AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
www.deliverymagazine.com.au
ISSUE 49 AUGUST/SEPTEMBER 2013 RRP: $7.95
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IT’S NEW
UTE
ECO-Cad
TESTED
Thinking frugal thoughts and having the right approach to your driving can reduce your running costs
V
olkswagen almost single-handedly was responsible for the resurgence of interest in small vans. With considerable emphasis placed behind the marketing of the Caddy small van, Volkswagen has scored a return on its efforts by holding the number one spot in sales for its contender in this segment.
Caddy comes in three commercial derivatives – a standard wheelbase van, a longer wheelbase version called the Caddy Maxi and one with additional seating called the Caddy Maxi Crewvan. After that the choice becomes a bit more complicated through being able to choose from four different engines, five-speed manual or six and seven speed DSG automated manual transmissions, plus an all-wheel-drive version using VW’s 4MOTION system. The basic Caddy small van has a length of 4,406 mm, a width of 1,794 mm and a height of 1,823 mm. The Caddy Maxi forms the basis for the other versions, and it grows its length to 4,876 mm through extending its wheelbase by 329 mm. This additional length impacts on the turning circle, adding a further 1.1 metres to achieve a turnaround in
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12.2 metres. The interior cargo volume grows also, from 3.2 to 4.2 cubic metres, but in the Crewvan part of this extra space is taken up by a second row of seating. The payload range is 800 kg for the standard van, 850 kg for the Maxi, 790 kg for the 4Motion and 691 kg for the Crewvan. Up front is a four-cylinder, transverse-mounted engine that drives the front wheels, or, selecting the 4MOTION version sends power to all four wheels. There’s a bit more thought required, though, when selecting the engine and driveline, where choice will determine performance and fuel economy. Power comes in petrol form from two different ratings of a 1.2-litre, turbocharged and intercooled, single overhead cam engine. If you carry volume but not weight, the smaller output version provides 63 kW at 4,800 rpm and peak torque of 160 Nm from 1,500-3,500 rpm. Want a bit more petrol power, and on offer is 77 kW at 5,000 rpm and peak torque of 175 Nm rated from 1,550-4,100 rpm. Both have five-speed manual gearboxes. If you prefer diesel as a fuel, for its increased torque and more frugal approach to fuel use, the decision making is between two versions. The 1.6-litre produces 75 kW at 4,400 rpm with a peak torque rating of 250 Nm from 1,500 through to 2,500 rpm. The top spec version offers a 2.0-litre diesel, again turbocharged and intercooled, but this time producing 103 kW at 4,200 rpm and peak torque output of 320 Nm at the same rpm.
ddy VW offers manual gear selection using only a fivespeed box on the 1.6-litre diesel, or opting for an alternative seven-speed DSG automated manual. Move to the top spec 2.0-litre and there’s no manual gearbox available, your only option being a six-speed DSG.
ECO-CADDY
global recalls. This has now spread to Australia where Volkswagen Group Australia has announced a voluntary recall for 25,928 vehicles fitted with seven-speed DSG gearbox (DQ200). Vehicles affected include Golf, Jetta, Polo, Passat and Caddy that were produced between June 2008 and September 2011. Also affected are the additional Volkswagen brand companies such as Audi, SEAT and Skoda. Delivery suggests checking with your dealer for further details.
Regular readers of Delivery will know of our dislike of the DSG transmission from its first release. Undoubtedly, the transmission with its twin clutches shifts ratios faster than a human can manage, but the downside has been that the
transmission will argue with the engine whenever the car or van is in stop/start traffic. Durability has also been poor, with many customers reporting total gearbox failure at relatively low distances, around the 100,000 km mark. Progress has been made with the electronic management system in recent units, but that didn’t improve the shift quality and clutch engagement
performance of the older models. This was compounded by claims that in certain vehicles the driver could suffer a power reduction with the engine dropping into limp mode without warning. The effect of this happening at high-speed on a freeway could be extremely dangerous, with following traffic closing onto the vehicle unexpectedly. Our reluctance to recommend the DSG transmission has, unfortunately, been endorsed recently through a series of forced
The service rectification action throughout the Australian market follows the recall in the Chinese market of almost 400,000 Volkswagen vehicles fitted with the seven-speed DSG transmission. According to a Volkswagen media representative: in isolated cases, an electronic malfunction in the control unit inside the gearbox mechatronics may result in a power interruption. Volkswagen Group Australia started contacting owners of affected vehicles from July onwards to replace the gearbox mechatronic unit at no cost to the customer, at the same time updating vehicles with the latest software version. DELIVERY
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& TESTED
CLEVER CAPABLE
Kia’s Rondo offers a crossover vehicle for light courier work
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CLEVER AND CAPABLE
Every
now and again we find a vehicle creeps onto the market without much fanfare, but a close look shows it has hidden talents. That’s how best to describe the Kia Rondo – a car that started off as a mini people-mover, but, on closer examination, offers far more than is obvious at first sight. The outgoing Rondo was basically a hatch that was converted to offer a third row of seats within compact overall dimensions. The size issue is still relevant for the new replacement Rondo, but the overall package offers very much more than just a hatch with an extra row of seating. For starters, it’s the first true crossover vehicle in our view that can double up as a courier vehicle during the day and quickly convert for evening or weekend duty to carry the kids and a couple of their mates to school footie, cricket or netball. Unlike the van with windows and seats scenario, as typified by Caddy Life, the Rondo starts off as a very well equipped, high spec hatch that drives well, is supremely comfortable, and impresses with its high interior trim levels and high spec inclusions.
As a seven-seater, the Rondo shares the same clever seat folding design that Kia uses in the Carnival, where the rear seat row cantilevers forwards into a space behind row two, leaving a totally flat floor for cargo use. Whether you have seven seats, or progressively fold the three from the centre row of the interior, the Rondo is spectacularly versatile, all within compact dimensions that measure up to a length of 4,500 mm and a height of 1,610 mm. Rondo is the same height as the Soul, and, for anyone that has been in either, it’s immediately apparent that headroom is far better than any corresponding hatch. The higher roofline makes it easy to climb in and out of the cabin, without the feeling that you are squatting on the kerb to gain access. When in the cabin, in either the front or centre row, there’s still plenty of space around the shoulders and in seat-toceiling height. There’s a choice of petrol or diesel four-cylinder engines, both of which drive the front wheels through a six-speed automatic transmission. The decision here is between diesel economy at a combined figure of 6.4 l/100 km for the 1.7-litre turbocharged engine, versus 7.9 l/100 km for the 2.0-litre petrol. The answer is going to depend purely on annual distance travelled and intended length of ownership. Both powerplants drive well and have enough performance and torque to satisfy. There’s only 1.2 seconds difference in the 0-100 km/h acceleration comparison in favour of the petrol engine, but, with 122 kW versus 100 kW, the petrol does feel nippier. If you drive in a more relaxed fashion, then you’ll appreciate the other benefit of torque, and it’s here the diesel delivers, with 320 Nm versus 213 Nm, providing a more relaxed level of travel. It feels a solidly-built car, and it’s worth noting that, unlike most hatches that weight in around the 1100 kg level, the Rondo comes in at a full 1,600 kg. Not a lightweight, but again it doesn’t feel flimsy, providing a good, solid, well-built impression. Part of this solidity in feel comes from the new body shape benefiting from a 64 percent improvement in torsional rigidity. If you are wondering what that means, it relates to a stiffness and strength in the body structure that resists twisting and movement when under extreme load. Also helping with the impression of in-built strength is the fabrication of the car using high strength steel through over 35 percent of the sheet metal.
The working aspect comes in with the option of folding and sliding the seats from row two and the front passenger seat to turn the Rondo into a little load carrier. If you don’t need the front seat for a passenger, the seat back folds flat onto the seat squab to provide a flat surface for storage that even includes a cup holder.
With electrically powered steering and high gearing, you get the benefit of being able to select different steering reaction and response between Normal, Sport and Comfort, and this, combined with well organised suspension, means the Rondo is actually very impressive to drive. So much so, in fact, that the driving experience comes through from the moment you slip behind the steering wheel. The leather trimmed seats are well designed and comfortable, with powered adjustment for the driver, the dash layout is easy to understand and use, and the connectivity with the Bluetooth system and your telephone can be accomplished by anyone, even those that struggle with these systems. In fact, the DELIVERY
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COMPARISON
T
he single-cab ute or cab/chassis with a tray back is part of the inventory of any tradesman. There are good reasons for this that don’t only revolve around the overall dimensions of the tray or ute tub. The longer the distance between the back of the cab and the centre-line of the rear axle, the better the load distribution and the safer the vehicle.
For this comparison test we assembled a Ford Ranger and Isuzu D-Max in 2WD form, plus 4WD versions of a Mazda BT-50, a Great Wall V200, a Toyota HiLux and a VW Amarok.
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What we found as we went through the process of comparing each of the vehicle was that while the concept of a single cab might be the same for all manufacturers, the way each fulfils that concept makes for an interesting analysis. While they might look similar, they are all far from being identical, and provide varying solutions for the buyer. Most utes being sold in Australia are built in Thailand – the largest per capita ute market in the world. ‘Thailand’ usually conjures up images of elephants, streetfront bars, temples and fake Rolexes, but it’s also the world’s largest producer of 1-1.5-tonne utes. The attractions are
SOLE PROVIDER ASEAN centrality, low-cost labour rates, a skilled workforce and tax breaks.
is compressed. Tight clamping and shaping of the leaves creates inbuilt self-damping as well.
The popularity of the ute in Thailand is due in no small way to the fact that there are thousands of ute-based mini-cabs plying the roads.
So, why is the leaf spring relegated largely to utes these days? Ride quality and handling are its limitations, mainly because the spring has the job of locating as well as suspending the axle. If the spring is made to a short-travel design to improve axle location and smooth-road handling, the ride quality suffers. Extend the spring and reduce the number of leaves, to give it a softer ride, and the load carrying ability decreases.
Taxi owners fit mesh cage bodywork with a vestigial roof panel, slot in a pair of inward-facing benches and, presto, a 10-seat mini-cab. Greedy operators drop the tailgate and bolt a pair of seats on top of it to gain extra passengers. No passenger gets to sit in the cab - that’s for the driver and his sidekick, who collects fares and touts for business. One of the major design restrictions imposed in Thailand is the strange Excise Department definition of a ute.
Thai law requires that utes must have leaf rear springs, or they’re classified as passenger-carrying vehicles and attract much higher registration and road tax fees. However, it’s not just Thai practice that keeps the leaf rear spring going – it’s a brilliantly simple piece of engineering. The leaf spring is a marvellous invention, which is why it’s been with us for centuries. A semi-elliptic pack can be made stronger or weaker simply by adding or taking away leaves. A leaf-spring pack has variable-rate action, because the shorter, ‘helper’ leaves don’t do anything until the spring
Given that the reason for purchasing a single cab is usually because of the need for the largest size of the cargo area available, we’ll start this comparison by looking at the variation in dimensions of our assembled vehicles.
All our evaluation vehicles were short-cab models; four were cab/chassis, fitted with tray bodies and two were utes. Common to all were ladder frame chassis with independent front suspensions, leaf-sprung, live rear axles and disc-front/ drum-rear brakes. There’s a definite trend by ute manufacturers to make their products look bigger and beefier than the competition, and this actually works to the detriment of practicality.
e l o SPROVIDER When buying a 4x2, there’s no need for extra high ground clearance as it makes loading and unloading more difficult the higher the tray becomes from the ground. It’s also more difficult to access the cab.
Mounting the rear axle under the leaf spring pack is the usual way for a manufacturer to gain ground clearance on an off-road 4x4. There’s no justification for this axle location on a
DELIVERY PUTS SIX SINGLE-CAB UTES UNDER THE SPOTLIGHT WITH INTERESTING RESULTS. (WORDS BY ALLAN WHITING AND CHRIS MULLETT. IMAGES BY KERYN WILLIAMS). DELIVERY
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FEATURE t may well be the final swansong for Holden, but the new VF Ute promises the Aussie buyer more than ever before in terms of safety, style and value. With a full five-star ANCAP crash safety rating, the Commodore VF Ute steps straight into the market with benefits that can’t be matched by the average Asian designed competition. According to Holden, the VF Ute delivers more advanced-technology features than any comparable vehicle in Australian automotive history – making it the most technologically advanced car ever created in Australia. From a safety perspective, the VF Ute comes with a number of advanced driver assistance, safety and user features on an Australian-made car for the first time, adding cutting-edge technology and features while reducing recommended retail prices (RRP) by up to $5,500 across the range. The range-opening 3.6-litre SIDI V6 automatic Holden Ute has a new RRP of just $32,990, down $2,500, and comes standard with the premium features Holden has introduced across the VF range including Auto Park Assist, front and rear parking sensors, remote vehicle start (automatic models only) and a rear view camera, plus an electric park brake with automatic release, Hill Start Assist and Trailer Sway Control. VF Ute also comes standard with the class-leading Holden MyLink infotainment system. With an eight-inch, highresolution colour touch screen, MyLink features enhanced voice recognition, full iPod® integration including Siri Eyes Free integration and embedded app technology including Pandora® and Stitcher SmartRadio™. Holden executive director of sales and marketing, Philip Brook, said that for performance lovers the Ute has become Holden’s ultimate two-door sports machine, with half of Holden’s Ute customers choosing a V8 model.
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“VF Ute offers more of what people want – great performance, luxury features and the latest safety technology – and red hot prices across the range,” he added. The first sports model in the Ute range is the SV6 manual with an RRP of $32,990. Standard with a manual transmission, SV6 is also powered by the 3.6-litre SIDI V6 with significantly more features and a price rollback of $5,500. SV6 gains further features over the highly specified rangeopening Holden Ute by adding Blind Spot Alert, Reverse Traffic Alert, FE2 sports suspension, 18-inch alloy wheels and chrome exhaust tip, limited slip differential (manual only), exterior sports styling and sports seats, projector headlamps, LED daylight running lights and soft tonneau cover. With the same features and technology, the SS Ute version spec adds the 6.0-litre Gen IV V8 engine and comes standard with a six-speed manual transmission. The new RRP for the manual SS Ute is $38,990, down $3,500 on the previous model. Mr. Brook said Holden had created a logical walk up for the Ute sport range, from SS to the SS V-Series, which mirrored the sedan and Sportwagon line-up. “We’ve reduced the new RRP for SS V-Series by $5,000 to $42,490. Which means for just $3,500, customers can add new 19-inch alloys, leather appointed seats, satellite navigation, colour multi-function driver information display and passive entry sensor key technology with push-button start,” he said. At the top of the performance table sits SS V Redline. Holden has added a significant number of advanced new technological features, yet still reduced the RRP for the manual SS V Redline Ute by $1,500 to $48,490. In addition to the SS V-Series features, Redline adds Forward Collision Alert, Lane Departure Warning and Headup Display driver safety technology. Redline also adds the updated sports-tuned FE3 suspension package, Brembo® brakes, forged 19-inch alloys as well as wider rear wheels for extra traction, and “competition mode” with launch control and track settings.
THE COMMODORE CLAN
The VF Ute range starts off with the standard Ute powered by the 3.6-litre SIDI V6 engine and this contains all the features and benefits mentioned previously. From a safety perspective, it comes with six airbags (dual front driver and passenger, side impact thorax/pelvis and curtain airbags), ECS, ABS & TCS, dual-zone climate control,
Move from 1. The VF Commodore may well be the last locally built ute for the the standard Ute Australian market. to the SS and in comes the option of either the 3.6-litre SIDI V6 engine (SV6) or the 6.0-litre Gen IV V8 engine, plus dual-exhaust (SS), front & rear sports fascia, 18-inch alloy wheels, Projector headlamps and LED daylight running lamps, Sportec/ cloth sports seats and optional Blind Spot Alert and Reverse Traffic Alert.
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Electric Power Steering (EPS), Auto Park Assist, rear-view camera, Front and Rear Park Assist, automatic release electric park brake, Hill Start Assist and Trailer Sway Control.
Next up the ladder comes the SS V and this features the 6.0-litre Gen IV V8 engine as standard, leatherappointed seats, 19-inch alloy wheels, sensor key technology with push button start, front fog lamps, footwell lamps, and colour digital instrument display – vehicle information menu, trip information menu,
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STEPPI
UP A
Automated loading of ladders has never been easier – Delivery checks out the ErgoRack
the Occupational Health & Safety Regs of 2007 require the employer to identify any tasks that involves hazardous manual handling, and then take action to either eliminate or reduce the hazard and/or associated risks.
ustralia leads the world in transport efficiency, but we do have a tendency not to take advantage of labour saving equipment when we have the muscle on hand to complete a task manually.
In recent years there have of course been changes in the workplace, with restrictions on lifting heavy equipment or loads manually. Although the regulations do not actually specify a maximum weight,
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The British-based ROSPA (Royal Society for the Prevention of Accidents) does go further, recommending that in above shoulder lifting, a male should not lift items heavier than 10 kg, and for a woman that weight reduces to 7 kg. This maximum weight is further reduced for objects that need to be held away from the body to 5 kg for males and 3 kg for women. The European light-commercial market is much more in tune with purpose-built fit-outs to provide racking and storage systems inside vans than we are in Australia. Although there are signs that in recent years more attention is being paid to building in proper storage systems and workspaces, all too often the loading of a van interior
STEPPING UP
ING is left to who can push the largest load inside, rather than how to best utilise the space available.
Vehicle roof-mounted ladder rack systems have been around for as long, as the need to transport ladders to the work site. They vary in complexity from two simple bars mounted on the rainwater drip rails across the van roof, to more complex systems with rollers that enable a ladder to be lifted, placed, slid and pushed into position. For some tradespeople, this is reasonably straight forward, especially where only a small, lightweight ladder is involved. But the task becomes much more difficult as the size and weight of the ladder increases, together with the increasing height availability of imported van roofs. How would you approach this issue, however, if you had a large, heavy, fibreglass extension ladder - or a number of them - to transport to the work site? Or, much worse, what if you were driving a light-commercial van (LCV) and the only place to stack them was on the roof of the vehicle, which in some cases could be 2.5 metres or more from the ground?
No
y av he
For most LCV vehicle owners, the traditional answer involves manually lifting the ladder to the rear or side of the vehicle, and, in a separate action, lifting/thrusting it up to the top of the vehicle’s roof. This exercise is inherently dangerous and exposes the operator to a variety of hand, wrist, elbow, shoulder, neck, and upper and lower back injuries. In the event of a successful and uneventful load, and where the ladder is properly aligned or positioned on the roof, the ladder then needs to be secured to the ladder rack system to prevent it from shifting nd safe mountin
ing a y lock curit e s , ing lift
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TESTED ith every report of a minibus accident there’s further reason for Australian legislators to revisit the whole business of moving people safely from one place to another. Some of the forwardcontrol people movers wander horribly under the influence of freeway cross winds, and, when driven by those without proper training, the opportunities for serious accident multiply dramatically. What makes this scenario worse is that many drivers are simply parents or retirees trying their best to help out when a footie team needs to be transported to an away game. A call to the local hire fleet and they’re on their way. Whether they come back in one piece, though, is a different matter.
Two of the passengers are accommodated on a dual seat next to the driver, leaving nine seats in a two-seat, two-seat plus single, then four seats layout spread over three rows. With the medium roof height version the internal floor to ceiling height is 1820 mm, meaning that your fare-paying clientele just walks on board and doesn’t have to stoop and then shuffle along. There’s a slide-out step that runs the width of the sliding side door, and there are large, well placed grab handles that will assist even the very wobbly in their quest for somewhere to sit safely. Even though seats are alongside each other, especially the four across the rearmost row, each are individual. Not a bench dual seat in sight. Each is trimmed in cloth and each has a retractable lap/sash and diagonal inertia reel seat belt. Some utes on the market have a turning circle of 13 metres, and yet the Sprinter Transfer, which is considerably longer, turns in just 13.6 metres. That’s manoeuvrable in anyone’s language.
The driving dynamics of a fully laden people mover can be totally unlike those of a conventional car. The driver is often inexperienced, the passengers often distracting through noise and excitement. And when concentration levels decline, the risk of accident increases. Delivery has recently been driving a Mercedes-Benz Sprinter Transfer Bus around central Melbourne, complete with our own rent-a-crowd of nine passengers. We collected travellers from the airport, ferried them across town to their hotel, took them to the shops, and then eventually returned them intact, laden with gifts, to Tullamarine airport for their homeward flights. On face value that doesn’t sound like a recipe for fun, rather a functional requirement for a large people mover that gets the job done. But that’s where the Sprinter Transfer Bus not only created a totally new impression for the business of shifting passengers, it resulted in the human cargo commenting on how comfortable and safe they felt as they travelled. So, what makes the Sprinter Transfer Bus stand out from the crowd? Dimensionally, it appears compact, and with an overall length of 6065 mm and a width of 2055 mm, wing mirror to wing mirror, it’s well sized to scoot around inner city streets without feeling like a substitute tram. There’s a choice of roof height, with 2595 mm being the standard roof and 2850 mm being that of the medium roof height version. The additional headroom and feeling of spaciousness by choosing the medium-height version is not going to prevent access to any of the major hotels, theatres and car parks. Both versions will stop you going into underground car parks. Seating is provided for 11 passengers, and this leaves ample space behind the rearmost seat row for luggage. 66
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Those of our readers that checked out the Sprinter van report in our last issue will already know that it received the award of Delivery Magazine Van of the Year for 2013. That is quite an accolade for a vehicle that was first released around seven years ago.
FARES PLEASE What confirmed the award was a series of upgrades that have improved an already good design and made it particularly noteworthy amongst its competitors. Given that the Sprinter Transfer Bus is based on that award-winning van, it then logically follows that many of the points recognised in the award apply to the passenger-carrying version as well as the load carrier. From a driver’s perspective, the big news comes from the inclusion in the current model of the 7G-TRONIC, full fluid, automatic transmission that’s matched perfectly to the fourcylinder, turbocharged and intercooled diesel engine. The driveline that results from putting seven gears at the disposal of an engine that produces 120 kW of power and pumps out a torque rating of 360 Nm all the way from 1,400 to 2,400 rpm is undoubtedly the jewel in the Sprinter’s crown.
t
s ate l the us n i on fer B i t fec Trans r e l p ter a t to Sprin t os enz m l a s-B d e n d e fi We Merc
The sweetness of this engine and transmission combination is just so impressive, that if you ferry people around your parish with any regularity you owe it to yourself to try it out and experience it for yourself. With two more gears than most alternatives, and the seamless changes of a fluid automatic, rather than a power on, power off and power on alternative of a AMT (Automated Manual Transmission), the vehicle is a delight to drive. It also benefits the wallet of the operator, improving fuel economy by nine percent. DELIVERY
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MAKING A CONNECTION MR. SMITH’S ELECTRIC VEHICLES ARE NOW A REALITY IN AUSTRALIA
T
he sudden interest in electric vehicles over the past decade is really rather fascinating, especially if you’ve ever studied how what is being proclaimed as “new and innovative” has actually been around for a long time.
In the 1950s and 60s, Smith Electric Vehicles focused on the milk float, and, with these replacing the familiar milkman’s horse and cart, they became a regular sight in every suburb in the country.
This year marks the launch into Australia of Smith Electric Vehicles, the first fully electrically-powered commercial vehicles on our market.
These near silent vehicles delivered milk in the early hours direct to houses, gradually expanding the products sold to include dairy items, bread and preserves.
But before describing specifications, payload capabilities and weight, it’s interesting to delve back in time to look at just where the development started.
In the mid 1960s, Smith launched the CABAC, the first float to have a rear cab exit, enabling the milkman to choose which side of the float he exited onto an adjacent pavement.
Running EV delivery vans around the inner city is a genuine solution for future town planning.
Samuel Smith was born in Leeds in the United Kingdom in 1872. With an initial investment of £250,
Samuel and his partner William Titterington started Rington’s Tea. In 1920, the Smith family had founded Northern Coachbuilders to make electric trams and trolley buses, and this business gradually expanded to make road-going electric delivery vehicles. With an eye on distribution, Smith’s expanded its Rington Tea business to include other provisions and delivered these products through a fleet of electric delivery vans. 72
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MAKING A CONNECTION
In the global market, Smith Electric Vehicles offers a range of electrically-powered commercial vehicles ranging from an electrified Ford Transit, called the Smith Edison, to the Newton electric light truck, based on the Avia, and the TX4E, an electric version of the traditional black London Taxi. As its first foray into the Australian market, Smith is launching two models: the Smith Newton and the Smith Edison. Both vehicles can be configured for multiple applications, with wheelbase, charging options and battery capacity usually being the main decision points. A traditional diesel-powered truck will use approximately $150,000 (100,000 litres) of fuel over seven years. By comparison, Smith claims an electric truck will cost only $30,000 to recharge, saving its operator $120,000. As supermarkets took over food supply, the market for home deliveries of milk and dairy products dwindled, forcing Smith to diversify into delivery vehicles where zero emissions levels were being mandated, such as when working inside factory buildings or industrial complexes. The Smith family ceased its involvement in the business in 2004, but the company continued under the Tanfield Group, again diversifying, but this time into the North American market. By 2005, the Smith Faraday model was offering a range of up to 100 km at speeds of up to 80 km/h. One year later, it launched the Smith Newton, a 7.5 tonnes light truck that housed the electric drive technology in an established truck chassis from Avia, in the Czech Republic. Hopefully, the history lesson now takes on greater significance. With the launch of Avia trucks into the Australian market we will be benefiting from the synergy already established between Avia and Smith Electric Vehicles. The company will launch its range of fully-electric vehicles branded as Smith into our market, but distributed by Avia Oceania. The point of all the background information is to highlight that the development of Smith Electric Vehicles is not a recent, almost overnight affair. The company, now branded Smith US, and based in Kansas City, Missouri, has an impeccable reputation as America’s leading manufacturer of electric vehicles.
A reduction in maintenance costs is also a major drawcard, with a claim that service and maintenance charges can be reduced by 50 percent, due to the low maintenance requirements of the electric driveline. This corresponds to a reduction of running costs by 70 percent over 7 and 10 years. The claimed operational savings make interesting reading. Over the first 10 years, the saving per truck can exceed $200,000 over a diesel-powered vehicle. Switching from a conventionally-powered truck to an electric truck has the potential to save 130,000 kg of CO2 (over seven years), in metropolitan areas and with a cut in fuel consumption of 100,000 litres of diesel fuel. Waste fluids, parts and toxic material generated during the servicing process for a diesel truck are eliminated, and operating noise in a working environment is reduced by 70dB. The drive system uses lithium-ion battery technology to provide a range of up to 240 km, with regenerative braking to maximise energy recovery. Recharge times are up to eight hours using a 63-ampere three-phase supply, together with the alternative of a four-hour rapid charge also being available for Edison models. Powering the Smith Newton is a 120 kW, water-cooled, brushless, permanent-magnet motor, which increases motor efficiency, minimises size and weight, and incorporates an integrated control protocol with Smith Power that supports a common diagnostic interface. Based on the AVIA D-Series light truck, the running gear is basically similar, with a full-air, four-wheel disc bake system with Wabco ABS. Front and rear suspension is by parabolic
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TESTED
CZECH
MATE Avia comes into Australia with all guns blazing to sell 4x2 and 4x4 versions from day one
These
are interesting times for the light and medium-duty truck market, and, if you are a lover of red engines, there’s never been a better selection of Cummins-powered light trucks on offer. Not all are equal though, with JAC and Foton arriving on our shores from China only to meet head-on with a brand new contender, that of Avia from the Czech Republic. Don’t be put off by the prospect of buying a truck from what was once under the thumb of the USSR. Since the European Union welcomed countries into its ranks, the Western European car and light commercial manufacturers have been quick to set up new plants in what was once considered the “No-Go” area of the Eastern Block. As an example of this level of thought, Volkswagen is busy importing its Caddy light commercials direct from Poznan in Poland to Australia. Nobody has criticised the build quality of VW, which is as good, if not better, than products manufactured in German plants. For the Czech republic, the focus has, up until now, been on Skoda, another division of the Volkswagen family. But that interest now expands with the introduction of Avia, which, just to add to any possible confusion, is actually linked to Ashok Leyland of India, one of the world’s leading manufacturers of trucks and buses and the flagship of the Hinduja Automotive Group. Like many industrial engineering companies in eastern Europe, Avia can trace its roots back nearly 100 years to when it made aircraft and aircraft engines. In 1946 the company started manufacturing trucks in Prague. The Avia D-Series, comprising trucks that range in GVM from 4.5 tonnes up to 18 tonnes, was designed and developed in the United Kingdom and launched in 2000.
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Avia Oceania, the Australian distributor of Avia, is headed by managing director, Tony Fairweather, who will oversee the introduction of models with GVM’s initially from 6.0 to 12.0 tonnes, within a range of wheelbases for body lengths up to 7,700 mm. The initial launch models will offer customers the choice of Day Cab, Sleeper Cab and seven-seat Crew Cab options, with either 4x2 and 4x4 axle drivetrains. Each Avia D-Series comes standard with a six-speed, all-synchromesh, ZF manual transmission or an optional Eaton UltraShift Automated Manual Transmission (AMT).
CZECH MATE
The D75 starts off the range with a GVM of 7,490 kg and a GCM of 12,000 kg, and it runs on 225/75R17.5 tyres. Wheelbases range from 2,950 mm to 5,100 mm. Next up the weight range comes the D100 with a GVM of 9990 kg and a GCM of 18,000 kg. Wheelbase options run from 3,400 mm to 8,795 mm. There’s a choice of five rear axle ratios and it runs on 215/75R17.5 tyres. Suspension on the D120 4x4 version is by parabolic leaf springs on the front and 80 mm wide, three-leaf parabolic springs with 32 mm transverse torsion bar stabiliser and hydraulic, double acting shock absorbers at the rear. The Avia D120 4x2 offers a Hendrickson airbag suspension with ECAS (Electronically Controlled Air Suspension). Wabco
ABS with disc brakes all round are standard and traction control is standard on the 4x2 model.
The AVIA range is going to challenge the established Japanese products through high build quality and the reputation and dependability of using Cummins engines. An altogether far better option that the alternatives from China.
The Avia D120 4x4 caters for those needing off-road accessibility and offers a dual-ratio transfer box, with ratios of 1:1 and 1:1.93 rather than just a single low first gear. The power split is 50/50 front to rear. Interestingly, a rear differential lock is standard equipment on both the Albion rear axle in the 4x2 version and the Meritor rear axle used in the 4x4. Standard equipment across the range includes a fully air suspended ISRI driver’s seat and an Alpine integrated AM/FM/ CD/DVD audio/visual unit that incorporates GPS navigation, multimedia integration, and Bluetooth hands-free connections for mobile phones. The Cummins ISB engine is backed by over 20 years operational experience and sales of over 10 million units. These new models meet all Euro V emissions requirements from day one in Australia – a specific change from JAC and Hyundai light trucks that are still struggling to get Euro V versions landed here. Maximum power from the Cummins ISB is 207 hp at 2300 rpm, and peak torque of 760 Nm is rated at 14001800 rpm. With direct fuel injection, it’s a four-cylinder, in-line diesel with turbocharger and intercooler. The power steering is by ZF. This Euro V compliant engine uses Selective Catalytic Reduction (SCR) to achieve low emissions levels, and this means that light-truck operators will now be learning to add Urea/DEF (Diesel Exhaust Fluid), to an additional tank of 30 litres capacity, just like their large-truck relations. All in all, the basic specification doesn’t seem to be lacking anywhere. It includes central locking, power steering, power mirrors, air conditioning, cruise control, DELIVERY
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TESTED been few years since I tested my spine’s resilience in a square-rigged Isuzu, having promised myself I wouldn’t venture off the blacktop in one until the company fitted springs that actually flexed. That has been done – not to the point where the ride is plush, but it’s acceptable for a vehicle with a high degree of off-road capability. The upgraded cab boasts an information screen with optional navigation system and reversing camera compatibility, power windows, central locking and cornering lights. All these additions are ideal for the NPS 300 – particularly central locking in the case of crew-cab models, because in previous models it was difficult to operate the rear-seat door locks unless someone was actually sitting in the back. Since I last drove an NPS 300 the controls have been modernised, with two simple rocker switches to engage fourwheel-drive and low range replacing yesterday’s lever. Beneath the cab are familiar mechanicals: Sitec 155 Euro V, 5.2-litre, four-cylinder, common-rail, turbointercooled diesel, with cooled EGR and a DPF.
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Figures are: 114 kW at 2600 rpm and 419 Nm in the 16002600 rpm band. The main ’box is a synchro’ overdrive fivespeed, coupled to a two-speed transfer case. The chassis is an 850 mm-wide flexible ladder frame that’s weldable – an important feature for many off-road customers that want to add custom gear. Springs are multileaf conventional types and are considerably longer and more supple than early-model Isuzu 4x4 springs. Axles are live, with manually-lockable free-wheeling front hubs and a limitedslip rear diff centre. (Isuzu doesn’t sell it, but there’s an Eaton NoSpin automatically-locking centre available for this axle.) The current NPS model range consists of the NPS 250 single cab, rated at 4495 kg GVM; the NPS 300 single cab, rated at 4495 kg or 6500 kg GVM; and the NPS 300 crew cab, rated at 6500 kg GVM. Tare weight ranges from 2840 kg to 3070 kg, and trailer capacity is 3500 kg for all variants. As befits a truck that’s intended to drive on very steep inclines, and thereby cope with changing weight distribution, the axles and suspensions are considerably over-strength – front axle rating is 2800 kg and the dual-tyred rear, a whopping 6600 kg. That’s more than the entire vehicle’s GVM!
MUD, RUTS AND SLIPPERY BITS
All models are built on the same 3395 mm wheelbase, and standard tyres are Michelin 8.5R17.5 XZT tubeless.
Our test vehicle was an NPS 300 crew-cab trayback, loaded to a shade over five tonnes GVM. We drove it for a day around the greater Melbourne area, on roads varying from freeway to potholed, corrugated gravel. For some serious off-road evaluation we took it to the demanding Melbourne Proving Ground, near Werribee. Pre-trip checking on the crew-cab model isn’t as easy as it is in the single-cab, because the cab doesn’t tilt. Instead, the crew-cab has a lift-up front floor section over the engine that doesn’t give anything like the same degree of access. Also, the crew-cab’s windscreen washer reservoir is under the rear floor and needs a clip-in panel to be removed. Likewise, the fuel filter is
Isuzu has upgraded the N Series cab, and off-road models share the changes. Allan Whiting went off the beaten track to check out the latest NPS 300
behind a little door in the rear seat compartment. On the plus side, both cab types have an oil-level monitor. The NPS 300 felt quite at home around town, with easy shifts and ample torque to mix it with traffic. Fifth cog is a leggy 0.72:1, meaning there’s not much gradeability in overdrive, so even mild freeway pulls cause an instant speed drop. However, the NPS 300 isn’t intended to be a linehaul performer. Vision through the windscreen and mirrors was excellent, and I appreciated power main mirror adjustment as well as the wideview spotters on both sides. Twin wipers and washers kept the screen clean.
Ergonomics were the same as in the 4x2 Isuzu N Series, so everything was well placed. My only criticism of the central display panel was the difficulty of operating it with the truck bouncing around over bumps: 4x2 models have the same problem, so it’s not just a case of the NPS’s firmer suspension. Another issue with all touch screens – not just Isuzu’s – is the need for the driver to divert attention from the road. Carstyle touch screens with little buttons have no place in a truck. Information screen apart, the Isuzu NPS 300 was pleasant to operate and longer springs than the originals have made a difference to ride quality. The NPS can’t match the independently-sprung NLS for ride and handling over rough surfaces, but it’s not bad. The ride compromise of having a live front axle and leaf springs is much better ground clearance and wheel travel when the going gets tough. The going does indeed get tough at Rob Emmins’ off-road facility in Melbourne’s west. This natural river-gully area has been enhanced by creation of a virtual moonscape, with steep ramps and mounds that test gradeability, articulation, ground clearance and body clearance angles to the limit. I’ve driven 4x4 utes and wagons around this site on many occasions, but this was the first attempt in a light truck. The NPS 300 has manually-lockable front freewheeling hubs that disengage the front half-shafts, differential and propshaft when the truck is operating as a 4x2. This configuration reduces front diff wear and noise, and saves fuel when 4x4 mode isn’t needed. DELIVERY
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