Delivery Magazine Issue 60 JUN-JUL 2015

AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

www.deliverymagazine.com.au

ISSUE 60 JUNE/JULY 2015 RRP: $8.95

THE BEST OF THE BEST

Delivery Magazine is an AFMA Strategic Alliance Partner

- RENAULT’S KANGOO AND TRAFIC PLUS

FORD’S RANGER

THE MERCEDES-BENZ SPRINTER

AWARDS

COMPACT

CARRIERS They may be small in size, but not in stature – Delivery Magazine’s quest for the Small Van of the Year

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ompact and oh so convenient when it comes to finding a parking space, the current crop of small vans on the Australian market is taking advantage of feeding the need for a growing segment of industry.

There are six possible contenders in the small van category with two of these due for almost immediate replacement. First up for an upgrade is the Fiat Doblo. Launched into Australia only last year, the Doblo was a latecomer that saw itself reborn in the European market almost before the dust settled on its arrival here.

Expect a new version on our shores before Christmas.

Because of its impending replacement, Fiat chose not to enter the Van of the Year awards.

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Caddy is the second name due for replacement, with the new version already launched into Europe. Volkswagen, however, chose to enter the competition, perhaps to see if the van that virtually created the allure of this segment could still win a gong. It performed to its best ability, but, as you’ll find, when there’s the option of new lamps for old, the newer version usually creates more appeal.

Suzuki’s APV as a forward control small cabover is unique on this segment of car-derived or at least carconnected products. Unchanged through an already long life, it has its band of followers that want short overall dimensions with a large cargo-carting interior for light goods. It’s nothing short of basic, but it still sells at a cash saving against its peers.

COMPACT CARRIERS

Selecting the right small van depends on picking the right spec. Some of the small vans actually do travel on long runs, plus they tend to get used for commuting to and from work. That’s why the new high performing diesels are so attractive.

Playing second fiddle to the Caddy in terms of sales is Renault. Now with 22 percent segment share (against the 52 percent of the Caddy), the latest Renault Kangoo is available as a SWB, a Maxi and a Maxi Crew (the latter with a second row of seats).

The SWB offers 3.0 cubic metres of load space and the Maxi tops this up to 4.0 cubic metres.

Payload capacity varies from 615 kg to 829 kg, but if you add on the seating in the Kangoo Maxi Crew that payload figure drops to 740 kg.

Versatility wise, the Maxi Crew is our pick, offering windows in each side sliding door for better visions and consequently higher safety, especially when pulling out of a side road onto a major road. Being able to flip up three seats in the second row to get kids to footy at the weekend is also a great advantage.

Now to the analysis.

Stuart Martin checks out the small van contenders

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wo French vans and a German van drive into a forest…. It could be the start of a joke, but it’s anything but comedy in this segment.

While not the largest in overall volume the growth rate of 8 percent is nothing at which to sneeze. So far this year, the growth has it running at 20 percent ahead of 2014 to the same point, so the case for getting a good product into the segment is strong.

All three emerged from this tussle with points proven and omissions glaring – reversing camera as standard was nowhere to be found – but only one has come out of the three-way fight as the best all-rounder.

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PREVIEW

HOMING IN ON THE

RANGER

Significant upgrades for 2015 improves the breed for Ford with its new Ranger – Dave Whyte reports from Thailand

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The Ford Ranger has enjoyed great success in our local market, and many more markets around the world. The combination of strength, practicality and styling has proven popular among those looking for a work vehicle, a lifestyle vehicle, or a combination of both.

Last year, the Ranger was the second best selling ute in its category in Australia.

So the question is what could Ford do to improve on an already popular product in order to push for the number one spot?

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The answer has come in the form of the updated Ranger, revealed to the world at the Bangkok Motor Show recently.

The current model Ranger was developed in conjunction with Mazda, forming the basis of both the Ranger and BT50 model ranges. While they are very similar underneath, both companies have

HOMING IN ON THE RANGER

been successful in developing their individual products, with differing engine options, transmissions and styling creating a demand for both vehicles. The new Ranger goes further to differentiate the two, with new features, new styling and a new interior accentuating the Ford-ness, and leaving no question as to which stable it has come from.

The new Ranger models still use the same basic body shape from the front doors back, but an updated front-end design brings with it a stronger appearance and a more distinctive Ford look. While the dimensions are the same, the new grille, bonnet and quarter panels give the impression that the Ranger is bigger than the previous model.

The grille makes a real statement about where the Ranger fits into the Ford model line-up, with the shape being reminiscent of both the Falcon sedan and the heavy-weight F series, while still being different enough to identify the Ranger as its own model range. A new headlight design, with the lights set high in line with the top of the grille, adds to the strong new look while providing better lighting and visibility.

The bonnet has come in for some serious treatment, with the older, relatively flat, design being replaced with deep chiselled lines that look good from both outside the vehicle and behind the steering wheel.

The interior was designed to continue the feeling of strength without sacrificing comfort.

The new lines give a feeling of space, with seating and ergonomics that give a car-like feel without losing any of the work vehicle practicality that buyers have come to expect.

The instrument cluster incorporates two TFT screens, one either side of the large speedo, to keep the driver informed without overloading them with information. The information on

these screens is changeable using controls mounted on the steering wheel – meaning you can choose to see the most relevant information for the driving conditions. A large 8� touchscreen in the top of the centre console operates the audio, phone, climate control and sat nav functions, as well as showing pictures from a reversing camera.

With the introduction of Sync 2 technology, many functions including the air conditioning and phone operation can also be operated using voice control – meaning less time with your hands off the wheel.

The new Ranger also comes with a raft of driver assistance technology, including electronic stability control (ESC), lane keeping assistance and adaptive cruise control. Also helping to keep things safe are tyre pressure monitoring, forward collision warning, and an interesting feature that controls trailer sway by adjusting engine output and selectively braking to maintain stability.

Front and rear parking sensors, along with the reversing camera are also on hand to help in those tricky situations, or the supermarket car park. The Ranger also features electric power steering assistance, making for lighter low-speed steering while still promising good road feel at higher speeds. The electric power steering pump is quieter than a traditional unit, and is claimed to provide a fuel saving of up to 3.0 percent.

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PREVIEW

AMI G

RIGHTS

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f you’ve ever had a hankering to know the origins of particular vehicle names, you might be interested to know that Mitsubishi’s Triton actually owes its name to a minor sea god that usually sports a fish’s tail and carries a trident and a shell trumpet.

When it comes to names for its products, Mitsubishi has always found unusual inspiration. Back in the days of the Starion sports car, the suggestion was that it should have actually been called the Stallion, but a mispronunciation of the letter “l” turned into an “r” by a Japanese product planner and resulted in a word that meant absolutely nothing.

Not so the Pajero, which was named after a large cat that roamed the wild pampas grass areas of Patagonia.

Unfortunately for the Japanese manufacturer, the same word in Spanish translates to an act that supposedly sent young acolytes blind if they over-indulged.

Perhaps it might have been safer for Mitsubishi to continue calling its ute range after the L200 nomenclature by which it was known in 1978. In export markets around the world, the ute, now in its fifth generation, remains known as the L200, but for the Australian market the name Triton has stood the test of time and has become well accepted.

Mitsubishi’s latest Triton promises to attract a new generation of local enthusiasts PHOTOGRAPHY BY BANDITS & CO The fourth generation of Triton was unveiled in 2005.

Designed by Akinori Nakanishi, it was manufactured exclusively in Thailand and exported to 150 countries globally. Since Mitsubishi launched its first ute the company has notched up total sales of four million units.

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NAMING RIGHTS

d an g y dlin t fe n sa ha ke to . r i he ed -l on ce ig rov car Trit an Now, a decade later, it’s time for the h p re le rm g, fifth generation, and, from Delivery’s in s, im mo ab erfo l ty el h en p first drive, the future of the all-new Triton is r s lev uc ill les e looking extremely positive. w a t rt m t Be fo d a tion se s m n a a When you build four million units of a specific vehicle co a ent cre type, there’s every chance that you get particularly good es y in r p ll at what you do. That’s the total production number of a re L200/Triton utes so far manufactured by Mitsubishi Motors.

Not content to stick with the “ute” descriptor, Mitsubishi’s marketing people have decided to call the latest Triton the “Ultimate Sport Utility Truck” or USUT. Recognising that, in the Australian market in particular, the Triton USUT (remember they were never good at names) not only has to perform well off-road on the occasional weekend trek into the bush, it also has to look good parked in the driveway, when visiting a restaurant, or running the kids to and from school.

Mitsubishi’s designers have certainly achieved their goal.

Although there’s a resemblance to the previous model, when one analyses the finite elements of the shape and flow of the panels as they roll and curve into each other, the final outcome is very smooth, highly appealing and more modern.

The pick-up version has kept the J-curve that sweeps the rear bulkhead up into a rearwards curve that’s copied by the rear edges of the back doors of the dual-cab.

The same curve is picked up by the leading edge of the tub, and the side view looks in better proportion thanks to the rear axle having moved lightly rearwards, increasing the wheelbase.

Up front for the top of the line USUT you get LED daytime running lamps (a requirement under European legislation) and these are matched to HID projector headlamps. Polycarbonate headlamp lenses being something like three times stronger than glass make for proofing against stone punching.

Under the bonnet is a new, all aluminium MIVEC diesel engine, complete with balancer shaft technology to reduce vibration, a 200 MPa, high-pressure, common-rail diesel injection system and a variable geometry turbocharger.

The balancer shaft technology is something that dates back to the Sigma engine and has been a major design influence in Mitsubishi engine construction ever since.

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MOTOR SHOW

THAI

TEMPTATIO Dave Whyte gets his first introduction to the world of ute bling at the Bangkok Motor Show

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t’s interesting to see how different parts of the world tailor their market to suit a buyer’s needs. In Australia, a visit to a motor show (rare as they may now be) will open your eyes to a raft of new cars and technology aimed at the local market.

Sedans, hatches and SUVs are the mainstay of the Aussie market, though the more versatile crew-cab ute is gradually working its way to the top. A recent visit to the Bangkok Motor Show demonstrated how different the Thai auto market is to that of our own, with utes and commercial vehicles making up the bulk of vehicles on display.

The Bangkok Motor Show is definitely one of the biggest and most important in Asia Pacific, and so it should be. With a huge amount of automotive manufacturing taking place in Thailand, most manufacturers have a base there. This also makes this show very popular among manufacturers for new product launches.

Why ship your new model to a dozen countries around the world when you can ship the world’s media to one place and have instant international coverage? For the media, it is also a chance to see what else is on offer in a market very different from our own.

Having never visited this show before, and heard all the talk of how important it is to the industry, I was surprised to find that it fitted into just one hall.

Mind you, it was a pretty big room, full of all the latest and greatest with a few surprises mixed among them.

The slant towards the utility and SUV market was obvious from the moment I entered the hall, with even the aftermarket suppliers using beefed up utes to promote their products.

For the most part, the manufacturer stands starred the light commercial models, with sedans and hatches taking second place. A good example of this was on the Suzuki stand, where the Carry ute took centre stage, with other models lined up either side.

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THAI TEMPTATION I suspect an Aussie motor show would see the Carry tucked away in the back of the stand, in favour of the latest hot sedan.

While most of the expected brands were on display, including Ford, Mitsubishi and GM, there were a few that might seem out of place among the commercials.

Manufacturers including Rolls Royce, Lamborghini and Mercedes AMG were on hand to tempt the wealthy, and serve as a reminder that there is still a place in the world for the uber-expensive luxury brands. Mixed in throughout the stands were a few smaller local body builders offering some interesting adaptations of already popular products.

The standout for me was a Hummer-style body fitted to a Toyota HiLux chassis.

The luxury mini van (yes, there is such a thing) is also very popular in Thailand. The idea being that you take a brand-new van, rip the insides out and turn it into a lounge room on wheels. There were examples on display based on Mercedes-Benz Vito and Toyota HiAce vans, with various enhancements to improve comfort.

While the interior opulence was obvious – with only four seats (instead of twelve), acres of leather, and even chandeliers – the treatment didn’t stop here. Sports body kits, air-bag suspension and neon lights also featured highly on those vehicles displayed. Then there is the entertainment system to consider – why not fit a 60” high definition TV, three games consoles and a stereo that will make your ears bleed? These are definitely not intended for the school drop off.

Aside from the main manufacturer hall, the accessories hall provided some interesting sights. While there were a lot of the common tyre, wheel and tool providers presented here, there were also a lot of smaller local companies displaying their wares.

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WEEKDAY

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& WEEKEND

WARRIOR The ute market is the most hotly contested segment in the Australian new vehicle market, making the decision of what rules the roost all that more difficult

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ight utes fronted up for the Delivery Magazine annual contest, with two models, the Mitsubishi Triton and Nissan Navara NP300, literally arriving fresh onto the Australian market.

Getting to the test on time meant a rapid drive from the media launch venue of Fraser Island for the Mitsubishi Triton, direct to the NSW Southern Highlands, home of the event.

Nissan was hamstrung by not being able to front up with a fully Australian spec’ NP300, for the back-to-back drive programme. With its national launch yet to take place at the time of our testing, its supply of Australian spec’ models was still on a boat bound for Perth.

The lack of supply problem meant having to settle for providing an early production model that was close, but not equal, to the final engineering sign off, in order to have a presence during the Delivery UOTY photography sessions.

As an example of how important the new Navara NP300 is to the Nissan Australia line-up, as soon as the boat docked in Perth the first dual cab down the ramp was registered and then driven directly to the Delivery Magazine test circuit in the NSW Southern Highlands. On a better late than never basis, this meant that it was able to be evaluated and compared to the other contenders.

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The introduction of Euro 5 and later Euro 6 exhaust emissions has resulted in a downsizing of engine capacity, but this has been achieved without losing expected power and torque levels.

Fronting up for the challenge were the two total newcomers, the Mitsubishi Triton Exceed and Nissan Navara NP300 ST-X, joining the segment leading Toyota HiLux in SR5 guise, the Isuzu D-Max, Holden Colorado LT-Z, Ford Ranger Wildtrak, Mazda BT50 XT-R and VW Amarok TDI420.

All the utes tested were fitted with fluid automatics, the majority of the five-speed transmissions being the Aisin unit with adaptive logic.

Ford and Mazda use the ZF six-speed, Nissan its seven-speed and VW the eight-speed ZF. Engine capacities range from the 2.0-litre of the Amarok, through the 2.3-litre of the new Navara NP300 and the 2.5-litre of the new Triton, to the 2.8-litre diesel in the Colorado and the 3.0-litre in the D-MAX, peaking with the 3.2-litre, five-cylinder in the Ranger and BT-50.

For those with a direct line for heavenly intervention, it’s worth mentioning that Nissan in the US is dabbling with the use of a 5.0-litre, Cummins V8 diesel. Certainly something to put on the future wish list for our market.

Prospective buyers in this segment can browse through the Delivery specification charts to compare basic data and power and torque figures, but of course they can’t determine the ability of each vehicle under a ride and drive comparison.

That is where this year’s test parameters were aimed, to establish what our judges believe are the best examples of performance, ride and handling, safety and desirability.

This evaluation was in no means intended to determine the best performer off-road in rugged conditions. The aim was to find which vehicle, in the unanimous decision of our judging panel, stands out from the pack.

WEEKDAY WORKHORSE & WEEKEND WARRIOR

Stuart Martin

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ast year, more than 130,000 4WDs were sold in Australia, which outsold every SUV segment in the country and every passenger car segment except small cars, so it’s no illusion that there are more of these vehicles towing tools during the week and toys on the weekend.

So far this year the trend looks like continuing unabated – up over 9.0 percent so far with key new products to further boost the sales.

What were once rough and ready workhorses now have to contend with commuting and family duties, which brings the dual-cab four-door versions of these utes to the fore.

Much like the country has ridden on the sheep’s back, so too has Toyota in the tray of the HiLux, but the new model scheduled for late this year can’t come quick enough for HiLux to maintain its ranking.

Toyota’s top-selling ute is due for a new powerplant and rumoured to have a host of active safety features, but you’ll need to ask Santa for one as it’s not due until year’s end.

An upgrade to a five-speed auto (when the rest of the serious contenders are sporting six or seven-speed automatics), not to mention a dozen extra kilowatts and 100 Newton metres of torque, puts the current HiLux out of the race, albeit wearing a distinguished service medal.

Isuzu’s D-Max sits in a similar patch of turf – a lowstressed 3.0-litre powerplant and a five-speed automatic also does the job, but it trumps the Toyota for towing capacity, ranked to pull 3.5 tonnes – as Isuzu (and Ford as well) likes to point out, that’s a tonne more than the HiLux. Holden’s Colorado was given the once-over by GM Holden and it has brought it up to near where most think it should have been when launched – it has the power and torque on paper to compete but the six-speed auto has only recently been given the smarts to make good use of it.

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THE

PHOTOGRAPHY BY MARK BEAN

MIDDLE

GROUND

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ive contenders lined up for comparison in the medium-sized van of the year contest, bringing together the segment-leading Toyota HiAce to do gentle battle with the Ford Transit Custom, VW Transporter T5, Hyundai iLoad CRDi and the latest entrant, the Renault Trafic.

Even the best efforts of German manufacturer Mercedes-Benz to include the all-new Vito failed at the last minute, with the company unable to get an example of its latest model to our shores.

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Although released into the European market last year, Vito does not materialise here until late 2015, prompting MB to withdraw from the contest, at least for 2015.

VW, likewise, has already launched its latest Transporter, the T6, into the German market, but chose to enter its outgoing version the T5 for evaluation.

Once again our judges were given the task of determining which of the contenders provided the highest levels of ride and handling ability, as determined through back-to-back drive evaluations over the same 25 km loop circuit.

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THE MIDDLE GROUND A United Nations line-up of manufacturers tilted at Delivery’s 2015 Mid-Size Van Of The Year title. But the winner’s accent was on innovation, practicality and refinement

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id-sized vans make the world go round. Or so it seems when you’re seated in a passenger car and sometimes feel you’re surrounded by them – especially, and most obviously, in cities and commercial centres. Combined with the fact most of those city centres are increasingly squeezing passenger cars out of their precincts, it’s no surprise that light commercial vehicle sales in Australia are powering ahead.

As commercial vehicle drivers ourselves, we’re well aware that – as the name implies – vans are the backbone of commerce. However, for much of every day they’re also our mobile workshops, storerooms, offices and, in some ways, homes away from home.

Hence the importance Delivery Magazine places on light commercial vehicle driveability, practicality and, importantly, levels of driver comfort. Hence, also our quest to find and recommend to our readers the head-andshoulders best vehicle in each light commercial category.

We do that by assessing the assembled best new and updated vehicles in each category over the same 25 km real-world road loop used to decide our respected Delivery Magazine Ute of the Year winner. Our judges then open, shut, clamber over, probe and annotate every feature and foible. It’s a time-consuming but revealing process.

From a judge’s point of view, the often-gruelling judging procedure also can be enjoyable – especially when the cream of each crop turns out to also offer a rewarding driving experience. In other words, if it’s comfortable, practical and, importantly, fun to drive our judges might happily hop straight back behind the wheel and take it for another lap, or two.

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LAUNCH

DAILY

DELIVERY IVECO’s completely new van range sets new standards for Australian buyers

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here’s a wind of change blowing through the nation’s IVECO dealerships and it’s literally starting from the lighter end of the market. As of right now, the all-new Daily is available across Australia and it covers a wider range under the one product name than any of its competitors.

Whereas the competitors market completely separate product offerings in the medium and large van categories, IVECO has a single name product range that’s available in a variety of different sizes with three different power and performance alternatives to cover every eventuality.

The Daily van range starts off with the 35S13 for the medium van segment. Available in three wheelbases and three overall lengths, together with a choice of two roof heights, they share a common GVM of 3500 kg.

Payload variations range from 1475 kg through 1565 kg to 1630 kg and there’s a choice of engines between a 2.3-litre, four cylinder diesel with 93 kW at 3,000-3600 rpm and with peak torque of 320 Nm rated at 1800-2500 rpm or a 3.0-litre with 125 kW at 2,900-3,500 rpm and peak torque of 430 Nm rated at 1500-2600 rpm.

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Unlike some of its competition that offers only a manual gearbox, the Daily comes with either a six-speed manual or an optional eight-speed ZF, full fluid automatic transmission, similar to that used by Maserati, Jaguar and Range Rover.

The next Daily model up the food chain is the 50C17. Available only with the 3.0-litre engine producing 125 kW and 430 Nm of torque, the GVM offers a car licence conforming 4,495 kg, or for those with a light rigid licence, rises to a GVM rating of 5200 kg, dependent on individual specification.

The 50C17 offers a choice of four wheelbases and two roof heights within three overall lengths ranging from 6048 mm through 7228 mm out to 7628 mm.

Cargo deck lengths vary from 3540 mm to 5125 mm with interior height of up to 2100 mm. Once again, buyers can choose between the six-speed manual gearbox and the eight-speed ZF automatic.

If the idea of a van doesn’t suit your precise needs the Daily 50C range offers a light truck cab-chassis variant.

Available in single and dual-cab versions, these follow the engine and transmission options of the vans but extend the power and performance available to include a top-of-theline four-cylinder, twin-stage turbocharged and intercooled diesel that produces 150 kW at 3100-3500 rpm and peak torque of 470 Nm rated at 1400-3000 rpm.

The dual-cab 50C version comes with a choice of two wheelbases and two overall lengths and offers seating for five passengers (six with a front bench seat) plus the driver, with a GVM of 4495 kg and a GCM of 7995 kg or a GVM of 5000 kg plus a GCM of 8500 kg.

DAILY DELIVERY There is also a 70C170D version of the dual-cab Daily, again with a choice of wheelbases and overall lengths and the two power options of 125 kW and 430 Nm or 150 kW and 470 Nm. The GVM rises on this model to 6700 kg, with a GCM of 10,200 kg.

The entire Daily range comes to our shores already sporting the European Van of the Year Award. That alone should set off some alarm bells ringing amongst its competitors by confirming this range is something special.

For starters check out the cab. The flat floor makes across cab access easy. Van buyers can choose if they want sliding side load doors on one side or both, plus the barn doors at the rear. Also up for selection is whether to go for the electrically controlled air suspension option at the rear, offering a softer ride for those carrying sensitive goods such as computers or glassware.

From a safety perspective the Daily offers ABS, ESP (Electronic Stability), with ASR (anti-slip regulation or traction control), HBA (Hydraulic Brake Assist), Hill Holder,

Adaptive Load Control, trailer sway mitigation, hydraulic rear wheel boost, roll movement intervention and roll over mitigation.

The driver gets to choose the added comfort of a suspended seat, just like the big rig drivers, but in this instance it can also be heated for those cold mornings in the country. As well as all the technology safety intervention systems, the braking system features disc brakes all round, reducing the risk of brake fade and keeping service schedules tight when replacement is due.

This feature is at first sight an introduction to the Daily range, with detailed analysis taking place in the months ahead as Delivery Magazine brings you more specific details on each individual category.

But first let’s just look at the basics. All the Daily range, whether it be a van, single-cab or dual-cab chassis version, comes with a full C-section steel chassis. The GVMs range from 3.8-7.0 tonnes and cargo volumes on offer range from 9 cubic metres out to 19.6 cubic metres.

The cargo deck heights of the new vans are 55 mm lower than the previous model and the new engine range returns an improvement in fuel economy that reaches 4.1 percent.

The cab interior is a great place to work, with easy to reach controls.

Drivers can choose to apply an ECO function when driving that alters gear change points and reduces power and torque in certain situations, or, as will be the case if they don’t pay the fuel bills personally, they can stay in full power mode and enjoy the additional performance.

And while on the subject of performance, drivers of the flagship models with the150 kW and 450 Nm four-cylinder engine matched to the ZF eight-speed will think they’ve found heavenly intervention. This is a great engine and transmission match that offers exceptional performance that simply is not available from some of the 2.0-litre competition.

Delivery drove all the different variants available at the launch programme of the new Daily and can confirm the high levels of design and sophistication that result in excellent ergonomics and very low interior noise levels.

Handling is predictable and the vehicle inspires confidence in all aspects.

Speaking at the Australian launch of the new Daily, IVECO Australia Managing Director, Michael Jonson, said the Daily range had all the necessary attributes to make an impact in the Australian market.

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VW proudly proclaims, the T series has been the number one in Germany for decades. Just why it decided to present its latest and presumably greatest product in Amsterdam, Holland, rather than at home base Hanover in Germany, is not exactly clear. Also unclear is why the event centred on guitarist Mark Knopfler, unless it was to suggest an affinity for the rock star who celebrated his own achievement of reaching 65 years, the length of time the Transporter has been on European roads. Certainly one would presume the relationship with “Dire Straits” has nothing to do with VW’s current performance, which is currently breaking all previous records.

Australia will have to wait in line for the launch of the T6 Transporter Down Under, with the local head office suggesting a suitable moment could be just prior to Christmas this year.

In its 65-year existence, Transporter has notched up global sales of some 12 million vehicles, suitable recognition indeed of its worldwide approval rating.

First impressions suggest that the designers have played the safe and responsible staid card, as the overall appearance, at least from a distance, doesn’t actually leap

The European market will be offering the Transporter in all its guises – those of panel van, double cab and Kombi, plus the passenger-carrying versions of Multivan and Caravelle and the recreational California. All these models are selected from two wheelbases and three roof heights.

The Australian market traditionally has avoided offering the full range of models, and it remains to be seen which products will be slated for sale Down Under.

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GENERATION SIX

out of the crowd suggesting that here is a groundbreaking new look. One obvious difference is the incorporation of LED lighting for headlights, rego plate lights and rear lights.

But, the devil is all in the detail, and with new engines and uprated safety systems there’s no doubt the buyer will be the ultimate winner.

Under the various T6 bonnets lies a complete new generation of TDI engines being launched for the Euro 6 markets. Hopefully VW Australia will simply move straight in to this emissions level for the benefit of our population and to contribute to a greener environment. For Euro 6 markets the emissions from the diesel engines are reduced by using AdBlue (Diesel Exhaust Fluid), stored in a 13-litre tank and providing around 7,000 km of treatment before top-up.

The engine installation remains transverse, angled forwards by eight degrees and driving the front wheels.

The diesel engine capacities stay at 1,968 cc, but for the global markets are available in a selection of power and torque outputs that cover the range of 62 kW, 75 kW, 110 kW and 150 kW. The petrol option is likewise a four-cylinder engine with a displacement of 2.0 litres, and it delivers either 110 kW or 150 kW. Engines up to 110 kW feature a single turbocharger with variable vane technology. The higher output, with the 150 kW version, runs with a two-stage turbo to produce 450 Nm of torque, available between 1,400 and 2,400 rpm.

An all-new cylinder head features a repositioning of the inlet and exhaust valves from beside each other to behind each other. VW claims this provides better maximum flow rates and improved combustion. It also means that each of the two camshafts controls both inlet and exhaust valves.

Volkswagen chooses Amsterdam and an aging rock star to preview its next Transporter

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Delivery foresees a strategic shift in emphasis from the cabover light truck, complete with tough chassis and bespoke tray or pantech’ body, towards the higher levels of sophistication and driver comfort afforded by the platoons of European vans assailing our shores.

ORDER The Quest for the Delivery Magazine Large Van of the Year

This is a world of fluid automatics and automated manual gearboxes versus the simpler and lower priced manual gearboxes. Sprinter has the 7G-TRONIC fluid auto and is now challenged by the all-new Iveco Daily with its eight-speed ZF fluid auto now available.

VW’s Crafter is due for replacement in 2016 after concluding its joint manufacturing venture with Mercedes-Benz, which relied on the Sprinter heading down the same production line as Crafter. Although both brands shared the body design, engines and transmissions were separately provided by the individual marques. There is some suggestion that the replacement Crafter, to be built at a new production facility in Poznan, Poland, could be also badged as MAN.

PHOTOGRAPHY BY MARK BEAN

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he first quarter of this year sees growth in the large van segment after a period of stagnation through the previous two years where the market settled at the 14,000 unit mark.

Already the VFacts registration statistics (YTD April) are showing 4,580 units, and with new products from Iveco with the Daily, Renault with the Master, Fiat’s Ducato and Ford’s Transit VO, the new arrivals polarise attention to this segment amongst potential buyers.

In the same way as VW grew the small van segment with Caddy, growth in the large van segment can be attributed to Mercedes-Benz with the Sprinter, winner of the Delivery Van of the Year Award for 2014.

Sprinter is currently holding 21 percent of this segment, ahead of the Isuzu N-Series, traditionally the leader of the light truck brigade, which lags behind by less than 2 percentage points.

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This is the result of influence from the newly-formed VW Heavy Commercial Group headed by Andreas Renschler, as it brings together the brands of VW, MAN and Scania.

IVECO’s new Daily range comes into our market wearing the crown of International Van of the Year, confirmation of its abilities by a judging panel representing the top European commercial vehicle publications.

Renault is also fighting hard for market share with its Master, gaining nearly 9 percent of the segment and doubling its performance by comparison with the first quarter of last year. Fiat’s Ducato is also scoring new friends, with a sales performance matching that of Ford, with each brand holding 6 percent of market share.

So there you have it, a synopsis of the large van contenders. Now read on to find just which brand reigns supreme in this category.

TALL ORDER

There were surprises – and disappointments – aplenty during this year’s Delivery Magazine Large Van of the Year shoot-out as Chris Gable found

W

Up against the big Benz was the latest iteration of VW’s Crafter, here in bi-turbo 35 TDI340 MW form and boasting a raft of safety features including ESP, ABS, ASR, EDL, Emergency Brake Signal and Hill-hold Assist.

Ford’s latest Transit VO, launched last year, also brought new technology with it, including stability control with rollover mitigation and driver, passenger, side and curtain airbags, together with the SYNC voice-activation system.

The Renault Trafic’s ‘big-brother’ Master was in twin-turbo L2H1 specification, now with stop/start tech, new safety features including Trailer Swing Assist, and impressive driver convenience features.

hen the going gets bulky – and underground carpark and loading bay height restrictions no longer apply – the tough get tall. In simple terms, that’s the philosophy behind large commercial vehicles.

Fiat’s new Ducato Extra LWB, launched here late last year, also brought safety gear including standard ESC with rollover mitigation and Load and Centre of Gravity Detection (LAC), reversing sensors and hill hold. It also brought such driver convenience items as Bluetooth and MP3 playback and a new five-inch touchscreen.

Just as it is for their less-lanky mid-sized brethren, demand for large vans is strong. And there’s a good chance that’s due in – ahem – large part to the inexorable rise of internet shopping. After all, those zillions of parcels zooming interstate and worldwide at the click of a mouse or ‘return’ button need to finally arrive at their end-user destinations somehow.

Also from Italy came IVECO’s newto-Oz Daily vans in both 35S17 and supersized 50C17 specs. Packed with impressive new tech, the big IVECOs were expected to be this year’s headline acts.

However, both Daily variants instead proved this year’s first disappointments.

Plus, of course, there always have been – and always will be – awkwardly tall items that don’t require a tail-lift and, perhaps because they’re also fragile, are better suited to being manhandled into skyscraping light commercials, anyway. You get the picture?

On paper, the mighty Daily is mightily impressive. And apparently it verified that claim on the smooth-surfaced main loop of Victoria’s Anglesea Proving Ground, where its Australian media launch was held this year. However, while smooth in some sections, Delivery Magazine’s 25 km test loop for both Ute of the Year and Van of the Year evaluations is decidedly ‘un-smooth’ in others. In other words, it’s representative of the types of surfaces encountered on real-world Aussie roads.

Back this year to defend its 2014 Delivery Large Van of the Year title was the Mercedes-Benz Sprinter, here in 713 mid-wheelbase specification. Still bristling with the outstanding safety features – including the impressive Crosswind Assist – ride comfort, fuel economy and drivability that helped it claim last year’s title, it was going to be a hard act to follow.

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