged alloy sports-bar. Continuing the HSV performance focussed uniqueness adds HSV Sports Suspension with the front spring rate stiffened to 110 Newtons/mm. The modification to the spring rate, and the addition of front strut braces, brings improvement to the handling characteristics of the vehicle, providing better front-end support with less body roll and more accurate transient response. The (MTV) dampers have been tuned to suit the revised spring rate with the overall result being a more performance-based handling characteristic. In addition to the increased spring rate, front ride height has been lifted by 25 mm. When coupled with the bigger 285/60 R18 tyres and their increased rolling radius, total front ride height is lifted by 45 mm. This modification further improves the approach angle of the vehicle(to 32 degrees, increases ground clearance to 251mm and reduces the vehicle’s overall rake, delivering a more natural on-road stance. The chassis enhancements extend to the adoption of a Rear De-Coupling Anti-Roll Bar on the SportsCat SV.

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NEWS & REVIEWS

Developed specifically for the vehicle by HSV’s chassis engineers, the de-coupling rear sway bar improves the higher speed performance of the vehicle by controlling rear roll to improve vehicle balance and turn-in response. The de-coupling feature ensures that when heading into rugged 4x4 territory, the vehicle’s suspension settings can be optimised for off-road performance because the system is automatically de-activated when the driver selects 4x4 Low. SportsCat SV also features a unique braking package, switching to four-piston forged AP Racing brake callipers on the front, running with 362 mm x 32 mm diameter rotors and a large 25.4 mm diameter brake master cylinder, to deliver improved pedal feel through a reduction in pedal travel and softness. The ABS system has been re-tuned to suit the unique tyre and brake package, with the vehicle’s traction control system adjusted to allow for less aggressive interventions, particularly on corner exit. These adjustments also help deliver a more performance-based vehicle response. SportsCat models are powered by a 2.8-litre, doubleoverhead cam Duramax turbo-diesel engine that offers 147 kW of power and up to 500 Nm of torque when specified with the optional six-speed automatic transmission with Active Select. A six -speed manual transmission is standard. Braked towing capacity is 3500 kg with the tub offering a maximum payload of about one tonne. Safety features incorporated into the vehicle’s electronic stability control (ESC) system including trailer-sway control, roll-over mitigation, hill-start assist and hill-descent control. Other standard features include an eight-inch colour touchscreen, satellite navigation, Apple CarPlay and Android Auto phone projection technology, digital radio, remote start (auto only), seven-speaker audio, rain-sensing wipers, forward collision alert, lane departure warning, front and rear park assist, rear view camera, electronic climate control and seven airbags.

Ford’s response with the Ranger XLS Sport special edition is somewhat lacklustre by comparison, as the company aims to differentiate it from the lower spec XLS and the higher spec XLT. Since the scaling back of the influence of Ford Performance Vehicles or Tickford Racing, Ford has lost its ability to differentiate its appeal to the higher level of driving enthusiasts that genuinely look for something above the norm, relying on a new decal to solve the problem. From a safety perspective Ford’s Ranger does however step up through the inclusion of Autonomous Emergency Braking (AEB) with pedestrian detection being standard fitment. Otherwise the additional inclusions for the Ranger Sport merely mirror the competition, with Apple CarPlay/ Android Auto smartphone compatibility, plus built-in satnav. The exceptions by comparison include traffic-sign recognition and automatic high-beam headlights. The Ranger XLS Sport 4x4 continues with an unchanged spec’ to the 3.2-litre common-rail TDCi powertrain, delivering 147 kW/470 Nm, with a choice of six-speed manual or six-speed automatic and a 3500 kg braked trailer towing capability. The price differential between the HSV SportCat and the Ranger XLS Sport comes in with Ranger offering a price structure that starts at $52,940 for the manual and $55,140 (automatic). The HSV SportsCat V manual kicks off at $62,490, with the extra $10,000 bringing a host of suspension, ride and handling upgrades that would cost considerably more to replicate through the aftermarket suppliers. It will be interesting to see how buyers react to the image of HSV and the upgrades to the driving experience, or the addition of a new decal to a Ranger with black bits.

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EVASIVE ACTION FEATURE

Scott Murray weighs up the pros and cons of suspension upgrades

hen driving light-commercial vehicles regularly it’s possible for complacency to affect driver awareness of the change in vehicle behaviour from being fully loaded to being unladen.

In an emergency situation when under maximum braking or hazard avoidance, drivers may suddenly be faced with a set of driving decisions for which they are totally unprepared. Safe Work Australia says that more workers die in vehicle accidents than any other cause and has been involved in the investigation of 65 percent of all work-related fatalities over the past 10 years. So how fit is your fleet, be it one or

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100 vehicles, and how prepared are you and your drivers for when the worst actually happens? Aftermarket specialists Pedders Suspension and Brakes joined with the Australasian Fleet Management Association Conference and Exhibition recently for a driving “Safety Field Day” at Sandown Raceway, Melbourne. In a series of practical demonstrations, members of the fleet community took part in a variety of driving exercises designed to highlight the effects of how added weight can impact on vehicle dynamics.

PEDDERS With the group split into small groups, drivers tackled three different versions of Toyota HiLux, Ford Ranger, Holden Colorado, Toyota HiAce and Volkswagen Amarok models. Each vehicle was fitted with a different suspension package and each driver was put through a series of the most common emergency driving situations that can be experienced through a typical working week. The three versions of each vehicle comprised a baseline factory suspension and brakes, dubbed â&#x20AC;&#x153;OE unladenâ&#x20AC;?, a second OE version but with 400 kg of water ballast aboard, and a Pedders GVM+ upgraded version with the same 400 kg payload. Evaluating the five different makes and models in unladen form certainly illustrated how stable, solid and relatively comfortable these vehicles have become. However, as the test was to prove, there are further improvements available that can be identified in terms of gains in handling and vehicle stability that were illustrated by subjecting each vehicle to a 60 km/h sudden deviation and emergency brake situation.

with the speed of the correction. When moving into a ute prepared as the OE Laden category the driving sensation was totally different, increasing the difficulty of maintaining full control, taking longer to accelerate and riding the bumps very differently. Performing the same manoeuvre in a vehicle laden with a liquid load is something else again, because the water in the load tank sloshes forward under the influence of braking, with subsequent changes to the weight distribution. For the driver the immediate reaction was to brake as firmly as possible, wait for the speed to reduce and then steer to avoid the obstacle, waiting for the electronic interventions such as the ABS and ESC systems to maximise the available tyre grip and guide you from disaster. If nothing else was achieved, the reinforcement of the importance of pathologically and obsessively leaving a sizeable gap between you and the vehicle in front is a direct benefit from taking part in the exercise.

In unladen form a typical workhorse ute slows with ease and swiftly changes direction, often surprising the driver

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FEATURE At 60 km/h a vehicle will cover nearly 17 metres per second; that’s the equivalent overall length of three LandCruiser 200s end-to-end. Yet the majority of motorists continue to routinely, habitually and ignorantly travel less than one-car length from the vehicle in front. It takes at least 1.3 seconds (of average human reaction time) before the average driver realises the need to brake and reacts in an emergency situation. The result is that a driver is mathematically guaranteed to rear-end the car on which they were fixated, all the while carrying 400 kg of tools, firewood or barrels of H2O aboard and relying on standard equipment brakes and suspension, unless able to steer out of the collision zone through the intervention of systems such as ABS or EBS. Moving into the Ford Ranger test vehicle provided the opportunity for a purely straight-line braking procedure. In standard original equipment format, the laden Ranger XLS transfers weight forwards on the front axle under hard braking and the brake pedal pulsates beneath your floor. Compare this standard version with the Pedders’ equipped alternative and each driver could identify the improved response that resulted from greater suspension control. In those critical last few metres of braking where there is literally nothing more you can do, other than to hope you’ve done enough, the factory OE Ranger tyres chirp under the braking effort with excessive movement present in both front and rear springs. As a profound difference, the Pedders car behaves more like an Australian-tuned late-model Falcon or Commodore, absorbing the energy, keeping the platform steady and illustrating improved rebound control. Australia’s current top 4x4 light commercial ute (YTD May VFacts), the Ford Ranger, was also the most misbehaved in OE form. Using it as a reference point, the numbers speak for themselves on a dual-cab XL with 3.2-litre engine and automatic transmission. In standard format from the dealership forecourt you get 1188kg of payload with 2012kg of kerb weight. Having undergone a suspension Pedders upgrade, the XL 4x4’s GVM would go from 3200kg to 3500kg, offering another 300kg payload to total 1488kg. In the $3000 GVM upgrade kit you would receive kevlar-ceramic brake pads, new bushings, and the company’s signature TrakRyder leaf springs at the rear and coils up front, as well as special “foam-cell” shock absorbers, all fitted with a twoyear/40,000km national warranty. Travelling at 60 km/h in a previous model HiAce while carting 400 kg of water into turn one at Sandown is unnerving. Knowing you’re about to be instructed to stop suddenly on the premise of saving your life is equally disconcerting. The HiAce looks and feels like this kind of situation would overwhelm what is one of the most popular vans on the road. But as used in the mid-corner braking exercise, which simulates coming around a corner and having to stop suddenly, it acquitted itself extremely well. Despite repeated hard stops, it pulled up in a much shorter distance than one might expect, even when laden. 46

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PEDDERS Feeling the intervention of ABS kicking in to theoretically save your life can for some become a lesson in controlled chaos. As most driver trainers will affirm, vehicles typically hit the car in front because the driver simply doesn’t brake firmly enough to engage ABS. Because dual-cab utes are extremely popular, not just as a mobile work platform but as routine family transport during the week and the escape shuttle on weekends, technology is now starting to take over in the form of autonomous emergency braking. But it needs to be remembered that there are millions of cars, utes, vans and light trucks out there that still have to do their braking the old-fashioned way, without technological interventions. While many private or white collar dual-cab ute sales will be the top-spec version with all the fruit, it’s the mid and lower-spec versions that do all the heavy lifting and hard yards, while not incorporating the life-saving technology. So, for the millions of drivers out there still in command of their vehicle, the team of Driving Dynamics, a group of expert vehicle driver trainers, have one skill to teach and that is: If you think you’re going to crash, hit the brake pedal hard until you stop moving.

“Every kilogram affects how these vehicles handle in an emergency situation” The Pedders GVM upgrade in the HiAce was particularly impressive because it took into consideration the 400 kg of ballast and enabled it to perform almost as though it were unladen, were it not for the slower acceleration. It’s a similar story with the Amarok, except that a 30 km/h slalom isn’t exactly hard work for the big Volkswagen outright, with its 400 kg of payload hardly producing a stark contrast in this test. What is more noticeable when driving the Amarok fitted with the Pedders GVM-upgrade is the reduction of body movement during a slalom manoeuvre. Further improvement becomes available for this 2.1-tonne ute by adding the OE laden pack of improvements to the Amarok. Noticeably improved at 30 km/h, at higher speeds the differences would only be more profound. The Colorado also makes relatively uneventful work of pulling up when the chips are down and the longitudinal G-forces are up. Interestingly, it seems to generate the least intense acrid smell from the brakes after four or five repeated hard stops. The HiAce was the most noticeable. Adding tare weight to vehicles in the form of bullbars, tow bars, roof racks, winches, snorkels, modified trays with tool chests and drawers, and then adding payload including fuel cans, spare wheels, long-range fuel DELIVERY ISSUE 85

FEATURE tanks and so forth, puts many passenger-licensed light commercial vehicles perilously close to their legal and safety limits. Just because a manufacturer rates a dual-cab for 3.1 or 3.5 tonne of towing capacity, does not mean it’s fit for the purpose when pulling that kind of weight every day for the rest of its life, safely. The question of driver competence in normal driving scenarios, let alone when additional weight is added, takes on a greater significance as in its laden form the level of actual safety of the LCV can be highly deceptive, with a driver remaining unaware just how dangerous their vehicle could become. Young or old, a driver needs to be aware of the differences between confidence and competence, when it comes to safely driving their heavy, cumbersome, overloaded ute. Age is no guarantee of efficiency, and youth is no guarantee of innovation. From a workplace safety perspective, the inability to measure the cargo payload remains a glaring oversight in Australia’s transport system. Utes, 4x4 wagons, vans and light trucks can spend long periods of time heavily laden whilst en-route. Even modest hardware additions like a bullbar, snorkel, second battery and hard tonneau cover - collectively weighing around 230 kg - added to something like a Mazda BT-50 dual cab can increase braking distance by five metres. Delivery understands key fleet buyers, with volumes of circa-8000 vehicles in their fleet and buying as many as 200 per month, are wanting to increase demand to 400 per month but can’t operate those vehicles as standard because they need to add significant payloads from the outset. The Australian Design Rules that allow 68 kg to classify a passenger weight are woefully out of touch. It is our submission that many people, especially those employed in the construction, infrastructure and civil engineering industry weigh considerably more than this benchmark position.

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The inclusion of Pedders Brake and Suspension systems in the AFMA Safety Field Day gave fleet managers a chance to experience the brilliance of ABS, traction control and ESC on a simulated mixed surface which was both wet and slippery. A vehicle with its driver aids switched off would pirouette as it lost traction and the driver lost control, with the almost balletic spinning of the vehicle indicating the advantage of being on a private skid pan area. In this mixed surface environment, such as any B-road or C-road connecting small towns with regional and major cities, ABS acts not only as a braking system, but a stability system to prevent a loss of control. Light commercials have never been more capable, safer, better equipped and more reliable than they are right now. But it means they’re also coming straight off the boat much heavier, long before you even add the roof rack, trailer or caravan. Pedders is to be applauded for taking the initiative at the Safety Field Day demonstration and for highlighting the problems of payload, weight and towing ability for owners of light commercial vehicles. Other Australian suspension specialist suppliers working in this segment include Ultimate Suspension of Ingleburn, NSW. Ken O’Keefe, managing director of Ultimate Suspension told Delivery Magazine that in addition to providing a GVM upgrade, its particular specialisation lies in producing solutions for unique requirements on behalf of a vehicle owner. “We like to approach the solution by considering everything the vehicle owner might want to carry, lift or tow, and improve the vehicle performance to match those expectations,” Ken said. As vehicles become better equipped, the inclusion of an increasing number of safety features inevitably add more to the weight base line. Every kilogram affects how these vehicles handle in an emergency situation; giving credence to the expression “the bigger they are, the harder they fall”.

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Date: 05/07/2019

FEATURE

A COMBINATION OF TALENT The AFMA 2019 Conference shows the need to maintain contact to keep ahead in management – Report by Scott Murray

he benefits of personal contact in a fast-changing technical environment were well emphasised at the recent Australasian Fleet Management Association Conference held at the Melbourne Convention Centre.

The annual event is literally the “must attend” trip out of the office for fleet industry professionals and decision makers from private and government organisations across all industries, with the one common objective being to improve fleet efficiency and management. The programme covered three days, with the first day providing driving experiences at Sandown International Raceway. This was followed by the two-day conference at the Melbourne Convention Centre, with over 40 exhibitors, more than 35 individual presenters and the option of attending over 20 educational sessions. The Gala Dinner coinciding with the event provided the opportunity announce the industry awards and to network with other members. The association runs regular professional development forums across most states in Australia, plus Auckland and Hamilton, New Zealand. It’s here that delegates learn about and discuss every aspect of fleet management and how changing technologies and legislation can affect their company business.

James Goodwin CEO of ANCAP

International study tours broaden the horizons of the membership and it’s here that AFMA works in conjunction with the North American Fleet Association (NAFA) to attend the NAFA Conference in North America, plus the Global Fleet Conference held in Europe, which take place on alternating years. Amongst the many and varied information presentation sessions was an address by James Goodwin, chief executive officer of the Australasian New Car Assessment Programme (ANCAP). James made the point with this year’s road toll heading in the wrong direction. He said it was a problem for which drivers needed to take ownership, especially in Australia’s sparsely populated non-metro areas. 50

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Michael Dunn of hidrive

AFMA “When you look at the raw numbers, we have a growing population and we’re still having too many deaths. We face estimates saying over the next five years an extra 6000 people will die on our roads,” he said. “We have a particular problem in rural and regional areas with single-vehicles running off the road; they are big concerns. This is why we now conduct the oblique pole test to simulate a car hitting a tree at the roadside. “Over three million vehicles on our roads are more than 15 years old. These are over represented in serious crashes – they may not cause the crash, but the chances of dying in a vehicle more than 15 years old is four times higher than in a vehicle less than five years old.” There are some encouraging indicators. According to ANCAP, autonomous emergency braking (AEB) has reduced real-world rear-end crashes since 2015 by 38 percent in Australia and 55 percent in the US. Through this timeframe, the AEB technology was only fitted to the top-selling 100 models. As of March 2019, fresh figures show AEB features on 42 percent of vehicles with an 11 percent increase in its standard fitment in the past 12 months. “To maintain progress in reducing the road toll, ANCAP is changing its protocols next year to keep pushing the industry forward. In 2012 only 18 percent of the market was five-star, but with the help of 2011 corporate five-star buying policies, by last year 87 percent of light commercial vehicles has reached five-star,” said James. ANCAP will be replacing the frontal offset test which it has conducted for over 20 years with a new “Mobile Progressive Deformable Barrier” test where a vehicle in motion, at an angle, is hit with the mobile 1400 kg crashtest trolley doing 50 km/h.

simplified set of information points automatically sent to emergency services to help rescue, extract and save occupants. “We’ll be asking the vehicle brands to provide a simplified one or two page indication for first responders where particular risk points are, where certain steel might be, where airbags are, and in the case of electric vehicles, where an isolator switch might be located,” said James. Alternative Options The 2019 AFMA Conference provided the opportunity to hear directly from specialist companies like HiDrive, with its canopies and service body range now expanding beyond light commercial vehicles. Business development manager Michael Dunn says despite utes being the company’s core product platform, the increasing requirements for tradespeople, field operators and fleet managers is to maximise what they can move with what they spend. “After six years helping our clients get into utes or stay in utes, we are finding more and more people need that extra payload, so accordingly, we’ve also seen modular profiling incorporate the light-truck space to make us a more versatile supplier,” said Michael. “Our modelling means we can also provide weight reports, to project the weight of a vehicle as it’s being built. This can impact on the design, as well as how it might require a GVM upgrade and so on.” HiDrive is ISO9001 certified and is a way of life with our people, our processes and production, even our methodology. It also forces us into a regime of continuous improvement through a review process.

“In side-impact tests, we’ll be ensuring there are two dummies in a vehicle and assessing the damage to an occupant on the non-struck side of the vehicle to see how the front passenger is protected in a side impact,” said James. “The protection is primarily designed for the struck-side of the car, but what we’ve found is that people are actually colliding with each other inside the car and being killed. We are putting pressure on the carmakers to help us solve it; it could be airbags deploying between the occupants to create that buffer,” he suggests. In safety assistance technology, ANCAP will be assessing when AEB “Junction Assist” (or a variation) is actuated to stop drivers’ vehicles from turning into the path of another. Driver monitoring would do as its name suggests, and emergency situation first-response systems will be a

Brett Curtis of AirBag Man

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FEATURE

“These provide an extremely high durability level to a permanently loaded condition, while absorbing bump energy very effectively. Compared to a conventional bump stop it provides greater cushioning, which puts less stress on the vehicle’s structure, while also replacing the need to add further leaf springs to a heavily-laden vehicle.

Inflated ideas for suspension Airbag Man is a family-owned company with its head office in Brendale, Queensland. Founded in 1995 by Richard Clamp, a former diesel mechanic, it identified opportunities in the market to improve towing and payload safety and capacity by using airbag assistance with either existing coil or leaf-spring suspension systems. The company’s airbag kits are designed in Australia and manufactured overseas, using Firestone and Dunlop products. With ISO9000 certification for the last decade, sales engineer Brett Curtis said Airbag Man is now the Asia-Pacific distributor for AMK Air Compressors used in OEM applications. “We’ve been audited and assessed and now authorised as global supplier to Isuzu Trucks,” said Brett. “The Land Cruiser ute was, in our early days, our numberone vehicle by a country mile and is still a big, important segment of our market.” Airbag products and suspension systems can be fitted to vehicles of every shape and size, together with recreational off-roaders, agricultural vehicles, campers and trailers alike. In many original-equipment suspension systems, a spring helper kit is basically extremely strong compound rubber in a tubular shape, which slots inside the coil spring, assisting it to cope with the vehicle’s body weight and added payload. The full airbag-suspension replacement supplements the conventional steel leaf or coil with what looks like a giant bump stop pressing into an inflated rubber cylinder. It’s their core product, designed in-house, made specifically for Airbag Man and is verified to suit each make and model. “We also have a new bump-stop type product, albeit much larger, and made of a micro-cellular polyurethane which means they’re very elastic, with tiny air bubbles inside,” said Brett. 52

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Brett said the non-adjustable product, which suits typical 4x2 vans and utes and can be swapped between vehicles, is the company’s entry level, economical product. The air springs are made using either Firestone or Airbag Man’s own brand of air springs. As well as providing additional load support for the OE suspension, the new bump stops can replace the function of factory bump stops and provide better compliance than most OE units without altering the original suspension. “A lot of our products go into vehicles carrying occasional loads, or they may supplement an earlier suspension upgrade or provide a benefit to vehicles that tow trailers occasionally and need some extra support in those situations,” Brett said. “Other advantages include the assistance to keep the vehicle’s geometry correct, which helps steering feel, braking efficiency, and a stability improvement because you’re offering characteristics not available from a steel spring. “It has become common practice to fit assist airbags on coil-sprung vehicles such as a Land Cruiser 200 when towing a caravan. In many cases owners will have a slightly modified suspension arrangement and fit airbags to help carry additional weight. “Modern design trends have introduced coil-spring suspensions for the Mercedes X-Class and Nissan Navara, RAM 1500/2500 or Renault Trafic. “We do a lot of product consultation for those vehicles, sometimes in conjunction with heavier springs, and in many cases we have a full air-suspension conversion for those newer vehicles as well. “All these systems have been developed in conjunction with vehicle OEMs as bolt-in systems, rated and dedicated for the vehicles, and optimised for maximum performance. “Dependent on the application it is also possible to include on-board weighing systems based on measuring the loading on the airbag installation. One of our largest growth areas is on-board air supply, with compressors, tank systems and integrated gauges with wireless controls,” said Brett.

RAMTRUCKS.COM.AU ^With 3.92 Axle Ratio.

FEATURE

THE RAM REPORT

With three engine options, which is the best for you? Words and images by Chris Mullett.

he introduction of the American Special Vehicles RAM range has really shaken up the top echelons of the ute market, particularly where the previously undisputed king of the ute brigade, the Land Cruiser reigned supreme. Where devotees of US muscle cars could only source their vehicles from a variety of low volume converters, RAM Trucks Australia jumped the fence and started making right-hand drive models that fully conform to all Australian Design Rules with a quality of design and assembly that certainly matches, if not exceeds, the standards of assembly coming off the North American and Mexican production lines.

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Delivery magazine has been monitoring the rise of RAM for two years, starting with the 2500 Laramie model that we have been running on our own test fleet. Weâ&#x20AC;&#x2122;ve now added a 1500 Laramie and as we settle in to get better used to its performance levels, weâ&#x20AC;&#x2122;ve also now examined how potential buyers will be influenced by the engine choice available.

RAM 1500 The RAM 1500 comes with a choice of body styles, trim and driveline options between petrol and diesel that pretty much determine the level of appeal to different buyers. The 2500 ratchets up the influence on the buyer to contemplate how seriously the factor of towing comes into play, while the 3500 is for the very dedicated load carrier that tows fifth wheelers or plant trailers and wants traditional leafspring suspension at the rear, rather than the superior ride and handling abilities of coil-sprung suspension all round. The over-arching reason for buying a RAM is to stay on the right side of the lawmakers if you are in the habit of towing trailers and equipment of 4.5 tonnes on the towball or 6.9 tonnes on a pintle hook. Yes, it is currently possible to installa GVM upgrade on some other makes and models, but this option looks like being soon curtailed by the Federal Government. You can solve your GVM problem by walking into a RAM showroomand ticking all the right boxes. The 1500 comes with a choice of two drivelines and two different size cab options. The petrol V8 5.7-litre Hemi engine provides 395 hp (291 kW) of power at 5600 rpm, with peak torque of 556 Nm rated at 3950 rpm. The latest addition to the range, the 3.0 litre, V6 Ecodiesel provides 240hp (179kW) at 3,600 rpm, with peak torque of 569Nm rated at 2000 rpm. Both engines couple to the eight-speed TORQUEFLITE fullyautomatic transmission.

Buyer choice on cab and trim levels is two-fold. The QuadCab 1500 Express is slightly shorter than the Crew Cab 1500 Laramie and features cloth trim rather than leather, and has a reduced spec’ when it comes to upper luxury items that includes heated and ventilated seats, a rear screen powered window, folding side mirrors, side steps, wheel arch flares and a smaller dimension touch-screen display. If towing is your reason for purchase, the 1500 Express and Laramie 5.7-litre petrol V8 comes with a choice of diff’ ratios to suit either a 3.5 tonne or 4.5-tonne tow capability. For 3.5 tonne you get a 3.21:1 rear diff ratio, while for 4.5 tonne you need to uplift to a 3.92:1 diff’ ratio. The tradeoff for taking the 3.5-tonne tow limit is a fuel economy improvement of 2.3 l/100km, the result of the different rear axle ratio. If you opt for the 3.0-litre Ecodiesel the weight calculations all change, providing you with a 3.5-tonne towing limit plus a 735kg payload in the tub. For the Express V8 the payload in the tub is 845 kg, while for the Laramie V8 the payload is 800 kg. The 1500 with either engine does not provide the option of higher weight towing with a pintle hook. For that ability you have to move your sights to the 2500. A word here about fuel economy. The quoted combined fuel figures for the V8 Hemi-engined Express and Laramie at 3.21:1 is 9.9 l/100km with the 3.92:1 diff providing a

RAM 1500 Ecodiesel 3.0 litre keeps braked towing limits to 3500 kg.

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FEATURE combined figure of 12.2 l/100km. During Delivery’s own test regime, while running unladen at 100 km/h with the 3.92:1 diff and no trailer, it’s possible on a run to reduce that figure to a consistent 11.5 l/100km. There’s some clever technology at play in achieving these figures as the electronic engine management system for the V8 shuts down four cylinders when cruising under light load.

The advantage of the Cummins engine installation is the addition of an engine exhaust brake. This holds the driveline in check during descents where otherwise the engine would be rising in revs and in most cases negates the need for any additional service brake (foot brake) application. It’s a great safety feature and one that Delivery has tested substantially.

If you are in the habit of hauling the full 4.5 tonnes behind you and want to press on regardless to achieve the maximum on road speed of 100 km/h be prepared to see the fuel consumption from the V8 petrol engine rise substantially. Delivery’s early tow figures show the V8 petrol under the same circumstances is returning figures close to those expected from a Landcruiser diesel. Lift off the right pedal slightly and you’ll see an instant benefit.

When driving the three engine variants, the petrol V8 Hemi produces the exhaust note that will take all drivers mentally off to Bathurst if they enjoy a V8 burble or the occasional V8 howl. The 3.0-litre diesel V6 is quiet, capable and a pleasure to drive, but we’d suggest in this instance the V8 provides the better option, given its lower purchase price and optional higher towing rate.

The 3.0-litre V6 Ecodiesel for the 1500 is from the same VM-Motori engine family as that used in the Chrysler 300S sedan and also some selected Maserati models. The combined fuel consumption figure comes in at 11.9 l/100km. With a 3.5-tonne tow limit and a tub payload 735 kg, it’s only available in the upper level spec’ of the Laramie Crew Cab and not with the Express Quad Cab. Staying here with the focus on towing, if you are looking for the 4.5-tonne ability the 5.7-litre V8 Hemi petrol engine with the appropriate diff’ ratio will capably tow the maximum weight. But, if you are towing your trailer all around Australia, or using it for hauling plant and equipment on a daily basis Delivery’s advice is to opt up to the RAM 2500. The reasoning here is simple and is based on our experience of the heavy truck industry we report on in PowerTorque magazine. The 2500 is built on a completely different chassis, is one-tonne higher in tare weight, sits on the road with high-weight trailers in this category better than anything else we have experienced, and it is powered by the excellent Cummins 6.7-litre straight-six B-Series diesel engine, matched to a six-speed automatic transmission. The RAM 2500 is the ute for those that tow big weights and travel long distances. The Cummins B-Series pumps out 276 kW of power at 2800 rpm with peak torque of 1084 Nm rated at 1600 rpm. All engine options for RAM, in 1500 and 2500 guise, come with a selectable tow-shift preference selection which alters the gearshift protocol to suit the requirements of heavy-haul towing.

RAM 1500 Laramie with Ram Boxes and 5.7 litre Hemi V8 petrol engine

DELIVERY ISSUE 85

The Cummins 6.7-litre diesel on the 2500 is just magnificent for anything and everything. It’s noisier and more truck like in its behaviour, but during our testing it produced the lowest fuel consumption figure of any of the models rated for 4.5-tonne towing, with an unladen cruise figure of 10 l/100kms and an average tow figure of 15-16 l/100kms. It does lose out for accessibility in totally urban situations. as it is higher, longer and feels a lot wider than the 1500. A final word here in our efforts to help select the ideal RAM for the specific application of towing. All models are all-wheel-drive 4x4 high and low range capable but don’t expect to head into severe off-road country and climb over boulders and rocks. 4x4 for an American or European means sure-footed traction on snow and ice or gravel and dirt roads. With the level of power and torque that comes as standard, I can’t imagine why any owner would need to chip the engine management system to produce a higher output, nor why a ute that already offers good ground clearance would need a suspension lift kit. Our thanks to Alan Lamb, RAM sales expert at New Pioneer Motors of Mackay and Leo Parisi of Alan Mance RAM in Footscray, for their personal insight into the typical purchaser of a new RAM model, which seemingly suggests that there will be a glut of late model Land Cruisers hitting the used 4x4 ute market in the coming months.

THE WHOLE OF LIFE COST CALCULATOR For many within the fleet profession the biggest challenge when purchasing new vehicles is often determining the whole of life costs associated with these investments. Is it better to pay a larger cost upfront or is it worth considering a cheaper option now and investing for down the track? Should you sell your vehicles now or hold on them to for another 12 or 24 months for a better return? Many factors contribute to the whole of life cost of a vehicle. These include the vehicle’s fuel consumption, cost of fuel, kilometres travelled each year, maintenance/repair costs, tyre cost, roadside assistance, fringe benefits tax, insurance, insurance excess, remarketing costs, decommissioning costs, interest/notional interest on capital cost of vehicle and vehicle amortisation (difference between purchase price and residual/sale value). The Whole of Life Cost Calculator will provide you and your organisation with the total lifecycle cost of the vehicle represented as total cost, cost per month or year and cents per kilometre. This cost can then be used to accurately compare different vehicles or to analyse different scenarios for the same vehicle. Further, you can create a sub asset for a service body that might have a longer effective life and therefore different residual %.

Key Benefits: • Compare up to 4 different vehicles or same vehicle with 4 scenario’s side by side • Includes the use of RedBook’s Future Price Ahead to assist with residual setting • Calculate your FBT obligations based on the statutory method and ability to include driver contributions • Export your data easily in the widely used CSV file format • The results include ANCAP and Green Vehicle Guide ratings • Plan your future fleet purchases more efficiently and effectively • Consider the differences between leasing vs an outright purchase

What is AfMA? The Australasian Fleet Management Association (AfMA) is a member based, not-for-profit peak industry body operating throughout Australia, New Zealand and South East Asia.

The Whole of Life Cost Calculator is just one of many free resources and tools supplied to all active members of the Australasian Fleet Management Association. Different membership packages are available to suit organisations of all shapes and sizes.

AfMA’s membership base is represented across all industries and levels of government and is responsible for the management of many hundreds of thousands fleet vehicles. Our charter is to promote Fleet Management as a profession in its own right, to provide knowledge, information and resources to our Members and to lobby and advocate on behalf of the fleet industry, put simply LINKING PEOPLE & KNOWLEDGE, CREATING OUTCOMES.

For membership and general enquiries please contact us: 03 9866 6056

info@afma.net.au

afma.net.au

FEATURE

READY AND WAITING Isuzu gives the customer what they want, when they want it

DELIVERY ISSUE 85

ISUZU

ixteen years ago in 2003, the US space shuttle Columbia disintegrated and crashed; the US went to war with Iraq; the US, EU, Russia and the United Nations agreed on a roadmap for peace in the Middle East; Cristiano Ronaldo debuted for Manchester United; and the Concorde supersonic aircraft made its last flight.

With the arrival of Isuzu’s Ready-to-Work range, Aussie truck buyers were no longer required to wait weeks, if not months, for their new purchase to go through the truck body-building process. Until Ready-to-Work options, the exhaustive wait times for truck builds had simply been a part of truck procurement; a necessary element of upgrading your business’ transport capacity.

It was also the year that Isuzu Trucks Australia released a pre-bodied, factory-backed work truck to customers for the very first time.

Isuzu Trucks has kept close tabs on the evolving needs of the Australian transport industry and has specifically designd its latest version of the N Series Tradepack, the NPR 45/55-155, to suit the requirements of trades operating in a rapidly changing construction backdrop.

Perhaps the Isuzu Trucks’ initiative didn’t make the global news scene, but for the Australian market its significance has maintained a lasting effect, resulting in many other truck OEMs following the lead of the company that can claim 30 consecutive years of being the largest supplier of commercial vehicles in our market. Times change of course and while Phil Taylor, Isuzu’s local head of operations and responsible for leading the team throughout that period, has this year passed the conductor’s baton over to his successor Andrew Harbison as Chief Operating Officer, the success of the ready to work vehicle programme, and other marketing initiatives, indicates the forward thinking of the company in a world of competitors that chose to follow, rather than lead. Over the next 30 years, Australia will grow by an additional 10 million people. Three-quarters of this growth will occur in our four largest cities - Sydney, Melbourne, Brisbane and Perth. Population growth equates to a stronger economy, providing a larger domestic market for businesses and increasing the size of the Australian labour force. What the transport industry has to manage is the expanding task of future transport logistics to service this growth, which is only as good as our freight and supply chain networks and of course, the equipment available.

The short wheelbase model includes a 3.45-metre-long heavy duty aluminium tray, whilst offering a tighter turning circle than many best-selling utes. Meanwhile, the medium wheelbase model’s tray at 4.5 metres long, offers greater storage capacity and overall efficiencies. The next rung up the tradies ladder brings us to the Traypack range. Here there are two new additions to the line-up in 2019, the independent front suspension NNR 55/45-150 AMT Traypack and the optional crew cab version, complete with automated manual transmission. Not long after the 2003 NKR Tradepack was introduced into Australia, Isuzu Trucks moved on its next landmark Ready-to-Work venture – a lineup of factory-backed, prebodied tippers. Isuzu’s heavy-duty, all-steel construction and durable plate thickness equate to longer lifespans, even in the harshest of environments. In mid-2017, Isuzu Trucks launched the NLR 55/45-150 Tri-Tipper. Its Japanese factory-built tipper body tilts to the left side, right or rear of the truck – adding a new era of flexibility and adaptability for trades of every kind. Based on the NLR platform and powered by the Isuzu 4JJ1-TCS engine (110 kW at 2800 rpm and 375 Nm at 1600 - 2800 rpm), the Tri-Tipper has a GVM of 5500 kg (which can be de-rated to 4500 kg so it can be driven on a car licence) adding to the overall package. Bigger jobs need bigger tools, and Isuzu’s tipper range was extended into PowerTorque magazine territory through the addition of the FSR 140-260, with a GVM range up to 14,000 kg, a maximum level internal volume capacity of over 5.2 cubic metres and a payload in excess of 7500 kg.

“By reassessing the industries requirements on a regular basis, it still maintains a valuable lead over its competition” DELIVERY ISSUE 85

FEATURE

By 2016, Isuzu Trucks had identified an opening in the Australian market for locally-designed, built and bodied field service trucks. With its first host vehicle being on the NLR 45-150 platform, the popular Servicepack range has since been extended across key N Series models up to and including the 7500 kg GVM NPS 75-155 4x4. This unit provides a perfect, go-anywhere solution for larger mining, council and machine field servicing operations. The Servicepack concept is a gift that keeps on giving for Tradies, as the range has now evolved through the introduction of several new models. Starting with the brand new

DELIVERY ISSUE 85

NLR 45-150 Servicepack X and including the NLS 45-150 AWD Servicepack X and NPS 75-155 4x4 Servicepack X, it delivers a more functional, lockable “workshop” space within the body cavity itself. The powder-coated steel body construction features new vertically opening rear storage lockers with a variety of configurable internal shelving systems (available at extra cost). The flexibility of the design makes it suitable for a wide variety of onsite service provision, parts and component maintenance, while providing direct access to stored tools and field service gear. It’s also possible to tow braked trailers with a maximum weight of 3500 kg or 4500 kg (dependent on model rating) by using a stepped tow bar.

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FEATURE For general road work go for the 4.5 tonne GVM 4x2 NLR model, or if requiring off-road ability, choose the 4.5 tonne GVM all-wheel-drive NLS model. For more demanding offroad access there’s also the go-anywhere NPS 75/45-155 4x4 fitted with Isuzu’s automated manual transmission (AMT). The introduction of the Vanpack in 2017 resulted from market demand dictating locally-developed last mile delivery solutions - for a local freight task. Isuzu’s NNR 45-150 AMT Vanpack fits the bill with a GVM of 4500 kg and an Isuzu 4JJ1-TCS engine that produces 110 kW at 2800 rpm and 375 Nm at 1600 - 2800 rpm. Fitted with an Australian-designed and assembled 18.5 cubic metre van body, it features four tethering points per side, double rear barn doors, rear grab handles and nonslip rear steps. It also has LED clearance lights and interior work light. In this light rigid van market there’s always a concern of lack of driver familiarisation with the size or height of the vehicle. As Melbournians will know well, there are several bridges within the CBD that are essentially too low for high commercial vehicles to negotiate. By limiting the overall height of the body, the designers maximised internal dimensions within a controlled exterior measurement than enables the Vanpack to pass under a bridge with a 3.0-metre height restriction. The available options of the ready to work models continue to expand the range and for 2019 the latest model to join the range is the brand-new Ready-to-Work F Series Freightpack range.

DELIVERY ISSUE 85

Launched at the 2019 Brisbane Truck Show, it moves the buyer up the weight rating to the medium-duty market segment. The Ready-to-Work Freightpack models are available across the Isuzu F Series chassis’ in 10 pallet, 12 pallet and 14 pallet curtain sider configuration with the FRR 110240 AMT, the SR 140-240 AMT the FVL 240-300 AUTO. These are not minimum spec’ models, with each build including selected features such as rapid release latches on all curtain siders (saves about 90 seconds per load, equating to 15 minutes per day), LED interior strip lighting and step halo lights, Isuzu “safety yellow” grab handles and steps and a three-year truck and body warranty for all Ready-toWork models. Satellite navigation is standard on all new F Series.

ISUZU In the transport world the ability to source off the shelf specialised vehicles to satisfy a new or expanding contract can make the difference between winning or losing a customer. Isuzu may have started a trend that others have followed, but by reassessing the industries requirements on a regular basis, it still maintains a valuable lead over its competition.

DELIVERY ISSUE 85

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

28,340 34,040

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

6.5 7.8

118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500

6m 6a

2 2

1259 kg 1476 kg

5H 5H

XL Super Cab Cab Chassis Hi-Rider

36,540

Dsl/4T/2.2L

7.8

118 @ 3200

385 @ 1600-2500

1417 kg

XL Double Cab Cab Chassis Hi Rider Utility Hi Rider

38,540 39,940

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 205 @ 2500

6m 5m

2 5

1189 kg 1010 kg

N/A 5H

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 Dual cab Utilities

18,990 19,990

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

8.2 12.7

110 @ 4000 100 @ 5250

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

31,690 36,690 38,190

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

8.6 8.6 8.6

147 @ 3600 147 @ 3600 147 @ 3600

500 @ 2000 500 @ 2000 500 @ 2000

6m 6m 6m

2 5 5

1487 kg 1326 kg 1182 kg

5H 5H 5H

LT Crew Cab Pick-Up

41,190

Dsl/4T/2.8L

8.6

147 @ 3600

500 @ 2000

6m/6a

1145 kg

LTZ Crew Cab Pick-Up

44,690

Dsl/4T/2.8L

8.6

147 @ 3600

500 @ 2000

6m/6a

1114 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 85

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 7.5 7.7

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

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

6a 6a 6a 6a

2 5 4 4

1294 kg 1029 kg 1084 kg 1144 kg

4H 5H 4H 5H

LS-T Hi Ride Crew Cab Ute

47,500

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

1014 kg

LS-U High Ride Duel Cab Ute

44,100

Dsl/4T/3.0L

7.7

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 @ 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:7yrs-150,000 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 85

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

26,250 28,750 33,850

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

40,800

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

1056 kg

ST-X Dual Cab Ute

45,650

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: 5 Yrs/Unlimited km Max Tow: 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

3 5 5

1237 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 85

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

684 kg 684 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

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

61,990

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 85

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

42,240

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1600-2500

6m/6a

1331 kg

XL Super Cab Chassis Pick-up

44,740 48,340

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

46,440 46,740 47,840 48,140

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

58,040 56,540

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

56,340 60,040

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

49,440

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

1009 kg

Wildtrak Pick Up Pick Up

61,090 64,740

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 85

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

51,190 50,490

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

8.6 7.9

147 @ 3600 147 @ 3600

500 @ 2000 440 @ 1600-2000

6a 6m/6a

5 5

1073 kg 1006 kg

5H 5H

54,990

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2000

6m/6a

980 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

Warranty: 5yr / Unlimited km

Max Tow: 3500 kg

D-MAX 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

48,700 48,800

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

7.8 8.1

130 @ 3600 130 @ 3600

430@2000-2200 430@2000-2200

6a 6m/6a

4 5

1074 kg 1029 kg

4H 5H

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 85

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

1255 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 6m 6m 6m 6m

2 2 5 2 5 5

1370 kg 1210 kg 1070 kg 1370 kg 1210 kg 1070 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 85

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 85

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 7.9 7.9

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

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

6m/6a 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

32,350

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

33,350 35,850 38,850 37,650 43,450

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

44,650 47,450

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

53,250 52,750

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

7.0 6.5

140 @ 3750 140 @ 3750

450 @ 1500-2500 450 @ 1500-2500

6m/7a 6m/7a

4 5

961 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: 5 yrs / Unlimited km Max Tow: 3500 kg

Ssangyong

MUSSO EX EX ELX Ultimate

30,490 32,490 35,990 39,990

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

7.9 8.6 8.6 8.6

133 @ 4000 133 @ 4000 133 @ 4000 133 @ 4000

420@1600-2600 420@1600-2600 420@1600-2600 420@1600-2600

6m 6a 6a 6a

5 5 5 5

790 kg 790 kg 790 kg 790 kg

5H 5H 5H 5H

XLV ELX XLV ELX XLV Ultimate XLV Ultimate Plus

33,990 35,990 39,990 43,990

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

8.2 8.9 8.9 8.9

133 @ 4000 133 @ 4000 133 @ 4000 133 @ 4000

420@1600-2600 420@1600-2600 420@1600-2600 420@1600-2600

6m 6a 6a 6a

5 5 5 5

1025 kg 1025 kg 880 kg 880 kg

5H 5H 5H 5H

Musso returns with a much better vehicle with lots of technology, bringing South Korean quality and a high level of handling ability and comfort. 7 yr / Unlimited km

DELIVERY ISSUE 85

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

8.4 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 5 yrs/Unlimited 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

5H 5H

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

836 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 85

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 85

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 31,569

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 may be less than expected, so don’t expect high returns after three years. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Towing : V80 -1200kg G10-1500kg

DELIVERY ISSUE 85

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 85

*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 6.2 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

38,640 42,140 47,140 52,140 48,640

Ptrl/6/3.5L Dsl/4/2.8L Dsl/4/2.8L Dsl/4/2.8L Ptrl6/3.5L

12.4 7.5 8.4 8.4 12.0

207 @ 6000 130 @ 3400 130 @ 3400 130 @ 3400 207 @ 6000

351 @ 4600 420 @ 2600 450 @ 2400 450 @ 2400 351 @ 4600

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

3 2 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

5H 5H 5H 5H 5H

All new HiAce is now a direct competitor for comfort, safety and driving experience with the best of European competition. Service Inter: 10,000 km

VOLKSWAGEN

Warranty: 3yrs-100,000 km

Max Tow: 1400 kg

CADDY TSI160 Van TSI220 Van TDI250 Van TSI220 Maxi Van TDI250 Maxi Van TSI220 Maxi Crewvan TDI250 Maxi Crewvan

25,590 30,990 33,190 30,190 35,390 31,690 36,890

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

5.9 6.0 5.3 6.2 5.3 6.2 5.3

62 @ 4800 92 @ 4800 75 @ 4000 92 @ 4800 75 @ 4000 92 @ 4800 75 @ 4000

160 @ 3500 220 @ 3500 250 @ 2800 220 @ 3500 250 @ 2800 220 @ 3500 250 @ 2800

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

2 2 2 2 2 5 5

778 kg 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 39,390 50,990 50,490

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

7 7.7 7.2 6.6 6.8

75 @ 3500 75 @ 3500 103 @ 3500 150 @ 4000 150 @ 4000

250 @ 2500 250 @ 2500 340 @ 2500 450 @ 2400 450 @ 2400

5m 6m/7a 6m/7a 7a 6m/7a

2 2 2 2 2

1266 kg 1176 kg 1256 kg 1131 kg 1093 kg

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

TRANSPORTER TDI250 SWB TDI340 LWB TDI340 SWB TDI450 SWB TDI450 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 85

LIGHT TRUCKS Variants

SPECIFICATIONS

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

84,450 104,450 112,000 144,350 146,950

Ptrl/V8/5.7L Ptrl/V8/5.7L Dsl/V6/3.0L Dsl/6T/6.7L Dsl/6T/6.7L

291 @ 5600 291 @ 5600 179 @ 3600 276 @ 2800 276 @ 2800

556 @ 3950 556 @ 3950 569 @ 2000 1084 @ 1600 1084 @ 1600

Trans- Seats mission

GVM

RAM TRUCKS Express Quad Cab 1500 Laramie 1500 Laramie EcoDiesel 1500 Laramie 2500 Laramie 3500

8a 8a 8a 6a 6a

5 5 5 6 6

3450 kg 3450 kg 3500 kg 4490 kg 4490 kg

RAM provides up to 4500kg tow ability and is becoming a fast favourite with the upper market ute buyers - ASV re-manufactured in Melbourne to a very high standard. 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

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

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, but poor manufacturer support spoils the experience. 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 85

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 85

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 85

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

50,690

Dsl/4T/2.0L

132 @ 4000

400 @ 2000

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: 5yrs /Unlimited km Max Tow: 2000 kg DELIVERY ISSUE 85

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

Renault Commercial Vehicles Weâ&#x20AC;&#x2122;ve got a van for every business.

If you need a van for your business, take a look at a Renault. With low purchase and running costs, extensive aftersales support and comprehensive warranty and service programs, a Renault van makes a great business partner. And the Renault dealer network, with our PRO+ Expert

Dealers, are great people to do business with. Contact your nearest Renault dealer and see for yourself why Renault vans have been Europeâ&#x20AC;&#x2122;s No 1 for 18 years.