AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
www.deliverymagazine.com.au ISSUE 36 JUN/JUL 2011 RRP: $7.95
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BEST UTE & VAN
OF THE YEAR
AWARDS
GLOBAL ROUND-UP Econetically Correct
Move over Movano
Gelder Group, an environmentally conscious British construction company, is driving towards a greener future with a new delivery of 10 Ford Transit ECOnetic vans.
The UK market is well experienced in the advantages of factory built vans but have always included coachbuilt alternatives, with perhaps the most well known being the “Luton” addition that projects over the cab of the truck.
The Lincolnshire-based Gelder Group chose the Ford Transit ECOnetic for its improved fuel economy and tax benefits, and best-in-class CO2 emissions. These new Ford Transit ECOnetic models will boost their fleet to over 200 vehicles, of which about 80 percent are supplied by Ford.
Here’s one example of current fleet applications where British Gas has signed a fleet deal for 140 Vauxhall Movano vans. The bespoke platform cab Movano vans join the UK’s leading energy supplier’s 10,500 strong fleet.
A Ford Transit ECOnetic van, equipped with a 2.2-litre TDCi 84.5 kW diesel engine and six-speed gearbox, is available with a choice of either a stage IV or stage V emissions approved powertrain. Ford’s greenest Transit van features optimised engine mapping and longer gearing, along with aerodynamic wheel covers and a shift indicator to help achieve a class-leading 189 g/km CO2 figure and a combined fuel economy cycle of 39.2 mpg.
The Movano, which shares its heritage with Nissan and also Renault, where it is known as the Master, is powered by Vauxhall’s 2.3-litre 92 kW engine. With a L3 long wheelbase to accommodate the energy provider’s specialised equipment demands, the specialist bodywork was done by Vauxhallapproved converter, Trucksmith, and features a low-floor polycarbonate Luton body with a single three-dimensional air management system above the cabin for improved aerodynamics and fuel consumption.
Sales of the Ford Transit ECOnetic doubled in 2010 from 2009.
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This particular bodystyle, called KneeHi, additionally comes with a high-grip rubber coating to make entry and exit into the vehicle easier and safer for British Gas engineers.
June / July 2011
Mini Mitsi
Hi to
Hyundai The multi-award winning and highly acclaimed Hyundai iLoad and iMax range is now loaded with new safety and convenience features for all 2011 models. The iLoad and iMax range connect with buyers by offering an outstanding combination of efficiency, practicality, reliability, and versatility. Equipped with an array of highly advanced active and passive safety enhancements and standard features, both models across the range now come with Bluetooth™ Connectivity and full iPod Integration, while the iMax range also sees the introduction of Electronic Stability Control (ESC). The new audio system, which includes radio, CD, MP3 player as well as a USB port, provides enhanced convenience and improved functionality. Bluetooth™ connectivity provides safe hands-free telephone use and audio streaming with any compatible device. Full iPod® integration (via the USB port) allows customers to connect using their original iPod cables, conveniently making operation possible via the head unit or steering wheel controls (iMax only).
Mitsubishi Motors Corporation is taking orders at MMC’s dealerships throughout Japan for the MinicabMiEV commercial mini EV that is planned to go on sale toward the end of the year. Derived from the Minicab Van commercial mini vehicle, Minicab-MiEV is being developed to make maximum use of the technologies and knowhow gained from the development of i-MiEV in delivering the practical utility and driving performance demanded of a commercial vehicle. Reliability, durability and cost performance are also priority areas. The vehicle started a fleet testing program with Yamato Transport Co. Ltd. in October 2010, designed to verify its practical utility. Minicab-MiEV is planned to be offered with a choice of two battery sizesx to meet different customer needs. With government incentives, trial calculations indicate that Minicab-MiEV will come with a customer’s net price from around 1,700,000 yen ($A19,500) and 2,050,000 yen ($A23,500) for the 10.5 kWh and the 16.0 kWh battery versions, respectively. The calculations are premised on Japanese government’s eco-car incentive program continuing in the 2011 fiscal year, and unchanged in detail from fiscal 2010. As with the i-MiEV, Minicab-MiEV will be sold on both a maintenance lease and a cash basis.
Hyundai takes safety seriously, with both iMax and iLoad attaining a 4-star ANCAP safety rating, and fitted with a suite of active and passive safety features including four-channel, four-sensor Anti-skid Braking System (ABS) and Electronic Brakeforce Distribution (EBD), driver and passenger airbags and three-point retractable seat belts for all occupants. In addition, the iMax now has Electronic Stability Control (ESC) with Traction Control System (TCS) as standard across the range.
Doblo the Appeal Fiat Professional’s award-winning Doblò Cargo van, which went on sale in the UK in March 2010, has been named Best Light Van in the latest Van Fleet World awards, the same title it took last year. The Doblò Cargo has a range of Euro 5-compliant engines and incorporates a stop/start system that stops the engine, automatically, whenever traffic conditions bring the vehicle to a complete halt – restarting it when the driver wants to move off again. DELIVERY ISSUE 36 9
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UTE OF THE
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ever before has the ute market and the various manufacturers that compete within this segment appear to be so obviously rattled. Rapid fire media releases about new models that won’t even be released onto our market for close on six months have been flying across the office desks as the corporations desperately try to keep the flame of interest alive in their currently dated products. They work on the basis of hoping pre-launch publicity will be sufficient to keep loyal customers on the hook until they bring their next products to market. Ordinarily, the ute market just rumbles along with similar looking models, each with similar performance levels and similar load ability, as their makers rely on the strength of their dealer networks to keep the orders flowing into head office. The Ford Ranger/Mazda BT-50 dual branding and badge engineering managed to live well with each other, and, despite each distributor claiming certain distinctive differences, the buyers themselves knew that, irrespective of the badge on the bonnet, it was all pretty much similar in terms of product ability. Although slightly smaller than some of the competition, the Mazda and Ford have rightly been able to hold their own as reliable, sturdy and well-made contenders. Nissan continued to sell far more Navara models than the ability of the vehicle actually justifies on its specification, testimony to the fact that looking higher and meaner than the next ute in the parking lot does work wonders in the showroom selection. The company’s marketing team states it has no interest in the fleet market, and, subsequently, it steers all its efforts towards the private buyer segment. Mitsubishi’s Triton has survived its quirky styling, although it has polarised decision-making at purchase time into either a like-it or loatheit scenario. There’s little middle ground here, for this South Australian based importer, amongst its buyers. Into this comfortable ute-focused enclave, two years ago, came Isuzu Ute Australia, and the existing Japanese designed, but Thailand sourced, ute importers all had to sit up and take notice. Within two years, this fledgling importer has scored its 10,000th sale, and established an enviable reputation amongst Tradies for producing a ute that is tougher than anyone else’s. It may not have all the bells and whistles of a show pony, but it does the job and does it easily.
FORD RANGER
UTE OF THE YEAR 2011), compared to the same period of 2010, sales of the Commodore ute dropped by over 20 percent, losing 700 sales. Falcon ute sales slumped by over 40 percent. Holden continued its decline with its imported Colorado, losing a further 21 percent of market share, while Ford dropped seven percent with the Ranger. At this stage, it could be considered a general decline, but, despite having a product basically identical to the Ford, badge-engineered Mazda saw its BT-50 sales rise by 61 percent. Nissan improved its market share by 11.3 percent, with Mitsubishi achieving a growth of 7.6 percent, against increasing
MAZDA BT-50 The traditional Ford versus Holden buyer appears to have lost some of their in-bred enthusiasm, perhaps finding that V8 engines and fuel economy are, these days, uncomfortable bedfellows. A cheap replacement from China is not an option for these buyers – that’s taking decision making too far – but, when family commitments demand greater versatility in the transport options, the V8 seems to be the first possession to go. It’s a scenario that is well illustrated by looking at the industry statistics as recorded by V-facts for the 4x2 segment. Over the first three months of this year (YTD March
competition from the Chinese products of Great Wall, which more than doubled its sales and scored a market share of 4.5 percent. Against a decrease in overall market performance within the 4x2 ute segment of 9.2 percent, the 4x4 segment picked up the slack and grew by 24.6 percent. Ranger doubled its performance, Colorado still dropped market share as Holden slipped by 15 percent over 2010 figures, Nissan grew by 20 percent, Mazda and Mitsubishi enjoyed a slight segment increase, and traditional leader, HiLux, maintained its ranking with an almost identical performance to the previous year. Isuzu D-Max increased its sales performance by 48 percent, to score 4.8 percent market share. There was, however, one newcomer to this segment that had never figured in the market before. And make no mistake; although its influence on sales caused hardly a stir in the pond, on the day it was launched, it’s the long-term prognosis for the brand that is the root of all worry for the current crop of ute suppliers. It’s the Amarok, and for ute buyers in Australia, it means the rulebook has just been rewritten by Volkswagen.
ISUZU D-MAX & MITSUBISHI TRITON It’s the buyer that benefits as the competition just gets tougher
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n making our selection this year we have taken a leaf out of our own book and produced a series of requirements by which we can then compare the available models. We’ve concentrated on the medium van segment as the major area of interest, and we’ve analysed the competition, as we believe a serious purchaser would, in order to find the most suitable vehicle that provides the best value on investment.
Overall cost, fuel efficiency, emissions levels, suitability to the task required, ease of access into parking areas etc. all come into question, as do the levels of safety provided by each of the contenders. In our evaluation we’ve also taken into account how safety is now becoming a major influencing factor in vehicle selection. Take a look at the banner running across our specification charts and you’ll notice the website www.howsafeisyourcar.com.au. Just clicking onto the website, run by the Traffic Accident Commission of Victoria, will give you an insight into how our judges are thinking in relation to the Delivery Magazine Van of the Year contest for 2011. With Occupational Health and Safety issues covering everything we do on a daily basis in our workplace, it’s taken longer than expected to encompass the quest for improved safety and stretch it into the driver’s workplace. No longer able to be ignored, whether the person in charge of a transport operation is a qualified fleet manager or a specialist in human resources, all companies owe it to their staff to place them in the safest possible scenario for accident and injury prevention. In 2006, Toyota held the top spot for van sales with its Hiace recording 41.4 percent market share with a volume of 8,465 units. One year later, and performance had dropped to 37.8 percent and sales of 7,672 units. That slide has continued, and with a product that’s now fast becoming outdated in every aspect except dealer support, this Japanese van maker has to pull some significant improvements out of the hat if it wants to keep its popularity within the top three slots.
SUZUKI APV Just because a van is a best seller doesn’t mean it’s a best performer in terms of road safety, and it’s exactly that factor that results in longterm market leader, Toyota, being gonged out of the competition, irrespective of its sales volumes through the years. With three stars, from a possible five star maximum, it may offer high volume loading within a compact wheelbase, but when safety calls, it’s out of the contest. This year has seen Ford revitalise its entry in the medium van segment with the launch of the Transit ECOnetic. Today, the Transit has morphed into its seventh generation, and with a heritage of 45 years, and six million examples wearing the Transit badge on the bonnet having hit the road, it’s got to be high on the list. Delivery magazine tested the first available Transit ECOnetic in our April/May issue this year, and, with our national focus on fuel efficiency and lower emissions, it became obvious that here was a strong contender. We’ll start with fuel economy, and it’s here the Transit ECOnetic establishes a clear leadership, with a combined fuel consumption figure of 7.2 l/100 km and an exhaust emissions performance of 189 g/km of CO2. But wait! A quick glance in the Star guide shows that Transit also scores just three stars under the ANCAP system. If other vans are out there with four and five-star ratings, how can a fleet manager justify fuel economy against the higher level of safety? Another factor
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VAN OF THE YEAR 2011 market leader Toyota with its Hiace on several occasions, and looks like continuing the advantage as both makes fight for almost equal 30 percent shares. Volkswagen entered 2010 with new engines and transmissions for its Transporter, and, thanks to a major improvement in driveability and performance, this model is now scoring significant sales success in the medium van segment. The VW was a justifiable winner of the Van of the Year award for 2010, and, with a four-star safety rating, it’s maintained its credentials for this year.
affecting sales here for Transit is the lack of an automatic transmission. European drivers seem to prefer manual gearboxes but for Australia it’s often a must have option. Another three-star ranking is the Suzuki APV. Its compact dimensions and more recent development put it a full two stars ahead of the Mitsubishi Express. Age may not weary them, but in the case of the Express, it has indeed been condemned by the years since it was originally developed. Mitsubishi is long overdue in bringing forward a replacement for what is a well priced performer, but one that lacks the necessary safety inclusions.
Mercedes-Benz, in 2011, has finally got the Vito where it should have been years ago by way of performance, economy and driveability. With new engines, transmissions and final drive ratios that match the performance and economy abilities of the driveline, it’s the best Vito we’ve ever seen. With revised pricing and a suitable advertising campaign that reaches buyers, rather than leaving the product floundering in obscurity, MB could have a winning model on its hands. There’s no doubt the three pointed star emblem is an important part of the image, but with van buyers looking for price competitiveness first, and status second, it impacts on the sales statistics.
Right from the start it’s clear the competition is extremely tough. The Hyundai iLoad, winner for Van of the Year for two consecutive years (2008 and 2009) and holder of a four-star rating, proved that with the right product, the right price and the right promotion, our readers vote with their wallets. In a relatively short time on the market, the Hyundai iLoad has managed to topple
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PROJECT
PROJECT N I S S A N Take an old ute, bring it back to top spec standards, and you’ve got great looking transport on a low budget 44
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PROJECT NISSAN t was interesting listening to the TV reporters, recently, as they questioned whether a family income of $150,000 per year could be called rich. As the details of the latest Federal Budget unfolded, commentators on talkback shows seemed surprised that certain rebates and entitlements could be reduced when a salary hit that level. That’s all very well for those earning, in some cases, several hundred thousand dollars each for fronting a breakfast programme. But it’s a very different story for an apprentice starting out on the workshop floor where regular parking fees, road tolls and fuel bills can exceed their weekly salary.
Magazines are usually full of road reports on new vehicles. But, there’s a broad section of the community for whom a new vehicle is just part of a future dream. So, with toolbox, inspection lamp and a pair of overalls, we set off to find a low cost alternative, for an apprentice, which would be reliable and affordable. Welcome to Project Nissan. After a bit of searching around the local district we came across our 1995 Nissan 4x2 crew cab, ready to work and with just 349,000 km on the clock. The engine worked surprisingly well, and although a little down on power compared to some of today’s V6 options, the 2.4-litre, four-cylinder petrol engine was relatively leak free and wasn’t pumping smoke out of the exhaust or consuming oil in unrealistic amounts. A cursory look underneath showed a relatively clean body with virtually no rust evident and components that seemed to have survived a life of 349,000 km without too much hardship. There were some squeaks and rattles, the front suspension had seen better days with dampers that bounced up and down rather than controlling the rebound, and the tyres were close to racing slicks, suggesting that wet weather handling might be bordering on the dangerous. Our task was to return the Nissan to something resembling its original glory. This was not to be a chop it and drop it exercise where a ute suspension became lowered, wheel rims expanded to 18-inch alloys and fitted with low profile 40-series aspect ratio tyres. We wanted a serviceable, safe and reliable ute to resemble its original specification at a fraction of the price of looking on the new or near new alternatives on the market. With any vehicle rebuild, you start with safety. The tyres had all seen better days, and if asked to perform in a strong downpour the result could have turned quite ugly, with low tread depth unable to clear away water to maintain high levels of handling. Off with the old, and on with a new set of Continental VANCO 2 tyres in the original 195R14 sizing and fitted to the original, somewhat rusty, chrome rims.
These Continental tyres are ideal for light commercial use and are more than adequate when it comes to load carrying. That’s where adding those larger rims and low profile tyres can bring you unstuck. The tyre has to be rated to carry a maximum load, and, with a ute, that can be a full one tonne. Wide wheels and low aspect ratio tyres may look good, and on a Porsche they may provide the finite handling advantage that makes all the difference at maximum speed on a racetrack. But on a ute they’re a waste of money. They give a hard, uncompromising ride quality that spells discomfort, and they probably can’t carry the load. This may contribute to early failure, sometimes within just 20,000 km use. Admittedly, our local Tyrepower crew did question our sanity in fitting new tyres to a ute that looked destined for the tip, as they’re more used to the continuing range of new products we have under our test programmes. But, within a matter of minutes, tyres were replaced, wheels were balanced and Project Nissan hit the road with legal rubber on all four corners. As we mentioned, the front suspension was doing impressions of bouncing a basketball, so we headed off on our first road trip to Campbelltown and our local Pedders Suspension centre. We’ve worked with Pedders before and know they provide an excellent 28-point suspension check for their customers, completely free of charge. Branch manager, Scott Cawley, soon had the ute on the Boge shock tester equipment, and we watched as the equipment pummelled each wheel to compare the behaviour of each damper under realistic, simulated road conditions. As the test equipment evaluates each damper, it records its findings as a trace on a circular chart. If the trace shows a tight control the shock is performing correctly. When the trace expands in each direction across the test card, it indicates replacement is definitely due. In our case, the rear dampers were showing good results, but the front were not really doing very much at all to help handling, vehicle control or steering. Shock absorbers, or dampers, do much more than just promote a comfortable ride. When they don’t work effectively they affect the way the weight of the car is apportioned over each wheel, and, consequently, how each wheel can brake effectively to stop the vehicle in a minimum distance. If the front or back axles are bouncing up and down, the vehicle is not under proper control, and it’s your safety that suffers, along with a significant reduction in tyre life.
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FEATURE
FLEET FOCUS We review the latest changes and impact of the Federal Budget on vehicle leasing
What are the initiatives? (This is a summary straight from the budget papers) 1) The Government will now allow small businesses to claim up to $5,000 as an immediate deduction for motor vehicles from the 2012-13 income year, providing a $350 million cash flow benefit to small business. The remaining cost will continue to be depreciated at 30 percent (15 percent in the purchase year). As a motor vehicle is often the most important asset of many small businesses, this measure will be of significant benefit. For a motor vehicle purchased for $33,960, there would be a $9,344 tax deduction in the first year, an increase of $4,250 on the old arrangements.
ach year, the Federal Budget is full of interesting information, and an understanding of the impacts can be gained from a skim of the major newspapers.
2) The Government is removing the connection between the statutory value of car fringe benefits and kilometres travelled — addressing the perverse incentive to travel more, thereby contributing to environmental damage. The current ‘statutory formula’ for valuing car fringe benefits will be reformed by replacing progressive rates with a single 20 percent statutory rate. This will be phased in over four years and apply to new contracts entered into after 7:30 p.m. (AEST) on 10 May 2011.
This year, there are several initiatives that have a direct impact on our industry. For fleet managers, manufacturers and dealerships, the changes to fringe benefit tax (FBT), the new car incentive for small businesses and the focus on a national heavy vehicle scheme will create some opportunities, and some challenges.
3) $4.8 million will be provided for the Commonwealth’s contribution to continue the project implementation teams for the national heavy vehicle regulator, which was established in Queensland. State and Territory governments will contribute to this activity according to the National Transport Commission formula.
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Let’s first look at the changes to FBT. The introduction of a flat rate is not a new concept and was raised by the Henry Tax Review in 2010. It gained some more credibility in early 2011 when updated papers from the Garnaut Climate Change Review were released and provided support for the changes recommended in the Henry Tax Review. The old concept of decreasing the statutory percentage, the more kilometres travelled, seems at odds in the current social and political environment where the introduction of a carbon tax is one of the major national debates. The progressive rates were introduced in a time when petrol was cheap, diesel was for trucks, and carbon was only mentioned when talking about fossils. The graph (Chart A1–13: Number of vehicles by kilometres travelled) in the Henry Review clearly demonstrates the behaviour of drivers in trying to reduce their FBT liability. It was widely known in our industry, but was not given enough attention by previous governments. In this new political landscape where the Greens hold some of the political power, some commentators have suggested the change was an easy decision for the government. The opportunity for a fleet management or salary packaging organisation is the potential increase in market size for novated leases. Prior to the change, ‘mum’s taxi’ may have travelled less than 15,000 km and a novated lease may not have been a tax effective option. Now the second, or third, family car may be converted into a novated lease.
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TESTED
A STEP AHEAD
Nissan jumps the gun, ahead of Ford and Mazda, with higher horsepower and torque for the Navara
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A STEP AHEAD t’s sometimes amazing (and for the most part extremely frustrating), that you have to wait for good things to happen. But, in the case of the Navara ST-X 550, it is a good thing and it is definitely worth the wait.
You are allowed to be confused by Nissan’s marketing decisions, which see a 2.4-litre diesel of 106 kW and 356 Nm available together with a 2.4-litre diesel of 126 kW and 403 Nm of torque. Just in case you prefer petrol power, there’s also a 4.0-litre petrol V6 that produces 198 kW and 385 Nm of torque, but it’s only available in one model, the dual-cab, ST-X 4x4 pick-up. If petrol isn’t your preferred fuel source there’s a third diesel, again, only available in one model, which happens to be the same as you are offered by the V6 petrol, that of the ST-X 4x4 pick-up. Now, while you consider why there are three different diesels, there comes a fourth choice, and yes, you guessed it, it’s yet another rating option in a diesel format, this time a 3.0-litre, V6 turbo diesel with 170 kW of power and 550 Nm of torque. And yes, it’s only available in one model, the ST-X 550 crew-cab pick-up. The frustration level here is that, once you’ve driven a Navara with the 3.0-litre, V6 diesel you will not be satisfied with any other alternative or substitute. Its 170 kW is produced at 3,750 rpm and the 550 Nm of torque comes storming through at 1,750 rpm, bettering the low engine rpm output of torque from any of the other Nissan diesels by 250 rpm.
And the story here just gets better when you find that all this torque is patched through to a seven-speed automatic transmission, providing two more gear ratios than the other Navara models can find in their automatic gearboxes. This new V6 diesel results from the Renault/Nissan Alliance, and it’s everything you’d expect from a powerplant that can provide this high level of horsepower and torque. So much so, that you just wish that instead of playing the numbers game and restricting it to the top-of-the-line flagship model, Nissan should just adopt the engine universally across the Navara range. There’s going to be an inevitable comparison between the V6 diesel and the two smaller output four cylinder diesels, and it’s really a no contest. When off-road the smaller 2.5-litre, with either the 356 Nm or 405 Nm rating, dies without the benefit of any formalities when faced with a full load and a steep incline. The 450 Nm version of the four-cylinder is obviously better than its lethargic siblings, but when 550 Nm is on offer you kind of feel obliged to go for broke and take the stronger option. That decision to option up to the V6 is not going to cost you a vast increase in fuel economy, as the V6 diesel returns a combined fuel figure of 9.5 l/100 km against that of the 356 Nm version at 10.5 or the 450 Nm version at 9.0 l/100 km. Don’t even bother to look at the V6 petrol if you want economy, as the combined figure for this is ranked at 14.0 l/100 km. This new V6 diesel engine is shared with the top-of-the-line Pathfinder, but in the Navara, its fitment comes with just about every box ticked on the order form. You also get front and side impact SRS airbags, front to rear curtain airbags, anti-lock brakes with brake assist, electric brake distribution, vehicle dynamic control with active brake limited slip differential, seat belt pre-tensioners and emergency locking seat belt retractors. As well as a tub liner that includes sliding, adjustable tiedown brackets, you get a high spec interior, some serious looking roof furniture that doubles as a roof rack, front fog lamps, headlamp washers, a smoked bonnet protector, a satin black sportsbar and a hard tonneau cover. It’s also going to appeal to the boat and caravan towing fraternity as the maximum braked trailer weight is listed at 3,000 kg.
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T FEATURE
here’s a definite danger in relying too much on statistics to determine your future buying plans, especially when it relates to the light, medium or large van sector. Just one major fleet conquest can make one model appear to be the conqueror of all makes, although other products may be either similar or equally capable.
This has certainly been the case for large van buyers, where the Mercedes-Benz Sprinter hits the vehicle registrations statistics with an imposing lead over other makes. In reality, Benz has achieved this three-pointed star status thanks to a continuing large order from Australia Post. Without the red Sprinters heading through the high street each day to collect and deliver the mail, its sales would be very much in line with its competition, which includes the VW Crafter, Renault Master, and Iveco Daily. So far in 2011 (VFacts YTD March), the Sprinter leads the van segment in this 3,501-7,500 GVM category with 464 registrations and a 20.1 percent market share, ahead of the Crafter with 127
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units (5.5 percent), the Iveco Daily van and cab chassis with 152 units (6.6 percent) and finally, the Renault Master with just 21 registrations (0.9 percent). When you compare the full year figures for 2010, once again it was Benz in the lead with 2,249 Sprinter registrations (18.6 percent), Volkswagen Crafter with 840 units (6.9 percent), Iveco Daily van and cab chassis at 716 units (5.9 percent), the Renault Master at 129 units and 1.1 percent. When you look at comparing the VW Crafter with the Mercedes-Benz Sprinter you are comparing identical bodies with identical build quality, with both models being produced at the same factory at Ludwigsfelde, near Berlin, Germany. Even the dashboard layout is basically identical. The difference, of course, is in the detail with the Benz product, hosting Mercedes engines and drivetrains, and VW offering its own VW sourced engines and drivetrains. Also up for consideration, is which dealer network provides you, personally, with the most convenient service point. This becomes an individual issue, but it still pays to shop around prior to purchase, and
CRAFTSMANSHIP
check on typical service costs and whether a loan vehicle is available to solve your loss of transport in a commercial application.
class standards for emissions and running costs in the large van sector. Initial engine data suggests the new Crafter could produce emissions from as low as 195 g/km.
Both the Crafter and Sprinter have been on the market now for five years, and for Volkswagen, it’s time for an upgrade. The middle of 2011 will see the launch in Europe of a new engine range, replacing the five-cylinder, 2.5-litre engines currently available from Volkswagen.
The 2.0-litre TDI engines are already proven in the new Amarok pick-up, Caddy and Transporter, and have been praised for their refinement and efficiency. This engine is expected to reduce fuel consumption and emissions figures for the new Crafter by up to 33 percent. Running costs could also be reduced by up to 25 percent thanks to better fuel consumption and lower servicing costs.
The outgoing five-cylinder engines, available in Europe, are actually slightly ahead of those supplied in our market, when it comes to emissions levels. In Europe, the current Crafter has already achieved EEV (Enhanced Environmentally Friendly Vehicle) status with its range of five-cylinder, 2.5-litre BlueTDI engines, with emissions comfortably exceeding the latest Euro V standards. Now, Volkswagen is improving the new Crafter’s environmental credentials, even further, by introducing its latest four-cylinder, 2.0-litre, common-rail TDI engines across the range.
Towards the end of 2011, in Europe, Volkswagen BlueMotion Technology, combined with a Start/Stop system and battery
Power outputs will compare with the current engine range, but, with increased torque and efficiency, Volkswagen expects them to set new
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nbelievable, but true, the fortunes of Renault in Australia have been substantially limited by an uncomfortable association with Nissan Australia that’s stunted investment and expansion to the point where Renault has become a forgotten make.
A lack of dealership commitment and, perhaps more importantly, a lack of enthusiasm through decades of neglect, has brought the company’s Australian operation to a final ‘make it or break it’ position. Part of the problem for Renault Australia comes from the lack of a clear identity for the brand. Nobody in Australia is aware that, when combined with Nissan, the duo is the third largest automaker in the world, and Europe’s number one LCV manufacturer. Nobody here knows that the duo is also leading electric car development among major car manufacturers, investing $5.16 billion in eight electric vehicles over the next four years. Everyone knows that Carlos Ghosn is the CEO of Nissan, but nobody knows he is also the Chairman and CEO of Renault, or that the Government of France owns 15.7 percent of Renault. It also gets more confusing from there, with Renault holding a 44.3 percent stake in Nissan, and Nissan holding a 15 percent stake in Renault. And it doesn’t stop there. Renault holds a 50 percent stake in the joint venture Renault-Nissan Alliance. And yes, there’s more! Daimler has acquired a 3.1 percent share in Renault-Nissan, which, in turn, has taken a 1.55 percent share in Daimler. This is in order for Renault to provide Mercedes-Benz with a brand new 1.6-litre, turbodiesel, and for Mercedes-Benz to provide Renault-Nissan with a 2.0-litre, four-cylinder petrol engine. The resulting new alliance is also to develop a new model to replace the Smart that’s based on the Twingo.
Renault now needs to draw a line in the Australian sand and knuckle down to effectively relaunch its brand, in much the same way as Volkswagen reinvented the Skoda brand, globally. Certainly it has the historical credentials that can underpin the investment, and, with an interesting and capable range of cars and light commercials, it already has the product available that can create market share. It also has the benefit of not being part of a Chinese conglomerate about to flood the market. At the 2011 Commercial Vehicle Show in the UK, Renault showcased a total of 14 vehicles, half of which, impressively, were making their UK show debuts, including Kangoo Van Z.E. (Zero Emission).
Unsurprisingly, against a backdrop of everincreasing fuel prices, Renault expected the largest draw on its stand to be its new Kangoo Van Z.E. (Zero Emission). Aiming to prove that electric LCVs can be affordable to run and good to drive, as well as offer a more relaxed driving environment, due to its near silent
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RENAULT WHO? operation, the French brand’s compact vans will be available from September onwards, in Europe, in both two and five-seat versions. Sharing the limelight with their sibling, and emphasising the growth of Renault’s fully renewed LCV range, were several new additions to the Master range. Namely, four factorybuilt products – Box Van, Dropside, Tipper and 17 Seat minibus; plus two locally converted products – Luton Van and Curtainsider. The Australian market is nowhere near as well served with variations in product as the UK, but still manages to rock along with the Kangoo, Trafic and Master. As detailed in the last issue of Delivery, both Kangoo and Trafic have new models out in the market, but, with a revised Master destined to make it a trio by the end of this year, we thought we’d take a full and thorough look through the brand as it now stands, led by new managing director, Justin Hocevar. Kangoo is the boxy, sharply-styled, blunt-nosed delivery van that offers easy access through a rear tailgate or barn
doors, with a sliding side load door on the nearside. Powered by a 1.6-litre petrol four -cylinder with a four-speed automatic transmission, or by a 1.5-litre, four-cylinder diesel with a fivespeed manual gearbox, it’s nimble, nifty and completes a U turn within 10.7 metres. Capable of carrying 650 kg in the petrol version, but upsizing that to 800 kg in the diesel, this front-wheel drive van has got disc brakes all round and returns 8.3 l/100 km with the petrol or 5.2 l/100 km with the diesel. The cab is remarkably spacious, even for two big people up front, and it’s also remarkably safe, with ABS, EBD and EBA, as standard, together with a front driver airbag, cruise control, air conditioning, speed limiter and remote central locking. Bluetooth is also standard, making phone conversations legal and safe. ESP is not standard, but is available as an option, together with a front passenger airbag, after which you get into the full options list of adding or subtracting sliding side doors, having automatic headlamps, adding windows to sliding doors, plus rear park sensors, fog lamps and other goodies. You also get a three-year/150,000 km warranty with 24-hour roadside assist. The Trafic comes in two forms, one shorter in wheelbase than the other by 400 mm and offering two overall lengths, the first being 4,782 mm and the second being 5,182 mm. The overall height is identical on both, at 1,963 mm, meaning it will fit under a 2.0-metre height restriction for an underground car park. The load length ranges from 1,268 mm – 1,668 mm.
Who?
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HELP ME RONDO! Heard about Kia's Rondo 7? Not many people have, but it's a good niche filler for the Korean manufacturer
K
ia is really coming of age, at present, with some very acceptable examples such as the Optima, a new version of the Rio, a manual and auto version of the Cerato, plus the excellent all-wheel drive Sportage. But did you know about the Rondo 7?
The Rondo 7 first launched onto the Australian market back in 2008. Offering seven seats in a mini people-mover package, it’s a dead cert competitor for the Volkswagen Caddy Maxi Life. But, without any marketing dollars behind an awareness programme, it’s one of those models that you only really notice if you trip over one in the corner of your local Kia dealership.
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With five doors, the Rondo 7 works as a conventional hatchback, with two individual front seats, three seats in the second row and a flat floor in the luggage area. For those times when you add additional children, who need a lift home after Saturday sport, you can pull up a further two seats in a third row, turning your Rondo into a seven seat mini peoplemover.
HELP ME RONDO! Actually, the seating options are slightly more versatile, as the second row seating has a split/fold 60:40 ratio and the third row can offer a 50:50 split. What is more surprising is the actual space available in the second row, with the ability to slot in two or three tall, long-legged footie players an easy task. Access into the third row is also made easier by the second row seat base sliding forwards, but those destined for the third row really do need to be little people. Now that we’ve identified what the Rondo 7 can offer in terms of seating, we’ll look at what else it offers the new buyer. The technical side of the Rondo 7 is fairly straightforward. There’s a four-cylinder, petrol engine that’s transversely mounted and drives through the front wheels. The engine runs on regular unleaded fuel, with or without ethanol to E10 blending, and features a double overhead camshaft design with 16 valves and continuously variable valve timing that produces maximum power of 106 kW at 6,000 rpm and peak torque of 189 Nm rated at 4,250 rpm. Transmission options are for a five-speed manual gearbox or a four-speed automatic, and the combined fuel consumption figure is 8.7 l/100 km for the auto (8.6 for the manual) with emissions level of 208 g/km also for the auto (206 g/km for the manual). Externally, the Rondo 7 looks pretty much similar to the overall appearance of a standard hatchback, but the versatility of the third row obviously increases its appeal. With an overall length of 4,545 mm and a width of 1,820 mm, it’s going to fit in any garage with room to spare, and with an overall height of 1,650 mm, it will gambol into any underground car park without so much as a squeak from the antenna or an ooops from the passengers.
There are a few good reasons for buying a Rondo 7 when it comes to safety, as, despite its small outward dimensions, the car brings with it six airbags and an electronic stability programme with traction control. And as far as peace of mind goes, the Rondo 7 offers an unlimited distance warranty for five years. There are two models available, with both sharing the same mechanical specifications and seating arrangements. The Si is the cloth trim outfitted version that comes with 15-inch alloy rims, 205/65R15 tyres, MP3 player and iPod compatibility and six speakers. However, the SLi adds leather trim, front fog-lamps, roof rails, climate control air conditioning and tricks up the wheel and tyre fitment to 17-inch alloys shod with 225/50R17 tyres. In both cases, the spare tyre is a space saver with a speed and distance limit relating to its use. Bluetooth connectivity is standard on both models, and so too are the rear air vents to the second row seats to keep the kids cool. Both models also share driver and passenger airbags, curtain SRS airbags for head and upper torso protection, and front side airbags for thorax and pelvis protection. ABS (anti-lock braking systems) and electronic braking distribution also comes as standard. If you’re an inner-city dweller with kids to shift around, and you gather additional kids at various times, the Rondo 7, on weekends, can provide an easy solution to the problems of needing interior space within compact exterior dimensions. It will slot into short parking spaces and you won’t be fighting for space alongside other parkers when you open the side doors to slot in the future inheritors of your family fortune. And, if they are really little, there are three child-seat mounting brackets. We’d also recommend adding the optional reverse parking sensors for safety, and maybe even a reverse camera.
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AUSTRALIA’S GUIDE TO ECO FRIENDLY, FUEL EFFICIENT CARS
AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
AUSTRALIA’S LEADING TRUCK & ENGINE MAGAZINE
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