VanUser May 2021

vanuser MAY 2021

THE MAGAZINE FOR LCV FLEET OPERATORS

PICKING UP SALES Pick-ups special

News Stats reveal size of national van fleet

Interview Stellantis van boss talks new E-Ducato

Road to Zero Fridge units going solar

Pick-ups Analysis of a modified market

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MAY 2021

Embracing the new

Contents

26

The last year has changed the way in which many of us work and, for some companies, it may have a lasting effect on working practices going forwards.

Certainly, attending an actual vehicle launch this month, interacting with people face-to-face and driving various pick-ups on and off the road was a welcome change of pace from the Zoom and Teams launches that we’ve had for the last 12 months.

Yet, while many business sectors will be wondering whether to return to the office or to continue working from home, the majority of van operators have no doubt carried on regardless.

They used to say that if something was sitting on a supermarket shelf, it probably arrived by truck.

These days, it is more a case of, if it was delivered to your home or office, it probably came in a van.

A recent DfT van statistics report showed that

by March 2020 there were 4.1m vans on the UK’s congested roads, travelling around 55bn miles a year. Even taking into account those companies that did have to stop working, that’s an awful lot of light commercials.

4 Van use statistics revealed

Toyota to launch Proace Electric

Ford offers improved security

6 High spec Griffins boost Vauxhall LCV range

The survey also showed that 51% of those vans rarely travelled more than 15 miles from base in a typical working day. Manufacturers have been telling us these figures for some time, as a way of showing just how many companies could make a move to electric vehicles without worrying about driving range.

You may think that you won’t have to consider an EV until 2030 at the earliest, but it could be worth at least dipping a toe in the water well before then.

Working through how a battery electric van will function within your operation, assessing your charging demands and seeing how the sums really stack up when it comes to total cost of ownership, could help you to make the move sooner than you think.

Dan Gilkes, editor

ROAD TO ZERO

NEWS

14

Refrigeration: Marshall Renewables to launch combined solar and kinetic energy-powered LCV refrigeration units for electric vans

16 Vivaro-e in strong demand

Maydencroft adds to Isuzu fleet

8

RWD eSprinter will boost range and payload

EAV works with Ford Spin

PICK-UPS 18 Launch: Isuzu updates its D-Max pick-up 22 Road test: Ford Ranger Thunder 23 Road test: Toyota Hilux Invicible 24 Market anaylsis

22 INTERVIEW 8

‘A complete mobility solution’: Eric Laforge, head of LCV Enlarged Europe at parent company Stellantis, talks to VanUser

23

LAUNCH 11 Fiat Professional E-Ducato 12 Volkswagen’s fifth-generation Caddy van

CONTACTS Editor Dan Gilkes 07802 751473 dangilkes1@mac.com

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

Editorial assistant Jade Soanes 01502 725840 jade.soanes@micropress.co.uk

Advertising executive Laura Munnings 01502 725866 laura.munnings@micropress.co.uk

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

12 LONG-TERM TEST 25 Pressing button B: Citroën's e-Dispatch

ROAD TEST 26 Automatic choice: Ford Transit 10 speed automatic MAY 2021 • VANUSER 3

News Van use statistics revealed National van fleet hits 4.1m The Department for Transport (DfT) has published its Van Statistics April 2019-March 2020 report, a survey of van activity within the UK. This is the DfT’s first statistical research into the sector for a decade and the report showed that there were 4.1m vans on the roads during this period, travelling round 55bn miles a year.

The survey demonstrated that 54% of vans were used to carry equipment, tools and materials, 16% were employed in delivery and collection of goods and a further 16% were registered for private, non-business use.

More than half of the vans kept by businesses were new (57%), with 35% owned outright and 22% in a hire purchase agreement. Around 82% of private vans were second hand.

More than two thirds of vans travel on rural or local roads regularly, while only 39% of vans regularly use motorways. Perhaps reinforcing the case for electric vans, 51% of those questioned stay within 15 miles of their operating base on a typical day.

That said, 96% of the vans registered by the end of 2019 were diesel-powered, with just 0.3% considered to be ultra-low emission.

Around two thirds of van fleets (65%) have less than 10 vans, with 31% having 2-5 LCVs. Only 9% of fleets have more than 100 vans, while 8% have 51-100 on the fleet. Unsurprisingly, those fleets with more than 100 vans were also found to be the most likely to have at least one ultra-low emissions vehicle (31%).

Just 39% of vans use motorways regularly

Toyota to launch Proace Electric Toyota Professional is expanding its light commercial offering with the launch of the Proace Electric. This will be followed later in the year by a Proace City Electric. Both of the vans are based on existing Stallantis models, already sold

by Peugeot, Citroën and Vauxhall.

Toyota will offer the Proace Electric with a choice of 50kWh and 75kWh batteries, delivering potential driving ranges of 150 and 205 miles respectively. Proace Electric will be available in panel van, crew van, chassis cab and Verso people-carrying models in compact, medium and long body lengths. That said, the short van will only be

available with the smaller 50kWh battery.

All models come with a 7.4kW on-board charging capability, with an 11kW charger available as an option. Standard payloads of 1,000kg can be increased on some models to 1,275kg and the EV vans are capable of towing a trailer. Toyota will provide an eight-year/100,000-mile warranty on the batteries. There will be Base, Comfort and Comfort Plus trim levels, while the firm’s Toyota Safety Sense package of ADAS systems will also be available.

We’ll have a full review of the Proace Electric in the June issue of VanUser.

Ford offers improved security Ford is to offer a range of factory-fit security upgrades for Transit, Transit Custom and Transit Courier. A range of deadlocks, slam handles, hook locks and other security measures from TVL Security have been available as after-market accessories from Ford dealers for some time. Now the two companies are working together to offer the full range of increased security measures as factory-fit items from Ford’s Kocaeli plant in Turkey.

Lead times This will reduce lead times, as there will be no requirement for additional work to the van on arrival in the UK. It will also allow Ford to include the price of the options within the purchase price of the vehicle, or as part of any finance or leasing plan.

4 VANUSER • MAY 2021

F e

T s w c W c

Vivaro-electrifying British business

Winner of International Van of the Year 2021 New all-electric Vivaro-e

Carries British business

Fuel economy and CO2 results for the New Vivaro-e Elite L1 3100 100kW (136PS) – 75kWh battery. Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to 205 miles (WLTP).

The New Vivaro-e is a battery electric vehicle requiring mains electricity for charging. Range data given has been determined according to WLTP test procedure methodology. The figures shown are intended for comparability purposes only and should only be compared to other cars tested to the same technical standard. The range you achieve under real world driving conditions will depend upon a number of factors, including but not limited to: the accessories fitted (pre and post registration); charging frequency; personal driving style; vehicle payload and route characteristics; variations in weather; heating/air conditioning; pre-conditioning and battery condition. Please note, EV range assumes that vehicle has been pre-conditioned prior to journey.

WLTP figure includes 50% payload. Please note, EV range is achieved in ‘normal’ mode. ‘Power’ mode will decrease range and ‘Eco’ mode will extend range although power, torque and climate control are limited. For more information, contact your local Vauxhall Retailer.

NEWS

IN BRIEF Lawmens takes EV tipper route Waste management and environmental services company Lawmens has added 10 electric tippers to its fleet. Based on a Fiat Professional Ducato chassis with a Tipmaster body, the trucks are converted to full electric power by BD Auto.

High spec Griffins boost Vauxhall LCV range Vauxhall is offering a new Griffin Edition high specification model on its Combo, Vivaro and Movano van lines. The Combo Griffin Edition, available as an L1H1 van with the 1.5-litre diesel engine, gets 16” alloys, metallic paint, rear parking sensors and a multimedia system with an 8” touchscreen. It also comes with the FlexCargo load-through bulkhead and folding passenger seat.

For the Vivaro Griffin Edition, which is based on the L1H1 body with 120hp 1.5-litre diesel en-

gine or on an L2H1 van with the same engine, you get 17” alloys, high-beam assist and auto wipers, body-coloured bumpers and a 7” touchscreen infotainment system. FlexCargo is again standard equipment.

The Movano Griffin Edition is available on L2H2 and L3H2 body styles, both powered by a 135hp version of the 2.3-litre diesel engine. The trim level includes rear parking sensors, cruise control, auto wipers and lights and a DAB radio with Bluetooth and USB connection.

Maydencroft adds to Isuzu fleet Land management contractor Maydencroft has added four Isuzu Grafters to its 80-strong fleet, following an order for nine of the 3.5-tonne trucks in 2020 and an earlier batch of eight Isuzus. In total the company now has 21 Isuzus, including the 3.5-tonne Grafter and larger 7.5-tonne models. The trucks are supplied by local dealer Arlesley Car and Commercials and they are expected to cover up to 12,500 miles a year over four

years of ownership.

“The initial eight Isuzus did really well for us, as they proved to have a great turning circle and excellent payload,” said Tom Williams, managing director at Maydencroft.

“We use them to tow 2.7-tonne diggers and we can still get 1-tonne of payload on the back of the Grafters, even when towing. No other truck can fulfil this criteria.”

“As a business we hold the protection of the environment in the highest regards, not only in our commitment to divert 100% of waste from landfill, but also ensuring we do this in the most sustainable manner,” said John Law, owner of Lawmens UK Group.

VW simplifies service offer Volkswagen Commercial Vehicles has streamlined its Service Plan offer for its complete van lineup. There are now two options, depending on the age of the vehicle.

For vehicles under one year old, customers can spread the cost of their first two annual services for £22.50 per month. Vehicles over one year old will cost from £23.80 per month, for the next two annual services and an MOT.

Fleets optimistic about growth The 2021 Arval Observatory Barometer reports that fleets are far more optimistic about growth than before the pandemic.

Larger fleets in particular are looking to add vehicles, with 59% of companies with more than 500 employees expecting fleet growth, compared to 32% among SMEs with 10-99 staff.

EEVEE provides charging clarity EEVEE is a digital service for EV owners and fleets, designed to make charging costs more transparent and easier to reconcile. Connecting directly with the vehicle, the EEVEE app collects charging data, consumption and cost data, making it easier for fleet managers to reimburse charging costs for EV drivers.

6 VANUSER • MAY 2021

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INTERVIEW

"A complete mobility solution" As Fiat Professional launches its E-Ducato range, Eric Laforge, head of LCV Enlarged Europe at parent company Stellantis, talks to VanUser

W

ith Fiat Chrysler Automobiles (FCA) and PSA (Peugeot, Citroën and Vauxhall) coming together under the Stellantis banner, there will inevitably be increased sharing of vehicle platforms and van designs over the coming years.

For now, however, the E-Ducato, that arrives in dealers this month, will only wear the Fiat Professional badge, as it was signed off before the two concerns joined forces. Peugeot and Citroën will continue to pursue electric Boxer and Relay models with the help of BD Auto.

“For the E-Ducato we started from the idea of creating not only a green vehicle, but also a complete mobility solution,” said Eric Laforge.

“E-Ducato is available mirroring the diesel versions. A model for every mission, aiming to be the benchmark in the market. To be equipped with the

same capabilities as vehicles with combustion engines.”

Much of the development work for the van has been carried out with the help of customers, like DHL Express.

The vans have covered thousands of miles in all conditions and over various routes and weights, as the design and technology were refined to meet the needs of the parcel delivery giant.

DHL currently operates 14,500 vehicles in Europe and the company has committed to 60% of that fleet being pure EV by 2030.

Alberto Nobis, CEO of DHL Express, commented: “We firmly believe that the future of last-mile logistics is electric. By adding E-Ducatos to our fleet we will take the next step in reaching our goal of electrifying most of our last-mile by 2030.”

“We’re proud that a player as important as DHL Express has chosen the E-Ducato as part of such an ambitious goal,” said Laforge. “With the E-Ducato, our task was not only to develop a sustainable product from both an economic and environmental perspective, but most of all to provide a complete mobility solution for our partners.”

Fiat Professional is not just aiming at last-mile delivery though, it has also designed the E-Ducato for freight, construction, artisans and municipal ser-

“

We’re proud that a player as important as DHL Express has chosen the E-Ducato as part of such an ambitious goal

vice providers.

“Its 400 configurations mean that it can meet the needs of all professional operators,” said Laforge.

Nor is Fiat restricting the electric van to left-hand drive markets. “The UK is not delayed at all, it is a really important market for the E-Ducato.

The UK is probably the biggest single market at the moment.”

While the E-Ducato is without doubt a Fiat product, as the various models within the Stellantis offer continue to come together across all brands, expect to see an increasing EV offer from Fiat Professional.

“This year we start with E-Ducato. When we have a new Doblo or Talento, there will be an EV version,” said Laforge.

8 VANUSER • MAY 2021

3257

INTRODUCING THE ALL-NEW ISUZU D-MAX

BUILT FOR THE LONG HAUL, AND THE STRONG HAUL.

SMARTER. STRONGER. SAFER.

DRIVEN TO DO

VISIT ISUZU.CO.UK FOR MORE INFORMATION All fuel consumption and emission values are based on the new WLTP (Worldwide Harmonised Light Vehicle Test Procedure) test cycle which uses real-world driving data. Official fuel economy for the standard Isuzu D-Max range in MPG (l/100km): Low 25.1–27.6 (10.2–11.2). Mid 31.4–36.4 (7.8–9.0). High 36.0–39.4 (7.2–7.8). Extra-High 29.0–30.8 (9.2–9.7). Combined 30.7–33.6 (8.4–9.2). CO2 emissions 220–241 g/km.

The All-New Isuzu D-Max is Smarter Stronger Safer compared to previous model. Visit isuzu.co.uk for full details.

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LAUNCH FIAT PROFESSIONAL E-DUCATO

F

iat Professional’s E-Ducato electric van will be offered in up to 400 different versions. The company says the van, which is now available to order, can be had in almost every configuration that is already available with diesel power. That means panel vans from 10-17m3, chassis cabs, various roof heights, wheelbases and gross weights of 3.5 and 4.25-tonnes.

The vans, which remain frontwheel driven, are built with a modular battery layout beneath the load floor. There are two battery sizes on offer, 47kWh and 79kWh, offering WLTP combined ranges of 105 miles and 175 miles. Fiat claims that this means urban ranges of up to 146 miles and 230 miles respectively should be possible.

The company is offering an 8-year/100,000-mile warranty on the smaller battery and a 10-year/136,000mile warranty on the larger battery.

There are four charging options, up to a 50kW rapid-charge input that will offer 60 miles of range in just 30 minutes.

All of the vans drive through a 90kW electric motor, generating 280Nm of torque. They have a Drive Mode Selector offering Normal, Eco and Power settings. There is also a Turtle mode, similar to a battery saving function on a smartphone, that can make a low battery level last up to 8-10% longer. Lastly, there is a Recovery mode, that ensures that even if one of the battery modules fails, the van will continue to travel on the other modules, reducing the chance of a break-down at the roadside.

SEVEL plant The E-Ducato van and chassis cabs will be built at the SEVEL plant in Atessa, alongside diesel models. The bodies will then be shipped to Fiat’s Mirafiori plant in Turin, for the electrical com-

CUSTOMER FOCUSED ponents to be fitted. While the SEVEL plant, which is shared with other Stellantis companies, has a capacity of 300,000 vans a year, the Turin site can install up to 8,000 electric drivelines each year, of which up to 1,000 could be E-Ducato.

Despite being part of Stellantis, Fiat

“

Urban ranges of up to 146 miles and 230 miles respectively should be possible

will not share the E-Ducato driveline with its former PSA partners in this van generation. They have already committed to using a BD Auto driveline and the various companies will not come together on a common van until the next generation of E-Ducato.

Service intervals are the same as for the diesel van, at two years/30,000miles. With the savings available from electric drive, improved residual values and a reduction of up to 40% in service and maintenance costs, Fiat Professional claims that the E-Ducato will offer a comparable total cost of ownership to its diesel models after four years, (12,000 miles per year).

For companies considering a move to electric drive, the firm has created an app to see if the van suits their requirements. Available at profitbyeducato.com, the app allows customers to input their operating distances, loads and working patterns. The app can also be used to record actual van use and demonstrate which E-Ducato configuration would best suit the customer’s needs.

MAY 2021 • VANUSER 11

LAUNCH VW CADDY

Cargo carrier Volkswagen’s fifth-generation Caddy van has been launched in the UK, offering increased load volume, lower emission drivelines, increased safety technology and an improved driver experience, says Dan Gilkes

V

olkswagen has sold more than 3 million Caddy vans over the last four generations, so this new fifth model has a lot to live up to.

Based on VW’s MQB platform, which also underpins the latest Golf, the new Caddy has access to a host of driver assistance and safety systems, plus much of the infotainment and dash layout already seen in the company’s cars. Indeed, the Caddy name now relates to just the people-carrying versions of the vehicle, while the vans are now called Caddy Cargo.

Load carrying capacity The standard van has a 73mm longer wheelbase, with an overall length up by 92mm. That leads to more load length, while new rear suspension has resulted in 60mm of increased width between 12 VANUSER • MAY 2021

the wheelarches. The rear door aperture has also been stretched by 51mm, for easier access to the 3.1m3 interior.

That means that a Europallet can now be carried sideways in the cargo space.

For the longer Caddy Cargo Maxi, which boasts a 3.7m3 load volume, there is a new sliding side door that is said to be the largest in the sector. This allows a Europallet to be loaded in the side of the van.

Powertrain There are three diesel engines, offering 75hp, 102hp and 122hp, along with a petrol engine delivering 114hp. Twin SCR catalytic converters on diesel models result in lower NOx emissions and all meet Euro 6d standards. There are no plans for electric versions of the Caddy Cargo, as VW will base its EV vans

The rear door aperture has also been stretched for easier access.

That means that a Europallet can now be carried sideways in the cargo space.

“

For Volkswagen, the Caddy Cargo has arrived at an opportune time, bringing the van bang up to date on the ID.Buzz model to be launched later in the year.

All engines have six-speed manual gearboxes, with a seven-speed DSG transmission as an option. The 122hp engine can also be matched to VW’s 4Motion all-wheel drive system, which makes a return to the UK market.

While the front McPherson strut suspension has been revised for improved steering, the rear leaf spring has been replaced by coil springs. This allows for the increased internal load space, but also makes it easier to fit front and all-wheel drive.

In the cab Caddy 5 launches a new naming policy for Volkswagen Commercial Vehicles, with Commerce being the entry level, followed by Commerce Plus and Commerce Pro. All vans come with a host of ADAS systems, including Automatic Post-Collision Braking System, Electronic Differential Lock, Front Assist with Pedestrian Monitoring and City Emergency Braking System.

Caddy Cargo Commerce standard equipment includes VW Composition

Audio DAB+ radio with a 6.5” colour touchscreen, Bluetooth and SD card interfaces. All Caddy vans also have WeConnect preparation and it is possible to add the popular Business pack to the Commerce trim.

Caddy Cargo Commerce Plus trim adds body-coloured bumpers, rear parking sensors, air conditioning, a leather-trimmed multi-function steering wheel and storage under the driver and passenger seats. Move up to Caddy Cargo Commerce Pro and you add 16” alloy wheels for short vans and 17” alloys for Maxi models, front and rear parking sensors, a heated windscreen, LED rear lights and heated power-fold-

There is a totally new interior, with flush fitted screens and touch sensitive controls.

ing door mirrors.

There is also a Lights & Vision pack with auto-dimming rear-view mirror, auto wipers and lights, while the infotainment moves up to VW’s Discover Media navigation with 10” touchscreen.

Whichever model you choose, there is a totally new interior, with flush fitted screens and touch sensitive controls for the lights and the heating and ventilation systems. This does result in multiple prods at the screen to adjust the cabin temperature, which I’m not sure is actually progress.

On the road VanUser spent some time in a Caddy Cargo Maxi in mid-range Commerce Plus trim, with the 102hp engine and a manual gearbox, which is fairly representative of a popular model. The interior is certainly a big step up from the previous model, with a totally new dash and centre console design. It all works well and the Caddy Cargo is a comfortable van in which to spend time. If desired, you can now specify AGR ErgoComfort seats, if you spend a lot of time at the wheel, which offer even more adjustment and support.

The 102hp engine has plenty of power for a van of this size and the sixspeed manual gearbox delivers a good spread of ratios, for relaxed urban stop and start work or for higher speed dual carriageway work. The engine noise is well suppressed and a full bulkhead stops any booming noise from the rear, though you do get some road noise from the wheels at higher speeds.

Conclusion For Volkswagen, the Caddy Cargo has arrived at an opportune time, bringing the van bang up to date, as several other manufacturers prepare to introduce new models in this sector. As if to prove that fact, VWCV reports a strong order bank for the new van, with plenty of fleet interest.

Certainly, the van feels like a very focused update, with VW’s engineers having left hardly any component untouched in their efforts to move the game forward. Not having to work in electric and hybrid drivelines from day one must have helped, as it has allowed the company to deliver a diesel van that should be exactly what today’s customers are looking for. It is good to see that Volkswagen still considers the inclusion of safety and driver assistance systems, many of which are standard equipment, to be of equal importance.

VanUser rating: 4.5 MAY 2021 • VANUSER 13

ROAD TO ZERO REFRIGERATION

Marshall Renewables is to launch combined solar and kinetic energy-powered LCV refrigeration units for electric vans. Strategy director Michael Kane (left) talks to Dan Gilkes

C

ambridge-based Marshall Fleet Solutions is no stranger to the temperature-controlled transport business. The company has been a major dealer for leading refrigeration supplier Thermo King since 1972. With more than 200 mobile engineers on the UK’s roads, providing service and installation, as much as 80% of Marshall’s daily business is temperature-controlled transport.

Unsurprisingly, the share of light commercial vehicle work has increased rapidly over the last few years, as home and last-mile delivery continue to expand. Traditionally Marshall’s UK market for temperature-controlled LCVs up to 7.5-tonnes was around 6-8,000 vehicles a year. That has now risen to 8-10,000 vans and light trucks.

“The LCV market has completely exploded, last-mile delivery has become absolutely key,” said Michael Kane, strategy director at Marshall Fleet Solutions.

“We manage over 5,000 vehicles for one supermarket and normally they would make 800,000 deliveries per week, rising to around 1.2m deliveries in Christmas week. But recently, every day has been Christmas day, with over 1m deliveries a week.”

Seismic shift Volume is not the only driving force in this rapidly changing sector. Not only has the focus moved to lighter commercial vehicles, but customers are looking towards an electric vehicle future.

“Electrification is a seismic shift,” said Kane. “However, although it has to happen very quickly, it is still at least two buying cycles away, so people are 14 VANUSER • MAY 2021

not rushing.”

While vehicle manufacturers are struggling to build enough electric vans and chassis to meet this rapidly growing demand, with technology rapidly moving forwards, attention is also moving onto the bodybuilding and conversion process. Range anxiety remains a big concern for many operators and, in the majority of cases, running a refrigeration unit on the traction battery is not going to be a realistic solution.

“Refrigeration is a high-power consumption unit, but EVs are all about range,” said Kane.

“However, the low-emission zones are going to increase and EVs will have to work with fridge systems. We are understanding of the issues and can deliver a solution.”

Of course, as a Thermo King distributor, Marshall has been able to utilise the latest systems from the fridge unit provider. This includes the B-100 electric reefer unit for smaller vans and the E-200 fully electric refrigeration unit. This lithium-ion powered fridge solution is offered with 1.8kWh and 3.6kWh batteries and is suitable for medium to large vans and smaller trucks.

Roof-mounted panels However, you still need to find the power to keep the battery charged. Marshall has joined forces with a solar panel solutions provider called RIS, to create Marshall Renewables. Together, the two companies are working on a new solution, that will take power from roof-mounted solar panels and from the electric vehicle’s brake force regeneration system.

“We are able to offer refrigeration to EV customers without affecting driving range, as Marshalls, and not just Thermo King,” said Kane.

The MFS solar kinetic capture system, combined with a 2. 5kWh battery stored under the passenger seat, adds just 30kg to the unladen weight of the van, maintaining payload for the customer. It is capable of powering a tri-

SOLAR CO

COOLING “ ple-compartment vehicle body – with ambient, cooled and frozen sections – through a day’s shift without external input.

“With MFS Solar Kinetic we use solar and regeneration as a top-up facility. It is all about battery optimisation,” said Kane.

“We have had a vehicle running in a non-solar powered environment and it has not used any vehicle power since September.”

That system has been trialled on a supermarket delivery van working in the north of Scotland. The MercedesBenz Sprinter was diesel-powered, but with the drive to the traditional V-200

It is all about battery optimisation

refrigeration unit removed from the engine crankshaft and instead powered by the battery-electric system.

Even operating through the darker winter months, the system has maintained temperatures within the delivery vehicle, with no ability to draw on the vehicle’s power system.

“The van is plugged in at the distribution depot and we have the ability for timed or remote starting before the morning shift,” said Kane. “We can precondition the body before driving and then it is ready to be loaded at the depot, even if the vehicle isn’t always connected.”

Though testing currently on a

Sprinter chassis, the system is suitable for any large van. It can also be retro-fit onto existing vehicles, if they are equipped with the V-200 refrigeration unit. The real benefit however will be in pairing the technology with the E-200 full electric refrigeration system and an electrically-powered van or light truck.

He is candid enough to admit that the full electric system will carry a substantial premium over an engine-powered refrigeration unit. However, as with the vehicles themselves, van operators are finding other ways to justify the additional cost of EV use. Running into low-emission and clean air zones without daily charges will be one of the most convincing arguments.

“Not everybody will electrify tomorrow. They have the time to introduce small numbers of vans each year to trial the technology,” said Kane.

With Marshall Renewables’ MFS Solar Kinetic EV refrigeration system, that technology is now commercially available.

MAY 2021 • VANUSER 15

ROAD TO ZERO

Vivaro-e in strong demand Vauxhall continues to win deals with its all-electric Vivaro-e. Facilities management company Mitie has ordered 655 of the vans, while organic fruit and vegetable supplier Riverford has taken 10 of the battery-electric models.

The first Vivaro-e delivered to Mitie takes the company’s fleet of EVs over 1,000 vehicles, as it pushes to adopt EV technology across the company. Mitie has ordered the Luton-built vans in a mix of L1 and L2 models, all powered by the larger 75kWh battery, delivering a range of up to 205 miles. The vans will be used by the company’s frontline engineers and they have been specially kitted out with all of the necessary equipment, while keeping weight low to boost driving range.

“When we began our EV journey 18 months ago, we thought switching our big vans would be one of our biggest challenges,” said Mitie’s director

of sustainability and social value, Simon King.

“With Vauxhall helping us overcome this hurdle, we’re very pleased to be marking our milestone 1,000th zero emission vehicle. With over 600 more to join our fleet this year, we’re making great progress towards our target of 2,021 EVs in 2021.”

Riverford’s ambitions may be on a slightly smaller scale, but they are no

“

Electric vehicles are an absolute no-brainer for all delivery businesses

less ambitious. The Devon-based company aims to turn its entire fleet to EVs by 2025. The firm will base the 10 Vivaro-e vans at its first all-electric hub in Bristol.

“Electric vehicles are an absolute no-brainer for all delivery businesses, especially Riverford, where we pride ourselves on being environmentally conscious,” said Jason Holt, Riverford’s head of logistics.

RWD eSprinter will boost range and payload Mercedes-Benz Vans has confirmed that it will build rear-wheel drive eSprinter vans and chassis, with production starting in the second half of 2023.

The vans, which will be built in Germany and in North America, will use a new drive motor that is built into the rear axle, making it easier for bodybuilders to work with a flat chassis.

Offered in two wheelbases, there will be a choice of three battery capacities, all of which will sit within the chassis. The next eSprinter will offer far higher payloads, as the rearwheel drive chassis will be able to operate at 4.25-tonnes, well above the current front-driven van’s 3.5-tonne limit. Mercedes is also promising at least double the current driving range.

The company will continue to use front-wheel drive for the eVito, though the van may get a version of the larger battery used in the eVito Tourer people-carrier, which offers a much-improved driving range.

16 VANUSER • MAY 2021

EAV works with Ford Spin Oxfordshire firm Electric Assisted Vehicles (EAV) has launched the EAV2Charge, a lightweight commercial vehicle based on its EAV2Cubed model. The company, which already supplies DPD, Asda and Ocado, has worked with Ford’s Spin e-scooter division, to develop an urban collection and distribution vehicle for Spin’s e-scooter trials across the UK. The first vehicles are due to be delivered to Spin’s site in Clacton-on-Sea in Essex, where Spin will be trialing the use of e-scooters this

summer. The EAV2Charge vehicles will be used to collect e-scooters and redistribute to popular rental locations, repair and possibly recharge the scooters in transit.

“We need vehicles for our business that move us towards becoming a carbon negative company by 2025,” said Spin’s UK country manager, Steve Pyer. “But we also need them to carry spare batteries, tools, replacement parts and have space to move e-scooters around to meet changing demand.”

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Pick-ups LAUNCH Isuzu has updated its D-Max pick-up, with more equipment, improved technology, increased safety and a refreshed look.

Lane Keeping and Rear Cross Traffic Alert on every model. The trucks also get auto wipers and headlights, with High Beam Assist.

Inside the cab, Utility models have manual air conditioning, DAB radio with Bluetooth, power windows, Stop & Start and remote central locking with a follow-me-home function.

The mid-range All Purpose line-up includes the DL20 and DL40 models.

DL20 can be had in extended or double-cab, while the DL40 is double-cab only. The DL20 adds the rear differential lock, 18” alloys, adaptive cruise control and Lane Keeping Assist if you opt for the auto transmission, front fogs, rear parking sensors and body-coloured bumpers.

The DL40 gets Bi-LED headlights, LED front fogs, daytime running lights and rear lights, a reversing camera, leather upholstery, electric driver’s seat, dual zone climate control and a 7” touchscreen. Finally, Isuzu has the Adventure range, with the new V-Cross replacing the previous Blade model. The V-Cross comes with gunmetal grille and side steps, auto headlight levelling and a 9” touchscreen.

The Adventure range will grow over time, with a replacement for the current XTR and AT35 models.

“We will always be known as a work-

A

s a major player in the global pick-up market, selling around 650,000 trucks a year around the world, Isuzu has always gone its own way with D-Max. While there have certainly been high specification models on offer, the company has built its reputation on hard-working trucks, rather than luxury car alternatives.

That hard work ethic starts with a sturdy chassis and the new D-Max gets an extra cross rail and larger chassis rails, to deliver improved rigidity.

This helps to reduce noise and vibration, while also improving handling on and off the road. Larger cab mounts also contribute to reduced NVH, resulting in a quieter cab environment.

The wheelbase has been increased by 30mm, to provide improved in-cab space, particularly in the rear. Despite having a longer cab and a slightly

Picking up sales

longer pick-up bed though, the D-Max is actually shorter overall, as the more vertical front end and 30mm higher bonnet line have reduced the front overhang.

As others moved to ever more powerful and larger engines, Isuzu went the other way, launching its 1.9-litre diesel engine in 2017. That Euro 6D motor remains unchanged for this iteration, still pumping out a healthy 164hp, with 360Nm of torque. Sixspeed manual and automatic transmissions are also on offer, though the automatic has been improved, to offer 25% swifter gear changing and response. The company has added a rear differential lock into the equation, as standard on its mid and highrange trucks, while all D-Max get larger brakes to reduce fade and improve service life.

Talking of ranges, Isuzu has shuf18 VANUSER • MAY 2021

fled the pack to create three distinct pick-up lines. Utility is the base line, though there is nothing basic about the hard-working models. Utility trucks can be had with single, extended or double-cabs and they feature 16” steel wheels on single cab models and 18” steel wheels on extended and double-cab models. The trucks also come with black bumpers, door handles and mirror housings.

Thanks in part to the adoption of electric power assisted steering, all D-Max trucks now benefit from a comprehensive range of ADAS systems, contributing to the pick-up’s recent Euro NCAP five-star rating. This includes Forward Collision Warning, Autonomous Emergency Braking, Traffic Sign Recognition, Lane Departure Warning and Prevention, Blind Spot Monitor, Emergency

“

All D-Max trucks now benefit from a comprehensive range of ADAS systems

ing pick-up,” said managing director William Brown.

However, even Isuzu will be offering a wider range for the dual-purpose and leisure markets. Traditionally 50% of UK sales have been the working and all-purpose trucks, with a further 30% going to national fleet and just 20% of sales into the adventure market. But Brown sees that changing, by 2025 he believes that 45% of sales will be all-purpose, 25% national fleets and up to 30% adventure buyers.

This is partly due to the changing landscape in the UK pick-up market, with Mitsubishi, Nissan, Mercedes and VW all dropping out, there is a growing space for Isuzu in all areas of the sector. In 2019, when the D-Max was last updated, Brown said that he was hoping continued on page 20

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MAY 2021 • VANUSER 19

PICK-UPS continued from page 18 to hit 10,000 D-Max sales a year in the UK by 2025. Now he believes that target will be reached much earlier. Indeed, as this new D-Max was launched, it had already sold out until much later in 2021, with more than 800 fleet orders already confirmed.

The push up market has also led to a slight refocus on Isuzu’s dealer network.

While the company continues to sell through agricultural dealers and heavy goods outlets, it has also picked up 11 new dealers with more of a lifestyle fo-

cus. Unsurprisingly, eight of those were previously Mitsubishi outlets.

Though this updated D-Max enters a changing market, there are some factors that remain the same.

Pick-up buyers want a truck that can work. With that in mind all D-Max can carry over 1.0-tonne and tow up to 3.5-tonnes. All models sit below 2,040kg unladen too, so can be driven at car speeds on A-roads. The standard adoption of ADAS safety systems is also impressive.

Certainly, the truck performs well

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1

18/09/2018

“

Isuzu has shuffled the pack to create three distinct pick-up lines.

on and off the road, with the rear diff lock adding to its all-terrain credentials. On the road, the engine still isn’t the quietest around when you are looking for acceleration, but there are few complaints with performance and the new cab environment is packed with features. Utility prices start at just over £20,000 for a 4x2 single cab, rising to £31,929 for a V-Cross automatic, putting D-Max in a strong position against the competition. It is hardly surprising that it has been so well received.

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PICK-UPS model. Sea Gray is the only colour option, with red highlights on the grille and sports hoop. You also get black wheels and Ebony Black front grille, rear bumper, skid plates, fog light surrounds, load bay sports hoop and door handles.

Inside there are black leather seats with Thunder embroidered in red and matching stitching on the steering wheel, seats and instrument panel. There are also red-illuminated sill plates, so this is not a truck for the shy and retiring.

Of more use are Bi-Xenon headlights, LED front fogs, a heated windscreen, front and rear parking sensors and a rear-view camera.

Lightning strikes ROAD TEST Ford is compounding its position in the UK pick-up sector with the addition of Ranger Thunder, says Dan Gilkes

F

ord’s marketing department is no stranger to the power of an alloy wheel, a colourful stripe or a spoiler, there are plenty of Transit SportVans that prove that. The same can be said for its Ranger pick-up line, with Wildtrack and Raptor capturing the imagination of buyers.

Now Ford has brought back the Thunder name to the range, with a host of styling tweaks to make its Ranger truck look even better. The fact that this is the first pick-up I have had on the drive where I have caught people grabbing a pic with their smartphones, proves that they have once again hit the target.

Powertrain Unlike some sporty special editions, the Ranger Thunder is not all show and no go. Under the bonnet is the 213hp bi-turbo version of Ford’s 2.0-litre EcoBlue diesel engine, which pumps out a healthy 500Nm of torque. This drives through an automatic transmission with no less than 10 gears, which aims to keep the engine in its most economical rpm band.

22 VANUSER • MAY 2021

It seems to be successful too, as the Thunder pick-up boasts a fuel economy figure of 31mpg and CO2 emissions of 242g/km (WLTP). More importantly, the auto transmission works on the road. It is incredibly smooth and unless you have it in manual mode, you won’t know what gear it is in at any given time. But that doesn’t matter, suffice to say that it always seems to be in the right gear, to meet any given driving situation.

Load carrying capacity Unlike Ranger Raptor, the Thunder model loses nothing to its stablemates in terms of carrying capacity. That means a payload in excess of 1.0-tonne, allowing VAT to be reclaimed and a towing capacity of 3.5-tonnes.

There is a black Mountain Top roller shutter option for the load bed, that can be ordered with a bedliner divider (£1,620). You can also get cross bars that sit above the roller shutter, offering additional carrying capacity outside the pick-up bed.

“

It always seems to be in the right gear, to meet any given driving situation

On the road The real reason for this test was not to get to grips with the latest special edition in Ford’s truck line-up, but to spend some time with that 10-speed automatic transmission. It really is very good, smoothly sliding between ratios and just leaving you free to get on with the driving.

You can pick your gears individually for off-road driving, but on the road its easiest just to let the truck get on with things. Of course, it helps to have plenty of power and an engine with a flexible torque delivery to make the most of this box. The 2.0-litre bi-turbo engine doesn’t disappoint delivering strong performance and relaxed cruising in equal measure.

Conclusion From a limited run of 4,500 Thunder pick-ups, only 1,400 were destined for the UK and, as you can see elsewhere in this issue, Ford is already looking at a follow-up act or two. That won’t stop the Thunder being much in demand in Ford dealers and buyers will have little to be unhappy about.

VanUser rating : 4.5

Ford Ranger Thunder Basic price £33,270 Engine 1,995cc Power 213hp @ 3,750rpm Torque 500Nm @ 1,750-2,000rpm Weights (kg) GVW 3,270 Kerb weight 2,246 Payload 1,024 Towing 3,500 Dimensions (mm) Load space length 1,575 Load space width 1,560 Load space height 541

In the cab The Thunder truck builds on the already high specification Wildtrak

Cost considerations Fuel tank capacity 80 Fuel consumption 31 mpg CO2 242g/100km Service interval 2 year/12,500 miles Warranty 3 years/60,000 miles

Invincible by nature ROAD TEST With a larger engine capacity, Toyota finally catches up with the pack, says Dan Gilkes

F

ew pick-ups boast the heritage and reputation of Toyota’s Hilux. However, even though trim levels have kept pace with the competition, the company had fallen behind on engine output. Its 150hp 2.4-litre motor offers respectable, but not outstanding performance. With the addition of a 2.8-litre motor last year, that has all changed.

Powertrain The 2.8-litre engine is still a four-cylinder, but it offers a far healthier 201hp, backed up by a solid 500Nm of torque.

Despite this power boost, fuel consumption and exhaust emissions remain relatively similar to the smaller motor and are no worse than any of its competitors.

The bigger engine is an option on Invincible grade and standard on the range-topping Invincible X. Buyers of either can choose between six-speed manual or automatic transmissions, though most will opt for the auto at this price level.

It has to be said though, that 10,000mile service intervals seem a little over cautious and will mean regular days off the road for those customers that put in the miles.

Load carrying capacity You can have single, extra or double cab models in the base Active grade, but above that, Hilux is only sold as a 4x4 with double-cab layout. However, all models can carry over 1.0-tonne and can tow the industry benchmark 3.5-tonne trailer.

In the cab All Hilux models are generously equipped, but for many the Invincible probably strikes the best balance.

You get all of the Toyota Safety Sense ADAS systems that come with the lower models, including adaptive cruise control and an automatic limited slip differential. Invincible also comes with 18” alloys, front and rear parking sensors, an 8” touchscreen with

DAB, Bluetooth and smartphone integration, LED headlights and auto air conditioning.

For those thinking of venturing off-road, the truck also has a locking rear differential and downhill assist control.

The Invincible X brings additional styling tweaks, leather trim, a more powerful stereo, navigation and electric driver’s seat. If you can live without them, you’ll save around £3,000 with the Invincible trim.

On the road Though there are no changes to the six-speed automatic transmission, it seems to be a much happier partner for the more powerful 2.8-litre engine. Where the box would sometimes hunt between fifth and sixth at motorway speeds with the 150hp engine, the 2.8-litre truck is a very relaxed long-distance companion.

The engine is smooth and quiet, yet offers plenty of get-up-and-go when required, providing surprisingly swift cross-country travel. This is helped by relatively supple suspension that soaks up the worst of the UK’s pockmarked roads without complaint.

Conclusion Typically, Toyota has moved into the more powerful end of the pick-up market just as many of its competitors have left the sector. However, the 2.8-litre engine competes well against Ford’s more powerful Ranger models and most importantly it delivers another choice to buyers.

“

Surprisingly swift crosscountry travel

Given that it seems to have few downsides in terms of fuel or emissions, the larger engine makes plenty of sense for those buyers that travel longer distances or regularly tow at full capacity.

VanUser rating : 4.5

Toyota Hilux Invincible 2.8 auto Basic price £30,470 Engine 2,755cc Power 201hp @ 3,0003,400rpm Torque 500Nm @ 1,600-2,800rpm Weights (kg) GVW 3,210 Kerb weight 2,340 Payload 1,010 Towing 3,500 Dimensions (mm) Load space length 1,525 Load space width 1,540 Load space height 480 Cost considerations Fuel tank capacity 80 Fuel consumption 28.5-30 mpg CO2 246-259g/100km Service interval 1 year/10,000 miles Warranty 5 years/100,000 miles

MAY 2021 • VANUSER 23

PICK-UPS SsangYong continues to grab sales with the Musso

Modified market T

he UK pick-up market is changing, with a number of manufacturers leaving the sector completely, at least for now. It’s not due to lack of demand, however, pick-up sales were up 36.7% year on year to the end of March, with Ford’s Ranger the fourth best-selling LCV overall in the UK that month.

Yet Mercedes-Benz has called time on the X-Class, Volkswagen has stopped selling Amaroks in Europe for now, Fiat Professional has dropped the Fullback, Nissan only has existing dealer stock of Navara and Mitsubishi will not replace the current L200 in Europe. It seems there won’t be an open bed version of the new Land Rover Defender Com-

Ford will be launching two special edition versions of Ranger, in the Stormtrak and Wolftrak (pictured above) 24 VANUSER • MAY 2021

Ford in the US has shown a prototype F-150 Electric

mercial either. Basically, the market will consist of Ford’s Ranger, the Toyota Hilux and Isuzu’s recently updated D-Max, with SsangYong continuing to grab sales with the Musso.

This is partly driven by falling sales for some models, but also by manufacturer concerns over corporate average fuel economy, that promote smaller, more fuel-efficient or electric vehicles, over gas-guzzling SUVs and pick-ups.

That’s not to say that the pick-up market will disappear, far from it. Ford is already working on the next generation of Ranger and this will form the basis of a comeback Amarok for VW. Toyota’s Hilux recently got a second engine line and SsangYong will launch an updated Musso Grand here in the summer.

Looking further ahead, Isuzu has re-

vealed that it is working on an electric D-Max, while Ford in the US has shown a prototype F-150 Electric for a possible 2023 launch, which could lead to an EV version of Ranger. There are several potential newcomers in this market too, with companies such as Rivian and Tesla both looking at the electric truck sector in the North American market.

To meet current demand, Ford will be launching two additional special edition versions of Ranger, in the Wolftrak and the Stormtrak, both of which arrive in dealers in October. The Ranger Stormtrak is based on the Wildtrak model, but with an even higher specification. Powered by the 213hp version of the 2.0-litre engine and driving through the 10-speed automatic transmission, the Stormtrak model will have a premium leather interior and be offered in red, blue or white colour schemes. It will also get a powered Roller Shutter load bed cover, that will be optional on other Ranger double-cabs.

The Wolftrak model will be based on the XLT trim, powered by a 170hp engine and offered with a choice of manual or automatic transmissions. The truck will have an electronically-locking rear differential and all-terrain tyres as standard. Both of the new Ranger models will retain a payload in excess of 1.0-tonne and can still tow the full 3.5-tonnes.

contacts directory REFRIGERATION

VAN AUCTIONS

Pressing button B LONG TERM TEST Citroën e-Dispatch

T

here are a number of buttons and switches that the driver can use to control the way in which the e-Dispatch uses and creates electrical energy. Firstly, there is a small lever with P, R, N and D detents, to control the single-speed transmission. To the left is a threeway switch offering Eco, Normal and Power settings.

The van always starts in Normal, which reduces the drive motor power to 80kW and 210Nm of torque. Switch to Eco and that drops further to 60kW and 190Nm, while also reducing the output from the heating and air conditioning systems. Opt for the Power setting and you get the full 100kW and 260Nm, for maximum pulling power. While I have tried all three, the van performs perfectly well in Normal, so that is where the setting tends to stay.

There is one more button, marked B, that sits below the gear selection switch. This controls the amount of brake force regeneration, or energy recuperation, the driveline generates.

Without the button, the van will coast when you lift off the throttle pedal, making it ideal for faster stretches of road and longer distance travel. Click the button and when you lift off the throttle the van starts to slow, as the system grabs as much energy as possible from the braking process.

Or at least it does most of the time. There have been a few occasions when pressing the B button seemed to have little or no effect at all, which prompted me to think that something was not functioning properly. However, this only happens when the battery has just been fully charged.

I have realised that, as the electric motor operates as a generator during regeneration, if there is nowhere for the energy to go when the battery is fully charged, it is not possible for the braking function to operate fully. As the battery level starts to drop, so the braking function becomes more noticeable again.

SAFETY STEPS

MAY 2021 • VANUSER 25

ROAD TEST FORD TRANSIT 10-SPEED Opt for rear-wheel drive in your Transit and you now have the choice of a 10-speed automatic transmission, says Dan Gilkes

F

ord has taken a while to offer its heavier Transit model with an automatic transmission, while some competitors have pushed ahead with auto boxes. There has been a sixspeed auto offered on front-wheel drive Transits for some time, but until recently, rear-drive was manual only.

Now though, there is the option of a 10-speed automatic on some rear-driven models.

AUTOMATIC CHOICE

Powertrain Ford’s 2.0-litre EcoBlue diesel engine comes in 130, 170 and 185hp versions, with a mild hybrid available on the 130hp model. However, while all of those engines are tested to EU 6.2 Light Vehicle Emissions regulations, this heavier model is tested to the Heavy Duty Emissions format, which is why there are no exact fuel consumption or CO2 figures in the specification panel.

As mentioned, all models can be had with a six-speed manual gearbox, while front-wheel drive vans can also be equipped with the six-speed automatic. This 10-speed auto box is currently only offered with the 170hp Heavy Duty engine.

Load carrying capacity Although this van is an L2H2 model, that is rather confusingly the smallest full-size Transit van on offer. You can also have an L3 or an L4, plus there is

an H3 roof height if desired. That L4H3 van offers 15.1m3 of load volume, while this L2H2 delivers a 9.5m3 load space.

Opt for front-wheel drive and you get an additional 0.5m3 of volume for the same vehicle size, as the load floor sits slightly higher on rear-wheel drive and all-wheel drive vans to make space for the driveshaft and rear axle.

This 3.5-tonne model offers a payload of just over 1,300kg, which should be more than enough for most users.

In the cab Transit comes in three main trim levels, of Leader, Trend and Limited. That said, you can also order the heavy Transit in the recently added Trail specification too, as a 4x4 if you need off-road capability.

This Limited trim includes manual air conditioning, a heated windscreen, a DAB radio with Bluetooth,

Ford Transit Limited 350 L2H2 10-speed auto Basic price £40,080 Engine 1,995cc Power 170hp @ 3,500rpm Torque 390Nm @ 1,500rpm Weights (kg) GVW 3,500 Kerb weight 2,181 Payload 1,319 Towing 3,500 Dimensions (mm) Load space length 3,044 Load space width 1,784 Width between wheel arches 1,392 Load space height 1,786 Load volume (m3) 9.5 Cost considerations Fuel consumption 37-43 mpg (for 170hp light duty version) Fuel tank capacity 70 litres CO2 170-197g/100km (for 170hp light duty version) Service interval 2 year/36,000 miles Warranty 3 years/100,000 miles 26 VANUSER • MAY 2021

“

You won’t really know what ratio is in use, though that’s no problem

AppLink and an 8” touchscreen display. You also get Bi-xenon headlights with LED daytime running lights, a body-coloured front bumper, 16” alloys and Side Park Assist.

On the road The 10-speed automatic transmission is very smooth and you won’t really know what ratio is in use, though that’s no problem. You can make manual gear changes, with a thumb switch on the side of the lever, while there is a mode switch on the dash that offers Normal, Eco, Slippery and Tow settings.

The box does hang onto gears a bit when you are just cruising along on a light throttle and a couple of times I found myself changing up manually, to reduce engine rpm. This may be due to running unladen however, as you might want a few more revs when fully loaded. It’s a pretty accomplished box otherwise.

Conclusion There are several heavy van sectors that favour an automatic transmission, none more so than the supermarket home delivery market. Not having an auto has meant that Ford has struggled to compete in this sector, though it has done little to hurt the firm’s overall sales figures.

Having the 10-speed auto will certainly put Ford back on many potential buying lists. That should please drivers as much as fleet managers.

VanUser rating: 4.0

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