Van User - March 2022

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MARCH 2022

THE MAGAZINE FOR LCV FLEET OPERATORS

f o t s o C g n i is

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Contents

A year of challenges

I

t is always fascinating to listen to Mike Hawes, chief executive of the SMMT and an appearance this month at Iveco UK’s Basildon base was no exception. He outlined the many challenges that are facing manufacturers, from global Dan Gilkes, supercapacitor and component editor shortages, to pandemic closures, delayed shipping and more locally, truck driver concerns. It is hardly surprising that production capacity is being hit hard.

What is perhaps less well reported, is the vast array of political and logistical problems that have yet to be sorted through behind the scenes, as we continue to work past the parting of the legislative ways caused by Brexit. All of this, while decarbonisation moves up to the top of the agenda for many companies and consumers.

Yet demand remains high, the van market is as strong as it was pre-pandemic, thanks in part to the home delivery market, which continues to push ahead. Rising business confidence is also driving demand for vans in every sector of the light commercial vehicle market. Yet supply, as we all know, is struggling to keep pace with this demand and lead times are stretching ever longer. Many popular vans if ordered today, won’t see a UK dealer or customer until the end of the year, or well into 2023 for some models.

8

28

NEWS 4 Improvements in van safety with Euro NCAP Connect+ rear step sensor application widened Upgrades required for some telematic systems

FLEET MANAGEMENT

Logistics UK launches Vans Today 2022

20 The rising cost of van insurance

6 Iveco Group breaks from CNH 8 Next-gen Raptor

Keeping cool with ice delivery 31 R eady-built fridge vans sold from stock Transcool joins forces with Hulsteins

That is not the only headache for many van users though, as the price of diesel continues to rise and, with everything that is happening in the world, shows every sign of going higher. The worst that I have seen so far is £1.59 per litre, on a recent trip to Essex. For those who still work in old money, that works out at an incredible £7.20 for a gallon.

There is only so much of this added expense that can be soaked up within a company’s own business operations. At some point it has to be passed on to the customer. Maximising fuel economy must therefore surely be at the top of a fleet manager’s agenda these days.

With both the Commercial Vehicle Show and the ITT Hub exhibition taking place in May this year, there has never been a better time to look at new technology and tomorrow’s van models as well. We’ll have a full preview of both of these important shows in the next issue of Van User.

28 F ord partners with NHS for longCovid mobile clinic

10 23

LAUNCH 10 Innovation Automotive 12 Renault updates Trafic van 16 e-Boxer and e-Relay complete line-ups

12

ROAD TO ZERO 23 Real-world Hydrogen van tests for Citroen E-Transit scores gold from Euro NCAP Tyre management to become main SMR cost for EV fleets 24 Portable charging for EVs

CONTACTS Editor Dan Gilkes 07802 751473 dangilkes1@mac.com

Design and production Mark Shreeve 01502 725839 mark.shreeve@micropress.co.uk

Editorial assistant Polly Coleman 01502 725840 polly.coleman@micropress.co.uk

Sales Manager Dan Rice T: 01502 725858 daniel.rice@micropress.co.uk

Published by Countrywide Publications, Fountain Way, Reydon, Suffolk IP18 6DH 01502 725800 www.vanuser.co.uk Printed by Micropress Printers Ltd

ROAD TEST 26 Vauxhall Combo-e 32 Volkswagen Transporter Sportline

32 MARCH 2022 • VANUSER 3

News

Improvements in van safety with Euro NCAP Euro NCAP has revealed its 2022 list of the best and worst commercial vehicles in Europe, based on an evaluation of crash performance and avoidance systems. Overall, things have improved slightly since the 2021 results, with a number of manufacturers making big advances in safety.

The latest Fiat Ducato is the first van to achieve Euro NCAP’s platinum rating, up from a bronze ranking on the previous generation model. This is due to an advanced sensor set, delivering Autonomous Emergency Braking with pedestrian and cyclist detection.

The Ducato has overtaken its Stellantis stablemates from Peugeot, Citroen and Vauxhall, with which it shares its base chassis, as these vans have not yet adopted the same safety systems.

The Renault Ma ster gains a bronze medal this year, thanks to improvements in speed and lane assistance systems. Its Nissan Interstar sister van also gets these improvements, but for the time being lacks AEB, so fails to make the bronze standard.

“We are seeing promising signs that commercial vans are being upgraded with more advanced safety systems, closing the gap between passenger car and commercial vehicle segment,” said Euro NCAP’s secretary general, Michiel van Ratingen.

“In general, it looks as though manufacturers are starting to take the safety in this segment more seriously and, while there is a way to go, we are inspired by the improvements, some modest, some impressive, that we have seen in the last year.”

“

It looks as though manufacturers are starting to take the safety in this segment more seriously

Logistics UK launches Vans Today 2022 In an attempt to keep fleet managers up to date with rapidly changing technology and legislation, Logistics UK will be relaunching its Van Operational Briefings as Vans Today. There will be two Vans Today events this year, in Sheffield on April 26 and in London on April 28, sponsored by the AA, Bott, Brigade Electronics, Lex Autolease, Quartix and TVL. Attendance is free and can be booked at logistics.org.uk/vanstoday22. Topics for discussion will include key operational issues, innovative solutions to technical challenges, driver wellbeing and 4 VANUSER • MARCH 2022

responsibilities, decarbonisation and maintaining residual values.

“Van operators and managers need to stay on top of a wealth of information to run their fleets efficiently, legally and safely,” said event chair, Denise Beedell, public policy manager at Logistics UK. “Whether you operate just one van or run a fleet of thousands, the need to work compliantly remains the same. Book your place to this event now, do not miss the chance to hear from an unrivalled line up of speakers sharing the vital information you need, all free of charge.”

Connect+ rear step sensor application widened Rhino Products has launched its rear step parking sensor system Connect+ for use with the Renault Master and Vauxhall Vivaro platforms. Connect+ neatly integrates OEM reversing sensors into an after-market rear step. Simply remove the OEM sensors from the rear bumper of the van, before inserting into the bolt-on step. The holes in the original bumper are plugged and the wiring loom reconnected. The system is available for Rhino’s AccessStep, TowStep and TowStep Duo ranges across a wide variety of European van makes.

Upgrades required for some telematic systems Vehicle tracking provider Crystal Ball is warning fleet operators that they may need to future-proof their tracking and telematic systems.

The reason is that the UK’s main telecoms companies are starting to turn off ageing 2G services, as we move to 4G and 5G, but these 2G signals are used by many black box devices to transmit data.

“Fleets using vehicle tracking are facing a period of change due to the phasing out of the 2G mobile network, which will make hundreds of thousands of black boxes obsolete,” said Raj Singh, managing director of Crystal Ball.

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NEWS

Iveco Group breaks from CNH

I

n January of this year, Iveco Group split with its former parent business CNH. While CNH continues to market offroad equipment, including Case construction and New Holland agricultural machinery, Iveco Group is now responsible for all of the firm’s on-road divisions, including van, truck and bus, as well as the FPT engine division. This new group has eight brands, working from 29 manufacturing plants, with 31 research and development sites and 34,000 employees.

In the UK, Iveco saw growth across the board over the last 12 months. In the van market in particular, 2021 resulted in a strong performance. The van sector from 3.5-6 tonnes grew by more than 25%, as business confidence returned and demand now outstrips supply in many sectors. Indeed, both Iveco’s Daily vans and its heavier trucks currently have lead times stretching to as much as 12 months, as manufacturers continue to struggle with component shortages and delays.

“Apart from a two-week period when production slowed through a lack of components, we continued to build all the way through last year,” said Mike Cutts, Iveco’s light business line director.

6 VANUSER • MARCH 2022

“

The van sector from 3.5-6 tonnes grew by more than 25%

“2021 was an incredible year for vans. Dot com operators, home delivery of groceries and other essentials doubled during the pandemic, parcel deliveries boomed too and that shift will remain. These factors in particular drove the 3.5-tonne market, where demand went to 110,676 vans, the very first time the market has gone over 100,000 units in a calendar year.”

Iveco continues to do well in that home delivery market, supplying 645 Daily vans to Tesco alone. The company also re-entered the rental market, a move that has seen residual values improve. The Daily Driveaway programme now has 10 ready-built models, such as tippers and dropsides on offer and there will be further additions to the line this year. Around 80% of Daily sales are chassis cabs and the company has established 17 partner-

Mike Hawes, SMMT CEO

ships with UK bodybuilders to supply these ready-built models. The firm will also continue to push its Business trim line this year, which now accounts for 70% of UK sales.

The model year 22 Daily, revealed last summer and coming to the market next month, brings an updated 2.3-litre engine range, promising fuel savings of up to 6%. There is a revised six-speed manual gearbox, the option of Air-Pro pneumatic suspension and memory foam seats, while drivers will be able to communicate with the van through Iveco DriverPal, which uses Amazon Alexa voice control technology. Iveco will also rejoin the eLCV market later this year, with the launch of an all-new Daily Electric.

“We’ve already had a great start to 2022 and we have an exciting new innovation waiting in the wings for later in the year,” said Cutts.

Speaking at Iveco’s recent State of the Nation event, Mike Hawes, chief executive of the SMMT, warned of continued delays in deliveries of vans, as manufacturers struggle to return to full production levels.

“We expect supply issues of semiconductors to continue through this year,” he said.

He also warned of potential problems ahead for van and truck operators, as the move to decarbonisation gathers pace. With sales of electric cars continuing to grow rapidly, the van market lags some way behind, while truck sales are only just starting. Yet, he said, the van market will go emissionfree in 2035 and the truck market is expected to follow suit just five years later in 2040.

Ignoring the fact that there are currently hardly any electric trucks actually on sale, he warned that the UK will need to have 2,450 roadside truck charging points by 2025, a number that rises to 8,200 points by 2030.

That is purely EV points too, there will also be a need for hydrogen infrastructure. Interesting times ahead.

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NEWS

Next-gen Raptor Ford reveals next-gen Raptor with V6 petrol power

F

ord will launch the next generation Ranger pick-up across Europe in top-of-therange Raptor specification first. While more conventional models, like the Ranger Wildtrak, will arrive in the UK early in 2023, the next Raptor is expected to be with customers towards the end of this year.

As with the current Raptor model, the big Ford is aimed primarily at leisure customers, though no doubt it will attract some appearance-conscious business buyers. It’s 680kg payload means that companies are unable to reclaim VAT on the truck, making it far more expensive than other Ranger models.

However, while the Wildtrak and other regular Ranger trucks will be offered with a choice of single and bi-turbo 2.0-litre diesel engines and a new 3.0-litre diesel V6, Raptor will also be available with a twin-turbo petrol V6 engine. This 3.0-litre EcoBoost unit produces a mighty 288hp, with 491Nm of torque. As with the diesel engines, it will be offered with a 10-speed automatic transmission.

The new Raptor will come with no less than seven driving modes, including, Normal, Sport and Slippery for onroad use, along with Rock, Mud and Ruts, Sand and for full off-road racing capability, Baja mode. These driving modes will control engine output, transmission, steering, braking and other systems within the vehicle. The V6 Raptor will also come with four ex8 VANUSER • MARCH 2022

“

Ford’s Ranger sales have gone from strength to strength over the past couple of years

haust modes, Quiet, Normal, Sport and Baja, allowing customers to get the full off-road racer feeling.

Raptor will again have model-specific suspension, this time using Fox 2.5” Live Valve shock absorbers, to go with its coil rear suspension. Despite the extended travel, for maximum offroad capabilities, the adjustable suspension is said to provide improved on-road handling as well.

Ford’s design department has given the new Raptor an even more purposeful look, with 17” alloy wheels and Raptor-exclusive all-terrain tyres sitting under flared wings. The trucks have functional vents and aero features, heavy-duty off-road protection and allLED lighting, including the signature

C-shaped daytime running lights.

Inside the cab, buyers will use a 12.4” digital cluster and a 12” portrait central touchscreen, with Ford’s SYNC4A connectivity. There are also extremely grippy sports seats in the front and rear, along with Code Orange accents on the instruments, trim and seating.

While some manufacturers have abandoned the European pick-up market, Ford’s Ranger sales have gone from strength to strength over the past couple of years, going from a market share of 12% to more than 40%. The company claims that one in three pick-ups sold in Europe last year was a Ranger and of that number, one in seven was a Raptor.

The new Ranger will also form the basis of a next generation Volkswagen Amarok, which will also be launched towards the end of this year.

Amarok will once again be powered by a V6 TDi diesel engine, targeting the higher end of the sector. The new VW will be both longer and wider than the previous model and, as with Ford’s Ranger, the truck will be built in South Africa.

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MARCH 2022 • VANUSER 9

LAUNCH | INNOVATION AUTOMOTIVE

A new name in town T

here is a new name in the UK vehicle sector, as Innovation Automotive (IA) launches its first brand of electric light commercial vehicles. That’s a first brand as the company aims to be the UK’s first multi-brand electric vehicle provider, that will actively help customers to make the transition to EVs. The business is starting with Chinese manufacturer DFSK, launching with that firm’s EC35 compact panel van. This will soon be joined by an EC31 chassis cab. DFSK builds more than 10,000 LCVs a year in its domestic market, so is certainly no newcomer to the sector. Later this year, expect to see the first models in a range of cars and LCVs from Chinese manufacturer Skywell joining the line-up.

Load carrying capacity The DFSK EC35 boasts a load volume of 4.8m3 and a payload of 1,015kg, within compact, urban-friendly overall dimensions. It comes as standard with a lift-up tailgate rear door and twin sliding side load doors. That said, the company may offer rear barn doors if there is the demand.

The van is powered by a 39kWh Gotion battery pack that sits below the load platform. This delivers a driving range of 101 miles when set with a 62mph speed limiter. That rises to 166 miles if the speed limiter is set at 50mph. The speed limiter is fixed before purchase and cannot be altered later.

The vans come with both a Type 2 AC charging port and a 40kW capacity CCS DC rapid charging input. The AC connection requires around 6 hours to fully charge on a 7kW wallbox, while the rapid charging system will allow an 80% recharge in just 60 minutes, on a suitable charger.

On the road Initially at least, the DFSK vans will be brought into the country using Small Series Type Approval certification, which will limit IA to around 1,500 vans a year. The company will submit the vans for full Whole Vehicle Type Approval if required as numbers rise.

10 VANUSER • MARCH 2022

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Despite compact dimensions, there is plenty of room inside

Innovation Automotive is taking an unusual route to market, with all sales being direct to the customer, with no dealers involved. The company has signed a logistics partnership with supply chain firm BCA, to prepare and deliver vehicles from the docks to the customer’s premises. The AA has been employed to provide three years of roadside assistance cover, while service and maintenance will be delivered nationally through Halfords Autocentres.

Initially 51 Halfords sites have been chosen, with training already provided for service technicians, though that number could rise as required.

Ownership costs Service intervals are set at 12 months/15,000 miles and the vans come with a five-year/75,000-mile warranty. The battery gets an eightyear/100,000-mile warranty. The EC35 will have a CV on-the-road price, after the Plug-in Van Grant has been applied, of just £20,999. The order books opened in early March and IA has stock available for delivery.

The van is expected to appeal to lastmile delivery business, campus operations and local suppliers that are looking for a relatively low-cost option to petrol and diesel power.

“We’re aiming very much at the SME and smaller fleet market,” said product and marketing director Lucy Collins.

“We are also working with a leasing partner, to provide both B2B and consumer finance packages.”

A number of conversion specialists have been engaged, to create a broader range of vehicles, including fridge vans, while the EC31 chassis cab when it arrives will be offered with dropside and tipper conversions.

At the wheel Despite compact dimensions, there is plenty of room inside for two six-footers, with lots of travel to seats before they reach the bulkhead. You turn a normal ignition key to bring the dash to life and there is a rotary dial where you expect a gearlever, offering R, N and D. No modes, no varying regenerative braking, simply turn to D, release the handbrake and go.

Talking of regeneration, while there is a slight slowing when you lift off, the EC35 doesn’t stand on its nose to offer one-foot driving in town. Acceleration is brisk enough to keep pace though and there is more than enough power to tackle hills.

We tried the van both unladen and with a part load and in both cases the ride was acceptable, while the forward control seating position makes it easy to place the van on the road and when parking. The compact dimensions will no doubt prove popular with urban drivers looking for an elusive parking place.

The vans are supplied with electric windows and a touchscreen infotainment system that is compatible with

both Apple and Android phones, providing a navigation function direct from the smartphone. Air conditioning is also part of the specification, along with a reversing camera and parking sensors.

The EC35 sits between the highcube compact sector and the midweight van market in terms of load volume, yet boasts a healthy 1 tonne payload that is closer to the bigger models. It is not as luxurious as some players in this sector, but is literally half the price, which will no doubt appeal to many buyers.

Innovation Automotive’s route to market also offers buyers a very different approach, that will no doubt appeal to those looking for a first step into the EV world. The EC35 is expected to appeal to campus operations and short-haul delivery businesses, while local authorities will no doubt be potential buyers for the EC31 chassis cab when it arrives. This however is just the start, Innovation Automotive has a massively experienced management team that will be bringing a range of brands to the UK market over the coming months.

MARCH 2022 • VANUSER 11

LAUNCH | RENAULT TRAFIC

Renault reveals Trafic updates

R

enault’s Pro+ light commercial vehicle division has facelifted the popular midweight Trafic van range, in line with last year’s passenger carrying model update. This includes a range of Euro6D-Full diesel engines, offering up to a 3% fuel improvement and a 4g/km drop in exhaust emissions.

There is also a new look inside and out, the availability of a wider range of ADAS systems and a revised trim level line-up.

Exterior Starting outside, the vans have a new grille and full LED headlights on all models. These promise a 15m greater range and are said to enhance visibility by 20%. They also include a C-shaped signature LED daytime running light design, tying the van to other models in the Renault line-up. Lower down, there are LED fog lights, now with a cornering function, while new colour options and alloy wheel designs complete the external makeover.

The changes are a bit more serious inside the cab, where drivers will notice a definite upgrade in material quality and design. There are new heating and ventilation controls, a revised steering wheel and gearlever and, in higher trim models, an 8” touchscreen with 12 VANUSER • MARCH 2022

hard buttons below for major functions.

There are two levels of central dash monitor on offer, starting with a 3.5” mono screen and moving up to a 4.2” colour TFT screen.

Drivers have up to 84 litres of storage space, including 54 litres beneath the passenger seat. Renault has retained the fold-down central seat back, creating a mobile office space for a laptop and clipboard on Business+ trim and above. Wireless smartphone charging is also available as an option for the first time on Trafic.

Trim levels Talking of trim levels, there are now four. Business is the entry-level specification and it can be ordered with the three lower engine outputs, 110hp, 130hp and 150hp in short or long wheelbases. A DAB radio with Bluetooth, USB and Aux inputs is standard, along with the 3.5” mono dash screen in the instrument panel. You get electric windows and heated door mirrors, 12V power sockets in the cab and the load area, remote central locking and a full steel bulkhead. ADAS on offer includes ESC stability control with Hill Start Assist and Grip Xtend.

Opt for Business+ and you get the 8” central Easy Link touchscreen with smartphone integration, manual air

“

The changes are a bit more serious inside the cab where drivers will notice a definite upgrade

conditioning, the Mobile Office feature and the underseat storage. Externally, the vans come with body-coloured door rails and a rear tail light column with chrome grille. The bulkhead gets the load-through facility, for longer loads and drivers benefit from a wide view rear mirror and rear parking sensors. Business+ is available with the 130hp and 150hp engines and you can opt for the six-speed EDC automated transmission on the higher horsepower model.

Trafic Sport is next up, adding satellite navigation with three years of connected services. The instrument panel adopts the 4.2” colour display and continued on p15

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LAUNCH | RENAULT TRAFIC

continued from p12 there is a faux leather steering wheel and LED internal lighting. Externally there are 17” alloys, body coloured front bumper and door mirrors, front fog lights and electric folding door mirrors. On the ADAS front the vans also come with Active Emergency Braking System (AEBS) and Driver Attention Alert, along with auto lights and wipers. Sport is offered with the 130hp, 150hp and 170hp engines, with the two most powerful available with the EDC transmission.

Sport+ tops the line-up and this is paired with the 150hp and 170hp engines only. You can choose between manual or automated transmission with either engine. Keyless entry, climate control, metallic paint, 17” alloys and body coloured side mouldings are included, along with Lane Departure Warning, Traffic Sign Recognition and a reversing camera.

As mentioned, the 2.0-litre Blue dCi diesel engines all meet the latest Euro 6D-Full emissions standards and they all come with Stop&Start functionality. The 110hp model is new, providing an entry-level engine with 300Nm of torque. It offers up to 40.9mpg and CO2 emissions of 182g/km.

The previous 120hp engine becomes a 130hp, with 330Nm of torque and the same claimed fuel and emissions outputs. Above that, the old 145hp engine now offers 150hp, with 350Nm of torque. Fuel consumption is the same

“

This allnew van will include an electric model, no doubt using a version of the E-Tech technology already seen in Kangoo and Master.

40.9mpg with a manual gearbox, dropping to 39.8mpg with 185g/km with the EDC transmission.

At the top of the range, the old 150hp motor now puts out 170hp and 380Nm of torque. With the manual gearbox Renault claims 40.4mpg is still possible, while the auto drops that slightly to 39.8mpg and 186g/km.

Ownership costs Service intervals for all four outputs are set at 24,000 miles/two years.

The vans also come with a threeyear/100,000-mile warranty and three years of roadside assistance. Buyers can also opt for Renault’s optional Pro+ Promise, with five years of warranty, servicing, roadside assistance and finance, for a set monthly cost.

Prices start at £25,700 for an SL28 panel van with the 110hp engine in Business trim, rising to £35,750 for the LL30 Sport+ with the 170hp engine and EDC box.

Conclusion Though certainly a worthwhile update, the changes to Trafic look set to be relatively short-lived, as we should see the next generation Trafic van unveiled towards the end of this year. This allnew van will include an electric model, no doubt using a version of the E-Tech technology already seen in Kangoo and Master.

Trafic is an important model for Renault, particularly in the UK, where the mid-weight van was actually Renault’s best-selling vehicle last year, above any of its car lines. With sales of 18,100 vans, the Pro+ division saw sales rise by 62% in 2021, taking its market share to 1.48%. In the 40 years that three generations of Trafic have been sold, the company has registered more than 250,000 in the UK alone.

“Trafic is a critical product to the brand in the UK market,” said Stephen Whitcombe, head of Pro+ and LCV for Renault UK. MARCH 2022 • VANUSER 15

LAUNCH | E-BOXER AND E-RELAY

e-Boxer and e-Relay complete line-ups

F

irst seen at the CV Show in 2019, though admittedly not in production-ready form, Peugeot’s e-Boxer and Citroen’s e-Relay are now readily available through your local dealer, completing the respective electric line-ups for the two French manufacturers. However, since that time, parent company PSA has become Stellantis, also taking Vauxhall and more recently Fiat into the fold and that varied range of companies now shares much of its LCV product.

Confusingly, Peugeot, Citroen and Fiat had already combined production of their largest vans for some years, though the Italian firm had always used its own in-house driveline, putting some clear air between it and the two French models. Indeed, the Series 8 Ducato, that was launched in the February issue of Van User, still has a different driveline to the current Peugeot and Citroen, having been signed off for production before Fiat joined Stellantis.

It's a similar story with these electric models. While the smaller highcube and mid-weight vans are now common across the many Stellantis brands, the engineering work that had gone into the e-Boxer and e-Relay was 16 VANUSER • MARCH 2022

well under way before all of these manufacturers came under a single banner.

So, while the e-Ducato has a dedicated Fiat Professional driveline, these Peugeot and Citroen vans are converted to electric drive by Turkish specialist Bedeo (previously BD Automotive).

They are offered with a 37kWh battery in an L2H2 van and a 70kWh battery in L3H2 and L4H2 models. The batteries deliver WLTP driving ranges of 73 miles and 139 miles respectively.

Both outputs power the same 90kW (120hp) electric motor, which delivers 350Nm of instantly-available torque.

The vans have a single driving mode and, while there is a degree of brake regeneration when you lift off the throttle pedal, there is no opportunity for the driver to vary the amount of charge that can be recouped.

The L2H2 and L3H2 vans come with a gross weight of 3.5-tonnes, while the L4H2 van has a maximum mass of just over 4-tonnes, though this of course can still be driven on a car licence. For the 3.5-tonne vans, payloads range from 740kg in the 13m3 L3H2 model, which is expected to be the best seller, to 1,070kg in the 11.5m3 L2H2. The 4-tonne L4H2 panel van is capable of hauling up to 1,150kg, in its 15m3 body.

“

Both outputs power the same 90kW electric motor

The heaviest model is also offered as a window van at 4-tonnes, while there are chassis cabs available at both weights on the L3 chassis. None of the e-Boxer or e-Relay models are capable of towing at present.

When it comes to recharging, the vans have a 22kW Type 2 charging input and a 50kW DC rapid charge capability. Using a regular 7.4kW home charging unit, the 37kWh battery will take six hours to fully charge, while the larger 70kWh will take up to 12 hours.

Where available, a 50kW rapid charger can replace 80% of charge in one hour.

Both battery packs are covered by an 8-year/100,000-mile warranty, guarancontinued on p18

LAUNCH | E-BOXER AND E-RELAY continued from p16 teeing at least 70% of original charging performance throughout that time.

Though converted by an external company, both e-Boxer and e-Relay models can be fully serviced and maintained

by Peugeot and Citroen dealers. However, Bedeo has a UK centre that can provide specialist back-up to those dealers if required.

18 VANUSER • MARCH 2022

“

These two heavy e-LCVs complete an increasingly in demand range

On the road Prices start at £49,335 after the Plugin Van Grant for the smallest L2H2 model, rising to £59,750 for an L4H2 window van and both Citroen and Peugeot have stock of the vans within their UK dealer networks for rapid delivery. Specific models ordered now, will have delivery dates in the second half of the year.

As with the Ducato models reviewed last month, the e-Boxer and e-Relay are based on an existing van design, so the interior will be familiar to anyone that has driven either model in diesel form over the last few years.

The gauges in the dash have been altered slightly and the traditional gear lever has been replaced by three silver buttons on the dash, offering D, N and R settings.

While it hasn’t been possible to include all of the necessary EV information within the existing dash console, the vans have a screen within the rearview mirror that shows driving range, charge and battery level. The charging ports have been installed within the standard van’s diesel filler flap, be-

hind the passenger door.

On the road, the e-Boxer and e-Relay are comfortable and quiet, accelerating reasonably rapidly to keep pace with urban traffic. They cope well with a small amount of dual carriageway work too, though you will see available range fall as speeds rise. But, as Citroen and Peugeot are at pains to point out, neither van is intended as a long-distance hauler.

Conclusion The vans are a way for the two manufacturers to offer fleet customers a complete line-up of e-LCVs from a single outlet. There are EV vans with higher payloads and some that offer longer driving ranges, but that is always going to be the case, as new e-LCVs come to the market over the coming years.

Indeed, the next generation of Stellantis heavy vans, which will almost certainly bring the group’s various brands into a more streamlined line-up of models, will no doubt offer more. For now, these two heavy e-LCVs complete an increasingly in demand range of vans for both companies.

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FLEET MANAGEMENT | INSURANCE

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ompanies relying on fleets of light commercial vehicles look set to see a further increase in insurance premiums this year, as motorists return to the roads following pandemic lockdowns and work from home schemes.

Many van drivers and some businesses will have seen a slight fall in van insurance premiums in early 2020, as fewer vehicles on the road due to lockdown rules, resulted in lower accident rates and claims. However, motorists are already seeing premiums rise, with car prices up on average by £76 per year in the first two weeks of February.

“Motorists will be concerned that the cost of car insurance has jumped from last year,” said Alex Hasty, director at comparethemarket.com.

“Our figures show that drivers will now have to pay an average of £76 more for their policy.”

Van operators can expect a similar rise in premiums, though there are still savings to be made by shopping around for a less expensive deal. That said, a spokesperson for Direct Line Group told Van User that cheap isn’t always the answer when it comes to insurance and that it is important to choose the right level of cover for your vans.

That is especially true when it comes to covering the contents of a van. Recent Direct Line research has shown that £46m worth of tools were stolen from vans in the six months following the easing of lockdown in April of last year. The company says that on average it would take tradespeople a full working week to replace stolen equipment, preventing them from carrying out their work and hitting them financially. Despite this, it claims that 56% of van owners leave equipment in their vehicles at night, while 59% have no specific insurance in place to cover tool theft.

According to the research, the worst places to suffer tool theft from vans are London, West Yorkshire, Northumbria and Kent. Direct Line offers a Tools Essential service, in addition to its van insurance, to help replace tools within 24 hours, with an upfront payment of up to £1,500, subject to checks.

While van insurance is an inevitable cost to your business, there are ways to minimise the premium. Here are some top tips to reduce insurance premiums.

Size matters Smaller vans tend to have lower insurance premiums. If you're driving a long-wheelbase van but aren't using all the space inside, it might be worth thinking about something smaller. It could bring your premium down.

Go green Bigger engines can lead to more speed and that increases the risk of vans being involved in an accident, pushing premiums up. Opting for smaller, more eco-friendly engines can bring van insurance costs down.

Designate drivers Having more drivers on an insurance policy can push up premiums. If you have a young driver (under 25) or someone with a claims history, points or convictions named on the policy, then costs can increase.

Prove you're safe Declare your No Claims Bonus if you have one. Even if you've only been accident free for one or two years, it can bring your costs down.

Manage your mileage The more your van is on the road the more likely it is to be involved in an accident.That's why having a higher yearly mileage can increase your insurance costs. Log your miles accurately and give the correct number when it's time to renew. Rounding your mileage up might be less hassle but it could also bump up your premium.

Stay secure Thieves often target vans, especially unmarked ones. They might want what's inside, or the van itself, so adding extra security features can help you get the best van insurance.

Alarms and immobilisers are just the start. However, before fitting any additional locks to your vehicle, let your insurer know first. Some locking devices may not be approved, or could interfere with the underlying locking system and might invalidate your cover. Fitting a tracking device or security-etching with unique codes could also help, as will parking securely in a garage or off the road overnight. If you can't do that, empty your van every evening and consider adding a sticker to make it clear to potential thieves that there are no tools inside.

EV insurance The rapid rise in demand for electric vehicles is pushing the requirement for specialist EV insurance in the passenger car market, which will no doubt lead to similar demand in the e-LCV sector. EVs are more expensive to purchase and potentially more expensive to repair in the event of an accident, leading to higher premiums.

“We are experiencing a sharp increase in demand for electric vehicle insurance,” said James Allenby, founder of insurance provider Novo.

“EV insurance is a rather different proposition to traditional motor insurance, with electric battery-powered vehicles carrying greater potential financial responsibility for underwriters. It is why many EV owners have encountered reluctance from certain insurers in arranging cover.”

One area of concern for owners will be replacement vehicles, which will likely be fossil-fuelled rather than EV. This could be particularly costly for a company that has gone down the e-LCV route to avoid ULEZ or CAZ costs, while the added cost of diesel could soon build up over such a long time.

“We are seeing the average time for a vehicle repair extend beyond 45 days, which isn’t being helped by supply chain challenges,” said Allenby.

AXA Commercial has also launched a specific electric vehicle insurance option for fleet customers. “We have witnessed the growing trend for electric vehicles,” said Dougie Barnett, director of customer risk management at AXA Commercial.

“To respond to this, we are pleased to offer this future-proofed motor fleet proposition, supporting our customers to make the right decisions for their business and for the planet. We are committed to working with our customers to develop and enhance our propositions and continuously provide the best and most appropriate cover for businesses.”

MARCH 2022 • VANUSER 21

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Real-world Hydrogen van tests for Citroen

E-Transit scores gold from Euro NCAP Ford’s soon to be released E-Transit has been given a Gold Award by Euro NCAP for its advanced driver assistance systems. This includes autonomous emergency braking when approaching pedestrians and cyclists, along with lane keeping technology, traffic sign recognition and occupant monitoring systems.

“Euro NCAP is a byword for vehicle safety, and the organisation extending its Gold Award to E Transit is testament to Ford’s commitment to customer safety across its commercial vehicle range,” said Stuart Southgate, director, Safety Engineering, Ford of Europe.

Citroen is working with Suez Group to trial a hydrogen-powered test van in ‘real-world’ driving conditions. Working from Suez Group’s Carcassonne site in France, which has its own green hydrogen production station, the Citroen e-Jumpy Hydrogen (an e-Dispatch in the UK) is being used for site visits, restocking of equipment and emergency repair work.

The e-Jumpy Hydrogen which, when production-ready, will also be offered by Peugeot and Vauxhall, delivers a 248-mile driving

range. A complete refuel of its three 700-bar hydrogen tanks takes just six minutes, using the site’s 350-bar hydrogen pump, while a 700-bar pump would take half that time.

The van is equipped with a 45kW hydrogen fuel cell and a 10.5kWh battery, that provides up to 31 miles of back-up power if required.

The hydrogen tanks are installed beneath the load floor, leaving the load volume unchanged, at 5.3m3 for a Medium van and 6.1m3 for the XL version. Both van models will also be able to carry over 1-tonne. It is hoped that hydrogen will provide an electric van solution for those operators that require longer distance travel on a regular basis.

Tyre management to become main SMR cost for EV fleets As businesses adopt battery electric vehicles (BEVs) over the coming years, tyre management looks set to become the focal point of many service, maintenance and repair (SMR) policies, according to fleet management specialist FleetCheck.

The company says that as real-world cost profiles develop, while it is true that general maintenance costs are lower for a BEV, tyre costs are higher.

“There are a number of reasons for this. Probably the most significant are weight and torque.

EVs are much heavier than ICE vehicles and this causes increased wear, especially when it comes to models with two wheel drive rather than four, and the high level of torque also having a definite effect,” said Peter Golding, managing director.

“While it is still early days in terms of build-

ing up a picture of the overall impact, it seems likely that the tyre element will move from being just over a third of the total cost over a fleet lifetime to nearer a half. It’s going to becoming the focal point of SMR management.

“Looking at our user base, we are starting to see that, while standard workshop servicing and maintenance costs for EVs are lower than for petrol and diesel vehicles, thanks to the elimination of a variety of wear parts, tyre costs are increasing. There is likely to be increased interest in tyre maintenance, so we expect that there will be a more emphasis on ensuring tyre pressures are regularly checked and that other factors influencing wear such as wheel alignment are considered.”

MARCH 2022 • VANUSER 23

ROAD TO ZERO

Portable EV charger 'a power bank on wheels' ZipCharge Go is developing a portable EV charger that should be available early next year. The portable charging device is effectively a power bank on wheels, allowing BEV users to charge vehicles almost anywhere. The Go uses NMC lithium-ion battery cells and ZipCharge’s bi-directional AC-DC converter.

It allows the Go to be charged at home or at work through a standard single phase electricity supply. The power pack can then be connected to the vehicle whenever it is parked, delivering 20-40 miles of driving range in 3060 minutes.

“We’re already in advanced discussions with a number of large corporate fleets and listening to their requirements, along with product suggestions from our enthusiastic prospective customer base,” said ZipCharge co-founder Jonathan Carrier.

“This feedback is invaluable as part of ongoing development of our hardware and software, such as novel operating controls, safety features, and auxiliary power generation. We are committed to launching a truly ground-break-

24 VANUSER • MARCH 2022

ing product in the Go, one that meets the needs of a range of customer groups and how they would like to use the Go. This includes private individuals, fleets and end-destinations, such as hotels, retail complexes, supermarkets and leisure activities – all locations where the ZipCharge Go can provide flexible, conven-

ient and low-cost charging for everyone, anywhere they park.

“We expect to confirm final pricing later this year in Q4 2022 as part of the pre-order process. The ZipCharge Go will be competitively priced and comparable to the purchase and full installation cost of a fixed home charger.”

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ROAD TEST | VAUXHALL COMBO-E

LONGER LOAD

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here was a time when a long wheelbase, high-cube compact van, offered little more than a bit of extra bodywork behind the rear wheels. That is certainly not the case with the current Combo-e, or its many Stellantis cousins, which boast a 190mm longer wheelbase as well as a larger body, taking them much closer to the Vivaro model.

Powertrain There is little that we can say about the Combo-e drivetrain that hasn’t been said before. Available with a single 50kWh battery choice, the Combo-e drives through a 100kW (136hp) electric motor to the front wheels. You get a three-mode control of power and torque and a B button to add regenerative braking effect in town.

The 50kW battery offers a WLTP range of up to 171 miles, or a WLTP city range of up to 251 miles, which should be enough for most urban users.

Vauxhall’s L2 Combo-e walks the line between compact high cube and mid-weight van with ease, says Dan Gilkes.

“

That extra wheelbase delivers a 2,167mm load length

Load carrying capacity That extra wheelbase delivers a 2,167mm load length in the back of the Combo-e, which is a full 290mm longer than the L1 van. If you make use of the FlexCargo load-through facility, which folds the outer passenger seat out of the way to make room for longer loads in the rear, that extends to 3,440mm.

Vauxhall Combo-e Sportive L2 Basic price £30,575 before PiVG Motor Electric Power 100kW (136hp) Torque 260Nm Weights (kg) GVW 2,400 Kerb weight 1,649 Payload 751 Towing 750 Dimensions (mm) Load space length 1,877 Load space width 1,527 Width between wheel arches 1,229 Load space height 1,243 Load volume 3.9m3 Cost considerations Range 171 CO2 0g/100km Battery 50kWh Service interval 2 year/25,000 miles Warranty 3 years/60,000 miles Battery Warranty 8 years/100,000 miles

26 VANUSER • MARCH 2022

Both vans share the same roof height, but that extra length lifts the overall load volume from 3.3m3 in the L1, to 3.9m3 for the L2. That extends to 4.4m3 with the FlexCargo in use.

With the smallest Vivaro starting at 5.3m3, Vauxhall has left a bit of clear air between the two models, but the L2 version of the Combo-e certainly offers plenty of space for a compact van.

Whatever you want to carry though, will need to be a bit lighter, as the L2 van has a lower payload limit than the L1. Whereas the shorter Combo-e can carry 803kg in Sportive trim, this L2 is limited to 751kg. It probably won’t be a deal-breaker for those that need the extra space.

In fairness, this isn’t just an electric van thing, the diesel L2 also boasts a payload slightly below that of the shorter L1 van.

In the cab Combo-e is offered in two trim levels – Dynamic and Sportive. Don’t get your hopes up too high though, where Sportive once meant actually sporty looking, at least in Astravan terms, these days it is little more than a specification lift over the already generously-equipped base model.

Dynamic comes with a 5” mono display, with DAB, Bluetooth and USB connectivity. There’s air conditioning, cruise control, a full-width overhead shelf, six-way adjustable driver’s seat, electric heated door mirrors, electric windows, with one-touch, rear parking sensors and a full height steel bulkhead.

This Sportive van adds an 8” colour touchscreen, steering wheel-mounted audio controls, the FlexCargo load-through hatch and folding outer passenger seat, an electronic parking brake, front fogs, body-coloured bumpers and wheel trims for those 16” steel rims.

On the road Unsurprisingly, the L2 Combo-e drives much like any of the other Stellantis electric vans, which is to say very well. Having the smaller 50kWh battery doesn’t compromise power to the motor, just reduces overall range, but more than 170 miles should be enough for most local users.

The cab is comfortable, though not as nice to look at and use as its Peugeot sister, if that firm’s i-Cockpit works for you. Other than that and the badge on the nose, its business very much as usual.

Conclusion Short or long, the Combo-e remains one of the best electric vans at this weight, though it has plenty of internal rivals for your cash. It will also have strong competition this year from the latest Kangoo E-Tech, Mercedes eCitan and Nissan’s electric Townstar.

Which model you decide to go with, will be determined by what you need to carry. Just remember that additional load volume results in a slight cut in payload.

Van User Rating – 4.5

FLEET MANAGEMENT | REFRIGERATION NEWS

Keeping cool with ice delivery

Ford partners with NHS for long-Covid mobile clinic The NHS in Essex and Ford have teamed up to create a custom-built Transit-based mobile clinic, designed to measure the lung capacity of those thought to be at higher risk of illness or who have barriers to accessing traditional healthcare. The Transit will house spirometry equipment, a diagnostic test for lung conditions such as chronic obstructive pulmonary disease (COPD) and other respiratory diseases.

Converted by West Yorkshire vehicle builder Venari Group, the van also incorporates medical grade refrigeration equipment, with WiFi monitoring capability, vaccine transport coolers, a collapsible chair for administering vaccines and an integrated tablet for updating health and vaccination records.

Initially run as a pilot, the van could lead to additional vehicles in the coming months.

vanuser

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“

Commercial and catering ice supplier Jam Inns Ice, has added a 3.5-tonne Isuzu N35 to its fleet, equipped with a Paneltex temperature-controlled box body.

The company, based in Bristol, delivers up to 10 tonnes of ice a day throughout the south-west and South Wales. The 3m insulated box body is equipped with a GAH SRF351 freezer with standby, capable of maintaining an internal temperature of -20°C. It includes a full internal pallet protection system, a lockable sack barrow holder mounted on the rear door and a stow-in-the-roof moveable internal bulkhead that allows the creation of two distinct compartments.

The van incorporates medical grade refrigeration equipment

vanuser MARCH 2022

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FLEET MANAGEMENT | REFRIGERATION NEWS

• Expert free advice – great for small businesses Transcool • Expert free advice – great for small businesses • New & used refrigerated vehicles – sales andforces fridge servicing joins • & useddesign refrigerated vehicles – sales andHulsteins fridge servicing • New Free decal with • decalsupplier design to UK frozen food franchises Glasgow-based refrigeration service • Free Specialist provider Transcool Scotland has been • Specialist supplier to UK frozen food franchises appointed as a service and support • Delivery nationwide partner to transport refrigeration • manufacturer Hulsteins. Transcool • Delivery Range ofnationwide small van bespoke conversions will install, maintain and service • small vanterm bespoke hydraulic fridge systems • Range Mediumofand long rental conversions availableHulsteins from our sister and on-board electric generators • Medium and long term rental available from our sister company, Pola Van Rental throughout Scotland and the border regions. company, Pola Van Rental

Ready-built fridge vans sold from stock With long lead times common across the industry, Mercedes-Benz dealer Intercountry Truck & Van has been repaid for its foresight in commissioning fridge vans for stock. The company has sold four Sprinter 315 CDI vans, equipped with single compartment chiller conversion by GRP Group, to commercial butcher Joseph & Henry, as part of its continued expansion into Sussex from a new distribution centre in Shoreham.

The vans, which have GAH Rapier RC301 refrig-

eration units with a single-phase electric stand-by, have had the passenger seat and spare wheel removed, to achieve a payload allowance of 1,040kg.

They have been supplied under a contract hire agreement with Balgores Leasing.

“Availability was key,” said Adrian Burr, director at Joseph & Henry. “We needed extra vans quickly and the pre-converted Sprinters were available from Intercounty at short notice. We took three initially, adding a fourth a little while later.”

“The appointment of Transcool is a further decisive step towards establishing a solid aftermarket structure for Holsteins customers throughout the UK and Ireland,” said Graham Usher, managing director for the UK and Ireland.

Transcool’s fleet of field service vans will be stocked with a wide range of fast-moving fridge parts, to be able to deliver a full-time breakdown and repair service for all types of transport refrigeration system.

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ROAD TEST | TRANSPORTER SPORTLINE

POWER PLAYER Volkswagen has taken the T6.1 Transporter to a new level, with its Sportline trim, says Dan Gilkes

T

wheels. Despite the elevated output, VW claims up to 37.5mpg should be possible, with CO2 emissions pegged at 197-208g/km under the WLTP low/ high test procedure.

Powertrain Unsurprisingly, the ultimate Transporter comes with the firm’s top diesel engine. The bi-turbo 2.0-litre Euro 6D motor kicks out an impressive 204hp at a fairly high 4,000rpm, backed by a storming 450Nm of torque between just 1,400-2,250rpm.

This drives as standard through a seven-speed, dual-clutch DSG automated transmission, to the front

Load carrying capacity The Sportline is available in both short and long wheelbase models, as a panel van or a Kombi with a second row of seats. In this short wheelbase van version, it offers 5.8m3 of load volume, with a healthy 1,165kg payload.

With a 2.5-tonne towing capability, the sporty additions certainly haven’t impacted on the van’s useful carrying capabilities. That’s despite the fact that the Sportline rides on standard 18” alloy wheels and the van has Eiback coilover suspension, that lowers the ride by 30mm. continued on p34

hough Volkswagen Commercial Vehicles’ big launch this year will be the all-electric ID Buzz Cargo, the company has not forgotten those customers that want the ultimate in diesel-powered carrying ability. The T6.1 Transporter is already a very desirable commercial, but the recently launched Sportline specification should please those looking for something more.

32 VANUSER • MARCH 2022

Volkswagen Transporter T6.1 Sportline SWB Basic price £44,995 Engine 2.0-litre bi-turbo TDi Euro 6D Power 204hp @ 4,000rpm Torque 450Nm @ 1,400-2,250rpm Weights (kg) GVW 3,200 Kerb weight 2,035 Payload 1,165 Towing 2,500 Dimensions (mm) Load space length 2,572 Load space width 1,700 Width between wheel arches 1,410 Load space height 1,244 Load volume 5.8m3 Cost considerations Mpg (WLTP) 37.5 CO2 197-208g/100km Fuel tank 70 litres Service interval Variable or 1 year/10,000 miles Warranty 3 years/100,000 miles

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ROAD TEST | TRANSPORTER SPORTLINE

continued from p32 In the cab Styling is a personal and very subjective topic, but there can be few doubts about the intention of the Sportline van. Riding on its lowered springs and big wheels, with that distinctive red strip across the grille, eye-catching spoilers and bumpers, plus illuminated side bars, it certainly talks the talk. Fortunately, thanks to the 204hp engine, it is not all talk.

The sporty feel continues inside the cab, which benefits from the latest T6.1 updates in range-topping Highline trim. That includes heated seating, a full digital cockpit, DAB radio, climatic air conditioning, heated windscreen and the Discover Media Pro navigation system with 9.2” colour touchscreen. Sportline adds Nappa leather and suede seating, with honeycomb stitching.

The van also comes with Adaptive Cruise Control, LED headlights, daytime running lights and rear lights, a rear-view camera, powered latching for the side sliding door, a rear tailgate and parking sensors front and rear. Indeed, the only option fitted to our test 34 VANUSER • MARCH 2022

van is that distinctive Ravenna Blue metallic paint (£792).

On the road As mentioned, the Sportline Transporter is not just a styling exercise. That bi-turbo diesel pumps out plenty of lowdown torque, with the smooth-shifting seven-speed DSG slurring almost imperceptibly through its gears, making it an easy van in which to make progress.

The lowered suspension and 18” alloys contribute to very stable handling, without ruining the ride, even when unladen. While the ride is undoubtedly firm, it is no more so than many unladen commercials and the seats are extremely comfortable.

Having more power than is strictly necessary often results in an engine that doesn’t have to work hard to make swift progress across country and the Sportline is no exception. With no requirement to physically change gear, you can simply sit back and concentrate on the steering and other traffic. It’s a very comfortable way to cover long distances.

“

That bi-turbo diesel pumps out plenty of low-down torque

Conclusion Of course, the elephant in the room is the price, £45,000 is a lot of money for a 1-tonne van. That said, few companies are going to invest in a Sportline for local delivery duties, this is likely to be a statement vehicle that says as much about the business as any graphics along the sides.

The good news is that you will never have a problem finding a used market for the van, with entire sectors of the leisure industry waiting eagerly for Sportline VWs to become available at a more palatable price.

There will be a T7 Transporter in time, though that number has already been used in connection with the recently launched Multivan people-carrier, that no longer shares its underpinnings with the commercial vehicle. With goods carrying duties soon to be shared with the ID Buzz Cargo, you have to wonder how much further Volkswagen can take its diesel mid-weight. Certainly, the T6.1 Sportline will be a hard act to follow.

Van User Rating – 4.5

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