DELIVERY MAGAZINE ISSUE #70

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

www.deliverymagazine.com.au ISSUE 70 FEB/MAR 2017 RRP: $8.95

ISSUE 70 FEBURARY / MARCH 2017 Delivery Magazine is an AfMA Strategic Alliance Partner

HOLDEN

FIGHTS BACK




NISSAN

NAVARA

SINGLE, KING AND DUAL CAB OPTIONS AVAILABLE With a range of cabin and body configurations, the Nissan Navara can meet the needs of any business. Whatever vehicle you choose, you’re sure to find one that suits both your work and play requirements.


For more information visit www.nissan.com.au/tooloftrade

DX Single Cab cab-chassis shown with optional aluminium tray, ST-X King Cab pickup shown and ST-X Dual Cab pickup shown. ‥For full details of the myNissan Service Certainty program visit nissan.com.au/service. New Vehicle Warranty expires 3 years from date of first registration or after 100,000km (whichever comes first). Conditions apply. See nissan.com.au for more details. Terms and conditions apply to Roadside Assistance; please visit nissan.com.au/ roadsideassistance. FLT0166


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Kangoogled

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Toyota’s Time Machine

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Saddle Sore

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The G-Spot

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Second Thoughts

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A Van for all Seasons

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Colorado Country

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Taxi!

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The Humble HiLux

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Outback Toyota

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The Triton Challenge

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Yankee Yee Ha!

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Home on the Ranger

Renault’s baby load shifter gets more interesting by the month.

Steed manages a slow walk rather than a canter as Great Wall tries for Round II.

It’s taken its time to gain its credentials, but the latest Colorado is now a different beast.

Holden has worked hard to improve the Colorado to level-one status .

HiLux has a fight on its hands to maintain its first ranking.

Stuart Martin makes the choice between a Triton duet of GLX versus GLS.

Stuart Martin looks at how the ubiquitous farm ute has gained some new appeal.

Mercedes-Benz moves the appeal of the G-Wagon into domestic cab/chassis territory.

Delivery finds the best option to take a onetonne load under cover.

Mercedes-Benz heads for the iconic London black cab market with its latest Vito.

Brand loyalty takes on a whole new meaning at Black Rock.

Climb aboard the RAM 2500 to find how it fits in the Aussie outback.

Dave Whyte checks the latest ute upgrade from Ford.

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - Dave Whyte, Stuart Martin, Rob Randazzo Photography - Bandits & Co - Mark Bean, Warren Caves ‘Torque It Up’, Warwick Kent Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 307, Mittagong, NSW 2575 Telephone: 0248-785373 Email: info@motoringmatters.com.au Fax: 0248-785228 Website: www.deliverymagazine.com.au

Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence Advertising Enquiries National Business Development Manager arising from the reliance on information published. The opinions expressed in Delivery Magazine Email: advert@deliverymagazine.com.au Delivery are not necessarily the opinions of, or endorsed by the publisher. Phone: 0248-785373 Fax: 0248-785228 website: www.deliverymagazine.com.au Delivery Magazine is published by: Motoring Matters Pty Ltd

Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers. Follow Delivery Magazine on Facebook www.facebook.com/DeliveryMagazine


FEB MAR

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4X2 Small Cab/Chassis Utes

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4X4 Vehicles

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Small-Medium-Large Vans

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People Movers

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Light Trucks

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Chris Mullett

EDITORIAL

I

n this issue the Delivery team visits both ends of the ute market, starting with the latest from China in the form of the Great Wall Steed and finishing up with the exact opposite in the ute world, the all-American RAM.

It remains to be seen if buyers warm to the Great Wall products after those that bought the previous versions found they were worthless on the used vehicle market.

What will probably prove to be a better investment, even at a much higher entry-level price, is the RAM, which becomes a new Australian, albeit with a not inconsiderable degree of Aussie ingenuity to make it legal by transferring the steering wheel to the appropriate side of the vehicle. In between these two contenders, Delivery has been peddling ute power in the form of the Mitsubishi Triton GLX and GLS, and the Holden Colorado in the guise of the Z71 and LTZ. Into the mix we’ve added the latest Ford Ranger, the HiLux SR5, the Landcruiser 78 Series and the Mercedes-Benz G-Class that is now available in cab/ chassis form. It was the outgoing President of the United States, Barack Obama, who mentioned, “You can put lipstick on a pig, but it’s still a pig”, a modern update of the 16th century maxim, “You can’t make a silk purse out of a sow’s ear”. If you are wondering what this has to do with utes then here’s the link. A ute was basically a combination work and family vehicle that by its very name was “utilitarian”, something that was designed to be useful or practical rather than attractive. The modern-day ute retains those values, but, no matter how many fancy bells and whistles are attached to the top-of-the-range models, for some buyers it’s still a ute, designed for work. The release of the latest VW Amarok with V6 power, the Ford Ranger Wildtrak and the yet to be released MercedesBenz X-Class take the price of a ute skywards into the $70,000 and above bracket. Meanwhile, the RAM and other American-sourced (but right-hand-drive converted) utes are hitting the $140,000 mark and still climbing. To put it bluntly, for similar outlay you could be driving a prestige car and still have the change in the bank to add a workhorse ute as a second family vehicle. So, what makes it attractive to a buyer to choose what started off in life as a workhorse when a prestige car provides a better driving experience than bouncing around on leaf springs in a ute that weighs around two tonnes?

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The new breed of top-of-the-line utes provides a change in aspirational appeal, especially when the new MercedesBenz X-Class has an interior to rival that of a prestige car. Capable of doing hard yakka when necessary, it can literally become a Jack-of-all-trades to cover the space between opulence and ability. Given that our national speed limit makes it hard to justify sports car performance and high top speed, there’s every reason to believe your upmarket ute is equally capable of providing driver satisfaction, plus your purchase decision opens up a whole new world of options for buying. Choose carefully if you habitually want to tow heavy trailers or floats, as in this application it’s difficult to beat the American heroes of the RAM, Ford F-Series or Chevrolet families. When towing heavy weights you need personal mass to maintain safety, and, although the smaller utes may claim ability, they don’t deliver the same safety levels as the larger units. Bear in mind that your dream ute may actually limit your business activities. Keep an open mind, as when purchasing any light commercial vehicle you need to consider the whole objective and not just rule with your heart. Don’t overlook the van alternative as some of the crew vans also give space for the family. With a bulkhead in place behind the second row of seats, the cargo area is segregated from the passengers, but the load remains easily accessed through side and rear doors. The correct choice of vehicle for your business may not be the correct choice of vehicle for your family. If you take the time to consider exactly what is right for each category, you might find your buying decision alters. Instead of compromising, you might be buying better functionality, higher safety levels and perhaps two vehicles in the driveway at less cost than the original first thought. Delivery Magazine is here to help you make that selection and to ensure that what you buy does the job. Thanks for joining us, and, as always, stay safe and enjoy the drive. Kind regards,

Chris Mullett. Managing Editor/Publisher.


volkswagen-commercial.com.au

Includes 92kW TSI with DSG and a corporate escapee.

The Caddy. A lot goes into a Volkswagen van. People who start their own small businesses put a lot into their van. Not just their supplies, but also their hard work, time and the career they left behind to follow their passion. At Volkswagen, we’ve loaded our Caddy with innovative features like a 92kW turbo charged petrol engine, DSG transmission, BlueMotion Technology, touch screen audio, with City Emergency Braking* and Adaptive Cruise Control* as optional extras. We put in so much, because you put in so much. *Safety technologies are not a substitute for the driver’s responsibility of the vehicle.

VGACV0118_Caddy_DeliveryMag_297x210_R2.indd 1

23/11/2016 17:23


FEATURE

Renault’s baby load shifter gets more interesting by the month

Kangoogled

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KANGOOGLED

It’s Delivery Magazine’s favourite small van, and it’s rapidly becoming acknowledged by buyers in the light commercial vehicle segment as the best of the little league. That’s how much of an impact the Renault Kangoo has made in this market segment where traditionally the crown was held by Volkswagen with the Caddy. Renault has delivered more than 4000 versions of the Kangoo since the current-generation model was launched in Australia in 2011. It will take a full Australian pallet between the rear wheel arches and the standard specification of a sliding door on each side of the vehicle makes it extremely popular. The Kangoo has been steadily increasing its market share as a direct competitor to the Volkswagen Caddy, with Australians buying 1118 Kangoos .

with its rear seats folding flat into the floor of the cargo area that justifies purchase on the grounds of being cleverly designed and total functionality, whether used in courier work or for carrying kids to sport on Saturdays. Buyers of the short-wheelbase previously came home with their Kangoo powered by a 1.6-litre, fuel injected petrol engine that offered the choice of either a five-speed manual or four-speed automatic. That’s all changed for the new year as the 2017 driveline for the Kangoo has jumped to a more fuel-efficient 1.2-litre turbocharged petrol four-cylinder that’s coupled to a six-speed transmission available either in manual or automated form.

Kangoo not only retains a diesel option, it also introduces a new turbocharged petrol four cylinder that could add to its appeal.

Compared to the outgoing 1.6-litre, naturally aspirated, petrol motor, the new 1.2-litre turbo unit provides a reduction in fuel consumption by 21 percent for the manual to return 6.2 l/100 km – almost a full litre better than its predecessor, but offering 30 percent more torque and 8.0 percent more power across a lower and wider rpm spread. Fuel economy for the automated manual comes in at 6.5 l/100 km, providing a virtual improvement of 2.6 l/100 km compared to the previous petrol motor.

Australian’s purchased 1118 Kangoos, and, although the Caddy eclipsed this figure by 588 units, it’s fair to presume that with its diesel engine range on the nose there’s every chance for the Kangoo to move ahead on sales percentages for the new year.

The new 1.2-litre turbocharged engine offers better real-world performance than many larger naturally-aspirated engines. For those that prefer not to change ratios themselves, the automated manual gearbox is based on a six-speed Efficient Dual Clutch (EDC) automated gear change.

In terms of competition, Citroen has been making a good fist of things by increasing its performance by nearly 140 percent to take 8.4 percent of the segment with its Berlingo. Fiat came in at under half the performance of the Berlingo, managing 133 sales for a market share of 3.6 percent. Considering its age, Suzuki’s APV managed very well indeed, scoring 12.6 percent market share to finish the year with sales of 472 units for a product that is basically an uninspiring box on wheels.

“The Kangoo petrol auto has been the best-selling variant to date, and we expect a high demand for the new EDC, which has two more gears than the auto it replaces. This variant has been the most affordable van of its type on the market, and this is set to continue with the new version,” said Lyndon Healey, senior model line manager for Renault Light Commercial Vehicles

The baby Volkswagen still outsold the little Renault by 588 units, but sales for 2017 may suffer as the Caddy can no longer offer a diesel engine in the range.

Those looking for the fuel economy benefits of a diesel have to steer towards the Maxi and Maxi-Crew versions of the Kangoo where a strong and willing 1.5-litre diesel lurks under the bonnet. Matched to a six-speed manual transmission, without an auto option, it’s the versatility of the Crew version

“The success of Kangoo to date has been no surprise given that it’s the right product at the right price, backed with the right reassurance package that customers in this segment demand. The long warranty and excellent service and parts support provide a high level of overall value that is further enhanced by strong residual values,” Lyndon said.

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FEATURE “The additional equipment included in the 2017 Renault Kangoo petrol versions makes this light van quieter, safer and easier to drive. Over five years and 100,000 km, the fuel savings alone will make it less expensive to own than the vehicle it replaces.

With peak power of 84 kW at just 4500 rpm, and 190 Nm of torque available between 2000 and 4000 rpm, the Kangoo’s new direct-injection engine is 6 kW more powerful than the previous 1.6-litre unit, while torque increases by a much more useful 42 Nm.

“Traditionally, the petrol-powered versions have accounted for around 60 percent of Kangoo sales, and we are confident the new drivetrain and additional specification will give the Kangoo extra appeal against its natural rivals in this market”.

Peak power is now achieved 1500 rpm earlier, while peak torque is spread across a wide, useable band compared with the previous engine’s torque peaking at 3750 rpm. This benefit comes from the use of turbocharging to deliver a fatter torque curve much lower down the rev range, which in turn improves acceleration. Reduced noise and vibration for a quieter drive, and less engine wear are further benefits.

As before, the petrol Kangoo comes with the standard wheelbase body, offering 3.0 m3 of load space. It has a tailgate as standard (barn doors are optional) as well as sliding doors on both sides of the vehicle, for added convenience for urban operators who often work in confined loading and unloading areas. The new Kangoo is priced from $23,490, and, in addition to the new engine, adds a slew of safety and convenience equipment. The new all-aluminium, petrol-powered, 1.2-litre, fourcylinder engine is a version of the unit used to great effect in the Renault Clio, Captur and Megane passenger cars, and is retuned for LCV work. The engine is 10 kg lighter and uses a low-friction timing chain that lasts the life of the engine, saving on whole-of-life running costs.

There’s a combination of reasons for the improved fuel economy and these include Renault’s idle stop/start system (on the manual transmission version) and Eco mode, as well as a variable displacement oil pump, lowfriction timing chain and reduced engine weight. The rated exhaust emissions also fall, to 144 g/km for the manual and 147 g/km for the EDC auto transmission. The six-speed manual gearbox is derived from the previous generation Clio R.S. and has a light clutch action assisting the changes. Engine speed at freeway cruise is reduced by 30 percent to 2450 rpm.

“Thanks to the Kangoo being based on the platform of the Scenic people mover, the Kangoo drives like a comfortable passenger car”

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KANGOOGLED

The EDC automated gearbox, with manual shift over-ride, maximises the performance of the engine, with ultra-fast shift times (290 milliseconds) allowing surprisingly spritely performance, again from low revs. The new engine comes with an array of features not previously available in the petrol-powered range. These include hill-start assist and Grip Xtend, driver and passenger airbags including side airbags, cruise control and speed limiter, reverse parking sensors, and Eco Mode. For the manual transmission versions, Energy Smart Management and stop/start are now available. All standard-wheelbase petrol models feature a new rubber cargo mat for the load area, which reduces road noise in the cabin. These features now mirror those offered in the long-wheelbase turbodiesel Maxi versions. Buyers of the new turbocharged petrol engine gain Renault R-LINK enhanced satellite navigation complete with a seven-inch colour touchscreen, as well as access to a rearview camera. Also available are the same 15-inch ‘Aria’ light alloy wheels as fitted to the Maxi Crew, as well as glazing for the side sliding doors. A fold-flat front passenger seat is also available along with an overhead parcel shelf, a steel bulkhead to be fitted behind the seats, anti-slip timber floor and the highly individual ‘Girafon’ retractable roof flap. To keep things simple, Renault is offering a Kangoo Pro Pack for the petrol-powered models that comprises R-LINK enhanced sat/nav, overhead cabin storage shelf and glazed dual rear and side sliding doors.

The new Kangoo Lifestyle Pack is only available on the long-wheelbase variant, with the 1.5-litre turbo diesel engine and six-speed manual gearbox. Priced at $1290, the Lifestyle Pack adds visual, comfort, technology and privacy features to the standard specification with the R-LINK enhanced audio and navigation system with seven-inch touchscreen and digital radio, leather-wrapped steering wheel, and rear ventilation outlets for the second-row passengers. Externally, the Lifestyle Pack adds a colour-coded front bumper, a painted rear bumper, gloss black door mirrors, and extra tinted privacy glass. Rear side windows are a dealer fit option, priced from $290 plus dealer fitting. All Kangoos built after June 2016 come with driver and front passenger side airbags and rear parking sensors for additional safety and security. “Thanks to the Kangoo being based on the platform of the Scenic people mover, the Kangoo drives like a comfortable passenger car, and business users have access to a very versatile workhorse that is 100% claimable as a business expense for ABN holders,” Lyndon says. Like all Renault LCVs, the Kangoo is equipped with a three-year/200,000 km factory warranty and three years of roadside assistance, plus the first three scheduled services are capped at $349 each. Kangoo requires servicing only once each year, or every 15,000 km (whichever comes first), making it a very efficient business tool.

For those looking to capitalise on the additional space provided by the Kangoo Maxi Crew long-wheelbase model, Renault has introduced a new up-spec work-and-play option pack for the popular five-seater. DELIVERY

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SADDLE SORE FEATURE

Steed manages a slow walk rather than a canter, as Great Wall tries for round two – Words by Stuart Martin. 14

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SADDLE SORE The return of Great Wall with its renamed ute – the Steed – boosts the models available in the lower end of the market, but drivers will need spurs to make rapid progress. The newly renamed dual-cab ute has an upgraded features list, new nose and cheap pricing, but a largely unchanged drivetrain requires work to get it going. There’s also no automatic transmission option – the only gearbox on offer is a six-speed manual. Fortunately, it has a good shift action, that’s both clean and quick, which is a good thing because it gets a lot of work.

The lined tray has four tie-down points to restrain a payload of up to 1010 kg, and there’s a braked towing capacity of two tonnes – the latter also well down on the segment average – but the underdone outputs would mean compulsory patience when fully laden. In contrast to its alleged target market of tradies and cockies, the standard features list is far from bare, as it sits on 16-inch alloy wheels, with man-made ‘leather’ trim, carpeted floors, power windows and heated exterior mirrors, heated front seats, climate control, side steps and a sports bar. There’s also a six-speaker sound system with USB (although not capable of charging) and Bluetooth, which has not been given the easiest pairing procedure to complete; the wheel-mounted volume and track selection controls are also not easy to use without getting unintended consequences. The infotainment and climate control is contained within a centre stack that is clean in layout, if a little old fashioned in overall appearance. The driver gets a tilt-only leatherwrapped steering wheel and gearshift knob, cruise control (part of a suite of illuminated steeringwheel-mounted buttons) and a centre display with trip computer and plenty of other information, but no digital speed readout. Great Wall also includes a reversing camera – part of a $1000 option pack that also adds satellite navigation – but the former should be standard.

The Euro-5-compliant, 2.0-litre, common-rail, turbodiesel four-cylinder only produces 110 kW at 4000 rpm, with 310 Nm of torque from 1800 through to 2800 rpm. When behind the wheel and in search of forward progress, it needed at least 2200 rpm on board to get underway at a reasonable pace. It’s well short of the norm for the mainstream marketplace – Isuzu’s long-serving D-Max looks muscular by comparison at 130 kW and 380Nm, Nissan’s single-turbo-diesel entrylevel Navara offers 120 kW and 403 Nm, and the Triton delivers 133 kW and 430 Nm. The Steed claims fuel economy of 9.0 litres per 100 km (it hovered about 1.5 litres above that for most of our time in the vehicle), but its thirst is not class leading and doesn’t make up for the lack of grunt.

The cabin is reasonably quiet and not unrefined, so as to make not a bad place to reside, with carpet beneath the feet and manmade ‘leather’ under the rump, as well as some soft-touch plastics (and some not-so-nice plastic bits as well). Low-set steering conspires with the high-set driver’s seat to sit a little higher than is ideal, but there’s enough headroom to spare, even though width within the footwell is a little tight. The seats themselves are well cushioned but you sit on them rather than in them, with not much in the way of lateral support. Due to the lack of spirited performance, that’s not as much of a problem in this ute as it is for those that can corner with intent and a few more horses in harness. Seated in the rear behind my own driving position left me without having to struggle for space for legs or head, but neither is it cavernous. The seat angles are also a little too close to 90 degrees for absolute comfort, but for short trips it wouldn’t be an issue as seat comfort is reasonable. DELIVERY

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FEATURE A double-wishbone front with a leaf-sprung rear suspension delivers a reasonable ride quality, but that improves with a few hundred kilos placed strategically in the tray. The handling side of the equation is also below par, impacted most severely by the over-assisted power steering that leaves the driver with little idea as to what’s happening with the nose. If the driver is prepared to stir the gearbox and assign some faith to the front end, then slowvehicle lanes aren’t going to be required, but load it to the hilt and that will change. Unsealed surfaces are going to present more issues for the driver as the steering vagueness is compounded by a paranoid stability control system. Slow speed with city work is fine, but once on a country road the over-involved power steering quickly erodes confidence in the front end – undue body roll and a twitchy unladen rear don’t help either. Gruntier off-road work is viable with low range, but ground clearance sits at a low 171 mm. Not even a match for a Passat Alltrack, which claims 174 mm, and that’s designed more for snow bunnies than rock hoppers, so caution when clambering over rocks would be advised. Crash test rating organisations and the Chinese manufacturers have not always seen eye to eye, and, as yet, the new Steed’s rating has not yet been announced by ANCAP. The 2016 version’s safety features list suggests it would go closer to a five-star ranking (its last test some time ago yielded two stars), but the new model now includes six airbags, stability and traction control, tyre pressure and temperature monitoring. There’s also a full-size spare wheel, automatic headlights and rain-sensing wipers, an auto-dimming centre mirror, halogen headlights, LED tail lights, daytime running lights, front fog lights, hill-start assist, lap-sash seat belts for all five occupants, rear parking sensors, but, as mentioned previously, no standard reversing camera. The headlights are below par on both beams, and even at the highest point of adjustment were too low. The forward illumination also suffered in automatic mode as it refused to implement high beam – finally accomplished by switching to manual lighting mode. The car also kicked off warning chimes for the lights being left on when in full automatic mode.

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Servicing with a capped-price scenario is not available, but attention is needed every 12 months or 15,000 km, while the manufacturer covers the vehicle with a threeyear/100,000-km warranty, which includes three years free roadside assistance from the resurrected dealer network now numbering more than 50 outlets. It may well fall to the Mahindra Genio dual-cab to go head to head with the Steed, given it’s priced from $27,990, as the odd-looking ute from Mahindra drives better than many expect, while offering better interior space. Like the Steed, it isn’t over-endowed with horsepower, but the Genio is a reasonable alternative for the outlay. A budget stretch into the $30-40K range is the alternative, into the likes of Mitsubishi’s Triton GLX+ dual-cab, which is sharply priced from $36,990, or an Isuzu D-Max SX dualcab, from $42,900. Both the Triton and the D-MAX will deliver around 130 kW and decent amounts of torque – 380 Nm for the Isuzu or 430 Nm for the Mitsubishi – as well as automatic options and better towing capacities. There’s obvious improvement from the Great Wall breed with its new Steed, but it still has some way to go before it starts to cause serious concern for other LCV brands. Drivability remains an issue in comparison to the everimproving segment leaders, and, while it is priced to attract buyer interest, its powerplant and capacities fall short.


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FEATURE

I

t’s highly reassuring, though not necessarily a regular occurrence, when you find senior management of a vehicle manufacturer that is genuinely enthusiastic about its products.

It certainly used to be the case that anyone working in the car industry was an enthusiast. But these days the industry looks for tertiary qualifications ahead of passion and perception, forgetting perhaps that some of the great leaders of the auto industry came from racing or engineering backgrounds and started from the shop floor.

Rather than downplaying its dual-purpose role of family transport and load lugger, the Z71, with its high bonnet and muscular almost US-styled “truck” appearance, suggests that it is capable of anything, while flexing its biceps and showing off its six-pack. The 2.8-litre Duramax turbocharged and intercooled diesel engine is matched to a six-speed manual or automatic transmission in the Z71, with maximum power of 147 kW produced at 3600 rpm.

A recent conversation with Ben Lasry, of Holden’s light commercial marketing department, provided a high degree of hope that General Motors was once again rewarding interest and involvement in those that represented the brand. His enthusiasm in commenting on the improved ride and handling and substantial upgrades to the latest version of the Colorado were full of firsthand experiences rather than glib marketing phrases, so much so that at Delivery Magazine we thought we should return the compliment and spend more time with the product. The bright red Z71 model we’ve been driving for the past week on evaluation is certainly not something to lose easily in a busy car park. Rather than blending in to its environment, the bright red paintwork and highlighted black bonnet panels have an element of HSV imagery about them, suggesting that the 2017 Colorado is indeed a cross-over vehicle, rather than an out-and-out off-road bush slogger.

C O L O R A COLO DO Holden has wo rked hard to im prove the Colo undoubtedly it rado, and the la s best yet – W test version is ords by Chris M ullett 18

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COLORADO COUNTRY There’s a variation in engine programming when it comes to peak torque output between the manual and automatic transmission, with 440 Nm between 1600 and 2800 rpm for the manual, and 500 Nm between 2000 and 2200 rpm for the auto. The CO2 emission rating is 210 g/k. The Z71 – or possibly we should call it Zee 71 as the company these days is very much focused on its North American origins – is the top-of-the-line version in the Colorado range, and, as such, it comes with a suite of goodies on top of the standard spec that in itself is pretty high with inclusions.

The big-ticket item across the entire range is the five-star ANCAP crash safety rating. Even the base model LS has daytime safety running lamps, seven SRS airbags, rear park assist including a rear camera, auto on/off headlamps, trailer sway control, hill descent control, electronic stability programme, cruise control and hill start assist. By the time you move through the ranks from LS to LT and then to LTZ, you’ve gained forward collision alert, lane departure warning, tyre pressure monitoring, a six-way powered driver’s seat and a few more media infotainment enhancements. As you progress through the various models the wheel rims increase in diameter and the rubber shrinks in terms of aspect ratio, reducing tyre squirm on cornering but tending not to absorb the road bumps quite as well. With the 16inch steel rim of the LS the tyre fitment is a 245/70R16, the LT hits the road with a 17-inch rim and a fitment of 255/65R17, leaving the LTZ and Z71 to revel in the visual appeal of the 265/60R18s. What is interesting with the Colorado is that the new 2017 version is such a better all-round vehicle. Noise levels are lower, ride comfort has improved, drive ability is certainly better and more sophisticated, and the electric powered steering is as positive and responsive as the average driver would notice. The fitment of a rear-vision reverse camera on all crew-cabs (with wiring provided for cab-chassis models) is something that all vehicles should feature as mandatory. Also, coming from someone who is possibly anal when it comes to tyre pressures and tread depth, the inclusion of a pressure monitoring system means the ability to spot a potential tyre deflation before it becomes an accident, or, at the very least, a fractured and disintegrating rubber doughnut that can’t be repaired.

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FEATURE

Being more interested in the mechanical bits and how it drives, rather than the extensive capabilities of the audio system, leaves me at least aware of the infotainment system that includes Holden’s MyLink system with mobile phone projection via Apple Car Play and Android Auto. Most of the time, especially in heavy traffic, I travel with the radio turned off, as I find the more comprehensive the audio entertainment, the more it encroaches on levels of concentration. The driver intervention systems undoubtedly can save a life where a driver is inexperienced or simply has drifted off in terms of the concentration levels that monitor the events occurring around them. While The Stig circumnavigated high-speed circuits for Top Gear accompanied by music of various origins at high volume, one can assume that, as it hasn’t caught on with V8 Supercar or Formula 1 drivers, most believe it does impinge on concentration levels and therefore safety. There’s been a lot of change taking place under the bonnet on the 2.8-litre Duramax engine, which is sourced from engine manufacturer VM Motori. For those readers that have not had much exposure to VM Motori, this is a company that can trace its origins back to 1947, when two Italian entrepreneurs, Vancini and Martelli, decided to combine forces to design and build diesel engines in Cento, Italy. Ownership and affiliations have changed through the years, with VM Motori supplying diesel engines to Chrysler for fitment in the Voyager and Cherokee. Global acceptance of the company’s diesel engine technology resulted in further engine sales to other manufacturers such as Ford, General Motors, Rover and Alfa Romeo. The General Motors connection developed after various equity transfers and ownerships with Detroit Diesel Corporation of North America, Daimler Chrysler and, subsequently, the Penske Group, which remains today as a 50 percent equity deal with General Motors. As a Euro 5 emissions certified engine the Duramax 2.8-litre features a diesel particulate filter, and, thanks to a new acoustic sound insulation pack, the noise, vibration and harshness levels have substantially decreased.

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Also worthy of note is the fuel economy, which ranks as one of the better performers in the ute category. Driving for fuel economy, Delivery Magazine found returns of around 6.8-7.4 l/100 km were quite achievable in highway running, bettering the Holden figures of 7.9 for the manual and 8.7 for the auto. If there was anything we really didn’t like that much it was the current trend by manufacturers to run on high ride heights, then adding high-sided tubs so that it becomes almost impossible for a standard-height person to reach over the sidewall of the tub to access the cargo. It may add to the beefy macho appeal, but it’s difficult to live with on a daily basis. For those intent on towing their home or boat behind them, the GCM is 6000 kg (Gross Combined Mass) and the maximum towing limit out of that is 3500 kg. Maximum payload for the Z71 with an automatic transmission is 1007 kg. Remember though, to add the weight of the passengers and the cargo to the kerbweight of the vehicle, and then deduct that figure from the GCM to provide the safe laden weight options on the trailer. A final aspect of the Colorado that does get the Delivery Magazine tick of approval is the effort that Holden has undertaken to provide a wide range of accessories, for once showing that a dealership can be a one-stop shop for all sorts of presents with which to adorn your new Colorado. From seat covers to light bars, bash plates, canopies and cargo liners, bike carriers and fender flares to additional cup holders, there’s a huge range of accessories that support the notion that Holden is very serious now about gaining market share. As the best version of the Colorado to yet hit the market in its history, Delivery Magazine reckons that Ben Lasry was right on the money, providing a warning note, or is it a challenge, to the Ford Ranger.


QuickFit TRAYNET

Secures Internally Tangle Free QuickFit Clip System The QuickFit TRAYNET‘s unique clipping system is designed to attach to all Triple M and most Genuine Aluminium Tray Bodies. Once the clips are attached to the tray body, they provide secure anchor points for the TRAYNET to attach to. When the TRAYNET is removed, the clips can remain on the tray body, this prevents the net becoming tangled. The TRAYNET is available in two sizes: Small (Suits trays 1.65m to 1.80m) Large (Suits trays 1.95m to 2.55m)

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Order your QuickFit TRAYNET now 1800 773 030 or sales@tmhpl.com.au Other Triple M Accessories available

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FEATURE

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It’s tak en a differ its time to g ai ent bea st from n its credenti al the ear ly vers s, but the lat e ions – report st Colorado i by Stua s rt Mart in. tarting behind the eight ball has never been

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better demonstrated than by Holden’s Colorado. It was a long way off the pace and underdone when it arrived to replace the outgoing machine, shared with Isuzu, as well as running into the Australian-engineered Ford Ranger, it’s BT-50 cousin and the Volkswagen Amarok.

The segment standards meant updates to the Colorado brought it closer, but, as the segment leaders kept shifting the goalposts, Holden had plenty of work still to be done. With this latest update, the Thai-sourced light-commercial wears a Holden badge on a much more handsome snout, which puts it ahead of the Mazda for aesthetics straight away. We’re driving the top-spec LTZ in automatic guise, which is a $52,690 proposition, but it has an equipment list that’s nothing at which to sneeze – single zone climate control, touchscreen infotainment with built-in sat/nav and full smartphone integration, cloth trim (leather remains an option), power-adjustable driver’s seat, power windows and mirrors (which are also folding and heated), carpeted floor, decent door pockets and rear under-seat storage. It’s still powered by a largely-unchanged 2.8-litre, which when teamed to the auto offers 147 kW and 500 Nm and delivers it with a typical four-cylinder diesel soundtrack. The updated auto has a revamped torque converter lockup function, but it still seems to take too much of the edge off the outputs.

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It seems a little quieter than the superseded vehicle – thicker glass and some structural changes have helped – but the accelerator still needs a solid prod to get a decent response from the powerplant. After almost 900 km of varied duty in the Colorado, the vehicle’s comprehensive trip computer (with a digital speed readout among a wide range of info on offer) was reading 11 litres per 100 km at an average speed of 34 km/h from the 76-litre tank, which, given it endured plenty of commuting, low-range off-road work and towing, was not beyond expectations. The chassis feels tighter and stronger, and changes to the steering ratio give an improved response, thanks to Holden reducing the turns lock-to-lock to 3.3. The LTZ also feels like it benefits from being on Goodyear Wrangler tyres on the optional black alloy wheels. A stint with the tub – which measures 1.4 m by 1.5 m wide and 1.1 m wide between the wheel arches – highlighted that for unladen running it showed revised damping and tweaked spring rates have seen the ride quality remain more than decent, without being outstanding, and sitting near the better vehicles of the segment. When there’s work to be done – having removed the awkward soft tonneau cover – any suggestion of ride ruffles are smoothed out nicely with a few hundred kilograms on board in the lined tub, with only the absence of a 12-volt outlet (seen in Amarok and Ranger) noted.


LTZ The LTZ tips the scales at a 2121 kg kerb weight, with a GCM of 6000 kg, a braked towing capacity of 3500 kg and a 1029 kg payload listed by industry websites, but the spec sheets avoids the payload subject. Covered by the brand’s lifetime capped-price servicing program, the intervals are every nine months or 15,000 km (at the time of writing priced from $349 to $409 for a major service), with a three-year/100,000 km warranty that’s not the best in the segment. The cabin is a much better place to spend time than its forebears from the perspective of using the equipment in the dashboard – it’s a clean layout now dominated by a MyLink eight-inch (up from the seven-inch unit in lowerspec models) touchscreen with Apple CarPlay option if you want it. The mapping for the built-in system is easy to see, and pairing phones to the Bluetooth link within the good-quality seven-speaker sound system (with digital radio reception and music apps) is one of the easier systems to use. The fact that it doesn’t force the driver to use the smartphone integration and use the USB cable to allow charging, is an example of some thought being put into the systems, as is the climate control’s habit of dropping the fan speed if a phone call is made using the Bluetoothconnected phone.

The brief opening and closing of windows to limit the buffeting when a door is shut is also a neat trick. The driver gets an auto-dimming centre mirror and a leather-wrapped steering wheel with audio, phone, trip and cruise controls, but there’s only tilt adjustment, which is an ongoing grumble for many – but not all – that feature in this market segment. Gripes about the driving position and view are few – the rear window view benefits from removing the rear centre headrest and stashing it under a seat. But the driver’s seat would be well served by the ability to tilt the seat cushion; more steering adjustment (including reach) wouldn’t go astray either. Rear occupants get a fold-down armrest and a 12-volt outlet, but there’s no USB or vents. Safety features for this five-star ANCAP ute include seven airbags, stability and trailer sway control, forward collision and emergency braking, lane departure warning system, hill descent control, rain sensing wipers, automatic halogen headlights, front and rear parking sensors, a reversing camera and tyre pressure monitoring. The test vehicle was also used as a demonstration of the updated accessories list on offer with the new model, with just about as many aftermarket bits as could be fitted.

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It was sitting on black 18-inch alloys with Goodyear Wrangler tyres, which brought it up a notch in terms of looks and added some functionality. Also handy was the rear steel bumper with steps, which made standing on the rear for loading or tray access an easy task. Underbody protection was reassuring, and tubular side steps made the journey into the cabin a little easier. Weather shields on the windows helped with ventilation during rain and quick cool-downs after it had been parked in hot conditions. Sun shades for the rear side and rear windows were also welcome in warm conditions, although the quick-removal clips might not withstand serious corrugations to hold the screens in place. The nose had been fitted with the steel ‘safari’ bar that replaces the entire bumper, and also had the LED light bar to effectively illuminate the road ahead. Cupholders aiming to mimic the functions of some competitors’ equipment sit in front of vents for drink heating and/or cooling, but it does block the driver’s access to the headlight controls. All up, the accessorised LTZ totalled a little over $72,494, a vehicle that stood out from the growing crowd of dual-cabs on the road. The substantially-refreshed Colorado is much closer to where it needs to be in terms of its competition, but this market segment is fast becoming the one to watch for deals, incentives and marketing programs to move metal.

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Holden has had the price advantage in the past and now has the vehicle that doesn’t need to use value as its main sales pitch. That said, the segment has continued to develop. Although it could be said the Colorado has not done enough to put it at the top of a shopping list, it’s done enough to make it a must-drive for those in the dual-cab ute market.


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FEATURE

HiLux now has a fight on its hands to maintain its first ranking in the face of stiff competition – words by Stuart Martin.

Oh what a feeling! Well almost. Once it was the HiLux first and daylight second, much like Toyota’s lead in the new vehicle sales race. But the competitiveness of the light commercial vehicle segment has caught up to what was once the clear leader, leaving the new-look HiLux fighting to keep its elongated nose in first place…just.

The flagship of the HiLux range is the SR5 dual-cab, which in manual guise asks $54,390 – that’s also $2000 cheaper than the 2.0-litre turbo 132 kW/420 Nm VW Amarok Highline and $5000 below both the 147 kW/470 Nm Ranger Wildtrak and the new 165 kW/550 Nm V6 Amarok. Holden’s revamped 147 kW/500 Nm Colorado Z71 is $600 more, and the top-spec 133 kW/430 Nm Triton Exceed is $6000 less.

This year, the HiLux has topped the brand’s sales, just ahead of its Corolla stablemate (with which it is vying for No.1 overall) and Ford’s Ranger (both beyond 30,000 units), although it’s the Blue Oval’s only model to sell beyond 10,000 units.

The 2080 kg (regardless of transmission) HiLux now shares the engine from the Prado – a 2.8-litre, double overhead camshaft, common-rail, 16-valve, intercooled and turbodiesel four-cylinder producing 130 kW at 3400 rpm and 420 Nm of torque from 1400 rpm through to 2600 rpm when bolted to a six-speed manual.

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THE HUMBLE HILUX

That’s 30 Nm down on the output when the $2000 extra is spent on the six-speed auto, where 450 Nm is on offer across a narrower range – 1600 to 2400 rpm – and the braked towing capacity drops to 3200 kg. An 80-litre tank is drained at a claimed rate of 7.6 litres per 100 km by manual models on the legislated combined cycle laboratory test – 9.2 on the city cycle and 6.7 on the highway mode – although our time in the six-speed manual resulted in 8.8 at a 34 km/h average speed, without a lot of heavy towing or off-road work to increase its thirst. The power plant is a willing worker and doesn’t mind telling you it’s toiling – the chuggy soundtrack isn’t overly harsh but is apparent when under load, and time in both Triton and VW’s new Amarok V6 put it in perspective. Well-weighted steering feels a little sharper, with reach and rake adjustments for the decent leather-wrapped steering wheel a welcome feature.

The cabin is comfortable and has good-sized wellcushioned seats to make longer journeys no chore, although the unladen ride might take care of that. It does still get a jiggle up on small ripples and uneven bitumen, dealing better with larger bumps; it’s not the worst of the segment and half a tonne of gear and passengers makes a difference. The front suspension is an independent, double-wishbone coil spring set-up with an anti-roll bar; the rear has leaf springs to shoulder the tray or towbar loads. The manual is rated for a 3500 kg braked towing capacity, 300 kg more than the automatic, while both get 925 kg payloads within a gross combined mass of 5850 kg. Measuring 5330 mm in length, 1855 mm wide and 1815 mm tall, with a 3085 mm wheelbase, the HiLux is a decentsized ute, tipping the scales at 2075 kg.

The 2080 kg HiLux now shares the engine from the Prado – a 2.8-litre, double overhead camshaft, common-rail, 16-valve, intercooled and turbodiesel four-cylinder… DELIVERY

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The tub is useful without being cavernous – there’s the aesthetically interesting sports bar that’s not a load-bearer, and there’s no standard tub-liner for the 495 mm deep cargo bay. It measures 1520x1540 mm (across the top) or 1550x1515 mm (along floor of deck), 1540 mm wide at the top (25 mm narrower at the floor), with an 1110 mm stretch between wheel arches along the floor.

Less easy to utilise is the 240-volt three-pin power outlet, buried within the centre console – in some vehicles there’s a USB in the same place, and that’s not the easiest position into which you can wrangle a skinny power cord, let alone a larger-diameter domestic version. In-cabin storage is taken care of reasonably well with two small gloveboxes, the centre console, door pockets and under-seat storage beneath the rear seat.

The features list is well stocked for infotainment purposes, with digital radio reception (although ABC and SBS digital radio stations are elusive in Toyotas for some reason that’s overdue for remedy), as well as USB, auxiliary and Bluetooth links for the nice six-speaker sound system.

Folding power mirrors, cupholders beneath the front outboard vents and in the centre console, 18-inch alloys with 265/60 profile tyres (and a full-sized spare) and single-zone climate control also make the list, but there’s only manual seat adjustment in the face of electric systems on its opposition.

There’s also satellite navigation and some integrated Apps all controlled by touchscreen.

There are options that should probably be standard – the leather-accented “premium” interior adds $2000, rear parking sensors are $407, and, while the towing receiver is standard, the tow bar itself is an extra $580.

It sits out too far from the dash and suffers under direct sunlight, but for the most part is easy enough to see. The same can be said for the instruments too, although the centre display needs a digital speed readout among its myriad choices.

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The six-speed manual is a reasonable unit, cleaner and quicker in action than the Triton but not as sharp as the Ranger’s newly-upgraded shifter.


THE HUMBLE HILUX

Where the SR5 scores is the intelligent manual transmission function, which matches the revs on down changes to smooth out the downshifts. If you’re used to doing it yourself you don’t have to turn it on at all, but the function is useful when towing heavier loads, leaving the braking as the main focus for the driver. The 4WD system can be shifted from RWD to 4WD on the run, but there’s no on-road AWD option, something offered by the Triton to good effect. The HiLux doesn’t suffer greatly for the absence of onroad 4WD capability, but pushing hard on fast dirt roads or slippery wet bitumen can result in the stability control stepping in if the tail is provoked, a demonstration in why prevention is better than cure. There’s a standard rear diff lock for more serious terrain, and two modes – power and economy – to tailor throttle response. Good throttle control is needed or leave power mode alone – it significantly sharpens everything up, which can result in passengers whinging about less-than-smooth driving patterns.

Also on the safety features list is trailer sway control, seven airbags – front, side, curtain and driver’s knee – and antilock brake function for the front discs and rear drums. The manual misses out on hill-descent control and there’s no active emergency auto-braking systems yet. The LED headlamps are auto-levelling and dusk-sensing, plus there’s a reversing camera, but no rain-sensing wipers. Toyota backs the HiLux with a three-year/100,000 km warranty and capped-price servicing programme, but the intervals are on the short side. Pricing currently sits at $180 for up to the first six services, for three years or 60,000 km at intervals of six months or 10,000 km. The unbreakable reputation has been well developed by Toyota, and the Japanese giant has been making plenty of hay on the back of its broad shoulders. The HiLux remains a well-equipped, capable and comfortable ute. While it remains one of the vehicles that is an automatic inclusion on any LCV ute test-drive list, it’s no longer an automatic choice for purchase.

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Stuart Martin makes the choice between a Triton duet

The

Triton Challenge Flinging flagships around fast dirt roads is fun, no question, but, when reality bites and the bank balance beckons, it’s the mid-spec machines more often than not found dwelling in driveways. Pricing is a major purchasing decision, and Mitsubishi’s Triton range has been put into the marketplace with a sharp pricing policy. The release of the 2017 model-year load-luggers has seen that cost structure rise by only $10 in some cases…and no, that’s not a typo. The two models we’re looking at here are both in that popular mid-range that delivers some creature comforts without completely betraying the workhorse qualities. The GLX+ in dual-cab 4x4 guise is now priced from $37,000 for the manual and $39,500 for the auto. Stepping up a level to the GLS has a price tag starting from $41,500 for the manual, up by $510, and $44,000 for the two-pedal model – a $10 increase for the new year ahead. Among the changes are speed-sensing auto-locking doors as standard range-wide, as well as a seat-back pocket for the driver’s seat in all Club Cab and Double Cab models; the GLX Club Cab model is now also available with an automatic transmission. Among the upgrades for the lower-spec model is a reversing camera and rear step bumper as standard on Triton GLX dual-cab ute, and upgraded all-terrain rubber on 16-inch alloys for the GLX and GLX+ 4WD models. The GLX models have also inherited the up-spec 6.1-inch colour touchscreen infotainment system previously in the GLS, and a new design key fob. As well, the GLX+ model adds climate control and standard-spec suspension, as opposed to the heavy-duty load-bearing tune previously standard and now fitted to the GLX. 30

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The penultimate model has benefited from the model change, as the GLS now gets the smartphone-integrated sound system. Controlled by a 7.0-inch colour touchscreen, the infotainment system can be fed by two dash-mounted USBs as well as an HDMI port, and the driver gets the up-grade on look, touch and feel by getting to grips with a four-spoke leather-wrapped steering wheel. The exterior of the GLS has been subdued somewhat by the addition of a new dark chrome front grille, as well as darker headlight surrounds and platform-style side steps.


THE TRITON CHALLENGE

We started this evaluation in the GLS as the MY17 vehicles were coming off the boat into Australia, so the aesthetic and interior changes had not been applied to the test vehicle, and our ute was a six-speed manual that still wore the garish chrome front grille between the HID headlights and LED daytime running lights. Also on the features list are fog lights as standard equipment, and the reach’n’rake adjustable leatherwrapped steering wheel provides a home on the spokes for phone, audio and cruise controls. Seats feature cloth trim and there are carpets on the floor, with further additions

such as rear privacy glass, a rear step bumper, sports bar, side steps (tubular, not the updated flat type) and mud flaps of a design more likely to catch mud than deflect it. The GLS is not short on interior features, with the aforementioned smartphone integration now delivering sat/nav to a list that already had dual-zone climate control, cruise control, power windows and folding mirrors. The driver gets the benefit of a seat with manual height adjustment in order to ensure a good view of the clear instrumentation, but the centre display in our view would be better served by the inclusion of a digital speed readout. DELIVERY

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Rear passengers are reasonably well accommodated for head and leg room, although it’s on the snug side compared to the larger-bodied opposition. Those in the rear seat do get a fold-down armrest with cupholders but miss out on any rear air vents.

Running double overhead cams, 16 valves with the MIVEC variable valve system operating on the intake side, it produces 133 kW and 430 Nm, with fuel economy at 7.2 l/100 km for the six-speed manual, and the slightly thirstier five-speed automatic transmission claims 7.6.

The sound system does have digital radio reception within the six-speaker sound system, with the only complaint being a sporadically stubborn Bluetooth phone link, both in pairing and automatically hooking up at ignition.

The GLX+ came with the optional five-speed auto, with a manual change mode for the gear selector but no paddle-shifters.

Safety features on the ANCAP five-star Triton range include stability, traction and trailer sway control, seven airbags (the standard six plus one for the driver’s knees), hill-start assistant, anti-lock brake function for the front-disc/reardrum brakes and a tailgate mounted high-level brake light on the GLS tailgate, but no rain-sensing wipers or auto-dusksensing headlights on anything bar the top-spec Exceed. The drivetrain in the Triton is one of the better in the segment and offers low levels of noise and intrusion from the alloy 2.4-litre intercooled variable-geometry turbo diesel engine. If there is a criticism here it relates to the lacklustre throttle response being the only issue to annoy the driver.

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Also on the GLX+ features list is single-zone climate control, cloth trim, a rear armrest with cupholders, 16-inch alloy wheels, side steps, a plastic steering wheel (which cheapens the otherwise-pleasant cabin), height adjustment for the driver’s seat, USB and Bluetooth inputs, cruise control, power windows and mirrors, but no satellite navigation or digital radio reception. The auto might well be a cog or two short of the segment leaders for autos, but it slips smoothly between its five ratios, if not swiftly or with enough smarts to get it membership at M.E.N.S.A.


SAFE IN SPACE Keeping your possessions in place in the rear of a ute tray is often fraught with problems, as some items take on a life of their own and slide around visiting other members of the cargo. As the nation’s leading manufacturer and supplier of tray bodies for virtually all the ute manufacturers, Queenslandbased Triple M Holdings Pty Ltd has put the collective minds of its research and development team together to solve the problem of how to keep things safely secured. The solution for owners of Triple M aluminium drop-side trays is the QuickFit TRAYNET – an elasticated stretchable mesh netting that is available in two sizes that suit single cab trays (2400 mm to 2550 mm long) and dual/extra cab trays (1650 mm to 2100 mm long). What makes TRAYNET different from the stretch nets you buy from you local hardware outlet is the easy clipping process that secures the outer perimeter of the cargo area. Triple M has designed a clip fastener that follows the mould outline of the aluminium extrusion along the top rails and just clips into place. Along the underside of the clip is a catch that mirrors the contours of the stretchy string of the net, enabling you to flick the string over the catch. You get 24 clips in each TRAYNET pack, enabling you to “fit and forget” the clips around the top edges throughout the front, side and rear of the headboard top rail, or top edge of the drop-side panels.

SAFE IN SPACE If you’ve ever spent ten minutes trying to unravel a cargo net hampered by plastic hooks that have a mind of their own and snag on the net, then the TRAYNET is the solution, especially if you missed out on the class teaching ropes and knots in the sea cadets at school. The first time in use we thought it was a bit fiddly, as you have to push the net webbing behind the clip to enable it to catch in the groove clip. If you have stubby fingers it seemed a bit tight on space. But by the third or fourth load we really began to appreciate the simplicity of the system. Clipping or unclipping became almost instantaneous and very easy. There is a serious note as to why securing a load has taken on a new significance. Police in NSW have initiated a campaign to remind tradies and ute owners in general that a load has to be secured properly. Truck drivers already know this, but the average homeowner driving a ute has often trusted someone in the heavens to look after the load until it reaches its final destination. The fines are large and there is no defence if you don’t make the effort to secure your load. The cargo net prevents loose and lightweight objects from falling out of the tray, or it secures a tarpaulin, preventing it from flapping in the breeze. It does not remove the need to properly secure any cargo with tie-downs or rope. As well as fitting rope rails under the outer edge of the tray, Triple M trays feature tie-down mounting points on the edge of the coaming rail, inboard from the dropsides. These are where you hook in your tie downs to secure your load and stay safe.

The big difference in using the TRAYNET is that of convenience. There are no plastic hooks attached to the net, meaning that the net doesn’t tangle and get caught up in the usual mess that requires time and patience to untangle. Delivery’s own testing of TRAYNET meant trying it with loose loads, as a covering net over spare tyres held down with tie-downs, and as a covering net over a tarpaulin that was covering a uteload of garden mulch.

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The mid-spec model also makes do with the low-rent 4WD system, which doesn’t offer the ability to use 4WD with the centre differential open, nor has it a standard rear diff lock. For the most part this isn’t an issue, but the flexibility of the up-spec system as applied to the GLS is reassuring in adverse weather conditions or faster unsealed roads when preventing the loss of traction is a nicer way to travel than the stability control reacting to it. The GLS was tested in manual form and the shift quality is good without being great, due to a little bit of rubberiness. Ford’s new manual gearshift linkage in the latest Ranger reset the bar here for shift quality, but the GLS can be stirred along on its torque surge smoothly and quietly, sitting around 1600 rpm at the state limit. Overall length is 5200 mm for the GLX+ and an extra 80 mm for the GLS, width for both is 1815 mm, height is listed at 1780 mm and the wheelbase is 3000 mm. 34

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The Mitsubishi has one of the better turning circles in its class, listed at 11.8 m, although it’s accessed by a steering set-up of 3.8 turns lock to lock. This may not be classleading, but given the Jeep Wrangler Unlimited is 4751 mm long, with a 2947 mm wheelbase and a 13.1 m turning circle, the Triton looks manoeuvrable by comparison. For those looking for off-road prowess, there’s no shortage of ability in that realm. Although there’s no rear diff lock, both models claim a 30-degree approach angle, a 24-degree ramp-over angle and ground clearance of 205 mm. The GLX+ lists a 28-degree departure angle, while the GLS offers only 22 degrees – although the change in the rear bumper with the model update could bring that number back in line the GLS.


THE TRITON CHALLENGE

“For those looking for off-road prowess, there’s no shortage of ability in that realm.” Both vehicles weigh in at just under two tonnes, and with a GCM of 5885 kg the payload for both is just under a tonne. This is upstaged slightly by the single-cab model that is rated over 1100 kg, and both are rated to pull 3100 kg as a braked towing capacity. The leaf-sprung rear end will shoulder a solid load without serious complaint. We did find the rump on the MY17’s standard suspension sank a little lower than the heavyduty suspension tune with which we have had previous experience in Triton workhorse models, but it was nowhere near the end of its range. It should be noted here that the buyer gets the choice of the suspension rating, whereas other brands don’t provide that offer of selection. The cargo bay measures 1520 mm long, 1470 mm wide (1085 mm between the wheel arches) and 475 mm deep, which puts it beneath the HiLux in terms of dimensions.

Having near-filled the rear tray with a few buckets of 20 mm quarry rubble, the ute sank on its haunches but didn’t feel overwhelmed once underway. The only moment for pause was on a sweeping left-hand bend when the laden tray prompted the stability control into action, perhaps in a preventative (and somewhat pessimistic) move from the roll-stability control to remind the driver of the load. But, aside from that, the laden ute didn’t shirk the work in hand and rode comfortably when weighed down with a full and heavy tray-load. The 2017 Triton range is backed by Mitsubishi’s fiveyear/100,000 km warranty and has capped-price service intervals of 12 months or 15,000 km, which puts it ahead of many in the segment. Triton is not the prettiest of the LCV utes, nor is it the biggest tray or propelled by a drivetrain with the most gears or highest outputs, but as an all-rounder it’s capable, quiet, refined and value for money. DELIVERY

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Home on the Ranger Dave Whyte checks the latest Ranger upgrade from Ford.

Since its release early last year, the Ford Ranger PX Series II has become a familiar sight on our roads. Having won more than its fair share of awards, including the Delivery Magazine Ute of the Year, the PX II has proven to be a good thing for the Ford brand, and at one stage made up over 60 percent of all new Fords sold in Australia. Following on from our own testing, and the subsequent awarding of Ute of the Year to the Ford Ranger, I decided it was time to update from the old AP5 Valiant that had been my daily driver, and purchased a PX II Wildtrak. While the Valiant is still a much loved weekend drive, the amount of travel involved in my job meant I needed something more reliable, efficient, and family friendly in terms of safety. 36

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In the interests of transparency, I went through the normal sales channels and purchased the car from our local Ford dealer, Phil Palma Bendigo Ford. While I knew what I wanted, I was careful not to take advantage of my media role, and paid the same as any other hard bargaining customer would. This puts me in a position where, having forked out my own hard earned cash, I can write whatever I like about the Ranger without being accused of any bias. The Ranger PX II Wildtrak is the top-of-the-line model in the Ranger line-up. Powered by the 3.2-litre, five-cylinder, diesel engine (147 kW/470 Nm), and driven through a six-speed auto transmission, the Ranger is an easy and efficient daily driver. While there is a hefty price increase between the Wildtrak and the lower-spec XLT model, the


HOME ON THE RANGER Wildtrak does bring with it a few extra features, both practical and aesthetic. Included as standard on the Wildtrak is a heavy-duty tub liner, a factory fitted towbar and side steps, along with the upgraded leather interior and larger 18”x8” alloy wheels. A lockable aluminium roller shutter in place of the standard soft tonneau cover also looks the part while providing extra security for items stored or carried in the tub. The Ranger comes with an impressive list of standard safety features, but I went with the extra protection of the optional safety pack, which includes Lane Keeping Assist, Adaptive Cruise Control, and Forward Collision Warning systems. This is a great package, but is only offered as an option on the two top-spec variants, the XLT and the Wildtrak. In my opinion, it should be offered as an option on all 3.2-litre auto models, and standard on the Wildtrak. The time will come when this technology is standard on all cars, so why not start the process now? Having settled on the price and signed the paperwork, I had to wait three months for delivery of my Ranger. This was due to a couple of things – the popularity of the Ranger, and some interruptions in production due to natural disasters in Thailand. Had I opted for a lower-spec model, the wait would have been greatly reduced, but, given there were no Wildtraks available in Australia, and the choices I made with regard to colour and options, I had to wait for mine to be built, shipped out from Thailand and delivered to the dealer. Throughout the entire process, I received regular updates from both the dealer, and from Ford directly. To their credit, this happened two weeks faster than originally stated during the sales process, when delivery time was a big factor in choosing which dealer got the sale. Since taking delivery of the Wildtrak in August, it has been used to its full potential, not only carrying me around the country to get stories but also as a family car. While carrying a journo and his gear might not seem like hard work, it has covered well over 16,000 km in that time, including one week that involved almost 6000 km travelling around the country. The most remarkable thing about that week was that I never had to adjust the seat once, and finished each day feeling fresh and relaxed, such are

the comfort levels of the Wildtrak. It has also seen service carting firewood, landscaping supplies and the odd load of groceries, proving its worth as a good all-rounder for the working-class family man. The beauty in buying a vehicle like this is in the versatility and the opportunities that present themselves. When I was looking for a new car, the choice came down to two very different styles: an HSV or a crew-cab 4x4 ute. I’m glad I went for the latter option, given some of the places that the Ranger has been. While I’m not an expert four-wheel driver, the Ranger does allow my family and I to get off the beaten track and enjoy getting out on the rough stuff every now and then. I’ve also been in situations at work – following road trains down kilometres of corrugated dusty roads in search of the perfect photo, for example – where I have congratulated myself on my choice of vehicle. The fact that I don’t have to think twice about where I take it makes a welcome change over the old Valiant, and opens up more possibilities in both work and family life. The exception to this rule comes when I venture into the city, and battle with the low roof height of a multi-storey car park, and the miniscule space allowed for each parking bay. Living in a country town, there are no such issues at home, where the manoeuvrability of the Ranger is well and truly adequate for the local Woolies car park. Having said that, it is in the city where a lot of the Wildtrak’s features really come to the fore. The parking lot is a good example of how technology can help to make these big utes a little more practical. The Wildtrak comes standard with front and rear parking sensors, and, something that I think should be standard on all large utes, a reversing camera. While the forward and side vision is very good for a vehicle of its size, the reversing camera is a must for parents of young kids and those who regularly hook a trailer on the back, offering a great view of the area behind the car. It also comes in handy when reversing out of a driveway or parking bay, with the wide-angle view showing a good distance up the street either side of the tailgate. City traffic also gives a good demonstration on the virtues of adaptive cruise control. With the constantly varying speed of the traffic, the adaptive cruise does a great job of both varying the speed and keeping a safe distance from the vehicle ahead. The adaptive cruise can be turned off, reverting back to traditional cruise control, through the vehicle settings available to the driver.

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FEATURE

In the time that I’ve had my Ranger, Ford has introduced an updated model that is virtually identical. The only noticeable difference is in the audio/sat/nav/phone sync system, with the new Sync 3 system replacing the Sync 2 fitted to my Ranger. Most of the functions of the new system, as with the older Sync 2, can be operated by voice, with a button on the steering wheel to activate voice recognition. The new system not only looks different (when the key is turned on, anyway), but also offers a few benefits over the previous system. Increased functionality is paired with a much faster response time in executing actions, and more accurate responses to voice commands. The ability to use various phone-based apps also increases the entertainment options available to the driver, and gives a more personalised feeling to the system. That being said, I think there is a limit to how much of this stuff will be used. I personally prefer the simpler home screen layout of the Sync 2, but the faster response time and better voice recognition of Sync 3 make it a worthwhile update.

“Not having seen the value in having a 4x4 ute as a family car, I am now a big fan of them.” 38

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While many of the Ford Rangers on our roads are used primarily for work purposes, it’s fair to say that there are also many that will never be tested to the extremities of their abilities. The fact that big utes made up the biggest selling class of car last year indicates that many are being used as family cars, with the odd off-road trip or day at work around the garden, in much the same way as my vehicle is being used. I can certainly understand the appeal and why people would want a car like this in their garage. Having been a sceptic for a long time, and not seeing the value in having a 4x4 ute as a family car, I am now a big fan of them. The Ranger offers me a safe, quiet, comfortable and efficient (9.2 l/100 km average) work car that I can take anywhere, and the opportunity to go exploring on the weekends with my kids. For my family, it provides many benefits over the traditional family sedan, many of which fall into the same price category. It’s not super fast, and the exhaust note doesn’t make people turn around and look, but it does a lot of other things very well, in places you wouldn’t dream of taking a HSV (or a 50-year-old Valiant)!


Renault MASTER

Always delivers

When it comes to safety and practicality, the Renault Master Van always delivers. It sets the standard for easy parking and deliveries with rear camera and sensors as standard, while front and side driver and passenger airbags ensure your crew is well looked after. When it comes to keeping your business running, the Master Van keeps on delivering with a 3 year/200,000km warranty and 24/7 roadside assist Australia-wide for the length of your warranty. If you’re looking for a van that always delivers, upgrade to Europe’s No. 1 van range, visit Renault.com.au

REN0470 MasterVan_A4_Press_R0b.indd 1

15/03/2016 2:33 pm


FEATURE

Stuart Martin looks at how the ubiquitous farm ute has gained some new appeal In the year that the New Coke made a short-lived appearance, Neighbours debuted on Channel 7 and the first Back To The Future film opened in US cinemas, it was left to Toyota to launch something of a more realistic time machine. Toyota’s 70 Series light commercial range was born in 1985 to replace the veteran FJ/HJ range, but late last year saw a series of changes wrought on the venerable ute. Tested here in single-cab chassis GX guise, the alterations were predominantly under the retro skin, but it made it a five-star ANCAP vehicle, as well as breathing new life into the drivetrain with lower emissions. The cost of progress is $5500, pushing the GX asking price to $64,490. But among the changes are the addition of two side-curtain airbags and a driver’s knee airbag, a more rigid ladder frame with thicker, stronger rails, under-dash padding for front passenger and new seats. 40

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The safety features list is topped by stability control with active traction control, anti-lock braking function for the four-wheel (322 mm up front and 312 mm under the rear) ventilated discs beneath the 16-inch alloy wheels, emergency brake assist, electronic brake-force distribution, pretensioner load-limiting height-adjustable seat belts, and, for the novice manual driver, a hill-start assist control. A rolling example of the “ain’t broke, don’t fix” mantra, the 78 Series tray-top takes up all of the area in a conventional car space, complete with the new factory-fit alloy tray, with overall measurements of 5220 mm long, 1870 mm wide, 1955 mm tall and a 3180 mm wheelbase. Off-roaders will note with enthusiasm for such things as the 33-degree approach angle and a 27-degree departure angle, as well as a low-sounding 220 mm of ground clearance and a 700 mm wading depth, albeit one that the standard snorkel and some decent technique would see rise as long the inhabitants didn’t mind getting their feet wet.


TOYOTA'S TIME MACHINE At 2165 kg it’s no featherweight, but boasts a payload of 1235 kg, a gross combined mass of 6900 kg and a brand towing capacity of 3500 kg. The tray has six solid tie-down points and overhead racks, which can take 150 kg worth of long timber or pipes within the payload, making the GX a genuine workhorse. The fold-down sides get a second bracket on the rear corner, which if unfamiliar can be fiddly at first but the facility to fold down the rear flap while keeping the sides up and sturdy is a useful fixture. A solid load of damp rubble and sand in the tray will sit it down on the leaf-sprung rear end, but not to the extent of concern. The tray is not too tall for shovelling said cargo from the back for someone of my 191 cm height, although shorter folk may have to sling the load off while standing in the tray. Getting behind the plastic steering wheel is made easier by side steps, but it’s still something of a climb; once in, the cabin is full of reminders that this is firstly, a workhorse and secondly, a museum on wheels. One of the restrictions on or off-road would be the 14.4 m turning circle, accessed by a steering ratio that results in four turns lock to lock. Steering weight and feel is better than you’d expect from something of this ilk, particularly given the archaic recirculating ball and nut steering, but it does make the HiLux feel nimble by comparison.

Manual windows can also be added to the list of curios to the “tween and teen bracket,” as can the quarter-vent windows, which are a novelty but should never have become so rare. The driver can get reasonably comfortable behind the reach’n’rake adjustable helm and has access to a small amount of storage in a two-level centre console and a storage bin on the rear bulkhead. Despite the price tag, creature comforts are few – cruise control is now part of a features list that has a tinny twospeaker Bluetooth and USB-equipped sound system, halogen headlights, 16-inch alloy wheels with 265/70 rubber, no central locking (don’t even think about looking for a remote control), a rubber floor and manual mirrors sitting out on their robust frame. Air conditioning adds $2761 to the GX pricetag and the front and rear diff locks that were also part of the test vehicle’s arsenal are an extra $1500. There’s some room beneath and behind the seats, as well as a small glovebox and a cupholder next to the gearshifter (although its angle makes it nigh-on useless), but no door pockets.

The plastic-covered redesigned bucket seats don’t do any favours in the hot weather, but are comfortable enough on a long journey, and the slide-controlled air conditioning works well enough, but anyone born in the last 20 years will enjoy the novelty of figuring it out.

If what you are looking for is something capable of a serious payload, towing brawn and a no-frills interior, then this is your machine.

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FEATURE A five-speed manual is the only transmission on offer and it’s not a bad gearbox to use. The shift action is clean and it’s not rubbery, although it doesn’t like to be rushed and gets notchy if hurried – a character trait that becomes more ornery when in high or low-range 4WD, but that’s no surprise. Off-road prowess feels considerable, and a brief sojourn into some rough country never gave concerns for clearance or the need to engage diff locks. Only the old-school transfer case lever for changing between RWD and 4WD high and low showed any signs of a temper, but at least the automatic front hubs mean staying in the cabin out of the weather when changing modes. The model update brought with it altered ratios for second and fifth but pinching the six-speed manual from the HiLux wouldn’t be a bad alternative. Relaxed but reasonable outputs come from the directinjection 4.5-litre turbodiesel V8, which now boasts Euro V compliance with piezo injectors, a particulate filter and fuel economy improvements in the realm of 10 percent. In terms of fuel economy claims, the Cruiser returns a combined cycle number of 10.7 litres per 100 km – with 12.9 on a city cycle and 9.4 on the highway, at least in the laboratory – but our time in the big cab/chassis two-seater had it drinking from the 130-litre tank at around 13 litres per 100 km. Given that number represents a solid road trip, off-road work, lugging loads of rubble and rumbling through suburbia, it’s far from disgraced. With an engine design that includes a double overhead cam 32-valve intercooled set-up, the iron block is topped by alloy heads and runs timing chains, all of which conspire to produce 151 kW at 3400 rpm, with 430 Nm of torque on offer from 1200 rpm through to 3200 rpm.

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The power delivery is almost linear, without the fat thump of torque that some twin-turbodiesel V6s and V8s offer down low, and the Toyota unit does offer flexibility but prefers the 2000-3000 rpm range. The gearbox might better serve the driver being a gear lower than the first thought, particularly when towing. Ride quality from the coil-spring front is acceptable, but the anti-roll bar has its work cut out quelling body roll, a task that it doesn’t have much hope of completely mastering. Both ends have rigid axles and the rear has leaf springs for the load-lugging duties. When unladen the rear can shimmy and become a little unsettling, but once working under a load it settles to provide reasonable ride. The devoted off-roader will still suffer from a different track dimension between front and rear axles that means dragging the rear tyres through a different tracked path from the front. Not a problem on the bitumen, it does add to overall drag and resistance the driveline has to work through when on soft sand and mud. The solution is available thanks to the excellent efforts of DANA Australia, the expert in axles and differentials, with a complete replacement axle available built to the same track width dimensions. It may seem surprising to have to go to these extremes when buying a brand-new vehicle, but so too is the often required addition of uprated springs and dampers for those added bullbars, winches and towbars that result in a raising of the kerbweight way above the original design parameters. Toyota warranty is 3-years/100,000 km, with capped price servicing at $340 per service every 10,000 km. Buying a new Cruiser 78 Series asks for a lot of money for a two-seater ute – a new V6 Amarok wears a similar price tag – but then it’s a lot of muscle for the money. If what you are looking for is something capable of a serious payload, towing brawn and a no-frills interior, then this is your machine.


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FEATURE German carmaker, Mercedes Benz, has given the G-Class ute an honourable discharge from exclusive military service, releasing a civilian version of the G-Professional Cab Chassis utility for wider sales appeal. Selling to a hard-core off-road-workhorse market, the G-Class cab/chassis model offers the public the chance to buy new, something similar to what has only previously been offered to army, mining and emergency service fleets. Priced from $119,900 for the G 300 CDI Cab Chassis, the two-seater ute has been stripped of its military bits but retains the payload prowess borne from a military-spec chassis. Mercedes-Benz public relations and product communications manager, Jerry Stamoulis, said there had already been around 100 delivered to fleet buyers, but the private market would be minimal. “The G Pro, the number of private buyers will be quite small, we don’t see this as more than about 10 percent private buyers, we don’t expect many farmers buying it to carry hay,” he quipped. “We have one here set up for a customer who has a fleet order, we’ve delivered just over 100 already to fleet customers,” he said. The addition of a wagon variant mid next year would add to the choices in the workhorse range, but Mr. Stamoulis said there was no high volume expectation.

“We’re not expecting huge volumes, we’re expecting around 200 vehicles per year, but, realistically, who knows? Once the wagon arrives mid next year, where that will go? At this stage the wagon looks like being priced slightly less than the cab/chassis, but we’ll announce that early next year,” he said. There is only one drivetrain on offer here – the familiar 3.0-litre, direct-injection turbodiesel V6 and five-speed auto 4WD combination, delivering 135 kW at 3800 rpm and 400 Nm of torque from 1600 to 2000 rpm. Sadly, there’s no manual or 6x6 civilian offering on the horizon. The mechanical set-up has also been used beneath the Sprinter, as well as higher-power versions propelling much of the mainstream SUV range. The highlight of the 2346 kg tare weight G’s load-lugging prowess is a 2085 kg payload – within a 4490 kg gross vehicle mass – prior to the fitment of any tray atop the 3428 mm wheelbase. Overall length minus tray is 5192 mm, width including the mirrors is 2500 mm (1850 mm minus mirrors) and overall height is 2090 mm; GCM is listed at 6700 kg. The braked towing capacity however falls short of the competition – 2210 kg with a 150 kg ball download rating, short of Ford Ranger, the Holden Colorado or the LandCruiser 70-Series (among others) with a 3.5-tonne braked towing capacity.

Mercedes-Benz moves the appeal of the G-Wagon into domestic cab/chassis territory – words by Stuart Martin

G-Spot THE

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THE G-SPOT

The off-road side of its CV is more impressive – 252 mm of ground clearance, a 650 mm fording depth, three differential locks and a low-range transfer case (all operable while on the move), and 4.5-tonne-rated tow hooks front and rear.

It wouldn’t be a Benz without at least some safety gear, and the big LCV has stability control, anti-lock brakes with brake assist and electronic brake force distribution for the front disc/rear drum brakes.

The default colour is white, but there are a number of no-cost optional colour finishes – black, as well as Desert Sand, Deep Orange, Flame Red or Fir Green.

There are two front airbags, but because it’s an LCV there’s no requirement for an ANCAP rating.

Mercedes-Benz said the G-Professional utilises decades of dedicated off-road experience developing the “Geländewagen”, which, roughly translated, means crosscountry vehicle. It runs full-time all-wheel-drive, split evenly front to rear, coil springs front and rear, with an approach angle of 38 degrees, a departure angle of 35 degrees and a ramp-over of 22 degrees. There’s also a standard snorkel, extended rear-vision mirrors, bullbar, light and underbody protection, all sitting on a 16-inch all-terrain wheel/tyre package. There’s also an optional (for $500) cyclonic air filter system, which the Benz team likened to a Dyson vacuum cleaner to minimise dirt and dust intrusion through the intake system, with a clear case to monitor the build-up. Among the other options are preparations for a winch at an extra $1900, a non-slip 100-kg-rated walk-on bonnet, also for $1900, and heated front seats for $900.

A 96-litre fuel tank is unchanged for the cab/chassis over the existing G-wagons, and seems on the small side for such a vehicle. This workhorse is fitted with a dual-battery system (and facility for a third if needed) and a tyre pressure warning system, a spare wheel and two wheel chocks, but there’s no factory-fitted tray. The interior is all business, with wind-up windows, sliding vent controls, vinyl seat trim, rubber floor matts on painted metal, a small amount of under-seat storage, a locking glovebox and plastic steering wheel. There are even water drainage points for the aftermath of deep water crossings or hosing out the cabin. The G-Professional is backed by a three-year/200,000 km warranty and has maintenance schedules of 20,000 km for general-purpose use, or a “commercial” use interval 10,000 km if it’s under a heavier workload.

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FEATURE The new cab/chassis model’s abilities were sampled in an off-road drive only, within the bounds of a 4WD park on the outskirts of Melbourne. Climbing high up into the cabin, the Spartan interior is something of a time warp aside from the late-model sound system from which the Bluetooth signal is sent. Everything is meant for functionality over form, including the slightly offset plastic steering wheel behind which I’ve managed to get a reasonable driving position despite limited adjustment of helm and seat. The front diff lock takes the already-solid steering effort to a fairly considerable level; the desire to self centre with front diff lock engaged is fairly intense, and tight turns are not the vehicle’s forte with all three locked. That said, it does not let much stop it, maintaining contact by way of the coil-sprung suspension that offers half-decent wheel travel – but it’s the diff locks that keep it going. Low range first gear offers reasonable engine braking, but it’s by no means a snail down steep descents, requiring brake pedal intervention as well – perhaps a manual would offer a little more. The behemoth from Benz – fitted with a basic alloy tray and tonneau – looks long in the tail, and it is, with a wheelbase just over 3.4 m. Switchgear is rudimentary even by comparison to some Benz vans, and the doors need a solid shove to shut. The vinyl trim isn’t uncomfortable but the seats could be a little larger in area, but, again, this is a vehicle all about the work. First sampled in unladen form, the G-Pro is rough and rugged of ride, but later journeys in vehicles with half a tonne in the tray are far less brutal on the backside. A track that takes the convoy through the nearby Werribee River demonstrates the wading-depth ability, augmented by the snorkel, as well as the considerable traction it possesses. The shift from high to low can be made while underway, as can the implementation of all three diff locks, but the auto requires a slip into neutral to achieve the gear reduction.

The key features – the diff locks and transfer case – are push-button operated but sit on the LH side of the centre stack, as does the rotary light switch. Towing shortcomings aside, Benz maintains its customers want payload ability, and the G-ute feels as though it can carry a solid weight and take it just about anywhere it’s needed. The one reservation is of course the pricing, which comes in at almost twice the price of anything that could conceivably get close to being called a competitor.

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FEATURE

A Van for all Seasons

Delivery finds the best option to take a one-tonne load under cover When it comes to shifting a one-tonne cargo you’ve got two basic choices. If the weather is a bit suspect you might opt for a panel van, or, again, if you’re handy with ropes and tarps then a ute or light truck can stand in quite comfortably. One of the major influencing factors when it comes to choosing your new one-tonner is actually based on ease of loading. If your cargoes are pallet based it’s a lot easier to opt for a tray-bodied cab/chassis, offering loading access for a forklift from either side or the rear.

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Some panel vans claim to provide sufficient door width for a forkie to slide in a load, but if they become a little distracted there’s quite an opportunity available for the machinery to damage the panelwork. There’s a limit to the height available above the load before the roof cops a whack, and if the door surround cops a knock then it’s time to send the vehicle to the local body shop. There’s nothing new in the concept of a panel van, and, if you reckon that all your parcels are small and easy to load, then something with a roof and sides is going to be much more sympathetic on the load, plus probably nicer to drive.


s

A VAN FOR ALL SEASONS

Which now comes up on top of our bucket list? The general outline from a design standpoint for what we commonly refer to as a one-tonne van has changed little since the sixties. Brands like Austin, Morris, Bedford, Commer, Dodge, BMC, Ford and Leyland roamed the roads carrying probably not more than three quarters of a tonne and powered by not terribly economical, nor quiet, four-cylinder petrol engines with manual gearboxes, often controlled by a lift and pull column gear change.

In 1965 the world of the one-tonner changed dramatically with the birth of the Ford Transit. As the best-selling light commercial vehicle for 50 years, the Transit is close to celebrating the sale of nine million examples, making it the second best-selling van of all time. The number-one ranking van in terms of global sales is the Volkswagen Transporter, with 12 million sales since 1950, followed by the US-built Ford E-Series in third place, which notched up 8.2 million sales since 1961. It’s interesting that the Transit and Transporter nameplates have stood the test of half a century, unchanged from their launch day, and in their latest versions they have stayed competitive in an ever more demanding global market.

So, as we set the scene for a little history of the van, let’s now take a look at what is available on the Australian van scene to find which might be the best for your requirements. There are three main sources of origin for those looking for vans in Australia, Europe, Japan, South Korea and China.

The VW Transporter, Ford Transit, Mercedes-Benz Vito, Renault Trafic and Iveco Daily are basically sourced from Europe, although the countries of origin do vary between Spain, Portugal, Germany, France, Italy, the Czech Republic, and (to stretch the link slightly), Turkey. The Hyundai iMAX hails from Ulsan in South Korea, the Toyota HiAce for our market comes from Aichi in Japan, and then there is the Chinese brand of LDV, which is built by SAIC at Wuxi in China. As global manufacturing shifts production bases to different counties, dependent on the cost of manufacturing, you will find that some of these contenders are also built in Turkey, Indonesia, Malaysia, The Philippines, Thailand, Pakistan, Vietnam and South Africa. DELIVERY

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When it comes to selecting from the basic list of onetonners, there’s a similarity in payloads, with Transit Custom offering 1032 kg in SWB form and 1360 kg for the LWB. Its bigger brother, the Transit VO, offers a payload between those of the Transit Custom starting at 1122 kg for the 15-cubic-metre Jumbo, which is massive in proportion to the expectation of a compact one-tonner that can slip into the occasional underground car park. Transit jumbo might enter the car park, but it could be somewhat difficult for it to re-emerge.

Compared to the Transit Custom, which is of similar size, expect fuel economy to be slightly thirstier for the Hyundai at 8.0 l/100 km (combined) versus 7.1 l/100 km for the SWB smaller Ford.

Power comes from a diesel 2.2-litre, and the good news for 2017 is that Ford will finally be adding an automatic transmission to join the current six-speed manual.

At the other extreme with rather too much payload comes Iveco with the Daily. In fact, with a payload that starts at 1475 kg, despite its appeal it has to be ruled out of contesting the 1000 kg category. It is however rather frugal, returning 7.1 l/100 km, thanks to its eight-speed automatic transmission.

Hyundai’s iLOAD van is of semi-bonneted design, meaning across cab movement is possible, and it’s powered by a 2.5-litre diesel or 2.4-litre petrol, with a six-speed manual or five-speed auto. While iLOAD is now becoming a little too familiar in terms of age since its introduction, it’s still excellent value for money and a pleasant drive.

Fiat no longer markets its Scudo in Oz, but the smaller Doblo in LWB version is scraping with its toenails to meet 1000 kg payload, but just falls short at 938 kg. With a six-speed manual gearbox mated to a 2.0-litre diesel you’ll save on fuel economy here, coming in with a regular 5.9 l/100 km.

Mercedes-Benz Vito is pretty much still an all-new model, and is so highly impressive through having all the safety features available that are associated with the passenger car division.

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A VAN FOR ALL SEASONS

Ranking in at a fuel consumption of 7.1 l/100 km and with a 905 kg payload is the 114, returning fuel economy of 6.4 l/100 km thanks to its seven-speed auto and 2.1-litre diesel, which makes a cracking driveline. Those wanting more load weight can go up in convenient increases with 1130 kg, 1180 kg and then into the 1235 kg and upwards. If you want more horsepower, head for the Vito 119 to play with 140 hp and 440 Nm of torque with payloads ranging from 895 kg through to 1145 kg.

Design wise it may be rather familiar, but that’s because of its age. It’s the worst driving position of all these contenders in the one-tonne category, and is basically a 1960’s box on wheels. That said, the resale price will hold up when you need to swap it for something more comfortable. Now to Volkswagen, and again a new transporter, or at least one with significant upgrade work, with payloads that start at 1082 kg and morph into providing five variants all under the 1200 kg upper limit. Power comes from a 2.0-litre diesel with gearbox choice of a six-speed manual or seven-speed DSG automated manual twin-clutch transmission. The exterior appearance hasn’t changed much with the 2017 upgrade, but it is an excellent vehicle in terms of ride and handling, certainly matching the Vito and Renault in most areas.

Renault’s Trafic is another cracker of a vehicle to drive, but sadly not if you don’t like changing gears. There is an AMT version due to launch in the second quarter of this year, and we wait to see how that stacks up against the Benz and its fluid seven-speed. Power comes from a 1.6-litre diesel with a six-speed manual gearbox and payload is 1274 kg. Fuel economy for the combined cycle comes in at 6.2 l/100 km. Toyota’s HiAce starts off in the cargo bay at 965 kg, rising to 1088 kg and thence to 1195 kg. A choice of power is offered with a petrol 2.7-litre sipping fuel at 10.8 l/100 km, to a 3.0-litre diesel returning 8.0 l/100 km, and dependent on engine selection you get to choose between a fivespeed manual or four-speed and six-speed autos.

The remaining manufacturer we’ve not yet covered is that of China’s LDV. If you want a knock-down price and questionable parts support, customer service that may or may not happen, and product quality that belongs to an old English design from over a decade ago, then this might be up your street. The low purchase price means a similar knock-on effect when it come to the resale value, and, as many Aussie buyers have found through owning Great Wall products, when you need help you may find the dealers have all turned in their franchises.

certainly matching the Vito and Renault” DELIVERY

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FEATURE

“Delivery Magazine cannot recommend a vehicle without being convinced that the manufacturer is supporting its product 100 percent” Delivery Magazine cannot recommend a vehicle without being convinced that the manufacturer is supporting its product 100 percent, and frankly we haven’t seen any evidence to support that perception. Too many Australian buyers were burnt by early Chinese imports, and the manufacturers have a lot of work to do before they earn the appropriate credibility. So, with all the models covered now having settled well into the local domestic market, which now comes up on top of our bucket list?

With some last minute tweaking of specifications, specifically that of tyre fitment to give an improved performance with lower road noise, the Delivery Magazine tick of success goes firstly to the Mercedes-Benz Vito. The driveline is excellent with the seven-speed fluid auto bettering the performance of the corresponding DSG unit that VW continues to use in the Transporter.

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Given that the Renault will be gaining its AMT shortly, it’s going to be a relatively close match for second place between Germany and France. Ford is in a similar dilemma through not yet launching with its auto transmission, and that can only enhance the appeal of the Transit Custom, which comes in the higher spec models with some clever inclusions. Fiat’s Doblo may be a surprise card, offering a high payload but only half the cargo volume, making its selection a matter of size, versus strength.

Toyota’s HiAce remains practical, uncomfortable, and unpleasant to drive, but relatively good value for money if creature comforts are not your concern. As for the Chinese and LDV, you are on your own if you want to head that route.


A VAN FOR ALL SEASONS

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Mercedes-Benz heads for the iconic London black cab market with its latest Vito

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While some things remain the same, others only look similar. It’s all down to perception, and, for the worldrenowned black London taxi, what looks relatively unchanged is actually very different. London’s first taxicabs were electrically powered and were known as Berseys after Walter C. Bersey, the manager of the London Electrical Cab Company who designed them. Known as “Hummingbirds” because of the noise they made, they entered service on London streets in 1897. The first petrol-powered cab in London was a French-built Prunel, and these were followed by a variety of makes, the most successful being that of Renault. William Beardmore & Co of Glasgow released its London Cab in 1919, with the name appearing on cabs through to 1966. The classic Austin FX3 black cab of 1948 was produced by Carbodies in conjunction with Mann and Overton and Austin. Replaced by the FX4 in 1958, the new design added a front passenger door, but retained the interior front nearside area for luggage. The launch of the TX1 in 1997 was followed in 2002 by the TXII, adding a Ford Duratorq 2.4-litre diesel.


TAXI! With sales to over 40 countries around the globe, the traditional black London taxi is now available in Euro 6 emissions compliance in its latest form known as the TX4. Marketed by the London Taxi Company, buyers are offered highly attractive finance packages for both new and used versions, with inclusions such as a three-year/200,000 km warranty, 12 months registration, 12 months RAC roadside cover and a $1700 discount. Choose a pre-loved taxi and the benefits remain interesting, with 12 months/80,000 km warranty and 12 months registration, plus a full tank of fuel and a $400 cashback incentive. With power courtesy of a 2.8-litre VM diesel, similar to that fitted in the GM Colorado, the TX4 is the sole model produced by the London Taxi Company, which remains headquartered in Coventry in the United Kingdom. Although it may appear to retain a British heritage that dates back to the horse-drawn Hackney Carriage, manufacturing is now shared between Coventry and Shanghai, with ownership of the London Taxi Company since 2012 being 100 percent that of Chinese manufacturer Geely. The expectation of travelling in a traditional London taxi for tourists visiting the nation’s capital may now be under challenge, as Mercedes-Benz makes a renewed move into the market with the launch of the all-new Vito Taxi.

Offering more interior space with refined comfort for the driver and up to six passengers, as well as being fullywheelchair accessible, the new Mercedes-Benz Vito Taxi is certainly set to test the market for London’s black cabs in the capital. Interestingly, in a country determined to preserve its tradition and history, the legal requirements that demanded a taxi carry a bale of hay and a sack of oats for the driver to feed his horse was relaxed in 1976. The requirement for a passenger seated in the rear to have sufficient headroom to accommodate a bowler hat has also been relaxed. Tested by real ‘cabbies’ at VanExperience Live in June 2016, and most recently as part of the marketing campaign around the city, the London edition of the new Vito Taxi uses the low-emission 114CDI Euro 6 engine, offering 136 hp. This clean-emissions engine is matched to the smooth shifting 7G-TRONIC PLUS seven-speed automatic gearbox as standard. The London-specific model comes with a compact body length and incorporates a rear steering axle that allows it to meet the famous 7.620 m (25 ft) turning circle rule as prescribed by the Public Carriage Office so it can execute a U-turn in London’s congested streets.

And with Australian taxi operators running out of options since the announcement of the death of Australian vehicle manufacturing, what’s good for the Brits, may become an option for the Aussies.

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FEATURE Standard equipment also includes fuel-saving BlueEFFICIENCY measures like the engine start/stop function, air conditioning for the driver and passengers, electric folding mirrors, electrically operated sliding doors on both sides and an electrical nearside and off-side step. The new Vito Taxi comes with a three-year/unlimited distance manufacturer’s warranty and MobiloVan back-up, which includes free, round-the-clock emergency roadside assistance. The introduction of the new Vito Taxi follows the German manufacturer’s first foray into the London black cab market with the earlier model Vito in 2008, which sold in excess of 3000 units into this segment. The new Vito Taxi London is supplied exclusively to business users under a 48-month Agility agreement, priced from $285 (AUD) a week with nil deposit and a $27,000 (AUD) optional final payment, based on completing 48,500 km per annum. Interestingly, testing is currently underway to introduce electrically powered black taxis into the London market for the future, revolutionising the sound and performance of the London icon and revisiting the technology that was used in the first cabs when they started working on the streets of London back in 1897.

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ALL ABOARD

All Aboard Workplace safety may change your views on loading up your van or ute. If you climb a ladder in the course of your daily work, then the chances are you also have to transport it to the jobsite. Not everyone has the benefit of an offsider to help load the ladder, and the option of popping it up onto the roof of your van may not be just a case of lift and heave, especially if you want to stay on the right side of the health and safety regulations. Legislative restrictions on lifting heavy equipment or loads manually require the employer to identify any tasks that involve hazardous manual handling, and then take action to either eliminate or reduce the hazard and/or associated risks. The British-based ROSPA (Royal Society for the Prevention of Accidents) recommends that a male should not lift items heavier than 10 kg above shoulder height, 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. Vehicle roof-mounted ladder rack systems 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. Milford, the well-known specialists in providing load safety systems such as cargo racks and driver safety screens between the cabin and cargo area, has the solution to lifting ladders onto vehicle roof racks in the form of the ErgoRack ladder lift.

Recognised globally, the ErgoRack system has received awards such as the Best Safety Product on Display – NSW Electricity Supply Industry Field Days 2011, plus the Upfitter Innovation Award USA 2001, German Innovation Award Bundespreis 2009 and PrÊventica Innovation Award 2011 in France. The ErgoRack ladder lift raises or lowers the ladder from the roof rack system to the side of the vehicle at the correct ergonomic height, while the tradie stands beside the vehicle and simply turns a handle. Once up on the roof, the patented Auto Clamp secures the ladder for safe transport, without any additional straps. Using the ErgoRack system reduces the physical stress of loading a ladder by about 70 percent. Access and ability to load and unload is also unaffected when working in tight confines, such as in restricted areas alongside walls and on building sites. The system can be installed on both sides of the roof with operation from the right and/or left-hand-side of the vehicle, and in double rack or triple rack configuration. Once an ErgoRack system has been installed, there are also further benefits to load management available thanks to a wide range of accessories such as lightweight, aerodynamic and lockable conduit tubes for long material; a roller at the rear for easy handling of long material; and beacon brackets or cargo stops for the crossbars.

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FEATURE

OUTBACK

Brand loyalty takes on a whole new meaning at Black Rock

The year of 1878 is an important milestone in the history of the Kuerschner family, as this represented the start of what was to become a long association with farming in South Australia’s mid-north near Goyder’s Line. It was also a significant year for the construction of the Ghan railway line, which was just getting underway, the Stawell Gift was run for the first time at Easter, and, internationally, the Salvation Army was founded.

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While Carl Benz was still eight years away from putting his three-wheeler on the road, Toyota was four decades away from producing its first vehicles, and eight decades away from the first appearance of the LandCruiser in Australia. There’s little doubt the current generation of the Kuerschner family has been bitten by the Toyota bug. So much so, that if they had been making Toyotas when the family first settled in Black Rock, that’s what they would have bought.


OUTBACK TOYOTA

TOYOTA – Words by Stuart Martin

The family’s 6800-acre cropping and livestock property has been populated by the Japanese light commercials ever since the first imports made their name working on the hydro electric power programme. It demonstrates a brand of loyalty to the Japanese manufacturer that speaks volumes of their abilities, and appreciation by farming communities. Jim and Gaye Kuerschner, with sons Tom and Sam, are continuing the family’s grazing and cropping efforts in South Australia’s mid-north, also maintaining the family link to the Toyota products in almost everything they do for work and leisure.

The current crop of cars includes a pair of HiLux dual-cabs and a Camry, which carries Gaye to her Orroroo day job as a schoolteacher. But the bulk of the property’s daily workload rests on the seven LandCruiser one-tonne utes that belong to the family. The first Toyota ute to appear on the property was a 1979 HJ45, which arrived in 1990 and remains in service today. Despite working hard for much of its life, this 3.6-litre diesel six-cylinder model boasts a power and torque output of 70 kW and 216 Nm, reminiscent of the day it left the factory almost 30 years ago. DELIVERY

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Through its early life it was used for all manner of tasks, including pulling windmills and other equipment, plus dragging bore pipes to the surface, a job it still does today. Since then it has also shouldered the load of a pump and tank to refill boom-sprayers or serve as a back-up firefighting unit should the bushfire season strike. The second ute to appear on the property was a 1980 FJ45. “The petrol-powered black sheep is a 4.2-litre six-cylinder that should be a HJ47 really,” says Tom. “It has an A-frame on the front for transporting it to far-flung fencing jobs, hanging off the back of one of its LandCruiser siblings,” said Tom.

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FEATURE

An HJ75 of 1987 vintage was previously Tom’s daily work ute. The speedometer on it still works, showing 482,000 km of ground covered, much of that with its sprayer unit on board the long-wheelbase tray. In time it became redecorated with spray marking dye from the weed-killing equipment, giving the Toyota’s white paintwork a pink hue. Tom is currently driving the fourth member of the cabchassis ute family, a 1996 HZJ 75 with a 4.2-litre 96 kW/271 Nm diesel six-cylinder. This spends its days lugging the frontline firefighting pump and a large toolbox that no doubt put it near the top of its payload. That’s the vehicle we’ve followed to the top of the ridge overlooking the main part of the property. Tom is a diesel mechanic by trade with a background in the railways, which was where he saw at firsthand how LandCruisers withstood the workloads better than other vehicles in the fleet. “We had other vehicles on the railways, but the Cruisers stood up to the work better than anything else,” said Tom, who’s charged with keeping the farm’s workhorse fleet on the move. Despite the full payload on its tray, it clambers over the rough ground without issue. It has 347,000 km on its odometer but leads its descendant on a tour of the hills without missing a beat or spinning a wheel. Traversing this terrain is no gentle tour. Ruts, creek beds and clambering climbs are regular features of the “track” to the top of the ridge, yet the fully-laden HZJ 75 doesn’t baulk at the journey or look over-worked.

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The 2017 78 Series that has carried me 300 km north of Adelaide isn’t phased by the rough and rugged terrain either, but its tray has the remnants of a few loads of rubble and sand in it, but precious little else to strain its suspension. The front and rear diff locks are there as a back-up, but the trail, while rugged and worthy of concentration, doesn’t demand locking either axle, as its capabilities aren’t stretched by the journey. Ute number-six in the Kuerschner stable is younger brother Sam’s 1999 incarnation of the HZJ 75. Described by Tom as a general duties vehicle, it shares some work duties with a more family-friendly dual-cab HiLux. Father Jim has an example from the 21st century, at least in terms of its date of manufacture, if not necessarily in spirit. As the family patriarch’s everyday workhorse from the day it was delivered, this 2001 HZJ 79 offered 96 kW and 285 Nm when new, and now has ‘only’ 321,000 km on its clock. “The good ute” is a 2003 HDJ 79, a turbodiesel six-cylinder that jumped to 122 kW and 380 Nm with forced induction and double the number of valves. It’s still wearing the wider wheel and tyre package that looks at odds with the terrain it’s likely to encounter once it is put to harder work than it is currently undertaking. Tom points out that none of these vehicles were bought new – the 78 Series that was driven to the property for the day offers little change out of $60,000, six times more than the new purchase price of the HJ45 when it was sitting in a Toyota showroom. While they are worked hard, there’s plenty of maintenance performed on-site to keep them going in some severe terrain and heavy-duty daily chores.


OUTBACK TOYOTA

“This thing is 20 years old, working every day, and carrying its maximum payload up and down mountains.”

The journey north is a good demonstration of the breadth of terrain covered by vehicles doing duty on Australian roads, let alone getting into the terrain regularly covered by this baker’s half-dozen. Long, undulating and bendy bitumen back roads require steering a little more accurate than the recirculating ball set-up (unchanged from the oldest of the collection I’m travelling to see), directing the current-model 78 Series GX ute through South Australia’s mid-north. Speed zones of 110 km/h are common, and, while the latest version of the 78 Series’ turbodiesel V8 can cruise at that speed (in 5th it’s sitting around 2100 rpm), its flat, square and upright body doesn’t help from an aerodynamic standpoint, and the “air brake” effect once off the throttle is obvious. Switching to the fast dirt roads, and the 78 feels more at home even before you wrestle with the grumpy 4WD transfer case lever to bring the front wheels into play – at least it now has automatic front hubs to engage 4WD without a visit to each front wheel.

The family resemblance between the current model, which has been awarded five ANCAP stars to keep it on fleet company shopping lists, and its forebears, is obvious. Though Tom Kuerschner likes the new factory-supplied rear tray for its length, he says the new ute is not on the family shopping list yet, but, if Toyota wanted to leave one behind for testing and evaluation, he wouldn’t knock it back. He’s also offered some suggestions for Toyota’s advertising department. “I reckon they should use this for the advertising, this thing is 20 years old, working every day, and carrying its maximum payload every day up and down mountains,” Tom said. “Toyota hasn’t lost the plot with this model yet, not like some of the other utes – we used to pull boom sprayers with the Cruisers, bouncing across paddocks and they would handle it easily,” he said. DELIVERY

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Y E E K N YA Tired of Toyota? Fed up with Ford? Had it with Holden? Narky with Nissan? Miffed at Mitsubishi? I could go on, but you get the idea… If you’re looking for a serious towing workhorse, then there’s a new twist on an old muscular favourite.

While the Dodge passenger car realm is far from a happy place at the moment, the RAM Truck side of things (a separate entity within FCA since 2009) is in a much better way, with solid US sales and a renewed RAM supply to Australia. Australians have a growing appetite for utes that can comfortably tow more than the three tonnes, and, consequently, that prompted our deeper interest in trying out the latest RAM offering, by way of American Special Vehicles.

The RAM 2500 under test is the result of a joint-venture between Ateco Automotive and the Walkinshaw Automotive Group, the latter completing the changeover to righthand-drive and is calling it much more than a conversion. In conversation with the dealership group, “remanufacturing” of the vehicles for right-hand-drive is an oft-repeated term. It’s a long operation involving the body spending time away from its chassis and 400-plus parts for the change, including a new purpose-built (locally-sourced) bespoke dashboard. We’re in a 2500 Laramie, a luxuriously-equipped dual-cab six-seater (or five with a cavernous ‘couple distance’ between the two front seats) that for now is on offer for not much change out of $140,000 on the road.

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! A H E E Y Stuart Martin climbs aboard the RAM 2500 to find how it fits in the Aussie outback

YANKEE YEE HA!

It’s no Spartan hose-out workhorse, with full leather trim; heated, ventilated and power-adjustable front seats (with buttons corresponding to the changeover, if not those within the touchscreen menus); a heated, leatherwrapped steering wheel with integrated audio controls; dual zone climate control; a touchscreen-controlled ninespeaker infotainment system with USB, Bluetooth and auxiliary input; and a sporadically-confused sat/nav. It found itself again each time, but the quirks are similar to glitches experienced in other FCA product. There’s also remote keyless entry and ignition, poweradjustable pedals that adapt to drivers of differing leg length, power door locks, power windows, poweradjustable and folding mirrors, a sunroof, rear sliding window, 18-inch alloys with Michelin 265/70 rubber, a locking tailgate, remote start, rear underfloor and rear underseat storage, a 240 v domestic three-pin outlet on the dash, fog lamps, an engine bay light and a sizeable lined rear tray.

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FEATURE The driver has to put up with tilt-only adjustment for the steering and a column-shifter on the right-hand-side of the steering column to control the six-speed auto, but there’s no shortage of information on offer via the centre screen between the traditional dials. The safety features list includes dual front, side and curtain airbags, electronic stability control with trailer sway function, front and rear parking sensors, two rearview cameras for easy towing hook-ups, tyre pressure monitoring system, auto-dimming centre mirror, auto headlights and rain sensing wipers. The driver – thanks to the firewall work – now has room that can accommodate a left foot, and even a footrest, two things missing from some of the alternative factory RHD vehicles. “Two quirks of the changeover that do get a little annoying - a foot-operated park brake on the far right of the footwell can mean a two-step dance move to engage it if you don’t want the transmission (operated by a RH side mounted selector) under unnecessary strain.” Buyers of the RAM 2500 get to experience the legalities of towing, and due to the size of the vehicle they get to tow with greater adherence to both legal and safety requirements. That’s the RAM forte here – offering a braked towing capacity of 3.5 tonnes at the lower end of its potential spectrum, using a 50 mm tow ball. Those that do the maths correctly and find their towing weight exceeds the 3.5 tonnes mark can then upsize in towball dimensions to 70 mm, at which point their towing equation legally rises to 4.5 tonnes. Those that opt for a pintle or gooseneck head further up the weight scale and that number heads north again and tops out nearer to 7.0 tonnes. The 3.5-tonne behemoth has the grunt to get it moving too, powered by a 6.7-litre, variable-geometry turbo, direct-injection diesel, cast-iron, 24-valve, six-cylinder Cummins engine. This produces 276 kW at 2800rpm, with a considerable 1084 Nm of torque from 1600 rpm to the rear wheels, or all four if off the beaten track. Fuel use during our time in the 3.5-tonne ute wasn’t frugal, drinking from the 117-litre tank at 18 litres per 100 km at a 28 km/h average speed, but that included low-range 4WD work, serious towing and suburban commuting. Open-road cruising with less on board would see that number drop to the teens, with 6th gear running at around 1200 rpm near the state limit. But previous experience in a turbodiesel V8 LandCruiser suggests that number would be within the realms of possibility with a similar workload, and the RAM can pull a lot more if so equipped. Discs front and rear team up for retardation duties, and they need a solid shove from the driver if a quick stop is demanded.

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For heavier work, the stoppers team up with dual-mode exhaust brakes and a tow/haul function that involves the automatic, but with a decent load attempting to squash the rear end the trio are welcome for their assistance. Integrated trailer brakes – which can be tailored for electric or hydraulic brakes – are easy to alter, although smaller increments would be welcome, but a large fully-laden horse float was barely noticed on the rear. You’d be forgiven for assuming rear leaf springs, but the 2500 sits on a three-link coil spring front set, and a five-link coil spring rear suspension layout. The system is robust in its ability to shoulder a load with only a hint of reduced ride height, but the ride quality only improves a little once laden. The live-axle shudder was expected of something built for heavy loads and hard yakka – but it can kick around on second-grade road surfaces and this is where some extra assistance from some locally-tuned or sourced dampers and springs might settle it. Where the local switcheroo has made real ground is in the improved steering, which is less vague; the pedal box is RHD specific and there’s a thicker front anti-roll bar. It’s still somewhat akin to driving an aircraft carrier on the road, and with our evaluation vehicle displaying its price emblazoned down the side it’s easy to imagine the only thing missing is grey paint work, at which point an F/A 18 Hornet jet fighter might try to land on the optional hard tonneau cover. Ground clearance is only 188 mm, so it isn’t a serious rockhopper. A 13.4 m turning circle for the 6.0 m long, 2.0 m wide, 2.0 m tall ute isn’t much wider than some smaller 4WDs, but quick U-turns on a whim are a thing of the past. The 2500 has a 3.8 m wheelbase with a tray floor length of 1939 mm, depth of 511 mm and 1295 mm between wheel arches. Warranty for the ASV right-hand-drive RAM trucks is three years or 100,000 km with roadside assistance. Alternatives are not thick on the ground, but there’s Ford’s 328 kW/1166 Nm turbodiesel V8 F-250 Lariat dual-cab – the best selling pick-up on the planet with a $10,000 price hike over the RAM – another is the 296 kW/1037 Nm Chevrolet Silverado 2500HD LTZ with a $144,990 pricetag. The extra engineering efforts from ASV in bringing the steering wheel across to the right side have paid off – it makes the RAM a better drive. While it is an extra $15,000 over a top-spec LandCruiser 200 turbodiesel, the considerable towing prowess will be worth the extra outlay for those hauling horses or dragging big boats on a daily basis. Some extra attention in the spring and damper department wouldn’t go astray either, adding that little extra to the everyday ride comfort and handling.


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4X2 CAB CHASSIS & UTES & UTES SMALL CAB / CHASSIS SPECIFICATIONS Variants

Price $

Engine Fuel Power Fuel/Cyl/Cap Econ kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

RANGER

FORD

XL Single Cab Cab Chassis Cab Chassis Hi-Rider Pick-Up

27,390 30,890 28,390

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

6.6 6.9 6.6

118 @ 3200 385 @ 1600-2500 118 @ 3200 385 @ 1600-2500 118 @ 3200 385 @ 1600-2500

6m 6m/6a 6m

2 2 2

1200 kg 1450 kg 1060 kg

5H 5H 5H

XL Super Cab Cab Chassis Hi-Rider

35,590

Dsl/4T/2.2L

7.5

118 @ 3200 385 @ 1600-2500

6a

4

1375 kg

5H

XL Double Cab Cab Chassis Hi Rider Pick-Up Hi Rider

37,590 36,390

Dsl/4T/2.2L Dsl/4T/2.2L

7.5 7.5

118 @ 3200 385 @ 1600-2500 118 @ 3200 385 @ 1600-2500

6a 6m/6a

5 5

1315 kg 1200 kg

5H 5H

XLT Super Cab Pick-Up Hi Rider

46,690

Dsl/5T/3.2L

8.5

147 @ 3000 470 @ 1750-2500

6a

5

1100 kg

5H

XLT Double Cab Pick-Up Hi Rider

46,490

Dsl/5T/3.2L

8.2

147 @ 3000 470 @ 1750-2500

6m/6a

5

1065 kg

5H

The latest Ranger lifts the safety levels for the ute category to new heights, thanks to the inclusion of adaptive cruise control, lane departure assist and emergency brake assist. Ranger is a worthy winner of the Delivery Magazine Ute of the Year 2016 award with a technology level that eclipes even the new HiLux. Service Inter: 15,000 km Warranty: 3yrs-100,000 km

Max Tow: 2500 kg - 3350 kg depending on model

FALCON

FORD

FG X Cab Chassis Super Cab Chas EcoLpi Super Cab Ute Super Cab EcoLPi

30,890 33,390 30,890 33,390

Ptrl/6/4.0L EcoLPi Ptrl/6/4.0L EcoLPi

10.5 13.5 10.5 13.5

195 @ 6000 198 @ 5000 195 @ 6000 198 @ 5000

391 @ 3250 409 @ 3250 391 @ 3250 409 @ 3250

6a 6a 6a 6a

2/3 2 2/3 2

1097 kg 1097 kg 1050 kg 991 kg

5H 5H 5H 5H

XR6 Cab Chassis Super Cab Chas EcoLPi Super Cab Ute Super Cab ute EcoLPi

33,640 36,140 31,540 36,240

Ptrl/6/4.0L EcoLPi Ptrl/6/4.0L EcoLPi

10.5 13.5 11.7 13.5

195 @ 6000 198 @ 5000 195 @ 6000 198 @ 5000

391 @ 3250 409 @ 3250 391 @ 3250 409 @ 3250

6a 6a 6a/6m 6a

2 2 2 2

1090 kg 1028 kg 550 kg 484 kg

5H 5H 5H 5H

XR6 Turbo Styleside Ute

38,710

Ptrl/6T/4.0L

12.7 270 @ 5250 533 @ 2000-4750

6a/6m

2

470 kg

5H

Time to let this slip peacefully into a deep sleep from which it will never recover. Falcon Ute is past its use-by date and will only hold on until all local manufacturing ceases. Car companies will move their manufacturing bases to suit global demands, not local memories. Service Inter: 15,000 km

Warranty: 3yrs-100,000 km

Max Tow: 1200 kg(M) 2300 kg(A), XR6 Turbo 1600 kg

TUNLAND

FOTON

TK Wellside Cab Single Cab Utility Dual Cab Utility

23,490 22,490 27,990

Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L

8.3 8 8.3

120 @ 3600 96 @ 3000 120 @ 3600

360 @ 1800-3000 280 @ 1400-3000 360 @ 1800-3000

5m 5m 5m

2 2 5

1025 kg 1015 kg 1025 kg

This is the only Chinese-made ute worth considering as an alternative to the Japanese designed models. Thanks to its Cummins diesel engine and more competitive styling it has the ability to succeed where models like the Great Wall failed in our highly competitive marketplace. Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg 68

DELIVERY MAGAZINE ISSUE 69

N/A N/A N/A


4X2CAB CAB/ CHASSIS & UTES 4X2 SMALL

SPECIFICATIONS Variants

Price $

Engine Fuel/Cyl/ Cap

Fuel Econ

Power kW - rpm

Torque Nm - rpm

Trans- Seats Payload ANCAP Safety mission

93 @ 5250 110 @ 4000

205 @ 2500 310 @ 1800-2800

STEED

GREAT WALL

NBP Dual Cab Utility Dual Cab Utility

25,990 27,990

Ptrl/4T/2.4L Dsl/4T/2.0L

N/A N/A

5m 5m

2 2

1010 kg 1022 kg

2H N/A

Back into the Australian market for round two of its career, the Great Wall second time around seems to be better built and with a more comprehensive specification. Buyers need to be cognisant of the possible low resale value until the brand establishes a reputation and presence. Warranty: 3yrs-100,000 km

HOLDEN VE

Max Tow: 2000 kg

VF Ute

33,490

Ptrl/V6/3.6L

9

210 @ 6700

350 @ 2800

6a

2

N/A

5H

SV6 Ute

33,990

Ptrl/V6/3.6L

9

210 @ 6700

350 @ 2800

6m/6a

2

N/A

5H

SS Series ll Ute

41,490

Ptrl/V8/6.2L

12.8

304 @ 6000

570 @ 4400

6m/6a

2

N/A

5H

SSV Series ll Ute Redline- SC

44,490 50,990

Ptrl/V8/6.2L Ptrl/V8/6.2L

12.8 12.8

304 @ 6000 304 @ 6000

570 @ 4400 570 @ 4400

6m/6a 6m/6a

2 2

N/A N/A

5H 5H

New models and a vastly improved product make this the best Holden ever manufactured. It’s often the case that the last of the line is the best of the breed and this appears to be the case for the Holden Commodore. Service Inter: 15,000 km

HOLDEN

Warranty: 3yrs-100,000 km

Max Tow: 1600 kg

COLORADO LS Single Cab Chassis Crew Cab Chassis Crew Cab Pick-Up

29,490 34,490 35,990

Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L

8.1 8.1 7.9

147 @ 3600 147 @ 3600 147 @ 3600

440 @ 1600-2000 440 @ 1600-2000 440 @ 1600-2000

6m/6a 6m/6a 6m/6a

2 5 5

1477 kg 1316 kg 1172 kg

5H 5H 5H

LT Crew Cab Pick-Up

38,990

Dsl/4T/2.8L

7.6

147 @ 3600

440 @ 1600-2000

6m/6a

5

1135 kg

5H

LTZ Crew Cab Pick-Up

42,490

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2000

6m/6a

5

1116 kg

5H

A complete revamp and upgrade of the Colorado range brings improved specifications and a sharper pricing attitude throughout the range. Ride comfort and handling has also been improved. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

DELIVERY MAGAZINE ISSUE 69

69


4X2 CAB CHASSIS & UTES & UTES SMALL CAB / CHASSIS SPECIFICATIONS

ISUZU D-MAX

Variants

Price $

Engine Fuel/Cyl/ Cap

Fuel Power Econ kW - rpm

Torque Nm - rpm

TransSeats mission

Payload

SX Single Cab Chassis Crew Cab Ute

27,500 33,500

Dsl/4T/3.0L Dsl/4T/3.0L

8 8.1

130 @ 3600 380 @ 1800-2800 130 @ 3600 380 @ 1800-2800

5m 5m

2 5

1320 kg 1080 kg

4H 4H

SX Hi Ride Cab Chassis Crew Cab Ute Space Cab ute Crew Cab Chassis

30,700 37,000 34,500 36,300

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

7.9 7.9 7.9 8.1

130 @ 3600 130 @ 3600 130 @ 3600 130 @ 3600

380 @ 1800-2800 380 @ 1800-2800 380 @ 1800-2800 380 @ 1800-2800

5a 5a 5a 5a

2 5 4 5

1265 kg 1025 kg 1060 kg 1130 kg

4H 5H 4H 5H

LS Hi Ride Crew Cab Ute

42,200

Dsl/4T/3L

8.2

130 @ 3600 380 @ 1800-2800

5a

5

990 kg

5H

ANCAP Safety

The latest version builds on its previous reputation for strength and reliability. The best engine and a great new transmission increase its appeal. This is what you get when a big truck maker builds a smaller truck, rather than a carmaker building a larger car. Max Tow: 2500 kg

MAHINDRA

Pik-Up CRDe Single Cab Chassis Single Cab Ute Dual Cab Chassis Dual Cab Ute

19,990 20,990 24,490 24,990

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

8.4 8.4 8.4 8.4

88 @ 4000 88 @ 4000 88 @ 4000 88 @ 4000

280 @ 1800 280 @ 1800 280 @ 1800 280 @ 1800

5m 5m 5m 5m

2 2 5 5

1360 kg 1190 kg 1270 kg 1130 kg

3H 3H 3H 3H

Genio Single Cab Dual cab

20,990 24,990

Dsl/4T/2.2L Dsl/4T/2.2L

9.1 9.1

88 @ 4000 88 @ 4000

280 @ 1800-2800 280 @ 1800-2800

5m 5m

2 5

1260 kg 1100 kg

N/A N/A

The 2016 Genio ute in single or dual cab is a real surprise, with a spacious cab, high equipment level and a willing 2.2-litre diesel. Well worth a closer look and better value than corresponding Japanese alternatives. The Pik-Up is a tougher option and also has merit. Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: Pik-Up 2500 kg Genio 1800 kg BT-50

MAZDA

XT Single Cab Chassis Hi-Rider Cab Chassis Hi-Rider Cab Chassis Hi-Rider Freestyle CC* Hi-Rider Dual CC* Hi-Rider Dual Cab Ute

25,570 28,815 28,815 32,745 34,745 36,545

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L

7.6 8.9 8.4 8.4 8.4 8.4

110 @ 3700 110 @ 3700 147 @ 3000 147 @ 3000 147 @ 3000 147 @ 3000

375 @ 1500-2500 375 @ 1500-2500 470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500

6m 6a 6m 6m/6a 6m 6m/6a

2/3 2 2 4 5 5

1328 kg 1533 kg 1505 kg 1427 kg 1368 kg 1278 kg

5H 5H 5H 5H 5H 5H

XTR High-Rider Dual Cab

41,630

Dsl/5T/3.2L

8.4

147 @ 3000 470 @ 1750-2500

6m/6a

5

1212 kg

5H

The new BT-50 shifts Mazda into achieving higher levels of ability with a better looking frontal design. The bonus of the 3.2-litre for towing should not be overlooked, but the 2.2-litre is great for tradie use. Service Inter: 10,000 km Warranty: 2yrs-Unlimited/3yrs-100,000 km Max Tow: 2500 -3350 kg depending on model *CC: Cab/Chassis

TRITON

MITSUBISHI

GLX Single Cab Chassis Single Cab Chassis Double Cab Utility

21,990 25,490 33,490

Ptrl/4/2.4L Dsl/4/2.4L Dsl/4/2.4L

10.9 94 @ 5250 7.0 133 @ 3500 7.0 133 @ 3500

194 @ 4000 430 @ 2500 430 @ 2500

5m 6m/5a 6m/5a

2 2 5

1300 kg 1165 kg 980 kg

Brand new 16MY Triton is a huge improvement. One of the most car-like utes on the market with lots of great features and great fuel economy. One of the few utes where you can pick the right suspension for the task ahead and competitively priced. Service Inter: 15,000 km 70

Warranty: 5yrs-130,000 km

DELIVERY MAGAZINE ISSUE 69

Max Tow: 1800-3000 kg depending on model

5H 5H 5H


4X2CAB CAB/ CHASSIS & UTES 4X2 SMALL

SPECIFICATIONS Variants

Price $

Engine Fuel/Cyl/ Cap

Fuel Power Econ kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

NAVARA NP300

NISSAN

DX Single Cab Chassis Dual Cab Ute

19,490 26,490

Ptrl/4/2.5L Ptrl/4/2.5L

9.9 9.9

122 @ 6000 122 @ 6000

238 @ 4000 238 @ 4000

6m 6m/7a

2 5

1228 kg 901 kg

5H 5H

RX Single Cab Chassis King Cab Chassis Dual Cab Ute

25,990 28,490 32,990

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

6.4 6.4 6.4

120 @ 3750 120 @ 3750 120 @ 3750

403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500

6m 6m/7a 6m/7a

2 4 5

1362 kg 1261 kg 1112 kg

5H 5H 5H

ST Dual Cab Ute

38,990

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

5

1074 kg

5H

ST-X Dual Cab Ute

44,990

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

5

1018 kg

5H

The latest Navara NP300 range is now complete. Pick the leaf spring versions if you carry big loads, or the coil spring version if you want more car-like comfort. Service Inter: 20,000 km Warranty: 3yrs-100,000 km Max Tow: DX 1588 kg - RX, ST & ST-X 3500 kg

SSANGYONG

Actyon Sports Tradie Dual Cab Utility

26,990

Dsl/4T/2.0L

7.3

Sports SX Dual Cab Utility

28,490

Dsl/4T/2.0L

7.3

114 @ 4000

360 @ 1500-2800

6m/6a

5

727 kg

3H

114 @ 4000

360 @ 1500-2800

6m/6a

5

727 kg

3H

We actually like this South Korean load shifter and once you get over the individual styling you might like it too. It’s certainly quiet to drive and one of the better riding options but the marketer has gone very quiet in recent months. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2300 kg

TATA

XENON Single Cab Chassis Single Cab Pick-Up Dual Cab Pick-Up

22,990 22,990 25,990

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

7.4 7.4 7.4

110 @ 4000 110 @ 4000 110 @ 4000

320 @ 1500-3000 320 @ 1500-3000 320 @ 1500-3000

5m 5m 5m

2 2 5

1405 kg 1230 kg 1020 kg

4H 4H 4H

With its 2.2-litre diesel the TATA ranks more with the smaller utes of a few years ago. The brand seems to have stalled in its sales performance but there’s plenty of room for this Indian manufacturer to make its mark, especially against low quality Chinese brands. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg HILUX

TOYOTA

Workmate Single Cab Chassis Single Cab Chassis Double Cab Utility Double Cab Utility

20,990 24,490 33,990 30,690

Ptrl/4/2.7L Dsl/4T/2.4L Dsl/4T/2.4L Ptrl/4T/2.7L

11.1 7.7 7.1 10.7

122 @ 5200 110 @ 3400 110 @ 3400 122 @ 5200

245 @ 4000 343 @ 1400-2800 343 @ 1400-2800 245 @ 4000

5m/6a 5m 5m 5m/6a

2 2 4 5

1225 kg 1240 kg 1020 kg 1035 kg

5H 5H 5H 5H

SR Single Cab Chassis Extra Cab Ute Dual Cab Ute Dual Cab Ute Hi-Rider

28,490 35,490 41,990 39,990

Dsl/4T/2.8L Dsl/4T/2.8L Ptrl/V6/4.0L Dsl/4T/2.8L

8.0 8.0 11.5 7.3

125 @ 3600 125 @ 3600 175 @ 5200 130 @ 3400

343 @ 1200-3400 343 @ 1200-3400 376 @ 3800 420 @ 1400-2600

5m 5m 5a 6m/6a

2 4 5 5

1235 kg 1040 kg 1015 kg 1000 kg

5H 5H 5H 5H

SR5 Dual Cab Ute Hi-Rider

47,490

Dsl/4T/2.8L

7.3

130 @ 3400

420 @ 1400-3400

6a

5

1000 kg

5H

Amidst the fanfare of the release of the new HiLux there are shortcomings noticeable in the form of not including higher safety levels across the range. A variation of payloads also serves to confuse buyers as to its overall ability. With increasing pressure from other Japanese manufacturers, HiLux may not be able to maintain its segment leadership for much longer. Service Inter: 10,000 km

Warranty: 3yrs-100,000 km

Max Tow: 2250 kg DELIVERY MAGAZINE ISSUE 69

71


4X2 CAB CHASSIS & UTES & UTES SMALL CAB / CHASSIS SPECIFICATIONS Variants

Price $

Engine Fuel/Cyl/ Cap

Fuel Power Econ kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload ANCAP Safety

AMAROK TDI340

VOLKSWAGEN

Dual Cab Chassis Dual Cab Utility

31,490 32,990

Dsl/4T/2.0L Dsl/4T/2.0L

7.5 7.5

103 @ 3500 340 @ 1600-2250 103 @ 3500 340 @ 1600-2250

6m 6m

5 5

1270 kg 1168 kg

N/A N/A

36,490 37,990

Dsl/4T/2.0L Dsl/4T/2.0L

8.2 8.2

132 @ 4000 132 @ 4000

8a 8a

5 5

1234 kg 1132 kg

N/A N/A

44,690 45,290

Dsl/4T/2.0L Dsl/4T/2.0L

8.5 8.1

103 @ 3500 340 @ 1750-2500 7DSG 132 @ 4000 400 @ 1500-2000 6m/7DSG

2 5

1416 kg 1281kg

N/A N/A

TDI420 Dual Cab Chassis Dual Cab Utility

420 @ 1750 420 @ 1750

Transporter Single Cab Chassis Dual Cab Chassis

A hugely attractive specification with Amarok available in single-cab form as a six-speed manual or dual-cab with the eight-speed auto. Trim and equipment levels have been upgraded. Our preference is for the auto over the manual which gave it the accolade of Delivery Magazine Ute Of The Year 2014. Transporter single-cab and dual-cab are replaced by the new T6 in the third quarter of last year. Amarok is where VW is focusing its attention. Its clever technology, good interior appeal and five-star crash rating may tempt you away from Japanese alternatives. Service Inter: 15,000 km

Warranty: 3yrs-100,000 km

Max Tow: 2000 kg

RAM Raid

“If it’s maximum towing you’re after then it’s only a matter of time before you finally choose to take on the challenge of owning an American ute”

Since its launch as a stand-alone division of Fiat Chrysler America in 2009, what was once know as the Dodge Ram is now confined to RAM Trucks, which has become the fastest growing truck brand in the United States. Just in time for Christmas, RAM Trucks launched a fixed drive away, no more to pay price structure in Australia of $139,500 for the RAM 2500 and $146,500 for a RAM 3500. Powered by a 6.7-litre Cummins turbo diesel engine producing 276 kW and 1084 Nm of torque, a RAM Truck towing limit is up to 6989 kg for the RAM 2500 and 6170 kg for the RAM 3500. Payload is 913 kg and 1713 kg respectively.

72

DELIVERY MAGAZINE ISSUE 69

Standard equipment features include heated and ventilated front seats that are 10-way power operated for the driver and 6-way for the front passenger, leather trimmed seats throughout plus 12-volt sockets and a 240-volt 100-amp mains power socket.

The ventilation system is climate control dual zone; the steering wheel is heated; the pedals are power adjustable; a sun roof is standard; the audio system has nine speakers and a sub-woofer and the dashboard includes a vehicle information system, while there are two rear cameras, one for the cargo area and another for reversing, which display on the 20 cm touchscreen display


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4X4 VEHICLES SPECIFICATIONS Variants

FORD

Price $

Engine Fuel/Cyl/Cap

Fuel Econ

RANGER XL Single Cab Chassis Cab Chassis

38,790 41,290

Dsl/4T/2.2L Dsl/5T/3.2L

6.9 8.3

118 @ 3200 385 @ 1600-2500 6m 147 @ 3000 470 @ 1750-2500 6m/6a

2 2

1355 kg 1305 kg

5H 5H

XL Super Cab Chassis Pick-up

43,790 44,790

Dsl/5T/3.2L Dsl/5T/3.2L

8.3 8.3

147 @ 3000 470 @ 1750-2500 147 @ 3000 470 @1750-2500

6m 6m

4 4

1245 kg 1100 kg

5H 5H

XL Double Cab Cab Chassis Cab Chassis Pick-Up Pick-Up

43,290 45,790 44,290 46,790

Dsl/4T/2.2L Dsl/5T/3.2L Dsl/4T/2.2L Dsl/5T/3.2L

6.9 8.3 6.9 8.3

118 @ 3200 147 @ 3000 118 @ 3200 147 @ 3000

6m/6a 6m/6a 6m/6a 6m/6a

5 5 5 5

1235 kg 1185 kg 1110 kg 1060 kg

5H 5H 5H 5H

XL Plus Cab Chassis Double Cab Chassis Double Cab Pick Up

46,480 51,960 52,960

Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L

9.2 9.2 9.2

147 @ 3000 470 @ 1750-2500 147 @ 3000 470 @ 1750-2500 147 @ 3000 470 @ 1750-2500

6a 6a 6a

2 5 5

1230 kg 1090 kg 965 kg

5H 5H 5H

XLT Super Cab Pick-Up

52,390

Dsl/5T/3.2L

8.3

147 @ 3000 470 @ 1750-2500 6m/6a

4

1020 kg

5H

XLT Double Cab Pick-Up

54,390

Dsl/5T/3.2L

8.3

147 @ 3000 470 @ 1750-2500 6m/6a

5

970 kg

5H

XLS Double Cab Pick Up Pick Up

45,590 48,090

Dsl/4T/2.2L Dsl/5T/3.2L

6.9 8.3

118 @ 3200 385 @ 1600-2500 6m/6a 147 @ 3000 470 @ 1750-2500 6m/6a

5 5

1120 kg 1070 kg

5H 5H

WildTrak Pick-Up

57,890

Dsl/5T/3.2L

8.3

147 @ 3000 470 @ 1750-2500 6m/6a

5

935 kg

5H

Power kW - rpm

Torque Nm - rpm

385 @ 1600-2500 470 @ 1750-2500 385 @ 1600-2500 470 @ 1750-2500

Transmission

Seats

Payload

ANCAP Safety

As the Delivery Magazine Ute of the Year 2 0 1 6 the Ranger is ticking more boxes than any other. Bigger engine, better towing, more engine braking. FOTON Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

Tunland Single Cab Utility Dual Cab Utility

25,990 30,900

Dsl/4T/2.8L Dsl/4T/2.8L

8.3 8.4

120 @ 3600 360 @ 1800-3000 120 @ 3600 360 @ 1800-3000

5m 5m

2 5

1015 kg 1025 kg

N/A 3H

This Chinese brand has the strength of a Cummins diesel to form the backbone of its appeal. Additional models now include service bodies for tradies, making the the Tunland rather more interesting than just a standard ute with a tray. Service Inter: 10,000 km Warranty Basic: 3yrs-100,000 km Max Tow: 2500 kg

FUSO

Canter FG 4WD FG84DC6SRFAB Swb FG84DE6SRFAB Mwb Crew Cab

Service Inter: 30,000 km

GREAT WALL

POA POA POA

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

Warranty Basic: 3yrs-100,000 km

N/A N/A N/A

110 @ 2840-3500 110 @ 2840-3500 110 @ 2840-3500

370 @ 1350-2840 5 x 2m 370 @ 1350-2840 5 x 2m 370 @ 1350-2840 5 x 2m

3 3 7

6500 kg 6500 kg 6500 kg

N/A N/A N/A

5

1020 kg

N/A

Max Tow: Canter Eco-Hybrid 0kg

STEED NBP Dual Cab Utility

30,990

Dsl/4T/2.0L

N/A

110 @ 4000 310 @ 1800-2800

6m

Introduced by Haval back into the Australian market, this rejuvenation of the brand results in better specifications on the surface, even though underneath not much has changed. OK as a low priced entry level option but don’t expect high resales pricing until the brand establishes some form of reputation. Service Inter: N/A Warranty: 3yrs-100,000 km Max Tow: 2000 kg 74

DELIVERY MAGAZINE ISSUE 69


4X4 VEHICLES

SPECIFICATIONS Variants

HOLDEN COLORADO

Engine Fuel/Cyl/Cap

Fuel Power Econ kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

LS Single Cab Chassis Space Cab Chassis Crew Cab Chassis Crew Cab Pick-Up

37,490 40,990 43,490 44,990

Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L

7.9 7.9 7.9 7.9

147 @ 3600 147 @ 3600 147 @ 3600 147 @ 3600

6m/6a 6m/6a 6m/6a 6m/6a

2 2 5 5

1372 kg 1287 kg 1223 kg 1078 kg

5H 5H 5H 5H

LT Crew Cab Pick-Up

46,990

Dsl/4T/2.8L

7.9

147 @ 3600 440 @ 1600-2800 6m/6a

5

1041 kg

5H

LTZ Space Cab Pick-Up Crew Cab Pick-Up

48,990 50,490

Dsl/4T/2.8L Dsl/4T/2.8L

7.9 7.9

147 @ 3600 440 @ 1600-2800 6m/6a 147 @ 3600 440 @ 1600-2800 6m/6a

5 5

1079 kg 1022 kg

5H 5H

Z71 Pick-Up Crew Cab

54,990

Dsl/4T/2.8L

7.9

147 @ 3600 440 @ 1600-2800 6m/6a

5

1000 kg

5H

3

4500 kg

N/A

3 7

4500/6000 4500/6000

N/A N/A

Service Inter: 10,000 km

ISUZU

Price $

Warranty: 3yrs-100,000 km

440 @ 1600-2800 440 @ 1600-2800 440 @ 1600-2800 440 @ 1600-2000

Max Tow: 3500 kg

NLS200 Cab Chassis

60,977

Dsl/4T/3.0L

110 @ 2800 375 @ 1600-2800

NPS250/300 4X4 Cab Chassis Crew Cab

80,281 87,099

Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 419 @ 1600-2600 5x2m 114 @ 2600 419 @ 1600-2600 5x2m

5m

27 years as market leader in Australia for the commercial vehicle market brings a reputation for durability and value that can’t be beaten. When you drive one you’ll soon see why it holds the crown. Service Inter: 15,000 km Warranty: 3yrs-100,000 km

ISUZU D-MAX

EX Single Cab Chassis

34,000

Dsl/4T/3L

8.2

130 @ 3600 380@1800-2800

SX Single Cab Chassis Space Cab Chassis Crew Cab Chassis

37,000 39,700 44,300

Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L

8.2 8.2 8.2

LS-M Crew Cab Ute Hi-Ride

45,000

Dsl/4T/3L

LS-U Space Ute Hi-Ride Crew Cab Ute Hi-Ride

44,800 46,900

LS - Terrain Dual Cab Utility

52,500

5m

5

1290 kg

4H

130 @ 3600 380 @ 1800-2800 5m/5a 130 @ 3600 380 @ 1800-2800 5m/5a 130 @ 3600 380 @ 1800-2800 5a

5 5 5

1285 kg 1205 kg 1130 kg

4H 4H 5H

8.2

130 @ 3600 380 @ 1800-2800 5m/5a

5

1025 kg

5H

Dsl/4T/3L Dsl/4T/3L

8.2 8.2

130 @ 3600 380 @ 1800-2800 5m/5a 130 @ 3600 380 @ 1800-2800 5m/5a

5

1045 kg 1010 kg

4H 5H

Dsl/4T/3L

8.1

130 @ 3600 380 @ 1800-2800

5

1005 kg

5H

N/A N/A

N/A N/A

5a

In our view the toughest tradie’s ute on our market, the D-Max is the ute you buy if you mean serious business. In tough reliability stakes it IVECO outperforms everything.

Service Inter: 10,000 km

Daily 4x4 Cab Chassis Dual Cab Chassis

POA POA

Warranty: 5yrs-130,000 km

Dsl/4T/3L Dsl/4T/3L

N/A N/A

Max Tow: 3000-3500 kg depending on model

125 @ 3000-3500 125 @ 3000-3500

400 @ 1250-3000 400 @ 1250-3000

6m 6m

3 7

This has the potential to be a world beater thanks to very clever mechanicals that can take the Daily anywhere. If you like it rough this will do the job for you. Service Inter: 40,000 km Warranty: 3yrs-200,000 km

MAHINDRA

Pik-Up CRDe Single Cab Chassis Dual Cab Chassis Single Cab Dual Cab

24,990 27,490 25,990 27,990

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

8.4 8.4 8.4 8.4

88 @ 4000 88 @ 4000 88 @ 4000 88 @ 4000

280 @ 1800 280 @ 1800 280 @ 1800 280 @ 1800

5m 5m 5m 5m

2 5 2 5

1290 kg 1170 kg 1090 kg 1000 kg

Genio Alloy Tray Single Cab Alloy Tray Dual Cab

24,490 27,490

Dsl/4T/2.2L Dsl/4T/2.2L

9.1 9.1

88 @ 4000 88 @ 4000

280 @ 1800-2800 280 @ 1800-2800

5m 5m

2 5

1160 kg 1000 kg

With upgrades to the Genio model range the Mahindra is the quiet achiever that is going to be worth watching. India has huge potential for expanding its motor industry and offering good value for money. Service Inter: 10,000 km Warranty: 3yrs-100,000 km DELIVERY MAGAZINE ISSUE 69

75


4X4 VEHICLES SPECIFICATIONS Variants

MAZDA

Price $

Engine Fuel/Cyl/ Cap

BT-50 XT Single Cab Chassis Freestyle CC* Dual Cab Chassis Dual Cab Utility

36,850 40,815 42,815 44,615

Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L

8.9 8.9 8.9 8.9

147 @ 3000 147 @ 3000 147 @ 3000 147 @ 3000

XTR Freestyle Utility Dual Cab Utility

47,675 49,700

Dsl/5T/3.2L Dsl/5T/3.2L

GT Dual Cab Utility

51,790

Dsl/5T/3.2L

Service Inter: 10,000 km

Warranty: 3yrs-100,000 km

Fuel Power Econ kW - rpm

Torque Nm - rpm

Payload

Transmission

Seats

470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500

6m/6a 6m/6a 6m 6m/6a

3/2 4 5 5

1408 kg 1340 kg 1268 kg 1178 kg

5H 5H 5H 5H

8.9 8.9

147 @ 3000 470 @ 1750-2500 147 @ 3000 470 @ 1750-2500

6m/6a 6m/6a

4 5

1158 kg 1109 kg

5H 5H

8.9

147 @ 3000 470 @ 1750-2500

6m/6a

5

1096 kg

5H

ANCAP Safety

Max Tow: 3350 kg

SPRINTER VAN

MERCEDES BENZ

316 CDI Mwb Mwb HR* Lwb HR* Lwb SHR*

73,990 75,990 77,490 80,490

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a 6m/5a 6m/5a

2/3/5/6 2/3/5/6 2/3/5/6 2/3/5/6

N/A N/A N/A N/A

N/A N/A N/A N/A

319 CDI Mwb Mwb HR* Lwb HR* Lwb SHR*

79,990 81,990 83,490 86,490

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

5a 5a 5a 5a

2/3/5/6 2/3/5/6 2/3/5/6 2/3/5/6

N/A N/A N/A N/A

N/A N/A N/A N/A

516 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5.0t* Lwb SHR* 5.0t*

89,490 92,490 89,490 92,490

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 360 @ 1400-2400 360@ 1400-2400 440 @ 1600-2600

6m/5a 6m/5a 6m/5a 6m/5a

2/3/5/6 2/3/5/6 2/3/5/6 2/3/5/6

N/A N/A N/A N/A

N/A N/A N/A N/A

519 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5.0t* Lwb SHR* 5.0t*

89,490 92,490 89,490 92,490

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

5a 5a 5a 5a

2/3/5/6 2/3/5/6 2/3/5/6 2/3/5/6

N/A N/A N/A N/A

N/A N/A N/A N/A

SPRINTER SC 316 CDI Mwb CC*

70,180

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

3

N/A

N/A

516 CDI Mwb CC* 4.49t/5.0t Lwb CC* 4.49t/5.0t

74,680 76,180

Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A

120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400

6m /5a 6m/5a

3 3

N/A N/A

N/A N/A

519 CDI Lwb CC* 4.49t/5.0t

82,470

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

5a

3

N/A

N/A

316 CDI Mwb Dual CC*

74,680

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

6/7opt

N/A

N/A

516 CDI Mwb CC* 4.49t/5.0t Lwb CC* 4.49t/5.0t

79,180 80,680

Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A

110 @ 3800 110 @ 3800

330 @ 1200-2400 330 @ 1200-2400

6m/5a 6m/5a

6/7opt 6/7opt

N/A N/A

N/A N/A

519 CDI Lwb CC* 4.49t/5.0t

86,970

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

5a

3

N/A

N/A

SPRINTER DC

It’s the big size alternative to hauling in a van or cab/chassis that carries with it all the safety and sophistication you expect from this German manufacturer. It will get you there and back but don’t expect it to rock hop over areas where man (or woman) should not venture forth. Service Inter For Sprinter Van: 22,500 km Warranty: 3yrs-200,000 km/3yrs roadside assist *HR: High Roof *SHR: Super High Roof Service Inter For Sprinter Single Cab & Sprinter Dual Cab: 30,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist *CC: Cab/Chassis 76

DELIVERY MAGAZINE ISSUE 69


4X4 VEHICLES

SPECIFICATIONS Variants

Price $

Engine Fuel/Cyl/Cap

Fuel Econ

Power kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

TRITON

MITSUBISHI

GLX Single Cab Chassis Club Cab Chassis Double Cab Pick-Up

32,490 35,290 36,990

Dsl/4/2.4L Dsl/4/2.4L Dsl/4/2.4L

7.1 7.2 7.2

133 @ 3500 133 @ 3500 133 @ 3500

430 @ 2500 430 @ 2500 430 @ 2500

6m 6m 6m/5a

2 4 5

1235 kg 1120 kg 970 kg

5H 5H 5H

GLS Double Cab Pick-Up

40,990

Dsl/4/2.4L

7.2

133 @ 3500

430 @ 2500

6m/5a

5

950 kg

5H

Exceed Double Cab Pick-Up

47,790

Dsl/4/2.4L

7.6

133 @ 3500

430 @ 2500

5a

5

930 kg

5H

New Triton is well priced, very well equipped and very car-like to drive. With lots of high tech functions it’s a great improvement . Service Inter: 15,000 km Warranty: 5yrs-130,000 km Max Tow: 2700 kg Utility Max Tow: 3100 kg Cab Chassis

NAVARA NP300

NISSAN

DX Single Cab Chassis

31,990

Dsl/4T/2.3L

6.6

120 @ 3750 403 @ 1500-2500

RX Single Cab Chassis King Cab Chassis Dual Cab Chassis King Cab Utility Dual Cab Utility

32,990 35,490 38,490 36,990 39,990

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

6.6 6.6 6.6 6.6 6.6

120 @ 3750 120 @ 3750 120 @ 3750 120 @ 3750 120 @ 3750

ST King Cab Utility Dual Cab Utility

42,990 45,990

Dsl/4T/2.3L Dsl/4T/2.3L

ST-X Dual Cab Ute King Cab

51,990 48,990

Dsl/4T/2.3L Dsl/4T/2.3L

Service Inter: 10,000 km

NISSAN PATROL

Warranty: 3yrs-100,000 km

6m

2

1196 kg

5

403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500 403 @ 1500-2500

6m/7a 6m 6m 6m 6m/7a

2 4 5 4 5

1284 kg 1183 kg 1151 kg 1047 kg 1034 kg

5 5 5 5 5

6.5 6.5

140 @ 3750 450 @ 1500-2500 140 @ 3750 450 @ 1500-2500

6m/7a 6m/7a

4 5

1002 kg 989 kg

5 5

6.5 6.5

140 @ 3750 450 @ 1500-2500 140 @ 3750 450 @ 1500-2500

6m/7a 6m/7a

5 4

933 kg 969 kg

5 5

Max Tow: 3500 kg

DX Leaf Cab Chassis

54,161

Dsl/4T/3.0L

11.4

118 @ 3400

380 @ 2000-2400

5m

2

1245 kg

3H

ST Coil Cab Chassis

56,961

Dsl/4T/3.0L

11.4

118 @ 3400

380 @ 2000-2400

5m

2

1076 kg

3H

Maybe your father had one and his father before him. Now very long in the tooth, the coil sprung version gives you the comfort, the leaf sprung alternative gives you the load carrying ability. What a shame the old 4.2-litre straight six didn’t stay the course. Service Inter: 10,000 km

PERFORMAX VEHICLES

Warranty: 3yrs-100,000 km Max Tow: 3200 kg

FORD F250 XL Crew Cab XLT Crew Cab Lariat King Ranch Platium

105,000 115,000 127,000 134,000 134,000

Dsl/V8/6.7L Dsl/V8/6.7L Dsl/V8/6.7L Dsl/V8/6.7L Dsl/V8/6.7L

N/A N/A N/A N/A N/A

328 328 328 328 328

1166 1166 1166 1166 1166

6a 6a 6a 6a 6a

5 5 5 5 5

1900 kg 1900 kg 1900 kg 1900 kg 1900 kg

N/A N/A N/A N/A N/A

Brand new F250s available through Performax International of Gympie are fully ADR compliant and approved for full volume production to once again provide Australian ute buyers with a high specification product range that is ideal for heavy-duty towing. Service Inter: -

Warranty: -

Max Tow: 7600 kg DELIVERY MAGAZINE ISSUE 69

77


4X4 VEHICLES SPECIFICATIONS Variants

Price $

Engine Fuel/Cyl/Cap

Fuel Power Econ kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

ACTYON SPORTS

SSANGYONG

Tradie Dual Cab

29,490

Dsl/4T/2.0L

7.4

114 @ 4000 360 @ 1500-2800

6m/5a

5

718 kg

N/A

Sports Dual Cab

30,990

Dsl/4T/2.0L

7.4

114 @ 4000 360 @ 1500-2800

6m/5a

5

718 kg

N/A

With almost zero effort on the part of the importer to support the brand; this is one model that seems to be sinking into the sunset. Don’t expect resale pricing to be anywhere near worthwhile the investment. Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 2300 kg

TATA

Xenon Single Cab Chassis Single Cab Pick-up Dual cab Pick-up

24,990 24,990 28,990

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

7.4 7.4 7.4

110 @ 4000 320 @ 1500-3000 110 @ 4000 320 @ 1500-3000 110 @ 4000 320 @ 1500-3000

5m 5m 5m

2 2 5

1390 kg 1210 kg 1050 kg

4H 4H 4H

Fusion Automotive, importers of TATA Xenon utes claims to be introducing an auto version for mid 2016. Delivery recommends buyers need to exercise caution as current product longevity and support levels may affect resale pricing. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg

TOYOTA HILUX

Workmate Single Cab Chassis Extra Cab Chassis Double Cab

36,990 40,490 43,990

Dsl/4T/2.4L Dsl/4T/2.4L Dsl/4T/2.4L

7.7 7.7 7.3

110 @ 3400 400 @ 1600-2000 110 @ 3400 400 @ 1600-2000 110 @ 3400 400 @ 1600-2000

6a/6m 6m 6a/6m

2 4 5

1225 kg 1120 kg 955 kg

5H 5H 5H

SR Single Cab Chassis Extra Cab Pick-Up Dual Cab Pick-Up Dual Cab Chassis Dual Cab Pick-Up

39,490 44,490 46,490 44,990 48,490

Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L Ptrl/4/4.0L

8.1 7.6 7.6 8.1 12.0

130 @ 3400 130 @ 3400 130 @ 3400 130 @ 3400 175 @ 5200

420 @ 1400-2600 420 @ 1400-2600 420 @ 1400-2600 420 @ 1400-2600 376 @ 3800

6m/6a 6m 6m/6a 6m/6a 6a

3 5 5 5 5

1205 kg 1005 kg 920 kg 1045 kg 1000 kg

5H 5H 5H 5H 5H

SR5 Extra Cab Pick-Up Dual Cab Pick-Up Dual Cab Pick-Up

52,390 56,390 54,390

Dsl/4T/2.8L Ptrl/V6/4.0L Dsl/4T/2.8L

7.6 130 @ 3400 420 @ 1400-2600 12.0 175 @ 5200 376 @ 3800 7.6 130 @ 3400 420 @ 1400-2600

6m 6a 6m/6a

4 5 5

1010 kg 1000 kg 925 kg

4H 5H 5H

The new HiLux misses out on higher safety levels when compared to Ford’s Ranger. It remains to be seen if it continues to hold market leadership in the face of stronger competition, but it remains the aspirational vehicle for many buyers, thanks to the strength of the dealer group. Service Inter: 10,000 km

TOYOTA LANDCRUISER

Warranty: 3yrs-100,000 km

Max Tow: 2250 kg *CC: Cab Chassis

Max Tow: 2500 kg

Workmate Cab Chassis Double Cab

56,990 61,990

Dsl/V8T/4.5L Dsl/V8T/4.5L

11.5 151 @ 3400 430 @ 1200-3200 11.9 151 @ 3400 430 @ 1200-3200

5m 5m

3 5

980 kg N/A

3H N/A

GX Cab Chassis

58,990

Dsl/V8T/4.5L

11.5 151 @ 3400 430 @ 1200-3200

5m

3

N/A

3H

GXL Cab Chassis Double Cab Chassis

60,990 65,990

Dsl/V8T/4.5L Dsl/V8T/4.5L

11.5 151 @ 3400 430 @ 1200-3200 11.9 151 @ 3400 430 @ 1200-3200

5m 5m

3 5

N/A N/A

3H N/A

Lasting the test of time better than the Patrol, Toyota’s brick on wheels still has appeal, even if it too lacks the most modern engine range available. Now up to four-star safety rating you can take it anywhere and it will probably follow you home, like a faithful Blue Healer. Service Inter: 10,000 km

Warranty : 3yrs-100,000 km

Max Tow: 3500 kg

www.deliverymagazine.com.au 78

DELIVERY MAGAZINE ISSUE 69


4X4 VEHICLES

SPECIFICATIONS Variants

Price $

Engine Fuel/Cyl/ Cap

Fuel Econ

Power kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

Amarok

VOLKSWAGEN

TDI400 Cab Chassis Dual Cab Chassis Dual Cab Chas Core Single Cab Utility Dual Cab Ute Core Highline DCC* Atacama Dual Cab

35,490 41,490 45,990 36,990 42,990 53,990 53,990

Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

7.7 7.8 7.8 7.7 7.8 7.8 7.8

132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000

400 @ 1500-2250 400 @ 1500-2000 400 @ 1500-2250 400 @ 1500-2250 400 @ 1500-2000 400 @ 1500-2500 400 @ 1500-2500

6m 6m 6m 6m 6m 6m 6m

2 5 2 5 5 5 5

1275 kg 1171 kg 1020 kg 1164 kg 1020 kg 990 kg 990 kg

N/A 5H 5H N/A 5H 5H 5H

TDI420 Single Cab Chassis Single Cab Utility Atacama Dual Cab Dual Cab Chassis Dual Cab Utility Core Plus Dual Cab Trendline Utility Highline 4Motion Perm Ultimate 4Motion Perm

38,490 39,990 56,990 44,490 45,990 48,990 49,990 56,990 63,990

Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L

8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3

132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000 132 @ 4000

420 @ 1750 420 @ 1750 420 @ 1750 420 @ 1750 420 @ 1750 420 @ 1750 420 @ 1750 420 @ 1750 420 @ 1750

8a 8a 8a 8a 8a 8a 8a 8a 8a

2 2 5 5 5 5 5 5 5

1275 kg 1165 kg 991 kg 1171 kg 1051 kg 1051 kg 1004 kg 991 kg 989 kg

N/A N/A 5H 5H 5H 5H 5H 5H 5H

48,790 44,090 46,090

Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

8.7 7.9 7.9

132 @ 4000 400 @ 1500-2000 132 @ 4000 400 @ 1500-2000 132 @ 4000 400 @ 1500-2000

6m 6m/7a 6m/7a

5 2 2

1172 kg 1090 kg 1034 kg

N/A N/A N/A

TRANSPORTER 4Motion Transporter Dual Cab Chassis Lwb Swb Van Lwb Van

Our pick of the Amarok range is the eight-speed auto which works so well with the 2.0-litre diesel. It’s well built and feels extremely solid. Transporter 4Motion is aimed at improving safety in snow and on gravel roads rather than rock hopping off-road. Service Inter: 15,000 km Warranty: 5yrs-130,000 km Max Tow: 2700 kg Utility Max Tow: 3000 kg Cab Chassis Transporter 2000 kg *DCC: Dual Cab Chassis *DCU: Dual Cab Utility *CC: Cab Chassis

NEW FOR THE CREW

Following on from the success of the Kangoo Maxi Crew, French importer Renault has added a crew version to the Trafic range.

Able to carry six, including the driver, those seated in the rear get individual seats in the second row, all with threepoint seat belts, with protection from the cargo provided by a glazed screen behind them. The Crew version and also a more highly spec’d Crew Lifestyle are available on long wheelbase twin-turbo versions and there is a further option available with the Premium Pack for the standard Trafic Crew. Access is easy for the rear seat passengers with glazed sliding doors on each side of the vehicle and the interior is well trimmed with storage space included. Offering a cargo volume of 4.0 cubic metres and a payload of 1060kg, the Trafic Crew versions offer versatility for those looking for a dual-purpose vehicle able to split its personality during the week and the weekend, dependent on duty requirements. Pricing runs from $42,990 - $46,780.

DELIVERY MAGAZINE ISSUE 69

79


SMALL - MEDIUM - LARGE VANS SPECIFICATIONS Variants

CITROEN

BERLINGO L1 Short Body

L2 Long body HDi

Price $

Engine Fuel/Cyl/Cap

Fuel Econ

21,990 26,990

Ptrl/4T/1.6L Dsl/4T/1.6L

8.2 5.7

Power kW - rpm

80 @ 5800 66 @ 4000

Torque Nm - rpm

147 @ 4000 215 @ 1500

Transmission

Seats Payload

5m 5m/6a

2 2

850 kg 3.3cu.m 750 kg 3.7cu.m

ANCAP Safety

4H 4H

Berlingo gets a major spec’ upgrade for 2016 with touchscreen functionality, reverse camera and voice recognition added to the list. Service Inter: 20,000 km

FIAT

Warranty: 3yrs-100,000 km

Max Tow: 800-1000 kg depending on model

DOBLO Swb Van Swb Van Lwb Van

22,000 27,000 31,000

Ptrl/4/1.4L Dsl/4/1.6L Dsl/4T/2.0L

7.3 5.4 5.9

70 @ 6000 77 @ 4000 99 @ 3500

127 @ 1500 290 @ 1500 320 @ 1500

5m 6m/5a 6m

2 2 2

659 kg 3.4cu.m 663 kg 3.4cu.m 938 kg 4.2cu.m

N/A N/A N/A

SCUDO Lwb Low Roof

31,000

Dsl/4T/2.0L

7.4

88 @ 4000

300 @ 2000

6m

2

1200 kg 6cu.m

N/A

DUCATO MAXI Swb Low Roof Mwb Low Roof Mwb Mid Roof Lwb Mid Roof Xlwb Mid Roof

38,500 40,500 44,500 48,000 52,000

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

N/A N/A N/A N/A N/A

130 @ 3500 130 @ 3500 130 @ 3500 130 @ 3500 130 @ 3500

400 @ 1400 400 @ 1400 400 @ 1400 400 @ 1400 400 @ 1400

6m/6a 6m/6a 6m/6a 6m/6a 6m/6a

1526 kg 8.0cu.m 1446 kg 10cu.m

N/A N/A N/A N/A N/A

2 2 2 2 2

1871 kg 11.5cu.m 2066 kg 13.0cu.m

2027kg 15 cu.m

The new Doblo, updated Scudo and Ducato are attractively priced and make the FIAT a much stronger competitor. Service: Scudo 22,500 km Service: Ducato: 24,000 km Warranty: 3yrs-200,000 km Max Tow: Doblo 1000-1500 kg, Scudo: 1950 kg, Ducato: 2500 kg TRANSIT VO

FORD

350L Lwb MR* 350E Lwb Jumbo HR* 470E Jumbo Dual Wheel

CUSTOM SWB LWB

47,680 51,180 54,180

Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L

N/A N/A N/A

114 @ 3500 385 @ 1600-2300 114 @ 3500 385 @ 1600-2300 114 @ 3500 385 @ 1600-2300

6m 6m 6m

37,490 39,490

Dsl/4T/2.2L Dsl/4T/2.2L

7.1 7.3

92 @ 3500 92 @ 3500

6m 6m

3 3

1032 kg 5.95cu.m 1360 kg 6.83cu.m

N/A N/A

5m 6m/5a 6m/5a

3 3 6

1066 kg 5.13cu.m 1113 kg 3.07cu.m 1111 kg 3.07cu.m

4H 4H 4H

350 @ 1450-2000 350 @ 1450-2000

3/2 opt 1295 kg 11.0 cu.m 3/2 opt 1122 kg 15.1 cu.m 3/2 opt 1946 kg 15.1 cu.m

N/A N/A N/A

Transit Custom is now gaining sales and Ford is getting some traction in the light commercial vehicle market. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: Transit 2750-3500 kg Custom 2000-2800 kg *LR: Low Roof *MR: Mid Roof *HR: High Roof *JVHR: Jumbo Van High Roof

HYUNDAI

i-LOAD Van petrol Van CRDi Crew van CRDi

32,790 38,790 40,790

Ptrl/4/2.4L Dsl/4T/2.5L Dsl/4T/2.5L

10.1 8 8

129 @ 6000 228 @ 4200 100 @ 3800 343 @ 1500-2500 100 @ 3800 343 @ 1500-2500

The iLoad is the best value one tonner on the market due to its semi-bonneted front and good driving characteristics. The crew van version comes with full bulkhead behind the centre seats. Engines are great but go for the diesel auto as a preference. Service Inter: 15,000 km 80

Warranty: 5yrs-160,000 km/12 months roadside assist

DELIVERY MAGAZINE ISSUE 69

Max Tow: Ptrl 1500 kg Diesel 2000 kg


SMALL - MEDIUM - LARGE VANS

SPECIFICATIONS Variants

Price $ Engine Fuel Fuel/Cyl/Cap Econ

DAILY 35-130

IVECO

H1 Swb LR* H2 Mwb MR* H2 Lwb MR*

50-170

H2 Mwb MR* H2 Lwb MR* H3 XLwb HR* H3 XLwb HR*

50-210 (Optional)

70-170

Lwb High Roof 70-210 ( Optional)

Power kW - rpm

Torque Nm - rpm

Transmission

Seats Payload

ANCAP Safety

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

7.1 7.1 7.1

93 @ 3000 93 @ 3000 93 @ 3000

320 @ 1800-2500 320 @ 1800-2500 320 @ 1800-2500

6m/8a 6m/8a 6m/8a

3 3 3

1630 kg 9.0cu.m 1565 kg 12.0cu.m 1475 kg 16.0cu.m

N/A N/A N/A

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

7.5 7.5 7.5 7.5 N/A

125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 150 @ 3100

430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 470 @ 1400-3000

6m/8a 6m/8a 6m/8a 6m/8a 8a

3 3 3 3 3

2062 kg 12.0cu.m 1954 kg 16.0cu.m 1855 kg 18.0 cu.m 1804 kg 20.0 cu.m

N/A N/A N/A N/A N/A

Dsl/4T/3.0L Dsl/4T/3.0L

7.5 7.5

125 @ 2900 430 @ 1500-2600 125 @ 2900 430 @ 1500-2600

6m/8a 6m/8a

3 3

4140 kg 19.6cu.m 4140 kg 19.6cu.m

N/A N/A

IVECO now gets a refined range with less complexity but of equal significance and appeal. It’s one of the few to possess a complete chassis rather than being part monocoque with a sub-frame. Optional 3.0L engine with 150 kW @ 3100-3500 rpm / 470 Nm @ 1400-3000 Service Inter: 40,000 km

LDV

Warranty: 3yrs-200,000 km

V80 SWB Low Roof Lwb Mid Roof Lwb High Roof G10 SV7C

*LR: Low Roof

*MR: Mid Roof

*HR: High Roof

30,490 35,490 37,490

Dsl/4T/2.5L Dsl/4T/2.5L Dsl/4T/2.5L

8.9 8.9 8.9

100 @ 3800 330 @ 1800-2600 100 @ 3800 330 @ 1800-2600 100 @ 3800 330 @ 1800-2600

5m/6a 5m/6a 5m/6a

3 3 3

1204kg 6.4 cu.m 1419 kg 10.4 cu.m 1389 kg 11.6 cu.m

3H N/A N/A

29,990 25,990 28,990

Ptrl/4T/2.0L Ptrl/4/2.4L Ptrl/4/1.9L

330 165 @ 11.7 200 11.5 105 @ 5250 8.3 106.5 @ 4000 350 @ 1800-2600

6a 5a 6a/6m

2 2 2

1093 kg 5.2 cu.m 1093 kg 5.2cu.m 1030 kg 5.2cu.m

N/A N/A N/A

LDV needs to reinvent itself after false starts with its previous importer. The overall design dates back many years for the V80 and the G10 appears to be a poor copy of the excellent Hyundai. Service Inter: 15,000 km Warranty: 3yrs-100,000 km

VITO MERCEDES BENZ

111 CDI Swb CDI Lwb

37,320 40,720

Dsl/4T/1.6L Dsl/4T/1.6L

6.2 6.2

84 @ 3800 84 @ 3800

114 BlueTec Van SWB BlueTec Van LWB BlueTec Crew Cab

43,000 46,400 52,720

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

6.4 6.4 6.4

100 @ 3800 330 @ 1200-2400 100 @ 3800 330 @ 1200-2400 100 @ 3800 330 @ 1200-2400

116 BlueTec Van SWB BlueTec Van LWB

48,570 51,970

Dsl/4T/2.1L Dsl/4T/2.1L

6.0 6.0

120 @ 3800 120 @ 3800

119 BlueTec SWB BlueTec LWB BlueTec Crew Van

51,700 55,100 58,670

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

6 6 6.3

310 CDI Swb Mwb

44,490 46,590

Dsl/4T/2.1L Dsl/4T/2.1L

313 CDI Swb Swb High Roof Mwb Mwb High Roof Lwb High Roof Lwb Super High Roof

50,490 52,480 52,610 54,600 56,250 59,240

Dsl/4T/2.1L Dsl/4T/2.2L Dsl/4T/2.1L Dsl/4T/2.2L Dsl/4T/2.1L Dsl/4T/2.2L

270 @ 1500-2500 270 @ 1500-2500

6m 6m

2 2

1285 kg 5.80cu.m 1235 kg 6.90cu.m

4H 4H

6m/7a 6m/7a 7a

2 2 5

1180 kg 5.80cu.m 1130 kg 6.90cu.m 905 kg 3.6 cu.m

4H 4H 4H

380 @ 1400-2400 380 @ 1400-2400

7a 7a

2 2

1155 kg 5.8 cu.m 1110 kg 6.9 cu.m

4H 4H

140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1400-2400 440 @ 1400-2400 440 @ 1400-2400

7a 7a 7a

2 2 5

1145 kg 5.8cu.m 1100 kg 6.9cu.m 895 kg 3.6cu.m

4H 4H 4H

N/A N/A

70 @ 3800 70 @ 3800

250 @ 1400-2400 250 @ 1400-2400

6m/7a 6m/7a

2 2

1535 kg 7.5 cu.m

1470 kg 9.0cu.m

N/A N/A

N/A N/A N/A N/A N/A N/A

95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800 95 @ 3800

305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400 305 @ 1200-2400

6m/7a 6m/7a 6m/7a 6m/7a 6m/7a 6m/7a

2 2 2 2 2 2

1570 kg 7.5 cu.m 1535 kg 8.5 cu.m 1500 kg 9.0 cu.m 1470 kg 10.5 cu.m 1305 kg 14 cu.m 1270 kg 15.5 cu.m

N/A N/A N/A N/A N/A N/A N/A

SPRINTER

DELIVERY MAGAZINE ISSUE 69

81


SMALL - MEDIUM - LARGE VANS SPECIFICATIONS Variants

MERCEDES-BENZ (CONTINUED)

Price $

Engine Fuel Fuel/Cyl/Cap Econ

Power kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

316 CDI Mwb Mwb HR* Lwb HR* Lwb SHR* Ex Long HR* Ex Long SHR*

55,945 57,380 59,580 61,980 62,155 64,530

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.2L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.2L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.2L

N/A N/A N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/7a 6m/7a 6m/7a 6m/7a 6m/7a 6m/7a

2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt 2-3 opt

1305 kg 14cu.m

319 CDI Mwb Mwb HR* Lwb HR* Lwb SHR*

62,510 63,880 66,145 68,480

Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L Dsl/V6/3.0L

N/A N/A N/A N/A

140 @ 3800 140 @ 3800 140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600 440 @ 1600-2600

7a 7a 7a 7a

2/3 2/3 2/3 2/3

1420 kg 10.5cu.m

416 CDI Mwb 4.49t Mwb HR* 4.49t Lwb HR* 4.49t Lwb SHR* 4.49t

60,250 61,640 63,885 66,240

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A N/A N/A

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/7a 6m/7a 6m/7a 6m/7a

2/3 2/3 2/3 2/3

419 CDI Lwb HR* 4.49t Lwb SHR* 4.49t

70,450 72,740

Dsl/V6/3.0L Dsl/V6/3.0L

N/A 140 @ 3800 440 @ 1600-2600 N/A 140 @ 3800 440 @ 1600-2600

513 CDI Lwb HR* Lwb SHR*

62,310 64,680

Dsl/4T/2.1L Dsl/4T/2.1L

N/A N/A

95 @ 3800 305 @ 1200-2400 95 @ 3800 305 @ 1200-2400

6m/7a 6m/7a

2 2

1990 kg 14cu.m 1995 1985 kg

N/A N/A

516 CDI Lwb HR* 4.49t Lwb SHR* 4.49t Xlwb High Roof

65,640 65,980 68,215

Dsl/4T/2.1L Dsl/4T/2.1L dsl/4T/2.1L

N/A 120 @ 3800 360 @ 1400-2400 N/A 120 @ 3800 360 @ 1400-2400 N/A 120 @ 3800 360 @ 1400-2400

6m/7a 6m/7a 6m/7a

2 2 2

2000 kg 14cu.m

2000 kg 15.5cu.m 2435 kg 15.5cu.m

N/A N/A N/A

519 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t*

72,205 70,490

Dsl/V6/3.0L Dsl/V6/3.0L

N/A 140 @ 3800 440 @ 1600-2600 N/A 140 @ 3800 440 @ 1600-2600

7a 7a

2/3 1925 kg 14cu.m 2/3 1920 kg 15.5cu.m

N/A N/A

7a 7a

1500 kg 9.0cu.m

1470 kg 10.5cu.m 1270 kg 15.5cu.m 1255 kg 15.5cu.m

1220 kg 17cu.m

1450 kg 9.0cu.m

1255 kg 14cu.m

1220 kg 15.5cu.m

N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

1965 kg 15.5cu.m

N/A N/A N/A N/A

2/3 1945 kg 14cu.m 2/3 1910 kg 15.5cu.m

N/A N/A

2200 kg 9.0cu.m

2170 kg 10.5cu.m

2000 kg 14cu.m

The 2016 Vito for offers 2015 front-wheel-drive, offers front-wheel-drive, rear-wheel-drive rear-wheel-drive and all-wheel-drive. and all-wheel-drive. Sprinter now Sprinter boasts nowbetter boasts fuel better economy fuel economy thanks tothanks its newtosevenits new seven-speed speed automatic transmission. automatic transmission. The driveline The combination driveline combination together with together the high with standard the highofstandard safety takes of safety the award takeswinning the award Sprinter winning to the Sprinter top Large Van Van of the for 2016 . of the class to top ofas theDelivery’s class as Delivery’s of Year the Year for 2015. Service Inter: 22,500 km Warranty basic: 3yrs-200,000 km/3yrs roadside assist Max Tow: 2000 kg *HR: High Roof *SHR: Super High Roof *LHR: Long High Roof *CC: Cab/Chassis

ANCAP Safety: N/A

A LIGHT COMMERCIAL VEHICLE DEMANDS MOTEXION Superior fit-out products designed especially for Renault, FIAT, Volkswagen, Mercedes Benz, Hyundai, Toyota, LDV, Peugeot, Citroen and Iveco light commercial vehicles are now available in Australia, exclusively through Motexion. Motexion van bulkheads/vapour barriers, flooring and wall panels are designed and manufactured for optimum durability, security and safety. FLOORING, WALL PANELS AND BULKHEADS FOR COMMERCIAL VANS www.motexion.com.au info@motexion.com.au M 0433 97 55 44

Mokum 1/3 ad.indd 1

16/03/16 4:14 PM


SMALL - MEDIUM - LARGE VANS

SPECIFICATIONS Variants

RENAULT

KANGOO Swb Swb Maxi Maxi Crew

Price $

Engine Fuel Fuel/Cyl/Cap Econ

Power kW - rpm

Torque Nm - rpm

Transmission

Seats

Payload

ANCAP Safety

23,490 21,990 26,990 29,490

Ptrl/4/1.2L Ptrl/4/1.6L Dsl/4T/1.5L Dsl/4T/1.5L

6.2 7.7 4.7 4.7

84 @ 4500 79 @ 6000 81 @ 4000 81 @ 4000

190 @ 2000 148 @ 3750 240 @ 1750 240 @ 1750

6m/6a 5m/4a 6m 6m

2 2 2 5

675 kg 3.0 cu.m 800 kg 3.0 cu.m 825 kg 4.0 cu.m 750 kg 1.3 cu.m

4H 4H 4H 4H

L1H1 Swb-Fwd L2H2 Mwb-Fwd L3H2 Lwb-Fwd L3H2 Lwb-Rwd L4H3 Elwb-Rwd

43,990 47,490 48,990 51,990 53,990

Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L

N/A N/A N/A N/A N/A

120 @ 3500 120 @ 3500 120 @ 3500 120 @ 3500 120 @ 3500

360 @ 1500 360 @ 1500 360 @ 1500 360 @ 1500 360 @ 1500

6m/QS* 6m/QS* 6m/QS* 6m/QS* 6m/QS*

3 3 3 3 3

1663 kg 8.0 cu.m 1583kg 10.8 cu.m 1540 kg 13.0cu.m 2207 kg 12.4 cu.m 2129 kg 17.0cu.m

N/A N/A N/A N/A N/A

TRAFIC L1H1 L1H1 L2H1 L2H1 Crew Van

34,490 37,990 39,490 42,990

Dsl/4T/1.6L Dsl/4TT/1.6L Dsl/4TT/1.6L Dsl/4TT/1.6L

6.2 6.2 6.2 6.2

66 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500

260 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500

6m 6m 6m 6m

3 3 3 6

1235 kg 5.2cu.m 1237 kg 5.2 cu.m 1274 kg 6.0cu.m 1118 kg 4.0cu.m

N/A N/A N/A N/A

MASTER

Kangoo Maxi Crew is an absolute winner with fold flat second row seats. The Kangoo EV is the first full electric van on our market. New Trafic is the winner of the Medium Van of the Year Award with Kangoo taking the Small Van of the Year Award. Trafic is superb. Service Inter: 30,000 km

Warranty: 3yrs-200,000 km

Max Tow: Kangoo 1050 kg/Trafic 2000 kg/Master 3000 kg *QS: Quickshift

SUZUKI APV Van

18,990

Ptrl/4/1.6L

8.2

68 @ 5750

127 @ 4500

5m

2

810 kg 3.4cu.m

N/A

This compact box-on-wheels – the APV – is big on space efficiency and offers a surprising amount of interior carrying ability. Stay within the city walls and you can nip up and down the lanes with plenty of space around you. Try not to hit anything as you are on your own with three stars rating. Service Inter: 15,000 km

TOYOTA

Warranty: 3yrs-100,000 km

HIACE Lwb Lwb Slwb Slwb

33,650 36,710 44,870 45,890

Ptrl/4/2.7L Dsl/4/3.0L Ptrl/4/2.7L Dsl/4/3.0L

10.1 8 10.8 8.6

118 @ 5200 243 @ 4000 100 @ 3400 300 @ 1200-2400 118 @ 5200 243 @ 4000 100 @ 3400 300 @ 1200-2400

5m/6a 5m/4a 5m/6a 5m/4a

3 3 3 3

1088 kg 6.0cu.m 965 kg 6.0cu.m 1310 kg 9.8cu.m 1195 kg 9.8cu.m

4H 4H 4H 4H

Now showing its age there is rumour of its replacement starting to surface on the horizon. It’s the efficient rectangular box that offers good cargo volume but it loses on driver comfort and appeal for a long day behind the wheel. Service Inter: 10,000 km

Warranty: 3yrs-100,000 km

Max Tow: 1400 kg

DELIVERY MAGAZINE ISSUE 69

4:14 PM

83


SMALL - MEDIUM - LARGE VANS SPECIFICATIONS Variants

Price $

Engine Fuel Fuel/Cyl/Cap Econ

Power kW - rpm

Torque Nm - rpm

Transmission

Seats Payload

ANCAP Safety

CADDY

VOLKSWAGEN

92 @ 4800 220 @ 1500-3000 7DSG 92 @ 5000 220 @ 1550-3000 6m/7DSG 92 @ 5000 220 @ 1550-3000 6m/7DSG

2 2 5

75 @ 3500 103 @ 3500 132 @ 4000 103 @ 3500 103 @ 3500 132 @ 4000 103 @ 3500

250 @ 1500-2500 5m 340 @ 1750-2500 6m/7DSG 400 @ 1500-2000 7DSG 340 @ 1750-2500 7DSG 340 @ 1750-2500 6m/7DSG 400 @ 1500-2000 7DSG 340 @ 1750-2500 7DSG

2 2 2 2 2 2 2

1266 kg 5.8cu.m 1236 kg 5.8cu.m 1199 kg 5.8cu.m 1082 kg 5.8cu.m 1180 kg 6.7cu.m 1143 kg 6.7cu.m 1115 kg 6.7cu.m

N/A 4H 4H 4H N/A N/A N/A

N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

80 @ 3500 105 @ 3500 120 @ 3600 80 @ 3500 105 @ 3500 120 @ 3600 80 @ 3500 105 @ 3500 120 @ 3600 80 @ 3500 105 @ 3500 120 @ 3600 80 @ 3500 105 @ 3500 120 @ 3600 105 @ 3500 105 @ 3500

300 @ 1500-2250 340 @ 1575-2250

2 2 2 2 or 3 2 or 3 2 or 3 2 or 3 2 or 3 2 or 3 2 2 2 2 or 3 2 or 3 2 or 3 2 2 or 3

1537 kg 9.0cu.m 1527 kg 9.0cu.m 1519 kg 9.0cu.m

340 @ 1575-2250 340 @ 1575-2250

6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m 6m

N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A

N/A N/A N/A N/A N/A N/A N/A N/A N/A

105 @ 3500 340 @ 1575-2250 120 @ 3600 400 @ 1800 120 @ 3600 400 @ 1800 120 @ 3600 400 @ 1800 105 @ 3500 400 @ 1800 105 @ 3500 400 @ 1800 120 @ 3600 400 @ 1800 120 @ 3600 400 @ 1800 120 @ 3600 400 @ 1800

6m 6m 6m 6m 6m 6m 6m 6m 6m

2 or 3 2 or 3 2 or 3 2 or 3 2 or 3 2 or 3 2 or 3 2 or 3 2 or 3

2051kg 14.0cu.m 2041kg 14.0cu.m

N/A N/A N/A N/A N/A N/A N/A N/A N/A

TSI220 van TSI220 Maxi van TSI220 Maxi Crewvan

28,990 28,190 29,690

Ptrl/4T/1.4L Ptrl/4T/1.4L Ptrl/4T/1.4L

6.0 6.2 6.2

TRANSPORTER VAN TDI250 Runner SE TDI340 Swb TDI400 Swb TDI340 Swb CV* TDI340 Lwb TDI400 Lwb TDI340 Lwb CV*

32,990 37,990 44,590 44,490 39,990 46,590 46,490

Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

7.5 7.7 7.3 8.2 7.7 7.3 7.7

45,500 48,200 50,400 47,490 50,190 52,390 50,880 53,580 55,780 50,200 52,900 55,100 53,980 56,680 58,880 54,900 58,680

Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/5T/2.5L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

58,950 61,150 56,450 58,440 61,830 61,150 64,930 63,150 66,930

Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

CRAFTER 35 TDI300 Mwb SR* TDI340 Mwb SR* TDI400 Mwb SR* TDI300 Mwb MR* TDI340 Mwb MR* TDI400 Mwb MR* TDI300 Mwb HR* TDI340 Mwb HR* TDI400 Mwb HR* TDI300 Lwb MR* TDI340 Lwb MR* TDI400 Lwb MR* TDI300 Lwb HR* TDI340 Lwb HR* TDI400 Lwb HR*

TDI340 Lwb 35+OH MR* TDI340 Lwb 35+OH HR*

400 @ 1800

300 @ 1500-2250 340 @ 1575-2250

400 @ 1800

300 @ 1500-2250 340 @ 1575-2250

400 @ 1800

300 @ 1500-2250 340 @ 1575-2250

400 @ 1800

300 @ 1500-2250 340 @ 1575-2250

400 @ 1800

774 kg 3.2cu.m 843 kg 4.2cu.m 729 kg 1.65cu.m

1503 kg 10.5cu.m 1493 kg 10.5cu.m 1485 kg 10.5cu.m 1467 kg 11.5cu.m 1457 kg 11.5cu.m 1449 kg 11.5cu.m 1350 kg 14.0cu.m 1340 kg 14.0cu.m 1332 kg 14.0cu.m 1325 kg 15.5cu.m 1315 kg 15.5cu.m 1307 kg 15.5cu.m 1304 kg 15.5cu.m 1279 kg 17.0cu.m

N/A N/A N/A

CRAFTER 50 TDI340 Lwb MR*(4.49t) TDI340 Lwb HR*(4.49t) TDI400 Mwb SR*(4.49t) TDI400 Mwb MR*(4.49t) TDI400 Mwb HR*(4.49t)

TDI400 Lwb MR*(4.49t) TDI400 Lwb HR*(4.49t)

TDI400 Lwb+OH MR*(4.49t) TDI400 Lwb+OH HR*(4.49t)

2193 kg 9.0cu.m

2210kg 10.5cu.m 1957 kg 15.5 cu.m 2016 kg 15.5cu.m 2008 kg 15.5cu.m 1983 kg 17.0cu.m

Engine changes to the Caddy circumvent the exhaust emissions debate but it’s petrol only at this stage. Transporter T6 has improved styling but still suffers from the DSG automated manual transmission rather than offering a conventional fluid auto with torque converter. The upcoming Crafter is an all-new design in a product sharing exercise with MAN. Built in Poland, specs include front-wheel-drive and rear-wheel-drive, manual and automatic transmissions. Service Inter: Caddy/Transporter Van/*Crafter 35 - 15,000 km Service Inter: Crafter 35/Crafter 50 - 30,000 km Warranty: Caddy/Transporter Van/Crafter 35/Crafter 50 - 3yrs-unlimited km Warranty: *Crafter 35 - 3yrs-200,000 km Caddy Max Tow: 1300 kg Transporter Max Tow: 2000 kg Crafter Max Tow: 2000 kg SR* Standard Roof 84

*MR: Medium Roof

DELIVERY MAGAZINE ISSUE 69

*HR: High Roof

*OH: Overhang

*CV: Crewvan


PEOPLE MOVERS SPECIFICATIONS Variants FUSO

ROSA Standard-BE64DJRMBFAE Deluxe-BE64DJRMDFAE Deluxe-BE64DGRMDFAE

Price $ Engine

Fuel/Cyl/Cap

POA POA POA

Dsl/4T/4.9L Dsl/4T/4.9L Dsl/4T/4.9L

Fuel Power Econ kW - rpm

N/A N/A N/A

110 @ 2700 110 @ 2700 110 @ 2700

Torque Nm - rpm

441 @ 1600 441 @ 1600 441 @ 1600

Transmission

Seats

6m/6a 6m/6a 6m/6a

25 25 22

Payload 2160 kg 2160kg 1705 kg

ANCAP Safety

N/A N/A N/A

With standard reverse camera and Sat/Nav in six-speed auto or manual in two lengths to accommodate 22 or 25 seats, Rosa is a better option than the Toyota Coaster alternative

HYUNDAI

iMax Petrol 2.4 CRDi 2.5

Service Inter: 10,000 km 40,790 44,290

Warranty basic: 3yrs-100,000 km

Ptrl/4/2.4L Dsl/4T/2.4L

10.6 8.1

127 @ 6000 228 @ 4200 100 @ 3800 343 @ 1500-2500

5a 6m/5a

8 8

801 kg 815kg

4H 4H

8 8 8 8 8 8 8 8

775 kg 775 kg 775 kg 775 kg 775 kg 775 kg 775 kg 775 kg

5H 5H 5H 5H 5H 5H 5H 5H

The manual version moves from five to six gears and there are some new tweaks that make this people mover even more attractive. Streets ahead of anything HiAce related. Service Inter: 15,000 km Warranty: 5yrs-unlimited km/12 months roadside assist

KIA

Carnival S Si SLi Platinum Diesel S Diesel Si Diesel SLi Diesel Platinum

41,490 45,490 49,990 58,290 43,990 47,990 52,490 60,790

Ptrl/V6/3.3L Ptrl/V6/3.3L Ptrl/V6/3.3L Ptrl/V6/3.3L Dsl/4/2.2L Dsl/4/2.2L Dsl/4/2.2L Dsl/4/2.2L

11.6 11.6 11.6 11.6 7.7 7.7 7.7 7.7

206 @ 6000 206 @ 6000 206 @ 6000 206 @ 6000 147 @ 3800 147 @ 3800 147 @ 3800 147 @ 3800

336 @ 5200 336 @ 5200 336 @ 5200 336 @ 5200

400 @ 1750-2750 400 @ 1750-2750 400 @ 1750-2750 400 @ 1750-2750

6a 6a 6a 6a 6a 6a 6a 6a

Carnival is high spec and features a wide range of safety and luxury inclusions. Performance levels are surprisingly agile and it’s a pleasant driving experience. Service Inter: 15,000 km Warranty: 5yrs-unlimited km

MERCEDES BENZ

Sprinter Transfer

79,990

Dsl/4/2.1L

N/A

120 @ 3800 360 @ 1400-2400

7a

12

1405 kg

N/A

V Class V250

87,200

Dsl/4/2.1L

6.3

140 @ 4200 440 @ 1400-2400

7a

7

955 kg

5H

Valente 639

58,100

Dsl/4T/2.2L

6.3

120 @ 3800 380 @ 1400-2400

7a

8

790 kg

5H

The all-new Valente and V-Class make formidable partners in the people mover segment while Sprinter continues to lead on safety specifications for higher volume passenger movements. Service Inter: 22,500 km Warranty: 3yrs-200,000 km/3yrs roadside assist

RENAULT Master Bus L3H2

$59,990

Dsl/4/2.3L

N/A

110 @ 3500 350 @ 1500-2850

6a

12

1252 kg

N/A

Renault brings sharp pricing and a high spec’ to be highly competitive in the people mover market. Service Inter: 30,000 km Warranty: 3yrs-200,000 km

TOYOTA

HiAce Commuter bus

58,640 59,660

Ptrl/4/2.7L Dsl/4/3.0L

Coaster Lwb Bus w/aircon Deluxe

111,000 114,600

Dsl/4T/4.0L Dsl/4T/4.0L

11.3 8.6

118 @ 5200 100 @ 3400

243 @ 3800 300 @ 1200-2400

6a 5m/6a

14 14

1055 kg 1045 kg

N/A N/A

110 @ 2700 110 @ 2700

397 @ 1800 397 @ 1800

5m 5m/5a

21 21

4990 kg 4990 kg

N/A N/A

How Toyota seriously expects the HiAce to compete with some really good alternatives escapes us. The ride and handling and safety levels are way behind just about anything other than a wheelbarrow. Service Inter: 10,000 km Warranty: 3yrs-100,000 km

VOLKSWAGEN

Multivan ComfortlineTDI340 SWB Comfortine TDI340 LWB Highline 4motion Highline TDI450 Generation Six Executive LWB

49,990 53,990 79,990 76,490 74,990 80,490

Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

7.7 7.7 6.8 6.5 6.5 6.5

103 @ 3500 103 @ 3500 150 @ 4000 150 @ 4000 150 @ 4000 150 @ 4000

340 @ 1750-2500 340 @ 1750-2500 450 @ 1400-2400 450 @ 1400-2400 450 @ 1400-2400 450 @ 1400-2400

7 DSG 7 DSG 7 DSG 7 DSG 7 DSG 7 DSG

7 7 7 7 7 7

842 kg 821 kg 667 kg 777kg 806 kg 748 kg

N/A N/A N/A N/A N/A N/A

Caravelle Lwb

50,690

Dsl/4T/2.0L

8.2

103 @ 3500

340 @ 1750-2500

7a

9

3000 kg

N/A

DELIVERY MAGAZINE ISSUE 69

85


LIGHT TRUCKS SPECIFICATIONS Variants

Price $

Engine Power Fuel/Cyl/Cap kW - rpm

Laramie Quad Cab Mega Cab

138,000 142,000

Dsl/6T/6.7L Dsl/6T/6.7L

Torque Nm - rpm

Transmission

Seats

GVM

RAM TRUCKS 262 @ 2200 262 @ 2200

881 @ 1500-3000 881 @ 1500-3000

6a 6a

6 6

1300 kg 1300 kg

The big advantage of any North American ute is its towing ability, whether with a tow bar or as a fifth wheeler. RAM Importers include Performax of Gympie, Salstrip of Sydney, Shogun of Sydney and now RAM Trucks marketed by ATECO in association with ASV of Melbourne. Service Inter: 10,000 km Warranty: 4yrs-120,000 kms Max Tow: 7000 kg

FIAT Ducato CC* Mwb-Lwb Low Roof

44,000

Dsl/4T/3.0L

130 @ 3500

400 @ 1400

6m/6a

3

4250 kg

The FIAT PROFESSIONAL GROUP is now the generic term for its light commercial range. Recent facelifts towards the end of last year freshened its appeal and it remains an excellant contender. Service Inter: 22,500 km Warranty basic: 3yrs-200,000 km Max Tow: 2500 kg *CC: Cab/Chassis

FORD Transit 470E Single Cab Chassis 470E Double Cab Chassis

49,180 52,680

Dsl/4T/2.2L Dsl/4T/2.2L

114 @ 3500 114 @ 3500

385 @ 1600-2300 385 @ 1600-2300

6m 6m

3 7

4490 kg 4490 kg

Although lacking an auto option, the new Transit is gaining ground in sales and offers European styling and higher comfort levels backed by the strength of the Ford dealer group. Service Inter: 15,000 km Warranty basic: 3yrs-100,000 km Max Tow: 750-3000 kg

FOTON

45.110SWB Ute - Steel Tray Silverback - Alloy Tray Tipper - Steel Tipper

32,990 33,990 39,990

Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L

110 @ 2900 110 @ 2900 110 @ 2900

360 @ 1500-2900 360 @ 1500-2900 360 @ 1500-2900

5m 5m 5m

2/3 2/3 2/3

4490 kg 4490 kg 4490 kg

45.110MWB Silverback - Alloy Tray

34,990

Dsl/4T/2.8L

110 @ 2900

360 @ 1500-2900

5m

2/3

4490 kg

65.115MWB Silverback - Alloy Tray

39,990

Dsl/4T/3.8L

115 @ 2600

500 @ 1200-2200

5m

2/3

4490/6000 6500 kg

A bigger dealer group could well see this brand growing in appeal and customer support. Check resale values before you buy. Service intervals 20,000 km Warranty 3yrs-100,000 km Max Tow: 3000 kg

FUSO

86

CANTER 413 City Cab Swb City Cab Swb

POA POA

Dsl/4T/3.0L Dsl/4T/3.0L

96 @ 3050 - 3500 96 @ 3050 - 3500

300 @ 1300 - 3050 300 @ 1300 - 3050

6 DC AMT 5m

3 3

3510 kg 3510 kg

CANTER 515 City Cab Swb City Cab Mwb City Crew Cab Mwb Swb Mwb Swb Mwb

POA POA POA POA POA POA POA

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500

370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840

6 DC AMT 6 DC AMT 6 DC AMT 6 DC AMT 6 DC AMT 5m 5m

3 3 6 3 3 3 3

4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg 4500 kg

CANTER 615 Mwb Lwb Mwb Lwb

POA POA POA POA

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500 110 @ 2840 - 3500

370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840 370 @ 1350 - 2840

6 DC AMT 6 DC AMT 5m 5m

3 3 3 3

6000 kg 6000 kg 6000 kg 6000 kg

CANTER 715 Tipper Swb Tipper Swb

POA POA

Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2840-3500 110 @ 2840-3500

370 @ 1350-2840 370 @ 1350-2840

6 DC AMT 5m

3 3

6500 kg 6500 kg

DELIVERY MAGAZINE ISSUE 69


LIGHT TRUCKS

SPECIFICATIONS Variants

Price $

Price $

Engine Engine Fuel/Cyl/Cap Fuel/Cyl/Cap

CANTER 815 CANTER 918 Mwb Lwb Mwb Lwb Lwb XLwb Crew XLwb cab Mwb Crew XXLwbcab Lwb Crew XXLwbcab Lwb Crew Cab Lwb Crew cab Lwb CANTER 918 Lwb Lwb XLwb XLwb XXLwb CANTER FG 4x4 XXLwb 4WD Swb Crew 4WD Cab MwbLwb Crew 4WD Cab CrewLwb Cab Mwb

POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA POA

CANTER FG 4x4 4WD, SwbECO HYBRID CANTER 4WD, Mwb FE84BEV7RFAH 4WD Crew Cab Mwb

POA POA POA

Variants FUSO

(CONTINUED)

Power Power kW- rpm - rpm kW

Torque Torque Nm rpm Nm --rpm

TransSeats Payload TransSeats GVM mission Incl Body wt mission

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0

110 @ 2840-3500 110 @@ 2840-3500 129 2860 110 @@ 2840-3500 129 2860 110 @@ 2840-3500 129 2860 110 @@ 2840-3500 129 2860 110 @@ 2840-3500 129 2860 110 @@ 2840-3500 129 2860

370 @ 1350-2840 370 @@ 1350-2840 430 1600 370 @@ 1350-2840 430 1600 370 @@ 1350-2840 430 1600 370 @@ 1350-2840 430 1600 370 @@ 1350-2840 430 1600 370 @@ 1350-2840 430 1600

129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 110 2840 129 @@ 2860-3500 110 2840 129 @@ 2860-3500

430 @ 1600 430 @ 1600

430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 370 430@ @ 1350-2840 1600-2860 370 -2840 430@ @1350 1600-2860

6 DC AMT 66DC DCAMT AMT 5m 5m 6 DC5m AMT 5mAMT 6 DC 66DC DCAMT AMT 5m 5m 6 DC AMT 5m 6 DC AMT 5m 6 DC AMT 5m 6 DC AMT 5m 5mAMT 6 DC 5m 5m

3 33 33 33 37 37 37 7 7 3 3 3 3 3 3 37 77

7500 kg 7500kgkg 8500 7500kgkg 8500 7500kgkg 8500 7500kgkg 8500 7500kgkg 8500 7500kgkg 8500 8500 kg 8500 kg 8550 kg 8550 kg 8550 kg 8550 kg 8550 kg 8550 kg 6500 8200kgkg 6500 8200kgkg

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Electric motor

110 @ 2840-3500 110 2840-3500 96@@ 3200 110 2840-3500 35@@ 1700

370 @ 1350-2840 370 @@ 1350-2840 294 1700 370from @ 1350-2840 200 0 to 1500

5m 5m 5AMT 5m

3 3 7

6500 kg 6500kgkg 6500 6500 kg

129 @ 2860 129 @ 2860

110 @ 2840

Watch this space as Fuso grows its brand into a new competitiveness off the back of linking into the Daimler Trucks machine. More Daimler dealers are ECO bringing in the Fuso brand to join Mercedes-Benz and Freightliner, and that will generate further integration for buyers. CANTER HYBRID 110 @ 2840-3500 3 7500 kg POAkm Max Dsl/4T/3.0L Hybrid km Mwb Warranty Basic: 3yrs-100,000 Service Inter: 10,000 Tow: Canter Eco-Hybrid 0 kg 370 @ 1350-2840 6 DC AMT Electric motor Max Tow: Canter 2.0 4000 kg/Canter 3.0 & Canter 3.5 5000 kg/Canter 3.5 4WD 4600 kg/Canter 4.0 5500 kg/Canter 4.5 5450 kg Fuso grows its competitiveness backed by the strength of the Daimler Trucks machine. Solid engineering and a growing range add to the appeal. Service Inter: 10,000 616 km Warranty Basic: 3yrs-100,000 km Max Tow: Canter Eco-Hybrid 0 kg Dsl/4T/4.0L 110kg,@Canter 2500 420 6a kg 3 4495/5500 kg Short Auto IFS Max Tow: Canter 2.0 4000 kg, Canter 3.0 & Canter 3.545,402 5000 kg, Canter 3.5 4WD 4600 5500@ kg,1400 Canter 4.5 5450 Dsl/4T/4.0L 110 @ 2500 4.0 420 @ 1400 6a 3 4495/5500 kg 56,116 Auto IFS Tipper Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5m 3 4495/5500 kg 42,207 Short IFS Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5m 3 4495/5500 kg 51,232 IFS Tipper Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5m 3 4495/5500 kg 43,758 Medium IFS 616 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5AMT 3 4495/5500 kg 53,201 Short Hybrid IFS ProShift 5 HINO 4495/5500kgkg 45,402 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 Short Auto IFS 53,570 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5AMT 3 4495/5500 Medium Hybrid IFS ProShift 5 4495/5500kgkg 56,116 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 Auto IFS Tipper 51,117 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 4495/5500 Short Auto 4495/5500kgkg 42,207 Dsl/4T/4.0L 110 420 @ @ 1400 1400 5m Short IFSAuto 51,628 Dsl/4T/4.0L 110@ @2500 2500 420 6a 33 4495/5500 Medium 4495/5500kgkg 51,232 Dsl/4T/4.0L 110 420 @ @ 1400 1400 5m IFS Tipper 59,471 Dsl/4T/4.0L 110@ @2500 2500 420 6a 33 4495/5500 Medium Auto Trade Ace 4495/5500kgkg 43,758 Dsl/4T/4.0L 110 420 @ @ 1400 1400 5m Medium 62,276 Dsl/4T/4.0L 110@ @2500 2500 420 6a 33 4495/5500 Medium IFS Auto Steel Ace 4495/5500kgkg 53,201 Dsl/4T/4.0L 110 420 @ @ 1400 1400 5AMT Short HybridAuto IFS ProShift 5 57,359 Dsl/4T/4.0L 110@ @2500 2500 420 6a 73 4495/5500 Long Crew 4495/5500kgkg 53,570 Dsl/4T/4.0L 110 420 @ @ 1400 1400 5AMT Medium ProShift 59,081 Dsl/4T/4.0L 110@ @2500 2500 420 5AMT 33 4495/5500 Medium Hybrid Hybrid IFS ProShift 5 5 4495/5500kgkg 51,117 Dsl/4T/4.0L 110 420 @ @ 1400 1400 6a Short Auto ProShift 5 59,356 Dsl/4T/4.0L 110@ @2500 2500 420 5AMT 33 4495/5500 Long Hybrid 4495/5500 kg 51,628 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 Medium Auto 4495/5500 kg 59,471 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 Medium Auto Trade Ace 4495/5500 kg 62,276 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 Medium Auto Steel Ace 7 4495/5500 kg 57,359 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a Long Crew Auto 3 4495/5500 kg 59,081 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5AMT Medium Hybrid ProShift 5 617 4495/5500kgkg 59,356 Dsl/4T/4.0L 110 420 @ 1400 5AMT 33 4495/5500 49,208 Dsl/4T/4.0L 121@ @2500 2500 464 6m Long ProShift 5 ShortHybrid Cab Chassis 3 4495/5500 kg 58,410 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m Tipper Cab Chassis 3 4495/5500 kg 49,857 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m Medium Cab Chassis 3 4495/5500 kg 57,700 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m Medium Trade Ace Cab/Chassis 3 4495/5500 kg 60,505 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m Medium Steel Ace Alloy Tray 617 3 4495/5500 kg 50,220 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m Long Steel Tray 49,208 Dsl/4T/4.0L 121 464 @ @ 1400 1400 6m 4495/5500kgkg Short Cab Chassis 6m 73 4495/5500 55,588 Dsl/4T/4.0L 121@ @2500 2500 464 Long Crew Cab/Chassis 58,410 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m 3 4495/5500 kg Tipper Cab Chassis 49,857 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m 3 4495/5500 kg Medium Cab Chassis 57,700 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m 3 4495/5500 kg Medium Trade Ace Cab/Chassis 60,505 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m 3 4495/5500 kg Medium Steel Ace Alloy Tray 50,220 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m 3 4495/5500 kg Long Steel Tray 716 55,588 Dsl/4T/4.0L 121 @ 2500 464 @ 1400 6m 7 4495/5500 kg Long Crew Cab/Chassis Medium Auto 54,901 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 6a 3 6500/4495 kg Medium Hybrid ProShift 5 62,260 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5AMT 3 6500/4495 kg Long Hybrid ProShift 5 62,535 Dsl/4T/4.0L 110 @ 2500 420 @ 1400 5AMT 3 6500/4495 kg 716 Medium Auto Medium Hybrid ProShift 5 717 Hybrid Long ProShiftAce 5 Alloy Tray Medium AutoTrade Medium Auto Steel Ace Steel Tray Medium Trade Ace Alloy Tray Medium Steel Ace Steel Tray 717 Long Cab/Chassis Medium AutoTrade X Long Crew Cab Ace Alloy Tray Medium Auto Steel Ace Steel Tray Medium Trade Ace Alloy Tray Medium Steel Ace Steel Tray Long Cab/Chassis X Long Crew Cab

54,901 62,260 62,535 62,738 65,549 60,962 63,772 53,482 62,738 58,536 65,549 60,962 63,772 53,482 58,536

Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 121 @ 2500 121 @ 2500 121@ @2500 2500 110 121@ @2500 2500 110 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 464 @ 1400 464 @ 1400 464 420 @ @ 1400 1400 464 420 @ @ 1400 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400

6a 5AMT 5AMT 6a 6a 6m 6m 6m 6a 6m 6a 6m 6m 6m 6m

3 3 3 3 3 3 3 33 73 3 3 3 7

6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 6500/4495kgkg 6500/4495 6500/4495kgkg 6500/4495 kg 6500/4495 kg 6500/4495 kg 6500/4495 kg

DELIVERY MAGAZINE ISSUE 69

87


LIGHT TRUCKS SPECIFICATIONS Variants HINO

(CONTINUED)

Price $

Engine Fuel/Cyl/Cap

Power kW - rpm

Torque Nm - rpm

Transmission

Seats

GVM

816 Medium Auto X Long Crew Auto

59,510 65,505

Dsl/4T/4.0L Dsl/4T/4.0L

110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400

6a 6a

3 7

7300/4495 kg 7300/4495 kg

817 Medium AutoTrade Ace Alloy Tray Medium Auto Steel Ace Steel Tray

67,353

Dsl/4T/4.0L

110 @ 2500

420 @ 1400

6a

3

7300/4495 kg

70,163

Dsl/4T/4.0L

110 @ 2500

420 @ 1400

6a

3

7300/4495 kg

Trying hard to gain market share and a pioneer of hybrid technology. Winner of 2012 Delivery Technology and Innovation Award for being the first light truck maker to offer ABS and a suite of other safety inclusions. Service Inter: 20,000 km Warranty basic: 3yrs-200,000 km Max Tow: 3500 kg

ISUZU

N SERIES NLR 45-150 Short/Short AMT Medium/Medium AMT Tipper

47,740/50,018 49,203/51,484 57,645/59,923

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2800 375 @ 1600-2800 5m/6AMT 110 @ 2800 375 @ 1600-2800 5m/6AMT 110 @ 2800 375 @ 1600-2800 5m

3 3 3

4500 kg 4500 kg 4500 kg

NLR 45-130 CNG CNG

POA

CNG/4/4.6L

96 @ 3200

5m

3

4500 kg

59,555

Dsl/4T/3.0L

110 @ 2800 375 @ 1600-2800

5m

3

5500 kg

52,299/54,513 52,982/55,164 59,811/61,892

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2800 375 @ 1600-2800 6m/6AMT 110 @ 2800 375 @ 1600-2800 6m/6AMT 110 @ 2800 375 @ 1600-2800 6m/6AMT

3 3 3

4500 kg 4500 kg 4500 kg

55,657

59,661 65,321

Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600

419 @ 1600-2600 6m/6AMT 419 @ 1600-2600 6m/6AMT 419 @ 1600-2600 6AMT 419 @ 1600-2600 6m

3 3 3 3

4500/5500 kg 4500/5500 kg 4500/5500 kg 4500/5500 kg

NPR 65-45-190 CNG Tipper Tipper Crew Cab

POA 71,254 77,958

CNG/4/4.6L Dsl/4T/5.2L Dsl/4T/5.2L

96 @ 3200 114 @ 2600 114 @ 2600

353 @ 1400 419 @ 1600-2600 419 @ 1600-2600

5m 6m 6m

3 3 7

4500 kg 6500 kg 6500 kg

NPR 65-45-190 Medium Medium Premium Pack Crew Crew Premium Pack

61,125 64,450 67,947 71,057

Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600

6m 6 AMT 6m 6 AMT

3 3 7 7

4500/6500 kg 4500/6500 kg 4500/6500 kg 4500/6500 kg

NPR 75-190 Mwb Mwb Premium Pack Long Long Premium Pack Crew Cab Crew Premium Pack Tipper

67,666 70,511 68,591 71,756 75,037 78,203 77,794

Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L Dsl/4T/5.2L

114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600 419 @ 1600-2600

6m 6 AMT 6m 6 AMT 6m 6 AMT 6m

3 3 3 3 7 7 3

7500 kg 7500 kg 7500 kg 7500 kg 7500 kg 7500 kg 7500 kg

NLS 45-150 AWD Short AWD Tipper AWD Crew

62,075 72,146 67,593

Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2800 375 @ 1600-2800 110 @ 2800 375 @ 1600-2800 110 @ 2800 375 @ 1600-2800

5m 5m 5m

3 3 7

4500 kg 4500 kg 4500 kg

NPS 65-45-155 4x4

80,918

Dsl/4T/5.2L

114 @ 2600

419 @ 1600-2600

5x2m

3

4500/6500 kg

NPS 65-45-155 4x4 Crew Cab

88,972

Dsl/4T/5.2L

114 @ 2600

419 @ 1600-2600 5 x 2 m

7

6500 kg /6500 kg

NLR 45-150 Tipper NNR 45-150 Short/Short AMT Medium/Medium AMT Crew/Crew AMT NPR 45-55/150 Short Medium/Medium AMT Medium Premium pack Tipper

Market leaders for a quarter of a century, Isuzu has a perfect specification for just about any trucking application. Strong engine reputation and virtually unbreakable. Inter: 15,000 km Warranty basic: 3yrs-100,000 km Max Tow: 3500 kg (except NLR) / NRL Max) Max Tow: 2500 kg

88

DELIVERY MAGAZINE ISSUE 69

56,579/58,714

353 @ 1400


LIGHT TRUCKS

SPECIFICATIONS Price $

Engine Fuel/Cyl/Cap

Transmission

Seats

45C17 Cab/Chassis Lwb

POA

Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600

6m/8a

3

4495 kg

50C17 Cab/Chassis Lwb

POA

Dsl/4T/3L

125@ 2900-3500 430 @ 1500-2600

6m/8a

3

4495/5200 kg

Cab/Chassis Xlwb

POA

Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600

6m/8a

3

4495/5200 kg

Dual Cab/Chassis Lwb

POA

Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600

6m/8a

7

4495/5000 kg

Dual Cab/Chassis Xlong

POA

Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600

6m/8a

7

4495/5000 kg

70C17 Cab/Chassis Dual Cab/Chassis Dual Cab/Chassis

POA POA POA

Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L

125 @ 2900-3500 430 @ 1500-2600 125 @ 2900-3500 430 @ 1500-2600 150 @ 3100-3500 470 @ 1400-2600

6m/8a 6m/8a 6m/8a

3 7 7

7000 kg 6700 kg 6700 kg

Variants IVECO DAILY

Power kW - rpm

Torque Nm - rpm

GVM

The new DAILY is well styled and with a broad range of vans and cab/chassis models this Italian brand is the first to market a three-way factory supplied tipper. Stand by for minibus versions also soon to join the line-up. Service Inter for 45C17, 50C17, 70C17D: 40,000 km Warranty: 3yrs-200,000 km

MERCEDES-BENZ SPRINTER 316

CDI Mwb CDI Dual Cab Mwb 516 Mwb Cab Chassis Mwb Dual Cab Lwb 4.49t/5.0t Lwb Cab Chassis 519 Lwb Cab Chassis 4.49t/5.0t Dual Cab Chassis 4.49t/5.0t

49,815 54,325

Dsl/4T/2.1L Dsl/4T/2.1L

120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a

3 6

3550 kg 3550 kg

54,425 58,940 56,030 60,540

Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L Dsl/4T/2.1L

120 @ 3800 120 @ 3800 120 @ 3800 120 @ 3800

360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400 360 @ 1400-2400

6m/5a 6m/5a 6m/5a 6m/5a

3 6 3 3

4490 kg 4490 kg 4490 kg 4490 kg

62,545 67,060

Dsl/V6/3.0L Dsl/V6/3.0L

140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600

7G-Tronic 7G-Tronic

3 6

4490/5000*kg 4490/5000*kg

Significant upgrades for the Sprinter now spread across the range with more to come with the launch of Euro 6. Excellent safety and traditional Mercedes-Benz build quality and ergonomics. Service Inter: 30,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist Max Tow: 2000 kg

RENAULT

MASTER L3H1 Platform Cab Fwd

43,490

Dsl/4T/2.3L

120 @ 3500

360 @ 1500

6m/AMT

3

3510 kg

L4H1 LWB Single Cab Chassis Rwd LWB Dual Cab Chassis Rwd

49,990 53,490

Dsl/4T/2.3L Dsl/4T/2.3L

120 @ 3500 120 @ 3500

360 @ 1500 360 @ 1500

6m/AMT 6m/AMT

3 7

4495 kg 4495 kg

The Master single and dual-cab-chassis models have gained a major upgrade and are priced very competitively. Great to drive and high on appeal. Service Inter: 30,000 km

VOLKSWAGEN

Warranty: 3yrs-200,000 km

Max Tow: 3000 kg

Crafter 35 TDI300 Single Cab/Chassis TDI340 Single Cab/Chassis

40,600 43,300

Dsl/4T/2.0L Dsl/4T/2.0L

80 @ 3500 105 @ 3500

300 @ 1500-2250 340 @ 1575-2250

6m 6m

2 2

3550 kg 3550 kg

Crafter 50 TDI400 Single Cab Mwb TDI400 Single Cab Lwb TDI400 Dual Cab Lwb

51,550 52,600 56,450

Dsl/4T/2.0L Dsl/4T/2.0L Dsl/4T/2.0L

120 @ 3600 120 @ 3600 120 @ 3600

400 @ 1800 400 @ 1800 400 @ 1800

6m 6m 6m

2 2 6

4490/5000 kg 4490/5000 kg 4490/5000 kg

The completely new Sprinter is a product sharing exercise with MAN and has now been revealed at the IAA Show in Hanover. Built in Poland, specs include front-wheel-drive and rear-wheel-drive, manual and automatic transmissions. Voted the International Van of the Year for 2017 by a European jury. Service Inter: 30,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg DELIVERY MAGAZINE ISSUE 69

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Untitled-2 All Pages


13/05/13 8:37 PM


New

Renault KANGOO Can do even more

Renault Kangoo Short Wheelbase has always offered exceptional value. Now it’s even better, with an upgraded 1.2 litre engine that has more torque and power, yet uses up to 21% less fuel. There’s more standard equipment too, so it’s quieter, safer and easier to drive. You can do a test drive at your nearest Renault Dealer. Renault Kangoo - more power to you.

renault.com.au/vehicles/commercial/kangoo

RENO-0478 Q4 Kangoo Delivery Magazine Press Ad_210x297(H)_R0a.indd 1

23/11/2016 4:00 PM


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