Delivery Magazine Issue 43 August - September 2012

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

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www.deliverymagazine.com.au ISSUE 43 August / September 2012 RRP: $7.95

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LAUNCH

CROSSING

THE GREAT

DIVIDE What looks similar is similar,

that which looks different is different.

Allan Whiting reports on Holden’s new Colorado

T

he launch of a totally new vehicle should be exciting and inspiring, so it was with a high degree of optimistic enthusiasm that I tackled the release of the new Colorado to the Australian market.

Holden put on a comprehensive drive program for the launch of the new Colorado, with a mix of city traffic, freeway, main roads, secondary roads, dirt roads and tracks and some towing and mild off-roading. The 4x2 and 4x4 vehicles we drove were all 2.8-litre models, fitted with manual and automatic transmissions, and were unladen.

We didn’t have an issue getting comfortable behind the different models’ steering wheels, but some of the testers felt that telescopic steering, in addition to standard tilt adjustment, would be useful.

Ergonomics were very good, with audio and phone buttons on the left steering wheel spoke and cruise control 18

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on the right; well-placed gear levers; centrally-positioned temperature controls; and power window and mirror controls near the driver’s right hand.

Top-shelf models score a mid-dashboard positioned, circular climate control centre, and, while to us it jarred somewhat with the rest of the interior layout, it scored well in customer assessment tests, according to Colorado’s interior designer, Kirsty Lindsay.

As expected, the GM six-speed automatic box shifted almost imperceptibly, and, with a healthy 470 Nm on tap, provided a smooth flow of torque through the driveline under all on and off-road conditions. All the test vehicles were unladen, until it came time for tow-testing, so performance was sparkling. The earlier Rodeo/Colorado ride and handling standards have always been ahead of most of the competition and the new model continues that tradition.

The five-speed manual transmission has a torque limitation, so the engine in front of the stick-shift box is ‘de-torqued’ to 440 Nm, which is still a very respectable figure. There was

CROSSING THE GREAT DIVIDE ample torque to cover the gaps between the five ratios, and progress on and off-road was excellent. We’ve become used to the ‘hill hold’ function that’s available on an increasing number of new vehicles, including Mazda BT-50 and Ford Ranger manual-transmission utes, but it’s not available on the Colorado.

Another noticeable omission on the otherwise well-stacked Holden Colorado dashboard was a display screen, so there’s no audio information readout and no navigation system option, even on the top-shelf LTZ model. There is trip computer info, but you have to scroll through successive functions that display in the instrument binnacle.

Other items that 4x4 enthusiasts may miss are hilldescent control and an optional rear differential lock.

However, electronic traction and stability control are standard inclusions.

We checked out the traction aids and found the traction control system prevented wild wheelspin on 4x2s, and stability control kept 4x2 and 4x4 models pointed in the right direction, even when we provoked errant behaviour.

Having played with the manual and auto boxes, we were curious to see how the five-speed would handle the Colorado’s class-leading towing capacity of 3.5 tonnes.

Holden provided trailers loaded to 2.5 tonnes gross for this evaluation, and the test route was over hilly ground, on secondary roads, with some town driving thrown in.

As expected, the six-speed auto with its 470,Nm engine made light work of this course, and we were very impressed with the automated downshift programme that gave useful engine braking as we washed off speed on descents and when approaching corners.

Although the auto version was our preferred towing vehicle, the manual model was no slouch. We expected that the fivespeed would have the engine revving hard before upshifts, given the roughly five-tonne combination test mass, but the responsive engine was quite happy to accept upshifts with only 2500 rpm on the tacho and kept accelerating in the next gear from 1500 rpm.

Given the torque restriction on manual-box models, and the lack of additional traction aids, we feared that off-road ability might be somewhat compromised in comparison with other market-leadership aspirants – Ford/Mazda and VW – but the Colorado proved to be very useful on work sites and off-road.

The Space Cab is the big attraction for added versatility while maintaining good cargo space.

The manual-transmission model had excellent engine braking in high and low range, and the automatic transmission’s clever downshift programme made it surefooted on steep downgrades as well.

In some off-road conditions, it’s desirable to cancel stability control, and that’s easily done with a push on the control button. By holding that button down it’s possible to cancel traction control as well, leaving the rear axle limited-slip differential to control wheelspin.

In extreme off-road conditions the Colorado’s lack of a rear diff-lock option and hill descent control might see it disadvantaged alongside some of its competitors.

The new rear suspension arrangement – leaf springs slung over the axle, not under it, as previously – has done wonders for belly clearance, and the new coil-spring front end has reasonable under-wishbone ground clearance as well.

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V PREVIEW

ehicle manufacturers talk effusively these days about global opportunities. In Australia, the first hint of workforce layoffs prompted the Federal Government to throw money towards Fisherman’s Bend and Holden’s head office, desperate to hold off bad publicity of a growth in the dole queue, at least until after the next election.

Perhaps the big end of town, especially those with head offices based overseas, should manage their own affairs on the basis of their own ability. It’s a sad case scenario, but with the closure of local assembly and manufacturing looming for 2015, there’s little justification for these multinationals to be propped up with Australian taxpayer funding.

When you look at the bigger picture, General Motors, the Holden parent, is very efficient in other countries. It offers a broader spread of product in Europe and it doesn’t overlook the fact that light commercial vehicles are an important contributor of profit to their total operation.

That scenario applies to Europe, but, in Australia, Holden has never been able to grasp the nettle and deal with the supply of a light commercial range to its dealer group. Back in February 1982, it released the Shuttle van, a rebadged version of the Isuzu Fargo, it continued in our market until it was discontinued in 1990.

Currently, the Holden light commercial offering applies only to the Combo small van and the newly released Colorado ute.

While the Colorado is all new and sourced from Thailand, the Combo we get here is all old product, already replaced by a new version with different engines and overall specifications.

If you were thinking at this point that Australian van buyers are a largely forgotten race for Holden, you’d be right.

In the UK, in March of this year, the Luton-based manufacturer sold an impressive 2,494 vans to small businesses. This put Vauxhall, the British version of Holden, into number one position.

The British-built Vivaro is also the best selling van in the medium van segment.

Vauxhall builds more commercial vehicles in the UK than any other manufacturer, hitting totals of 77,000 vans at its plants in Luton and Ellesmere Port, Cheshire, last year.

The latest edition to the multi award-winning Vauxhall Commercial Vehicles range – the all-new Combo – made its UK show debut at the CV Show in Birmingham earlier this year.

It hasn’t yet made it to Australia.

Another Vauxhall van that’s not made it to Australia is the Corsavan. In the What Van? awards of this year, the Corsavan won the Small Van of the Year honour and the ecoFLEX range picked up the Green Award.

Corsavan’s best-in-class CO2 emissions of just 95 g/km and its new Euro 5-compliant 1.3CDTi 16v (95PS) turbo diesel engine, matched with the latest Start/Stop technology was apparently a stand out performer. But, we don’t see it on our shores.

There’s even a further new engine for the Corsavan, a 1.2 petrol unit also with Start/ Stop. The new Corsavan engine boasts CO2 of 119 g/km, a saving of 5 g/km over the standard 1.2 engine, and 55.4 mpg (4.25 litres/100 km) combined. But, as you guessed it, we don’t see it here.

Back in January, Vauxhall was the first commercial vehicle manufacturer to feature an eco-model for each van in its range, including Corsavan, Astravan, Combo, Vivaro and Movano. But, we don’t see them on our shores either.

Vauxhall has offered a Combo model line since 1996, and the previous generation has been on the market since 2001.

According to the current website, the Holden Combo with its 1.4-litre engine is still available on our market. Meanwhile, back in Old Blighty, the new Combo features four new engines, two wheelbases – 2,755mm or 3,105mm – giving an overall vehicle length of 4.39 metres and 4.74 metres respectively, as well as two roof heights – 1.85 metres or 2.10 metres.

For easy access to the cargo area, van variants can be ordered with one or two optional sliding doors. In certain panel van configurations, an additional rear roof hatch can be installed to transport ladders, for example.

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MISSED OPPORTUNITIES

The special loadcarrying talents of the new Combo are immediately apparent: with up to 3,400 litres of cargo space in short-wheelbase form and 4,200 litres with the longer wheelbase, the Combo offers one of the largest load volumes in both classes. Its low 54.4 cm load height and variety of payloads up to one tonne are all best-in-class, while the aperture width of the sliding door is also the largest in segment. The short-

wheelbase version also offers a cargo deck with the greatest length, height and width between wheel arches.

The new Combo is available with four diesel engines. The units include a 1.3 CDTi and a 1.6 CDTi, each with 90PS (66 kW), as well as a 1.6 CDTi variant with 105PS (77 kW) and a powerful 2.0 CDTi engine providing 135PS (99 kW).

The 1.3 CDTi engines are fitted with five-speed manual transmissions, while the more powerful CDTi units have a sixspeed manual transmission.

The 1.6 CDTi is also offered with Vauxhall’s ‘Tecshift’ automated five-speed manual transmission. With the exception of the Tecshift units, all powertrains are available with Start/Stop functionality to deliver even lower fuel consumption and emissions.

Adding further appeal to the range, Vauxhall Commercial Vehicles has widened its New Combo spec to include models powered by a fuel-efficient 1.4 petrol engine.

Missed OPPORTUNITIES Holden has consistently missed the boat through not offering light commercials in Australia DELIVERY

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TESTED

T he French started making Gauloises cigarettes back in 1910, and for over a century these smelly sticks of tobacco, together with the beret and the baguette, symbolised all that was typically Gallic.

Disregarding why anyone would actually want to smoke anyway, most of the things that come out of France have a certain element of unique style or downright quirkiness.

The French have a way of

adding small designer accessories that transform something mundane into something very chic, and their cars very often have the same trait.

Citroën is one such maker, and, although it continues to live to a certain extent off its ancestry of being the first carmaker to popularise self-levelling hydraulic suspension, it can still pull something unique out of the box for road use.

Our case study this week for Francophiles is the Citroën Berlingo. This compact and practical delivery van is short on length, big on space, very easy on access and both nippy and versatile around the city. We are not sure quite why they called the van after a city that is now the capital of Germany, but then many French decisions are not easily understood by other nationalities.

This year sees some revisions and upgrades to the Berlingo range that include more equipment and sharper pricing added to the choice of two engines, one petrol, and one diesel, and two body options, one standard length and one slightly longer.

Citroën itself will proudly explain that it invented the box van when it created the TUB, and the car-derived van when it launched the Citroën 2CV van. This might be considered to be drawing rather a long bow, but there’s no doubt that it’s been a successful decision for this traditional carmaker to become involved in light commercials.

The Citroën Berlingo certainly looks as though it is carderived, with a bonnet and a conventional driving position.

That’s actually not the case, as its design is unique, but the original version was built on the platform of one of the most successful rally cars of all time, the Citroën Xsara Coupe.

Gauloises, Gitanes and Cognac

Citroën’s Berlingo is delightfully French

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GAULOISES, GITANES AND COGNAC Three million Berlingos later, and the latest generation again shares a passenger vehicle platform, that of the Citroen C4 Picasso platform, which is derived from the underpinnings of the World Rally Championship dominating Citroën C4 WRC car.

By moving to the bigger platform from the C4 Picasso, the new Berlingo offers significantly more space, up from 3.0 to 3.3 cubic metres. With some clever interior design that involves fiddling with the seat, it’s possible to extend the interior load volume out to 3.7 cubic metres. That’s all available in the standard body. However, for those who want added volume, there’s a longer body version available that knocks out the cargo volume, after some more seat fiddling, to a total of 4.1 cubic metres.

Note here we are calling it a longer body and not a longer wheelbase. The wheelbase on both body options remains the same, dimensionally. While the wheelbase remains identical between the two versions, at 2,728 mm, the body length alters from 4,380 mm out to 4,628 mm. All other dimensions, such as width and height, both at 1,834 mm, and track, remain identical – the variance being in the body rear overhang, which increases from 727,mm out to 975,mm.

As you increase your overhang, though, you decrease your payload. In this example, the standard body offers a payload of 850 kg, while the extended body drops this back to 750 kg.

The standard body Berlingo is powered by the 1.6-litre 66 kW petrol engine, and the long body version moves into diesel territory with the 1.6-litre 66 kW turbo diesel engine. Power outputs are 66 kW at 5,800 rpm and 66 kW at 4,000 rpm, with torque ratings of 132 Nm at 2,500 or 215 Nm at 1,750 rpm for the petrol versus the diesel, respectively. Both engines are matched to a five-speed manual gearbox.

As far as suspension design goes, both vans have independent MacPherson struts on the front and independent trailing arms at the rear, coil springs all round, with hydraulic dampers and anti-roll bar at each end.

There’s really not much difference in acceleration between the petrol and the diesel, with the petrol version reaching 100 km/h after 17.5 seconds, 1.2 seconds ahead of the diesel.

Fuel economy, though, is a little different, with the combined

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TESTED

AMAROK

ON THE PROWL N amed after a gigantic, Inuitmythological wolf, the Amarok was, like Shakespeare’s Richard III ‘sent … into this breathing world scarce half made up’, being available only as a manual-transmission diesel dual cab.

Unlike its namesake, the 2010 Amarok was ill-equipped to hunt in a competitive world, but the 2012 Amaroks are entirely different beasts.

Although VW Australia adopted a slogan suggesting the Amarok was ‘the complete package’, it was far from that.

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However, the Amarok lineup is now comprehensive: singlecab petrol and diesel, six-speed manual-transmission 2WD and 4WD utes and cab/chassis; and dual-cab 2WD and 4WD diesel utes and cab/chassis with manual or automatic transmissions.

The only missing link in the Amarok lineup is an extendedcab model, but the single-cab has ample space behind the seats that can’t accommodate humans, but will swallow valuables that don’t belong in the cargo area.

AMAROK ON THE PROWL Like its dual-cab stable mates, the single-cab Amarok has class-leading load space; able to handle two pallets in the ute cargo tub. Both variants have a low tub floor height of only 508 mm, thanks to outboard-mounted, not underframe, rear spring hangers.

Four trim levels are available: Amarok, Amarok Trendline, Amarok Highline and Amarok Ultimate. Additionally, all variants attract NCAP five-star safety, thanks to standard front, side and thorax airbags for both driver and passenger on all models. Height-adjustable head restraints and three-point safety belts are in all seating positions.

Automatic transmission models boast an additional 12 kW/20 Nm of power/torque and a class-leading, ZF8HP eightspeed box that does away with the need for a conventional two-speed transfer case. A single-speed transfer at the back of the box incorporates a Torsen, torque-proportioning centre differential, giving full-time 4WD. A price penalty of $3000 is very reasonable for the new auto box and full-time-4WD package.

Manual-transmission, 4MOTION Amaroks retain a low-range transfer case and part-time 4WD. The base engines are single-turbocharged TSI 300 petrol and TDI 340 diesel two-litre fours, with outputs of 119 kW/300 Nm and 90 kW/340 Nm respectively. These engines power Amarok-grade, single-cab and dual-cab, manual-transmission, rear-wheel-drive only models.

The engine that powers 4MOTION Selectable 4WD and Permanent 4WD models is a twin-turbo, seriescharged, two-litre four. The manual transmission

couples to the engine in a 120 kW/400 Nm state of tune, and a gruntier 132 kW/420 Nm version couples to the automatic transmission.

The more powerful engine is only available with automatic transmission and Permanent 4WD. All Amarok diesels are Euro 5 emissions-rated and employ diesel particulate filters. Fuel tank capacity is 80 litres on all variants, and each has a 95Ah starting battery.

Base models have steel 16-inch wheels – Trendlines and Highlines have 16- or 17-inch aluminium wheels and Ultimates have 19s.

As with most of today’s utes, brakes are ventilated discs up front, and drums at the rear. A hill-hold function on manuals allows easy hill starts, without the need to pull on the handbrake.

All Amaroks have ABS/ASR with brake assist, electronic stability control and electronically-locked differential action.

A mechanical rear-axle differential lock is standard on all 4MOTION models and optional on 2WDs. 4MOTION models have an ESC-cancel switch, for deep sand or mud driving, and an Off-Road switch that modifies the response of ABS/ ASR, as well as initiating hill descent control on downgrades.

Standard rear suspension on 2WD and 4MOTION Selectable, part-time-4WD models, is a heavy-duty three-leafplus-two helper leaf pack that sets gross vehicle mass at 3040 kg. An optional two-leaf-plus-one helper leaf Comfort option drops GVM to 2820 kg. Towing capacity is 3000 kg, with a maximum 300 kg towball load.

Equipment levels are competitive across the $30k to $49k Amarok and Trendline trim levels, but fall shy of the competition in the upper-level Highline and Ultimate versions.

The Ultimate auto model has a heady RRP of $61,490, yet doesn’t have auto-on headlights and wipers, USB or iPad connectors, satellite navigation or a reversing camera.

Although not offering modern electronic sockets, the Amarok Highline and Ultimate models do have three 12V power outlets – one conveniently positioned on top of the dashboard, for a GPS nav unit.

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FEATURE

MIGHT

MAXTHE BACKGROUND Isuzu has the runs on the board for producing excellent engineering. The launch of

F

the new D-Max Ute range shows it knows more than most of its competition or many buyers in the ute market, the name of Isuzu probably doesn’t sound that familiar, especially if the customer has mainly focused on passenger cars rather than light commercials. However, for those familiar with the truck business, the name of Isuzu carries a lot of weight.

There’s something very reassuring about driving an Isuzu engineered product. Through a long and continuous success story, this Japanese truck maker has been overall market leader of the Australian truck business for 23 consecutive years. While other manufacturers try to wrest the number one position from Isuzu, its phenomenal success is tribute to the way it does business, both honourably and honestly.

There have been strong links through the years between Isuzu and General Motors that started as far back as 1971.

The Holden Jackaroo and Holden Rodeo were developed and manufactured by Isuzu, and so too was the Holden Gemini.

In 1998, Isuzu and GM formed DMAX, a joint venture to produce diesel engines. Within one year, GM was to grow its stake in Isuzu to 49 percent. By late 2002, Isuzu was repurchasing its stock from shareholders, primarily those such as General Motors, reducing those shares held by GM to 12 percent. By 2006, Isuzu had repurchased all shares held by GM. In June 2006, GM and Isuzu announced a joint venture called “LCV Platform Engineering Corporation” (LPEC), to develop a new ute. Isuzu saying, at the time, it would use its engineering expertise to develop the ute, and GM would develop derivatives based on the integrated platform.

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These details of the comings and goings of joint ventures and co-development are mentioned as a way of explaining how Holden came to be marketing the Rodeo, why that model subsequently went through the name change to Colorado, and how that coincided with Isuzu bringing the D-Max to our shores. Both companies used the strongly dependable 3.0-litre, four-cylinder diesel, although Holden added the Commodore V6 petrol engine as an option for the local market.

The launch of the new Isuzu D-Max comes four years after the Isuzu nameplate first launched the D-Max brand as a stand-alone product in our country. Since October 2008, Isuzu Ute Australia has managed to carve a market share of 5.1 percent and sold 18,300 vehicles. The aim for 2012 is to return sales of 8000 vehicles and increase its market share to 5.8 percent.

The new 2012 Isuzu D-Max range takes all the excellent and proven benefits of the original D-Max, such as reliability, durability and engineering ability, and, in all areas, take the standards achieved previously to a new and higher level.

You could be forgiven for thinking, at a cursory view, that the latest models are merely cosmetic changes with minor engineering upgrades. Not so! The 2012 D-Max is new from the ground up, and the engine upgrades add further benefits such as increased power and torque, longer service intervals and greater efficiencies.

The cabin is longer, wider and higher; in fact, the overall length is now the longest in its class. The interior is more spacious, and, with better design, that space is also better used to give more space to rear-seat and front-seat occupants.

The chassis has deeper longitudinal rails and an increase in the number and density of the cross rails to make the result one of the strongest ladder-rail chassis in existence.

TY

MIGHTY MAX - THE BACKGROUND

Today, not much has changed. The overall design of the new Colorado and D-Max was a collaboration between GM and Isuzu, with the bulk of the effort attributable to the Japanese research and development team. Both marques are manufactured in Thailand, the Colorado in a GM plant and the D-Max in an Isuzu factory, shortly to be joined by a second new Isuzu factory that comes on stream in December of this year, again in Thailand.

While the chassis, frame, roof and door panels are essentially identical, some trim levels and inclusions, plus the diesel engine and transmissions, are totally different.

Holden uses the VM-Motori diesel and its own transmission, whereas Isuzu Ute has upgraded and improved the performance of its 3.0-litre, four-cylinder, turbocharged and intercooled engine from the previous model.

The Australian preview of the new D-Max took place in the hinterland around Port Douglas, in Far North Queensland. In one of the quieter moments, Delivery was able to discuss the development of the new range with Ichiro Murato, the Japanese LCV Executive Chief Engineer, who, interestingly, also worked on the previous D-Max.

Our viewpoint, on believing that everything about the new D-Max is better than the previous model, comes from owning the previous model. We even went to the extent of driving our own D-Max to attend the preview of the new model, just so we came out of the old and into the new without confusion between other makes and models.

There has always been confusion surrounding whether the Holden Colorado was identical to the Isuzu D-Max in all but badging and final trim levels. Given that the Isuzu diesel was common to both products, the major difference was that Holden chose to offer a petrol version of its V6 Commodore engine as an option. All the time they were in contention, it was also suggested that the Isuzu version featured more suitable wheelbase lengths and that bearing sizes were larger, more in keeping with the Isuzu Trucks heritage.

Now, with Holden launching its new Colorado, does the same apply, especially with Holden almost claiming total responsibility for the design of its product?

Readers with long memories of the British car industry are already able to understand the principle of badge engineering. This is the term used when two companies each market a vehicle that is essentially identical except for a different badge on the bonnet. That’s how the British Motor Corporation brands of Wolseley, Austin, Morris and MG managed to survive alongside the Rootes Group brands of Singer, Sunbeam and Hillman.

Mr. Murato shared some of the behind the scenes developments featured in the new D-Max, such as a five percent improvement in aerodynamic efficiency. Mr. Murato completed his university degree in aeronautics and led his design team to evaluate the drag coefficient of the new model in tests conducted at the Japan Railway Institute, the same wind tunnel facility that worked on the profiles of the Japanese bullet trains.

The new model actually shares the same Cd (drag coefficient) as its predecessor, at 0.47, but has undergone a five percent increase in frontal area. This means that as the air slips past the body more efficiently, there’s also less wind noise.

A and B pillars have been kept relatively slim, thanks to the increased use of high tensile steels in sections throughout the framework, and, unlike some of its competitors, all body parts are made from steel, not plastics. The A pillar is positioned 100 mm forwards of its predecessor, and the B pillar profile has been sculpted around the radius at the base where it joins the floor to allow easier foot access and egress for rear seat passengers.

There’s been a significant improvement in rear seat size, space and comfort, plus foot space under the rear of the front seats. The front seat slide runners have been positioned towards the outer edges of the seat base to give more foot room for rear-seat passengers, and it is noticeably better. So too is shoulder room and headroom, and the rear seat squab has a deeper recline angle.

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TESTED he realities of publishing normally restrict us to weeklong road tests, but there’s no substitute for living with a vehicle for an extended period.

What better way to validate an awardwinning vehicle than to pack up and head north? In this case, for an 8000 km trip from Moss Vale in NSW to Arnhem Land in the Northern Territory.

The test vehicle was one of Ford’s model release vehicles that had clocked up nearly 20,000 km, and so, was nicely run-in. It was an XLT crew cab model, with manual transmission. We’ve already covered the new Ranger in detail and awarded it our Ute of the Year accolade, so a brief recap of specs should suffice.

All 2012 Ranger models are longer, wider and higher than before, with few carry-over components from the previous range.

A new box-section ladder frame that’s taller, wider and thicker than before mounts a double-wishbone, coil-sprung front end with rack and pinion steering. An underslung rear axle design with bias-mounted shock absorbers continues, but with longer springs and stronger brackets and shackles.

A brand-new, five-cylinder, turbo-intercooled diesel has been developed and six-speed manual and automatic transmissions are offered.

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The 3.2-litre five-cylinder produces claimed maximum power of 147 kW at 3000 rpm, with peak torque of 470 Nm in the 1750-2500 rpm band.

The new chassis provides a longer, 3220 mm, wheelbase and wider track of 1560 mm. Measuring 1549 mm long, 511 mm high and with a maximum cargo width of 1560 mm, the cargo box of the double cab is more than 100 mm wider than the previous model’s. Width between the wheel arches is 1139 mm on all ute models, and there are ‘mezzanine-floor’ support pockets in the cargo box sides that allow plywood or plaster board to be laid in flat sheets on a false floor.

Standard kit includes ABS with disc/drum EBD brakes; traction control; dynamic stability control; emergency brake assist and hill start assist; shift-on-the-fly 4WD selection; dialselectable low range gearing; and hill descent control.

The dynamic stability control system incorporates roll stability control, trailer sway control and adapts to suit different payloads. Drum rear brakes are retained because they provide a more powerful parking brake than the tiny drumin-disc units fitted to 4WD wagons. Flashing hazard lights automatically alert following vehicles when an ABS stop is triggered.

Ford’s Electronic Stability Program (ESP) system includes four-wheel traction control, yaw control and roll-over mitigation.

With Trailer Sway Mitigation the vehicle brakes are selectively applied to slow down and stabilise a ute/trailer combination.

The part-time 4WD system has an electronically controlled, two-speed transfer case.

RANGER DUTY Three equipment levels are offered and Ford has received an NCAP rating of five stars for all variants.

The Ranger XL is far from being a ‘poverty pack’, with front and curtain airbags; aircon; power windows and mirrors; remote central locking; Bluetooth; steering wheel cruise control and audio controls; trip computer; auto lights function; USB input; and six speakers in all but Single Cabs.

XLTs score carpet; front fog lamps; dual-zone aircon; chromed side steps and rear step bumper; ambient temperature gauge; rain-sensing wipers; leather wrapped knob and steering wheel; locking rear diff; height and lumbar adjustable driver’s seat; and tubular sports bar with highmount stop light.

The Wildtrak is a Double Cab Ute model with XLT features, plus leather seat trim; sports bars; satnav; and an autodimming rear-view mirror.

More grunt, improved chassis dynamics and carlevel electronic aids ensured that the new Ranger easily outperformed and out-handled its predecessor in our shortterm testing, but how would it handle a major bush trek, we wondered….

We loaded our 75-litre Autofridge onto the XLT crew cab’s back seat, filled the ute tub with camping gear, coupled up a Cub Daintree camper trailer that weighed in, loaded with tucker, fuel and tools, at 900 kg, with 140 kg ball load, and headed north. En route, we fitted a set of Bridgestone’s new Dueler D697 light truck tyres, and monitored their pressures and those of the camper tyres, with a Doran tyre pressure monitoring system.

We appreciated the Ranger’s generous 12-volt auxiliary socket situation – two outlets in the dash console and one at the back of the centre console. We plugged in our fridge, Hema Navigator GPS satnav unit, the tyre pressure monitor’s display and two phone and iPad chargers, via a three-outlet power board. The 12-volt outlet in the cargo tub powered our 75 amp-hour, standby Thumper power pack. Bluetooth connection to iPhone and Samsung was also easy.

Getting comfortable wasn’t a problem, thanks to the XLT’s height, rake and lumbar adjustable driver’s seat and tilting steering column.

A light clutch with vague friction point took a little getting used to, but we soon found the manual gearbox very easy to use. It’s weighted in the third-fourth plane, and those are the ratios most commonly needed for roundabouts and rightangle bends.

The new engine has automatic ‘idle-up’ response at low revs, so it’s very difficult to stall in on and off-road situations. We

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Simply MASTERFUL TESTED

Renault’s resurgence sets a total reversal for its sales history in

Australia

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on’t be surprised if you suddenly start noticing more Renault light commercials in your high street. There’s

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never been any doubt that Renault made good vans. The problem for Renault in Australia was that nobody knew.

A change of management, a new impetus in marketing and a desire to prove its worth has seen a massive change in the public face of Renault. With over 100,000 Masters sold in Europe last year, it’s market leader on its home turf, but had never reached its true potential Down Under.

SIMPLY MASTERFUL RANGER DUTY A clear example of this improved performance is through seeing sales for the first half of this year top out at 362 registrations, a 52.7 percent sales increase over the same period of 2011. In June alone, Renault light commercial sales peaked at 115 registrations, a 59.7 percent increase in performance over the corresponding month of June 2011.

These are still not big figures, but it does show that, with the right level of attention, there can be a turn around in company performance.

The brand is offering a choice of three different vehicles over three weight ranges. Starting with the small van market is the Renault Kangoo. This leads into the medium sector onetonne van segment where it offers the Renault Trafic. After that, a move into medium and large van segment sees two versions of the Master: one a medium size with a cargo volume of 10.3 cu.m called the L2H2, and the other slightly larger called the L3H2 and offering 12.5 cu.m of cargo volume.

In terms of Master sales, the first six months of this year has seen a total of 187 registrations, for a

segment of 3.1 percent, a direct contrast to the miserly total for the first six months of 2011 that reached just 32 units and 0.5 percent. That’s five more sales than the Ford Transit in this weight category that covers competitors in the 3,501-7,500 kg GVM range.

It has to be said that Renault’s growth is also reflected across the medium sized Trafic that fits into the weight range category of 2,500-3,500 kg. This model achieved 2.2 percent segment share, with total sales of 198 units for the year. In June alone, this share increased to 3.2 percent, up from 2.0 percent of the same month in 2011.

The payload for our medium-sized Master is impressive at 1,645 kg, well above the average one-tonner and yet not

taking up much more road space. Actually, the gain from taking the larger L3H2 model is not made in extra payload, as each carries around the same weight. The benefit is in cargo volume.

Under the bonnet of either Master lies the same 2.3 dCi, four-cylinder diesel engine that gets a power increase of 19 kW to reach 107 kW at 3,500 rpm. Peak torque is also elevated over the previous engine, ranking at 350 Nm rated at 1,550 through to 2,750 rpm.

The transmission options provide a choice between a sixspeed manual gearbox and a six-speed automated manual that Renault calls the Quickshift. At Delivery Magazine, we are not too impressed by AMTs in small and medium-sized vehicles, and, for Renault buyers, we’d suggest the manual gearbox is a better choice.

The gearshift lever sprouts from the dashboard, conveniently close to the driver’s left hand, and the shift quality is light and positive. It’s actually a delightful gearshift, and the ratios are well suited to the performance available for the fourcylinder diesel.

We haven’t so far mentioned the comfort and the quiet interior, but the full impact of how good the Master is, as a total package, becomes more evident when you hit the highway.For freeway cruising, this van is a delight. It sits well on the road, the interior noise levels at maximum highway cruise speeds are very low, and the handling is amongst the best in class.

Those heading for long -distance travel can also option up their purchase with a fully-suspended driver’s seat.

Also impressive is the fuel efficiency. Expect a combined fuel consumption figure of 9.0 l/100 km for the manual version, improving to 8.5 l/100 km for the AMT-equipped model. With a fuel tank capacity of 105 litres, that gives you a fair range, of over 1,100 km, while you haul your payload around of 1,645 kg. Emissions are 238 g/km of CO2.

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he Japanese truck makers have long held the appeal for all-wheeldrive options, and although Isuzu is the favoured choice of Australia’s Rural Fire Services and Country Fire Authorities, there’s no reason to exclude Mitsubishi Fuso from having a stronger crack at this lucrative market segment.

Fuso has recently debuted a newgeneration Fuso Canter truck range, following extensive revision of the vehicle’s technology and styling.

The range of conventionally rear-wheel-drive light-duty trucks with their high payload is about to get a new variant featuring selectable all-wheel drive.

Its off-road capabilities make the Fuso Canter 4×4 the ideal choice for all applications where operation on unsurfaced roads is required, for example on construction sites, in the energy supply sector and in service with the fire brigade. For municipal authorities, it lends itself to use as a winter service vehicle with snowplough and salt spreader. Its width of two metres means that it can also negotiate narrow openings with ease.

The Canter 4×4 demonstrates its efficiency well on the construction site, as its all-wheel drive can be engaged to allow it to cope with the loose surfaces. Its high payload capacity and optionally available start/stop function also make the Canter 4×4 an efficient workhorse.

The new Canter model shares the same practical strengths as its predecessors: good manoeuvrability (the 3415 mm wheelbase version has a turning circle of 13.5 m), a spacesaving cab-over-engine layout, a robust construction, an ergonomically located shift lever in the instrument panel, enhanced safety thanks to a strong cab design and low brake wear as a result of the standard exhaust brake.

The Canter 4×4, model designation 6C18, will be offered with a permissible gross vehicle weight of 6.5 tonnes, a twometre wide comfort cab and a power output of 129 kW (175 hp). The all-wheel drive can be selected and deselected by the driver during a journey, and a rear axle differential lock is fitted as standard.

Customers will be able to choose from single cabs or crew cabs (3 and 7 seats respectively) with wheelbases of 3415 mm and 3865 mm. Payload capacity ranges from 3500 kg to 3735 kg. The vehicle’s approach and departure angles are 35 degrees and 25 degrees respectively (as opposed to 18 degrees and 11 degrees for the Canter 4×2).

Like the conventional Canter, the new 4×4 model also comes with a completely redesigned cab.

Daytime running lamps have been integrated into the fog lamp housings and both fog lamps and daytime running lamps come as standard on all models.

First introduced for the 4×2 model, the new cataphoretic dip priming (CDP) and the powdercoated frame provide optimum long-term corrosion protection.

Over 100 cab colours are available, including several metallic and pearl paint finishes, but it’s fair to assume that 90 percent of those heading to Australia will all be painted white. The cab interior is trimmed in two colours, and access and egress has been improved for both the driver and passengers.

Round vents surround the instrument panel. The circular dials are easy to read. The economical range on the rev counter is clearly marked. The multifunction display between the instruments provides information such as time and distance travelled, it also includes a trip computer to calculate

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Mitsubishi Fuso’s new Canter 4x4 steps up the pace

RISING TROT fuel consumption, a display that shows the status of the particulate filter, and a warning lamp for the fuel level. The operating buttons are arranged within easy reach around the steering wheel.

The storage concept focuses fully on the needs of the driver and co-driver. The centre console contains two DIN slots, a storage compartment with flap, and a pull-out drinks holder for

most powerful version of this 3-litre engine – developing 129 kW (175 hp) at 3500 rev/min – is installed on the allwheel-drive model. It boasts a maximum full-load torque of 430 Newton metres, which is available constantly from 1600 to 2900 rev/min.

This newly designed, long-stroke engine (in-house designation 4P10) uses twin chain-driven overhead camshafts, four valves per cylinder, an exhaust gas turbocharger with variable turbine geometry, a common-rail injection system and piezo injectors for precise fuel metering.

The 40,000 km maintenance interval has also resulted in a marked reduction in maintenance costs and further underlines the excellent cost-effectiveness of the Fuso Canter 4×4. To reduce diesel consumption even further, the new Canter 4×4 is also available on request with a start/stop function.

The new Canter 4×4 is equipped with the most powerful version of the 3.0-litre engine, capable of delivering a power output of 175 hp. This engine features SCR technology with AdBlue injection. The AdBlue tank in the Canter is located on the left-hand side, immediately adjacent to the fuel tank, and holds 12 litres. Thanks to the low AdBlue consumption, this is sufficient for a range of around 8000 km.

two containers. On the co-driver’s side, items can be stored in an open stowage tray and a lockable glove compartment.

A stowage facility for documents and a compartment for a mobile phone or small items underline the practical design and layout of the dashboard. Roof stowage boxes, door storage bins and stowage facilities behind and between the seats round off the stowage space options.

Both the driver’s and co-driver’s seats feature integral head restraints, and the driver gains an adjustable lumbar support as standard. A mechanically-sprung comfort seat with armrest is available as an option. Even the occupant of the centre seat benefits from the changes, as they gain the same amount of legroom as the outer co-driver’s seat. A fully automatic air conditioning system is available as an alternative to the manually controlled aircon unit.

The new Fuso Canter 4×4 is powered by a four-cylinder turbo diesel engine with Euro V and EEV certification. Only the

If the vehicle is being used mainly for very short trips, manual regeneration of the particulate filter may be necessary owing to the low engine temperatures. A status indicator in the multifunction display tells the driver whether manual regeneration, which is activated by a switch, is required.

The uniform hole pattern of the high-payload frame on the Canter 4×4 makes life much easier for bodybuilders.

All chassis are available on request with body consoles to facilitate body assembly. Drilling the ladder-type frame is no longer required. To save space, the coolant expansion tank is located under the cab, enabling the body to be moved closer to the rear wall of the cab.

Two different power take-off units, with or without flange, are available on the 4×4, both featuring an output of 31 kW. The Canter is also available ex-works with an external power take-off rpm controller, which can be positioned where required. The interface for the controller is located on the rear of the cab.

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SECOND ALTERNATIVE

Part two of our focus on bio fuels by Allan Whiting

T

he biofuel industry is best described as currently being in its infancy. Some operators have accepted it wholeheartedly, while others have steered clear, preferring not to be at the forefront of this alternative fuel supply until others have completely proven the concept.

But, whether each operator is aware or not, Biodiesel is a fundamental necessity for the future.

In our first article on alternative fuels, we sketched out the scene of future propulsion technologies and looked at algae as a probable source of biofuels. In this second article, the focus is biodiesel from several likely sources.

We started this series of alternative fuels articles with A for Algae, so now it’s time for B for Biodiesel. Biodiesel is a fatty acid methyl ester (FAME), made by the reaction of plant-sourced oil or animal fat with ethanol or methanol, in the presence of a catalyst.

The characteristics of biodiesel depend on the feedstock: for example, tallow produces biodiesel that typically has almost the same cetane level as diesel, but canola may produce biodiesel with around 90 percent of diesel’s energy level.

Australia’s principal current biodiesel feedstocks are animalsourced tallow and vegetable oils such as canola oil, soybean oil and peanut oil.

Biodiesel has excellent lubricity, which is good news for injection system components, and a higher flashpoint than diesel, making it even safer to handle. Biodiesel is also more biodegradable than diesel.

Biodiesel from non-food-supply sources looks like the most renewable and least whole-of-life emitting fuel available. The forwardlooking Ricardo Group has published a table of alternative propulsion systems that shows biodiesel’s clear advantages.

Despite its positives, ‘biodiesel’ has become a horror word for some people, because ‘backyard’ operators produced cocktails that damaged engines. There is a growing ‘cottage industry’ in biodiesel production, with individuals all around the world setting up home biodiesel production, and DIY biodiesel information is readily available on the Internet. Quality control of the output from these installations is a major concern for diesel engine makers, and there is an ongoing European study into the stability of biodiesel in differing storage conditions.

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THE SECOND ALTERNATIVE However, professionallyproduced, high-quality biodiesel has no such quality issues and has been blended with Australia’s diesel fuels in proportions up to five percent (B5) for years, without any notification being required on diesel pumps.

The world’s major diesel engine makers have developed international standards for diesel fuel through American Society for Testing and Materials International (ASTM) in North America, and the European Committee for Standardization (CEN) in Europe, and agree that all fuels used in diesel engines, including petroleum-based diesel and biodiesel fuels, should meet the technical parameters of ASTM D975 or EN 590.

Australia has published a fuel standard for biodiesel under the Fuel Quality Standards Act 2000. It is referred to as Fuel Standard (Biodiesel) Determination 2003.

While the technical requirements of this standard include limits that are found in both the US ASTM D6751 and Europe’s EN 14214, it is identical to neither of these.

The 2008 Position Paper on biofuels canvassed the Australian fuel quality situation and concluded that the current unlabelled B5 situation would continue and that Australia would work towards a B10 blend, following an initiative set by the EEC (European Economic Community).

The move to B10 blending of biodiesel with mineral diesel will probably be the next step for Australia, and biodiesel is set to become our major transport fuel over the next 20 years. The Treasury’s recent modelling for this country’s fuel future states: “The most significant change in fuel mix is the adoption of biodiesel blends.

For example, the EEC’s Renewable Energy Directive and the USA’s Environment Protection Agency Renewable Fuels Standard have caused turmoil in Malaysia and Indonesia, which supply the EEC and the USA with palm oil for many uses, including biofuel production. The EEC and the USA encourage renewable fuel sources, but both regions’ lawmakers have now judged that palm oil production has been done at the expense of old-growth forests, as anyone who’s visited these regions knows only too well.

In Malaysia, the land devoted to palm oil plantations increased to 4.48 million hectares in 2008, up from around 641,700 hectares in 1975.

The USA and the EEC have invoked the concept of indirect land use change (ILUC) in assessing the life-cycle greenhouse gas emissions of biofuels, rather than the narrow view of accepting all renewable fuels. ILUC assessment applies where existing carbon-absorbing vegetation and peat lands are destroyed to plant fuel crops. The findings have reduced the whole-of-life emissions values of palm-oil-derived biofuels and their tax advantages are greatly reduced.

“By 2030, biodiesels will become the dominant fuel used in heavy vehicles and represent more than 75 percent of total fuel use by 2050.”

Some transport operations are already running on biodiesel concentrations up to 100 percent, with diesel engine maker approval, under fuel quality compliance conditions.

Australia lags well behind Europe and the USA in biodiesel production and R&D, but in some respects that may work in our favour. In both these regions, there have been supply source and production quality issues to overcome, and we may profit by that experience.

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AUSTRALIA’S GUIDE TO ECO FRIENDLY, FUEL EFFICIENT CARS

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

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