iMotorhome+Caravan 2019 Australian Road Test Yearbook

iMotorhome + caravan Australian

2019 Road Test Yearbook GIANT 235 PAGE ISSUE!

Y 9 MOTORHOMES & CAMPERVANS Y 4 CARAVANS & CAMPER TRAILERS Y 4 TOW CARS AND VANS Y 2 READER REPORTS Y 1 HUGE RESOURCE!

ON MY MIND

The Year That Was

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elcome to the iMotorhome+Caravan 2019 Road Test Yearbook for Australia. As the name suggests it’s a compilation of reviews for the year and makes a handy reference volume of reviews ‘all under one roof’.

The year 2019 saw us ‘spread our wings’ to encompass the non-motorised side of the recreational vehicle (RV) market. It wasn’t a move I undertook lightly – after all, being motorhome and campervanspecific was our point of difference – but rest assured ‘towables’ (as Americans call RVs without an engine) will always be more a curiosity than mainstream in our pages.

Love what we do?

In RV terms, 2019 was a milestone that witnessed the introduction of the all-new Mercedes-Benz Sprinter and Volkswagen Crafter – both previously joined-at-the-hip designs now freed to develop unique characters and deliver quite different driving experiences. In a bold move, Volkswagen introduced a five year/unlimited kilometre warranty and capped price servicing – a first for a European light commercial vehicle. By comparison, new Sprinter comes with ‘just’ a three year/200,000 km warranty and considerably more expensive servicing costs.

Then help keep the love coming!

Support iMotorhome+Caravan today.

Every amount is welcome – and appreciated.

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While there are no new Crafter-based RVs in this issue, expect to see several emerge in 2020. Of great interest is the availability of all-wheel drive – what VW calls 4Motion – on models up to a four-tonne gross vehicle mass, for about $4500. Compare that to the more-than $13,000 Mercedes-Benz charges for its system, which admittedly is a ‘proper’ 4WD system with low-range gearing, but is overkill for those simply wanting extra grip for wet campsites and muddy roads.

Horses for courses to be sure…

On the campervan front, 2019 saw the introduction of the all-new Toyota HiAce – a quantum leap over its appliance-on-wheels predecessor. Five-star safe (who would ever have thought they’d see that from a HiAce?), powerful and refined, 2020 will see the first campers and it will be interesting to see how the standard dual-sliding side door body and new dimensions impacts conversions. Hopefully it will inspire designers to produce interiors befitting the 21st century rather than continuing the 1970’s status quo so prevalent in this market.

Fiat is the market leader in Australia thanks largely to very competitive pricing on its popular Ducato range. However, cost cutting to keep it at the forefront has seen the deletion of its superb leather-wrapped steering wheel, now not even available as an option.

The new year will see a highly anticipated nine-speed automatic replace the Ducato’s ageing and largely unloved six-speed automated manual transmission. It can’t come soon enough as Fiat struggles against the totally new offerings from MB and VW, and it will be interesting to see when it finally comes up with a new model Ducato.

Finally, you now have the ability to help secure the future of iMotorhome+Caravan. We’ve set up a PayPal facility to make one-off, credit card payments or direct bank deposits and any amount is welcome. If you like what we do and value an independent voice, your support will help keep the lights on. Thank you – and safe travels!

Richard 2

iMotorhome+Caravan iMotorhome+Caravan is free and published monthly.

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All back issues can be found HERE

Publisher/Managing Editor Richard Robertson (+61) 0414 604 368 richard@imotorhome.com.au

Road Tests

Malcolm Street (+61) 0418 256 126 malcolm@imotorhome.com.au

Technical

Allan Whiting (+61) 0410 677 966 allan@imotorhome.com.au

Regular Contributors Emily Barker Robert ‘Bobby’ Watson Colin Oberin Phil McLeod Sharon Hollamby

© 2019 iMotorhome Pty Ltd. All content of iMotorhome+Caravan magazine and website is copyright and cannot be reproduced in any form without the express written permission of the Publisher.

Published by iMotorhome Pty Ltd PO Box 1738, Bowral. NSW 2776. Australia.

ABN: 34 142 547 719 T: +614 14 604 368 E: info@imotorhome.com.au W: www.imotorhome.com.au

While every effort is made to ensure the accuracy of content, however no responsibility is accepted for any inconvenience and/or loss arising from reading and/or acting upon information contained within iMotorhome+Caravan magazine or on the website.

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MOTORHOMES & CAMPERVANS

7 22 36 51 65 84

102

HORIZON MELALEUCA Colour Me Happy – Revisiting Horizon’s popular Melaleuca

116

HORIZON WARATAH 4X4 Clayton’s 4X4? – Don’t be fooled, this is the real deal

128

SOUTHERN SPIRIT’S SPLASH Making a Spalsh – Southern Spirit’s excellent new campervan

SUNCAMPER SANTA CRUZ

TRAKKA TRAKKAWAY 720 Super Singles – Single Beds make the Trakkaway 720, well, super

UNICAMPA UE401 Simple Dreams – Unicampa’s simple value is more than a dream

VW CADDY BEACH Life’s a Beach? – VW’s Caddy Beach is made for the simple life

READER REPORTS

Santa Cruz’n – On the road in Suncamper’s luxurious flagship

138

SUNLINER OLANTAS 0425 Olantas Found! – Forget lost cities, the Olantas is worth discovering

144

TRAKKA JABIRU 4S Star Trakk – Boldy going where no Mercedes Trakka has gone before

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HORIZON WARATAH New Horizon – Happy owner Colin Oberin’s big step up

TIFFIN ALLEGRO BREEZE Breezing Along – Jess Ciampa’s thoughts on his big U.S. A-class

CARS & VANS

CARAVANS & CAMPER TRAILERS

154 164 170 183

196

AIR OPUS Impressive Opus – This inflatable camper trailer breaks new ground

206

BRS SHERPA Serious Sherpa – An expensive teardrop for serious adventures

215

ROYAL FLAIR DS 21’4-2 Designer Flair – A premium product with a real touch of style

225

SMIDGE TEARDROP CAMPER Just a Smidge – What started as a project is now in production

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ISUZU D-MAX 4X4 LS-T True Blue – Isuzu’s dual cab is country tough and city smart

PEUGEOT EXPERT Cat Amongst the Pigeons – Can this new van shake things up?

TOYOTA HIACE Spaceship Enterprise – There’s plenty of space in the new HiAce

VOLKSWAGEN TOUAREG Towarig? – Could VW’s new Touareg be your next tow car?

Love what we do?

Then help keep the love coming!

Support iMotorhome+Caravan today.

Every amount is welcome – and appreciated.

or Direct Deposit to iMotorhome Pty Ltd BSB: 012276 Account: 305822822 Thanks!

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TESTED: TESTED: HORIZON AIR MELALEUCA OPUS

COLOUR me

HAPPY!

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ppearance-wise, the motorhome world could be called the Land of the Long White Box. Decorwise, it could be the Land of the Woodgrain Panel (or the Land that Style Forgot, and possibly with a spin-off TV mini-series). Yes, white stays coolest in summer and oddly, shows dirt the least, but it’s also the colour of appliances and delivery vans. While white still largely rules the world of coachbuilt motorhomes, buyers of van conversions have more choice.

revolution began a few years back when Horizon embraced the first of a new wave of brightly coloured Fiat Ducato vans. Red, blue, gold and Horizon’s iconic, orangey-bronze (my description!) motorhomes began brightening owners’ driveways, although inside woodgrain still ruled. Then, at the 2019 Let’s Go Queensland Caravan & Camping Supershow, the colour revolution moved inside…

Pride of place on the Horizon Motorhomes’ stand was an orangey-bronze Melaleuca, unmissable not only in colour, but also because HORIZON was emblazoned diagonally down the sides. Inside, bright orange and white – they call it ‘retro styling’ – transformed an otherwise conservative design into something fun and funky. Okay, bright orange might not be to everybody’s taste, but other colours were mentioned, including lime green, plus grey and white for the more conservative buyer still looking to escape woodgrain’s clutches.

Horizon Motorhomes is a specialist manufacturer of van-conversion motorhomes and over the years, iMotorhome has reviewed most if not all its models.

That specialisation has allowed Horizon to refine both its design and construction process, and an ever-growing band of happy, loyal and often repeat customers is testament to the company’s success.

The hallmark of a Horizon motorhome is no-nonsense design and rock-solid construction; the result of evolution rather than revolution. That said, a small 8

Sweet Little Honeys

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’ve reviewed the Melaleuca three times (issues 25, 102 and 114) and while the base Fiat Ducato has changed, the conversion largely remains the same – and with good reason: It works.

However, the subject of this review is the ‘full strength’ Melaleuca (full strength being no exaggeration given the vibrant colour scheme!).

Just on the subject of price, it’s often what you The Melaleuca is Horizon’s entry level motorhome, don’t see in a motorhome that plays a big part in its starting at $119,000 drive-away in NSW, and measures suitability for purpose and long-term enjoyment. Take just 5.99 m (19’ 8”) long, meaning it can legally park Horizon’s standard fitment of a 210 Ah deep-cycle in a standard 6 m car space. Just. Being small but house battery and 40-amp DC to DC 3-stage battery fully self-contained makes the Melaleuca a favourite charger as an example: it’s serious capacity – 100 amongst solo travellers, and to help keep things Ah is the norm for a house battery, while chargers as affordable as possible Horizon also offers the are often significantly lower capacity – meaning much Melaleuca Appeal, a slightly lower-specced version longer free camping that can even negate the need from $106,000 drive-away in NSW. The Appeal loses for solar. Also look at water capacities, insulation, some cupboards and lights, has no entry step and plumbing fixtures and fittings, things like a standard some other detail bits, but the biggest difference is drinking water filter, compressor fridge and so on. a manual gearbox. If changing gears doesn’t bother Quality is what makes for happy ownership long after you it’s well worth a look, especially as some of the price is forgotten, but it’s not always apparent… the ‘missing’ features can later be added if desired.

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Fiat Updated

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elaleucas are built ‘in’ the latest iteration of the Fiat Ducato, which is now in its third generation.

I say “latest iteration” because within this generation there has been a significant engine update across the range to comply with Euro 6 emissions requirements.

While the Ducato range has lost its 3.0-litre turbodiesel in favour of a smaller but equally powerful 2.3-litre engine, the Melaleuca has always had this smaller motor. The good news is that while it puts out the same power – 109 kW – torque has increased from 350 Nm to 380 Nm, an 8.5% bonus. Also good news is that the Ducato doesn’t require AdBlue fuel additive to achieve it’s emissions targets.

Things that make the Ducato stand out as a vanconversion motorhome are 1: Its square body profile.

2: Extra 57 mm width compared to a Mercedes-Benz Sprinter. 3: Higher gross vehicle mass (GVM) and 4: Factory swivelling cab seats. The square body provides maximum usable internal space, while the extra width makes sleeping across the vehicle realistic for taller people and also provides a little extra room to move. The 4250 kg GVM provides considerable additional payload, which in the case of the test vehicle was weigh bridge-certified at 1139 kg. That’s after filling the 125-litre fuel tank, 115-litre fresh water tank and the pair of 4kg LPG cylinders. Finally, the factory swivelling seats are the best in the business in terms of simplicity and ease of use, while the seats themselves are very very good.

While the front-versus-rear-wheel-drive argument still arises, in practice the fact that drive is via the Ducato’s front wheels is a non-issue: Traction control, a hillholder and all the usual safety systems, including stability control, are all standard. The Ducato’s ‘auto’ gearbox – Fiat calls it Comfort-matic – is better explained as an automated manual transmission or ATM. Later in 2020 we’ll see the arrival of a conventional automatic in the Ducato, and a 9-speed unit at that. Is it worth waiting? That depends on your time constraints and financial situation – the new gearbox will likely be dearer – but in reality there’s nothing wrong with the current shifter.

On the road the Melaleuca is comfortable and relaxed, with excellent visibility and an easy driving style.

Its compact length means you can nose or reverse into many more parking spots than bigger vehicles, although if you fit a nudge or bullbar you’ll be just a bit too long for that standard car space. That extra width can make itself felt, however, when parking between cars, but exercise a little common sense and you’ll avoid problems.

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TESTED

Sweet Space

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s mentioned and colours aside, the Melaleuca really hasn’t changed inside because the layout is enduringly practical and liveable.

Despite its length Horizon’s designers have packed a lot in: Lounge/dining areas front and rear, a decent sized kitchen, a basic-but-acceptable bathroom and a versatile U-shaped sleeping area at the rear that can be single beds, a double or king. On top of that is excellent cupboard and drawer space, a large boot and a high level of standard equipment.

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Compromises

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f course, every design has its compromises and in the Melaleuca they are most obvious around the front dinette and bathroom. While the cab seats swivel the driver’s is constrained by the wardrobe and fridge cabinet immediately behind it. The seat does swivel most of the way around, but not totally, unlike the passenger’s seat. Fit the small pole-mounted table between the seats and space is pretty tight, and works best when both seats directly face each other. That said, it’s still a comfortable and practical space, and one that can keep a second occupant well out of the chef’s way at meal times.

The wet bathroom is compact and minimalist, occupying as little floor space as possible but while still remaining practical. It features a cassette toilet, mirrored medicine cabinet and a corner basin with mixer tap that doubles as an extendable shower.

Really, what more do you need?

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Cooking

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he main kitchen unit sits between the sliding side entry door and U-shaped lounge/bed area.

It features a combined three-burner gas cooker and sink unit, the latter with folding tap, while both sections have glass lids to maximise working space. There’s also a flip-up bench extension, which is essential in

a small space like this. An under-bench microwave is fitted, along with six drawers of varying sizes that should accommodate all your cooking needs. That’s just as well as there are no overhead cupboards (and therefore no range hood) because of the side door.

The TV, on a swivel mount, nestles above the cooker and against the end wall of a U-shaped set of cupboards above the bed. In days gone by Horizon positioned all electric switches and gauges on the wall above the cooker, where they were easily and instantly readable and accessible. Now, however, they’re in the first overhead cupboard across the aisle and you have to lift the door to see and access them. It’s certainly neater, but not as practical.

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TESTED

Directly across the aisle as you enter the Melaleuca is the 136-litre compressor fridge.

It sits in a cabinet beneath a double cupboard that provides shelves on the left and a small hanging wardrobe on the right, and also houses the table and pole for the front dinette.

Beneath the fridge is a shallow drawer ideal for thongs and outdoor shoes.

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Snoozing Shape

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the kitchen and bathroom doubling as inwards-facing seats. Complete with a Lagun-mounted dining table, these are the most spacious and convenient seats at meal times.

t the rear, the lounge/sleeping space is U-shaped and can be had as a pair of lengthways single beds or a widthways single, or double. You need to decide on bed design when ordering, because when built as lengthways singles you get two neat cupboards with padded lids between the beds, by the back doors.

One lid opens to the left and the other to the right, and they double as ‘his-and-hers’ bedside tables/drawers.

Order a widthways single or double bed set-up, however, and you lose them.

There are reading lights in each corner beneath the overhead cupboards, windows on each side and a roof hatch, plus openable windows in the rear barn doors – an excellent point of difference to most competitors.

Order the optional airconditioner and it goes where the over-bed roof hatch is, but there’s still plenty of fresh air and light thanks to all the windows.

Whichever bed arrangement you order the whole rear area is still U-shaped, with the ends closest to

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While there are no external storage lockers, which is the norm in a van-conversion, the rear barn doors open to reveal an impressive amount of space beneath the bed/lounge and it’s more than enough for chairs, an outdoor table, hoses, leads, tools and the like. You can also access this space from inside via a small hatch, plus there is a long-but-shallow drawer beneath the slightly raised floor in the main dining area.

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What I Think

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ack in 2013, Mrs iM and I escaped for a couple of nights in a Melaleuca and it made us rethink just how much motorhome we/you really need. Despite its diminutive dimensions it’s surprisingly practical and comfortable for two – even for extended touring – and a perfect motorhome for a solo. Additionally, there’s no fear of overloading. It’s fuel efficient, only requires a car licence and is backed by a five year Fiat warranty and three year Horizon warranty. You can also chose from a comprehensive options list and really customise it, but in standard form it’s got all the essentials, and then some.

If you’re after a compact and affordable vanconversion that’s quality built, backed by one of the best manufacturers and one you know will hold its value and be sought after as a second-hand buy, best you check out Horizon’s Melaleuca. Whichever decor you choose it will colour you happy, simply because it’s a great little van…

Grey and white is one of several alternative decor choices 17

GENERAL Make

Horizon Motorhomes

Model

Melaleuca

Type

Van Conversion

Berths

2

Approved Seating

2

Licence

Car

Pros...

VEHICLE Make/Model

Fiat Ducato 2.3 150

Engine

2.3-litre 4-cylinder turbo-diesel

Power

109 kW @ 2900-3500

Torque

380 Nm @ 1500-2600 rpm

Transmission/Drive

6-speed automated manual (ATM)/FWD

Safety

ABS, ESP, Tracction Control, air bags & more

Fuel

125 L

WEIGHTS Tare Weight

3111 kg - certified as tested, wet

Gross Vehicle Mass

4250 kg

Braked Towing Capacity

2500 kg

DIMENSIONS Overall Length

5.99 m (19’ 8”)

Overall Width

2.50 m (8' 2")

Overall Height

2.62 m (8’ 7”)

Internal Height

1.91 m (6’ 3”)

Bed – 2 x Singles

1.87m x 0.66 m (6’ 2” x 2’)

Cons...

EQUIPMENT Slide-Out

No

Awning

Fiama F65 3.7 m

Entry Step

Electric

Cooker

3 x gas, glass lid

Rangehood Sink Fridge Microwave Lighting 12 V Sockets/USB Outlets Air Conditioner Space Heater Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE New – Driveaway NSW As Tested – Driveaway NSW Warranty – Fiat Warranty – Horizon/Appliances

No Round with folding tap and glass lid 136 L Waeco 12/240-volt compressor Yes 12 V LED Yes/Yes Optional Optional Truma LPG SOG cassette Wet bathroom, flexible hose

Size Comfort Liveability Decore choices Internal storage Economy Quality Price

Driver’s seat swivel Switch gear location Compact bathroom Manufacturer

Horizon Motorhomes E: info@horizonmotorhomes.com.au W: horizonmotorhomes.com.au

Sales

BCMC

1 x 210 Ah Optional 2 x 4 kg 115 L 55 L 10 L 17 L (cassette)

299 River St, Cnr Tweed St Ballina. NSW. 2478.

T: (02) 6681-1155 E: info@ballinacampers.com.au W: bcmc.com.au

A$119,000 A$126,700 5 Years/200,000 km 3 Years/As per manufacturers 18

EXTRA

Happy Anniversary!

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ext year – 2020 – marks Horizon Motorhomes’ 25th anniversary, an impressive milestone for any company. During my time in Ballina reviewing the Melaleuca I had the chance to visit Horizon’s expanded manufacturing operations and have to say I came away impressed.

Speaking of servicing and replacement parts, as Horizon Motorhomes are only available through its sister company, Ballina Caravan & Motorhome Company (BCMC), owner and managing director Clayton Kearney understands the absolute necessity of providing the best service and parts support. To that end the company always has something like a dozen vehicle builds worth of parts and appliances in stock, meaning regardless of the original manufacturer’s stock, a specific part is always on-hand and can be dispatched as quickly as possible.

From literally humble beginnings, Horizon’s factory is now a best-practice, purpose-built manufacturing facility that’s spacious, clean and modern. From 3D computer aided design software to computer controlled milling equipment, it’s a highly organised and professional set-up.

The other standout is the meticulous attention to detail at every point where a van body is cut: The metal surfaces are carefully treated to prevent rust before a window, hatch or whatever is fitted. Given how many Horizon Motorhomes spend their time close to the ocean, such care is vital.

One thing that stood out is how every ‘build’ is individual, with all components from cabinetry to accessories and everything in between selected from the store, checked-off and placed on a large trolley beside the vehicle. That way construction can’t be held up by the sudden discovery that some part isn’t in stock, and everyone involved in the construction process knows exactly where to find every part. Also, wiring is now supplied by a specialist manufacturer as a model-specific, plug-and-play loom. That means every electrical item, from lights to appliances, can simply be unplugged if servicing or replacement is required.

If you’d like to have a look at Horizon’s manufacturing facility for yourself, just call the team at BCMC on (02) 6681-1555. They’ll be only too happy to arrange a factory tour and explain every step of the process, plus why it’s the things you often don’t see that make the difference between hand crafted quality construction and mass produced, bargain priced trouble.

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“Whichever decor you choose (the Melaleuca) will colour you happy, simply because it’s a great little van…”

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Tested: Horizon Waratah 4x4

Clayton’s 4x4?

Don’t be fooled, the Horizon Waratah 4x4 is the real deal…

by Richard Robertson

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Tested

There’s no missing Clayton’s custom Waratah 4x4, thanks to its full body wrap. The LWB Sprinter is a big van, made more imposing by the raised suspension of the 4x4 option and off-road tyres. Note the ‘proper’ windows in the rear doors, rather than fixed factory glass.

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for the Kimberley region of Western Australia.

Normally a two-berth motorhome, that Waratah 4x4 was specially modified and featured two bunks in place of the cupboards over the main bed, at the rear. It must have been cosy living, but as Clayton said at the time it was probably the last chance the family would have for such an adventure, given the age of the kids. He was right, because the Waratah in this review is purely a two-person machine. However, before we get onto it, a little more background on the original Waratah and it’s travels…

emember Claytons – the drink you have when you’re not having a drink? The scotch-substitute found fame through television commercials in the 70s and 80s, and the name entered the vernacular as a synonym for anything pretending to be something else. However, not everything ‘Claytons’ is an imitation…

Take the subject of this review: Horizon Motorhomes’ Waratah 4x4. It’s the personal rig of Horizon’s founder, Clayton Kearney, and is certainly the real deal. It’s the second Waratah 4x4 Clayton has had custom-built for personal adventures and he doesn’t spare any expense.

Great Escape

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he Great Family Escape took the thenbrand-new Waratah 4x4 from Ballina across to South Australia and north into Central Australia before more-or-less turning left

Back in June 2013 the Kearney family (two adults and two teenagers) set off from home in Ballina, Northern New South Wales, bound

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Tested at Alice Springs and taking the Tanami Track across to the Kimberley. After a short break in Broome they headed north to Cape Leveque, then back along the infamous Gibb River Road before returning to Alice Springs via the black top. In just on a month the Waratah clocked up 9298 km, including at least 3000 km of severely corrugated dirt roads, and the only casualty was a broken mount on one of the non-standard bunkbeds.

one of the most memorable we’ve ever done.

I have three standout memories of that journey: Firstly, the near-showroom condition Clayton & Co manage to get the Waratah into in just a couple of hours at the Alice Springs car wash!

Secondly, the seemingly-as new condition of the Horizon fit-out (bunk-bed aside) despite thousands of kilometres of relentless shaking; and thirdly, the equally as-new driving experience of the Mercedes-Benz Sprinter 4x4. As I reported at the time, I’ve always been sceptical of the durability of European vehicles – especially their high-tech electrics – in extreme Australian conditions. But the Sprinter 4x4 didn’t put a foot wrong and there wasn’t an errant warning light nor any other indication/ squeak/clunk/groan/wobble the vehicle hadn’t just driven out of the dealer’s yard. To say I

I recount all this because Mrs iMotorhome and I flew into Alice Springs and did a swap with them, collecting the Waratah 4x4 for its Journey back to Ballina, via the remote Plenty Highway. You can read all about it in Issue 30 of iMotorhome Magazine, which if you don’t have it in your library you can download by clicking HERE. It was an awesome trip and

Interior space is good for a van, while the bed arrangement is primarily a pair of singles that can effectively become a huge double.

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Tested the Australian RV industry by being the only major manufacturer dedicated solely to the production of van-conversion motorhomes.

Now building on both the Mercedes-Benz Sprinter and Fiat Ducato, Horizon is widely recognised as an industry leader and has built a large and fiercely loyal client base that includes many repeat customers – the highest accolade any business can achieve.

was impressed is an understatement and its something I’ve never forgotten

Back to the Future

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ast forward five and a half years or so and I was keen to reacquaint myself with this capable and impressive motorhome. It’s also an interesting time in the automotive scheme of things, because 2019 sees the Australian launch of the all-new, thirdgeneration Mercedes-Benz Sprinter range.

Both of Clayton’s personalised Waratah 4x4s belong to Sprinter’s second generation, which ran from 2006 to 2018. That really makes The Sprinter has been in production since this vehicle one of the last and it will be very 1995. Coincidentally (or perhaps not!), 1995 interesting to see what the new Sprinter brings is also the year Clayton established the Ballina to Australia, especially in the 4x4 department Campervan and Motorhome Centre. That in turn led to the creation of Horizon Motorhomes, (single rear wheels, please please please!). I’m just not holding my breath, as the new 4x4 which nowadays occupies a unique niche in

The 4x4 conversion retains independent front suspension and adds a hefty engine bash plate. The long wheelbase is great for stability but you do need to be careful negotiating your way off-road to avoid hanging the vehicle up or underbody damage.

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Tested

The removable table is perfect for a couple and can handle extra diners thanks to a swing-out extension leaf underneath. The swivelled cab seats are excellent for after-hours relaxing and the best place to watch TV from.

version isn’t due here until late winter and the first conversions won’t hit the showroom until around the fourth quarter.

Having had a too-brief 20 minute drive of a new Sprinter at the Dusseldorf show last August, I can report it will be worth waiting for. Not only is it a technological tour de force in regards to safety systems and equipment; refinement is taken to new levels, as is the cab, which is now much more Mercedes-Benz car-like.

Along with the all-new Volkswagen Crafter, new Sprinter brings a welcome degree of sophistication to the Australian light commercial van scene, much to the chagrin of Fiat, I’m sure…

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Tested Fit & Fit-Out

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ecause in issue 30 I wrote at length about the Sprinter, its 4x4 system and Horizon’s Waratah fit out, and because nothing much has changed, I will just touch briefly on them here.

The Waratah is built on a long wheelbase Sprinter 519 CDI. The 5 in the name means it has a 4490 kg gross vehicle mass (GVM), which is basically as heavy as you can drive on a car licence. The 19 means 190 hp or 140 kW, and that power comes from a 3.0-litre V6 turbo-diesel that drives through a 5-speed auto gearbox. In 4x4 mode, power is split 35% to the front wheels and 65% to the rear, and put to the ground via front independent and rear live-axle suspension.

In traditional manner, the system drives the (dual) rear wheels under normal conditions, with high and low-range 4x4 selectable on demand. Non-traditionally, its all push-button operated and electronically controlled, and works in conjunction with 4ETS (4-wheel electronic traction control) and ADAPTIVE ESP (an electronic stability program). Together, the package helps prevent/limit wheel-spin on any powered wheel, plus keeps the whole vehicle in check to prevent skidding and other out-of-thenorm situations.

Because the system has proper low-range gearing – about 40 percent lower than normal – the vehicle is able to crawl up and down steep inclines plus handle normal beach sand conditions, but with a caveat: This is a long vehicle with arrival, departure and rampover angles to match, even with the raised suspension, big tyres and substantial engine bash-plate. That means you have to choose your way carefully and always be mindful of what’s underneath that might get caught up on rough terrain and potentially damaged.

While not a ‘serious off-roader’ in the traditional

There’s plenty of overhead storage, plus lots of light and fresh air in the bedroom area. The twin 12-volt Sirocco fan option is a great idea, helping to move air on warm, still nights.

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Tested sense, an experienced and familiar driver will still be able to get it in and out of places well out of bounds to most RVers.

On the road the big Benz is smooth, quiet and rides remarkably well, to the point you actually forget it’s a 4x4. Body roll is minimal, while primarily being rear-wheel drive, the steering is nicely weighted with good feedback, plus it has a decent turning circle – a MercedesBenz trademark. Power is delivered smoothly and the five speed gearbox shifts nicely and is more than sufficient, but word is the next-gen Sprinter will get the seven-speed auto currently fitted to 2WD models (and the new FWD Sprinter variant will get a nine-speed!).

Inside

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he LWB Sprinter endows the Waratah with that most valuable of commodities: Space. There’s space for a multi-seat dinette up front and for what’s essentially a lengthways kingsize bed down the back, plus a generous kitchen and plenty of storage.

About the only thing that’s on the small size is the ‘wet’ bathroom, but that’s because Clayton reckons bathroom size should be commensurate with the amount of time you spend in it. It’s a valid point, although I think some would trade storage and/or living space for a bathroom with a bit more room, and especially a separate shower cubicle.

Up front, the cab seats swivel and mesh perfectly with the dining table and dinette seating; the latter either being a standard single or optional pair of proper vehicle seats, not just a flat and un-supporting bench. The kitchen is to the right as you enter through the big sliding side door and comes with a three burner gas cooker, single sink, microwave, 136-litre compressor fridge and plenty of drawers.

The aforementioned bathroom – literally the smallest room in the house – has a cassette toilet, corner hand basin with a tap with a pullout shower nozzle, towel rail, shower curtain, a

The standard dinette seat is a single, with this double setup an option. Either way, they are proper, belt-equipped automotive seats rather the usual shapeless bench.

28

The kitchen has good bench space and is well equipped, including filtered drinking water and an under-bench microwave.

The electric option for the sliding side door allows you to open it as little or as much as required, while doing away with the dreaded ‘whizz-bang’.

Tested

29

Tested ested mirrored, wall-mounted shaving cabinet, light, fan-hatch and that’s about it: everything you need and nothing you don’t.

Vans, with their sliding side-doors, are often derided as being ‘whizz-bangs’, but the electric option on the Sprinter puts an end to that. Push button or remote controlled, the door opens all the way or just as far as you want, making entry and exit in bad weather simple and easy. It’s an absolute must!

Another feature – one standard across all Horizon models – is proper doubleglazed acrylic windows in the rear barn doors. Most manufacturers leave the fixed factory glass, but Horizon goes the extra mile and it makes a world of difference.

What I Think

T

he Horizon Waratah 4x4 we drove halfway across Australia proved itself to be ‘a very good thing’ and this latest version is no exception.

Comfortable, capable, powerful and liveable, it’s a tough machine well suited to anyone wanting to venture into remote areas where all-road/track and allweather capability is more important than ultimate off-road ability. This particular one might be Clayton’s, but there’s nothing Claytons about it: It’s the real deal – and ready to go.

Every van should have full side-and-rear-door insect screens, which make summer-time camping a comfortable reality. Twin 4kg LPG cylinders rather than a big single mean you’ll always have a spare when one runs out.

30

Tested

The smallest room in the house has everything you need and nothing you don’t. There’s a hanging wardrobe with cupboard below just aft of the bathroom; both of which are surprisingly roomy.

31

Tested

Specs GENERAL Make

Horizon Motorhomes

Model

Waratah 4X4

Type

Van conversion

Berths

2

Approved Seating

4

Licence

Car

VEHICLE Make/Model

Mercedes Benz Sprinter 519 CDI

Engine

3.0-litre V6 turbo-diesel

Power

140 kW @ 3800 rpm

Torque

440 Nm @ 1400 - 2400 rpm

Gearbox

5-speed automatic

Safety

ABS, Adaptive ESP, air bags,

Fuel

93 L

WEIGHTS Tare Weight

3700 kg (dependant on extras)

Gross Vehicle Mass

4490 kg

Max Payload

790 kg (dependant on extras)

Braked Towing Capacity

3500 kg

DIMENSIONS Overall Length

6.96 m (22' 8")

Overall Width

1.99 m (6' 6")

Overall Height

2.78 m (9')

Internal Height

1.92 m (6' 3.5")

Bed

1.95 m x 0.66 m (6' 4" x 2')

32

Tested

Specs

Pros…

EQUIPMENT Slide-Out

No

Awning

Fiamma F 65

Entry Steps

Electric

Hob

3 burner Dometic

Rangehood

No

Sink

Stainless steel with cooker combo

Fridge

110 L Waeco CRX 1110 12 V compressor

Microwave

LG

Lighting

12 V LED

12 V Sockets/USB Outlets

3 x 12 V/5 V USB

Air Conditioner

Opt

Space Heater

Webasto diesel (optional)

Hot Water System

Truma

Toilet

Thetford cassette

Shower

Flexible hose

CONs… • Small bathroom • Ageing decor • Lots of options

CAPACITIES Batteries

200 AH Lithium (opt)

Solar

200W (opt)

LPG

2 x 4kg

Fresh Water

100 L

Grey Water

95 L

Hot Water

14 litre

Toilet

17.5 litre

Contact

PRICE ON ROAD NSW

From

$187,000

As Tested

$218,800

Warranty - Mercedes-Benz

3 years/200,000 km

Warranty - Horizon

3 years

Warranty - Appliances

As per manufacturers

• 4x4 Ability • Comfort • Economy • Quality • Capability • Proven durability • Liveability • Lots of options

Ballina Campervan, Motorhomes & Caravans 299 River St (cnr Tweed St) Ballina. NSW. 2478.

T: (02) 6681 1555 E: info@ballinacampers.com.au W: ballinacampers.com.au

Click for Google Maps

33

Tested

Options Galore Horizon’s Waratah 4x4 is priced from $187,000 drive-away (NSW). However, the test vehicle had the following long list of options, any or all of which could be added to your vehicle. Combined, they lift the drive-away price to $218,800.

• Electric sliding door • Black steel ball-bar with 9500 lb synthetic winch • Bash plate • Mercedes-Benz reversing camera, floor mats and two-tonne-rated towbar • Black kangaroo leather upholstery • Double dinette • Innerspring mattress infill • 2 x Sirocco 12 V fans • Turbo hatch • Driving lights • UHF CB radio and aerial • Diesel heating • Snorkel • Black painted rims with Wrangler 205R16 tyres • Solar • Lithium battery pack • 2000 watt inverter

“The Horizon Waratah 4x4 we drove halfway across Australia proved itself to be ‘a very good thing’ and this latest version is no exception.”

• 3 x Anderson plugs • Fusion entertainment pack • Side fly screen with magnetic closure and zip closure • Rear fly screen with boot block out • External gas bayonet • Kitchenware Pack (crockery, cutlery, pots, pans, glassware, etc) 34

TESTED: SOUTHERN SPIRIT TESTED CAMPERVANS SPLASH

! h s a l p S Making @

by Richard Robertson 36

TESTED

Splash celebrates the simplicity of van life without sacrificing comfort or practicality

H

"In many ways it was a dream build," Ollie explained, "Because once we had the basic specifications we were left to it". The result – called the Splash for now – meant some ‘roundthe-clock days (daze?), but the end product proved a hit at the Brisbane Show: so much show the display vehicle tested here was sold and due for delivery the day after this review, with other buyers lining up.

ow do you reinvent the wheel? That would seem to have been the dilemma faced when Brisbane-based Southern Spirit Campervans (SSC) received a call to design and build a Van Life-inspired camper for the 2019 Queensland Caravan & Camping Supershow. The call came from Brisbane’s Austral Volkswagen and the brief was simple: Keep it simple, but design and build it in three weeks. No pressure...

"Southern Spirit Campervans’ new Splash will make, well, a splash..."

KISSing With traditional campervan design stuck firmly in the 70s – right down to the woodgrain – husband and wife team Pia and Ollie had carte blanche to use their years of custom van building experience and German attention to detail to pull something special out of ‘das hat’.

W

hat makes the Splash special? Simplicity.

The Van Life movement is built on the KISS maxim: Keep It Simple Stupid. The movement started with people buying old vans, building or installing a makeshift cupboard or two, throwing in a mattress and hitting the road. The usual aim

37

TESTED

While ‘authentic’ van life can leave you with a hang dog look, it’s not a requirement...

wasn’t full time travel, just ‘escapes’ from the every-day, and the cheaper the better. Embracing this philosophy, SSC has built a van that pays homage to the whole Van Life thing, but neatly balances minimalism with practicality and functionality. The results is a van without a poptop roof, hot water system, 240-volt mains power, internal kitchen or grey water tank. It’s best thought of as a camper van ‘lite’, but one with more that just a touch of innovation and street smarts.

The Basics

B

efore telling you what the Splash has, here’s a quick look at what it’s built in. Austral Volkswagen nominated a long wheelbase, mid-roof VW T6 Transporter, powered by a 103 kW/340 Nm 2-litre turbo-diesel driving the front wheels through a 7-speed DSG (auto) gearbox.

While that’s nothing earth shattering, it’s a great starting point as the current iteration 38

of Volkswagen’s venerable Transporter is refined, comfortable and provides an enjoyable driving experience. It also means this is a modern, practical and economical daily driver, although inner-city dwellers will need to check underground parking clearances to accommodate its roughly two point two metre height. Still, at just five point three metres long, finding on-street parking shouldn’t be difficult.

The choice of the mid-height roof is interesting and in practice seems a good compromise between headroom, aerodynamics and parking considerations. What it does is remove the complexity, cost, weight, maintenance and potential water leak problems from a traditional pop-top. And because there’s no internal kitchen there’s no real need for stand-up headroom.

39

TESTED

Inside Out

T

alking about a floorplan might be a bit over the top. Basically, you get a swivelling passenger seat, a cabinet-with-fridge immediately behind the driver’s seat – and a bed!

At the back is an outdoor kitchen comprising a pull-out cooker, sink and drawers, beneath the protection of the raised tailgate and (standard) tailgate tent. Of course there’s more to it than just that, so let’s look at the Splash in detail.

Swivel the passenger seat and attach the removable table, which can also be used outside on the sliding door, and you have a great little office for one. For dining, a second person can sit opposite, on the bed. Either way, headroom is surprisingly good thanks to the VW’s mid-height roof. Of course for the most part, anyone buying a van like this will be living outdoors, but it’s good to have all-weather options.

40

TESTED An 80-litre Waeco compressor fridge sits in a small cabinet (with benchtop) between the driver’s seat and bed, and it runs off a generous 120 AH AGM house battery connected to a Redarc BCDC1125D dual charger that uses engine output or optional solar power. The good news is that wiring for portable solar panels is standard and they can just be plugged into a socket on the driver’s side, near the water filler.

There are three long, flexible 12 V LED readingstyle lights – one in each rear corner and one by the passenger seat – plus an LED strip over the fridge cabinet and a swivelling LED reading light midway along the driver’s side wall. That’s actually quite a lot of lighting for a small van, and I was pleased to see a combination dual-USB/ cigarette-socket outlet conveniently positioned on the rear wall of the fridge cabinet, just below the bench top.

The other 12 V power inclusion is a swing-down Scirocco fan, mounted in the middle of the ceiling just inside the tailgate. It’s bound to get a fair bit of use as at this stage the only opening window is a small, screened slider in the factory window in the side door. While the Splash does come with a pair of screened, louvered vents to fit into the tops of the cab windows, it would be well worth ordering the optional Heki roof hatch. After all, you won’t always be able to camp overnight with the tailgate up and the (standard) insect screen letting the breeze in...

An insect screen and tailgate tent are standard equipment 41

TESTED

Southern Spirit’ own Store ‘n Go bags are removable, have insulated backs and come in a range of colours

Storage

S

rear, these can be removed to provide unimpeded floor space for long items like surfboards or essentials from Bunnings. For clothing, big, removable Stow ’n Go soft storage bags, on each side above the bed, not only look funky, they’re surprisingly unobtrusive.

torage is surprisingly good and will get better on production models, thanks to the 40-litre water tank moving from under the bed to under the body. In a clever move there are three small storage pockets on each side of the panelling around the internal roofline, making good use of what might otherwise be wasted space. They’re ideal for small, soft items like hand towels or T-shirts that you want quick and easy access to.

A final item of note is a replacement for the trim panel on the inside of the sliding side door. It’s a moulded unit with three recessed shelves and is a great use of otherwise wasted space. It also highlights the careful thinking that has gone into this vehicle’s design.

Deep but narrow cupboards are fitted each side of the bed, plus there is a stack of drawers in the front end of the bed base, on the passenger’s side. Along with a huge slide-out drawer at the

42

TESTED

Removing the under-bed drawer units makes room for a surf board or those bits from Bunnings for that DIY project

The shelved panel in the sliding side door makes clever use of otherwise wasted space

43

TESTED

Camp Kitchen

A

s this is very much a camping vehicle the kitchen slides out – camper trailer style – at the rear, under the protection of the tailgate. The main unit holds a two burner gas cooker with grill and a glass-lidded sink with folding tap, plus a cutlery drawer at the end. It’s simple and sturdy, and you attach a drain hose from the sink to a bucket, plus connect-up a small LPG cylinder for cooking (at other times the cylinder lives in a sealed and vented compartment under the bed).

You can just use the cooker and sink like that, or pull out a wider drawer unit alongside, which has a reversible tray that cleverly doubles as benchtop when flipped. It also has storage underneath for the dining table, cab and window blinds and quite a bit else. It’s worth noting the cooker can easily be removed if you want to use it under the wind-out awning or away from the vehicle. It would be worth carrying a ‘lunchbox’ cooker for use on the benchtop above the fridge if the weather was rubbish.

While there’s no hot water system there is a cold water shower that uses a simple plug-in connector and an on-off toggle switch. Ingeniously, the connector is accessed by swinging open a hinged corner of the VW’s plastic bumper, on the driver’s-side. Equally clever is a German Reimo-brand suction shower head mount, which clamps just about anywhere with the strength of a parched Bavarian on his first Octoberfest beer.

The black bag is in a tray that when flipped over becomes your kitchen work bench. The big drawer it sits in has multiple locking positions so you can have all the cooking room you need

44

Now that’s a kitchen view

TESTED

A Reimo-brand suction mount lets you put the shower head almost anywhere

Cold water shower simply plugs in and is toggle operated

45

TESTED

"We first saw beds with adjustable ends last year, but the Splash takes the concept further" Party Piece!

A

ll that aside, I’ve saved the bed ’til last because it really is the Splash’s most impressive feature.

Available in just one configuration – an ‘almost queen’ measuring 1.95 m x 1.25 m – it’s not just that it’s properly big enough for two people, it’s that the both ends tilts up, sun-lounge style.

We first saw beds with adjustable ends last year, but the Splash takes the concept further, allowing you to adjust either end (or both at once if you’re feeling crazy). It means you can semi-recline with the tailgate open at the beach, for instance, and watch the waves roll in, or hunker down on a wet night, facing forwards, watching a movie on your iPad. Either way, it’s ingeniously simple and transforms what would normally be just a sleeping area into a comfortable and practical multi-use living space.

46

TESTED

Tilting the bed end also access the gas cylinder storage box, battery chager and removable drawer set. The (blue) water tank will go under the chassis on production vans, freeing up even more space.

Both ends tilt to quite upright positions and use sturdy, German-made hinges on each side, so there should be no issues with strength or durability. And to lower them you just push all the way up and then release – simple!

I spent a lazy little while looking out the back, over Moreton Bay, and decided it’s the most practical and comfortable campervan bed arrangement I’ve come across in a long time.

Yep, as relaxing as it looks. Being able to sit up and watch the world go by is a tonic for the soul...

47

TESTED

What I Think

F

or solos or couples looking for a light campervan-cum-daily-driver that’s practical and affordable, the Splash from Southern Spirit Campervans is hard to beat. It’s ingeniously designed, comfortable and would also make a brilliant day vehicle for people attending sporting events or just wanting to escape with a picnic to their favourite spot.

At just under $77,000 on the road in Queensland at the time of writing it’s also great value for a brand new VW-based camper. It seems SSC really has made quite a splash with this one and it’s ripples will likely be noticeable for quite some time to come...

The Splash actually redefines what a campervan needs to be

48

SPECS GENERAL Make

Southern Spirit Campervans

Model

Splash

Type

Campervan

Berths

2

Approved Seating

2

Licence

Car

VEHICLE

Pros...

Make/Model

VW Transporter T6 LWB Mid Roof

Engine

2.0-litre TDi340 turbo-diesel

Power

103 kW @ 4000 rpm

Torque

340 Nm @ 1750-2500 rpm

Gearbox

7-speed DSG Auto

Safety

ABS, ESP, driver and passenger air bags

Fuel

80 L

WEIGHTS Tare Weight

2000 kg (est)

Gross Vehicle Mass

3000 kg

Max Payload

1000 kg (est)

Braked Towing Capacity

2500 kg

DIMENSIONS Overall Length

5.29 m (17' 4")

Overall Width

1.90 m (6' 3")

Overall Height

2.20 m (7' 3")

Internal Height

TBA

Main bed

1.95 m x 1.25 m (6' 5" x 4'1")

Cons...

EQUIPMENT Slide-Out

No

Awning

Dometic 3 m wind-out

Entry Steps

N/A

Hob

2 burner

Rangehood Sink Fridge Microwave Lighting 12 V Sockets/USB Outlets Air Conditioner Space Heater Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE As Tested Warranty – Vehicle Warranty – House

No Square stainless steel w folding tap 80 L Waeco compressor No 12 V LED Yes Cab only Optional Optional Optional (Porta Potti) External cold water

Simplicity Innovation Practicality Unobtrusive Value Drivability Economy

Too ‘lite’ for some Limited water capacity Not self-contained Favours fair weather Contact

Southern Spirit Campervans 103 Delta St Geebung. Qld. 4034.

T: 0401 797 179 E: contact@sscampervans.com W: www.sscampervans.com

1 x 120 AH AGM deep cycle Prewired 1 x 2 kg 40 L No N/A N/A $76,885 5 years/Unlimited Km 2 years 49

NORTHCOACH NORTHCOACH STARFIN AUSTRALIA PTY LTD

Predator A Frame

CRN48985

How would your Insurance provider assess a catastrophic Quality failure with an ISO 9001 ISO: QMS42870 A Frame that is not ADR certified?

STARFIN AUSTRALIA PTY LTD

Rated to 3.5tonnes

Readybrute A Frame CRN 50255 Rated to 2.2tonnes

Quality ISO 9001

ISO: QMS42870

Big announcement for Northcoach RV… Our Base Plates and A Frames are ADR certified After an intensive eighteen month programme, Northcoach RV is pleased to announce the ADR 62/02 certification of its Predator and Ready Brute A Frames plus the full range of Base Plates.

Call us on 0409 581 471 to discuss all your towing needs.

Northcoach RV CRN50112 Range of Base Plates

Rated to 3.5tonnes

www.northcoach.com.au | Phone: 0409 581 471 50

TESTED: SUNCAMPER SANTA CRUZ

SANTA

CRUZ’N

On the road in Suncamper’s luxurious new flagship…

by Richard Robertson 51

TESTED

that’s not necessary unless you’re fixated on floorspace.

Better to save the expense, weight and complexity as the standard design is more than sufficient.

If it seems odd that Suncamper should branch out into the big, luxury market, there’s method behind the ‘madness’: the design was originally for founder Keith Harrison as a personal motorhome to drive off into the metaphorical sunset. Once built, it received such an enthusiastic response it’s now destined for production, and Keith’s dream motorhome has become a test bed and proof-of-concept vehicle. Sorry about that mate…

S

uncamper is best know for its Sherwood range of compact motorhomes, built on the Toyota HiLux cab-chassis in both two and four-wheel drive. The company’s bread-and-butter for decades, bigger models have been the exception rather than the rule.

So it came as a real surprise earlier this year when Suncamper rolled out the 8.6 m (28’ 3”) Santa Cruz, built on an Iveco Daily 50-170.

Seeing as this Santa Cruz is registered and already has close to 10,000 km on the clock, Mrs iM and I jumped at the chance to take it away for a few days.

Driving a loop from Suncamper on Sydney’s northern fringe to Armidale, across the Waterfall Way to Coffs Aimed squarely at the top end of the market, the Santa Cruz is a clean-sheet, bells-and-whistles motorhome that Harbour and then back to the factory, we covered some requires a Light Rigid (LR) licence. The design can also 1200 km and spent 3 nights really getting to know this include a slide-out or two if desired, but in my experience flagship model. What’s it really like? Read on…

52

TESTED

Rolling Stock

T

his Santa Cruz rolls on a stock Iveco Daily 50170 cab-chassis, but one that drives through the optional and highly desirable 8-speed ZF Hi-Matic auto in place of the standard 6-speed manual. Production models will (hopefully) ride on Iveco’s optional rear air suspension, because in standard form there’s no disguising the fact the Daily is a truck, and the improvement in ride quality is really a must at this price point.

well for longevity and isn’t surprising, given Iveco is one of Europe’s biggest truck manufacturers. Brakes are discs all ‘round – ventilated up front – while safety aids such as anti-lock brakes, stability and traction controls, hill holder, trailer sway mitigation and other ‘assists’ help keep things safe on the road.

The 50 in the Daily’s model name refers to 5 tonnes, or more specifically, 5.2 tonnes (5200 kg), which is the model’s maximum gross vehicle mass (GVM).

The standard suspension has independent front torsion Although you’ll need an LR driver’s licence, in NSW bars up front and a live axle with multi-leaf springs (at least) all that’s required to get one is some and double-acting shocks at the rear. Combined, they competency-based tuition via a driving school and a have a load capacity of 5800 kg (2100 kg front/3700 kg bit of study. There’s no actual driving test, but an LR rear), so there’s little chance of overloading. Along with licence opens up a whole new world of vehicle driving a maximum braked towing capacity of 3500 kg, the 50- possibilities. The Santa Cruz has a tare weight of 4300 170 Iveco Daily is definitely a truck engineered ‘down’ kg, providing a maximum potential payload of 900 kg to motorhome level rather than a light commercial for two people and all their goods and chattels, plus full vehicle engineered ‘up’ for extra capacity. That bodes tanks of everything.

53

TESTED

“On the road there’s no getting away from the fact this is a big motorhome, yet it’s stable and surprisingly nimble.”

54

TESTED

The 170 in the Daily’s model name equates to 170 hp (125 kW), delivered from a 3.0-litre single-turbo diesel.

Essentially, it’s the same unit that until recently was the top engine choice in the Fiat Ducato. It produces a healthy 430 Nm of torque and while there is the option of the Daily 50-210, which has a 210 hp (150 kW)/470 Nm twin-turbo version of the same 3.0-litre engine, I believe that would be overkill in this application. The ‘little’ engine was more than capable of doing all we needed, especially when given a nudge to drop a gear or two at the base of long/big hills when using cruise control. Engine braking was surprisingly good and the gearbox would hold a gear downhill without shifting up, provided you didn’t touch the throttle. Fuel economy for our trip was 13-14L/100 km (22-20 mpg) – not bad for a big machine being driven at the legal limits – while the 100-litre tank provided a safe range around 700 km.

On the road there’s no getting away from the fact this is a big motorhome, yet it’s stable and surprisingly nimble. I took it into an shopping centre’s open-air car park in Coffs Harbour, where its tight turning circle was appreciated, and ducked-and-weaved between low hanging branches on the drive in and out of Ebor Falls. Overall this is a stable machine that’s also a quiet and comfortable cruiser, although the standard suspension’s ride is defiantly on the truck side of refined.

remote central locking, cruise control and a touchscreen infotainment system with GPS and hands-free phone integration. However, it’s a pity the steering wheel only has reach adjustment. We both loved the leather covered and heated cab suspension seats, which allow you to dial in your weight for just the right amount of ‘bounce’ over rough roads. Great fun!

In the cab, Iveco has certainly lifted its game in recent years. Reasonably car-like and featuring driver and passenger front and side curtain airbags, it also has climate control, electric windows and (heated) mirrors, 55

TESTED

Body Beautiful

L

ike all Suncampers the Santa Cruz uses a steel frame base and welded aluminium wall frames, with fire-retardant insulation. It’s a strong, proven system which, importantly, has no wood to get wet and rot (internal cabinetry is made of marine ply that’s screwed and glued). The body has fibreglass walls and a singlepiece roof; the latter home to three big Heki hatches, the requisite air-conditioner , solar panels and TV aerial.

The Santa Cruz is a two-berth B-class motorhome, meaning there’s no over-cab bed with resultant body ‘bulge’, so it does appear long and perhaps a bit squat.

There’s a fair amount of rear overhang and while on test that didn’t prove a problem, the towbar did ground a couple of times, even when taking driveways easy and at an angle.

For such a big motorhome, external storage is at a premium. Surprisingly, there isn’t a single, dedicated storage locker and bulky items like golf clubs would be problematic. What the Santa Cruz does have is shared storage in several locations; those primarily being a deep shelf above the slide-out kitchen, plus in the toilet cassette locker for hoses. While there’s enough space for a couple of folding chairs and a table, levelling blocks and a small tool box, if you like to carry the contents of your garage shed you’ll need a trailer.

And a note on the water system: The 200-litre onboard tank and mains water connectors are in the locker with the outdoor shower and easily-reached drinking water filter. There’s also a second mains water connector, but it’s to flush out the 132-litre grey water tank and is a thoughtful touch. Other external features include an electric awning, speakers and LED lights on both sides of the vehicle, plus double-glazed acrylic windows with in-built privacy and insect screens.

Other lockers house LPG cylinders, the remote-start generator, 2 x 120 Ah house batteries and electrics, outdoor TV/entertainment system and the water system with external shower. Speaking of batteries, they are also charged by a pair of 100 W solar panels.

56

TESTED

Stepping Up

E

ntry is via a Euro-style security screen door and aided by an electric step. Once inside, you realise the Santa Cruz is something special. It has the look and feel of a modern apartment, with design touches and features that not only break new ground, they enhance the total living experience.

The open plan layout features a front lounge/dinette, mid kitchen, rearward east-west bedroom and a fullwidth rear bathroom. Despite the lack of slide-outs there is a genuine feeling of space, aided in no small part by those three big roof hatches (by Heki they let in some light – sorry!). There are three windows on the driver’s side but only one on the kerb side and none at the rear. If that seems odd don’t worry, it works perfectly well and the Santa Cruz is one motorhome you won’t feel claustrophobic in.

57

TESTED

Better by Design

R

emembering the test Santa Cruz was both a personal vehicle and a proof-of-concept leap into a new market meant Mr iM and I spent a lot of time thinking about how the design worked in practice.

For example, Mrs iM loved the kitchen and cooking options, and was determined to try them all. So, first night she cooked on the huge, slide-out kitchen that features a three-burner gas cooker, sink with hot and cold running water and a drawer fridge. Overkill? For sure. Fabulous? Absolutely! Second night it was the microwave, inside cooker and grill. Final night, Mrs iM used the oven and cooktop. “This is a motorhome anyone who loves to buy fresh produce and cook as they go will love,� she commented.

For my money, the pop-up Nespresso machine got the must-have gong. Is it a gimmick? Not if you hanker for good coffee.

Both of us loved the bed and the way it has plenty of headroom to let us sit up to read or just sip coffee before starting the day. And the Santa Cruz must set the record for USB charging outlets: 14 in the living area and 2 in the cab!

58

TESTED

“Mrs iM loved the kitchen and cooking options, and was determined to try them all.”

59

TESTED The bathroom also got a big thumbs-up for its openness, with privacy just a slide of the opaque double-doors away. We also loved the glass splashback that looks like tiles, yet is absolutely smooth and easy to wipe clean. And then there was the shower with its dual heads – one adjustable on a hose and the other rainwater – and fully lit back wall.

Plus, the floor was raised so water drained off the sides and we didn’t end up standing in the suds.

Other features we liked included extensive use of open and concealed LED strip lighting; beautifully crafted cabinetry whose curves were replicated in the shapes of the massive bathroom and bedroom mirrors; stone kitchen bench tops; plush leather upholstery and the dark wood-look flooring. The decor, which contrasts dark cabinetry with light bench tops and walls, splashes of colour and plenty of natural light, simply works and feels both modern and inviting. All these elements and others combine to produce a motorhome whose enjoyment in use is greater than the sum of its already impressive parts.

Was everything perfect? No, but is it ever? The cab seats need to swivel to make the dinette truly workable (that’s on the production list) and better cab curtains are needed; some switches could be repositioned to make life a bit easier and the bulky storage issue needs to be addressed. Expect to see a range of revisions and refinements in production vehicles, aided we hope by some objective and constructive input after our travels.

60

TESTED

What I Think

O

n the final morning we were sitting in bed sipping illy coffee from the Nespresso machine and watching the world go by. A family with three small children was struggling to pack their camper trailer after a rainy night, while our Webasto heater took the chill off the morning air. After another coffee and poached eggs, we watched as the campers finally stowed everything, round-up the kids and headed off.

We lingered for toast and jam, coffee and showers before it was time to follow.

That’s really what the Santa Cruz is all about: Spacious and relaxed living. It’s comfortable, has all mod-cons (I forgot to mention the tiny dishwasher and optional washing machine!) and instills a feeling of contentment not all motorhomes do. From the contemporary interior to the multiple cooking options and myriad charging outlets, it simple covers all bases without fuss. Could it be the perfect Cruzer for you? Best you find out…

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SPECS GENERAL Make

Suncamper Motorhomes

Model

Santa Cruz

Type

B-Class

Berths

2

Approved Seating

4

Licence

Light Rigid (LR)

Pros...

Make/Model

Ivceo Daily 15-170

Engine

3.0-litre 4-cylinder single-turbo diesel

Power

125 kW @ 2900-3500

Torque

430 Nm @ 1500-2600 rpm

Transmission

8-speed automatic/rear-wheel drive

Safety

ABS, ESP, 4 air bags & more

Fuel

100 L

Features Space Liveability Decore Internal storage Iveco auto Towing capacity

VEHICLE

WEIGHTS Tare Weight

4300 kg

Gross Vehicle Mass

5200 kg

Braked Towing Capacity

3500 kg

DIMENSIONS Overall Length

8.60 m (28' 3")

Overall Width

2.45 m (8' 1")

Overall Height

3.25 m (10’ 8”)

Internal Height

2.00 m (6’ 6”)

Bed – Queen Size

2.03 m x 1.53 m (6' 6" x 5') approx

Cons...

Slide-Out

No

Awning

Eletctric

Entry Steps

Electric

Cooker - Inside/Outside

2 x gas + 1 x elec, grill and Oven/3 x gas

Rangehood Sink - Inside/Outside Fridge Microwave/Inverter/Generator Lighting 12 V Sockets/USB Outlets Air Conditioner Space Heater Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE New – from As Tested – Demonstrator Warranty – Vehicle Warranty – Body

Yes Square, fixed tap/Round with glass lid & folding tap 175 L Dometic 3-way Yes/Yes - 1500 W/Yes - Remote start 12 V LED 2/16 Yes Webasto diesel-fired Swift LPG/Electric Thetford cassette Serparate cubicle

External storage LR Licence Price

EQUIPMENT

2 x 120 Ah 2 x 100 W 2 x 4 kg 200 L 132 L 28 L 17 L (cassette) A$295,000 + ORC A$265,000 – Driveaway NSW 3 Years/200,000 km 3 Years 62

Contact

Suncamper Motorhomes 3/9 Sefton Rd Thornleigh. NSW. 2120.

T: 1300 416 854 E: sales@suncampermotorhomes.com.au W: suncampermotorhomes.com.au

TESTED

“This is a motorhome anyone who loves to buy fresh produce and cook as they go will love.”

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64

Tested: Sunliner Olantas 0425

Olantas Found!

Forget lost cities, Sunliner’s latest Olantas is worth discovering‌

by Richard Robertson

65

Tested

The Olantas 0452 is a compact motorhome built for two, but with plenty of internal entertaining space. Standard equipment levels are high and it’s pretty much complete, straight off the dealer’s lot. New Sprinter is a beauty and will keep Mercedes-Benz on top of the desirability list for new motorhome buyers for the forceable future.

S

Sprinting

unliner’s Olantas range is designed specifically for the Mercedes-Benz Sprinter and comprises two lengths – 7m (23’) and 7.8m (25’ 6”) – and five floorplans, including two with slide-outs. The subject of this review is the Olantas 0452, which is one of the shorter versions. It features a drop-down bed over an open plan living area, a full width rear bathroom and a rearward corner kitchen.

It’s a very similar layout to the Sunliner Habitat 4, which we had planned to fill these pages, but at the last minute weren’t able to access.

T

On

he Sprinter has ruled the premium roost in the motorhome chassis market since its release back in 1995. Mercedes-Benz isn’t one to rush things and this new Sprinter is only its third generation (gen 2 ran from 2006 to 2018). The model range is staggering – 1700 variants apparently – and Australia is but a distant thought in MB’s corporate consciousness. That means new versions are being added in dribs and drabs, and the muchanticipated 4x4 option won’t be appearing until The Olantas 0452 is a 4-seat, 2-berth, B-class late 2019 at the earliest. Consequently, model coachbuilt motorhome and the test vehicle was and tech specs are a bit thin on the ground, but on the all-new Mercedes-Benz Sprinter, the first the supplying dealer – our friends at Australian one iMotorhome has had the opportunity to Motorhomes & Caravans – tell me the test drive in Australia.

Olantas was built on the new Sprinter 519.

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Tested In MB-speak the 519 model designation works like this: The 5 means a 5000 kg gross vehicle mass (GVM), which in this instance has been derated to 4490 kg so you can still drive it on a car licence (although the 5000 kg GVM is a no-cost paperwork option if you have an LR licence). The 19 means 190 hp (140 kW), which comes from a 3.0-litre V6 turbo-diesel that needs Adblue to meet its emissions goal on the way to producing 440 NM of torque, whilst driving dual rear wheels via a 7-speed automatic. The test vehicle had a placarded 3720 kg tare mass, leaving a healthy 770 kg max payload, which increases to a whopping 1280 kg with the 5000 kg GVM option. A surprise is the relatively small 71-litre fuel tank, although I’d except economy to be somewhere around 12 L/100 km depending

on driving style, for an average range of between 500 and 600 km.

New Sprinter is more evolutionary than revolutionary and its appearance continues to reflect Mercedes-Benz conservative commercial vehicle design language. However, looks can be deceiving. The new model is packed with technological and safety advances, including Crosswind Assist, Active Brake Assist and Lane Keeping Assist. Of course multiple airbags are standard, as are anti-lock brakes, traction control, stability control and more.

Inside, the dash has been completely redesigned and is much more in keeping with current Mercedes-Benz cars, although it’s still all-over grey (yawn). Keyless push-button start

The new Sprinter bristles with technology and driver aids, but you’ll need to spend a fair bit of time going though the handbook to get the best from it. The high definition screens are superbly clear, but the standard 7-inch unit looks a bit lost in the space made for the optional 10.25-incher.

67

Tested bluetooth and other displays, and it’s crystal clear. To quote from Mercedes-Benz, “MBUX is equipped with an HD resolution display and artificial intelligence enables it to learn. The system is controlled either via the elements on the steering wheel or the newly developed voice controls. The touch function on the steering wheel and display along with the innovative voice control system enables drivers to focus their attention on their most important task”.

is a great addition, as is a more sporting multifunction steering wheel, which now carries cruise/speed limiter controls as well as audio and a myriad of other functions.

Between the conventional speedo and tacho is a large high-definition (HD) screen that scrolls through a range of functions and is beautifully clear. Without instruction and with limited time I wasn’t remotely able to explore its capabilities, but suffice to say they’re impressive – right down to the graphic of the Sprinter flashing its headlights at you during the start-up sequence!

I found you can also scroll and select with your finger, iPad style, which makes life even easier. It’s a complex system that will require considerable familiarisation to get the best from, but being able to incorporate options like a 360º camera system (on vans a least) makes it well worth while.

However, the real star of the technology show is MBUX – Mercedes-Benz User Experience – accessed via the central, standard 7-inch or optional 10.25-inch HD infotainment screen.

It’s where you find the radio, telephone, nav,

There are lots of pages to scroll through on the dash screen. This one shows instant fuel economy. Note the green ‘Charging’ section below the zero, which lights up going down hill or braking and shows alternator charge into the starter battery. Apparently, to save fuel and reduce emissions the alternator only charges under those circumstances, or if the battery level is depleted. Technology…

68

Tested

The awning is electric, as are the entry steps, while the entry door splits apart to reveal a security screen section.

The reversing camera displays in the cab’s internal rear-view mirror, but didn’t come on automatically. Must have been a setting issue, I’m thinking.

Driving

I

n Dusseldorf last August I had a 20 minute drive of a left-hand drive Hymer van conversion of the new Sprinter and was thoroughly impressed. I’m not sure if anything has changed in the switch to right-hand drive, but this one had very light steering: something I’ve read about on other new Sprinters in various Australian motoring publications. Initially resulting in a degree of twitchiness and over-correction until we got used to each other, it’s just something to be aware of the first time you jump in. The upside, or course, is steering effort is low and anything but truck-like.

When it’s time to get underway you discover

69

Tested there’s no conventional gear selector for the auto transmission. Instead, gears are selected via a stalk on the right side of the steering wheel that looks for all the world like it’s for the indicators. The good news is it’s quite intuitive – ‘turn right’ for Drive, ‘turn left’ for Reverse and press the end in for Park. There’s also a Neutral position halfway between ‘right’ and ‘left’, and paddle shifters behind the steering wheel so you can select individual gears for hill climbs, descents or just fun if desired. Like all European vehicles the real indicator stalk is on the left and at one stage I accidentally used the gear selector stalk and found neutral when intending to turn left. Fortunately, you can’t go from Drive to Reverse or vv without your foot on the brake, so selecting neutral is the worst that can happen and you’d soon get used to it.

Issues of unfamiliarity aside, the New Sprinter is a pleasure to drive. The thick, sporty steering wheel is just the right size and I’m hoping there is or will be a leather-wrapped option. Acceleration is smooth and the engine responsive, if a bit noisey when pushed, while steering is precise and the turning circle impressive. Seating is comfortable and vision good, and overall it brings a new level of sophistication to the market that will keep it on top as the premium choice for motorhome buyers.

Olantas!

N

ew Sprinter excitement aside, what about the Olantas, I hear you ask?

One of the Australian Motorhomes and Caravans guys said, “It’s like a Pinto on steroids”, and that’s not a bad description, or starting point.

Top to bottom: Over-bed ceiling fan is reversible and thermostatically controlled; Electrical controls, the stereo and electric bed switch are conveniently grouped above the entry door; A 1000 W inverter is standard, but only operates via one dual-socket outlet.

The Olantas is a premium product and its impressive standard equipment list includes the following: 140 watts of solar to charge the 100 AH house battery, a 1000 watt inverter, roof top airconditioning, diesel-fired space heater,

70

Tested 24-inch LCD TV with DVD player, stereo with internal and external speakers, external shower, electric roll-out awning and entry steps, an external barbecue gas point and a multitude of 12-volt LED lighting inside and out. Water capacities for fresh, grey and hot are 100, 55 and 20-litres, respectively, plus there’s a pair of 4 kg LPG cylinders.

The body is frameless and made of smooth, interlocked ThermoTough wall panels with a DuraRoof up top and a one-piece floor, plus a steel sub-chassis underneath. Externally, the Olantas 0452 has the LPG locker, outdoor shower and a small locker that also provides hot water system access on the driver’s side, as well as the toilet cassette locker in the rear wall. On the passenger side is a pair of lower-skirt-mounted lockers (the front one with a drain for hose storage), plus two lockers higher up at the rear, with the rearmost featuring handy shelves. Doubleglazed acrylic widows with built-in privacy and insect screens are used all ‘round, and there’s a reversible and thermostatically adjustable fan hatch over the bed, plus a regular fan hatch in the bathroom.

What’s the Plan?

L

ayout wise, the door is mid-positioned and turning left on entry takes you into the living area after a short step down – necessary for headroom for taller folks beneath the retracted roof bed. Turning right on entry immediately puts you in the kitchen, while the bathroom is accessed through a door in the kitchen’s back wall.

Decor is contemporary neutral, meaning there’s no old-fashioned woodgrain panelling and the interior feels like a modern apartment. There are LED lights everywhere plus plenty of natural light and fresh air, meaning even though this is a relatively compact motorhome it feels open and spacious.

Top: The touch screen for battery and tank levels, water pump, etc, had an unusual coloured display. Above: The multi-coloured light switch lets you select individual colours or blend them, simply by touching it. See the next page for the results!

71

Tested

Sunliner has always had a passion for the unusual when it comes to internal furnishings and fittings, and this LED light surrounding the airconditioner continues the tradition. Not only can you choose colours, it also flashes, discostyle, to add a bit of fever to your Saturday nights away!

72

Tested Eight is Enough

I

f you like entertaining and/or just the open plan life, the Olantas is for you. Mrs iM reckons it could comfortably seat eight people for drinks and nibbles should the weather turn inclement (or the mozzies too hungry) – no mean feat in a seven metre motorhome!

That seating comprises the two swivelled cab seats, a sideways-facing three-seat sofa between the entry door and cab, a forwardfacing and seatbelt-equipped dinette seat amor two and a quirky seat/removable footstool for one, opposite the sofa and just aft of the drivers seat. Those drinks and nibbles would have to share space on the large, multi-adjustable dining table, but if people wanted to stay for a meal about half would have to balance plates on their laps.

Just a note on the cab seats; each now incorporates a small, pull-out thigh bolster that extends just a few inches but is surprisingly supportive. Nice!

The ability to entertain a small crowd is impressive and guests will likely be amazed by the variable, multi-coloured LED light display in the fitting that surrounds the ceiling-mounted air conditioner. However, not everything is perfect in this open plan nirvana. The fly in the happiness ointment is the positioning of the 240 V (mains and inverter), 12 V and USB power outlets: all grouped together in near floor level in the base of the forward-facing dinette seat, close to the driver’s side wall.

That means you’ll need to run power cables for just about anything across the floor and/or through your legs or under the table, creating a trip hazard on top of the inconvenience.

There’s room for eight in the open-plan living/dining area. Note the big table and unusual, removable foot stool (well, we think that’s what it is), which doubles as a seat in the corner, just aft of the driver’s seat.

Interesting…

Additionally, because the sole power point wired to the inverter is down there it means if you want to run a toaster, coffee machine or

73

Tested whatever when free camping they will be on the floor or dining table unless you run an extension lead back into the kitchen, which is also a trip hazard as well as being highly inconvenient – something buyers certainly won’t appreciate.

Kitchen Thoughts

B

ecause the kitchen adjoins the open plan living area, but is separated from the bathroom by a full wall, it actually feels like it’s in the back of the vehicle. The work area is L-shaped and nestled in the passenger-side rear corner, with the cooker by the entry door, the round sink by the bathroom door and the main bench space in between. A bonus of its location is that nobody is going to walk through the chef’s work area during meal preparation, not even to get to the refrigerator.

The glass-lidded cooker itself has three gas burners, a grill and oven, while overhead is a slimline rangehood; all of which will be appreciated by those who like to do more than just reheat things or russell-up onepot wonders during their travels. The sink is similarly glass lidded and sits atop a stack of drawers, while between them is a small, slideout wire pantry unit. A nice touch is the underbench LED strip lighting, which shines down into the drawers when opened.

Across the aisle, between the main dinette seat and bathroom wall, is a tall unit that incorporates a slimline fridge with microwave above and a full height pantry to the right. The two-door fridge is a 12/240V/LPG unit and great because it’s the new design that has a pull-out drinks drawer behind the bottom door. That means food isn’t warming up every time you reach for a cold one as food and the freezer are behind the top door. The tall pantry is split, with three shelves at the top and another pullout, wire unit at the bottom.

While this is okay a better set-up would be a

Top: It’s good to see a full oven and grill in a motorhome, especially as people become more health conscious and want to eat properly as they travel. Above: The underbench strip lighting shines straight into drawers, which is great, and we like how even the space around the sink base is made available for storage.

74

Tested

Clockwise from top left: We really liked the slimline fridge. It’s a two-door unit, but the bottom door is attached to a deep, pull-out bottle drawer that means the food section stays cold when you’re grabbing drinks; The corner kitchen is compact but well equipped and no one can get in your way when cooking; The bathroom vanity has the stylish freestanding bowl and tap, plus a big mirror to make taking photos of it difficult. full height pull-out unit because the upper shelves will be too high and deep for many people to fully access.

Bathroom Bliss?

W

hile you don’t actually spend a lot of time in the bathroom in a motorhome, when you’re there it’s good to have room to move and that’s what the Olanats delivers, plus total privacy.

Step inside and you’ll find the vanity to the left, complete with a freestanding porcelain bowl and tap, a cupboard and three open shelves below, an overhead cupboard and a large mirror on the back wall. The shower is an impressive, domestic-size

75

Tested unit complete with double doors that fits neatly in the driver’s side rear corner. The cassette toilet is to the right of it, against the back wall and beneath a small window. Filling the passenger-side corner of the bathroom is a tall combination storage unit with three shelves behind a small door in the top left and a fulllength door to the right that opens to reveal a deep hanging wardrobe plus a couple of large shelves.

Overall there’s plenty of storage in the bathroom, which is just as well because there’s not actually much in the living area. The only thing really missing from the bathroom is a rail or hooks for your bath towels!

Bedtime

T

he bed is electrically operated and lowers on seatbelt-style webbing straps. To fully lower it you need to remove the dining table and the sofa back-cushion, but in reality you can leave those in place and lower it sufficiently for easy access just by stepping on the main dinette seat.

The bed runs across the Olantas and is of sufficient size for two standard 66 cm Duvalays.

76

Tested

Fiat worried – with good cause. In a nutshell, it’s a significant leap forward and I doubt will disappoint any buyers.

I also found it of more than adequate length for my 185 cm (6’1”) frame and it seemed very comfortable during our brief ‘test’. Above the bed is the aforementioned, reversible and thermostatically controlled fan hatch, but there are no reading lights and there is no practical bedside storage.

Sunliner’s Olantas impressed us with its Tardis-like open plan living area, well equipped and practical kitchen, and spacious, private bathroom. We also found the drop-down bed practical and comfortable, but it’s a design compromise potential buyers need to fully consider. Beyond that there are a couple of minor design issues Sunliner could easily remedy and would significantly improve the ownership experience.

The great thing about a roof bed is you can leave it made up when you tuck it away.

However, I noticed the extra thickness of our Duvalays and small pillows added sufficient bed depth to require me to duck slightly when walking through the living area. In all honesty that’s no great problem and would be a very small price to pay for the convenience.

The Sunliner Olantas 0452 has a lot going for it, especially if you’re in the market for a compact and well equipped motorhome riding on the latest, cutting-edge chassis. It’s certainly a motorhome worth discovering…

What I Think

T

his was really a two-part review and so I’ll start with the new Mercedes-Benz Sprinter. We only had a few hours and so there was little time to begin to unravel its secrets or learn its nuances. That it raises the bar in the RV market is indisputable and, along with the all-new VW Crafter, must have

The electric roof bed operates quietly and smoothy, and runs on webbing straps. It’s also a good size and comfortable, but there are no reading lights or bedside storage. It’s a design compromise for sure, but adds great versatility to the interior of this small motorhome.

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Tested

“The Olantas is a premium product with an impressive standard equipment list.�

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Tested

Specs GENERAL Make

Olantas

Model

0452

Type

B-class

Berths

2

Approved Seating

4

Licence

Car (LR opt)

Licence

Car

VEHICLE Make/Model

Mercedes-Benz Sprinter 519

Engine

3-litre V6 turbo-diesel

Power

140 kW @ 3800 rpm

Torque

440 Nm @ 1400-2400 rpm

Gearbox

7-speed automatic

Safety

ABS, ESP, Crosswind Assist, Lane Departure, air bags & more

Fuel

71 L

Adblue

22 L

WEIGHTS Tare Weight

3720 kg

Gross Vehicle Mass

4490 kg (5000 kg opt)

Max Payload

770 kg (1280 kg opt)

Braked Towing Capacity

3500 kg

DIMENSIONS Overall Length

7.00 m (23')

Overall Width

2.45 m (8')

Overall Height

3.30 m (10’ 10”)

Internal Height

1.82 m (6')

Drop Down Bed

1.90 m x 1.4 m (6' 3" x 4' 7")

79

Tested

Specs

Pros…

EQUIPMENT Slide-Out

No

Awning

Electric roll-out

Entry Steps

2 x Electric

Hob

3-burner Thetford Triplex with grill & oven

Rangehood

Slimline

Sink

Stainless steel round

Fridge

138 L Thetford N3141-A 3-way (12 v/240 v/LPG) absorption

Microwave

Yes

Lighting

12 V LED

12 V Sockets/USB Outlets

Yes

Air Conditioner

Yes – roof mounted

Space Heater

Webasto diesel-fired

Hot Water System

20 L LPG/electric

Toilet

Thetford cassette

Shower

Separate cubicle

• New Sprinter base • Compact dimensions • High equipment level • Spacious interior • Versatile seating • Practical kitchen • Great bathroom

CONs… • Small fuel capacity • Some design foibles • Limited internal storage • Single house battery • Smallish water capacity

CAPACITIES Batteries

1 x 100 AH

Solar

140 W

Inverter

12 V to 240 V 1000W

LPG

2 x 4.0 kg

Fresh Water

100 L

Grey Water

55 L

Hot Water

20 L

Toilet

19 L

Manufacturer: Sunliner RV T: (03) 8761 6411 W: www.sunliner.com.au

Supplied By:

Australian Motorhomes 31 Pacific Highway Bennetts Green NSW 2290 T: (02) 4948 0433 W: australianmotorhomes.com.au

PRICE ON ROAD NSW As Tested

$168,061

Warranty – Vehicle

3 years/200,000 km

Warranty – House

2 years

Warranty – Appliances

As per manufacturer

Click for Google Maps

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Tested

“One of the Australian Motorhomes and Caravans guys said, “It’s like a Pinto on steroids”, and that’s not a bad description, or starting point.”

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LETTERS

SWITCH

A Great Place to Start

5 choices of chassis platform 7 layout choices Optional upgrade pack

Priced from $128,990 + on road costs.

Visit the Sunliner website for more details, galleries and tours.

9 www.sunliner.com.au

83

TESTED: TRAKKA JABIRU 4S

STAR TRAKK Boldly going where no three-pointed-star Trakka has gone before...

by Richard Robertson 84

TESTED

I

t’s fair to say the majority of RV designs follow a well worn path. After all, there are only so many ways you can arrange things inside a box. Trakka has never been afraid to challenge the status quo and while some manufacturers churn out basically the same products year-in and year-out, it has always sought to innovate.

big brother in both size and prices terms, in reality they are quite different and each has its individual appeal.

Jabiru is rear-wheel drive, has the option of fourwheel drive and of course carries the prestige of the three-pointed star. This latest Jabiru celebrates the release of the all-new Sprinter and Trakka has been keen to make its conversion as cutting edge as the Mercedes-Benz it’s built on. On that score, I’m happy to report, they have admirably succeeded...

Trakka has two large van conversion model ranges: Torino and Jabiru – with the first using Fiat’s popular Ducato and the latter, Mercedes-Benz’s impressive Sprinter. While Jabiru might be seen as Torino’s

image: Trakka

85

TESTED

images: Mercedes-Benz

Around the Benz

T

he latest Sprinter is only the third generation of this highly successful light commercial vehicle (LCV). Generation one ran from 1995 to 2006 and Gen II from 2006 to 2019, so you can see an all-new Sprinter is something to get excited about.

Showcasing the latest in safety and technology, new Sprinter is a technological tour-de-force. For both its Jabiru 2S (two-seat/two-berth) and 4S (four-seat/ two berth) models, Trakka uses the 7.13-metre (23’ 5") extra-long wheelbase 419 CDI Sprinter powered by the top-spec 3.0-litre V6 turbo-diesel, which produces 140 kW and 440 Nm. It’s a proven engine/ transmission package that doesn’t increase power or torque over its predecessor, but does offer turbinelike smoothness and seamless power delivery. It’s also quiet, but has a nice exhaust note when pushed and doesn’t feel stressed.

Knowing which features are standard and which have been added by Trakka is a bit tricky, but here’s what’s on the new Jabiru: Front, side and window airbags for both cab occupants, Attention Assist that monitors you for fatigue and Active Brake Assist, which monitors vehicles in front of you. It lets you know if you’re too close and will even engage emergency braking if necessary. Blind Spot Assist Drive is to single rear wheels via a 7-speed lets you know when a vehicle is coming up along automatic, which will be the same on the eagerly side on multi-lane roads, or overtaking; Crosswind anticipated four-wheel drive version due out soon.

Assist helps keep things stable in gusty winds or Those single rear wheels reduce the 419 Sprinter’s when big trucks pass and Lane Keeping Assist tells gross vehicle mass (GVM) to 4100 kg (dual-wheel you when you’re straying close to lane markings. models are 4490 kg), but with a tare weight of just Of course traction control and anti-lock brakes are 3170 kg that still leaves a healthy 847 kg maximum payload. Maximum braked towing capacity is 2000 kg. included, while the humble reversing camera is now part of a 360-degree Parking Pack. It shows you the big picture all ‘round in reverse and at up to 15 km/h Mercedes-Benz has always been about safety and going forward, after selecting drive from reverse. technology, and the new Sprinter continues to Automatic headlights, rain-sensing wipers and tyre lead on both fronts. In fact it fairly bristles with pressure monitoring are part of the package too. And technology and sets new standards in LCV safety, I’ve probably missed some... both active and passive.

86

TESTED

Inside, push button start is standard. Gear selection is via what could easily be mistaken for the indicator stalk, on the right. In reality it’s simple and intuitive to use: Drive is down, Reverse is up, Neutral’s in the middle and Park is selected by pressing-in the end, which automatically applies the handbrake. And no, you can’t accidentally select reverse while driving, although you can get Neutral.

Jabiru 4S features Mercedes’ new bells-and-whistles MBUX multimedia system with 10.25-inch touch screen, although the test vehicle had the smaller 7.5-inch unit. It’s super high resolution and features everything from radio and music to vehicle systems and navigation, plus it works with Apple Car Play and Android Auto. It also works in concert (literally) with the superb, leather-wrapped Multifunction Steering Wheel, which is festooned with controls that require some study but are actually easy to use. It’s also worth noting both cab seats feature electric lumbar adjustment and have a small under-thigh extension piece for the longer legged.

image: Mercedes-Benz

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TESTED

Driving Ambition

I

t has been my ambition to spend a few days behind the wheel of a new Sprinter and so I was keen to hit the road. The previous model was impressive and I was expecting big things, but in reality new Sprinter is more evolutionary than revolutionary. After all, it has the same engine and gearbox as its predecessor, so nothing has really changed there.

which I’ve read about in other reviews was absent on the Jabiru. That leads me to think that a wrongly calibrated power steering pump could be the culprit, if not poor vehicle weight distribution.

The combination of the big V6 and its perfectly matched seven-speed auto provided relaxed cruising at posted speed limits. The cruise control/speed limiter worked a treat, especially as it operated downhill as well. Dialling down the speed via the thumb button quickly slowed the vehicle and this was all that was needed coming into towns, aided by the digital readout of the selected speed setting on the dash. Ditto accelerating when the speed limit increased. Disappointingly, adaptive cruise control – MB calls it Distrionic Plus – is extra, but it would be the first option I’d tick.

What has changed is the cab, which now feels much more like a luxury European car. That’s largely due to the beautiful new steering wheel, plus the impressive MBUX multimedia system. Incidentally, MBUX stands for Mercedes-Benz User Xperience and the company claims it uses artificial intelligence to learn your preferences. MBUX is also voice activated by saying "Hey Mercedes", but we didn’t have much luck with ‘her’ on the few times we tried. Some study of commands and practice is recommended! On a lighter note, Mrs iM and I discovered that just saying Mercedes activated the system and so we called it, "The M Word" when discussing the brand, vehicle or whatever as we travelled.

The test Sprinter also had Continental’s excellent ContiVanContact tyres, the same as fitted to Project Polly. It was my first experience with them in truly wet conditions – including crossing the Blue Mountains in heavy rain and with snow on the ground from Katoomba to Lithgow – and they didn’t miss a beat. The Jabiru felt totally stable and secure in atrocious conditions and I believe the tyres significanlty contributed to that, and our safety.

On the road the new Sprinter continues to be a delight, with panoramic visibility, great stability and genuine driving ease. Interestingly, the overly light steering I noted on another new Sprinter and

image: Mercedes-Benz

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TESTED

image: Trakka

Back to the Future

A

new Sprinter was an excellent reason for Trakka to sit back and reimagine the big van’s future.

Mrs iM summed it by saying it’s like stepping aboard the Enterprise, and she wasn’t talking about the aircraft carrier...

Gone is any woodgrain trim, lino flooring, heavy tables and conventional light fittings. In their place is a contemporary decor finished in ‘lime wash concrete’, removable woven vinyl flooring, a new super-light, thin and strong laminate for the tables and kitchen bench top and touch operated and dimmable LED strip lights seemingly everywhere.

Combined with Trakka’s signature silver/grey roller shutter doors, stepping inside is like stepping into the future – minus the Klingons – and that’s apart from Jabiru’s special new features.

The most conventional thing about it is the floorplan, which has a front lounge/dinette, mid kitchen and bathroom, and a rear bedroom.

89

TESTED

Externally, Jabiru has pods on the rear side windows to increase internal width to accomodate an eastwest bed. The big sliding side door is (optionally) electrically operated and works in conjunction with the step, which automatically extends and retracts when the door is opened and closed. At the press of a button you can open the door as much or little as you like, which is great in wet or windy weather, and when fully open a screen door can be slid across to keep bugs outside. There’s another sliding insect screen at the rear for when you have the barn doors open. It insect-proofs the bedroom but leaves the substantial under-bed boot open, making access easy.

The awning is also electric and can now be operated with the side door open. It’s a new design that has a full length LED strip light underneath and comes with fold-out stays that replace the middle strut, for added rigidity.

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TESTED

Windows are flush-fitting and now there are openable units in the rear doors. However, the kitchen window needs to be shut so the side door can open. I’ve seen a sliding window in this position on other vehicles and think it would be a better solution, but perhaps it’s not available in a size or style to suit.

Externally, storage is limited to the big rear boot, plus there are connections for 240-volt power in and out, tank and mains water, and a hatch for toilet cassette access. There’s no gas cylinder locker as the Jabiru is LPG-free. Instead, the cooker, hot water and internal heating are diesel-fired from the 92-litre fuel tank. Speaking of capacities, fresh water is 140-litres, grey water is 80-litres, hot water is 10-litres and the cassette loo 16-litres. On the roof a 200-watt solar panel feeds into the 200 amp-hour lithium house battery, which is also charged from the vehicle and via mains power when connected.

In the boot, the lithium battery pack (left) and diesel-fired hotwater/cooker/space heating unit are housed in slightly see-through boxes, making visual checks easy as well as providing good access.

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TESTED

The test Jabiru had the optional Alfresco pack, which comprises the indoor/outdoor pivot fridge (more on that later), external work bench with collapsible hand basin, hot/cold wash-up and outdoor shower facility, and an additional 100-watt solar panel. It’s a A$5000 addition likely to prove popular at this price point – the Jabiru 4S’ standard on-road cost is $185,000 – as it rounds out the vehicle’s capabilities and versatility.

The optional induction cooker can be used inside or out and works perfectly with the Alfresco Pack. The outdoor shower can be positioned almost anywhere via a strong magnetic base, providing extra versatility.

Also on the test vehicle were metallic paint ($2600), colour matched bumpers ($800), the electric side door ($1800), 2000-watt inverter and induction cooktop ($2900), alloy wheels ($1700) and a cellular antenna and iPad holder in place of a conventional TV (no charge). That priced the test vehicle at $199,800 drive-away. Distronic Plus adaptive cruise control adds$1350 in case you’re wondering, while roof-top airconditioning is another $3250. I think I’d swap the metallic paint, bumpers and alloys for Distronic Plus and airconditioning, and pocket the change.

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TESTED

Creature Features

C

reature comforts are what the new Jabiru is all about and here are the highlights, starting at the front.

The indoor/outdoor pivot fridge – part of the Alfresco Pack – is an ingenious little drawer-style drinks fridge that sits just above floor height at the forward end of the kitchen cupboard unit. Its party trick is a mechanism that, when unlocked, lets the fridge (and drawer above) pivot to face one of three positions: Forwards, Outside or Inside. Forwards is ideal if your seated in the swivelled cab seats; Outside is the go if you’re, well, outside, where it’s at just the right height, and Inside it works as a small secondary fridge for the chef. Very clever...

Equally clever is the slim 90-litre Dometic 12-volt compressor fridge/freezer, which has a door you can open from left or right. That means from the dinette you would open it to the right, while from the kitchen opening it to the left is easiest. Impressive stuff.

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TESTED

Both the dining and flip-up coffee tables are made of a new ultra-thin laminate that is super light yet very strong and rigid. It allows the dining table to be stored in a wafer-thin slot between the dinette seat and wall, while its leg clips neatly beneath the lift-up seat. What's in the bag? The magnetic blinds for the cab, that’s what...

Still in the kitchen, the benchtop and as mentioned, the main dining table and flip-up coffee table, are made from a new, very lightweight and very thin material called VittEr. Finished in jet black and looking quite like slate, it’s a compact laminate its manufacturer claims is fully water resistant, highly scratch and damage resistant, formaldehyde-free – making it more environmentally friendly and safe for food preparation – and requires no edging. Despite being just a few millimetres thick it’s remarkably strong and the large dining table showed no flex or instability in use.

Trakka’s patented Switch Mode Bathroom, with its

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TESTED electrically retractable cassette toilet that hides away beneath the vanity when not needed, has been redesigned. The cubicle is longer and provides more space when seated, while the wall is now flat, giving more room in the aisle. The doorway is bigger and there’s only the roller shutter door track to step over, making access easier. Gone is the shower curtain, but there’s a truly waterproof toilet roll holder, although you now have to leave your towel out on the edge of the bed until required.

The wooden duckboard has been replaced by one made of VittEr laminate, and Trakka has retained its signature water-activated bilge pump underneath to actively suck water out rather than leave it to gravity.

Speaking of water, the tanks are now internal, which not only keeps them warmer during cold weather adventures, it keeps them out of harms way beneath the vehicle. I also love the electric dump valve for the grey water tank; no more fiddling around underneath for a dirty handle – just connect the hose, press a button and away it goes.

The east-west bed is in two halves, each having an

95

TESTED

Bed with a view! Not only do the bed backs tilt, sunbed-style, there’s a pull-down screen to keep the bedroom insect free. Note the winding handle, in case the awning’s electric motor fails.

end (on the driver’s side) that ratchets up sunbedstyle so you can find a comfy position to read, watch TV or your iDevice, or enjoy a morning cup of tea. The only downside is the bed is best suited to those less than six feet tall.

FaceTime family and friends. Of course, data usage isn’t included, but the iDevice holder can be mounted in the bedroom or dinette area, and I’m sure you can buy a second one so you could watch personal favourites at the same time at opposite ends of the vehicle.

Finally, you can choose between a conventional TV and aerial or a cellular aerial and iDevice holder. The latter works with a Telstra modem that becomes a Wi-Fi hotspot so you can stream Netflix, Spotify or 96

TESTED

Living the Life

L

iving with the new Jabiru 4S is easy and will give new owners quite a travelling life. We had just a couple of days and so did our favourite loop over the Blue Mountains to the Carcoar Dam Freecamp for our first overnight, and then home via Cowra, Boorowa and Goulburn. A great feature when pulling up for the night was the inbuilt pitch and roll monitor in the main electrical control panel, just above the kitchen bench.

Given the Sprinter’s considerable 7.13-metre length there’s quite a bit of room inside the new Jabiru 4S. Although it can seat four it’s strictly a two-berth motorhome, but given the extra passenger seats have ISOFIX child seat anchor points, if you want to take the grandkids away they’ll need a tent under the awning. For two people, the Jabiru 4S divides neatly into three parts: front living, middle cooking/bathing and rear relaxing/sleeping. When Mrs iM is in the kitchen I’m ‘Editor-non-gratis’ and so am confined to the dinette to work and/or just keep out of her way.

Mrs iM also retires first, so having the dinette and bed quite a ways apart is a good thing too, as is a wide choice of dimmable LED strip lights.

The optional inverter meant we could have Nespresso coffee on demand, while Mrs iM prefers the instant and controllable heat of the induction cooker – which can be used inside or out – over the diesel-fired cooker.

The kitchen bench is huge, with plenty of space every Road Chef will appreciate. Note how the optional induction cooker can be used in its storage drawer – even while seated! Also note the Telstra hot-spot modem and all system controls, neatly grouped in an over-bench cupboard.

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TESTED

What I Think

D

o you need to ask? Again I’ll likley be accused of Trakka bias, but it’s difficult not to be impressed by the new Jabiru 4S. The new Sprinter is a beauty while the new interior raises the bar for Australian RV design.

Despite the tragedy of loosing founders Sally and Dave Berry so young and just a few years apart, Trakka is in good hands and remains at the top of its game. Backed by a solid team of family and longterm employees, the vision and innovation that has been the company’s hallmark for more than 40 years is continuing and the Jabiru 4S is a tribute to them all. It’s also a damn good motorhome and one worthy of investigation if you’re after a van conversion with bells, whistles and a good dose of Star quality...

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SPECS GENERAL Make

Trakka

Model

Jaburi 4S

Type

Van Conversion

Berths

2

Approved Seating

4

Licence

Car

Pros...

Make/Model

Mercedes-Benz Sprinter 419CDI

Engine

3.0-litre V6 turbo-diesel

Power

140 kW @ 3800

Torque

440 Nm @ 1400-2400 rpm

Transmission

7-speed automatic/rear-wheel drive

Safety

ABS, ESP, 6 air bags & more

Fuel

93 L

Innovation Liveability Quality New Sprinter Economy Enjoyment Warranty

VEHICLE

WEIGHTS Tare Weight

3170 kg

Gross Vehicle Mass

4100 kg

Braked Towing Capacity

2000 kg

DIMENSIONS Overall Length

7.13 m (23' 5")

Overall Width

2.10 m (6' 11")

Overall Height

2.75 m (9') (2.9 m with opt aircon)

Internal Height

1.92 m (6’ 4”)

Bed

1.90 m x 1.45 m (6' 3" x 4' 9”)

Cons...

Slide-Out

No

Awning

Eletctric

Entry Steps

Electric

Cooker

Webasto diesel-fired

Rangehood Sink Fridge Microwave Lighting 12 V Sockets/USB Outlets Air Conditioner Space Heater Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE - Australia drive-away New - from As Tested Warranty – Vehicle

No Round stainless steel w folding tap 90 L Dometic compressor Yes 12 V LED Yes/Yes Optional Webasto diesel-fired Webasto diesel-fired Thetford cassette Switch Mode Bathroom (wet)

Bed short for some Fiddly cab curtains Wet bathroom Pricey

Warranty – Trakka

3 years/ Umlimited km

EQUIPMENT

Contact

Trakka

1 x 200 Ah Lithium 2 x 100 W (exat 1000 W with Alfresco Pack) N/A 140 L 80 L 10 L 16 L (cassette) A$185,000 A$199,800 3 years/Umlimited km

99

9 Beaumont Road Mt. Kuring-gai NSW 2080 T: 1800 TRAKKA (02 9472 9000) E: trakka@trakka.com.au W: trakka.com.au

TESTED

“Mrs iM (said) it’s like stepping aboard the Enterprise, and she wasn’t talking about the aircraft carrier...”

100

TESTED

101

Touring Test: Trakka Trakkaway 720

Super Singles?

Single beds makes the Trakkaway 720 spacious, versatile and, well, super‌

by Richard Robertson

102

Smile for the camera: Fiat’s Ducato still looks good and there’s no mistaking the name. Note the very neat LED light bar installation just above the number plate. Also, the streamlined nose moulding acts as a sun shade.

I

t’s a funny thing about single beds; be they in a motorhome, hotel room or at home.

They seem to make people ‘looking in’ think intimacy has passed, yet more often than not result from the realising that a good night’s sleep is worth it’s weight in gold (and for everything else there’s improvisation!).

In a motorhome, single beds provide the opportunity for couples to sleep well, with minimal disturbance to their partners, plus the option of travelling with a friend. It’s a great compromise and one that seems to be gaining increasing acceptance in the wider RV world.

Enter the Trakkaway 720….

For example, Project Polly has single beds that do double duty as our daytime seating and dining area, but at night can also be made up into a giant kingsize bed. While we don’t spend anywhere near as much time in Polly as we would like/should, the reality is we’ve made up the big bed once in nearly four years of ownership. Between my insomnia and Mrs iM’s badly disrupted sleep patterns due to her international flying career, we’re a nighttime match made a very long way from heaven.

At home, we have a kingsize bed but sleep European-style, with separate doonas.

Not too long ago Trakka offered a range of coachbuilt motorhomes under the Trakkaway name. However, the increasing popularity of its van conversions, plus the near-runaway success of its compact Trakkaway 700 (with its clever rear slide-out bed) saw the range rationalised to just the one model. While demand is still strong, it’s interesting that a single-bed variant of the 700 is the machine that once again expands the Trakkaway range.

In the November 2018 issue I wrote a detailed preview of the Trakkaway 720; its features and

103

Tested the Fiat Ducato beneath it. This issue I want to talk about what the new model is actually like to live with and whether the move to single – or more correctly ‘twin’ – beds is a positive one.

Living Thing

Trakka is one of the few manufacturers to have registered demonstrators, so when the very first Trakkaway 720 came ‘on fleet’, Mrs iM and I jumped at the chance to spend a couple of nights away in it. We’ve travelled quite a bit in the Trakkaway 700 and so decided to take the 720 to one of our favourite camp spots: Carcoar Freecamp overlooking Carcoar Lake in Central Western NSW. It’s were we first stayed in the 700 and so it seemed only fitting to take its younger sibling there. Once on-site we set up the 720 and began to take stock of its features and differences.

Trakka’s interiors have long leaned towards Europe and used to reflect Scandinavian-esque decor. In recent years the move has been away from the all-over light wood decor and towards solid colours with contrasting bright finishes, keeping the company at the forefront of contemporary RV interior design. The signature matt silver-grey roller shutter doors for cupboards, wardrobe and bathroom remain, and are a model of form and function: Not only do they look good and are simple to operate, they can’t swing open or get in the way. Not essential, but a great option none-the-less, is the light brown leather upholstery that adds a

“The interior feels quite minimalist, in a positive way,” Mrs iM said, “and very spacious”.

Cheers! Four of us dined comfortably, with Mrs iMotorhome using the small side table to the right as a dining table extension.

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Tested real touch of class, while the hide quality and workmanship appear exceptional.

The 720’s floorplan is straightforward and comprises a front lounge, mid kitchen and bathroom, and a rear bedroom. What that simple description doesn’t convey is the smooth integration of each area into a truly liveable ‘whole’, plus the versatility it offers – versatility very much enhanced by the twin-bed layout.

If you’re familiar with the Trakkaway 700, basically nothing has changed forward of the bedroom. The front lounge/dining area still seats four in comfort and features swivelling cab seats and an easily removable dining table (stored in the wardrobe) for maximum space efficiency. The small, wall-mounted, flip-up

corner table between the dinette seat and driver’s seat is retained and perfect for coffee, lunch or drinks.

The L-shaped kitchen, which sits between the dinette and bedroom, has good if not excessive bench space and plenty of drawers for pots, pans and other large items, rather than spacewasting cupboards.

“I’d sacrifice some drawer space for a small slide-out pantry if it were possible as there’s not really anywhere easily accessible to find jars, bottles, spices and all those other pantry items,” Mrs iM noted. “And while I’m not a fan of the diesel cooker, the optional inverter makes using the (supplied) portable induction cooker easy when freedom camping, especially on the outdoor table. In fact the inverter is a must, I

The huge dinette side window is a beauty, while the cab blinds block sun as well as providing privacy and snap into place in seconds. Mrs iM also loved the colour and finish of the optional leather upholstery.

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Tested

Above: The kitchen has decent bench space, enhanced by the almost-flush fitting Webasto diesel-fired cooktop. There is plenty of drawer space, but a small slide-out pantry would be a good inclusion. Below: The optional outdoor Alfresco Pack includes a fridge and slide-out sink, and Mrs iM decided it’s a must-have. think, because it also means I can use the microwave if required and the Nespresso machine – absolutely required! – making freedom camping totally civilised”.

“The other thing I love about the kitchen is it isn’t intrusive. There’s plenty of space between it and the bathroom (across the aisle) for the two of us to pass by without squeezing or feeling like we’re getting in each other’s way,” she continued.

“I wasn’t a fan of the optional ‘Al Fresco’ outdoor entertaining unit the first time I saw it. But now I’ve used it I’d have to have it.

That second fridge makes a lot of sense as it’s more than just a beer fridge. I would use it when cooking outside and as extra

106

Tested storage – cold or not – depending on food type when stocking up for longer travels. I love having hot and cold running water outside and the simplicity of the removable plastic bowl for washing up, while the drawer is perfect for barbecuing utensils and other bits and bobs.

Yep, tick that option box!”.

Trakka’s patented Switch Mode Bathroom (SMB) is still a great compromise between minimising floorspace and maximising showering space and toilet ‘convenience’. The cassette toilet electrically retracts beneath the vanity unit when not required and the resulting space makes for spacious showering. At least it does when the wrap-around shower curtain, which keeps toilet paper, towels and the doorway dry, is installed! It’s absence was an oversight that prevented us from using the shower this time, but the SMB is still one of the best bathrooms available.

Bedroom Business

O

n the surface the change to twin beds doesn’t seem that radical. However, it totally changes the feel and versatility of the floorplan. More than just replacing the island double with two singles, the change has necessitated a re-engineering of the Trakkaway’s rear end: Not only is the slide-out gone, it’s 20 cm longer and has a bigger boot, plus a larger window.

“I’m afraid this is the motorhome I want,” Mrs iM remarked, knowing full well our bank manager would laugh in our face. “It feels spacious like a slide-out motorhome but without the complexity and fiddling. It feels open and uncluttered, yet it has everything I want. I love the way all the features work together unobtrusively. It’s all very simple and easy”.

A big part of Mrs iM’s impression of spaciousness relates to the bedroom. Whereas

Each bed has an adjustable tilt-up end, making then ideal for reading or watching TV. There’s a mass of storage beneath the beds and a deep drawer under the shared bedside table. Note how easily our Duvalays roll up out of the way during the day.

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Tested in the Trakkaway 700 the bed becomes something of a ‘wall’ when the slide-out is retracted, in the 720 the bedroom just feels like an open continuation of the living area.

That impression is aided by the big square ‘picture window’ in the back wall, plus large side windows and a roof hatch. Between them they flood the bedroom with light and can do the same with fresh air if required or desired.

There’s a mounting socket in the floor between the beds for the main dining table and it means you can set up the space as a secondary dining or work area. Or, you can just have a feast while relaxing in/on the chaise-lounge-style beds, which really are the 720’s party piece. Cleverly, their rear ends tilt up sun-lounge style to several positions, making them ideal for kicking back to watch TV, read or whatever. However, you don’t have to raise the ends to sit up in bed: that’s because there’s wall space either side of the big rear window if you just want to prop yourself up with pillows or cushions.

Between the bed heads is a large, fixed unit that does double duty as a shared bedside table. It has a deep, slide-out drawer at the front, plus a lift-up lidded section at the back that opens to reveal 12 V and twin USB charging outlets and plenty of room for phones and other devices needing charging.

Back to the beds: Not only are they are of differing lengths, they’re also different shapes. The driver’s-side bed is slightly shorter at 1.83 m (6’) and tapers at the foot to (almost) smoothly blend in with the line of the kitchen unit. It’s worth noting Mrs iM commented the tapered bed wasn’t a problem for her 165 cm frame and so it’s really nothing more than a curiosity; not least because the taper leads to an asymmetric shape for the bedroom floor that feels slightly odd (but also adds to the 720s character).

Top: The huge back window really opens up the bedroom.

Above: The dining table stores easily in the wardrobe, while the pole-mount system for the detachable TV is a beauty.

There’s a second pole in the dining area and moving the TV takes about a minute.

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The twin bed arrangement transforms the rear of the Trakkaway 720.

Not only does it open it up, it provides a secondary living/entertaining/ working space thanks to the removable dining table. Note the uncluttered back wall, allowing space to fully sit-up in bed if you don’t want to use the bed’s sun-lounge-style ends.

109

Tested The other bed is marginally longer at 1.97 m (6’ 5”) and straight, although its foot goes slightly under a shelf that’s part of the reasonably-sized wardrobe.

Both beds are a comfortable 0.8 m (2’ 7”) wide and easily accessible – not too high or low – and we had a good night’s sleep in our Duvalays, which are perfect for such a bed arrangement.

What I Think

T

here is much I’ve brushed over or not mentioned in this review because of space; things like the central locking that includes the side entry door, the ducted air-conditioning, the diesel-fired central heating, hot water and cooking (thus eliminating the LPG system), to the almost bewildering array of dimmable LED lights. Then there’s the simplicity of the pole-mount system that lets you move the TV between the bedroom and dinette in a minute (as well as swivelling it to watch from outside).

It’s this sheer level of thoughtful, evolutionary innovation and integration that reinforces Trakka’s position at the top. The 720 is a worthy addition to the Trakkaway range and works on so many levels, making for relaxed travelling and therefore happy owners; especially those single minded enough to understand the whole-of-experience benefits this new bed arrangement offers.

Top to bottom: Switch Mode Bathroom’s toilet retracts beneath the vanity unit, providing a large shower cubicle; Shared bedside table has this clever, deep ‘nook’ at the rear for charging your iDevices and general storage; Rear boot can also be accessed via the small hatch behind the kerbside back wheel.

110

Tested Second Opinion

It won’t go seriously off road and tackle steep trails or soft sand, but it can manage the lumpy, loose ground you might find when looking for a secluded campsite. If stuck, the Trakkaway’s high ground clearance means that dropping front tyre pressures way down, for increased traction, won’t see it scraping its bumper.

W

ondering about the practicality of the Fiat Ducato for all-road use? Here’s an excerpt from Allan Whiting’s comprehensive test of the mechanicallyidentical Trakkaway 700: The cab and powertrain module is connected to an AL-KO, hot-dip galvanised chassis that mounts an Al-KO rubber-bushed torsion bar, independent rear suspension. The front suspension struts are also AL-KO components that increase ride height and suspension travel by 40mm over the standard Ducato front end.

Ground clearance is 190mm – around the same as many 4WD utes and wagons – but those who want to venture onto rocky terrain should fit an underbody guard, because there’s plenty of expensive aluminium underneath the front end! Also, the intercooler bottom hose hangs down inside the approach angle.

It may seem odd to start off a (2WD) motorhome evaluation discussing its off-road ability, but we were keen to find out how it compared with 4WD models.

Were the Trakkaway 700 a narrow-and-low-profile camper van we’d rate it behind the Mercedes-Benz Sprinter and well behind the Iveco Daily 4x4, but if compared with wider and taller 4WD motorhomes the Trakkaway 700 scores very well.

Our off-roading was confined to some rutted tracks with sandy and stony surfaces and the Trakkaway handled that ground with some intervention of the traction control system.

Thanks to its independent suspension all around it kept good surface contact and we reckon it had better grip than a rear-wheel-drive motorhome with live rear axle. Very steep, loose uphill climbs might be its nemesis, but it should be easy enough to reverse up those if you had to.

To watch Allan’s full video review of the Trakkaway 700 click here (or skip to 2:42 to just see the hill holder and traction control in action).

111

Tested

Specs GENERAL Make

Trakka

Model

Trakkaway 720

Type

B-class

Berths

2

Approved Seating

4

Licence

Car

VEHICLE Make/Model

Fiat Ducato with AL-KO Chassis

Engine

2.3 L 4-cylinder turbo-diesel

Power

132 kW @ 4000 rpm

Torque

400 Nm @ 1500-2500 rpm

Gearbox

6-speed automated manual transmission (AMT)

Safety

ABS, Stability Control, Traction Control, Dual airbags

Fuel

120 L

WEIGHTS Tare Weight

3590 kg

Gross Vehicle Mass

4490 kg

Max Payload

900 kg

Braked Towing Capacity

1500 kg

DIMENSIONS Overall Length

7.2 m (23’ 8”)

Overall Width

2.40 m (7’ 10”)

Overall Height

2.90 m (9’ 6”)

Internal Height

2.20 m (7’ 3’)

Kerb-side Bed

1.97 m x 0.80 m (6’ 5” x 2’ 7”)

Drivers-side Bed

1.83 m x 0.80 m (6’ 0” x 2’ 7”)

Luton Bed - optional

2.15 m x 1.30 m (7’ x 4”)

112

Tested

Specs

Pros…

EQUIPMENT Slide-Out

No

Awning

Dometic Electric

Entry Steps

1 x Electric

Cooker

Webasto diesel with glass ceramic top

Rangehood

Externally vented with LED lighting

Sink

Dometic round with fold-down flick mixer, glass lid

Fridge

Waeco 136 L compressor (+ 50 L compressor with Alfresco pack)

Microwave

Sharp

Lighting

12 V LED

12 V Sockets/USB Outlets

12 V & USB

Air Conditioner

Truma Saphir reverse cycle

Space Heater

Truma Combi diesel-fired

Hot Water System

Truma Combi diesel-fired

Toilet

Thetford cassette (retractable)

Shower

Flexible hose

• Flexibility • Quality • Innovation • Equipment • Liveability

CONs… • Still a ‘wet’ bathroom • Price

CAPACITIES Batteries

2 x 100 AH AGM

Solar

2 x 120 W (3 x 120 W with Alfresco pack)

LPG

N/A

Fresh Water

165 L

Grey Water

135 L

Hot Water

10 L

Toilet

19 L cassette

Contact

PRICE ON ROAD NSW From

$180,000

As shown with the following options:

$193,750

Click for Google Maps

Trakka Pty Ltd 9 Beaumont Rd Mt Kuring-gai, NSW. 2080.

T: 1800 TRAKKA (1800 872 552) E: trakka@trakka.com.au W: www.trakka.com.au

Alfresco pack ($5000), 1600 W inverter ($2350) Leather upholstery ($3500), LED light bar ($950) Tower & electrics ($1950)

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“The optional inverter makes using the (supplied) portable induction cooker easy when freedom camping, especially on the outdoor table.�

114

Calling All Wilderness Explorers

trakka.com.au

e l p m Si

TESTED: UNICAMPA UE401

DREAMS UNICAMPA’S SIMPLE VALUE IS MORE THAN A DREAM

by Richard Robertson 116

TESTED

H

ow much motorhome do you really need? Wants and needs are very different things, but in reality just what do you need to travel in reasonable comfort with the expected mod-cons? That’s the question Mrs iM and I ended up asking after an afternoon in UniCampa’s compact UE401 – a Renault Masterbased coachbuilt with a drive-away price of just $119,900.

“Uni who?”, you ask. UniCampa: a value brand that largely flies under the radar, but is built by RVIA, a Melbourne manufacturer with some 40 years of experience building RVs for Australia and New Zealand.

UniCampa’s position as a value brand is a clever one. Savings start with the chassis choice – Renault’s capable but underrated Master – and continue by eliminating ‘bling’ without sacrificing features. For example, the test vehicle’s standard fittings include

cab and body air-conditioning, electric bed, wind-out awning, TV aerial and connections, security screen door, electric steps, 140-litre two-door fridge/freezer, gas cooker including grill and oven, microwave, 100 Ah house battery, 80 watts of solar, reversing camera, instantaneous gas/electric hot water, solar shades, swivel seats and more.

That’s a pretty impressive list for a ‘value’ motorhome.

About the only thing missing is a TV – a bit odd really – plus a diesel heater to make it a full, year-round tourer off the showroom floor. However, even adding both still makes this a very affordable motorhome.

The Renault Master is a proven if underrated motorhome base vehicle, yet it’s widley used in the rental industry – a place where reliabilty and durability are vital.

117

TESTED

Master of the House

P

While AMTs are becoming rare – the all-new Ducato replaces it with a ‘proper’ nine-speed auto – there’s nothing wrong with them. The Master’s gear selector is certainly simpler/more intuitive than the Ducatos and I’m pleased to report shifts are (relatively) quick and quite smooth. You can still catch it out ‘dithering’ on a light throttle at low speed/revs, but driven decisively I think it’s the best AMT in the market. It mates well with the willing engine and allows the UE401 to easily keep up with urban traffic and make a comfortable mile on the open road.

erhaps the single biggest cost saving in the UE401 is the Renault Master cab-chassis it rides on.

Renault claims to be Europe’s largest producer of light commercial vehicles, but in Australia it has very much been a bit player – hardly surprising given the level of competition in a tiny market dominated by big German and Italian manufacturers.

However, the current Master is showing its age and an updated model has just been released in Europe, although doubtless it will take some time to make its way Downunder. That also probably means Renault sharpened its pricing pencil even more when UniCampa called, hence the great overall value.

Mechanically, the current Master has a 2.3-litre 4-cylinder turbo-diesel producing 110 kW and 350 Nm: modest outputs by current standards but certainly more than sufficient. The chassis used for the UE401 employs front-wheel drive and a 6-speed automated manual transmission (AMT), has a gross vehicle mass (GVM) of 3800 kg and a 2500 kg braked towing capacity. Fuel capacity is good at 100-litres, meaning a range approaching 1000 km with gentle driving should be possible.

It’s a long time since I’ve driven a Master and my overriding memory was of its smooth-shifting AMT; smoother and quicker than the one in Fiat’s Ducato.

The Master’s cab is a no-nonsense workplace, but one clad in acres of grey plastic. While it wins no awards for aesthetics, it loses nothing in functionality and practicality. The driving position is upright and although the steering has tilt adjustment it’s fixed in reach and delivers a bus-like driving position. Visibility is good, but the red lighting for the trip computer and dash functions is a bit hard on older eyes in daylight.

Handling is confident and the ride is well controlled, while 12 month/30,000 km capped price service intervals and a 3 year/200,000 km warranty with roadside assist will provide ownership peace of mind.

Renault’s dealer network isn’t extensive, the company has been providing commercial cab-chassis for years – including into the motorhome rental market – so I’m thinking they have things sorted.

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TESTED

The House

M

easuring just 6.5 m (21’ 4” ) long – about the same as our Project Polly Ford Transit van – the UE401 is compact by coachbuilt motorhome standards. The body appears to be made of composite panels with a fibreglass nosecone and tail trim, and is finished with simple, two-tone graphics on an overall silver body.

There’s only on external locker (apart from the one with the pair of four kilogram LPG cylinders) and it’s between the entry door and back wall, and looks to have enough room for a couple of outdoor chairs, hoses and not much else. Perhaps the lack of external storage is part of the price/value equation, but another locker would be a great feature.

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TESTED

Despite looking like a B-class motorhome because of the relatively slimline and windowless nosecone, this is a four-seat and potentially four-berth C-class vehicle, but more on that ‘potential’ later…

The UE401 has a mid-positioned entry door, front lounge/dinette with electric drop-down bed above, and a kitchen that basically takes up the rear half of the vehicle, apart from a compact, ‘wet’ bathroom.

Decor is plain and simple – literally – with no fancy colours, trim or features. Cupboard doors are flat, there are few power points (and no USB charging outlets), the switch gear is simple and scattered in various locations, and you get the sense ergonomics and convenience were secondary considerations to keeping down the drive-away price. But the windows are double glazed, with inbuilt insect and privacy screens and the lighting is all LED, meaning that for things that count in daily use the UE401 gives little away to more expensive motorhomes.

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TESTED

Living Room

Y

ou travel, dine, relax and sleep in the front half of this motorhome. It has a walk-through cab with swivelling seats that integrate reasonably well with the lounge/dinette, although the driver’s seat has limited swivel due to the position of the cafe-style dinette.

The lounge area itself can easily seat six – four at the dinette and two on an inwards-facing lounge between the entry door and passenger’s cab seat. Add another two in the cab and you can comfortably host a party for eight, not counting those standing/dancing in the kitchen!

The dinette seat cushions are quite shapeless, but the dinette itself is a good size and has a removable table of decent proportions. There are large windows on both sides and a couple of lights overhead, in the base of the drop-down bed. But while a TV aerial and connection point in the cupboard above the fridge is provided, there’s no TV, which seems a bit odd. Finally, the gas/electric hot water system is under the forwardfacing dinette seat and I do wonder if this might literally become the Hot Seat when the system’s on…

Above: Plain and simple decore and design-wise, but really lacking little in terms of features, the UniCampa’s 401’s interior is also surprisingly spacious. Right: The hot water system and house battery are under the rear dinette seat, along with one of only two (double) power points in the living area – the other being in the kitchen.

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TESTED

Cooking Room

R

oad Chefs will find the kitchen impressive for a small vehicle, including the large amount of storage. And being in the kerbside back corner means no-one will wander through your cooking space, unless on their way to the bathroom.

While there’s not a huge amount of bench space, the three-burner Thetford Triplex gas cooker with grill and oven has a glass lid for extra workspace. There’s a neat rangehood above, a sink-with-drainer alongside, and tons of drawer and cupboard space all ‘round. In the back wall is a rather low-set microwave, above which is a double-doored wardrobe.

Across the aisle from the entry door, between the dinette and bathroom, is the slimline Thetford two-door fridge; its clever slide-out bottle drawer at the bottom allowing access to drinks without disturbing the cold air keeping food fresh. Alongside it is a slide-out wire pantry to the left, with a blanked-out cupboard above that provides the recesses for three shelves in the panel behind the rear dinette seat.

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TESTED

Bathing Room

T

he rear-corner bathroom has all the essentials within its compact dimensions. It’s ‘wet’, with a bench-type cassette toilet set across the back wall and small moulded-in handbasin above. Overhead cupboards adorn the top of the back wall, while a height-adjustable chrome shower unit is on the side wall.

A shower curtain wraps around inside, covering the door, loo and basin, and keeping those things dry while you wash. Worth noting is a small raised moulding in the floor that keeps you standing an inch or so above the soapy water as it seeks to drain away, which is a nice touch.

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TESTED

Sleeping Room

A

sign says to remove the dining table and dinette seat-back cushions before lowering the bed. That done, a press of a button for about 40 seconds takes the bed to its lowest level; one easily accessed without the need for steps or a ladder. Once lowered, a roof hatch is revealed, along with a celling light.

The bed itself is slightly chamfered at the corner closest to the entry door, but long enough for a couple of average sized snoozers. Lowering the bed is also required to access the over-cab bed, which feature a light but no ventilation, save for the entry opening.

Realistically, it’s big enough for one adult or a couple of kids, but two adults would really be stretching things.

Still, it comes with a safety net to stop people falling out on top of you (!) and the bed tilts-up for easier cab access.

An attraction of roof beds is being able to leave them made up, and this one is no exception. To stow it all away, just press that button again, put the seat back cushions and table into position and you’re ready to tackle the day.

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TESTED

What I Think

T

o be honest, Mrs iMotorhome and I didn’t have high expectations for the UniCampa UE401. However, we came away impressed and questioning what’s really needed in a new motorhome. For under $120k drive-away it has virtually all mod-cons, appears well built, is quite liveable and comes with a new vehicle warranty.

It’s an impressive value proposition that would make an ideal solo’s motorhome as well as suiting couples happy to live in closer quarters. The Renault Master is a proven base vehicle that helps tip the value equation in UniCampa’s favour, and overall this motorhome provided a pleasant surprise. If you’re looking to live your RVing dream simply and affordably, you need to check it out.

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SPECS GENERAL Make

UniCampa

Model

EU401

Type

C-Class

Berths

4

Approved Seating

4

Licence

Car

Pros...

VEHICLE Make/Model

Renault Master

Engine

2.3-litre 4-cylinder turbo-diesel

Power

110 kW @ 3500 rpm

Torque

350 Nm @ 1500 rpm

Gearbox

6-speed automated manual (AMT)

Safety

ABS, ESP, driver and passenger air bags

Fuel

100 L

WEIGHTS Tare Weight

2940 kg

Gross Vehicle Mass

3800 kg

Braked Towing Capacity

2500 kg

Value Standard equipment Lounge size Kitchen size Internal storage Renault’s driveability

DIMENSIONS Overall Length

6.50 m (21' 4")

Overall Width

2.30 m (7' 7")

Overall Height

3.20 m (10' 6”)

Internal Height

2.04 m (6’ 8”) min

Bed - Main

1.83 m x 1.40 m (6' x 4' 7”)

Cons...

EQUIPMENT Slide-Out

No

Awning

Wind-out

Entry Steps

Electric

Hob

3-burner Thetford Trilpex with grill and oven

Rangehood Sink Fridge Microwave Lighting 12 V Sockets/USB Outlets Air Conditioner Space Heater Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE - NSW As Tested Warranty - Vehicle Warranty - Motorhome Warranty - Appliance

Yes Stainless steel with drainer 140 L Dometic 2-dor 3-way Yes 12 V LED In cab Yes Optional LPG/electric - instantaneous Thetford cassette Wet bathroom

External storage Few power points Wet bathroom Utilitarian cab Manufacturer

UniCampa E: info@unicamp.com.au W: unicampa.com.au Supplied thanks to

Australian Motor Homes & Caravans

1 x 90 Ah deep-cycle 80 W 2 x 4 kg 100 L 60 L Instantaneous 17 L

31 Pacific Highway Bennetts Green, NSW. 2290 T: (02) 4948 0433 W: australianmotorhomes.com.au

$119,990 3 years/200,000 km 2 years As per manufacturers 126

NEW RV’S AT

VALUE PRICES

VALUE FUNCTION DESIGN

www.unicampa.com.au

MOTORHOMES & CAMPERVANS

Tested: VW Caddy Beach

Life’s a Beach?

We didn’t think the VW Caddy light commercial van would be a candidate for a camper conversion, but the VW factory thought otherwise. The end result is a surprisingly useful little travel machine…

by Allan Whiting of OutbackTravelAustralia.com.au 128

VW’s Caddy van has been around for a while and is now in its third generation. Available as a delivery van or five seat people-mover/SUV alternative, the little VW has carved a small but loyal following in Australia.

The Beach conversion is a VW factory attempt to cash in on the burgeoning lifestyle market and for a basic camper that can double as a small family wagon they’ve done a surprisingly good job.

F

or Volkswagen’s smallest campervan, the name Beach is somewhat optimistic.

That’s because the front-wheel drive Caddy is one of the last vehicles we’d drive onto a soft sandy beach. Beaches – apart from a few that have hard-packed sand – are strictly for 4WDs, in my opinion. Backing up that opinion are years of experience pulling stranded 2WDs off beaches and out of boggings all around Australia.

That said, the 2WD Caddy comes with traction and stability controls and an off-road oriented differential lock, so it’s certainly capable of handling rough-ground campsites and mild fire trails. Maybe Beachfront or Beachview would have been more appropriate monikers?

Other off-road issues with the Caddy start with limited ground clearance of only 175mm and a 3-metre wheelbase. That makes for vulnerable belly clearance plus approach and departure angles of only 15 degrees.

The other downside is the fitment of low-profile 50-series street tyres, but the Caddy at least come with a full sized spare on an aluminium road wheel. The rubber could probably be swapped for reinforced 205/60R17s, with 5 percent more rolling radius and that would increase ground clearance by around 18 mm, as well as providing more puncture resistance and sidewall flex for rough road use.

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Tested Caddy Facts

T

he proven Caddy has been around for many years and the current version is state-of-the-art. VW has neatly sidestepped the Dieselgate issue it created in the USA by fitting the Beach with a transversely-mounted 1.4-litre turbocharged, direct-injection petrol engine, with decidedly ‘undersquare’ bore and stroke dimensions of 74.5 mm x 80 mm and an efficient 10.5:1 compression ratio. Those characteristics are diesel-like, which is why the little 1.4-litre petrol donk puts out a respectable 92 kW at 4800rpm and 220 Nm of torque in the 15003500rpm band.

The grunt goes into a new-generation sevenspeed DSG transmission that is hopefully much more reliable than early units, which

suffered from well-publicised failures. A DSG gearbox has twin torque paths and the next ratio is already pre-selected before it’s required. Automatic shifts are smooth and lightning fast, compared with a torqueconverter transmission, while economy is better in most circumstances. Our test vehicle did town and country driving on secondary roads and freeways and averaged 6.5L/100km (43.5 mpg), running on 95-octane petrol.

The partly-loaded Beach tipped the scales at just on two tonnes (GVM is 2280 kg) and performed very well. Acceleration was brisk and shifts jerk-free. The downside of a small engine is that it has virtually no engine braking, even when manually downshifted and revved to around 4000 rpm, but the all-disc braking was powerful.

The interior is standard VW fare and very car like. Comfort favours the front seat occupants and the Caddy comes with all the expected safety features and a five star crash test rating.

130

Tested The Caddy was designed as a light commercial van, so its rear suspension’s primary task is load carrying. The tubular beam rear axle, mounted on long taper-leaf springs with hollow rubber assist springs, ensures it can handle its rated 600 kg payload, of which 100kg can be on the roof and another 100 kg on the tow ball.

It’s rated to tow 1300 kg of braked trailer and the turbo engine would be more than capable of handling that imposed load. However, ball weight is limited to the very sensible EEC limit of 100 kg, which is plenty to haul a small boat trailer.

Front suspension is an independent Macpherson strut design and both front and rear dampers are tuned for Euro-style handling.

The little Caddy embarrassed some sports sedans through the twisty bits, sitting flat and

responding well to its electric steering system.

It handled gravel roads better than its beam axle/leaf spring rear setup suggested and would be even better with more tyre flex available. We also poked it up a couple of fire trails and only backed off when rock shelves threatened the mechanicals underneath.

Traction and stability controls helped with grip and the electronic diff-lock limited wheel spin on loose surfaces. However, a rock scrambler it ain’t.

The Beach Home

H

aving established that the VW Caddy Beach had sufficient cred’ for consideration as a bush tourer by a single person or a couple, we checked out the Euro-designed camping kit and found it

The outdoor furniture setting is included, as is the easily erected and versatile tailgate tent. However, it lacks a floor, making a mat of some kind essential.

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Tested

VW has done a very neat job of providing soft storage on both sides at the rear, in place of the usual van windows.

very well sorted. The all-important bed was double-sized and simply rolled forward into place, over the folded second-row seat backs.

Colour-keyed vinyl bags housed the tailgate-hung tent, camping table and two chairs, tent pegs (including sand pegs), window shades and a meshed, louvered panel that popped into one of the sliding window panes and allowed ventilation in the bed area.

The tent slipped into place easily and was secured to the rear door opening by snap fasteners and to the ground by pegs, through elastic straps. There was no tent flooring, so a mat would be a necessary

132

Tested addition to pack. As with all tailgate tents the Beach’s fitted snugly, but wouldn’t be mossy or midge-proof. Bring repellent!

The nighttime privacy window shades for the windscreen and front windows were shaped cloth, with magnets inserted into their hemmed edges: simple, quick and effective. The rear windows were already covered, being fitted with tailored bags for stowing clothes and personal belongings.

The table and chairs were good quality and unfolded easily. There was sufficient space in the cargo area to stow sleeping bags or Duvalays, plus a compact stove and small portable fridge, for which a 12 V power point was already installed, along with two more 12 V points up front.

What I Think

T

he VW Caddy Beach proved to be an excellent compact camper – the smallest we’ve ever tested – and at an ask of just under $50K is good value for money, I reckon. What I want, VW, is a hybrid version, with an auxiliary electric motor drive in the rear axle, underbody protection, better ground clearance and more suitable tyres. Then it could live up to its name and small campervan life really could be a beach!

Top to bottom: Alloy wheels are a stylish touch; The bed is basic but surprisingly roomy; Second row seating is a versatile mix-and-match arrangement for up to three, but with folding/removable capabilities to maximise internal space.

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Tested

Specs GENERAL Make

Volkswagen

Model

Caddy Beach

Type

Campervan

Berths

2

Approved Seating

5

Licence

Car

LICENCE Make/Model

Volkswagen Caddy

Engine

1.4-litre TSI220 4-cylinder turbo-petrol with stop/start

Power

92 @ 4800 rpm

Torque

220 @ 1500-3500 rpm

Gearbox

7-speed auto (DSG)

Safety

ABS, ESP, driver and passenger air bags & more

Fuel

55 L

WEIGHTS Tare Weight

1653 kg

Gross Vehicle Mass

2280 kg

Max Payload

627 kg

Braked Towing Capacity

1300 kg

DIMENSIONS Overall Length

4.88 m (16')

Overall Width

2.07 m (6' 9")

Overall Height

1.87 m (6' 2")

Internal Height

1.12 m (3' 8")

Bed

2.00 m x 1.1 m (6' 3" x 3’ 7")

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Tested

Specs EQUIPMENT Slide-Out

No

Awning

Tailgate tent

Entry Steps

No

Hob

No

Rangehood

No

Sink

No

Fridge

No

Microwave

No

Lighting

Rechargeable torch

12 V Sockets/USB Outlets

Yes

Air Conditioner

Cab

Space Heater

No

Hot Water System

No

Toilet

No

Shower

No

Pros…

• Quality • Power and economy • Well thought out • Good fun!

CONs… • Not beach suitable • Limited rough-road ability • Small inside • Tent has no floor.

CAPACITIES Batteries

Vehicle only

Solar

No

Supplied by:

LPG

No

Volkswagen Australia

Fresh Water

No

Grey Water

No

Hot Water

No

Toilet

No

Info:

PRICE - ON ROAD As tested

$46,990

Warranty

5-years/Unlimited Km

Dealers:

135

Click for Google Maps

Click for Google Maps

Tested

“The VW Caddy Beach has proven to be an excellent compact camper – and at an ask of just under 50 K is good value for money….”

136

137

READER

! n o z i r o H ne w

lly straightforward... ta to t n’ as w er dd la sion ep up the van-conver st g bi ’s in er b O n li Co

138

READER

F

or quite a few years I had been enjoying my Toyota HiAce-based campervan. I enjoyed it so much I even wrote a report on the vehicle which appeared in iMotorhome issue 113 under the very apt title, "Size is everything, but not like you might think". The little van had done sterling service and taken me safely to many parts of the Eastern States, including Sydney and the Blue Mountains, the Grampians in Western Victoria, South Australia’s Yorke Peninsula, the iMotorhome Reader Weekend at Dalgety in 2016, and two trips through Outback New South Wales and Queensland; the latest trip going as far afield as Mt Isa, the Gulf of Carpentaria at Karumba and Cooktown. In addition, the Toyota served as a second car and I found it to be an ideal size for driving around the city.

However, as foreshadowed in my letter to the Editor in the Dec 2018-Jan 2019 edition of iMotorhome, I had been considering trading up to a new vehicle.

Why you might ask, when I so enjoyed my Toyota HiAce? Well that’s a long(ish) story that started in

the Queensland town of Charleville. I was partway through a safari around Queensland with OutbackXpeditions, when around midday I received a phone call saying that my wife Anne had just had a stroke and was in Box Hill Hospital in Melbourne. Before I go on, rest assured dear reader that Anne is now fully recovered. In fact if you met her now you would never suspect she had been a stroke victim.

Good old country spirit in Charleville had me on a plane to Brisbane that same afternoon and by 10 pm that evening I was at my wife’s bedside, back in Melbourne. My wife’s stroke set in train a series of events, including the sale of our large family home.

It led to the camper making many trips to the Op Shop and many more to a long term storage facility, plus a few to our downsized apartment, packed on each occasion with an unbelievable array of items.

Without my Toyota HiAce I can’t imagine how we could have moved such a mountain of paraphernalia so efficiently.

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READER

Decisions Decisions

A

fter the frenetic pace of downsizing, and with my fully recovered wife’s encouragement, I took another trip to Queensland. This trip gave me time to reflect on events and in particular, on my family’s suggestion I consider a new bigger van. Some of the factors behind me considering a bigger vehicle were my grandchildren’s wish to go camping with me, plus the fact one of my sons loves to go camping with his daughter. However, as the Toyota only has two seats they have to take two vehicles when his girlfriend wants to go with them. Then, there was the fact my wife was finding it increasingly difficult with her artificial hip to access the passenger seat of the Toyota.

The HiAce met the self-contained vehicle policy of CMCA in having an external grey water tote and a fitted Porta-Potti. However, some campgrounds for self-contained vehicles where I would have liked to have stayed, required in-built showers, in-built toilets (not Porta-Pottis) and on-board grey water, which my HiAce did not have. This was another factor behind my decision to consider upgrading.

What followed were many hours of internet research, many chats with friends about their vans and visiting a couple of camping and caravan shows. The result? I had a short list of three. The next step was to prepare a list of Pros and Cons of the three vehicles.

Once I had done that I realised I was like the little boy allowed to choose between an apple, an orange and a pineapple. Each had its appeal but also some downsides, so how to choose? Perhaps I should just keep my trusty Toyota?

Each time I considered the advantages and disadvantages (for me) of the vehicles on my short list I came to a different conclusion: One vehicle had good accessibility and could sleep four, but couldn’t take my kayak. Another could take the kayak, but passenger seat access was restricted. Also, one vehicle was available in Melbourne right away while another was only available in Northern New South Wales and had a waiting list. Clearly a different approach was needed to help me choose between the different offerings.

Therefore, instead of looking at each vehicle’s advantages and disadvantages I compiled a list of

my requirements grouped into essential, preferred and optional features, and then rated my current van and each of the vans on my short list on each of these features. Only one of the vans I considered, the Horizon Waratah, was equipped with all of my essential features and all of the features on my preferred list, except for having only two beds. That issue could be easily solved by taking a tent along if four people were going on a trip. The other features lacking were all on my ‘optional’ list and hence not deal breakers.

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READER

Decision Time

F

rom this analysis you might think the choice was straight forward. However, although the Waratah met my essential and all but one of my preferred requirements, it was also the most expensive of the options considered. Having spent all of my working life trying to improve our family’s financial position, I was struggling with the idea of spending any money on a new van, let alone choosing the most expensive option.

and loved the Horizon Waratah. The final step was to again visit the Horizon stand a few days later with my son Hayden and granddaughter Lyra, who often borrowed my HiAce to go camping. My granddaughter climbed over every inch and checked out every possible hiding place for a six year old before giving the Waratah the thumbs up. Hayden was equally supportive and keen to go camping in a Waratah, so I got down to tin tacks with Paul Spotswood from Many retired men I have spoken to who, like me, have Horizon to discuss price, which options to include spent their whole working life building up assets (tow bar, air conditioner, solar panels, external gas and saving money for their retirement, struggle with bayonet, electric sliding door, double dinette, etc.) spending that money and liquidating some of those and which engines were available. assets when they retire. However, my family was firmly of the view that now I was in my seventies I Hayden and I ultimately agreed a Mercedes Benz deserved a bit of luxury. Also, as I loved the outdoors Sprinter 419 CDI with a V6 engine would suit us best and touring they encouraged me to buy the vehicle and I signed the contract that day. The vehicle was best suited to my needs, even if it was more soon to arrive in Australia and allowing for Horizon’s expensive than other options. production time, would be ready for delivery in midJune. As Anne and I were heading off for a holiday I was still not convinced, so I took my wife Anne in Canada and Alaska at that time, Horizon kindly and her best friend Marilyn to the Horizon stand at agreed to hold the van in their showroom until I the Victorian Caravan Camping and Touring Show returned. in February 2019. They were both very encouraging 141

READER

Finally!

E

xactly one week after arriving home it was back to the airport for my flight to Ballina. I arrived late afternoon and although delivery was scheduled for the following morning I couldn’t resist walking to the showroom to take a peek at my new van, just as soon as I had dropped my bags at the motel.

Next morning it took several hours for Paul to demonstrate how all the features worked. Everything from the awning to the stove, the hot water unit, drinking water filter, switch panel, TV, aircon and the toilet system was explained and, where appropriate, demonstrated. Then it was off to buy lunch and some supplies for the trip down to Melbourne. By this time my head was crammed with so much new information I was glad to make use of the voucher Horizon provided at a local caravan park for the first night in my new van.

The following day I started the long drive home to Melbourne. I had been a little apprehensive about driving an unregistered vehicle with no number plates all the way to Wodonga, where it could be

registered in my home State of Victoria. I needn’t have worried, Horizon procured an Unregistered Vehicle Permit that allowed me to legally drive the van from Ballina to Victoria without number plates.

They also provided the Certificates required for registration and made the booking for me to register the vehicle at VicRoads in Wodonga.

The Mercedes Benz Sprinter is a dream to drive and I quickly became familiar with all of the controls. I especially liked the speed limiter and cruise control buttons being on the steering wheel, and found the warning system when a vehicle is in the blind spot especially helpful. That’s because the van is quite big and there are several blind spots big enough to easily hide an overtaking vehicle. The V6 engine had lots of power for the inevitable hills and the ride was smooth as I made my way south. The fuel consumption was 11.3 l/100km for the trip and with the larger-than-usual fuel tank fitted the range was over 800 kilometres, so I didn’t have to stop too often to refuel.

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READER

Homeward Bound

T

here was no rush to get to Wodonga, so I made over night stops at Bellingen Showgrounds (where I burnt my toast next morning and set off the smoke alarm), Bulahdelah Lions Park (where I checked out the kayak launching options), Carcoar Dam (where I compared notes with other Grey Nomads who had a new van) and Jugiong (where I set up right beside the Murrumbidgee River), before arriving at the Wodonga Showgrounds the afternoon before the registration appointment. Along the way I checked out every feature of the Waratah and found the set-up well thought out and easy to use. The on-board shower and toilet were luxuries I was not used to having and underground car parks are out of the question. the inner spring mattress made for a comfortable However, the extra interior room allows for an inbuilt night’s sleep. toilet and shower and full-length beds, making the While not as large as a typical coach built overall size a worthwhile compromise. motorhome, the Waratah is much bigger than my I found the folks at Horizon friendly and easy to old HiAce, at 6.96 m (22’ 10") long and 1.99 m (6’ 6") deal with, as well as being thoroughly professional. wide. The bigger size has not been a problem when driving around the city or on the highway, but it does Having now driven my new van in both the country and city, and having spent several comfortable mean that parking in the main street of a country nights away, the Horizon Waratah has more than met town or in a supermarket carpark is not always my expectations and I am delighted with my choice. possible. With an external height of 2.95 m (9’ 8"), 143

Breezing READER

Along...

Jess Ciampa’s thoughts on his 2018 Tiffin Allegro Breeze…

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READER

A

ccording to the dictionary, Allegro means "At brisk speed", while in Italian it means "Cheerful". Well, if you have ever driven a Tiffin you would agree that both interpretations are appropriate. The speed is ‘brisk’ with a rear-mounted Cummins V8 diesel engine, and the mood is ‘cheerful’ when you drive it. The diesel pusher is the jewel in the crown of our motorhome and it is the most luxurious of the three motorhomes I have owned.

People say, "Why a Tiffin?" After you look through a Tiffin motorhome you can see the difference. For us, it was the quality that sold us on our purchase, and the rear V8 motor. The floor plan in our Longreach was very similar and we enjoyed it for 10 years, but when you walk into a Tiffin you can visually see the difference in quality. Everything feels sturdier,

including custom-built hardwood cupboards throughout. The sofa is very comfortable and it also folds out to a queen size air bed mattress, which makes for a very relaxing night’s sleep.

I have been asked, "Aren’t you worried about getting parts, considering it’s made in America?". I tell them there is nothing to worry about, the Cummins motor and Alison gearbox are serviced Australia wide and a mechanic will welcome you with open arms. Most of the appliances – the hot water service, fridge, awnings and air conditioners – are Dometic, the same as the external electric awnings. There is nothing in a Tiffin you don’t see in an Australian made RV. Let’s face it, 95% of the items in a caravan or motorhome come from overseas anyway.

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READER

Born in the USA

T

he Allegro Breeze is an A-Class motorhome built in America from the ground up. It has a specially designed chassis, also built by Tiffin, that they call a power-glide chassis and it beautifully accommodates the rear-mounted Cummins V8 diesel engine. The towing capacity is a whopping 3500 kg, but our 5 door Suzuki Grand Vitara is only 2500 kg once we load it up with all the things, ‘we might need’, if you know what I mean.

The Tiffin has an overall length of 10.1 metres, which is only 0.6 metres longer than our old Longreach.

The Cummins engine has plenty of power and when pulling the tow car up a hill it just smoothly changes gear as required, thanks to the perfectly matched Alison auto gearbox. What I have noticed is when you put your foot down on the accelerator to take off, there is a lag (it takes about 3 seconds to respond) and then the motorhome gradually pulls away. At first this annoyed me a little until I realised it is a good thing, a good thing in the sense that there is no

shunting on the tow car tow hitch that I am using to flat tow. It is a gradual departure from a stationary position, unlike our other motorhome where there was that slight shunt on take-off most of the time.

When I drive the Breeze, it feels like I am gliding over the road. With the airbag suspension rough roads just seem to smooth out. Full air suspension gives a ride quality with comfort and control that owners of motorhomes on a truck body can only dream of.

As I said, Tiffins are made in America. But what you may not know is that from 2017 Tiffin America has been making the Breeze with right-hand drive for Australia. When they land here, Tiffin Australia in Queensland completes the internal finish, while all the PC items, like the stove, oven, fridge, inverter, batteries, solar, gas bottles, etc, are purchased in Australia. The products they install are high end and complement the already impressive finishes within the motorhome.

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On the Level

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block the sun I just lower the night-time shade, which is the best sun visor I’ve ever had. When we reach our destination these blinds can be fully lowered for day and/or night-time privacy.

Sitting in the driver’s seat is like sitting in the cockpit of a small plane, with everything within reach. While driving, the huge one-piece windscreen provides panoramic views and it takes up more than half of the slightly angled top front of the Breeze.

If the sun is too low and beaming in, just push the button and lower the daytime screen to reduce the heat and glare while driving. If I want to completely

We like to get away from crowds and prefer camping at farm stays and other spots, free or paid, as well as showgrounds, where there is more room. We ordered extra solar and batteries, and had the solar controller upgraded to accommodate it. We now have 1200 w of solar and over 800 Ah of battery power. The 4,000-watt inverter can run anything we plug into the power points, just like a house, and we always seem to have more than enough power. Just to make sure, there is an Onan 5 kVa diesel generator to top up the batteries if we happen to get more than a few overcast days.

hen we arrive at our destination, levelling the Breeze is as easy as pushing a button, as the air bags automatically do the job. During our stay the computerised levelling panel monitors things and if it happens to get out of level, the extra front compressor tops it up and brings it back to level.

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Walk Right In!

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hen you walk into the Tiffin there is a great feeling of spaciousness. It has a ‘wow’ factor, especially when both front slide-outs are fully extended. The Breeze is also equipped with an exclusive Tiffin innovation: it has seamless slides, which means no joins that can eventually allow water ingress. The ceiling height of nearly 2 metres helps with that spacious open feeling and when you are a short fella like me, it looks even bigger. When we pull over for a cuppa we don’t have to open the slide-outs to get through, because there is enough room to get to the kitchen and bathroom.

The leather driver and passenger seats both swivel around to face the living area. On the wall near the fridge is a 40-inch TV and the two seats are perfect to sit back and watch the big screen. We had lambswool covers made for both seats and sitting in them is so plush and satisfying. The internal colour we have is the lighter-coloured timbers in the cabinetry and the lighter leather so it doesn’t feel crowded in and that’s exactly what we have achieved: that open airy feeling.

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The kitchen has a three-burner gas stove and one electric hot plate and griller. There is an extraction fan above the stove, but it is too far back to be of any use and needs to be 300 mm further forward.

The ceiling hatch open and the fan going is far more useful than the extractor fan. When not in use, the stove cover is a glass hinged top that is tempered glass, while for baking there is a convection microwave oven.

The fridge is a 216-litre, 2-door Dometic compressor type that works well at keeping everything cold. We have also installed an extra 18-litre drinks fridge and a 32-litre Engel fridge freezer, which is always set to minus 18 degrees in freezer mode, and both are on slides in the lockers below. Now you know why we had all those extra solar and batteries installed.

The sink is double-bowl stainless-steel just like the

ones at home. To create extra bench space there are matching covers the same as the bench tops, which go over the sink bowls when not in use. We leave one covered most of the time and it works well for us. The splash backs are sheet tiles that look and feel like the real thing.

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Sweet Dreams

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timber cavity sliding door separates the bedroom, which has a real queen-size bed that runs eastwest, with storage underneath. The bed is very comfortable with a memory foam mattress and we can also lay back and watch a 32-inch TV that is wall mounted at the foot of the bed, just to the right of the window. There is also a massive wardrobe across the back with twin mirrored sliding doors and sensor activated lights. Above the bed is more storage space, while under the window at the foot of the bed are more drawers for storage.

In the bathroom we have a shower that is as large as you would find in a villa and it has a domed skylight that takes up 80% of the ceiling and would suit the tallest people. There is also a flush toilet which goes into a 125-litre holding tank. The vanity basin has under-basin storage and the shaving cabinet above has two mirrored doors. All this is housed opposite the kitchen and is closed off by a timber cavity slider the same as the bedroom.

A 32-inch exterior TV is mounted on the passenger’s side slide-out for watching the most important things while outdoors, such as the cricket and the football. We have a roof mounted digital TV antenna and a satellite, so my wife will never need to miss Home & Away! There’s a small electric awning that covers the door entry and a larger one that runs about two-thirds of the left-hand side of the motorhome, and both are operated from just inside the door. The only thing that concerns me with the large awning is it goes over the small slide-out and when you pull the arms down to anchor it, the awning rubs on the top of the extended slide out. It’s only a matter of time before the awning wears a hole from the constant rubbing. I can’t understand why they haven’t come up with an awning that goes from the front of the motorhome down as far as the large awning goes now, this would be a much better option than having the smaller one above the door. Maybe one day.

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Finally

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ue to the chassis design there is a huge amount of storage space below the living area. The underfloor areas are spacious enough to carry the extra fridge, freezer and BBQ, and even a fire pit and chainsaw to cut the timber, and any other large items we are likely to want to take along. The load capacity is 2000 kg, so there’s no need to weigh everything before we pack it in. A front loader Dometic 3 kg washing machine has been installed underfloor and there is no guessing when it’s doing the spin-dry cycle: the motorhome vibrates the whole time and when it stops you know it’s time to hang the washing out. What a brilliant feature, I like it.

The lockable storage compartments have selfclosing doors with gas struts and if I am looking for something at night, sensor lights turn on to help. All systems, with associated wiring and plumbing, are readily accessed from the under-floor compartments for ease of maintenance.

Both the inside and outside of the Breeze provide a great combination of luxury and practicality. If you are looking for luxury and quality in a motorhome, you need look no further than a Tiffin Breeze.

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"When we pull over for a cuppa we don’t have to open the slide-outs to get through, because there is enough room to get to the kitchen and bathroom..."

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TESTED: AIR OPUS

i m p r e s s i v e

O

P

U 154

by Allan Whiting images – supplied

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TESTED

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rearward or side-fold lids, the Opus has two lids – one forward opening and one rear opening – that form the base for two tent-covered double beds. This leaves the trailer body space available for a large dinette/lounge area. The beds are on the short side for tall people, so an option is an extendable forward bed, with more leg room.

elbourne-based Opus Camper Trailers has released a joint China-UK-Australian product that is said to be the world’s first self-inflating camper. The canvas roof section is fitted with ‘air beams’ that are electric-pump inflated to form a camper trailer tent, without the need for booms and poles.

The unit converts from a compact trailer into a luxury camper in around three minutes. With the airbeam annexe attached, set-up time is around seven minutes. And, yes, to back up the inbuilt electric air pump, a manual air pump and a puncture repair kit are provided with every Air Opus camper trailer. Air beam technology has been available in the marquee and premium tent industry for some years, but as far as we can ascertain this is its first appearance on a camper trailer.

Air Opus is the latest enhancement to the Opus Mark 2 dual-fold camper, adding innovation to what is already a breakthrough camper design. Unlike traditional camper trailer designs that have forward,

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Opus Background

In 2016 the Australian and UK teams began development of the Air Opus concept, taking proven air beam technology and redesigning the Opus tent to suit.

I

n 2012 the Opus team in the UK began the development of a folding camper trailer and the original dual-fold Opus concept, with hoop framing, was the result. Within a year of the original concept, the Australian Opus team developed a heavier-duty chassis to suit local conditions. This camper had seven-leaf beam axle suspension and Australianstyle electric brakes in place of the BPW chassis with rubber-bushed torsion-bar suspension and override brakes that the UK Opus used. The European model was available here as an all-road, extra-lightweight model, for use on formed surfaces.

The Air Opus has five air beams, replacing the conventional tent’s seven hoops. Importantly, the air tent can be retro-fitted to every existing left-side entry Opus camper. Prototypes were shown at the massive camping show in Dusseldorf in August 2016 and in Melbourne in February 2017.

In 2015 the Australian team started development of the Opus Mark 2, which featured coil-sprung, dualshock trailing arm suspension, a simple articulating poly-block coupling and a large slide-out kitchen in lieu of the smaller internal kitchen. Also, the departure angle was improved by moving the spare wheel from underneath to a rear-mounted carrier. The Mark 2 also scored functional improvements, including a substantially bigger storage box, simplified bed struts, dual batteries and thicker mattresses.

The differences between the European-market air tent and the Aussie one are mainly for improved ventilation in hot weather, whereas theirs is optimised for cold weather. Also, the UK-preferred small interior kitchen was replaced by a large external slide-out type for Australia.

When it comes to the Air Annexe the differences are more obvious, because the Australian-market Opus chassis rides substantially higher. The Aussie annexe needed to be higher, so it was relatively easy to give it a larger footprint at the same time, with more volume and headroom.

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TESTED

What You Get

A

ustralian-market Air Opus camper trailers are made in China and have a galvanised steel chassis and draw-bar assembly, mounting an aluminium-framed, composite sheet body. A jockey wheel and poly-block coupling are fitted and the suspension is independent trailing arm, coil spring, with twin shock absorbers each side.

Tare mass is a claimed 1460 kg, with a ball weight of 140 kg. If a loaded 60-litre fridge is allowed for that ball weight figure is likely to be much higher.

Aggregate trailer mass (ATM) is 1880 kg, for a theoretical payload of 420 kg. A 200 kg-capacity folding luggage rack is optional, as is the fridge, so some buyers may need all of that payload figure.

Brakes are 12-inch electric and the 3 wheels are 15inch aluminium, shod with 235/75R15 tyres.

provide excellent ventilation. These openings are fitted with ‘clears’, allowing light entry if ventilation isn’t required.

Also standard are a pair of 100 Ah AGM batteries and a 240 V charger, 4 stabiliser legs, a stereo system, 2 x 80-litre water tanks with electric pumps, an external shower kit, a vinyl lounge and a large slideout external kitchen with sink, folding shelf unit and 4-burner LPG stove, fed from 2 x 9 kg cylinders. An Aqua Cube gas hot water system is a $499 option that shares the LPG supply.

That’s pretty good value, we reckon, for a 2019 RRP of $32,365, including the $2500 annexe. However, when we managed to evaluate a test camper in March 2019 the special price from Opus dealer, RV Connection, in Western Sydney was only $28,990.

The tent material is 260 gsm poly-cotton canvas and a tropical roof and an annexe are standard. Beneath the tropical roof are zip-open roof ‘hatches’ that 157

TESTED

Evaluation

B

ecause the test Air Opus was brand new dealer stock and already sold, our evaluation was confined to a short suburban drive and careful assessment of the erection and pack-away process.

RV Connection staff, Katie and Kevin, know the Air Opus well and talked us through the set-up process.

We’re hoping for a longer, bush test later in 2019.

The evaluation camper was fitted with an optional gas-strut-folding roof rack ($999) that we were told most buyers opt for. It can reportedly carry 200 kg, making it ideal for water-toy or ‘tinny’ storage. The rack tilted out of the way of the camper lids with little effort, thanks to powerful gas struts.

“Standard are a pair of 100 Ah AGM batteries and a 240 V charger, 4 stabiliser legs, a stereo system, 2 x 80-litre water tanks with electric pumps (and) an external shower kit”

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Opening ends minimises the footprint, which is handy in small campsites. Independent trailing-arm suspension features dual shocks and should easily handle any conditions the average owner is likely to encounter.

Twin opening lids were actually the forward and rear bed bases, similar in arrangement to Jayco’s Expanda caravan layout and there was an optional king-size extension ($299) available for the rear bed.

One possible downside of the twin-lid design is the need to uncouple the camper from some 4WD wagon and ute tow vehicles before opening it, because the forward bed base may intrude into the wagon rear door or ute tailgate opening arc. With the lids opened the folded tent was exposed and raising it proved as simple as the brochure claimed: A press of the air pump button started the ‘growth’ process and in three minutes the Air Tent was erected (our test unit didn’t have the optional air-annexe).

While the tent was inflating it would have been possible to set up the stabilising legs and slide out the kitchen. With the tent inflated there was some necessary redistribution of the packed dinette cushions and the collapsible table and that took a further three minutes.

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TESTED The interior ambience was a great improvement over that of most camper trailers, thanks to a complete lack of unsightly metal hoops and the airy effect of the translucent roof and its zip-open panels.

The dinette was large enough to host a party if the weather didn’t encourage outside entertainment.

Both beds were fitted with webbing straps that allowed the bedding to be left in place when the beds were folded away. The dinette table doubled as a bed base, so, in theory, you could sleep six if required.

Fit and finish was quite good, although we don’t know how durable the melamine-covered plywood furniture would be on some of Australia’s rough roads. Only a long-term test can evaluate that.

The annexe provides extra sleeping space, plus keeps the kitchen and (optional) fridge inside. Big windows and skylights provide plenty of natural light and fresh air, making the Air Opus feel even more spacious inside.

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The annexe perfectly matches the Air Opus and looks thoroughly integrated. The air beam supports are quick to inflate and deflate, and even come with a manual pump and puncture repair kit, just in case...

Collapsing the tent was simply a matter of undoing the valves and the whole kit fell into the camper. The brand new tent canvas offered some resistance to folding under the lids and we think webbing ratchet tie-downs would be better at snigging down the lids than the standard over-centre toggles – especially if the annexe was left attached. The centre join between the two lids was sealed with a soft rubber gasket to keep water and dust at bay.

We reckon the Air Opus should have great appeal to families looking for caravan-style accommodation at a budget price and in a package that’s much easier to store than a caravan on a small suburban block, or in an apartment garage.

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SPECS

GENERAL Make

Opus Camper

Model

Air Opus Two Sleeper

Type

Camper Trailer

Berths

2

WEIGHTS Tare Weight

1460 kg

Ball Weight

140 kg

Gross Trailer Mass

1740 kg

Aggregate Trailer Mass

1880 kg

Max Payload

420 kg

Pros...

Convenience Innovation Operation Ambience Features Price

DIMENSIONS Overall Length

5.40 m (17’ 9”)

Body Length

TBA

Overall Width

1.95 m (6' 5")

Height - Closed

1.60 m (5’ 3”)

Height - Open

3.47 m (11' 5")

Bed

1.95 m x 1.6 m (6' 5" x 5’ 3")

EQUIPMENT Slide-Out

No

Annexe

Yes - air inflatable

Entry Steps

2

Cooker

4 burner

Rangehood

No

Sink

Square stainless steel

Fridge

Optional Waeco 12 V chest – removable

Microwave

No

Lighting

12 V LED

12 V Sockets/USB Outlets

Yes

Air Conditioner

No

Space Heater

No

Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE RRP Warranty – Structure/Tent & Canvas/Suspension

No Optional Porta Potti External

Cons...

Cabinet durability?

Lid securing ease Contact

Opus Camper 12 Capital Court BREASIDE, Vic. 3195 T: (03) 9588 2959 E: enquiries@opuscamper.com.au W: opuscamper.com.au

2 x 100 Ah AGM deep cycle No 2 x 9 kg 2 x 80 L No N/A N/A $32,365 5 years/3 years/5 years

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"The interior ambience was a great improvement over that of most camper trailers..."

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TESTED: BRS SHERPA

Serious

Sherpa!

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The BRS Sherpa is a great eyecatcher, but at around sixty grand is at the top end of the ‘teardrop’ camper trailer market. We took one away for a test...

by Allan Whiting of OutbackTravelAustralia.com.au images – own and supplied

TESTED

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he Sherpa we tested came straight from a wellknown camper trailer award event, where it picked up a gong. That surprised us, because we found several problems with this prototype vehicle that you’d think the camper trailer award judges would have spotted.

The most obvious problem was an incorrectly fitted awning bracket. There were also rusting door hinges that turned out to have been made from the wrong material. There were also signs of dust and water entry in the rear compartment. The makers were apologetic and fixed these issues before our test.

Along with the prototype glitches BSR also replaced the removable jockey wheel with a fixed, swivelling ARK Extreme Off Road 750 dual wheel. Our evaluation Sherpa was kindly lent to us by the NSW dealer, Camperact.

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Accommodation & Storage

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he Sherpa offers a luxurious sleeping area that doubles as storage space when travelling. Padded bed heads encourage LED TV viewing in the sack, but there is no interior seating space. Also, reclining foot space for tall people is limited by the cupboards at the foot of the bed.

Remote-control, electrically operated side-opening doors allow easy entry and exit, and meshed door openings provide cross ventilation, supplemented by small opening ports. A travelling couple wouldn’t need more than the foam queen-sized mattress, but two kids can be accommodated in an optional roof-top Alu-Cab unit. That roof-top unit mounts a 200 W solar panel that would otherwise mount on roof rails.

The Sherpa is designed for outdoors living, with the rear section opening up to reveal a pair of 30-litre drawer fridges, a drop-down storage unit and a canting drawer. There is no stove, but plenty of space to stow a portable two-burner unit.

The awning is an Alu-Cab Shadow type that swings around from the side to cover the rear section. Off the right hand side, above the door opening, is a folded shower/toilet enclosure. Optional is a whole tent assembly, to convert the Sherpa into a ‘base station’.

Up front is a large, lidded bin that contains the cabin heater and hot water system, a 125 Ah lithium battery and 12/240 V charging units. That bin is flanked by 2 x 20-litre jerry can holders. Water storage is in a 200-litre bladder that stows inside a body void, not hung underneath.

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TESTED

Nuts ’n’ Bolts

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he BRS Sherpa is built on a central square-tube ‘spine’ chassis. It has tubular outriggers that mount Cruisemaster trailing arm, coil-sprung suspension, with ‘mandatory’ twin shocks on each wishbone. Air suspension is an option. Wheels are CSA Raptor 17 x 8 aluminium spoke, shod with 265/65R17 BFG KO2 rubber.

Standard on the test machine was the latest iteration of the DO35 coupling.

The bodywork is welded double-skin aluminium sheet with a composite FRP roof. The doors are honeycomb composite FRP with plexiglass windows. We had some concerns with the door seals that, by design, are very soft. On our test route they didn’t allow any dust inside, but it was disconcerting to be able to push a hand between the body and the doors.

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Off & On Road he Sherpa’s styling and pricing made us search for the appropriate tow vehicle and we settled on a Range Rover Sport Hybrid. Upwardly mobile couples looked like the target market we thought!

T

were those with overhanging branches, because the awning projected forward of the bodywork, inviting damage should branches get caught between the awning and body.

The Sherpa tipped the scales loaded at 1600 kg and towed beautifully behind the Rangie. It handled rough gravel and lumpy bitumen roads with ease and followed the Sport anywhere it could go off-road, but with some reservations. Trails the Sherpa didn’t like

Setting up the Sherpa for an overnight stay was easy enough, but roof tent access required some agility.

We’re also not convinced the awning would withstand strong winds.

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Summary

T

he BRS Off Road Sherpa is a robust design with eye-catching styling, state of the art electricals and inclusions. However, it’s at the top end of the ‘teardrop’ camper trailer scale and offers sleeping-only interior space.

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AIR OPUS SERIES 21’4-2 TESTED: ROYALTESTED: FLAIR DESIGNER

designer

Flair!

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TESTED

Royal Flair’s Designer Series is a premium product with more than a touch of style, reports Richard Robertson...

F

amily-run Royal Flair Caravans will celebrate its 45th anniversary in 2020, which means the company must have been doing things right for a long time. The Designer Series is a new addition to its everexpanding range and comprises 10 floorpans and sizes, ranging from 5 m (16’ 6”) to 7 m (23’). Each is ensuite equipped and all but two have their bathrooms across the rear.

owners of vehicles with a 3500 kg max tow rating a little room when balancing tow and caravan loading.

The Designer Series is squarely aimed at the well healed buyer seeking a high level of standard equipment and detail finish in a caravan that isn’t just another mass produced white box. To that end the Royal Flair team has certainly succeeded, and while it’s nothing overly ‘out there’ in external appearance, The subject of this review is the DS21’4-2, measuring inside it reminded me of a Paradise motorhome. Of 6.5 m or as the name implies, 21’ 4”. It has a tare course there’s more to a caravan than just what meets the eye, so here’s a rundown on the less obvious weight of 2476 kg, an aggregate tare mass (ATM) of 3176 kg and a gross tare mass (GTM) of 2836 kg. That features which combined, add up to a quality package. means it’s certainly a substantial machine, but gives

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TESTED

Good Foundations

L

ike any building, a caravan is only as good as the ‘foundations’ it’s built on and Royal Flair doesn’t appear to have skimped in any way.

The sturdy SupaGal chassis is by Melbourne-based G&S, a well regarded specialist caravan and trailer chassis manufacturer. SupaGal means the chassis rails are galvanised inside and out, which bodes well for longevity. The chassis seems to nicely balance weight and substance, and everything underneath appears to be well made, with a high level of attention to detail in terms of finish, fixtures and fittings.

Electronic stability control is a valuable inclusion and 12-pin plug is provided, along with an Anderson plug to keep the 105 Ah house battery charged while driving (there’s also a 160 W solar panel up top).

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Torflex tandem axle suspension is another good bit of gear. Also made in Melbourne, Torflex is a torsion bar system that provides fully independent four-wheel suspension suitable for bitumen and graded dirt-road touring. Simplicity itself and largely maintenance free, best of all it does away with the need for shock absorbers as it self-damps. Twelve inch drums with electric brakes are fitted, and the whole set-up rides on good looking Hawks 16� alloys with 245x16 allterrain tyres. Torflex also fits its E-Z Lube system, which allows you to grease the wheel bearings without removing the brake drum.

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TESTED

Body Matters

B

ody construction matters, of course, and the Designer Series is built on a one-piece honeycomb floor panel that’s light, strong and 100 percent waterproof. The walls are also one-piece and made from marine ply wood laminate with external ProBon aluminium skin. Made in large sheets, the panels are CNC milled to cut out the windows, door, hatches, etc, and the result is a stiff and strong body ‘box’ rather than a conventional frame with everything stapled.

It’s also fully insulated. Black checker plate is added beneath the honeycomb floor panel and extends about halfway up the body, for increased protection.

The body style is quite conventional and the test van had a new colour scheme: The side panels above the checker plate were finished in a sort of creamy beige, while the front and rear were grey. It’s a conservative and inoffensive look that won’t offend, but is also unlikely to excite.

There’s a pair of 9 kg gas cylinders on the A-frame, along with a mains pressure tap and grab handles at each corner. Down the back a sturdy galvanised

bumper had an adjustable mount for the spare wheel, meaning a second could be added simply by moving the mounting along. In the front driver’s side corner was a three-quarter length tunnel boot that should be fine for outdoor chairs, hoses, etc, and it’s galvanised lined. Unfortunately it’s not full-width, because of the barbecue on the other side, but more on that shortly.

A triple lock security screen door is standard, as is a sturdy roll-out awning, LED awning lights and a grabhandle light by the door. There’s no extendable entry step, but rather a moulded-in step that’s sufficiently low and should suit all but the most vertically challenged travellers. Double-glazed acrylic windows are fitted, while up top is a Winguard TV antenna and an ATRV K3600 air-conditioner, along with the afore-mentioned 160 W solar panel.

For living the ‘designer’ life, this van is well equipped.

With the awning extended, just slide out the Swift stainless steel two-burner barbecue, open up the entertainment locker to mount the outdoor TV and lower the drop-down table for those essential sundowners while the snags cook. What could be better?

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TESTED

Inside Story

D

espite its conservative external looks, stepping inside the Designer Series 21’4-2 reveals a very different character. What you find is essentially a contemporary studio apartment; one designed for open plan living and reflecting all that’s desirable in terms of finish and style.

Decor is a mix of high gloss cabinetry in black, white and woodgrain, contrasted by matt, wood-look flooring and accented by LED strip and ceiling lighting. The result impresses and makes this feel like a premium caravan, which of course it is.

Layout is straightforward, with a front island bed to the left of the entry door, a mid kitchen on the kerb side and a club lounge/dinette opposite, and the full-width bathroom at the rear. While fine for a couple, whether you really want guests walking straight into your bedroom is debatable, but at least it would encourage you to keep the bedroom neat and tidy! Perhaps a concertina privacy door is something the designers could work on for next year’s model?

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TESTED

Systems-wise, the Designer Series 21’4-2 is equipped with a Trek battery monitoring system by BMPRO. The touchscreen system is intuitive and at a glance displays battery charge and estimated time remaining, tank levels and time of day, plus any charging or discharging currents. It also controls the water pump.

On the subject of water, underneath is a pair of 95-litre fresh water tanks protected by stone guards, but there’s no grey water tank, although I’m told one is optionally available. You haven’t been able to buy a motorhome without a great water tank for years, yet the caravan industry as a whole persists with this oversight. Perhaps it’s the caravan park mindset (oh yes, a mains water connector is fitted), but me thinks a revision is well overdue.

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TESTED

Living Space

Y

ou ‘live’ in the centre space of this caravan, where the generous and comfortable U-shaped club lounge, trimmed in quality leather, sits opposite the enormous kitchen.

The lounge/dinette is deeply padded and has a heightadjustable pedestal table that can be lowered, allowing it to become a second bed. There’s a run of cupboards overhead and storage space underneath, reading lights, a window behind and, in the rear corner, a TV mount that allows viewing from the seat or bed. Halfheight panels at either end make useful handholds and help delineate this space from the bedroom and fridge area of the kitchen.

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TESTED

Speaking of the kitchen, if you like cooking you’re in luck. The main unit runs between the entry door and bathroom, and has plenty of bench space. There are also a large number of cupboards and drawers, plus an under-bench wire basket pantry at the forward end. Set in the benchtop close to the entry door is a Thetford Minigrill with three gas burners and an electric hotplate, plus a grill unit below. The round stainless steel sink with its tall, chrome domestic-style mixer tap is positioned about halfway along, by the kitchen window. There’s a full run of overhead cupboards that also house the microwave at the aft end, the automotive-style sound system in the middle and a slimline rangehood above the cooker.

Across the aisle, between the dinette and bathroom, is a full height unit that contains the Thetford 184-litre 2-door fridge/freezer plus cupboards above and below.

There’s also a shelved cupboard and another lower cupboard between the dinette and fridge. All-in-all this is a spacious, modern and thoroughly usable kitchen space any cook should love. As a bonus, the lounge/ dinette provides a comfortable place for the admiring ‘other/s’ to watch, dine and relax, into the evening.

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TESTED

Sleeping Space

T

he bedroom has a lengthways island queen bed with innerspring mattress and orthopaedic slat base; wardrobes on either side of the bedhead, bedside tables with drawers below and a run of cupboards across the top. It’s thoroughly conventional in layout, right down to the pair of reading lights. The bed lifts, assisted by gas struts, however some of the storage space beneath is lost to the tunnel boot, although that’s no real matter.

What I particularly liked about this setup was the ability to sit up in bed because there’s plenty of room between the bed and overhead cupboards, and no window behind. Instead, large windows on either side provide plenty of light and fresh air, and the bed also has decent walk-around access. In the corner by the lounge/dinette is a tall, angled unit with three shelved cupboards.

179

TESTED

Bathing Space

T

he bathroom, which as mentioned runs full width across the back, is slightly larger/deeper at the kitchen end. That’s to provide room for the swivelling cassette toilet and the vanity unit, the latter having a lift-up lid in the corner that revels a Sphere top-loading 2.6 kg washing machine. Specifically designed for RVs, the little washer uses a maximum of 20-litres of water but does require mains power.

The rest of the vanity runs across the back wall to the shower cubicle in the opposite corner. It has a large, freestanding ceramic basin and tall chrome mix tap, as is the style these days. There is cupboard and drawer space below plus three cupboards above, and a fullwidth mirror along the back wall.

The moulded fibreglass shower cubicle is a good size, has an opaque, aluminium-framed door and a chrome, height-adjustable shower on a flexible hose. Overhead is a fan hatch with perimeter LED lighting, which matches the one over the loo. Finally, a slightly angled concertina door provides welcome – and needed – privacy.

180

TESTED

What I Think

R

oyal Flair’s Designer Series 21’4-2 is a premium product and that’s reflected in a NSW drive-away price of $82,990, as tested. However, the company appears to build a quality product and isn’t afraid to spend on components of equal quality to (hopefully) ensure a long and happy ownership experience.

I was particularly impressed by the readily apparent attention to detail, not only in fit and finish, but also under the chassis and in the electrical and plumbing departments.

The Designer Series 21’4 is a luxury caravan that provides open and comfortable living space, a huge kitchen travelling chefs will love, an elegant bedroom and a practical and spacious bathroom. It’s very well equipped for indoor and outdoor living, and well worth checking out if you’re looking for something with, well, more than a bit of Flair…

181

GENERAL Make

Royal Flair Caravans

Model

DS 21’4-2

Type

All-road Caravan

Berths

4

Pros...

WEIGHTS Tare Weight

2476 kg

Ball Weight

208 kg

Gross Trailer Mass

2836 kg

Aggregate Trailer Mass

3176 kg

Max Payload

700 kg approx

Quality Space Equipment Liveability Comfort

DIMENSIONS Length

6.50 m (21’ 4”)

Width

2.33 m (7' 8")

Height

2.82 m (9' 3")

Main Bed

1.90 m x 1.55 m (6' 3" x 5’ 1")

Dinette Bed

TBA

Cons...

EQUIPMENT Slide-Out

No

Awning

Roll out

Entry Step/s

Moulded

Cooker

Thetford Minigrill 3 gas/1 electric + grill

Rangehood

Yes

Sink

Round stainless steel

Fridge

184 L Thetford N614E 2-door 3-way

Microwave

Yes

Lighting

12 V LED

12 V Sockets/USB Outlets

Yes

Royal Flair Caravans

Air Conditioner

Aussie Traveller ATRV K3600

Space Heater

No

Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE As Tested – NSW Warranty – Royal Flair Warranty – Appliances

Swift Gas/Electric Swivel cassette Separate Cubicle

26-28 Merola Way Campbellfield. Vic. 3061 T: (03) 9357-8118 E: sales@royalflair.com.au W: royalflair.com.au

No grey water tank Bedroom privacy Manufacturer

1 x 105 Ah deep cycle 160 W 2 x 9 kg 2 x 95 L No 28 L 17 L

Supplied thnaks to: Australian Motor Homes & Caravans 31 Pacific Highway Bennetts Green, NSW. 2290 T: (02) 4948 0433 W: australianmotorhomes.com.au

$82,990 3 Years As per manufacturer

182

TESTED TESTED: SMIDGE TEARDROP CAMPER

Just a

SMIDGE What started out as a pet project has taken on a life of its own...

by Richard Robertson 183

TESTED

T

eardrop campers have been around since the earliest days of caravanning. Simple, light and easy to tow, they’re really the first rung above camping on the RV ladder. Yet in recent years they’ve seen a real resurgence, perhaps spurred on as much by nostalgia for simpler times. Whatever the reason, teardrops are now in vogue and there’s no denying their attraction.

When Suncamper’s young GM, Cameron Harrison, wanted a weekend escape machine he didn’t decide on a custom motorhome. Instead, a teardrop beckoned and gradually took shape in a corner of the factory.

Interest from visitors was surprisingly high and by the time it was finished, so too were plans for production and smidgeteardopcampers.com was born.

"All I wanted was something to hook up behind my ute on a Friday afternoon and head away for a night or two," Cameron explained. "We love camping and so something as simple as a teardrop seemed like the perfect answer."

The Smidge is easy to tow, sets up in less than a minute and provides secure, weatherproof sleeping without flapping canvas that might also need drying out afterwards."

Given those criteria it’s easy to see the attraction. However, tiny as the Smidge might be, Cameron still wanted many of the comfort and convenience items of home. The result is a surprisingly appealing and practical package that’s well worth investigating.

184

TESTED

The Smidge melds retro style and rustic charm in a way that’s as functional as it is cool

Good Foundation

I

n an age when many competitors are imported from China, it’s worth remembering the Smidge is designed and built in Australia. It’s also worth noting the decades of motorhome design and construction experience behind it.

As Mrs iM put it, "It’s great to see a machine built by the designer behind it. You just know it’s going to be well thought out, rather than just another project for a factory employee ticking a list of must-haves, but with little regard or experience for how the thing actually works".

If I were a religious man I’d say amen to that.

The Smidge’s walls and one-piece roof are fibreglass and fully insulated. Inside, contemporary/rustic/ retro (insert choice here) European birch plywood with an organic hard wax oil coating is used, with the same (un-oiled) wood carrying over to the kitchen.

185

TESTED

As a light duty camper the Smidge should easily handle dirt roads and the odd bush track

The whole thing rides on a fully welded 50 mm x 50 mm steel chassis, complete with a pair of wind-down stabiliser legs, and uses a simple beam axle with leaf springs that support 16 inch wheels with 10 inch brakes. The wheels sit outside the body width and so have individual mudguards, which adds to the retro look.

Definitely not retro is the use of LED lights all around.

Internal access is via a pair of aluminium framed doors that are basically big windows and come complete with screened, opening lower halves.

Combined with a big Heki roof hatch, fresh air inside isn’t going to be an issue.

186

TESTED Weight wise, the ATM is 900 kg, tare weight 550 kg and the ball weight is 50 kg, leaving an GTM of 850 kg and max payload of 350 kg. Although a mechanical override braking system would legally suffice, it’s good to see electric brakes fitted, plus a breakaway controller. That might all seem a bit of overkill, but it highlights the ‘seriousness’ of the engineering thought behind everything.

Fitted to the draw bar is a fold-up jockey wheel, 4 kg gas cylinder, the spare wheel and pressurised tap, with water being drawn from an 80-litre freshwater tank via a pump powered by a 120 AH AGM deep-cycle battery. Battery charging is either from the 100-watt solar panel, with MPPT regulator, or from the tow vehicle through an Anderson plug.

On the road the Smidge sat squat and secure behind Cameron’s 4x4 ute and tracked true without any indication of sway, even at freeway speeds. And although not built or marketed for off-road work, it’s more than capable of following you down dirt roads or the odd bush track without drama. My only criticism is the short draw bar, which not only made reversing more challenging, it allows contact with the van/gas cylinder/spare wheel at extreme angles if you’re not careful. A little more length would certainly help in both situations.

A slightly longer draw bar would not only make reversing easier, it would reduce the chance of hitting the LPG cylinder or spare

187

TESTED

Camp cooking doesn’t get mush flasher than this! Note the teardrop-shaped side table...

Living Areas

T

eardrop campers are basically divided into two ‘living’ areas: kitchen and bedroom. Setting up the Smidge proved to be the proverbial cinch; just lift what looks like a car’s boot lid at the back to access the outdoor kitchen, or open a side door to hop inside.

There’s something wonderful about standing outside to cook, and the Smidge’s kitchen is well thought out and equipped. The door lifts on gas struts to reveal a deep, full-width workbench with a central stainless steel sink and modern, black mixer tap. There are two large cupboards at the back that have a full-width shelf above, while on the back wall is a digital readout of the battery’s condition, a 12 V socket and USB chargers, plus an electrical master switch with a big, red, removable key. Like the interior, the kitchen cabinetry is finished in birch ply, apart from the benchtop and side walls. There is a dimmable LED strip light and a pair of weatherproof speakers on the underside of the raised door, plus a full-length towel rail that makes a useful handle when closing everything up.

188

TESTED

The kitchen is practical and well equipped, while the fridge even comes with an app for remote temperature control

Speaking of the benchtop, below it is where the real action is. Beneath the sink is a cutlery drawer with central cut-out to fit around the plumbing, while below that is a deep cupboard that could store a ton of supplies. Two heavy-duty drawer slides are fitted: a small one on the right for the two-burner gas cooker and a much larger one on the left for the 60-litre Waco 12-volt chest fridge/freezer. This latter unit can easily be removed and run off mains power, and even comes with an app for remote temperature checking and control! A small, removable external table is also provided and thoughtfully, it’s cut into the shape the teardrop camper. Nice...

The only setting up required to have the kitchen fully operational is plug the cooker into the gas supply.

That’s done by opening a cassette toilet-style hatch in the rear corner of the wall, pulling out the braided gas line and plugging it into an external bayonet fitting; gas coming from the drawbar-mounted cylinder. It’s a neat solution to a potentially complex gas plumbing problem and takes all of 30 seconds to set up or pack away.

189

TESTED

Day or night bed, the choice is yours – just fold the custom hi-density foam mattress

Sleeping Area

um, ‘unforgiving’. Once inside there’s plenty of sit-up headroom, while the bed itself is just on queen size hile any teardrop is essentially a bed on wheels, long but seems king-size wide. It feels a little Tardislike inside and to make the prospect of passing time Cameron has put a lot of thought into the on a wet day more enticing, the high density foam Smidge’s internal design and it’s more versatile/ mattress is of a clever tri-fold design that allows practical than you might imagine. the head-end to be folded-up a couple of times so it becomes a day bed. Between the big side windows Access is easy because of doors on both sides that and roof hatch there’s plenty of light and fresh air, are surprisingly large. Just be careful of the base but when privacy is desired there are block-out of the aluminium frame when sitting right on the edge. Although rounded, it sticks up a little and is,

W

190

TESTED

Inside, it’s cosy but it’s well thought out and private when required. The iPad holder is a great idea too curtains and, of course, a blind in the hatch.

Internal storage is taken care of by a full-width bedhead cupboard with lift-up doors, plus a run of cupboards above the foot of the bed – one with a nifty feature. Twin cupboards at either end provide his-and-hers storage, but the central cupboard has a bottom-hinged door that folds down to about a 45 degree angle to become a mount for your iPad! In the test Smidge, Cameron had put a small, aftermarket evaporative cooler in that cupboard that would supply a welcome breeze on an airless night. Another option would be a folding 12-volt fan, which should be easy to fit without being intrusive. Finishing this section off, in a small fascia piece below the folddown door there’s a Bluetooth sound system for the external speakers or your own portable unit.

Interior lighting is handled by a full width LED strip, like the one under the kitchen door, which is also touch operated and dimmable. The pair of long, flexible LED reading lights are perhaps the best I’ve seen, because the slimline base of each has a pair of USB charging outlets in it. In fact it’s obvious Cameron is from the Connected Generation, because the Smidge features no fewer than six USB charging outlets, so there’s no chance your mobile devices will ever run flat.

191

TESTED

The Smidge is so small you can set it up just about anywhere! Note the side-table stows with the fridge...

What I Think

I

t’s difficult not to like the Smidge. For a start, it looks cute enough that you want to take it home and make it part of the family – just because. And wherever you go it attracts attention. It’s also well thought out, well made and probably over engineered.

Like all teardrops you have to remember it’s best for fair weather, but if camping is your thing the Smidge has the comfort and convenience features to make your experience closer to glamping.

I have to admit I’m slightly smitten. So much so that when the weather warms, Mrs iM and I will be

heading off for a few days to see what it’s really like to live with. Watch this space...

In the mean time, Cameron & Co will be getting on with a three-model Smidge range, of which this one is actually midrange and called The Drop. Coming soon will be The Dash and The Dram. I’m thinking I can imagine what they were drinking when they came up with the names, but to me any Smidge will just be a Smidge.

192

SPECS

GENERAL Make

Smidge Teardrop Campers

Model

The Drop

Type

Teardrop Camper

Berths

2

WEIGHTS Tare Weight

550 kg

Ball Weight

30 kg

Gross Trailer Mass

970 kg

Aggregate Trailer Mass

1000 kg

Max Payload

450 kg

Pros...

Design Quality Towability Features Versatility Practicality

DIMENSIONS Overall Length

3.66 m (12’)

Body Length

2.80 m (9’ 2”

Overall Width

2.20 m (7' 3")

Body Width

1.70 m (5’ 7”)

Height

1.75 m (5' 9")

Bed

1.86 m x 1.59 m (6' 1" x 5’ 3")

EQUIPMENT Slide-Out

No

Awning

No

Entry Steps

No

Cooker

2 burner

Rangehood

No

Sink

Square stainless steel

Fridge

60 L Waeco 12V chest – removable

Microwave

No

Lighting

12 V LED

12 V Sockets/USB Outlets

Yes

Air Conditioner

No

Space Heater

No

Hot Water System Toilet Shower CAPACITIES Batteries Solar LPG Fresh Water Grey Water Hot Water Toilet PRICE As Tested – NSW Warranty – Vehicle Warranty – Appliances

No No No

Cons...

Drawbar length Door edging Contact

Smidge Teardrop Campers 3/9 Sefton Rd Thornleigh. NSW. 2120 T: (02) 9481 9222 E: smidgeteardropcampers@gmail.com W: smidgeteardropcampers.com

1 x 120 AH AGM deep cycle 100 W 1 x 4 kg 80 L No N/A N/A $28,990 2 years As per manufacturer

193

TESTED

TESTED: ISUZU D-MAX TESTED 4X4 LS-T CREW CAB

True Blue Isuzu’s D-MAX combines country toughness and city smarts…

by Richard Robertson

195

TESTED

A

lmost two decades ago we owned a 2.8-litre turbo-diesel 4x4 Holden Rodeo dual-cab ute. We used it for 4x4 driver training and tag-along tours, and it proved capable and tough, if lacking a little in the creature comfort department.

Commentators thought this a daft move, but over the years the model has established a solid reputation as a tough workhorse. As 2019 draws to a close I thought it would be good to revisit the ghost of Rodeo’s past and see if that original tough-as-nails spirit lives on, and how it stands up as a tow vehicle.

I mention this because Holden Rodeos were made

by Isuzu which, if you don’t know, is Japan’s leading truck manufacturer. When a truck company makes light commercial vehicles (LCVs) it brings heavy vehicle experience to the critical areas of design and manufacture, and if anything, tends to over-engineer them. So it is with the Isuzu D-MAX ute range, which are LCVs with heavy truck DNA. In 2016, GM-Holden and Isuzu parted company and the Rodeo was replaced by the Colorado. Surprisingly, Isuzu decided to (dare I say) “Go it’s own way” and sell its own ute range as the D-MAX, in direct competition.

Isuzu supplied a range-topping D-MAX 4X4 LS-T Crew Cab for this test; a well used media car with nearly 10,000 km on the clock. Finished in brilliant but optional Cobalt Blue mica paint, it also came with a black retractable tray cover, black sports bar, front park assist and – thankfully – a tow bar and electric brake controller to go with its 3500 kg rated towing capacity.

Knowing how hard journos often are on test cars it was good to find a total absence of squeaks or rattles; the only apparent wear item being a missing cover over a USB charging outlet.

196

TESTED

Generations

I

t’s important to note here that the current D-MAX is close to the end of its life cycle. The next-gen D-MAX has already broken cover in Thailand where its made – see above – and later in 2020 it will make its way Down Under. However, if you’re enticed by the idea of a tough ute at a great price and you’re not necessarily an early adopter of the latest must-have technology, this model Isuzu D-MAX is well worth considering.

Jumping into the D-MAX some two decades down the track from our old Rodeo brought a sense of familiarity. Perhaps it was the 3.0-litre turbo-diesel, a more advanced version of the old 2.8-litre to be sure, but an engine with the somewhat gruff, no-nonsense character of our Rodeo of yore? Or perhaps it was the slightly limited seat travel, but more on that shortly…

197

TESTED

The Tech hree-litre turbo-diesels seem to be the sweet spot in the ute market and the D-MAX’s is a fourcylinder, double overhead cam unit with sixteen valves, a high-pressure common-rail fuel-injection system and a single, variable-geometry turbo-charger. It’s Euro 5 certified and while equipped with a diesel particulate filter (DPF), doesn’t need AdBlue fuel additive. Power is a respectable 130 kW @ 3600 rpm and 430 Nm @ 2000 rpm, delivered via a 6-speed Aisin-brand automatic, with sport mode.

T

no manual option with the LS-T. In practice, the auto’s smooth power delivery combined with the engine’s considerable torque mean you’re unlikely to run out of grunt in real-world driving. However, if ultimate low range gearing is important then check out the slightly lower specced D-MAX 4X4 LS-U Crew Cab, which comes standard with the manual shifter. Regardless of the transmission type or gearing, ultimate grip is aided by an electronic traction control system, rather than traditional differential locks.

The D-MAX’s Terrain Command 4x4 system drives the real wheels in normal operation and allows ‘onthe-fly’ shifting between 2WD and high-range 4x4 via a rotary knob on the centre console at up to 100 km/h.

Engaging low range 4x4 requires the vehicle to be stopped and provides a 2.482:1 reduction, providing a lowest gear ratio of 33.301:1. That’s quite a bit higher than the 45.715:1 reduction available with the 6-speed manual on other model D-MAXs, but there’s

The D-MAX’s rides on a traditional ladder-type frame.

It’s conventional suspension setup – double wishbones with coil springs and gas shocks up front, and overslung, semi-elliptic leaf springs and gas shocks on a rigid rear axle – delivers the goods both on-road and off. The LS-T comes with 18 x 7-inch alloys shod with Toyo 255/60R18 Open Country Highway Terrain tyres that were fine in the dry and my limited off-road excursions, although I didn’t get to try them in the wet.

198

TESTED

The Spec

D

ual Cab/Crew Cab utes – call them what you will – with their four doors are some of the hottest selling vehicles in the Australian new car market. A favourite with tradies, especially because until recently they were exempt Fringe Benefits Tax, they come into their own in rural life. But the days of buyers accepting poverty-pack, hose-out workhorses are gone: people now want luxury and practicality, and all ute manufactures have rallied to the call.

The D-MAX 4X4 LS-T Crew Cab comes loaded with kit a former Rodeo driver could only have dreamed of.

For starters, it’s five-star safe in local ANCAP crash testing. That means six air bags, electronic stability control, emergency brake assist, anti-lock braking and electronic brakeforce distribution. It also means hill descent control and hill start assist, daytime running lights, a reversing camera and, most importantly in our application, trailer sway control.

seats with six-way power adjustment for the driver, an eight-speaker sound system, nine-inch touchscreen infotainment system with satnav, leather steering wheel with cruise and audio controls, and more.

However, in some areas the current model is showing its age. Things like no one-touch up and down for the front passenger’s window and only one usable cupholder in the centre console, while far from deal breakers and likely be addressed in the all-new 2020 model, are noticeable in daily driving. So too the absence of Apple CarPlay and Google Auto for those of us with serious smart phone connectivity desires (and confirmed in the new model).

Finally, warranty should be a major consideration when buying a new vehicle, as should servicing costs, and the D-MAX is well covered. Think 6 years/150,000 km for the vehicle, 6 years roadside assistance and 7 years/105,000 km capped price servicing, including (at the time of writing) 3 years free scheduled servicing. That’s serious On top of the expected conveniences like electric peace of mind, especially if you’re heading off on The Big windows and mirrors, air conditioning, central locking Lap. Importantly, Isuzu has a comprehensive Australian and so on, the D-MAX LS-T includes climate control, keyless entry and push-button starting, leather trimmed dealer network to back things up.

199

TESTED

The Tow

M

aximum braked towing and ball weight capacities are 3500 kg and 350 kg, respectively. However, as is common in this category, there’s a little bit of smoke and mirrors going on here. The D-MAX 4X4 LS-T’s kerb weight is 2026 kg, its gross vehicle mass (GVM) 3050 kg and its gross combination mass (GCM) 5950 kg. Subtracting the GVM from the GCM leaves 2900 kg, which is the most you can legally tow if the D-MAX is fully laden. To fully utilise the 3500 kg towing capacity you need to limit the D-MAX to a weight of 2450 kg, some 600 kg below its GVM. That would leave 424 kg of payload for all occupants, full fuel (76 litres/66.5 kg), accessories, dog and any other essentials. While certainly doable for a couple, you’d need to work out your load very carefully indeed.

Personally, I’d not recommend towing anything more than about 75% of the tow vehicle’s rated capacity, which in this case would be 2625 kg. Not only does it give you some reserve capacity in both braking and performance, it also means the tow vehicle will usually be at least slightly heavier than what’s behind, which is preferable. Yes, trailer sway control is a wonderful safety addition, but there are situations when the laws of physics take precedence over electronic’s best calibrations…

200

TESTED

The Drive

O

ur old Rodeo was short on legroom, to the point I had the driver’s seat rails extended. By comparison the D-MAX is better, if not overly endowed in the legroom department. Unusually for a modern vehicle, the steering wheel adjusts for tilt but not for reach, which meant I had to have the seat a bit closer to the wheel than ideal to find a workable driving position. At first I found that a real compromise, but after a couple of days it became normal and by the time my test week was up it wasn’t noticeable. It’s funny what you can quickly adjust to and this episode was a salutary reminder not to judge a vehicle solely on initial impressions. The upside of that was generous rear seat legroom; not always something you find in a dual-cab ute.

In normal operation the engine was reasonably quiet and smooth, only raising its voice under acceleration.

When it did, however, there was no doubting its truck rather than passenger car origins. There was no noticeable turbo lag, while response, even at freeway speeds where it was spinning a comfortable 1900 rpm or so, was immediate. The six-speed auto shifted faultlessly and sport mode offered the chance to hold gears up or down hills, which was especially useful when towing and off-road.

The unladen ride quality was firm but not harsh, with good damping keeping the usual ride jiggles of a 4x4 ute in check. However, it could be caught out on bigger bumps, especially on corners. A couple of times it twitched or side-stepped but immediately recovered, and with a load on that effect would diminish or disappear.

During the test I towed a 2476 kg caravan for half a day around the hills south of Newcastle, plus a tandem-axle trailer fully laden with fresh bales of hay (I’d estimate 1500 kg) across paddocks, along a freeway and down a gravel road. In between it was a daily driver, both around town and up and down the freeways. In all situations the D-MAX performed flawlessly and when called upon for extra traction, the shift in and out of 4WD high range was quick and smooth.

Surprisingly, the claimed combined fuel consumption figure of 7.9 L/100 km (35.76 mpg) proved right on the money for my week, which covered just over 1000 km.

I’m a relatively gentle driver, but the car’s overall figure for its near 10,000 km life was showing as 10.2 L/100 km (27.7 mpg). By comparison, my old Rodeo manual averaged about 10.5 L/100km (26.9 mpg). Our 4x4 Guru, Allan Whiting, said to expect mid teens when towing an average size caravan on a trip.

201

TESTED

What I Think

S

hould you buy an Isuzu D-MAX 4x4 LS-T Crew Cab, especial compared to the all-conquering Toyota HiLux or Ford Ranger? Well, the D-MAX has serious truck DNA and a trouble free engine, which is more than can apparently be said for the HiLux. As for the Ranger I can’t comment, but it appears to be a good thing and the only vehicle keeping Ford Australia from oblivion. Both the Toyota and Ford are later generation vehicles and are currently ahead of the D-MAX in some areas, but wait until next year.

and backed by an excellent warranty and service regime, and dealer network. Priced at A$51,990 driveaway it’s also a bargain against the other’s rangetopping rivals.

Combine all those factors and yes, it’s a great buy now. Watch for run-out pricing when the new model approaches later in 2020 and it could become a downright steal. Either way, the D-MAX 4x4 LS-T Crew Cab is a worthy successor to the Rodeo line, carrying on the tradition of understated capability at a sharp For now the D-MAX is a solid proposition. It’s truly price, but adding upmarket features. Think of it as ‘tough’ and doesn’t mind a hard day’s work, yet doesn’t white collar smart with a true blue heart… ask occupants to rough it. It’s also powerful, smooth

202

GENERAL Make

Isuzu

Model

D-MAX 4X4 LS-T Crew Cab

Type

Ute

Approved Seating

5

Licence

Car

VEHICLE Engine

3.0-litre 4-cylinder turbo-diesel

Power

130 kW @ 3600 rpm

Torque

430 Nm @ 2000 rpm

Gearbox/Drive

6-speed Auto/On-Demand 4x4

Safety Rating

ANCAP 5-star

Fuel

Diesel - 76 L

Fuel Consumption

7.9 L/100 km (35.76mpg) Combined

Front Suspension

Double wishbone, coil springs, gas shocks

Rear Suspension

Live axle with eleptical leaf springs, gas shocks

Wheels/Tyres

18” Alloy/255x60R18 Toyo Highway Terrain

Spare Wheel

Full size alloy

Brakes

300/295 mm, discs front/drums rear

Pros...

WEIGHTS Tare Weight

2026 kg

Gross Vehicle Mass

3050 kg

Gross Combination Mass

5950 kg

Max Payload

1024 kg (424 kg with 3500 kg tow load)

Max Braked Towing Capacity

3500 kg (2900 kg at vehicle GVM)

Ball Weight

350 kg

Cons...

DIMENSIONS Length

5.295 m (17' 5")

Width (exc mirrors)

1.860 m (6' 1")

Height

1.855 m (6' 1")

Wheelbase

3.095 m (10’ 2”)

New model coming Lacks some safety tech No diff locks

STANDARD EQUIPMENT Upholstery

Leather appointed

Air Conditioning

Single zone climate control

Remote Central Locking Electric Windows Mirrors Auto Stop/Start Cruise Control Day Running Lights Tailgate Parking Sensors Reversing Camera 12 V Sockets/USB Outlets Multi-Function Display Steering Wheel Apple Car Play/Android Auto PRICE From As Tested Warranty

Keyless/Push button start 4/One-touch only for driver Electric folding No Yes LED Manual Rear/Front optional Yes, with fixed guide lines Yes 9-inch with Sat-Nav Leather, multifunction No

Price Features Comfort Economy Drivetrain Strength Warranty

Contact

Isuzu UTE W: isuzuute.com.au

A$51,990 drive-away A$58,721.75 drive-away 6 years/150,000 Km 203

“the D-MAX is a solid proposition.

It’s truly ‘tough’ and doesn’t mind a hard day’s work, yet doesn’t ask occupants to rough it... Think of it as white collar smart with a true blue heart...”…

204

Driven: Peugeot Expert

Cat Amongst the Pigeons?

Can Peugeot’s return to the Australian van market possibly shake things up?

by Richard Robertson 205

Driven

Peugeot’s all-new Expert is one of a new breed of vehicles that is finally bringing passenger car levels of safety, technology and performance to the light commercial vehicle segment. It is the polar opposite of Toyota’s ubiquitous HiAce; an appliance on wheels designed with scant regard for occupant safety or comfort.

I

n the Australian campervan base vehicle market you have Toyota’s HiAce, Volkswagen’s T6 Transporter and, um, not much else. There’s a new HiAce due soon and it looks like it might address the safety and comfort shortcomings of this venerable Japanese box-on-wheels. Now, however, there’s a new entrant worth considering, at least for a custom conversion for those who prioritise safety, technology and economy: Peugeot’s Expert.

Despite a combined brand umbrella, Peugeot and Citroen have always been niche players in Australia, even though Citroen is celebrating its centenary here this year. From peak figures close to 13,000 vehicles all-up in 2007, combined sales dwindled to just over 4000 in 2016. Consequently, in 2017 long-time

agent Sime Darby passed the croissantshaped distribution baton to global auto giant, Inchcape. Amongst other things in Australia, Inchcape is the driving force behind Subaru’s local success and now the company has its sights on revitalising the fortunes of Peugeot Citroen Australia (PCA).

Rather than chasing sales volume at any cost, Inchcape is pursuing a more bespoke approach. Peugeot is being repositioned as an aspirational, premium brand, with Citroen aimed at younger, ‘funkier’ buyers. Of the two, only Peugeot will be offering light commercial vehicles (LCVs), via a three-model line-up comprising the small Partner, mid-size Expert and large Boxer vans (Boxer is basically a reengineered Fiat Ducato and we’ll be taking a closer look at one as soon as possible).

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Driven Expert Features

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he Expert brings new levels of technology, safety and refinement to the LCV market. It’s a front-engined, frontwheel drive HiAce-sized van with a five-star Euro NCAP safety rating.

In line with European regulations for delivery vans it comes with a steel cargo barrier between the cab and load area, plus three cab seats. That means there’s no walk-through cab unless the barrier is removed and new seating fitted. The barrier is bolted in and so should be a straight forward removal job, but the seating poses other challenges. It’s also only available with a low roof and so would need a pop-top conversion for practicality.

Those ‘barriers’ aside it still has potential.

Before looking at models, specs and pricing, here is what’s industry leading – and standard equipment – across the new Expert range: • Autonomous Emergency Braking with Active City Brake • Adaptive Cruise Control • Speed limiter with speed sign recognition • Blind-spot monitoring and a reversing camera with 360º display • Front and curtain airbags • A five-star Euro NCAP safety rating • Dual sliding doors and 180º rear barn doors Additional standard features include ABS, traction and electric stability controls, front and

The 7 inch infotainment touchscreen incorporates the reversing camera display, which also stitches together a bird’s-eye 360° view of the vehicle’s surrounds as you backup. Clever – and surprisingly useful.

In normal driving it also displays Apple Carplay or Android Auto, so you can connect your smart phone and legally use its functions.

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Driven rear parking sensors, airconditioning, paddle shifters on auto models, auto wipers and headlights with headlight auto-dim, one-touch windows, electric mirrors that fold on locking, front fog lights with cornering activation, bluetooth and a seven-inch touchscreen with Apple CarPlay and Android Auto and Mirror Link. In fact, apart from metallic paint there are no options other than body lengths, engines and transmissions.

Expert Statistics

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he Expert comes with a single 3725 mm wheelbase and two body lengths: Standard (4959 mm) and Long (5309 mm). Gross vehicle mass (GVM) ranges from 2660 kg to 3000 kg depending on body length and driveline choices, with Peugeot claiming

load capacities from 1000-1300 kg.

Overall heights vary from 1895mm for the Standard with smallest engine to 1935mm for the Long with the most powerful engine, while external width is 2204 mm (2010mm with folded mirrors) on all models.

Load lengths are 2512mm for the Standard and 2862mm for the Long, while cubic carrying capacities are 5.8m3 for the Standard and 6.6m3 for the Long. Across the range the load space between the arches is 1258 mm, the max load width is 1636mm and max load height is 1397mm.

Standard Expert comes with a 1.6-litre 85 kW/300 NM Euro 6 turbo-diesel and 6-speed manual gearbox for $36,490. Optional is a 2.0-litre 110 kW/370 Nm Euro 5 turbo-

The multifunction steering wheel is small, sporty and both height and reach adjustable. Instrument display is clear and legible, although the speedo is marked in European graduations.

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Driven

The Expert rides on Peugeot’s awarded EMP2 platform, which features independent coil spring suspension all around and imbues the van with car-like levels of ride comfort and handling, but without sacrificing load carrying ability.

diesel with a 6-speed manual ($39,990) or 6-speed automatic ($42,990) Long Expert comes with either the 2.0-litre 110 kW/370 Nm Euro 5 turbo-diesel ($44,190) or a 2.0-litre 130 kW/400 Nm Euro 6 turbo-diesel ($45,890); both driving through a 6-speed automatic. Note: prices exclude on-road costs.

PCA expects the 110 kW/370 Nm Euro 5 engine to be the big seller and it’s easy to understand why: Apart from giving away little in real-world drivability to its bigger brother, being Euro 5 means there’s no need for Adblue, saving money and meaning one less thing for a driver to forget.

It also expects auto sales to easily trump the

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Driven manual. Combined fuel figures are impressive, ranging from 5.2 L/100 km for the base manual to just 6.2 L/100 km for the 130 kW auto.

All Experts are backed by a 5 year/200,000 km warranty with 12 month/20,000 km service intervals, plus the option of a 5 year service plan costing between $2869 and $2982 depending on engine choice (a 10% discount applies for upfront purchase).

Expert Drive

U

nderneath, the Expert rides on PeugeotCitroen’s Modular Platform 2 (EMP2), which also underpins dual European Car Of The Year winners, Peugeot’s 308 hatchback and 3008 SUV. “The EMP2 platform, tailored to the constraints of a utility vehicle, again demonstrates its efficiency and modularity with the Peugeot Expert,” said Peugeot Expert Vehicle Base Chief Engineer, Rémi Seimpere.

Suspension-wise this version of the EMP2 combines a reinforced pseudo-McPherson front end with anti-roll bar and oblique wishbone trailing arms at the rear. This essentially means Expert is independently coil sprung all ‘round, which translates to ride and handling advantages. All models have excellent Continental 215/65R16C 106T ‘ContiVanContact’ tyres, something that no doubt also contributes to the Experts’ ride and handling prowess.

At the Expert launch our drive program was in unladen vans, which is unusual. Standard practice is to load a cement bag or six to soften the ride and hear comments from apologetic PR people like, “It’s a bit rough now, but rides Top to bottom: Auto versions get this small, dial-type really nicely with a full load”. gear selector that looks a bit odd but is easy to use; Blindspot monitoring is standard and invaluable in The good news is the Expert’s unladen ride traffic; Three seats are standard, as is a steel cargo quality is excellent and it’s handling truly close barrier. Here’s hoping Peugeot might offer a campervan to car-like. That might have you thinking it friendly version in the not too distant future.

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Driven probably wallows like a pig when laden, but not so. We only had a brief chance to try one with 1000 kg tightly strapped down in the back, but it was on a slalom course and we were encouraged to hammer it. Really hammer it. Through the cones it went with little perceptible difference to the empty ‘control’ vehicle we first drove around the course, including the emergency braking at the end. It seems Peugeot has done a remarkable job of balancing everyday liveability with serious load ability.

On the road the 85 kW manual was refined and undemanding, with a light clutch and smooth, tractable power. At the other end of the spectrum, the 130 kW auto was a rocket and huge fun, but probably a bit excessive! I’d agree the 110 kW auto is likely to prove most popular, sitting as it does in the Goldilocks Zone of price, ability and economy.

In a post-launch week living with a range topping Expert, the adaptive cruise control and speed limiter proved themselves invaluable in daily driving. Ditto the blind spot monitoring, reversing camera with its 360º view and front and rear parking sensors.

Visibility was good, there was little body roll and the 12.4 m turning circle actually felt

There are plenty of thoughtful cab storage spaces, including an insulated cooler under the centre passenger seat.

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Driven tighter. Having sliding doors on both sides made load access a breeze, and while the rear barn doors lacked the weather protection of a tailgate, they were easier to operate individually and could be folded back 180Âş against the body.

The cab has a lot going for it, starting with a sporty reach-and-tilt adjustable multifunction steering wheel. Decor is business black-and-grey, with all plastics feeling sturdy and durable, albeit somewhat hard. Seat travel seemed limited due to the cargo barrier, but despite initially feeling legroom to be a bit lacking it was actually quite reasonable thanks to intelligent dash shaping design.

Expert Opinion

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rom distinctive looks to excellent safety, a high level of standard equipment, performance and allround liveability, the Expert appears to be a winner.

From an RV perspective it will be interesting to see if camper conversions appear in Europe and if Peugeot can be tempted into offering a walk-through cab alternative. That would really put “Le chat parmi les pigeons,� as they say. Bonne chance!

Sliding doors on both sides are standard, as is a hatch in the cargo barrier that allows longer items into the passenger foot well. With a pop-top and thoughtful fitout the Expert could make an interesting and capable campervan.

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“The Expert brings new levels of technology, safety and refinement to the LCV market.�

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TESTED: TOYOTA HIACE

Spaceship

Enterprise

by Richard Robertson 214

TESTED

New HiAce is a quantum leap from its predecessor; not only in terms of safety, but also ride comfort and performance. – as it should be after a 15 year lifespan.

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oyota’s HiAce was never intended to be a campervan. The ubiquitous white-appliance-onwheels has always been about transporting cargo as space efficiently as possible, especially in Asia’s crowded cities. Considerations like occupant comfort or safety seemed secondary and that’s why I’ve never been a fan of the thing as a camper, despite having owned one. Yes it’s bulletproof, but at what cost?.

That, however, was yesterday...

After 15 years of the same-old same-old, Toyota has boldly gone where it hasn’t been before: The sixth generation HiAce now sets the standard for occupant safety in its class and takes comfort and convenience to new levels.

sit atop the engine and front wheels, with just a few millimetres of metal between you and significant injury in the event of a frontal impact. Now, the engine and wheels are out in front, allowing for proper crumple zones and real ride comfort. Toyota calls it a Short Bonneted design and not only is it pivotal in the HiAce achieving its ANCAP 5-star safety rating, the increase in ride comfort is of an order of magnitude. There is now also walk-through space between the front seats thanks to Toyota’s decision not to fit a two person passenger bench seat, making it perfect for a campervan conversion.

HiAce fans will, however, know this isn’t the first short bonneted HiAce to be sold in Australia. Between 1999 and 2005 the HiAce SBV (short bonneted vehicle!) was sold alongside the conventional As far removed from its predecessor in appearance HiAce and also featured a front engine and walkand design as you can imagine, the most striking thing about the new HiAce is its design: In the flesh it through cab. I’ve read it was discontinued because the 2.4-litre petrol engine didn’t meet increasingly has real road presence and ‘attitude’. stringent emission standards, but whether true or not, it’s good to see the body style return – likely for Importantly, that difference isn’t just cosmetic – it good. encompasses the whole vehicle. No longer do you 215

TESTED

Engineering Report

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his review is just about the base van, because it will take some time for campervan companies to adapt or develop fit-outs to suit the new dimensions, plus come up with new pop-top roofs. In particular, I’m reviewing the super long wheelbase (SLWB) HiAce, which has a higher roofline and is likely to be the campervan base vehicle of choice.

The SLWB HiAce has 9.3 cubic metres of load space, a gross vehicle mass (GVM) of 3500 kg and a payload of more than 1100 kg in standard trim, which is a good starting point. The test vehicle came with a 4-cylinder, 2.8-litre turbo diesel (3.5-litre V6 petrol power is standard) and a 6-speed auto transmission, which is standard with either engine on this model.

Drive is to the rear wheels, while underneath it’s still pretty conventional, although with improved McPherson strut suspension up front and a traditional rigid axle with leaf springs at the back.

Wheels are 16" steel items, while braking is taken care of by ventilated discs all ‘round.

While talking facts and figures, the new SLWB HiAce is longer (5.92 m v 5.38 m) and wider (1.95 m v 1.88 m) than its predecessor, but more of the length seems to be taken up by the new front-engine design and it will be interesting to see how/if that impacts internal space for fit-out. The braked towing capacity is 1500 kg and the fuel capacity a smallish 70 litres.

There are sliding doors on both sides of the new HiAce and they’re big enough to take an Australian sized pallet. It will be interesting to see how designers use the extra door in their designs and if they can actually use it to their advantage.

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TESTED

The new 2.8-litre turbo-diesel packs a punch and works well with the standard 6-speed auto. Inside, the walk-through cab is a huge improvement, let’s hope designers capitalise on it.

The 2.8-litre turbo-diesel is a vast improvement over the previous 3.0-litre turbo-diesel and produces 130 kW and 450 Nm compared to 100 kW and 300 Nm. Ditto the new 6-speed auto versus the previous 4-speeder. To reduce emissions the new engine features a diesel particulate filter (DPF), but in a welcome move there is a DPF switch to enable a manually activated ‘burn’ if driving distances and speed do not reach the required temperature to activate the automatic DPF burn.

Claimed fuel consumption for the combined cycle is 8.4 L/100 km (33.6 mpg) for the empty van, and I saw an average of 9.3 L/100 km (30.4 mpg) on the trip computer for my week of 600-plus km of mixed city and country driving. That’s not bad for a vehicle with a tare weight of 2340 kg and a brand new engine, but will of course increase once fitted out.

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TESTED

A 5-star safe HiAce – who would have thought? As far as we’re aware the new HiAce is the first van to reach this impressive milestone in ANCAP (local) testing. Well done Toyota...

Shields Up!

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n case you haven’t noticed, across the auto industry safety is a big thing these days. While the light commercial segment was slow to get going, it’s now racing ahead at warp speed and new HiAce keeps occupants well shielded from on-road mishaps.

New levels of driver assistance and occupant protection are provided by a comprehensive suite of Toyota Safety Sense technologies and other active and passive safety features. Toyota Safety Sense incorporates a pre-collision safety system (PCS) with pedestrian detection (day and night) and cyclist detection (day only); lane departure alert; road sign assist (certain speed signs only) and automatic high beam.

braking if the driver fails to heed the warning. The lane departure alert function will warn the driver if the system detects that the vehicle has deviated from its lane via visual and audible alerts, and if necessary provides steering assistance via the braking system. New HiAce models also feature a road sign assist system that is able to recognise speed limit signs and display them on the multi information display in the instrument cluster.

Other advanced safety technologies standard across the range include blind-spot monitor, rear crosstraffic alert and front and rear parking sensors. All models also feature cruise control and a reversing camera with guide lines that shows images on Using camera and radar sensors, the PCS is designed the large touchscreen display. On the occupant to detect vehicles, pedestrians and cyclists, and protection front, new HiAce vans are fitted with assists the driver with visual and audible warnings, seven airbags – driver and passenger front and side, braking assistance or even autonomous emergency front side curtain and a drivers’ knee bag.

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TESTED

At The Helm

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ilots of the new HiAce have a commanding view from the helm, with an expansive windscreen that makes it feel like a small A-class. That’s because size aside, you sit a long way back from the windscreen and the A-pillars intrude surprisingly little. This set-back driving position does have a drawback, though: Judging where the steeply raked and out-of sight bonnet and front bumper are will take some getting used to. Fortunately, parking sensors are standard at both ends, but new drivers will need some time to adjust.

While the seating position is commanding, you do feel you’re sitting ‘on’ rather than ‘in’ the new HiAce. The seats are a bit of a disappointment – flat and with no particular lumbar support – although they do have a bit of side bolstering. While easy to get into and out of, which makes them fine for urban delivery drivers, long distance occupants would certainly benefit from aftermarket seats, although the inbuilt side airbags will complicate that. Swivel seat mounts aren’t provided, but that’s no surprise. Expect to see them on campervan conversions, though.

Once seated I was surprised by how little storage space there is for things like phones, wallet, etc.

That’s unusual in a delivery van and even after a week behind the wheel it was still irritating.

Considering the acres of space atop the dashboard, for example, which looks like it could have housed all manner of compartments, it’s a real oversight.

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TESTED

That bugbear aside, the feeling of spaciousness is enhanced by a wide, flat dash and there’s plenty of space for you to swing around and move aft, between the seats.

The tilt and reach-adjustable leather-wrapped steering wheel is a beauty which, like all new vehicles, requires some study to become totally familiar with all it’s features. Ditto the trip computer.

Toyota says that to ensure drivers are fully connected at all times while out on the road, "The HiAce features the latest generation multimedia system with a large 7-inch touchscreen display. It offers AM/FM/DAB+ radio, CD player, full Bluetooth connectivity for audio and phone, USB and AUX inputs, satellite navigation with SUNA live traffic alerts, and voice recognition, Siri eyes-free for compatible iPhones and Toyota Link apps. Available from the fourth quarter this year, the new HiAce multimedia system will also be compatible with Apple CarPlay and Android Auto, which will also be offered to retro-fit at no additional charge".

Naturally, cab air conditioning is standard, as are one-touch electric windows, remote central locking and electric (and folding) side mirrors.

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Be sure to order a large coffee, because small size cups almost disappear in the holder and are difficult to get out , especially without losing the lid.

TESTED

Taking Her Out

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espite the multiplicity of new systems it doesn’t take long to at least get the basics set up and ready to go. The engine starts instantly and did so even on three degree Celsius mornings on the Southern Highlands. While the gear selector wins no prizes for subtlety or seamless integration, it’s straightforward and also has a manual sports function. I was surprised how sensitive the brakes are at low speed, but again it’s something you quickly get used to and will be less noticeable with a full camper conversion.

Ride comfort is good and certainly enhanced by the longer wheelbase, plus the new front axle location, and the new HiAce simply goes about its business with a minimum of fuss. I was particularly appreciative of the digital cruise control, which allows precise speed setting, plus the inclusion of a speed limiter. The cruise control had the added bonus of slowing the vehicle down on the overrun – like when you crest a hill and on a long descents – to keep you legal. Nice!

Lack of oddment storage aside, for a new model there Once underway, anyone who has driven the old 3-litre are few ‘oopses’ designers need to address in the first turbo-diesel HiAce automatic will be amazed. What facelift. The sun visors are too short to be of much a difference 30% more power and 50% extra torque use when swung across to the side window, while the makes, along with two extra speeds in the gearbox! indicators are too quiet to hear at normal speeds. Also, Whilst a little noisey under acceleration, at cruise the the spring loading on the indicator stalk is too light new HiAce is sublimely quiet – and that includes an when you’re just trying to activate the quick, threeabsolute absence of wind noise (at least in the test flash lane-change function. Too often you get the full vehicle). At 110 km/h the new engine is turning over indicator, which if you miss you’re unlikely to hear. at a lazy 1800 rpm, yet what feels like acceleration Electronically, I found the lane departure warning a bit to warp speed is just a prod of the accelerator eager to activate the brakes and steer me back into away. No longer will HiAce drivers feel like second the middle of the lane, especially on country roads. class highway citizens, nor apologetic for being a Finally, the lack of adaptive (radar) cruise control is mobile traffic jam! It’s a revelation – and one that’s a disappointment, especially as it’s standard on the remarkably stable even in blustery crosswinds. likes of the new Peugeot Expert – a direct competitor.

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TESTED

"It's a HiAce Jim, but not as we know it..."

Captain’s Log

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inor niggles aside, the new HiAce is easy and enjoyable to drive. It’s the one vehicle I’d have no hesitation jumping into tomorrow and driving around Australia, with the expectation of total reliability. It’s a truly quantum leap beyond its predecessor.

Priced on the high side of $50,000 as tested it’s not cheap, but then Toyotas never are. There’s a price to pay for the quality and engineering that goes into legendary reliability, but the payback comes through peace of mind during ownership and at resale time.

I’m looking forward to trying out the first camper conversions and hear Bus 4x4 Australia even has a four-wheel-drive version close to release, which could just make it the most useful campervan base vehicle ever. To put it another way, "It’s a HiAce Jim, but not as we know it".

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SPECS GENERAL Make

Toyota

Model

HiAce

Type

SLWB Van

Berths

N/A

Approved Seating

2

Licence

Car

Pros...

VEHICLE Engine

2.8-litre 4-cylinder turbo-diesel

Power

130 kW @ 3400 rpm

Torque

450 Nm @ 1600-2400 rpm

Gearbox

6-speed Auto

Safety Rating

ANCAP 5-star

Fuel

70 L

Fuel Consumption

8.4 L/100 km (33.6 mpg)

Front Suspension

McPherson Struts

Rear Suspension

Leaf Springs with Rigid Axle

Wheels

16” steel

Spare Wheel

Full Size

Brakes

4-wheel discs – front ventilated

Simplicity Innovation Practicality Unobtrusive Value Drivability Economy

WEIGHTS Tare Weight

2340 kg

Gross Vehicle Mass

3500 kg

Max Payload

1160 kg

Braked Towing Capacity

1500 kg

Cons...

DIMENSIONS Overall Length

5.92 m (19' 5")

Overall Width

1.95 m (6' 4")

Overall Height

2.28 m (7' 6")

STANDARD EQUIPMENT Air Conditioning

Manual

Remote Central Locking Electric Windows Electric Mirrors Auto Stop/Start Cruise Control Day Running Lights Side Door/s Rear Door Parking Sensors Reversing Camera 12 V Sockets/USB Outlets Multi-Function Display Steering Wheel Apple Car Play/Android Auto PRICE On-road NSW - from Warranty – Vehicle

Yes One-touch Not automatic Yes - brake pressure dependent Manual Yes 2 x Sliding Lift-up tailgate Front and Rear Yes, with guide lines Yes 7-inch colour with GPS Leather with multi-function controls Available late 2019 $53,348 5 years/Unlimited Km

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Too ‘lite’ for some Limited water capacity Not self-contained Favours fair weather Contact

Toyota Australia 155 Bertie St PORT MELBOURNE. Vic. 3207.

T: 1800 869 682 E: guestexperience@toyota.com.au W: www.toyota.com.au

TESTED: VW TOUAREG LAUNCH EDITION

TOWARIG?

Could VW’s new Touareg be your next tow car?

by Richard Robertson

image: Volkswagen

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TESTED

image: Volkswagen

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hile many caravaners only have eyes for a Prado, HiLux or the like, there are other options, especially if you want something refined and stylish for your daily driver.

the name’s connection isn’t as obscure as it might seem.

Touareg – pronounced Twa-regg – is an alternate spelling of Tuareg, a tribe that’s part of the larger Berber ethnic group from North Africa. Nomadic pastoralists, the Tuareg are famous for their blue lips caused by indigo dye in the fabric wrapped across their faces to protect from the desert sun and sand.

Germans are fascinated by the thought of driving to North Africa and exploring its vast wildernesses, so

The idea behind this test was to tie it in with a caravan review, but the requested tow bar was absent. On the plus side, I had a couple of trips planned and we put good miles on it as both a daily driver and county tourer. What a shame, then, about the tow bar, especially considering the 3500 kg max braked towing capacity and 280 kg ball weight rating with both front seats occupied.

Downunder, this popular German SUV has established a solid niche in the local market. Unlike BMW’s X5 or Mercedes-Benz M-Class, Touareg has Volkswagen’s Touareg launchd in 2002 and is now always seemed less ‘precious’ and more legitimate in its third generation. An instant success, Touareg has an interesting background because it was a joint in the off-road stakes. Like most SUVs, Touareg has softened and there’s no longer a full-size spare wheel venture between VW, Audi and Porsche. Their goal, option, just a space saver that’s basically useless in Wikipedia states, was to create an off-road vehicle a tow-car application. A solution is to buy an extra that could handle like a sports car and the result wheel and carry it in your caravan, but it’s far from was not only the Touareg, but also the Audi Q7 and ideal.

Porsche Cayenne.

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TESTED

Down to Business

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he new Touareg rides on VW Group’s MLB platform, which also still underpins the Q7 and Cayenne. That should give you an idea of how capable and well engineered it is despite ‘only’ wearing the VW badge. It also makes it something of a bargain, being close to $50,000 less than a similarly equipped Audi (although only 5 seats versus 7) and waaaaaaay less than a Porsche.

New Touareg is now backed by a new five year/ unlimited kilometre warranty, unlike its siblings.

Servicing is required every 15,000 km or 12 months and while there’s no capped-price system, you can pre-purchase a 3 or 5 year Volkswagen Care Plan.

Priced at $1400 for 3 years/45,000 km or $2500 for 5 years/75,000, it’s a genuine bargain by luxury car standards. Impressively, the body is fully galvanised and comes with a separate, 12-year anti-perforation warranty.

Power comes from a 3.0-litre V6 turbo-diesel producing 190 kW/600 Nm. It provides a 0-100 km/h time of 6.5 seconds and a combined fuel figure of

7.4 L/100 km (38.2 mpg), which was surprisingly accurate over some 1500 km. Drive to two or four wheels via VW’s signature 4MOTION system, with selectable modes for Comfort, Normal, Sport, Eco, Offroad and Snow, or you can set your own combination saved in a personal profile. Additionally, air suspension with adaptive dampening control provides a level of ride comfort steel springs simply can’t match.

As befits the latest in luxury European motoring, new Touareg comes with an almost bewildering array of active and passive safety features. Aside from wallto-wall airbags, anti-lock brakes, traction control, stability control, front and rear parking sensors, reversing camera and so on, there’s more: Adaptive Cruise Control, Driver Fatigue Detection, Front Assist with City EB and Predictive Pedestrian Monitoring, Lane Assist with Adaptive Lane Guidance, Park Assist, Traffic Jam Assist, Emergency Assist, Side Assist with Rear Cross Traffic Alert, Front and Rear Cross Traffic Assist and Find Great Coffee Assist (I’m sure I saw that somewhere in the handbook).

Volkswagen Group’s MLB platform, which also underpins the Audi Q7 and Prosche Cayenne, is a modular system with fixed and variable sections tailored to produce specific vehicles.

image: Volkswagen

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TESTED

Launch Edition

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o celebrate the launch of the all-new Touareg, Volkswagen Australia has released the cleverly named Touareg Launch Edition. Priced at $89,900, some $900 below the previous generation Touareg 180TDI equipped with the Driver Assistance pack, it’s keenly priced for the segment.

Outside, new Touareg rides on 20-inch Braga black alloys shod with massive 285/45 R20 Goodyear Eagles. Front brakes are equally huge 6-piston discs with 350 mm rotors, with single pistons on 330 mm rotors at the back. Incidentally, front suspension is a five-link McPherson Strut set-up, while down the back is a five-link rear axle.

Daytime LED running lights are standard, as is the new I.Q. Light matrix LED headlight system that feature 128 individually controllable LEDs. Remarkably, it changes the beam pattern to suit the driving situation. In practice it’s impressive as it adjusts beam intensity and distribution in response to things like ambient lighting, road sign reflections and traffic.

Being a five seater in a body otherwise built for seven means the boot is cavernous, with access aided by an electric tailgate. Keyless entry is standard of course and makes life so much easier when juggling shopping or whatever. However, it’s inside the luxury truly begins, so let’s take a look...

image: Volkswagen

227

TESTED

images: Volkswagen

The $8000 Innovision Package delivers a visual feast that includes a massive 15" touchscreen infotainment system and curved, digital 12.3" dashboard. Both are highly configurable and provide a wealth of information and display options.

Life of Luxury lack Savona leather is standard, with the front seats the best in the house because of 18way power adjustment, 8 massage functions and temperature-adjustable heating and cooling. OMG! Rear seat passengers are well looked after thanks to their own aircon controls, armrest and plenty of legroom even for a tall guy like me, but up-front is the place to be, especially if you’re the driver...

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for the $8000 Innovision Package as fitted to the test car and things get even better: try a 12.3" curved main instrument panel and a whopping 15" Discover Premium infotainment system! But wait, there’s more – a head-up display of speed and other functions on the windscreen, plus a range of 30 colours for the interior LED lighting system.

Awesome!

A multifunction leather steering wheel provides the perfectly sized, tactile connection with this machine. Standard instrumentation is digital via a 7-inch colour multifunction display for speedo and tacho, fuel, temp, navigation, phone, vehicle status, etc, plus a central 9.2-inch colour touch screen for the multimedia system. However, opt

While VW’s proprietary satnav system is included, both Apple Car Play and Android Auto connect and display beautifully through the massive central screen. The range of technology built into both the infotainment and instrument displays is impressive, and you’d need to study long and hard to discover ever system and feature.

228

TESTED

Driving ress the start button and the engine and dash come to life. Depending on the outside temperature the four-zone climate control will heat or cool your seat automatically and when settled in it’s time to go, once you’ve selected the ride mode.

Normal or Comfort is fine and the air suspension coped admirably with both our rustic rural driveway and the rigidity of the 45-series tyres.

Initially I found the lane-keeping assistance intrusive – it literally steers you back into the middle of the lane/road on well marked surfaces – but soon came to realise its value. While not touted as semiautonomous, with the adaptive cruise control engaged new Touareg will keep you following a well marked road at the correct speed and the right distance behind the vehicle in front, even to the point of bringing itself to a halt if required.

An iron fist in a velvet glove, the new Touareg has the power and ability to go hard and fast or laid back and relaxed as you like. This car eats distance, hills and load, yet sips remarkably little fuel. It’s whisper quiet in operation and the first car I’ve driven that’s totally devoid of wind noise at freeway speeds. It’s also remarkably steady in strong winds, something really appreciated on a fast trip to Canberra in blustery winter weather.

Traffic Jam Assist will maintain the lane, speed, acceleration and braking in sub-30 km/h traffic on its own, which in real world conditions removes a lot of stress and fatigue from the driver. To say it’s a revelation is an understatement and although no self-driving Tesla, it’s an impressive intermediate step. Two trips along Sydney’s M5, M7 & and Pennant Hills Rd in peak hours produced very little frustration or fatigue, and on that score alone I’d have this car.

P

image: Volkswagen

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TESTED

image: Volkswagen

What I Think

P

riced at close to $110,000 on the road with the (essential) Innovision Package, plus metallic paint, the Touareg Launch Edition is a serious purchase. However, its breadth and depth of capabilities; its cosseting passenger experience and sheer delightfulness to drive build a compelling case.

You can easily spend that money on a LandCruiser, but do you really need or want one? If the answer’s yes then off you go, but if the answer’s no or maybe not, head to your Volkswagen dealer for a test drive.

And ask about the factory towbar ($2132) and an extra alloy wheel. Okay, it’s not ideal, but after a week in this car it suddenly seems like a small compromise...

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SPECS GENERAL Make

Volkswagen

Model

Touareg Launch Edition

Type

SUV

Approved Seating

5

Licence

Car

VEHICLE Engine

3.0-litre V6 turbo-diesel

Power

190 kW @ 4000 rpm

Torque

600 Nm @ 2250 rpm

Gearbox/Drive

8-speed Auto/4MOTION AWD

Safety Rating

ANCAP 5-star

Fuel

Diesel - 75 L

Fuel Consumption

7.4 L/100 km (38.2 mpg) Combined

Front Suspension

5 Link McPherson Strut w air suspension

Rear Suspension

5 Link Axle w air suspension

Wheels

20” Alloy

Spare Wheel

Space saver

Brakes

350/330 mm discs front/rear

Pros...

WEIGHTS Tare Weight

2040 kg

Gross Vehicle Mass

2810 kg

Gross Combination Mass

6310 kg

Max Payload

770 kg

Max Braked Towing Capacity

3500 kg

Ball Weight

280 kg with 2 front seat passengers

DIMENSIONS Length

4.88 m (15' 9")

Width

1.98 m (6' 6")

Height

1.69 m (5' 7")

Wheelbase

2.99 m (9’ 10”) Savona Leather

Air Conditioning

4-Zone Climate Control

Remote Central Locking Electric Windows Electric Mirrors Auto Stop/Start Cruise Control Day Running Lights Tailgate Parking Sensors Reversing Camera 12 V Sockets/USB Outlets Multi-Function Display Steering Wheel Apple Car Play/Android Auto PRICE From As Tested Warranty

Keyless/Push Button Start One-touch Automatic folding No Adaptive LED Electric Front and Rear Yes, with guide lines Yes 7 & 9.2” (12.3” & 15” optional) Leather multifunction Yes

Cons...

Price Spacesaver spare No full-size spare option

STANDARD EQUIPMENT Upholstery

Quality Safety Economy Comfort Features Warranty Service

Contact

Volkswagen Australia 24 Muir Rd Chullora. NSW. 2190 T: 1800 607 822 W: volkswagen.com.au

$89,990 + ORC $99,990 + ORC 5 years/Unlimited Km 231

TESTED

“This car eats distance, hills and load; is whisper quiet, devoid of wind noise at freeway speeds and remarkably steady in strong winds – something really appreciated on a fast trip to Canberra in blustery winter weather”

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