DELIVERY MAGAZINE ISSUE #75 DEC/JAN 2018 by Motoring Matters Magazine Group

AUSTRALIAâ&#x20AC;&#x2122;S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

www.deliverymagazine.com.au ISSUE 75 DEC/JAN 2018 RRP: $8.95

ISSUE 75 DECEMBER / JANUARY 2018 Delivery Magazine is an AfMA Strategic Alliance Partner

THE FORCE AWAKES

Gold. The Mercedes-Benz Sprinter has been the #1 selling large van for 19 years running^ and is trusted by many Australian businesses to get the job done. We have maintained the gold medal standard in today’s commercial vehicle landscape, with the Sprinter being the first large van in its class to introduce the 7-speed automatic gearbox. Our exceptional safety technology including Crosswind Assist, and optional features COLLISION PREVENTION ASSIST, Blind Spot ASSIST and Lane Keeping ASSIST, will uphold the gold medal standard for years to come. To experience the Sprinter visit your local authorised Mercedes-Benz Vans dealership today. www.mercedes-benz.com.au/sprinter ^Source: VFACTS 1998 – 2016

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The Force Awakes Mercedes-Benz moves into the ute market, and changes the ground rules

With all-wheel-drive alternatives Hino is heading into new territory

Common Ground Ford’s Ranger XLT for the common load carrier and weekend warrior

HiLux realigns its model range as it approaches its half-century

Stuart Martin evaluates the Volkswagen Amarok TD1420 8A in Core mode

Chinese Whispers

Becoming A-Customed

Does the LDV T60 start to change perceptions of Chinese competitiveness?

The Ford Transit Custom SWB Auto

Fuso Finesse Fuso shows its electric potential with the eCanter at the Tokyo Motor Show

Core Values

Three Dimensional Isuzu’s three-way tipper puts what you want, where you want it.

HiLux in Review

Hino 300 4x4

Chilling Out When it comes to finding the right portable fridge, Waeco’s the go

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Light Loads and On Roads A review of the light truck market

Up Close and Personal When it comes to presence on the road, there’s nothing subliminal about the RAM

Turning Japanese Our user focus turns to Tokyo

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - S tuart Martin, Rob Randazzo, Brenton O’Connor, Ed Higginson Photography - B andits & Co - Mark Bean, Warren Caves ‘Torque It Up’, Warwick Kent Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: info@motoringmatters.com.au Website: www.deliverymagazine.com.au

Delivery Magazine is published by: Motoring Matters Pty Ltd Advertising Enquiries National Business Development Manager Delivery Magazine Email: advert@deliverymagazine.com.au Telephone: +61 (0) 7 4946 4658 website: www.deliverymagazine.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.

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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 arising from the reliance on information published. The opinions expressed in Delivery are not necessarily the opinions of, or endorsed by the publisher.

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4X2 Small Cab/Chassis Utes

4X4 Vehicles

Small-Medium-Large Vans

People Movers

Light Trucks

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Chris Mullett

EDITORIAL

Welcome

to the 75th edition of Delivery Magazine, and join us we review the light commercial vehicle industry over a year that has brought about a plethora of new additions, some of which are capable of making a considerable impact into the Australian market.

The changing technologies have really made this past 12 months stand out from previous years, with engine emissions reducing, safety inclusions increasing and value for money still controlling the purchase decisions of the majority of buyers. The ute market is perhaps the most surprising of the various LCV segments, with what was a basic load carrier and tool of trade becoming the aspirational purchase for families as well as businesses. As the individual manufacturers have embraced the ute concept and brought new models to market, the specifications have moved upmarket and mirrored the luxury items that were once regarded as virtually unique to prestige and luxury cars.

The early stages of vehicle manufacturing by developing nations has always followed a similar pattern, with engine development and quality of fit and finish lagging by comparison with the more popular brands already established in the market. That variance in equipment, efficiency and quality of assembly still features when a new marque arrives on Australian soil. The difference, though, is that within just a few years the gap will close as the newcomers quickly learn what interests Australian buyers and subsequently make the necessary adjustments to their designs.

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Public perception of value and longevity is certainly changing. The buyer of a Smartphone today accepts that two years is probably the average life of the unit, throwing away the old version and upgrading to the new, latest version. The ute buyer may well be heading along the same path, where resale value loses importance due to the lower cost of replacement. Use it until you hand it down to other members of the family before you finally send it to be reprocessed at the nearest auto dismantlers.

“This year our judges moved to a new category of vehicle assessment to provide an outcome based more on technical ability and product development”

As we look back through the past half century of vehicle development, we’ve seen the shift from what was predominantly British or Western European in origin, to encompass firstly the Japanese manufacturers, followed by the South Korean vehicle builders and now those of China, soon to be followed by India.

Australian buyers have had brief flirtations with Chinese products before, but, with build quality improving and specifications now standing direct comparison with the established brands, it’s possible to see a wind of change affecting the market.

In previous years, Delivery Magazine has announced the winning models selected by our team of judges covering a wide range of vans, utes, light trucks and people movers. Interestingly, as the months passed, the ranking of what was considered to be the best of the best changed fairly regularly, with new model launches significantly altering the status quo, almost on a monthly basis.

As the numbers of different models available in each segment increase, the selection of a specific LCV that suits buyers’ personal preferences becomes a more technical process. This year our judges moved to a new category of vehicle assessment to provide an outcome based more on technical ability and product development, rather than personal likes and dislikes. So, having explained the reasoning, welcome to the 2017 Delivery Magazine Technology and Innovation Awards. The finalists competing under the new criteria were subjected to two weeks of rigorous testing in Melbourne and Sydney – following longer-term driving evaluations and even longer evenings spent analysing the individual

vehicle specifications and abilities. The final outcome, however, remained true to the whole concept of assessment, to recognise the achievement of a select few of the manufacturers that bring to the Australian light commercial vehicle market a range of products that stand out from the crowd in terms of excellence. Mercedes-Benz has consistently led the commercial vehicle market in terms of applying technology and innovation to achieve substantial gains in safety, both for the occupants and the public. The inclusion of safety features such as cross wind assist, adaptive cruise control, electronic stability programmes, emergency brake force, brake wipe, hill start assist, trailer sway control, driver fatigue alerts, pretensioning seat belts, 360-degree camera vision, forward and reverse sensor alerts, a multitude of SRS airbag installations and five-star ANCAP crash test rating is indeed justification of the company’s achievements. The move to Euro 6 emissions compliance for the V-Class is a precursor to the company’s concern for the environment. Mercedes-Benz receives the first of the 2017 Delivery Magazine Technology and Innovation Awards as a commendation for its entire light commercial van range. Italian manufacturer IVECO introduced its Daily van and cab/chassis into the European market back in 2015, where it was commended by being recognised as the European Van of the Year. Since its launch into Australia, IVECO has been working to further refine the Daily product range with a lift in quality of assembly coupled with a significant gain in safety features. The result is a van and light truck range that stands comparison with all its competition in one of the toughest markets in the world, that of Australia, making IVECO Trucks Australia a worthy recipient of the second Delivery Magazine Technology and Innovation Award for 2017. Ford Motor Company has struggled with its light commercial vehicle range for several years due to the lack of a suitable automatic transmission for its Transit van and light truck products. That position has now changed, and, with the introduction this year of the Transit VO, Ford has lifted the safety content of its features and benefits while reducing driver fatigue through the inclusion of its six-speed automatic transmission. The adoption of AdBlue and SCR now furthers the Transit ability through conforming to Euro 6 emissions levels, adding a strong message that this is the way of the future.

catalogue how Ford has got back into the saddle to compete in the van segment with the Transit, in both medium and large van configuration and now featuring automatic transmission. We define the latest upgrades to the HiLux and Amarok, plus we look very closely at how LDV has lifted the bar for Chinese manufacturers with the introduction of the T60, following on from the addition of medium vans and people movers to its current range. The light truck market segment is fiercely competitive, generating new products every year from Isuzu, Fuso and Hino. In this issue our road test editors take the controls of the Hino 4x4 and the Isuzu Tri-Tipper, while also heading off to see the latest developments of the industry at the Tokyo Motor Show where Fuso demonstrated its eCanter with electric drive. Our ongoing series “The RAM Report” continues to promote the need to find the tow vehicle with the stamina to carry out its duties without being overstressed and underpowered. With its 6.7-litre Cummins engine the RAM typifies what should be hauling large boats and caravans around the nation, and doing it at a level of safety that significantly exceeds many of the vehicle and trailer combinations seen on Australian roads. The increasing numbers of standard utes that are pressed into service hauling overweight trailers, while substantially exceeding their safe working load certification, are potentially dangerous. Delivery Magazine understands that the various state authorities are starting to look more closely at enforcing GVM and GCM ratings in an effort to limit trailer combinations with utes and SUVs that are unsuitable and unsafe at current mass weights. Remember that if you are in the market for a new vehicle, check out the specification charts in each issue and compare the various models to find the right solution to your requirements. If you are travelling long distances over the Christmas break, make sure you have your vehicle and trailer checked out mechanically before you head off, with particular attention to tyre condition and pressures, wheel bearings, brakes and general mechanical condition. Take your time and remember to stop for regular breaks before you become fatigued. As always, stay safe and enjoy the drive. Kind regards,

Ford Australia is a worthy recipient of the third Delivery Magazine Technology and Innovation Award for 2017. As we close off the year, we have pleasure in bringing our readers a full evaluation of the latest addition to the Mercedes-Benz LCV range, the X-Class, plus we

Chris Mullett Managing Editor/Publisher.

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FEATURE

THE FORCE AWAKES

t was five years in the making, but as it enters the Australian market in April of 2018 the X-Class will set totally new limits of ability that currently are not matched by any of its competitors.

Placing a new vehicle above all its opposition, even before it goes on sale in Australia, is a large call by anyoneâ&#x20AC;&#x2122;s definition. But that statement comes as the result of decades of experience behind Delivery Magazineâ&#x20AC;&#x2122;s test and evaluation programmes. As an indication of the importance of the Australian market for global ute sales, Delivery Magazine was privileged to be invited to monitor the development programme for the X-Class through the past 14 months, joining the Mercedes-Benz engineers working on the programme in various locations around the world, including Germany, Sweden, South Africa and South America, as the company confirmed its final specifications for the X-Class, prior to its release for sale. The X-Class project involved Mercedes-Benz in researching the whole aspect of the ute market, determining the reasons behind the increasing popularity of what was once just the tradiesâ&#x20AC;&#x2122; workhorse, and finding the best way of competing in the segment within a reasonable timeline. 8

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The way forward, after evaluating a number of possible options, lay in forming a joint venture with an existing manufacturer to shorten the development time. The Renault Kangoo forms the basis for the Mercedes-Benz Citan small van, so it was perhaps a natural progression to joint share with the existing Nissan Navara, when the time came to find the base unit on which to build its ute entry. While the premise might sound simplistic, to produce the Mercedes-Benz ute equivalent demanded that the model due to wear the three pointed star would incorporate the looks of a Mercedes-Benz and combine that appearance with the right feel for roadholding and handling, together with safety features and inbuilt benefits that today determine the DNA of a Mercedes-Benz. The development time was indeed relatively short, the result of Nissan having brought the Navara to market as the latest iteration of this popular nameplate. But, from that point onwards, it became very clear that the X-Class was never going to be a joint venture alternative that shared everything except the badge on the bonnet. The Mercedes-Benz project engineering team started the X-Class development programme by evaluating every component from the tailgate to the front bumper bar.

THE FORCE AWAKES

Mercedes-Benz moves into the ute market, and, in doing so, it changes all the ground rules – words by Chris Mullett

What worked, what didn’t, what could be developed and improved, and, above all, how to lift the final product to a new higher level of comfort, ride and handling, and ability, commensurate with being Europe’s premium brand. This level of expert interaction in an existing vehicle is unheard of when it comes to Japanese manufacturers, with most mid-life upgrades originating from Tokyo confined to trim panels and chrome embellishment. What was of particular interest to the Delivery Magazine team is how the engineers approached the project of creating a ute that looked and felt like a Mercedes-Benz, even though its initial origins were more that of a distant cousin, rather than the dux of the family. The task for the X-Class Project Team, as outlined by Volker Mornhinweg, head of Mercedes-Benz vans, was to create the first genuine pickup with convincing passenger car characteristics. “It’s robust, strong and with good off-road capability – just like a pickup should be. It’s also aesthetically pleasing, dynamic to drive, comfortable, safe, connected and individual – as you would expect from a Mercedes,” said Volker.

“As a result, the X-Class pushes the boundaries of the classic pickup and makes this vehicle segment attractive for private use, too. With three design and equipment lines and an extensive scope of further individualisation options, we offer the ideal vehicle for a range of different customer groups and their needs,” he added. The project team started the X-Class development process literally by taking apart the current Navara NP300 and evaluating every component. The single and bi-turbo engines stayed, the front and rear axles didn’t, replaced by wider track axles that feature ventilated disc brakes all-round and coil springs, with an independent front end and a newly designed five-link rear with solid beam axle. The chassis came under scrutiny, with extra cross bracing added to stiffen up the ladder frame, plus individual areas of the chassis and body that were reinforced. Stiffening the chassis to remove the opportunity for it to flex under cornering forces is critical when developing high capability suspension systems. With a stiff chassis the springs and dampers can be fine tuned for maximum effect, uninfluenced by chassis flex that in turn alters angles under stress.

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FEATURE

Engine management systems also came under scrutiny, with MB engineers reprogramming engine and driveline calibrations to provide power and torque outputs as expected in a premium level vehicle. The single-turbo and bi-turbo engines are therefore similar to those used in the Navara, but the manner in which they perform is very different. The relationship between the bi-turbo engine and the seven-speed Aisin transmission used with these engines is also remapped through programme changes to the electronic control module. In the most basic workhorse model, the single-turbo engine is matched to the six-speed Nissan manual transmission. However, even this has been modified, now featuring a cable operated shift, isolating the gear lever from the transmission, and, in so doing, reducing the risk of noise and vibration transfer through the shift linkage. For the top-of-the-line version of the X-Class buyers get the full Mercedes-Benz developed and manufactured V6

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diesel, aligned to the 7G-Tronic automatic transmission. Now is probably as good a time as any to outline the three different models in the X-Class range, as described by Mercedes-Benz. The PURE variant is designed for conventional use as a rugged pickup, the PROGRESSIVE variant meets higher requirements in terms of quality feel and comfort, and POWER is the high-end variant for urban lifestyles. External trim differences include painted lower body panels on the lower rung models and chromed bits on the upper levels. With a length of 5340 millimetres, a width of 1920 millimetres (excluding the outside mirrors) and a height of 1819 millimetres, the X-Class can haul a payload of up to 1.1 tonnes and is able to tow up to 3.5 tonnes. There’s room for a Euro pallet between the wheelarches. The POWER model comes with LED high-performance

*Satellite Navigation (SatNav) is available at additional cost. Please contact your authorized Ford Dealer for further information.

DIEMENS LAND

Voice Activated SatNav Available

TRANSIT CUSTOM *

FEATURE headlamps with these units containing LED sidelights and daytime running lights. High beam on the inside works using a reflector system and low beam on the outside uses projector-beam technology, with an additional two fog lamps in the front apron. The X-Class is the only mid-size pickup to be equipped with lighting in the cargo area as standard. The third brake light contains LED lights that illuminate the whole load bed – operation is by a switch in the centre console. A 12-volt socket to power additional equipment is also part of the standard equipment in the load bed. For the tyre and rim choices there are three options, with 17-inch, 18-inch and 19-inch rims shod with 255/65, 255/60 and 255/55 series aspect ratio tyres. During Delivery’s evaluation of each of the different models there’s a noticeable influence on the ride, handling and comfort as might be expected when using lower aspect ratio tyres. With a coarser level of ride comfort, albeit with less tyre squirm for very high speed cornering, the 55 lower aspect ratio tyre actually detracts from the first excellent impression of the ride and handling, resulting in our recommendation of opting for the middle of the range and choosing the 255/60R16. For the serious off-roader, of course, the 65 series tyre is the go, with much less risk of tyre or rim damage from poor quality on road or off-road surfaces. In terms of ride and handling, the suspension tune provides suppleness unmatched by any other ute on the current market. At high speed there’s none of the pitch and bump steer from the rear that can be part of the expected behavioural pattern of some utes. The wide track axles front and rear enable the X-Class to corner better and more precisely than any of its competitors. It does so more safely and with the vehicle under full control of the driver, even when being driven at very high speeds on a demanding private test circuit. The steering system has reverted to that of hydraulic power assistance rather than an electronic system as the Project Team believes this provides better feel across the broad spectrum of intended use. The best way of describing the ride and handling is simply to state that Delivery Magazine has not experienced the level of handling provided as standard by the X-Class in any other light commercial vehicle in over 40 years of driving. It matches standards expected of a premium luxury vehicle. Much of the reasoning behind the excellent road manners comes from the additional 70 mm wider track axles, supplied and tuned by Mercedes-Benz for these higher levels of ride and handling with extensive work done on the spring and damper matching.

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Unlike some of its competitors, there doesn’t appear to be any major discernible difference in ride or cornering quality as payload increases. The standard clearance between the chassis and the rear bump stops is 80 mm, and after adding a load slightly in excess of 400 kg to the tray this clearance reduced by 30 mm to 50 mm. The additional load did not alter the road level attitude of the overall vehicle. In developing the X-Class the MB project group evaluated all the competition including HiLux, Amarok, Ranger, Navara and Triton, benchmarking each of the models and setting its own targets higher in terms of intended achievements. Although the Navara formed the initial basis of the X-Class underpinnings, none of the X-Class body panels, windscreen or rear windows are interchangeable. One of the specific areas targeted during the development was that of interior width and shoulder room. By reskinning the doors the external profile has widened by 70 mm, with an increase also applying throughout the interior to provide an additional 50 mm shoulder width for the passenger compartment. In completing its analysis of the ute market, the MB project team determined that future growth in this segment lies with dual-cabs, consequently making the decision not to include a single-cab option in the vehicle line-up. What is coming along shortly after the initial introduction though is a dual-cab/chassis version. The interior of the X-Class is duplicated from the current Mercedes-Benz prestige product lines, predominantly in this case the V-Class. Similarly, the safety inclusions are not variations on the current theme of ute options, but again migrate across from the premium luxury market, making the X-Class a leader in virtually every category in which it competes on specification.

THE FORCE AWAKES

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FEATURE Having mentioned the single-turbo and bi-turbo fourcylinder diesel engine options, the top of the line is of course purely Mercedes-Benz with the V6 diesel.

six-speed manual transmission or seven-speed automatic transmission, and as the X 250 d 4MATIC with sevenspeed automatic transmission.

The 2.3-litre, high-torque, common-rail, four-cylinder diesel output in the X 220 d with single turbocharger generates 120 kW/163 hp and in the biturbo X 250 d it produces 140kW/190 hp.

The most powerful engine is the high-torque V6 diesel engine, and this will be released mid-2018. The X-Class shares this engine with numerous Mercedes-Benz passenger car models – from the G-Class to the latest E-Class. As the top model in the range, it comes as standard with permanent 4MATIC all-wheel-drive and the seven-speed automatic transmission 7G-TRONIC PLUS with steering-wheel shift paddles and ECO start/stop function.

The bi-turbo engine has two turbochargers of different sizes, which, depending on the engine speed, compress the intake air either singly or in combination. This delivers powerful torque at low revs and more output at the top end of the rpm range and enables rapid response times, good pulling power and strong acceleration. The large turbocharger is designed for high throughput and kicks in when the revs are going up. This evens out the acceleration right through to the upper limit of the rpm range, creating the ideal prerequisites for a dynamic driving experience as well as for transporting heavy loads and for trailer operation. The PURE model in X 220 d form comes with a six-speed manual gearbox and a start-up spec that suits a role more as a workhorse. The PROGRESSIVE line is available with 120 kW as the X 220 d 4MATIC with six-speed manual transmission, with 140 kW as the X 250 d with

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In order to suit different drive applications there are four different shift protocols available at the touch of a button. In Eco mode the shifts change at low engine speeds promoting fuel economy, and a stop/start engine feature further enhances this when the vehicle is stationary. In Sport mode the engine responds more immediately when accelerating, with faster shifts at higher engine rpm. In Manual mode the driver can select different ratios through the column-mounted paddles, and, finally, in Off-Road mode the ratio shifts move to higher switching points with a flatter, more predictable throttle control to improve smoothness on undulating terrain.

^Automatic transmission is available at additional cost on Transit Custom and standard on Transit 350L LWB FWD Van. Please contact your authorized Ford Dealer for further information.

I Tâ&#x20AC;&#x2122;S T H E THAT C AN

New 6-Speed Auto Available^ A powerful all-new 2.0L EcoBlue Diesel engine and intelligent voice-activated SatNav makes Transit Custom the van that can.

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FEATURE

“Those aiming to take a prestige vehicle offroad need have no doubts as to its capability”

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THE FORCE AWAKES Added to these transmission enhancements is the full suite of expected intervention systems fitted to the passenger car range with ESP - Electronic Stability Programme, BAS - Brake Assist System to achieve the shortest possible braking distance, EBD - Electronic Brake Force Distribution to improve driving stability when braking and cornering by the intelligent distribution of brake system pressure, and finally ASR - Anti-Slip Control, which prevents wheel spin and maintains traction, with DSR - Downhill Speed Regulation handling descent speeds. The avid off-roader is going to be amazed at how the 360-degree camera system can focus on the ground ahead, behind, and on each side of the vehicle, with highquality vision displayed on the dashboard monitor. In normal off-road driving in a conventional vehicle, when on steep hill ascents or declines the driver canâ&#x20AC;&#x2122;t see the road or track immediately surrounding the vehicle. The screen display provides perfect vision of the track, enabling the driver to avoid rocks or potholes to maintain traction and safety. This feature alone is amazing to use and experience and immediately raises safety levels without the need for a person standing outside the vehicle to direct the driver when off-road. The camera monitoring system also interacts with the driver when parking normally in confined spaces. Those aiming to take a prestige vehicle off-road need have no doubts as to its capability. With a fording depth of 600 mm and ground clearance of a high-ride suspension setting for the Australian market of 222 mm, the front/rear approach and

departure angles are 30 degrees and 25 degrees with a ramp over angle of 22 degrees and a side tilt angle of 49 degrees. Unlike the current situation of purchasing a new ute and then having to modify the suspension system for a specific improvement in off-road or towing applications, Delivery Magazine believes that the standard fit suspension is so well sorted that further aftermarket modification would not achieve any appreciable gain. Back to the world of passenger safety, and the X-Class comes with seven airbags as standard, with front, thorax/ pelvis side airbags and two large window airbags for the driver, front passenger and rear passengers covering the A and C pillars plus a knee airbag for the driver. The safety inclusions continue with Lane Keeping Assist that provides alerts to the driver if the vehicle wanders between lanes; Active Brake Assist that increases brake force if it detects an accident might be imminent, ultimately initiating autonomous braking; Traffic Sign Assist, which detects frequently changing speed limits and other information signs; Reverse Camera and Proximity Alerts, plus the 360-degree camera display on the monitor; Cruise Control; Trailer Sway Stabilisation; and Tyre Pressure Monitoring. As an adjunct to these inclusions there are additional driver aids such as voice control of selected operations, live traffic updates and an emergency call system that alerts a central monitoring service in the event of an accident to initiate an emergency servicesâ&#x20AC;&#x2122; response. The monitoring service can even advise the driver where the vehicle is parked.

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“Mercedes-Benz has released pricing… the news will send shockwaves through the marketing departments of Ford and Holden”

Fuel economy results are interesting, as, with the X 220 d, all measurements are under 8.0 l/100 km, with the combined figure showing 7.4 l/100 km and an emissions CO2 figure of 195 g/km for the manual version, and 7.6 l/100 km and 200 g/km for the 4MATIC version. For the X 250 d the manual returns 7.3 l/100 km and 192 g/km of CO2, against the seven-speed auto with 7.7 l/100 km and CO2 discharge of 203 g/km. In a rare move, Mercedes-Benz has released pricing well ahead of the availability and there’s every reason to believe the news will send shockwaves through the marketing departments of Ford and Holden. The PURE cab chassis X220d starts off with a six-speed manual transmission at $45,450, rising through the ranks to $55,300 for the PURE ute X250d with seven-speed automatic. The cab chassis version of the PROGRESSIVE in X250d form gains the 4MATIC drivetrain and with a sixspeed manual it costs $53,950, increasing to $57,800 for the seven-speed auto. The POWER version of the X-Class is available in ute form only, with the manual at $61,600 and the seven-speed auto at $64,500. (Dealer delivery and on road costs are extra and charges may differ between states). 18

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No pricing indication has yet been issued for the V6 Benz diesel version, due later in the year, but with all the additional inclusions the assumption would be that for the best of breed the buyer is going to have to find at least another $20,000. Even at that level the X-Class will undoubtedly shake the foundations of its competition. In summing up the first full evaluation of the X-Class range, Delivery Magazine is confident to predict that following the release of the X-Class to Europe in November, prior to its availability in Australian from April 2018, the competing ute manufacturers around the world have cause to be considerably concerned. In its first foray into the current ute-style of vehicle that is proving its popularity across international markets, the Mercedes-Benz project team has done a better job in designing and producing the X-Class than we’ve yet seen from any of its competition. In taking a quantum leap forwards it has leapfrogged over the current benchmarks of ability and safety and rewritten the rulebook, producing the best vehicle of its type, in its class.

DRIVEN

COMMON GROUND

ad it been suggested even ten years ago that two out of every three of the best selling vehicles in Australia in 2017 were going to be dual-cab utes, the prophesy would have been dismissed as rubbish. But that is now the case – with the Ford Ranger and Toyota HiLux occupying the top two slots. The dramatic shift in the market from traditional four-door family saloons from Ford and Holden has now resulted in three predominant vehicle types: small four-door cars, SUVs and dual-cab utes. Buyers purchase dual-cab utes for a variety of reasons. As a workhorse satisfying the needs of tradies and farmers wanting to carry tools and other cargo during the week to the family aiming for recreational use on a weekend with the ability to carry five occupants in comfort and safety.

Ford’s Ranger XLT fits the purpose for the common load carrier and weekend warrior – Words by Brenton O’Connor, images by Geoff Parrington 20

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Taking things a little further adds the options of towing boats and caravans or carrying motorcycles and pushbikes in the tray.

Another factor in the ute’s favour is that for business operators they are not subject to fringe benefits tax, providing a further incentive to buy a ute, if indeed a further incentive was needed. Ford Australia has the Wildtrak version as the top of its model line, but not everyone can head straight for the most expensive model on their residential block. In this evaluation Delivery headed for mid-field and opted for the Ranger in XLT guise, providing a unique opportunity to gain an insight into what is behind the surge in sales for this ute.

COMMON GROUND Powering the XLT Ranger is a 3.2-litre five-cylinder engine producing 147 kW @ 3000 rpm and 470 Nm of torque between 1750 and 2500 rpm. The test vehicle was fitted with the optional six-speed automatic transmission, which also features a manual mode where the driver can take over the gear selection choice. The vehicle rode on 17” alloy wheels with 265/65 R17 Dunlop rubber. Some buyers have a problem getting their heads around the premise of five cylinders, rather than four, six or eight. In the case of this Ford diesel, and the Puma family from which it owes its heritage, the choice runs in terms of both four and five-cylinder options. Buy the lowly versions with 2.2 litres and four cylinders live under the bonnet. Option up to 3.2 litres and Ford tucks another cylinder behind the front bumper. Performance of the five-cylinder 3.2-litre that powers the XLT was excellent. Whilst it’s not going to set any land speed records, it made effortless work of keeping up with city traffic and handled itself well out on the freeways where it cruised at 110 km/hr with effortless ease. Fuel consumption over the test period averaged 9.6 l/100 km, over a distance of 631 km that encompassed mostly country driving with a bit of city traffic added in, slightly higher than the official Ford claim. The Ranger is standard with an 80-litre diesel fuel tank.

The Ranger’s electric steering was certainly car-like. Even when driven on rough bitumen it didn’t tend to develop a mind of its own in terms of stability and directional precision, as can be the case with some of its competitors. Cornering was equally car-like, which inspired the driver with greater confidence and increased the belief that it was capable of being driven quickly without suggesting an oncoming layer of discomfort. With its rear-end supported on multi-leaf springs, the ride quality errs on the side of firm, particularly when not carrying any form of additional payload. Adding even a couple of hundred kilos to occupy the tray, and to give the rear suspension something more to consider, and there’s no doubt it would ride much better. Shifting from 2WD to 4WD can be done on the fly, via a switch mounted just near the main transmission lever. There’s also a rear differential lock for extra traction offroad fitted as standard equipment. Equally impressive is the 800 mm wading depth (albeit without a snorkel) making most creek crossings safely achievable. The Ranger is a very smart looking vehicle, and a large one to boot! It can carry five passengers easily and still has a very decent sized tray to carry a tradie’s tools or a few bales of hay. On the weekend, there is more than adequate room for a motorbikes and camping gear. Access in and out of the Ranger was great, the side running boards made entry a breeze and there were sufficient grab handles available to make getting in and out safe and easy. The seats are very comfortable, and it was pleasing to see there is plenty of room and adjustment in the seats to make even tall drivers comfortable. The steering column is adjustable for height but not reach, which was a little disappointing.

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The test vehicle included the optional Technology pack that encompasses Adaptive Cruise Control with Forward Collision Alert, Automatic High Beam Control, Driver Impairment Monitor, Lane Keeping Aid and Lane Departure Warning system. Unlike most automatic high-beam controls, the Ford system was excellent. In other vehicles I’ve driven recently I’ve found the high beam not necessarily dropping out automatically when approaching other vehicles, but prone to dropping out when sensing other objects such as road signs. In the time spent in the Ranger, I was unable to fault the system, which really is quite an achievement by Ford’s technical people. Inside the vehicle it’s very modern, with a large eight-inch colour touchscreen that runs SYNC 3, which is the Ford setup for Apple CarPlay and Android Auto. In addition it provides navigation, Bluetooth phone connectivity and digital radio as well as standard AM/FM Radio. Another neat feature is the Emergency Assistance function that can call emergency services and share your exact GPS location should something major go wrong when an event such as an accident results in the shutting off of the fuel pump or the activation of an airbag.

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Connectivity options in the Ranger were brilliant. There are numerous USB ports and 12-volt adapters to charge your phones and tablet devices. There was even a 12-volt power socket in the tray, an ideal location for powering fridges or a spot light for night hunting activities. What stood out, however, was the inverter located in the rear seat that produces 240-volt AC power for electrical equipment when away from mains electricity. Towing capacity of the Ranger is 3500 kg, which will provide ample towing capacity for those wanting to tow trailer boats, caravans and horse floats. Although the opportunity for towing in this evaluation didn’t eventuate, anecdotally it’s the tow ability of the Ranger that attracts many buyers to the 3.2-litre. It needs to be remembered that every kilo of load that’s placed in the tray or strapped to the roof means a kilo less in the trailer maximum weight. It’s easy to see why the Ford Ranger has proved so popular in the Australian market. The technology fitted to the vehicle is outstanding, making it a truly versatile workhorse that doesn’t miss out on the creature comforts when needed.

LIGHT TRUCK

TRADIE-MADE LIMITED EDITION 45C17

A TRUCK LOAD OF VALUE FROM ONLY

$57,950

INCLUDING TOW BAR, NUDGE BAR, BONUS SOCKET SET AND MORE. ENGINE & TRANSMISSION • 3.0 litre EURO 5 with 170 hp and 430 Nm of torque • Hi-Matic 8-speed auto transmission

WORK-READY • Car licence 4495 kg GVM • Over 2 tonne payload capacity • Australian-made, heavy duty aluminium tray

SAFETY • Driver, passenger & dual curtain airbags • ABS brakes with Electronic Brakeforce Distribution & Stability Control and Hill Start Aid

PEACE OF MIND WARRANTY AND SERVICING, FACTORY-FITTED TRAY, LOADS OF ACCESSORIES AND A BONUS GEARWRENCH SOCKET SET.

COMFORT • Suspended driver’s seat with armrest • IVECONNECT Multimedia system with GPS • Cruise control

SINGLE CAB CHASSIS

For a limited time, IVECO is offering its new Daily 45C17 light truck with an Australian-made, heavy duty aluminium tray (external 2218 mm x 4223 mm), a comprehensive 5 year / 200,000 km Factory Warranty* and 5 year Free Scheduled Servicing*. The new Limited Edition Daily also comes with a host of accessories including tow bar, nudge bar plus a Gearwrench socket set valued at $349rrp*. Best of all, the work-ready new Limited Edition Daily can be driven on a standard car licence straight from the dealer showroom to your work site.^

For your nearest participating dealer call 1800 4 IVECO or visit www.iveco.com.au * Terms & Conditions apply. Offer available at participating Iveco dealers. $57,950 includes dealer delivery fee and excludes on-road costs. 5 year / 200,000km factory warranty includes a standard 3 year / 200,000 km Iveco New Vehicle Warranty plus a 2 year Iveco Extended Warranty. 5 Year / 200,000 km Free Scheduled Servicing is based on standard scheduled servicing of 40,000 km or 12 months intervals. Excludes Government and Fleet Buyers. For further information see full terms and conditions at www.iveco.com.au or contact your local Iveco dealer. ^Once registered and insured.

FEATURE

HiLUX IN REVIEW A

s pricing for the top level ute models in the Australian market heads towards the $100,000 mark and beyond, the HiLux has been hanging on to market leadership, despite not being able to supply the upper spec trim and equipment levels to rival Ranger.

The launch of the next game changer, the Mercedes-Benz X-Class, occurs around April, at which point Delivery Magazine can see the complete ute segment readjusting again, both in terms of specification and pricing. For the final run to the end of 2017 and into the new year, Toyota has realigned its HiLux range, introducing eight new automatic variants as part of a comprehensive revamp. It’s the first significant revitalisation of the HiLux range since the launch of the current generation, with other changes including the addition of three new SR extra-cab/ chassis variants (six-speed manual and auto) with the 2.8-litre turbo-diesel engine. Three additional automatic Hi-Rider pick-ups also join the fleet, in the form of a WorkMate double-cab, SR extra-cab and SR5 double-cab, plus there’s a WorkMate grade with automatic transmission now included in the 4x4 doublecab/chassis line-up. Buyers of the 4x4 SR double-cab pick-up can add the benefits of satellite navigation and alloy wheels for $2,000 – without the need to step up to the top-of-the-line SR5. Toyota has always placed its model selection well to suit customer demand, and, interestingly, as that demand has changed in respect of certain features this latest product revision adds 10 new variants. These effectively replace 10 slower-selling variants, including V6-powered vehicles that account for fewer than half of one percent of total HiLux sales. The moves are significant as HiLux continues to set new sales records with consumer demand up 13.7 percent to the end of August. It is well placed to become Australia’s best-selling vehicle for the second year in a row, and is the only vehicle of its type to have taken the title. 24

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Toyota Australia’s executive director of sales and marketing, Tony Cramb, said the realignment will further strengthen the sales potential of HiLux, which has topped the market in each of the past six months and has broken monthly sales records on four occasions this year. “We are determined to ensure a strong final quarter in 2017, but, these moves are not about short-term gains, they are the result of detailed analysis of buyer trends and feedback from dealers over the past two years,” Mr. Cramb said. “It is clear that HiLux buyers increasingly want the convenience of an automatic transmission, so we now offer 17 self-shifters compared with 12 previously,” he said.

HiLux retains its top ranking position through readjusting its marketing strategy and realigning its model range as it approaches its half-century.

HiLUX IN REVIEW

â&#x20AC;&#x153;It is clear that HiLux buyers increasingly want the convenience of an automatic transmissionâ&#x20AC;? DELIVERY

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FEATURE “Last year – for the first time – automatics accounted for more than half of all HiLux sales, and this year the proportion has risen to almost 60 percent, and we expect it to increase further. “We are also experiencing greater-than-expected demand for the two-wheel-drive Hi-Rider, so we have expanded our competitively priced offerings from three to five. “The Hi-Rider appeals to buyers who do not require serious off-road capability, but appreciate the same rugged looks and imposing ground clearance as a 4x4 HiLux. “All the new variants have been introduced for specific reasons; for example, SR buyers have told us they would prefer the durability and convenience of a PVC floor covering rather than carpet. “We have reintroduced a 4x4 WorkMate double-cab/chassis for those who want a value-for-money vehicle that gives them the flexibility to add a purpose-built tray that suits their needs. “For similar reasons, we have brought back the SR extracab/chassis in manual guise, which was available with the previous generation, and, for the first time, added an automatic version”.

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The updated HiLux line-up went on sale officially from October 6, together with a realignment in pricing that adds beneficial features for minimal cost. HiLux SR 4x4 double-cabs have increased by $70 with the inclusion of downhill assist control, PVC flooring and black door handles, while other SR models have been reduced by $80 with the adoption of PVC flooring. Pricing for the SR5 models has increased by $50 with the addition of LED foglamps. In addition, SR extra-cab pick-ups and SR5 variants now have a tailgate lock. Rear air vents have been added to 4x4 SR5 double-cab and 4x2 Hi-Rider variants. The number of HiLux variants remains at 31 with 23 being genuine one-tonners – all 4x2 variants and all 4x4 single and extra-cabs. SR5 is the highest-selling grade and accounts for more than half of all HiLux 4x4 sales. HiLux offers the torque, driveability and fuel economy of two four-cylinder turbo-diesel engines displacing 2.4 and 2.8 litres. In 4x4 and Hi-Rider variants, the 2.8 delivers maximum power of 130 kW at 3400rpm and peak torque of 450 Nm at 1600-2400 rpm (auto) or 420 Nm (manual).

HiLUX IN REVIEW The volume-selling SR5 4x4 double-cab is rated at 7.6 litres/100 km for the manual and 8.5 litres/100 km for the auto. The 2.4 turbo-diesel engine is offered on WorkMate models, delivering 110 kW @ 3400 rpm. Torque is 343 Nm @ 14002800 rpm for manual 4x2 single and double-cabs. For the 4x2 WorkMate double-cab automatic and all 4x4 variants, it offers 400 Nm from 1600 to 2000 rpm. Fuel economy varies from 7.1 litres to 7.7 litres/100 km in manual guise and from 8.3 to 8.5 litres/100 km with the sixspeed automatic. Carbon dioxide emissions are listed as being 186 grams/km for the 4x2 WorkMate double-cab. HiLux is also available with a 2.7-litre four-cylinder petrol engine on 4x2 WorkMate single and double-cabs. It delivers 122 kW @ 5200 rpm and 245 Nm @ 4000 rpm with fuel economy of 10.4 litres/100 km. HiLux is in its 20th year in a row as Australia’s best-selling commercial vehicle and has been Australia’s top-selling four-wheel drive for the past 12 years. In 2018, the HiLux nameplate will mark its 50th anniversary in this country.

Potential buyers looking for the right HiLux for their needs should understand there are variations in towing and payload specs that will control the use of the vehicle in certain circumstances. WorkMate single cab 4x2 models fitted with the 2.7-litre petrol engine or 2.4-litre diesel have a maximum towing limit of 2500 kg with payload maximums of 1210-1240 kg. The 4x2 extra-cab pick-up gets a tow increase of 300 kg to 2800 kg but drops its payload to 1090 kg. The 4x2 double-cab WorkMate pick-up maintains a towing limit of 2500 kg with payloads of 1020-1035 kg, while the Hi-Rider WorkMate adds 300 kg to its towing limit but maxes out on 1000 kg payload. As you go through the range you can increase your towing capability to 3500 kg by selecting the SR 2.8-litre turbodiesel manual that also offers 1200 kg in payload, but buyers of the auto versions see that towing capability diminish to 3200 kg. There’s a whole new world of price variations as you work your way through the model range, with costs varying from the entry level at $20,990 through to $58,440 for the SR5+ and the 2.8 turbo diesel, with leather accented trim and a powered driver’s seat, at which point your payload is 925 kg with a towing limit of 3200 kg. Premium paint colours add a further $550 throughout the range and Toyota Service Advantage capped-price servicing is set at $180 per service (petrol) and $240 per service (diesel).

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CORE VALUES Stuart Martin evaluates the Volkswagen Amarok TD1420 8A in Core mode

he updated Amarok trumpeted its arrival with an Audi-sourced V6 brute of an engine, but there’s still a four-cylinder in the Amarok pricelist, for those that look for a more practical approach to their utilitarian habits.

controls on it, plus heated power-adjustable mirrors, power windows and air conditioning. The cabin has some hard plastics and rubber flooring but is a quiet and comfortable interior overall, aside from tight rear legroom.

The twin-turbodiesel four-cylinder powers the bulk of the Argentinean-built load-lugger’s range, and the Core dual-cab is still one of the most refined and capable utes in the market.

A tall glasshouse offers a good view all round (the rear window is substantial) from any of the cloth-trimmed seating positions, and the driver gets reach and rake steering adjustment and a conventional handbrake, although it is on the passenger’s side of the centre tunnel. The driver is also presented with a clear and informative instrument panel with traditional dials either side of a centre display with a digital speed readout and trip computer.

With full-time 4WD and an eight-speed auto, the Core starts from $46,490, which lands it at a price-point near the Ford Ranger XLS at just under $49,000. Toyota’s HiLux SR starts from $46,490 and the Holden Colorado LT in sixspeed auto is a tickle over $49,000. Nissan’s Navara and the Mitsubishi Triton also hover in that ballpark – the former’s ST model asks $46,990 and the latter in top-spec well-equipped Exceed guise starts from $48,000. The Amarok Core (as-tested) price rose to $47,570 with optional front fog lights, and the driver’s pack that adds front lumbar support, automatic (halogen) headlights, rain sensing wipers and an additional 12-volt socket. It’s covered by a three-year unlimited kilometre warranty that includes 24-hour roadside assistance for the duration of the warranty, with capped-price servicing ranging from $459 for the first service at 12 months/15,000 km to $763 (at the time of writing) for scheduled maintenance at 48 months or 60,000 km. The Core sits on 16-inch alloy wheels (with 245/70 rubber and a full-size spare), as well as getting a leather-wrapped steering wheel with cruise, audio and trip computer 28

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In-cabin storage is good, with a useful centre console, door pockets and small glovebox, as well as an open dash-top tray with a second (optional) 12-volt outlet. The rear seat base folds up for extra cargo space (but there’s no underfloor storage), or it can cart kids thanks to three child seat anchor points in the backrest and two ISOFIX points on the outboard rear seating positions, but there are no 12-volt outlets or rear vents. Furthering the car-like feel of the cabin is the CarPlay/ Android Auto-equipped touchscreen six-speaker infotainment system, which is also equipped with voice control, Bluetooth and USB inputs, although access to the USB point is a little awkward. A stint on rural roads at the launch and more time in the countryside on test made us realise that the absence of an external aerial had it falling short for radio reception.

CORE VALUES All that is propelled by a 2.0-litre, bi-turbo, doubleoverhead-cam, 16-valve diesel, producing 132 kW at 4000 rpm and 420 Nm of torque, which makes its presence felt from 1750 rpm, teamed with an eight-speed auto. That partnership lays claim to an ADR lab figure of 8.5 litres per 100 km, but our 730 km in the Amarok (doing everything from the school run to country road work with a full tray) yielded 10.6 litres per 100 km from the 80-litre tank, at a 34 km/h average speed, which is by no means overly thirsty given the workload. One area where it doesn’t fall short though is when lugging a load in one of the bigger rear tubs available in a dual-cab. The tub has four tie-down loops and a light, with a tailgate rated to 200 kg and a handy rear step in the bumper. The test vehicle had the tub liner, but it’s still able to take a standard pallet between the wheel arches – the width drops to just a little under 1200 mm, but at 1165 mm a standard Australian pallet still squeezes in to fit comfortably. The tray is 508 mm deep, 1555 mm long, with a loading height of 780 mm and a width of 1620 mm at its widest point, which easily took a half-tonne of grey sand that represented our load for the week.

The eight-speed transmission is a smooth shifter and was quick to pick the right gear most of the time, ticking over at just under 2000 rpm, at the start of torque curve, at 100 km/h. Sport mode helped it make its mind up quicker, but it was left in Normal mode for most of our time in the car, with only sporadic use of the lever’s manual change mode. Fast dirt road work in the Amarok is easily achieved, with a 40/60 front/rear torque split on the all-wheel-drive system, but the power steering is too light for the author’s tastes, resulting in the need to back off more as the speed increases.

Volkswagen lists the braked towing capacity at 3000 kg (unbraked is 750 kg), with a 300 kg ball download. With a GVM of 3040 kg and a GCM of 5550 kg this level is just short of the segment leaders.

The ride quality from the double-wishbone front and leafsprung rear is among the best in the segment, but it prefers a load on board as when unladen it can become a little jumpy, but it’s still at the better end of the segment. We added half a tonne of material – its payload is 1018 kg – to the rear tray and it calmed the bum down, taking the load without complaint.

When talking dimensions, the Core slots among the biggest of the pack for width – it is 5254 mm long (3095 mm is the wheelbase), but at 1954 mm wide (include the mirrors and it increases to 2228 mm) it’s a very broad beast; overall height is 1878 mm.

The safety features list is good without being outstanding – there’s the benefit of permanent 4WD, as well as stability, rollover and traction control systems with a trailer sway control function when equipped with the factory tow package. The Core has front disc brakes but the rear

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drums have been retained, whereas the new V6 gets rear discs. Also on the list is anti-lock and brake force distribution systems, hill hold and descent system and the multi-collision brake function, but Volkswagen is yet to install the automatic emergency braking systems seen on many in its passenger car range. The absence of airbag coverage in the rear has been an issue for some, with only dual front and front-side airbags offered in the Amarok range, creating an area where it is well short of both Toyota and Holdenâ&#x20AC;&#x2122;s combatants.

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The standard fare also includes a high-set rear brake light (that also works as a light for the rear tray), rear parking sensors and a low-set reversing camera, which works well for hitching trailers. Volkswagenâ&#x20AC;&#x2122;s broad workhorse is one of the nicer vehicles to drive in the workhorse segment, with car-like quietness, a pleasant cabin, conservatively handsome looks and a decent tray, but the safety gear absences may cost customers looking for rear occupant protection when doing its duty as the family car.

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 youâ&#x20AC;&#x2122;re looking for a van that always delivers, upgrade to Europeâ&#x20AC;&#x2122;s No. 1 van range, visit Renault.com.au

FEATURE

CHINESE WHISPERS Does the LDV T60 start to change perceptions of Chinese competitiveness in the ute market? – Chris Mullett checks out the claims.

f your memory extends back more than a couple of decades, you might remember the hesitation of vehicle buyers to choose a Japanese product. Personal buyer preference headed the intending purchaser to local manufacturers, but in a short space of time the Japanese were wooing customers because the reliability of their products outshone the likes of Ford and Holden. Local assembly then followed for the Japanese brands, and buyer resistance faded as commonality and popularity changed the buying equation.

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The early South Korean products from the brands of Daewoo, Hyundai and SsangYong similarly lacked a fit and finish standard that matched the Japanese. With cheap and sometimes nasty plastic interior trim that didn’t quite fit perfectly, in some cases there was also an unfortunate smell inside when the car was left in the hot Aussie sunlight. That’s all well passed, with the South Korean brands now maintaining standards of quality and design that certainly rank alongside, if not ahead of, the Europeans.

CHINESE WHISPERS

And what of the Europeans? No longer are BMWs and Volkswagens built solely in Germany, by people wearing white coats and carrying stainless steel screwdrivers. They can be sourced from Poland, South Africa, Turkey, Thailand, and Mexico, or wherever labour costs are low and governments provide financial incentives for setting up production plants. In case you are wondering where these meanderings are headed, we now come to discuss the emerging opportunities of buying Chinese. In particular, whether the LDV range of products in general, and the T60 ute range specifically, are worthy of consideration and a close look. Delivery Magazine still has poor memories of Chinese products such as Great Wall where, thanks to a much lower entry-level pricing, the brand took off spectacularly, only to see the fruits of its labours wither on the vine, the result of poor reliability and even poorer product support, which resulted in resale values sinking faster than faith in the Abbott/Turnbull Governments. Size does matter, but understanding the market matters more and this is where buyers have to weigh up the pros and cons of whether to migrate to Chinese brands yet, or to let other early adopters take the initial risk.

The parent company of LDV is SAIC Motor (Shanghai Auto Industry Corporation). Itâ&#x20AC;&#x2122;s a Fortune Global 100 company, ranking number 41 on the ranking of global corporations (with revenues of US$ 113 billion) and standing tall as the 10th largest auto manufacturer in the world. In 2017, SAIC Motor will build more than seven million vehicles. It has joint venture manufacturing associations with Volkswagen, Audi, Skoda, IVECO and General Motors, plus, as an aside, it owns the historic British brand of MG and Rover (sold as ROEWE). Chinese vehicle manufacturing plants are not poorly constructed, dimly lit, old aircraft hangers filled with low paid and unskilled workers. They are state-of-the-art, modern assembly plants, filled with the same brands of robots found in the leading European factories. Spotlessly clean and highly efficient, thereâ&#x20AC;&#x2122;s every reason to expect quality control standards to equal those found anywhere in the world. With 40 Australian dealerships at this stage, and with the potential for a further 20 to join their ranks, distribution is controlled by the ATECO Group that handles Maserati in Australia, New Zealand and South Africa, and Fiat Chrysler Automobiles in New Zealand. It is also in a joint venture to import and remanufacture RAM Trucks in right-hand-drive form through American Special Vehicles in Melbourne. DELIVERY

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FEATURE Plus it provides the logistics and tactical direction for parts operations on behalf of other carmakers. In many ways the ATECO Group provides local knowledge of the motor industry that takes years to acquire, especially if you happen to be an overseas manufacturer without previous experience of exporting into the Australian market. Also, unlike many of the recent start-up, factory-owned, distribution operations such as Foton and Haval, you can actually call someone by telephone if you have questions you want answered, rather than being able to only access an email form on a web site to an unlisted destination. The launch of the LDV T60 ute actually positions SAIC Motor as providing a range of light commercial and recreational vehicles. The first models released in the T60 product line up are 4x4 dual-cab utes with low and high range all-wheel-drive, available with a common engine and transmission but in two distinct trim levels – the Pro for the tradie and the Luxe for the recreational family buyer. On paper the T60 stacks up really well against all contenders, with a five-star ANCAP crash test rating, a gutsy 2.8-litre, VM Motori designed turbocharged and intercooled, fourcylinder diesel, and a six-speed Aisin designed automatic transmission. A six-speed manual SAIC gearbox is optionally available, but the importers believe the majority of sales will all be self-shifters. The tradie version has a heavier-duty suspension, with a more supple system on the Luxe, and the towing figures are identical at 3000 kg with a downforce of 300 kg on the tow ball. Payload does alter between the Pro and the Luxe, with 1025 kg for the manual Pro reducing to 995 kg for the auto. The Luxe drops its payload figure to 875 kg and 815 kg for the manual/auto mix. Concerns over manufacturer support should be well satisfied through a 130,000 km/five-year warranty, backed with roadside assist and a loan car programme for the same parameters, further enhanced by a ten-year anti-rust perforation warranty. After an initial 5000 km service, all other service intervals are set at 15,000 km periods. The attraction of the T60 romps ahead of many others through the standard inclusions of remote central locking, adaptive headlamps that swivel as you corner, blindspot monitoring, lane departure warning, rear parking sensors and reversing camera, rain-sensing wiper, side steps, tub liner, aircon, cruise control, two USB ports, a 10-inch touchscreen, Smartphone integration with Apple Car Play and Google Android auto, multifunction steering wheel controls and dusk-sensing headlights and tyre pressure monitoring. All the above inclusions feature on the entry-level T60 Pro model, with the upmarket, RV-oriented Luxe adding more goodies with an electronic, on-demand Eaton locking rear diff, smart key, keyless start, heated and folding wing mirrors, sports bar in the tub, auto-dimming rear-vision mirror, leather clad steering wheel, leather seats, climate control aircon and a more supple “comfort” suspension. 34

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CHINESE WHISPERS LDV also has an approved accessory range designed for the T60, with a rear canopy from CarryBoy, roof racks, front nudge bar and slide-out rear cargo floor. For the average buyer, the spec' list really does give you something to spruik about, made all the more interesting by the fixed drive-away pricing on introduction of $30,516 and $32,621 for the T60 Pro (manual/auto), moving up to $34,726 and $36,831 for the Luxe equivalent (manual/auto). Those with an ABN benefit from keener pricing that drops the pricing by a further $1500-$1800. The attraction of the T60 with its high specification is immediately obvious, and it’s going to provide a convincing argument for consideration by anyone crunching the numbers for a ute purchase. Thanks to a variable geometry turbocharger and intercooler, the 2.8-litre diesel delivers its power and torque smoothly through the range and is well matched by the six-speed adaptive automatic. Maximum power of 110 kW is produced at 3400 rpm, and, with peak torque of 360 Nm rated through from 1600 to 2800 rpm, it’s a combination that’s well up to the mark. It keeps the T60 humming along at high speed and it handles hill climbing easily. The choice of 3.2:1 final drive ratio with the auto transmission gives a good indication of how the torque hangs on, and it contributes to some pretty impressive fuel economy of around the high 7s and low 8s in terms of litres per 100 kilometres during part of Delivery’s drive, somewhat beating the official figures that state 8.8-9.6 l/100 km. It’s a Euro 5 emissions compliance engine with emissions levels of 233 (manual) and 254 (auto) g/km CO2. Preferably, the wading depth of 300 mm and ground clearance of 215 mm isn’t going to promote serious off-roading, as nobody knows at this stage how the chassis and underpinnings are going to cope with those higher degrees of stress. The turning circle of 12.6 m kerb-to-kerb is also not that unusual for this category. In terms of price, and value the buyer gets for their money, the T60 is outstanding. A day spent putting the Luxe version through its paces in regional NSW on a wide selection of road surfaces left Delivery with the impression that the first trip after purchase would be to a well-known aftermarket suspension provider to Australianise the suspension. In our view, the front is too soft and the rear is too hard, causing a wallow from the front and a tendency to step out of line from the rear when encountering a bump in mid corner. That statement might just as well apply to the majority of imported utes in standard trim, as, without local development, the suspension and handling of standard vehicles can all benefit from attention by a suspension expert with local knowledge. The T60 is no exception to the norm, and neither is it unique. A couple of grand spent on improving and tuning the springs and damper settings, when combined with the really high trim levels and safety features, will make the T60 substantially more attractive and significantly more of a threat to the dominance of the Japanese in this segment. DELIVERY

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BECOMING A-CUSTOMED T Brenton O’Connor takes the wheel of the Ford Transit Custom SWB Auto. he van market has changed dramatically in recent years. It was not that long ago that the van offerings in Australia were limited to Japanese cabover van designs (where the driver sits on top of the front axle, and the engine is underneath the drivers cabin), and, as such, there was no bonnet. Fast forward to today, and drivers are spoilt for choice with numerous manufactures now offering vehicles in this hotly contested segment, with numerous offerings from Europe, Japan, South Korea and now China. Most of the manufactures have now moved to the semibonneted van design or SBV, with a short, sloped bonnet design resulting from the position of the engine now being set further forward, to enable across-cab access for the driver. This benefits the driver who gains from improved cab access and egress, higher comfort levels, better ergonomics and perhaps most importantly, increased safety protection. Unlike Holden, Ford has maintained its participation in the light commercial market through the famous Transit Van range, which has consistently maintained its position on the forecourts of Ford dealerships across Australia. Always a popular choice, in recent years Transit sales have suffered through the lack of availability of an automatic transmission, leaving van buyers to change gears manually if they wanted a Ford oval badge on the bonnet.

of paint options available. In total, 100 custom colours are available for selection, which is likely to provide a hit with customers looking to differentiate their business from the standard white van in the high street.

It’s been many years since Ford has offered its Transit with a full automatic transmission and this unit comes complete with a torque converter – not an automated manual (AMT) as offered by other manufacturers. This automatic transmission is a six-speed offering that includes a manual mode so that the driver can make the gear changes by way of a button on the side of the dash-mounted transmission selection lever. At the time of its launch, Ford Australia CEO and president, Graeme Whickman, said, “The arrival of an automatic variant for Transit and Transit Custom widens our small business opportunities and expands consideration to include large fleet and government buyers. The expansion to include an automatic transmission positions the Transit Custom to now compete in 85 percent of the medium van segment compared to 34 percent previously”. In a word, the new transmission is brilliant. The gear changes are seamless and it has sufficient ‘smarts’ to select the right gear at the right time.

Delivery recently tested the current Transit Custom model in short wheelbase (SWB) guise and fitted with the new driveline that matches a new diesel engine to a new sixspeed automatic transmission.

In top gear (6th), the vehicle was doing just over 2000 rpm at speeds of 100 km/h and provided for effortless performance. The only slight annoyance was with the layout of the gear selection, with it being P-R-N-D-M. As such, when moving from Park to Drive in one swift action, I would often find myself selecting M (manual) rather than Drive.

The Transit Custom provided for evaluation was certainly distinctive, being reminiscent of the rainbow flag covered in a multitude of colours to demonstrate the wide variety

Under the short, slopey bonnet is Ford’s new 2.0-litre EcoBlue engine, pumping out 96 kW and 350 Nm of torque. It’s good news for the buyer, as this engine is up

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4 percent in power and 10 percent in torque against the Euro 5 engine it supersedes. Service intervals on the new engine range have increased a whopping 100 percent to 12Â months/30,000 km (whichever occurs first). Dependent on the model chosen, buyers can select from three final-drive ratios for the automatic transmission, with 3.940:1 for the 290S SWB, 4.430:1 for the 340L LWB and 3.65:1 for the Transit 350L LWB. Alongside the increases in power and torque, Ford is also claiming 10 percent gains in fuel economy, lower emissions and increased service intervals. The new engines meet Euro 6 emission reduction levels with AdBlue (SCR) technology. Whilst not yet mandated in Australia by law, Ford is future-proofing its van offerings by moving to Euro 6 ahead of the government mandating its introduction. The lowest CO2 emissions level in the Transit range is now 165 g/km, and the size of the AdBlue tank is 21 litres, enabling continuous travel between topping up of 9000-11,000 km.

AdBlue should not be considered problematic by the driver and is something with which motorists will quickly become familiar. The AdBlue warning is displayed in the instrument cluster and works in three stages. At 2400 km before empty, a warning is displayed. At 1200 km before empty, an additional amber warning is displayed on the dash, in addition to a warning chime every five minutes of driving. If the vehicle is still driven, and the tank becomes completely empty despite the dash and audible warnings, the vehicle will continue to run until switched off.Â On paper, 96 kW might sound potentially lacking in power. Fortunately this was not the case at all, with the new EcoBlue engine keeping up with both stop/start city traffic and extended country freeway driving with ease. With some preparation, overtaking can be made relatively fuss-free. The engine delivers its power smoothly and without excessive noise or vibration. Only when the accelerator pedal is buried deeply into the floor does the engine become somewhat noisy as it heads for its redline of 4500 rpm. DELIVERY

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Fuel economy proved to be quite good, with an overall consumption of 7.4 litres per 100 km recorded over a total distance of 799 km that included a mixture of both city driving and also country runs at freeway speeds of 110 km/hr. The official fuel consumption figure is stated to be 6.4 l/100 km. Ride and handling of the Transit proved to be excellent. The van provided was empty of any cargo, and, as such, the ride from the rear of the van was a little firm. Every Transit Custom and Transit on sale in Australia has a payload of more than one tonne. In Transit Custom Automatic, it’s 1035-1334 kg, and for Transit 350L LWB with the Automatic, payload is 1231 kg (mid-roof) and 1203 kg (high-roof). Across the entire range, payload is 1025-2227 kg. From a ride and handling perspective, hard cornering could be achieved without any indication of instability. This impression was reinforced by the standard fit dynamic stability control and rollover mitigation technology that provided extra reassurance, as well as raising safety levels for a novice driver in the unlikely event anything should go wrong. Access in and out of the van could be improved with the addition of grab handles on both the A and B pillars. For

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climbing into the driver’s seat I could use the steering wheel to help pull me in, but entering the passenger side was somewhat difficult as there isn’t the luxury of the steering wheel to be used as grab handle. Once seated, I quickly found the travel of the seat was limited due to the standard fit bulkhead located firmly behind the driver’s bucket seat and the two-seat passenger bench seat. Furthermore, the passenger bench seat was very upright and it was not possible to tilt the seat back due to the bulkhead located hard up against the seats. There is a case in countries such as Australia where the population tends to be taller to position the bulkhead further back to create a more comfortable experience, especially over long distances, also enabling the seats to be tilted and provide deeper adjustment rearwards. Losing some seat adjustment due to the fitment of a bulkhead does, however, bring other benefits. Drivers of vans without bulkheads will know all too well the difficulties of both cooling and heating their vans due to the large areas and limited insulation in the cargo area. The bulkhead allows the heating and cooling system to operate with ease. Standard fit seat heating was also a nice touch.

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Interior appointments of the Transit were both classy and high quality. The leather-wrapped multi-function steering wheel felt nice to hang onto throughout the day and provided adjustment for both height and reach. Storage options in the cabin were superb, with bottle holders in the door pockets and cupholders in the dash. The van tested was also fitted with the optional City Nav Pack, with a colour five-inch screen located centrally in the dash. The system provides navigation, front and rear parking sensors, reverse camera and also front fog lights. Ford’s SYNC entertainment system was also very impressive, with more than satisfactory sound quality provided through the standard fit speakers. The availability of a fully automatic transmission will propel Ford into areas in which it could not previously compete. As a result, the Transit is now clearly on the shopping list for fleet purchase and individual buyers that stipulate an ‘automatic only’ vehicle purchasing policy. In addition, the Transit’s technology, comfort and efficiency put it up amongst the best van offerings available.

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FEATURE

TURNING JAPANESE

The close focus on developing technologies would suggest that a typical Japanese transport operation would be at the forefront of computer-based systems. Brenton Oâ&#x20AC;&#x2122;Connor found the exact opposite during a recent visit to Tokyo.

ransport companies, whilst aiming to achieve the same outcome of delivering goods from A to B, differ greatly throughout the world in their method of operation. The way in which the business is conducted varies according to many factors, including the cultural disposition of the country and the environmental factors present. It is in this context that Delivery Magazine had the unique opportunity to meet one such company in Tokyo, Japan.

The company began operations back in 1977 under the careful management of Mr. and Ms. Miyashita. Sadly, Mr.Â Miyashita passed away three years ago, which meant that Ms. Miyashita had to take control of the company in her own right. We were fortunate enough to meet with Ms. Miyashita to learn more about the way transport is done in Tokyo, and the way she runs her business, operating 24 hours per day, employing 65 full-time employees and managing a fleet of 69 rigid trucks.

Kaneichi Unso is a transport and distribution business in Tokyo Japan that specialises in the distribution of seafood from the main fish market in Tokyo throughout the greater Tokyo metropolitan area.

The company operates from a small office in Tokyo, where four women sit around a long trestle type table, with piles of books and other paperwork as far as the eye can see.

Mr Yasuhiro Yamazaki, manager of Yamaharu

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Around the walls of the office are blackboards displaying huge amounts of detail written in chalk in the symbols of the Japanese language, illustrating how the jobs are allocated to the company’s fleet of trucks. While the expectation was that all business activities would be database driven, there is not one computer in sight! According to Ms. Miyashita, she prefers to administer the business manually as she’s “accustomed to this business style”. All company invoicing is carried out using carbon copy books, with financial records kept in traditional ledger books. The daily operation of the fleet is controlled completely via the blackboards mounted on the office walls. While being vastly different from the way in which a typical Australian distribution network operates, on a positive note it also means the business will never suffer from a computer virus or software collapse. One of the company’s many customers is Tokyo’s most prestigious sushi restaurant Sukiyabashi Jiro, which has earned the rare honour of three Michelin stars for its culinary delights, and has entertained many famous patrons, including the 44th US President, Barack Obama. The 69 trucks operated by Kaneichi Unso are predominately Fuso Canter narrow-cab units fitted with refrigerated bodies and with payloads of two tonnes.

In historical terms the company fleet has purchased well over 100 Fuso trucks since its foundation, and this achievement was commemorated by the presentation to the company of a large stainless steel refrigerator, which is on proud display in the companies head office. When questioned as to why Fuso was the vehicle of choice for her business, Ms. Miyashita explained that it comes back to the service and professionalism offered by the dealership and the salesman. “The Fuso narrow cabin is chosen due to its low overall height, and its ability to fit down narrow alleyways. What is unusual about the streets of Tokyo is the lack of kerbside parking,” said Ms. Miyashita. “As in the area where the companies head office is located, the street design is buildings, fronting footpaths and then two lanes of traffic – there is no room to pull over or park,” she added. We were fortunate enough to see the trucks in operation at the Tokyo Fish Market, which forms the fleet’s primary operational base. The Canters are all painted in the fleet livery of green with a black stripe around the cabin. The drivers are equally impressive in their uniform, which consists of black gumboots (to combat the wet floor areas of the fish market), black trousers, and a green jacket, which matches the cab colour of the Fuso trucks. DELIVERY

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FEATURE An interesting trend in the Japanese truck market has been the shift back to manual transmissions after the industry had largely moved to AMTs. The reasons are somewhat unclear, however operators are citing fuel efficiency gains via the manual transmission. Truck driving is seen as a profession rather than just a ‘job’ in Japan. The drivers are very professional in the way they carry out their work, and the way they present themselves, as evidenced by the smart uniforms worn by the company personnel when we met. Perhaps as a contributing factor of the advanced nature of the Japanese economy, the driver we interviewed explained how happy he is in his job, and that he loves the Fuso due to the way they drive. We queried him on the best part of his job, and we were amused to be told ‘lunchtime’ – at least some things don’t change! At the Tokyo Central Wholesale Seafood Market, a very enthusiastic man, Yasuhiro Yamazaki, who is the manager of a business called Yamaharu, provided us with a tour of the fish market. Yamaharu is a company that trades seafood from this market both domestically and internationally. Seafood is a staple of the Japanese diet, more so than probably anywhere else in the world, and, as such, it's big business. It’s interesting to note that seafood at the market is sourced both locally in the waters surrounding Japan, as well as from further afield where seafood is flown in to meet demand. In addition to servicing the domestic market, this market also exports seafood to a total of 65 other countries. Yamazaki-san is the 18th generation member of his family to do this job, and his family has been operating out of this market for over 400 years. The market operates on an auction basis, where all seafood is auctioned in the early hours of each morning prior to being transported to the end user. In fact, Yamazaki begins his day at midnight, arriving at the market to get prepared for the day’s auctions, which commence shortly thereafter. Over 2000 tonnes of seafood are sold via auction each day, with a further 800 tonnes of ice produced daily to keep the seafood cold and in perfect condition. It’s fascinating to see how transport business is carried out in different parts of the world, and Kaneichi Unso, with its paper-based administration, was certainly no exception. It was also pleasing to see truck driving being carried out in such a professional way, and the enthusiasm of the driver, towards both his employer and his truck, was clear. 42

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Ms. Miyashita

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FEATURE

HINO 4X4

With all-wheel-drive alternatives, Hino is heading into new territory. Words by Brenton O’Connor

p until now, operators requiring a light-duty, 4x4 truck in cabover configuration, were limited to either an Isuzu N Series or a Fuso Canter. Whilst Hino has been a very successful contender in the light-duty Japanese truck market for many years, its variants only included 4x2 axle configurations. Hino Australia’s product manager, Daniel Petrovski, has been the driving force behind the company’s newly released 4x4 300-Series truck. This is a truck that was designed, tested and introduced primarily for the Australian market, and, consequently, it’s a credit to Daniel and the team that pushed to make it happen. 44

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Given the small size of the Australian market, and also the high concentration of manufacturers from Japan, Europe and USA, Australian buyers are traditionally limited to the available model ranges from a parent company’s global product line-up. Except in the rare cases of locally produced PACCAR, Volvo Group and Iveco products manufactured in Australia, manufacturers have found it economically unviable to produce models in response to demand from just Australia. The Hino 300 4x4 project started back in 2012, with Petrovski as the driving force, working with Hino’s engineering department in Japan and in consultation with operators in Australia already operating this class of

HINO 300 4X4 vehicle, even though they were traditionally from other Japanese manufacturers. Initial prototypes were built and placed into operations with a drilling company in Western Australia and Cook Shire Council in Far North Queensland. Petrovski and his team spent considerable time with the operators in these locations constantly evaluating, testing and gauging feedback from the test companies. The conditions in which both test operators were located were harsh, and high temperatures, rough roads and dusty conditions were the norm. These test conditions gave Hino valuable feedback and provided the impetus behind product enhancements including the raising of the engine air intake system to assist in gaining cleaner air for the engine and reducing the need for constant air cleaner blowouts in dusty conditions. The new Hino 817 300 4x4 is available in both a standard cabin with three seats and as a crew cabin with seven seats, a configuration that is particularly appealing to fire and emergency services. The GVM of the vehicle is 7500 kg, however, it can be downgraded to 4495 kg to allow for car licence drivability. The GCM of the vehicle is 11,000 kg (optionally downgradable to 7995 kg for car licence holders), which implies the 817 has a towing capacity of 3500 kg. Standard wheels are a six-stud 8.5R17.5-121 all-terrain pattern tyre, including a spare tyre and rim mounted to the chassis. Hino has included dual fuel tanks to extend the range of this vehicle, with a total capacity of 170 litres. There are four key standout features of the new Hino 300 4x4, and these include the standard-fit safety features, the six-speed transmission with deep reduction provided by the transfer case, the engine and the power it delivers, and, finally, the occupant comfort – all of which will be discussed later in the review.

When it comes to safety, the 300 4x4 pushes the boundaries of what is expected of a truck in this class. Unlike many 4x4s, Hino has elected to use disc brakes rather than the industry standard drum brake. “The choice of disc rather than drum is two-fold. Firstly, disc brakes are far superior in off-road conditions, particularly when traversing river crossings and mud, as the disc brake is self-cleaning and doesn’t block up with water and mud. Secondly, disc brakes are much easier and quicker to change pads. As a worst-case scenario, the driver could change the disc brake pads on the side of the road, however, you would not attempt to change brake shoes in any place other than a workshop,” said Daniel. The disc brake system is fitted with ABS as standard; however, the ABS is disengaged when low range is selected, as ABS brakes can be somewhat dangerous off-road. Furthermore, the truck is incredibly highly spec’d, including vehicle stability control (VSC), driver and passenger airbags, electronic brake force distribution (EBD) and anti-slip regulation (ASR) systems. Plus, as an industry first on a 4x4 truck, a standard-fit reverse camera has been included. Cabin access is excellent, including both entry into the front cabin and also into the rear doors on the optional crew cabin, with three points of contact maintained at all times when entering and exiting the vehicle. As mentioned earlier, the 300 4x4 is fitted with a six-speed synchromesh manual transmission, with a somewhat unusual layout – sixth gear is positioned in its own gate, against a spring detent, closest to the driver. The selection of gears from the cabin to the transmission is done by cables rather than linkages, which lack some feel. In particular, selecting second gear is somewhat difficult, as the detent position is slightly offset from where you would expect it to be. However, the ratio spacings are well thought out and top gear (sixth) is an overdrive.

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Using single hypoid reduction axles, the final drive ratios Hino has selected (4.625:1) are particularly impressive. This relatively high gearing for a 4x4 allows the Hino to sit on 100 km/h at just 2440 rpm. This provides added benefits of improved fuel economy and reduced engine noise while enabling the engine to operate in its ‘sweet’ spot of near maximum horsepower and within the flat torque curve. The transfer case used on the 300 4x4 is borrowed from the larger GD 4x4, and has a huge reduction of 2.224:1 when low range is selected. This is another reason why Hino was able to use the above-mentioned axle ratios, as it allows for high gearing on road, without sacrificing reduction when off-road in low range. For instance, when low first gear is selected, a massive reduction of 14.165:1 is achieved, which is superb for traversing river crossings, climbing steeps hills and crawling over rocks. The test day provided the opportunity for plenty of time to evaluate off-road performance, and the results were incredible, with the truck wading through a river crossing and then climbing a steep bank exiting the river with aplomb.

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Selection of both 4x4 and low range is done via electro switches in the cabin; however, the driver will need to engage the hubs manually. The truck isn’t available with differential locks ex-factory, however, a local fitment is something a customer could consider. The exhaust brake provided sufficient retardation so that steep declines could be negotiated without the need to use the service brakes. Powering the 400 4x4 is Hino’s own NO4C UT, which is a diesel four-cylinder turbocharged and intercooled engine. Displacement is 4.009 litres, and maximum power outputs are 121 kW (165 hp) and 464 Nm of torque. The engine is also used and proven in Hino’s existing range of 300 4x2 trucks, and, as such, has proven to be a reliable workhorse. Emission reduction requirements are met using EGR and a DPF filter. Somewhat concerning is the DPF filter and the potential of frequent blockages requiring manual burn offs due to high idle times and also low travel speeds typically encountered by 4x4 vehicles, however, Petrovski confirmed it hasn’t been an issue with any of the test vehicles. Driver comfort is a standout for the 817, and, in addition to the numerous driver aids mentioned earlier, the Hino is a nice place to spend the day. Standard fit is an adjustable, magnetically damped drivers seat. Other mod cons include cruise control, and a navigation system that includes truck mapping, Bluetooth telephony, AM/FM/DAB+ radio and Bluetooth audio system, together with a waterproof reversing camera, all of which are fitted as standard. In the crew cab variant, an auxiliary independent heater and air conditioning system are included in the rear of the cab to either heat or cool the occupants. This was also extremely welcome as it allowed for a comfortable interior during the evaluation while ambient temperatures were recorded at 34 degrees C.

The test route included a variety of road surfaces, in addition to the river crossings, steep climbs and rock paths mentioned earlier. In all of these situations the Hino was well up to the task, dealing with everything from freeway driving, sealed C roads, as well as rough gravel forest roads in the Daylesford (Victoria) area.

HINO 300 4X4

The ride is firm, but not uncomfortable, and was much better than expected from a Japanese 4x4 that rides on 17.5” wheels. The test vehicles were all loaded to just under their 7500 kg legal GVM, which prevented the opportunity for evaluating the difference in ride comfort of an unladen vehicle. With near full payload, the engine was somewhat busy providing adequate horsepower, and it would certainly be interesting to trial the vehicle at maximum GCM (11,000 kg) to ascertain the performance with a high overall weight. The warranty is fairly industry standard, with three years/100,000 km included with all purchases, however, an extended driveline warranty is available for purchase through the selling dealer at the time of sale. When it comes to service intervals, the standard is at 20,000 km. Minor services are required at 20, 60, 100, 140 etc., with major services at 40, 80, 120 and 160 etc. There are some additional service items required from time to time that are based on higher/different kilometres or time – brake and clutch fluid, air filter, coolant or DPR hoses. The Hino 817 4x4 is testimony to Hino’s interest and commitment to the Australian market, having invested much time and money to bring the 300 Series 4x4 to fruition. The test programme proved Hino has achieved an extremely accomplished overall package, which will no doubt appeal to a myriad of operators requiring a 4x4 vehicle in this weight class.

“the off-road performance results were incredible, with the truck wading through a river crossing and then climbing a steep bank exiting the river with aplomb”

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FEATURE

THREE DIMENSIONAL

Isuzu’s three-way tipper simplifies the task of putting what you want, where you want – Brenton O’Connor reports.

ne of the key new model releases at this year’s Brisbane Truck Show was the Isuzu NLR 55/45150 Tri-Tipper. This release sparked great interest from the trucking community, and the number of enquiries and subsequent orders of this unique new offering have inundated Isuzu.

What’s unique about this body is that changing from left to rear to right side tipping is all done from inside the cabin by the operator simply moving a short lever located on the floor in front of the centre seat into one of three positions, 9 o’clock for left side tip, 12 o’clock for rear tip and 3 o’clock for right side tip.

Isuzu imports a number of ‘factory-tippers’ in a traditional rear tipping setup. This new Tri-Tripper is the first the company has imported with its unique three-way tipping operation. The body can be tipped from the rear as a conventional tipping body, or, alternatively, the driver can turn a short lever in the cabin to the left or the right, which correspondingly then tips the body to the selected side when the driver operates a long lever mounted on the right-hand-side of the dashboard.

Unlike many other three-way tipping bodies produced locally and in Europe, there are no pins to locate, levers to move or other modifications to make outside of the vehicle. This simplifies the total operation and reduces the risk of driver injury, by getting fingers jammed in pins, levers and ball joints. Furthermore, there is significantly less risk of damage to the superstructure of the body due to operator error from not having pins locked correctly before operating the tipper control.

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THREE DIMENSIONAL As with most tippers, the lifting of the body is done via a hydraulic hoist, operated by a transmission-driven powertake-off (PTO). Unlike most gearbox-mounted PTOs, the driver does not need to put a foot on the clutch prior to operating the PTO. When the driver pulls the tip lever, the truck engages the PTO without needing to operate the clutch, and also raises the tipper body at the same time. However, the truck needs to be stationery and the gearbox needs to be in neutral when this operation is carried out.

The Tri-Tipper is available in two GVMs that facilitate the vehicle being driven by both those with a light truck licence or a car licence. At the 5500 kg GVM a light truck licence is required, however the truck can be de-rated to 4500 kg for those operating the vehicle on a car licence. The tare weight of the truck is stated at 3045 kg, which would legally allow approximately 1.5 tonnes of legal payload on a car licence variant, and 2.5 tonnes of payload when the truck is rated at 5500 kg and a light truck licence is in use.

When spreading material such as stone, sand or gravel, forward motion can be achieved by selecting first gear (after the PTO has been engaged) and then moving forward by the driver releasing the clutch. As with a regular transmission PTO, when the clutch is disengaged the PTO will stop pumping, and, as such, the tipper body will halt lifting. The tipper raises and lowers to full height in a remarkable 20 seconds.

The Isuzu 4JJ1-TCS engine, with its 3.0 litres capacity, featuring four cylinders with turbocharging and intercooling is the powerplant for the NLR 55/45-150. The 4JJ1-TCS produces 110 kW (148 hp) at 2800 rpm and 375 Nm of torque at 1600-2800 rpm. Mounted to the back of the engine is a five-speed overdrive fully synchromesh Isuzu manual gearbox. In fifth gear (overdrive) the truck is doing 2550 rpm at 100 km/h via a final drive ratio of 4.777:1. Currently, the truck is only available with a manual transmission, but Isuzu is looking into introducing an AMT version to add further appeal to customers, particularly in local council applications.

The big advantage of the Tri-Tipper is that it allows the tipper body to be tipped when the truck has a trailer attached without the need for disconnecting. Furthermore, if this truck was used to add mulch to garden beds in median strips, council workers would only need to block the inner lane, as the truck could be driven while spreading the mulch from either the left or right-handside. This is so much more efficient and safer for the operator than with a standard rear tip body where two lanes would need to be closed for the truck to reverse and dump, then reposition before repeating the operation in different locations.

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FEATURE Another unique feature of the little Isuzu is its suspension setup. In place of the conventional solid I-beam front axles, the NLR has a fully independent front end that uses coil springs and double-acting hydraulic shock absorbers. As with most car suspension systems, an independent front end provides much better ride and handling than a live front axle can offer. At the rear, Isuzu uses a typical taper leaf main spring, with a helper taper leaf for when the truck is at high weights. The rear axle is a live axle, rather than an independent like the front end. Out on the open road, the Isuzu performs really well. The independent front end makes ride and handling much better than older Japanese light trucks, and, whilst the rear end was a bit bumpy, it was difficult to give an accurate assessment, as there was no payload in the tipper body. The four-cylinder diesel engine is both quiet and refined, and has no problems sitting on 100 km/h without portraying any of the excessive noise or harshness found in Japanese trucks of yesteryear. The five-speed box is really enjoyable to operate, and, even for those who find a manual somewhat difficult to drive, this one makes it easy, due to its short-throw and also its smooth and lightweight gearshifts. Whilst cruise control is available as an option, it would be a nice touch if Isuzu could include this as standard equipment.

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When it comes to standard safety features, the driver is not left wanting, with an array of features as standard. Included are Isuzu’s electronic stability control (IESC), ABS, traction control (ASR), hill-start assist (HSA) and also electronic brake force distribution (EBD). Inside the cab, there are driver and passenger airbags, seatbelt pretensioners and the cabin is ECE-R29 compliant. The truck is really well spec’d and the driver doesn’t miss out on many of the goodies typically found in a bigger trucks. Standard is a 6.2-inch touchscreen enabled audiovisual system that includes Bluetooth phone functionality, AM/FM radio as well as DAB digital radio. As an option, the owner can purchase an SD card from their local Isuzu dealer to enable the system for GPS navigation and mapping, however it would be nice to see this made standard equipment. Furthermore, the truck has large, heated and electrically adjustable mirrors, and cornering lamps, as well as Michelin tyres all as standard equipment. However you look at it, the Isuzu Tri-Tipper is an impressive package and will appeal to a myriad of operators for various applications. Hopefully we will see Isuzu introduce more tri-tippers on some of its bigger trucks to expand the range further!

2018Australasian

17th-18th May 2018

Fleet Conference & Exhibition

about Join us in Melbourne next year for the AfMA Fleet Conference and Exhibition. This annual event offers fleet managers the opportunity to engage, connect and network with fellow like-minded industry professionals in an intimate environment. Don’t miss this industry gathering where you can ask questions, approach expert presenters, offer feedback and take home as much information as you can, ready to implement back to your organisation. This is where the very best in fleet come together to share challenges, stories, and draw on collective knowledge to improve the industry.

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Network with key representatives from major fleet bodies Get expert advice from supplier management to help your team achieve its fleet objectives.

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FEATURE

FUSO FINESSE

Fuso shows its electric potential with the eCanter at the Tokyo Motor Show – Words by Brenton O’Connor.

itsubishi Fuso Truck and Bus Corporation (MFTBC), a fully-owned subsidiary of Daimler AG, is the first global truck manufacturer to launch a dedicated brand for its electric truck and bus range. Daimler has undertaken this step to launch this new brand, eFuso, to show its dedication and commitment to electrification of its full range of trucks and buses. The driving force behind the introduction of the eFuso brand and electrification of trucks is president and CEO of Daimler Trucks Asia, Marc Llistosella. Driving this commitment to electrification is Marc’s vision of better quality of life for the residents of cities where both air and noise pollution act to lessen the quality of life for its inhabitants. Furthermore, whilst many manufacturers are talking about electric trucks and displaying static prototypes at truck shows, Daimler is putting its money where its mouth is, and is the first truck manufacturer to series produce a fully-electric truck, now working in real business operations. Marc’s vision for Fuso is to reinvent itself, and not just by re-utilising componentry from Daimler’s global parts bin. It’s in this context that Marc sees eFuso as a way of shaping Fuso as a pioneer and innovator in commercial vehicle technologies. Llistosella points out how much the political environment has changed in recent years. Whereas cities were previously designed to accommodate vehicles, that is now changing as vehicle manufacturers are required to adapt their vehicles to suit the changing nature of our global cities. It’s therefore his vision for Daimler to supply vehicles adaptable to the changing nature of these cities and that’s where Fuso’s electric vehicle programme comes into play. Daimler has been an industry leader in alternative drive technologies, pursuing a cleaner and more efficient 52

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tomorrow with fuel cell, hybrids, and natural gas options. For example, Fuso launched its hybrid Canter in Australia years ago and has proven its reliability as a workhorse for those companies choosing to operate it in their fleets. The eCanter, with its fully-electric drivetrain is the next step in the pursuit of truck technologies that reduce both emissions and noise levels. Daimler Trucks Asia chose Tokyo and New York City to release the first series produced fully-electric truck, the eCanter, to the marketplace. Selected customers were chosen to be the first to take on the new truck and put it into service in these heavily populated cities.

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FEATURE In New York, the initial eCanters were placed with UPS couriers and also to four NGOs in cooperation with the New York Attorney General. UPS was an ideal partner for Fuso to launch its new fully-electric truck because of its commitment to playing a strong role in the reduction of emissions and noise levels. The NGOs involved included the Wildlife Conservation Society, New York Botanical Garden and others. Carlton Rose, president of global fleet maintenance and engineering at UPS, stated, “At UPS we constantly evaluate and deploy advanced technologies that enable sustainable, innovative solutions to our fleet. Electric trucks make our fleet both cleaner and quieter”.

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In Tokyo, the first supply of eCanters has gone into service with 7-Eleven and also Yamanto, one of Japan’s largest freight companies. The initial business partners chosen to launch the eCanter were those seen by Fuso as companies with a commitment to bettering the communities in which they operate, rather than companies looking for ways to reduce operating costs and increase profits. Fuso plans to deliver 500 eCanter trucks within the next two years, prior to large-scale production commencing in 2019. The eCanter in commercial operation has a range of 100-150 km depending upon the way in which the vehicle is used, and has a load capacity of 3.5 tonnes. There is a minor weight penalty of the electric truck over its diesel counterpart – in the vicinity of 200-250 kg. Many operators

FUSO FINESSE may turn up their noses at such a short range. However, for city distribution this working range would be satisfactory to specific operations. With the rapid advancement of battery technology it’s reasonable to expect the vehicle’s range is going to increase drastically in the near future, aided by expectation that recharge times within five minutes may be achievable within four-five years. The vehicle’s electric drivetrain contains six high-voltage lithium-ion batteries mounted to the chassis, and each battery is 13.8 kWh with 420 V. According to Fuso research, compared to its diesel-powered brethren, the eCanter can save operators up to 1000 EURO per 10,000 km in operating costs. Delivery Magazine was given the opportunity to drive the eCanter, loaded to a gross of approximately 7.5 tonnes at Fuso’s own proving ground outside of Tokyo, Japan. Visually, there’s little to differentiate the eCanter from the diesel-powered variant, except for the different badging on the grill, and also the large lithium-ion battery packs mounted to the chassis. To be frank, I felt somewhat melancholy about driving the new electric truck, as so many other alternate drive vehicles I had driven in the past had not lived up to the hype pushed by the manufacturers. Given this preconception, the performance of the eCanter was a huge shock. Firstly, there is almost no noise, either inside the cabin or outside of the vehicle. Fuso claims the diesel Canter produces at 77 dBa, compared to the eCanter at 70 dBa, resulting in a significant noise reduction. Once in the cab the driver ‘starts’ the truck (which really means powers up the vehicles electrics) by pressing a round button on the right-hand-side of the dash, similar to the start button one would see on the new range of MB trucks.

Once the electrics are powered up, the driver simply selects Drive through the Duonic gearshift lever and releases the cable-operated park brake, in the same way as a diesel Canter. Once mobile, the driver experience is spectacular, and is unlike anything I’ve driven before. The acceleration is massive, thanks to the characteristics and torque delivery of the electric motor. The eCanter made its way to 60 km/h in a pace more akin to a sports car than a 7.5-tonne truck, whilst at the same time there was next to no noise, with just a faint hum in the background as the electric motor goes about delivering the power to the wheels. The road test chosen at the Fuso test ground included a 10 percent gradient, on which we were able to stop the loaded truck, and lift off. The electric driven drivetrain had no reservations whatsoever about lifting off 7.5 tonnes on the gradient. There was no need to rev up the engine and do a park brake start, nor was there any need to slip the clutch to generate the torque required to lift off on the gradient. Coming back down the gradient, I was somewhat concerned the truck could ‘run-away’ as there was no possibility of an exhaust brake as fitted standard in the diesel-powered variant. However, pleasantly, the same lever that would be used to activate the exhaust brake is used to activate the ‘retarder’, which is a regenerative braking feature that acts to both slow the vehicle and also charge the battery packs – a win-win. For added assurance, the truck is fitted with disc brakes and ABS, and runs conventional tyres – 205/75R 17.5. Much of the industry is talking about electric commercial vehicles, whereas Fuso is now selling electric commercial vehicles. The eCanter has been a result of many years of production development and innovation by the Daimler group, and if our initial brief drive is a gauge of what the future holds, then bring on the future.

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CHILLING OUT When it comes to finding the right portable fridge, Waeco’s the go.

ne of the deciding factors when buying a fridge, either for a truck cab for the driver or for an RV or ute for a family, is the size. Too big and it takes up too much space, too small and it will annoy you every time you use it.

Specifically designed to fit all kinds of vehicles, the Dometic Waeco CFX Series provides a choice of 18 different models of compact portable compressor fridges and/or freezers to keep food and drinks well chilled or even frozen while out on the road. The range includes a variety of models including an ultracompact cooler and one with two separate temperature zones for simultaneous cooling and freezing. Delivery Magazine’s criteria for selecting the right fridge came down to evaluating the versatility of using it in a ute or SUV with a 12-volt supply, or in a truck where the supply is 24 volts. Plus, when it’s party time at home, there’s an added benefit of providing extra fridge capacity in the backyard when it can run on 240-volt AC mains power. If your idea of a fridge is measured by the number of cans it can hold, then you’re in luck. One of the ways that Dometic measures the individual capacities of its Waeco models is by giving them a can rating. Starting at the compact end of the spectrum is the Waeco CFX 28 portable fridge/freezer with a capacity of 42 cans and 2 upright 2.0-litre bottles. The interior features a wire basket for storing vegetables and fruit, and, although it offers a temperature range of +10 degrees C down to -18 degrees C, most of our use has seen it operating at around the -4 degrees C level of a conventional kitchen fridge. Next up the range is the Waeco CFX 35W, with room for 47 cans and internal depth to accommodate upright bottles bubbly. This unit is programmable through your Smartphone by using a WiFi app to set and control temperatures. Other models in the range step up the capacity to 60 cans, 72 cans and, for a big weekend, there’s the 106-can-sized CFX 65W. The Waeco COOLPRO models are all 12/24-volt DC and 240-volt AC and have capacities of 14-33 litres. These are capable of chilling down contents to 25 decrees C below ambient temperatures or can heat up the contents to 65 degrees above ambient temperatures. 56

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CHILLING OUT Our pick for evaluation has been the CFX 28, which is particularly compact, lightweight and efficient to meet truck requirements. Designed with the driver in mind, the CFX 28 lid opening, control panel and the deepest interior section are all at the front for quick and easy access to drinks and snacks. For its compact and lightweight size, the CFX 28 fridge or freezer has a generous capacity of 28.2 litres that can fit up to 43 cans and cope with soft drink bottles upright. The CFX 28 has a genuine high-performance Waeco compressor with integrated AC electronics suitable for solar panel charging operation and has three stages of battery protection. To optimise in-cab and out-of-cab use and mobility, a custom designed quick release fixing-kit accessory is available. It has a small footprint, no tie-down straps, fast release mechanism and the fridge can be used remotely, without removing the adapter feet. A fitted protective cover is also available for the fridge or freezer, which can be purchased separately. This reduces battery draw through adding extra insulation. The specifications for the CFX 28 start off with the fitment of a genuine Waeco compressor with integrated AC electronics with variable motor speed optimisation Mk2. It’s suitable for 12/24 volts DC and 240 volts AC and it has three stages of battery protection. It’s backed by a three-year full warranty plus an additional two years (parts only compressor). With its 28-litre capacity it can chill down to 50 degrees below ambient temperature, and the casing also includes a USB charging outlet for secondary equipment. The CFX 28 unit can be positioned as a freestanding unit, but for safety reasons and to prevent any chance of movement we would suggest adding the special quick-release fitting kit that locks it into position. Having a fridge drawing continuous power from a vehicle battery can, especially in smaller vehicles, cause concerns over vehicle battery performance if the vehicle is stationary for long periods without the engine running.

The battery pack option from Waeco is extremely compact and portable, able to be removed from the vehicle and placed alongside the fridge/freezer. It draws its power through a 12/24-volt socket on the vehicle and then provides power directly to the fridge/freezer. It works as a remote battery that takes its charge via the vehicle battery whilst driving. When the vehicle stops and the engine is turned off, the fridge/freezer will feed from the remote battery. This way you will always have power to your fridge, as long as the remote battery is charged. Although small in overall size, the remote battery unit (which is called the Dometic CoolPower RAPS44), can power the CFX 28 for more than 30 hours, as the average current draw of the CFX 28 is less than 1.0 amp/hr. The RAPS44 is a 12-volt, 44 Ah deep-cycle battery that can be recharged at home using a standard car battery charger, or 240 V DC charger so that it is ready to work from the moment you head out. It connects to the fridge freezer through its own 12-volt socket. The LED display shows the state of charge and it can also be recharged by using solar panels. Satisfaction with any accessory comes down to whether it can perform its required function and its ease of use. On both counts the CFX 28 is a great addition and provides a sensible size, especially for one or two users. A family of four would be well advised to consider larger units, but our brief here was to find a fridge that could work well in a driver environment. On that score, the CFX 28, together with the RAPS44, would be a great addition to any vehicle.

There are a couple of options here that range from installing a secondary deep-cell battery on a vehicle to act as a auxiliary electrical supply when the main engine is not generating electrical power. An easier option is to add a pre-packaged battery pack that plugs into the vehicle power system to recharge and then provides power to the fridge/freezer when the engine is switched off. The first option requires having a deep cell battery installed in the vehicle by an auto-electrician as a permanent fixture so it can work as a secondary power source. The deep cycle battery is designed to hold the charge better than a standard battery and provides a continual power source without the high sudden power demands of starting an engine. DELIVERY

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FEATURE

LIGHT LOADS

Brenton O’Connor reviews the light truck market and finds a wide variance in terms of product support and commitment.

he Australian market offers a myriad of choice when it comes to light trucks, with the winner in this instance being the customer that does their homework to find the right vehicle to suit their application. There are very few markets in the world that include light trucks from Europe, Japan, South Korea, China and North America to consumers as they all compete for a slice of the sales pie. Unlike the heavy truck market, buyers in this segment are searching for vehicles that meet their purely business needs, rather than emotional and aesthetic reasons. Furthermore, purchasers in this segment are primarily not ‘truck people’, but rather people (businesses) who need a truck to carry out a set task in their chosen industry, whether that be for a tradie to carry tools, a courier to deliver parcels, or a bakery supplying its bread and pastries. The primary difference between the various offerings from the five countries selling their trucks in Australia comes down to basic design. The American offering is a ‘conventional design’ with a full bonnet, whereas the European selection features a semi-bonneted design, with the engine still in front of the driver’s cabin, tucked under a shorter bonnet mounted at a steeper angle. Moving to the Asian trucks from China, South Korea and Japan, the design is universally based on forward-control cabins, meaning the engine is positioned directly underneath the driver’s cabin and, as such, there is no bonnet.

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All three options offer varying advantages and disadvantages, however, the primary benefits of a bonneted design is driver comfort (as the driver is not sitting over the front axle), ease of maintenance due to easy access through the bonnet, and improved safety in case of accident as the bonnet offers itself up as a supplementary crumple zone. By comparison, a cab-overengine truck provides better visibility, a reduced turning circle and a shorter overall length that enables fitment of a longer body. Think of North America, and immediately the mind turns to Ford F-Series, the Dodge Ram, Chevrolet Silverado, and, for those that have some knowledge of the US market, the Toyota Tundra and Nissan Titan. Up until now the Nissan Titan with its 5.0-litre Cummins diesel has been strictly left-hand-drive only, but that may change. An announcement at the Tokyo Motor Show suggested that Nissan would be looking to offer the Titan in markets where Navara already sold well. It’s a perfect compromise between large US pick-up and small engine capacity Japanese ute and would certainly fit the parameters applied for conversion by Tom Walkinshaw Racing, adding a second production line to its American Special Vehicles’ RAM assembly in Clayton, Victoria.

LIGHT LOADS & ON ROADS

& ON ROADS RAM Trucks, which markets what most Australians still call the Dodge RAM, is the closest approximation to an official factory-approved operation, sanctioned by the manufacturer. The right-hand-drive conversion is handled by what used to be Holden Special Vehicles and Tom Walkinshaw Racing, under the divisional name of American Special Vehicles. Marketing is handled by ATECO Industries and it’s part of an overall business that is sanctioned by the manufacturer in the US with the association of Fiat Chrysler Australia. RAM Trucks offers two main variants: the Laramie RAM 2500 and RAM 3500. With impressive towing abilities, when fitted with the right towing equipment, the RAM can be rated up to a massive 6989 kg. Common to both is a Cummins six-cylinder diesel engine producing a whopping 276 kW and 1084 Nm of torque, connected to a six-speed Aisin automatic transmission. The 2500 features a coil-sprung rear end while the 3500 relies on semi-elliptical springs. The service intervals are set at 12,000 km, and the warranty is three years/100,000 km. It’s the functional vehicle looking to combine power, comfort, and towing capacity, while wanting to tow a gooseneck caravan or horse float on the weekend in comfort and style. The RAM 2500 is legal to be driven on a car licence, whilst the RAM 3500 requires a light truck licence.

Importers such as Performax of Gympie operate more as the providers of selected imports distributing such models as the Chevrolet and Ford F-Series, plus the Toyota Tundra, which they convert to right-hand-drive. There are other companies currently converting imported vehicles from left to right-handdrive as a limited production run under special licence, but these tend to operate on smaller volumes, without the same depth of resources to support their activities. Over to China, and Foton has a range of light trucks available on the market that come in a cab/chassis variant or fitted with a factory steel tray. Operating with a GVM of 4995 kg, the range only requires the driver to hold a car licence before taking one home for the night. Once again powered by Cummins, this time as a four-cylinder with a power output of 110 kW and mounted to a five-speed manual transmission, the engine is sourced through Cummins Foton in Beijing. This Chinese factory is one of Cummins’ top global manufacturing centres, and the company backs the engine service intervals of 20,000 km and a three-year/160,000 km warranty. Originally distributed by ATECO, since responsibility for the brand shifted to a factory-owned start-up operation in Australia communications has dropped almost to zero, suggesting teething problems that have to be overcome by the manufacturer before it can re-establish any semblance of a brand recognition and support operation.

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Fellow Chinese manufacturer, JAC, came and went in a somewhat inglorious fashion, paving the way for yet another Chinese truck maker to initiate a recent sortie into the Australian market under the brand name of JMC Trucks.

Japan is of course the major player in the Australian light truck market. The three mainstays are Fuso (formerly Mitsubishi trucks), Isuzu and Hino, and between them they offer a huge range of trucks in the light vehicle segment.

With distribution again operated by a manufacturer-owned division, JMC is offering trucks from its Conquer range of 4x2 chassis/cabs, powered by a Ford Transit designed engine that again is manufactured in China. GVMs range from 5500 to 7500 kg but can be downrated to 4495 kg. As part of the major SAIC vehicle-manufacturing conglomerate, JMC is better placed to make inroads into the Australian market.

All three manufacturers import their trucks in a cab/chassis variant for the user to supply their own body, but also offer an extensive range of factory-fitted bodies, such as tippers and trays, that allow the truck to go straight to work.

South Korean manufacturer Hyundai Commercial Vehicles is a separate entity in the Australian market from the highly successful car division of Hyundai Australia. The brand has a wide product range overseas but currently appears to be undercapitalised and under resourced for its dealer-funded operation based in Sydney.

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Interestingly, all three Japanese light truck manufactures, use a cab-over-engine (no bonnet) as their basic design. Hino does offer a bonneted version in the North American market where it is called the 600 Series, but, despite several attempts to test the market in Australia, nothing has yet come to fruition. For an expansive view of all the models available turn to Delivery Magazineâ&#x20AC;&#x2122;s specification charts and tables to make a full analysis of those available.

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FEATURE

As a brief overview, the Fuso Canter has been a strong contender in the light truck market for many years, and most of us will remember the famous ‘not so squeezy’ television advertisement showing three sumo wrestlers in the cab of the Canter. The Canter is available in a wide variation of GVMs, starting at the car-licence-approved 413 narrow cab, with a GCM rating of 3510 kg, through to the 918, the largest Canter on offer, with its GVM of 8550 kg. The Canter is available either with a fully synchromesh manual transmission, or what Fuso calls “DUONIC”, which is an automated manual (AMT). All Canters are powered by the four-cylinder 3.0-litre diesel engine sourced from the Fiat group, and is available in a wide range of power outputs. There’s even a hybrid version available for those chasing a low-emission vehicle, plus the development of a fully-electric version. When it comes to cab selection, once again the choice is huge, with several day-cab offerings, in both wide and narrow cab, and even a reduced roof height version that brings the total height of the vehicle down to 2.1 metres, enabling the Canter to enter underground car parks in a waste removal role. There are crew-cab versions and four-wheel-drive variants that are particularly popular as off-road service vehicles, fire fighting and any application that requires added traction off-road. Services intervals on Canters are an impressive 30,000 km and warranty as standard is three years/100,000 km.

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As part of the Toyota group, Hino also has a large range of trucks in the light truck section of the market. Starting at GVM of 4495 kg for car licence approval, through to the largest light truck variant that has a GVM of 8500 kg, Hino has a model suited for virtually any application. Like the Fuso, the Hino light truck range has a variety of cab sizes and options, and also includes a crew-cab variant. The range is powered by two different four-cylinder diesel engines (4.0 litres and 5.1 litres in capacity) in a wide range of power outputs dependent upon the model. Hino offers a manual and also an AMT for those preferring to let the truck take care of clutch and gear shifting operations. Hino is currently increasing its range with the addition of a 4x4 model before the end of this year. Basic warranty on the Hino is three-year/200,000 km, and service intervals are 20,000 km. Isuzu, Australia’s largest selling truck manufacturer for 29 consecutive years, doesn’t come up short when it comes to light trucks either, with its comprehensive range of trucks in the N-Series range varying from car-licence-approved trucks with a GVM of 4500 kg through to a 12,200 kg model that would require a medium-duty truck licence. Powered by 3.0-litre, four-cylinder engines in the smaller rated models, and a 5.2-litre four-cylinder in the larger ranges, Isuzu offers both manual and AMT models throughout its range. In similar fashion to Fuso and Hino, there are even more choices when it comes to cab variants, available in single-cab and dual-cab, and even a 4x4 variant for those wanting to venture off the bitumen.

LIGHT LOADS & ON ROADS Service intervals are a relatively short 15,000 km, and the standard warranty is three years/100,000 km. In past years buyers rejected the European light truck contenders, but these days they are the ones offering more safety features and higher comfort levels. With their appeal now increasing, some of Australia’s largest companies are purchasing them for roles that were previously typically filled by a Japanese cabover. All the European offerings under consideration here are of a semi-bonneted design, where the engine is positioned under a short, slopping bonnet in front of the driver. Interestingly, it’s worth noting that all European light trucks also come in a full van version. For example, the MercedesBenz Sprinter is available as both a van (in a range of body sizes), and also as a cab/chassis. Where the European light truck offerings really stand out is their safety features, with many of the manufacturers offering lane departure warning, electronic stability programs, and numerous driver and passenger airbags.

Ford Transit offers just one light truck in this market, including its 470E cab/chassis that’s available as a single-cab and also as a dual-cab. Both models are car licence approved and powering them is the same 2.2-litre diesel engine that is used in the Transit large van range. Previously, there was just a six-speed manual, however, a true automatic transmission is now available, having already been released in the Transit van range. The Transit cab/chassis has been particularly popular in Europe, with councils etc., and that appeal should spread to Australia, particularly with the introduction of the automatic transmission. Ford offers a basic warranty of three years/100,000 km and a 15,000 km serving interval for the Transit cab/chassis. Representing the best of Italy, the Iveco Daily cab/chassis is available in both single and dual-cab configurations, and in varying wheelbase lengths. The 3.0-litre, four-cylinder engine powers all models, through a 125 and a 150 kW power ratings. Available as an option is the ZF eight-speed automatic transmission, which is a true gem, as it is a true fluid automatic, rather than an AMT.

“When it comes to cab selection, once again the choice is huge” DELIVERY

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Where the Daily cab/chassis range really stands out is its 4x4 variant (as tested recently in Delivery). Whilst many of the light truck manufacturers offer a 4x4 variant, none of them offer the capability off-road that the Daily can achieve, with its dual low-range gearbox, and full differential locks on all axles. The service intervals on the Daily are an impressive 40,000 km and the standard warranty is three years/200,000 km. Despite the age of the current Sprinter, and with a new version some nine months away from introduction, this Mercedes-Benz is still considered the benchmark thanks to its driver comfort, driveline and safety features.

The Sprinter has 30,000 km service intervals and comes standard with a three-year/200,000 km warranty package. Full of Gallic charm, the Master range from Renault employs either a front or rear-wheel-drive configuration dependent upon the model. The Master cab/chassis, available in single and dual-cab options, are powered by a 2.3-litre diesel four-cylinder engine, which produces either 110 or 120 kW or power. Completing the driveline is a choice of a manual or an AMT transmission. The smaller L3H1 has a GVM of 3510 kg, whilst the larger L4H1, has a GVM rating of 4495 kg (both are car licence approved). The service intervals are 30,000 km and the warranty on offer, as standard, is three years/200,000 km.

The Sprinter cab/chassis is available in ‘316’ guise, which has a GVM of 3550 kg, and then the 516 with its 4490 kg GVM rating, both powered by a four-cylinder 2.1-litre diesel engine and the top of the range is the 519, powered by a V6 diesel that delivers 140 kW of power and comes in a car licence rating of 4490 kg or a light truck rating of 5000 kg.

Overall, Aussies are spoilt for choice when it comes to selecting a light truck for their business needs, and, with unique offerings from North America, China, Japan and Europe, there’s a light truck to suit all budgets, and all needs.

The four-cylinder models have a choice of manual or five-speed automatic transmissions, whilst the V6 variant is mandatory with Benz’s 7G-Tronic transmission that’s shared with many of its passenger car brethren.

The Japanese manufacturers offer the widest choice when it comes to model selection and cab and driveline configurations. However, the other brands excel in other areas such as tow rating, safety features and pricing. For all the latest details for comparison, check the Delivery Magazine specification charts in every issue.

The Sprinter range comes in either a single or dualcab configuration and there’s also a 4x4 version that’s proven popular with railway maintenance crews due to its increased ground clearance.

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“Aussies are spoilt for choice when it comes to selecting a light truck for their business needs”

INTRODUCING THE RAM L I M I T E D

E D I T I O N

Striking from any angle, this dynamic and assertive RAM REDBACK limited edition 2500 Laramie features an all-new POWER WAGONÂŽ grille with dramatic colour coded front & rear bumpers, side steps, and red tow hooks. Additionally, black badge accents, new RAM tailgate branding, an exclusive ASV badge, along with aggressive off-road wheel flares, 20â&#x20AC;? rims and all-terrain tyres make this truck a stand out. Bonnet and side rear decals along with signature REDBACK naming on the tailgate add to the finishing touches. This head-turning RAM REDBACK Limited Edition is available in limited quantities. Time is of the essence to secure yours today.

RAMTRUCKS.COM.AU

FEATURE

UP CLOSE & PERSONAL

hen it comes to presence on the road, there’s nothing subliminal about the RAM 2500 Laramie that Delivery Magazine is evaluating over the first 12 months of its life. No matter how nondescript the driver might aim to be during his or her travels, rest assured this is one vehicle that stands out from the crowd. With its high bonnet, wide cab and long wheelbase, the RAM can be challenging when negotiating the urban jungle, not least because the bonnet height is often matching the roof height of the average hatchback. Where it comes into its own is out on the highway, as the 6.7-litre Cummins turbocharged diesel under the hood ticks over at around the 1100 rpm mark while the speedometer is registering the legal highway maximum. The RAM generates questions from passers-by wherever you happen to park, especially in Northern Queensland where mine application vehicles are plentiful, together with the ever-intrepid band of grey nomads towing combinations that are usually illegal and potentially dangerous. The first question is usually about fuel economy, with the onlooker expecting a tale of woe about fuel consumption. As far as the fuel cost per kilometre is concerned, the RAM is consistently returning 10 l/100 km on a highway run, with around-town consumption figures averaging 13.4 l/100 km. This is without towing, and for general driving over long distances with typical runs being of 1200 km. When it comes to towing, the RAM moves into a class that’s well above any of the Japanese-style utes competing for your attention. Forget the 3000-3500 kg maximum towing limits we have come to expect from Rangers, Colorados and the like, the RAM comes in with towing limits of 3500 kg for a 50 mm towball, rising to 4500 kg when using a 70 mm towball and increasing further to 6942 kg when using a pintle hook. The gross weight of the trailer determines the type of connection necessary to keep thing safe and legal on the road. Although every day on the highway it’s possible to see gross trailer weights much higher than the 3500 kg limit being used with a 50 mm towball, it is rare to see any vehicle using a 70 mm towball, and rarer still to see a pintle hook in use for any vehicle other than a truck hauling a plant and machinery trailer. 66

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There will obviously be a fuel consumption penalty when towing high gross weight trailers, but with the six-cylinder, 6.7-litre Cummins diesel pumping out 276 kW of power at 2800 rpm and with a peak torque rating of 1084 Nm at 1600 rpm the act of towing ends up being an easy-going affair. Good fuel economy, even when towing high weights, is benefited by the six-speed automatic transmission where 4th gear is direct drive 1:1 and the top two ratios are overdriven at 0.82:1 and 0.63:1. With 1084 Nm of torque the engine can easily cope with those ratios, without requiring the engine management system to hunt through ratios. Being based in Queensland and running at night between Rockhampton and Cairns, with the occasional 1200 km trip south to Brisbane or 2000 km to Sydney, means there’s a risk of animal impact when out on the highway. To counter the possibility of damage we visited TUFF Bullbars Australia at its head office in Toowoomba to add one of the most durable bullbars we have come across in our travels. The risk of impacting an animal at night on northern roads is not just confined to the occasional lone kangaroo. The danger could equally come from wandering cattle or horses, so protecting the front and sides of the vehicle becomes an integral part of making it to your destination. TUFF Bullbars are available in steel or polished aluminium, and for the RAM 2500 we went with the alloy option complete with side rails linked to side steps. This multiple position mounting system spreads any impact loads to the longitudinal chassis rails as well as the front closing members of the chassis.

UP CLOSE & PERSONAL

â&#x20AC;&#x153;No matter how nondescript the driver might aim to be during his or her travels, rest assured this is one vehicle that stands out from the crowdâ&#x20AC;?

Prior to having the TUFF bar fitted we had checked the weight distribution of each of the axles of the RAM at the local weighbridge at Toowoomba Grain Storage and Handling. In standard trim, and with a full 117 litres of fuel and some cargo, the RAM 2500 tared off at 3820 kg. The front axle capacity is quoted by the manufacturer at 2609 kg with the rear axle being 3176 kg. Before adding the TUFF Bullbar it was necessary to remove the standard factory-supplied side steps and front bumper bar, and, when we reweighed the rig after adding the bullbar, the total tare weight was differed by around 120 kg from the original weigh ticket.

Staying within manufacturers recommended weight ratings for axles is vitally important to ensure maximum durability and safety. In this instance, with the new bar, side rails and steps fitted, the tare weight was 3940 kg, with the front axle split weighing at 2440 kg. Front ride height decreased by 10 mm on each side, staying unchanged at the rear. DELIVERY

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FEATURE

Having completed the fitment of the alloy bar and side steps, before we headed northwards we called in to the local Toowoomba branch of JAX Tyres, where Steve Berlin and his team quickly had the RAM hooked up to check whether a change in weight over the front axle could have altered the steering geometry with changes to caster and camber angles. Wheel alignment and castor and camber settings can be influenced by a variety of reasons, including whether the original suspension design was intended for left-hand or right-hand-drive application, plus the road camber prevalent in a particular area. That’s where local knowledge of a tyre expert becomes doubly important. Adding a bullbar will inevitably mean a change in weight distribution, and if not checked and corrected the result will be seen in reduced tyre life and increased tread wear. To maximise tyre life and suspension performance the industry recommends regular steering geometry checks, as well as tyre rotation at 10,000 km intervals. No self-respecting bullbar is complete without a decent set of driving lamps. For the RAM we turned to HELLA and fitted a pair of Luminator XENONs, teaming up a spread beam and pencil beam for maximum effect. Whereas the Luminator LED version is currently only available in a pencil beam spread, the Luminator XENON system provides a wider beam spread extending forwards to almost 500 metres and widthways out to 40 degrees left and right from the straight ahead position, making this ideal for country road running. 68

DELIVERY

ISSUE 75

LED light bars are increasing in popularity, but there’s a wide range of variance in terms of performance. HELLA makes two versions, a 350 mm length and a 470 mm length, with the former available configured to pencil beam or spread beam, but with both spread and pencil combined on the latter. The HELLA LED bar light features optical lenses that produce a similar beam spread to that of a round lamp, but from a bar design that may be easier to mount in confined spaces. The beam spread of the HELLA 350s extend to 300-350 metres, adding a high fill-in factor to complement the longer beam spreads of the Luminator XENONs. The result is an excellent combination for highway night running in country areas. Increased vehicle visibility to oncoming traffic during daylight hours is improved by fitting LED daytime running lamps. With added safety in mind, we fitted HELLA’s latest surface mount flat bar lights. Each unit contains 10 high-power LEDs to suit forward facing application, plus there are specific models available to mount on 15-degree and 30-degree angle offsets such as swept back side bar sections. These enable the unit to still project its light forwards towards oncoming vehicles. It’s common practice on country roads during daylight for many vehicles, especially those built to mining spec, to travel with the vehicle headlamps on dipped beam. LED daytime running lamps take much less current draw but

UP CLOSE & PERSONAL project their beam forwards, towards the oncoming traffic, rather than downwards towards the road surface. Communication out on the highway can provide advanced warning of traffic congestion or more serious problems, providing strong justification for fitting one of the latest UH9050 UHF CB mobile radios from Uniden. Suitable for 12/24-volt fitment, this 5-watt output CB returns to the idea of having a 1 DIN sized receiver with one big on/off and volume switch plus a large digital display of the selected channel. Having trialled the alternatives of having all controls on the handpiece, I much prefer the quicker recognition of the basic functions, especially in dim lighting. The Uniden UH9050 comes with all the SMARTS for effortless communication with innovative features such as Smart Mic, Master Scan® and a built-in scanner. Smart Mic technology features on the heavy-duty speaker microphone allowing users to simply push a button to switch between 100 user-programmed channels, the voice enhancer, call tone and SELCALL. Master Scan® enables uninterrupted communication on not just one channel, but a group of channels. If the current channel is interrupted by others outside the group, all radios in the group will automatically switch to a new clear channel allowing for communication to continue seamlessly. With the addition of the Triple Watch feature, it’s also possible to monitor two channels plus a standby channel. The radio is built with dual speakers in the head unit, and speaker microphone with the option of an additional speaker connecting to the rear of the unit. The built-in voice enhancer feature allows the UH9050 to choose different audio level settings (Normal, Bass, Midrange and High) to provide a natural voice enhancer for super clarity and performance. The voice scramble function lets businesses conduct private communication by scrambling the voice signal, preventing other users, without special scrambling equipment, from understanding the conversation. Using the dedicated Uniden antenna simply enhances the compatibility of the unit, which is priced at $399.50. Uniden offers over 15 antennas and they are available in two strengths (3 and 6 dBi), catering for the best signal in any environment, from suburban areas and rural locations, to heavily forested and hilly country. Each antenna has unique features including flexible rubber whips for high terrain or city environments, a portable magnetic antenna for people on the move changing in and out of different vehicles, antennas with heavy-duty springs to allow for tough terrain or heavy-duty use, along with a four-wheel-drive specific antenna. DELIVERY

ISSUE 75

4X2 SMALL CAB / CHASSIS & UTES Variants

FORD

Price $

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

SPECIFICATIONS Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

RANGER XL Single Cab Cab Chassis Cab Chassis Hi-Rider Utility

27,390 30,890 28,390

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

6.5 6.8 6.5

118 @ 3200 118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500 385 @ 1600-2500

6m 6m/6a 6m

2 2 2

1265 kg 1480 kg 1115 kg

5H 5H 5H

XL Super Cab Cab Chassis Hi-Rider

33,240

Dsl/4T/2.2L

7.8

118 @ 3200

385 @ 1600-2500

1420 kg

XL Double Cab Cab Chassis Hi Rider Utility Hi Rider

37,590 36,390

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

6.8 6.8

118 @ 3200 118 @ 3200

385 @ 1600-2500 385 @ 1600-2500

6a 6m/6a

5 5

1186 kg 1235 kg

5H 5H

XLT Super Cab Utility Hi Rider

46,690

Dsl/5T/3.2L

8.2

147 @ 3000

470 @ 1750-2500

1145 kg

XLT Double Cab Utility Hi Rider

46,490

Dsl/5T/3.2L

8.1

147 @ 3000

470 @ 1750-2500

6m/6a

1095 kg

Ranger is a class leader and certainly up for a good tow vehicle. The current model stays with us for another two years before gaining a new engine with more torque. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg - 3350 kg depending on model.

FOTON

TUNLAND TK Dual Cab Utility

26,990

Dsl/4T/2.8L

8.7

130 @ 3600

365 @ 1600-3000

1025 kg

N/A

1010 kg 1022 kg

2H 2H

Foton is worth considering with its tough Cummins diesel engine and aggressive drive-away pricing. Factory distribution is under-performing against competition. Service Inter: 10,000 km Warranty: 3yrs-100,000 km

GREAT WALL

Max Tow: 2500 kg

STEED NBP Dual Cab Utility Dual Cab Utility

25,990 27,990

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

12.7 9

100 @ 5250 110 @ 4000

205 @ 2500 310 @ 1800-2800

5m 5m

2 2

Another Chinese offering but dubious credentials in terms of product support and resale value. The previous Great Wall left many owners with only a little return on their investment. Warranty: 3yrs-100,000 km Max Tow: 2000 kg

HOLDEN

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

7.9 7.9 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

1135 kg

LTZ Crew Cab Pick-Up

42,490

Dsl/4T/2.8L

7.9

147 @ 3600

440 @ 1600-2000

6m/6a

1116 kg

Hugely improved, Colorado is now a strong competitor against Ranger and should be on the shopping list for comparison. Pricing is at the high end with Ranger. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

DELIVERY

ISSUE 75

4X2 SMALL CAB / CHASSIS & UTES

Variants

ISUZU

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

D-MAX SX Single Cab Chassis Crew Cab Ute

28,500 34,500

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

7.2 7.4

130 @ 3600 130 @ 3600

430 @ 2000-2200 430 @ 2000.220

6m 6m

2 5

1249 kg 1004 kg

4H 4H

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

31,700 37,300 35,500 38,000

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

7.5 7.7 7.5 7.7

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

430 @ 2000-2200 430 @ 2000-2200 430 @ 2000-2200 430 @ 2000-2200

6a 6a 6a 6a

2 5 4 4

1194 kg 1054 kg 1004 kg 949 kg

4H 5H 4H 5H

LS Hi Ride Crew Cab Ute

43,600

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

990 kg

D-MAX is the strong, solid worker that never takes a day off. Now with more torque and higher comfort specs, it remains highly competitive. By far the best engine from any manufacturer and now boasting six speeds in both the manual and automatic transmissions. Service Inter: 10,000

Warranty: 5yrs- 130,000 roadside assistance

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

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

Genio Single Cab Dual cab

20,990 25,490

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

8.6 8.6

88 @ 4000 88 @ 4000

280 @ 1800-2800 280 @ 1800-2800

5m 5m

2 5

1260 kg 1100 kg

N/A N/A

The Pik-Up is the worker bee while the Genio adds more appeal for dual applications. Plenty of space in the cab and a surprisingly good package. Service Inter: 10,000 km

MAZDA

Warranty: 3yrs-100,000 km

Max Tow: Pik-Up 2500 kg Genio 1800 kg

BT-50 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

8.0 8.6 8.9 8.9 8.9 8.9

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

1303 kg 1533 kg 1505 kg 1427 kg 1368 kg 1278 kg

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

XTR Hi-Rider Cab Chassis

41,630

Dsl/5T/3.2L

8.9

147 @ 3000

470 @ 1750-2500

6m/6a

1212 kg

Never quite the bride, rather the bridesmaid, BT-50 lacks the tough presence of Ranger but the basics are all well presented in a strong overall package. Service Inter: 10,000 km

MITSUBISHI

Warranty: 2yrs-Unlimited/3yrs-100,000 km

Max Tow: 2500-3350 kg depending on model

*CC: Cab/Chassis

TRITON GLX Single Cab Chassis Single Cab Chassis Double Cab Ute

22,300 25,800 36,000

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

10.9 7.0 7.5

94 @ 5250 133 @ 3500 133 @ 3500

194 @ 4000 430 @ 2500 430 @ 2500

5m 6m/5a 5a

2 2 5

1300 kg 1165 kg 975 kg

5H 5H 5H

One of the best suspension choices in the segment, the engine is a willing diesel and the overall comfort package is good, with low interior noise. Service Inter: 15,000 km

Warranty: 5yrs-100,000 km

Max Tow: 1800-3000 kg depending on model

DELIVERY

ISSUE 75

4X2 SMALL CAB / CHASSIS & UTES Variants

NISSAN

Price $

SPECIFICATIONS

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

NAVARA 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 6m/7a

2 4 5

1359 kg 1259 kg 1109 kg

5H 5H 5H

ST Dual Cab Ute

39,990

Dsl/4T/2.3L

6.3

140 @ 3600

450 @ 1500-2500

1072 kg

ST-X Dual Cab Ute

44,990

Dsl/4T/2.3L

6.3

140 @ 3750

450 @ 1500-2500

6m/7a

1029 kg

After a new model launch we now have some significant upgrades to suspension compliance, steering and overall appeal. Well worthy of consideration on any customer list. Service Inter: 20,000 km Warranty: 3yrs-100,000 km Max Tow: DX 1588 kg - RX, ST & ST-X 3500 kg

TATA

XENON Dual Cab Pick-Up

26,990

Dsl/4T/2.2L

7.4

110 @ 4000

320 @ 1500-3000

5m/6a

1090 kg

A new Euro 5 engine is now teamed with a six-speed auto or five-speed manual with drive-away pricing. Service Inter: 15,000 km Warranty: 4yrs-100,000 km Max Tow: 2500 kg

TOYOTA

HILUX 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 6a 6m/6a

2 4 5 5

1235 kg 1040 kg 1015 kg 1000 kg

5H 5H 5H 5H

SR5 Dual Cab Ute Hi-Rider

47,890

Dsl/4T/2.8L

7.3

130 @ 3400

420 @ 1400-3400

1000 kg

The new HiLux has failed to live up to the high expectations earned by its predecessor and although selling strongly that is more due to the efficiency of the Toyota dealerships than its own ability. With tougher competition it may not stay the course as number one much longer. Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 2250 kg

VOLKSWAGEN Amarok TDI420 Cab Chassis Dual Cab Dual Cab Utility

36,490 37,990

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

8.4 8.4

132 @ 4000 132 @ 4000

420 @ 1750 420 @ 1750

8a 8a

5 5

1139 kg 1139 kg

N/A N/A

Transporter Single Cab Chassis Dual Cab Chassis

45,990 45,690

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

8.5 8.4

103 @ 3500 132 @ 4000

340 @ 1750-2500 400 @ 1500-2000

7DSG 7DSG

2 5

1416 kg 1262 kg

N/A N/A

Undoubtedly excellent products and after Dieselgate the brand has now returned to create record sales levels. Service Inter: 15,000 km Warranty: 3yrs Unlimited km Max Tow: 2000 kg

DELIVERY

ISSUE 75

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4X4 VEHICLES Variants

FORD

SPECIFICATIONS Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

RANGER XL Single Cab Chassis Cab Chassis

39,090 41,590

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

7.1 8.3

110 @ 3200 147 @ 3000

375 @ 1600-2500 375 @ 1600-2500

6m 6m/6a

2 2

1357 kg 1308 kg

5H 5H

XL Super Cab Chassis Pick-up

44,090 45,590

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

8.3 8.3

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @1750-2500

6m 6m

4 4

1270 kg 1160 kg

5H 5H

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

43,590 46,090 45,090 47,590

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

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

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 Double Cab Chassis Double Cab Pick-Up

52,290 53,290

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

10 10

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @ 1750-2500

6a 6a

5 5

1095 kg 969 kg

5H 5H

XLT Super Cab Pick-Up

52,490

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

1021 kg

XLT Double Cab Pick-Up

55,490

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

971 kg

XLS Double Cab Pick Up

48,890

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

1070 kg

Wildtrak Pick Up

59,590

Dsl/5T/3.2L

8.3

147 @ 3000

470 @ 1750-2500

6m/6a

929 kg

FX4 Double Cab Pick Up

58,990

Dsl/5T/3.2L

8.4

147 @ 3000

470 @ 1750-2500

6m/6a

971 kg

Clever electronics enable the all-wheel-drive system to perform well, even with a novice at the wheel. The current choice for a tow vehicle but strongly chased by Colorado and D-MAX. Service Interval: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg

FOTON

TUNLAND Dual Cab Utility

29,900

Dsl/4T/2.8L

8.3

120 @ 3600

360 @ 1800-3000

5m/5a

1025 kg

N/A

310 @ 1800-2800

1020 kg

This Chinese product is certainly better than other options with no-frills drive-away pricing.

GREAT WALL

STEED NBP Dual Cab Utility

30,990

Dsl/4T/2.0L

110 @ 4000

Completely unknown in our market in terms of durability and resale value, Great Wall damaged its reputation in its original incarnation and has to prove that the Mark II version is better than its predecessor. Service Inter: N/A Warranty: 3yrs-100,000 km Max Tow: 2000 kg

DELIVERY

ISSUE 75

4X4 VEHICLES

Variants

HOLDEN

Price $

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

Trans- Seats Payload ANCAP mission Safety

COLORADO 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

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

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

2 2 5 5

1380 kg 1287 kg 1230 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

1041 kg

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 147 @ 3600

440 @ 1600-2800 440 @ 1600-2800

6m/6a 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

1000 kg

Latest Colorado is well worth considering and the best it has ever been . Service Inter: 15,000 km

ISUZU D-MAX

Torque Nm – rpm

Warranty: 3yrs-100,000 km

Max Tow: 3500 kg

EX Single Cab Chassis

34,800

Dsl/4T/3L

7.8

130 @ 3600

430@2000-2200

1219 kg

SX Single Cab Chassis Space Cab Chassis Crew Cab Chassis

38,000 40,700 43,200

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

7.8 7.8 7.8

130 @ 3600 130 @ 3600 130 @ 3600

430@2000-2200 430@2000-2200 430@2000-2200

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

5 5 5

1214 kg 1129 kg 1064 kg

4H 4H 5H

LS-M Crew Cab Ute Hi-Ride

45,000

Dsl/4T/3L

7.8

130 @ 3600

430@2000-2200

6m/6a

1025 kg

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

46,200 48,300

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

7.8 7.8

130 @ 3600 130 @ 3600

430@2000-2200 430@2000-2200

6m/6a 6m/6a

4 5

974 kg 924 kg

4H 5H

LS - Terrain Dual Cab Utility

54,200

Dsl/4T/3L

N/A

130 @ 3600

430@2000-2200

1005 kg

A new engine upgrade brings more torque but the same expectation of solid reliability. Now with a six-speed manual or automatic transmission it remains a firm favourite . Service Inter: 10,000 km Warranty: 5yrs-130,000 km Max Tow: 3000-3500 kg depending on model

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

N/A N/A N/A 3H

Genio Single Cab Chassis Dual Cab Chassis Dual Cab Pick-Up

24,490 27,490 27,990

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

8.6 8.6 8.6

88 @ 4000 88 @ 4000 88 @ 4000

280 @ 1800-2800 280 @ 1800-2800 280 @ 1800-2800

5m 5m 5m

2 5 5

1160 kg 1000 kg 1000 kg

N/A N/A N/A

This Indian ute offers excellent interior space and headroom and drives well either laden or unladen. It is a surprise package and if you have a local dealer it may be worth considering. Service Inter: 10,000 km Warranty: 3yrs-100,000 km

DELIVERY

ISSUE 75

4X4 VEHICLES Variants

MAZDA

SPECIFICATIONS Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

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

9.7 9.7 9.7 9.7

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

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

XTR Freestyle Utility Dual Cab Utility

47,675 49,700

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

7.9 7.9

147 @ 3000 147 @ 3000

470 @ 1750-2500 470 @ 1750-2500

6m/6a 6m/6a

4 5

1158 kg 1109 kg

5H 5H

GT Dual Cab Utility

51,790

Dsl/5T/3.2L

7.9

147 @ 3000

470 @ 1750-2500

6m/6a

1096 kg

A good strong performer looking for a macho image to make it look as tough as it actually is. Service Inter: 10,000 km Warranty: 2yrs-Unlimited km Max Tow: 3500 kg

MERCEDES BENZ

G WAGON

G300

119,900

Dsl/4T/2.2L

N/A

135 @ 3800

400 @ 1600-2600

N/A

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

78,595 80,645 82,230 85,330 84,805 87,905

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

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

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

1265 kg 1245 kg 1070 kg 1050 kg 1020 kg 1000 kg

9.0 10.5 14 15.5 15.5 17

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

85,160 87,210 88,795 91,895

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

1215 kg 1195 kg 1020 kg 2210 kg

9 10.5 14 15.5

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

84,960 88,060 84,960 88,060

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

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

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

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

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

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

1720 kg 1745 kg 2275 kg 2255 kg

14 15.5 14 15.5

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

88,290 91,390 88,290 91,390 90,865 93,965

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

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

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

1765 kg 1745 kg 2275 kg 2255 kg 2220 kg 2180 kg

14 15.5 14 15.5 15.5 17

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

94,855 97,955 94,855 97,955

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

1710 kg 1690 kg 2220 kg 2220 kg

14 15.5 14 15.5

316 CDI Mwb CC*

70,180

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

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

519 CDI Lwb CC* 4.49t/5.0t

82,470

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

N/A

SPRINTER VAN

SPRINTER SC

DELIVERY

ISSUE 75

4X4 VEHICLES

Variants

MERCEDES BENZ

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

SPRINTER DC 316 CDI Mwb Dual CC* 516 CDI Mwb CC* 4.49t/5.0t Lwb CC* 4.49t/5.0t 519 CDI Lwb CC* 4.49t/5.0t

74,680

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

6/7opt

N/A

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

86,970

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

N/A

Spacious cabin interior, comfortable and with a good engine and transmission match. Service Inter For Sprinter Van: 22,500 km Warranty: 3yrs-200,000 km/3yrs roadside assist Service Inter For Sprinter Single Cab & Sprinter Dual Cab: 30,000 km

MITSUBISHI

*HR: High Roof

*SHR: Super High Roof

Warranty: 3yrs-200,000 km/3yrs roadside assist *CC: Cab/Chassis

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

32,500 35,300 36,250 37,000

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

7.1 7.2 7.2 7.2

133 @ 3500 133 @ 3500 133 @ 3500 133 @ 3500

430 @ 2500 430 @ 2500 430 @ 2500 430 @ 2500

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

2 4 5 5

1235 kg 1115 kg 960 kg 1085 kg

5H 5H 5H 5H

GLS Double Cab Pick-Up

41,500

Dsl/4/2.4L

7.2

133 @ 3500

430 @ 2500

6m/5a

950 kg

Exceed Double Cab Pick-Up

48,000

Dsl/4/2.4L

7.6

133 @ 3500

430 @ 2500

945 kg

Triton needs a promotional campaign to make it stand out from the crowd. When compared directly to its peers it stands out well for good levels of comfort and drivability. Service Inter: 15,000 km Warranty: 5yrs-130,000 km

NISSAN

Max Tow: 2700 kg Utility

Max Tow: 3100 kg Cab Chassis

NAVARA DX Single Cab Chassis

31,990

Dsl/4T/2.3L

6.6

120 @ 3750

403 @ 1500-2500

1196 kg

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

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 1147 kg 1047 kg 1031 kg

5H 5H 5H 5H 5H

43,990

Dsl/4T/2.3L

6.5

140 @ 3750

450 @ 1500-2500

6m/7a

987 kg

43,990 46,990

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

6.5 6.5

140 @ 3750 140 @ 3750

450 @ 1500-2500 450 @ 1500-2500

6m/7a 6m/7a

4 5

990 kg 990 kg

5H 5H

49,990 51,990

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

6.5 6.5

140 @ 3750 140 @ 3750

450 @ 1500-2500 450 @ 1500-2500

6m/7a 6m/7a

5 4

965 kg 947 kg

5H 5H

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

5m 5m 5m

2 2 5

1390 kg 1210 kg 1050 kg

4H 4H 4H

ST Dual Cab Utility ST King Cab Utility Dual Cab Utility ST-X King Cab Utility Dual Cab Utility

A seven speed transmission and the latest upgrades have produced a much more appealing product. Service Inter: 10,000 km

TATA

Warranty: 3yrs-100,000 km

Max Tow: 3500 kg

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

A new Euro 5 engine with optional 6-speed auto offered with drive-away pricing. Service Inter: 15,000 km Warranty: 3yrs-100,000 km Max Tow: 2500 kg

110 @ 4000 110 @ 4000 110 @ 4000

4X4 VEHICLES Variants

TOYOTA

SPECIFICATIONS Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

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 110 @ 3400 110 @ 3400

400 @ 1600-2000 400 @ 1600-2000 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 12.0 7.6

130 @ 3400 175 @ 5200 130 @ 3400

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

6m 6a 6m/6a

4 5 5

1010 kg 1000 kg 925 kg

4H 5H 5H

Performing well in the overall scheme of things, HiLux is not as far out front as it once was, now simply similar to the others in the market. Service Inter: 10,000 km

TOYOTA

Warranty: 3yrs-100,000 km

Max Tow: 2250 kg *CC: Cab Chassis

Max Tow: 2500 kg

LANDCRUISER Workmate Cab Chassis Double Cab

62,490 64,990

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

10.7 10.7

151 @ 3400 151 @ 3400

430 @ 1200-3200 430 @ 1200-3200

5m 5m

3 5

1220 kg 1110 kg

5H N/A

GX Cab Chassis

64,490

Dsl/V8T/4.5L

10.7

151 @ 3400

430 @ 1200-3200

1235 kg

GXL Cab Chassis Double Cab Chassis

66,490 68,990

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

10.7 10.7

151 @ 3400 151 @ 3400

430 @ 1200-3200 430 @ 1200-3200

5m 5m

3 5

1225 kg 1125 kg

5H N/A

The V8 is impressive, but the different track dimensions front to rear are not the best solution for serious off roaders. Tough as old boots but now rather pricey. Service Inter: 10,000 km

VOLKSWAGEN

Warranty : 3yrs-100,000 km

Max Tow: 3500 kg

AMAROK TDI400 Core Dual Cab Chassis Core Dual Cab Utility Core Plus Dual Cab Utility

41,990 43,490 47,490

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

8.0 8.0 8.0

132 @ 4000 132 @ 4000 132 @ 4000

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

6m 6m 6m

5 5 5

1018 kg 1171 kg 988 kg

N/A N/A N/A

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

44,990 46,490 50,490 59,990 67,990

Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4T/3.0L Dsl/4T/3.0L

8.5 8.5 8.5 7.8 7.8

132 @ 4000 132 @ 4000 132 @ 4000 165 @ 4500 165 @ 4500

420 @ 1750 420 @ 1750 420 @ 1750 550 @ 1500-2500 550 @ 1500-2500

8a 8a 8a 8a 8a

5 5 5 5 5

1018 kg 1018 kg 998 kg 911 kg 864 kg

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

V6 Highline Ultimate

59,990 67,990

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

7.8 7.8

165 @ 4000 165 @ 4000

550 @ 1500 550 @ 1500

8a 8a

5 5

N/A N/A

Volkswagen has a big job ahead of it to restore public confidence in its ethics as a corporation after the Dieselgate scandal. Dropping its prices has brought it into a more competitive market but as public memory fades so too will the lower pricing structure. Service Inter: 15,000 km

Warranty: 5yrs-130,000 km

Max Tow: 2700 kg Utility

*DCC: Dual Cab Chassis *DCU: Dual Cab Utility *CC: Cab Chassis

DELIVERY

ISSUE 75

Max Tow: 3000 kg Cab Chassis Transporter 2000 kg

4X4 VEHICLES

31st Annual

Penrith Working

Sunday 11th March 2018

st In c e B e si Th u M y tr Coun

TROY Y CASSAR-DALE

8am - 4pm

d Fun an nt! me excite

uch Plus m e! mor

Presentations 4pm – 5pm He ld

travis collins

Amber lawrence

viper creek band

missy lancaster

MUSEUM OF FIRE MOF - STACKED LOGO

• Direct access from Penrith Station • Unlimited FREE amusement rides all day (22 rides) • Concert sound & full stage • Specialist trade stalls & displays $35 • Entertaining games & competitions Adults ildren Ch up to 3 • Free Balloons & Fairy Floss R FayEinE g adult • Free face painting h wit p $25 (single person entry) sion r 16, • BBQ, drinks & beer tents Conces n unde (Childret ID required Ph: 4731 5809 n e ) d Stu • Major prizes & trophies 13 years if over Held at Museum of Fire, 1 Museum Drive, Penrith. Phone: (02) 4731 3000 • Price includes entry to Museum

Muse of Fir

The Museum is a registered charity and all funds raised are directed towards saving our families from the dangers of fire while preserving the heritage of our communities bravest.

8th Annual Sydney Classic & Antique Truckshow on 27th May, 2018 (See website for more details)

www.pwts.com.au DELIVERY ISSUE 75 79

SMALL - MEDIUM - LARGE VANS Variants

CITROEN

SPECIFICATIONS

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

21,990 26,990 22,990

147 @ 4000 215 @ 1500 152 @ 3500

Trans- Seats mission

Payload

ANCAP Safety

BERLINGO L1 Short Body L2 Long body L1 Short Body

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

8.2 5.7 7.1

80 @ 5800 66 @ 4000 72 @ 6000

5m 5m/6a 5m

2 2 2

850 kg 3.3 cu.m 4H 750 kg 3.7 cu.m 4H 850 kg 3.3 cu.m 4H

A good little van with strong appeal but not quite in the same league as some of the competition. A change in distributor may hamper sales performance and availability. Service Inter: 15,000 km

Warranty: 3yrs-100,000 km

Max Tow: 800-1000 kg depending of model.

FIAT 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 3.4 cu.m N/A 663 kg 3.4 cu.m N/A 938 kg 4.2 cu.m N/A

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

38,990 42,990 44,990 46,990 52,000

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

6.1 6.7 6.7 6.7 N/A

110 @ 3500 130 @ 3500 130 @ 3500 130 @ 3500 130 @ 3500

380 @ 1400 400 @ 1400 400 @ 1400 400 @ 1400 400 @ 1400

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

2 2 2 2 2

1605 kg 8 cu.m 1525 kg 10 cu.m 1950 kg 11.5 cu.m 2145 kg 13 cu.m 2027 kg 15 cu.m

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

Doblo is a good option for those looking for compact dimensions and good load carrying ability. Ducato is almost unknown but when you find one locally you will appreciate it. Service: Doblo 30,000 km Ducato: 24,000 km Warranty: 3yrs-200,000 km Max Tow: Doblo 1000-1500 kg, Ducato: 2500 kg

FORD

TRANSIT VO 350L Lwb MR* 47,680 350E Lwb Jumbo HR* 51,180 470E Jumbo 54,180 Dual Wheel CUSTOM SWB 290S LWB 330L

37,990 39,990

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

N/A N/A N/A

114 @ 3500 114 @ 3500 114 @ 3500

385 @ 1600-2300 385 @ 1600-2300 385 @ 1600-2300

6m 6m 6m

3 3 3

1295 kg 11.0 cu.m N/A 1122 kg 15.1 cu.m N/A 1946 kg 15.1 cu.m N/A

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

7.2 7.4

92 @ 3500 92 @ 3500

350 @ 1450-2000 350 @ 1450-2000

6m 6m

3 3

1032 kg 5.95 cu.m N/A 1360 kg 6.83 cu.m N/A

6m/5a 6m/5a

3 6

1113 kg 3.07 cu.m 4H 1111 kg 3.07 cu.m 4H

A new engine and a six-speed auto will set Transit Custom up for a major growth in sales. 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 CRDi Crew van CRDi

38,790 40,790

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

8 8

100 @ 3800 100 @ 3800

343 @ 1500-2500 343 @ 1500-2500

Great value and good manners make iLoad highly appealing. Sensible small improvements through the years have kept pace with expectations. Service Inter: 15,000 km

DELIVERY

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

ISSUE 75

Max Tow: 1500-2000 kg

SMALL - MEDIUM - LARGE VANS

Variants

IVECO

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats mission

Payload

ANCAP Safety

DAILY 35S13V H1 Swb LR*7.3m H2 Mwb MR*9m H2 Lwb MR*10.8m

50,710 52,690 55,330

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

1669 kg 7.3cu.m N/A 1630 kg 9.0cu.m N/A 1590 kg 10.8cu.m N/A

50C17V H2 Mwb MR*9m H2 Lwb MR*10.8m H3 XLwb HR*12m H3 XLwb HR*16m H3 XLwb HR*18m H3 XLwb HR*20m

60,610 63,250 65,010 68,970 72,270 76,670

Dsl/4T/3.0L 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 N/A

125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900

430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600

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

3 3 3 3 3 3

2087 kg 9.0 cu.m 2081 kg 10.8cu.m 2062 kg 12.0cu.m 1954 kg 16.0cu.m 1855 kg 18.0cu.m 1804 kg 20.0cu.m

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

70C18V Lwb HR*16m Lwb HR*18m Lwb HR*20m

76,010 79,310 83,710

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

7.5 7.5 7.5

125 @ 2900 125 @ 2900 125 @ 2900

430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600

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

3 3 3

4180 kg 16.0cu.m 4140 kg 18.0cu.m 3974 kg 20.0cu.m

N/A N/A N/A

IVECO has matched great engines with a superb 8-speed automatic from ZF. Optional 3.0-litre engine with 150 kW @ 3100-3500 rpm / 470 Nm @1400-3000. Service Inter: 40,000 km

Warranty: 3yrs-200,000 km

*LR: Low Roof

*MR: Mid Roof

*HR: High Roof

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

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 100 @ 3800 100 @ 3800

330 @ 1800-2600 330 @ 1800-2600 330 @ 1800-2600

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

3 3 3

1204 kg 6.4 cu.m 3H 1419 kg 10.4 cu.m N/A 1389 kg 11.6 cu.m N/A

25,990 28,990 29,990

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

11.5 105 @ 5250 330 8.3 106.5 @ 4000 200 11.7 N/A 350 @ 1800-2600

5a 6a/6m 6a

2 2 2

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

N/A N/A N/A

V80 is an old design but G10 is a big leap forwards for this Chinese importer. Resale value is highly questionable so don’t expect high returns after three years. Service Inter: 15,000 km Warranty: 3yrs-100,000 km

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 DELIVERY ISSUE 75 www.motexion.com.au info@motexion.com.au M 0433 97 55 44

SMALL - MEDIUM - LARGE VANS Variants

MERCEDES BENZ

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

SPECIFICATIONS Torque Nm – rpm

Trans- Seats mission

Payload

ANCAP Safety

VITO 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

270 @ 1500-2500 270 @ 1500-2500

6m 6m

2 2

1285 kg 5.8 cu.m 1235 kg 6.9 cu.m

5H 5H

114 BlueTec Van SWB BlueTec Van LWB BlueTec Crew Cab BlueTec Crew Cab

43,000 46,400 52,720 54,420

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

6.4 6.4 6.4 N/A

100 @ 3800 100 @ 3800 100 @ 3800 100 @ 3800

330 @ 1200-2400 330 @ 1200-2400 330 @ 1200-2400 330 @ 1200-2400

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

2 2 5 5

1180 kg 5.8 cu.m 1130 kg 6.9 cu.m 905 kg 3.6 cu.m TBC kg 4.1 cu.m

5H 5H 5H

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

380 @ 1400-2400 380 @ 1400-2400

7a 7a

2 2

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

5H 5H

119 BlueTec SWB BlueTec LWB BlueTec Crew Van BlueTec Crew Van LWB

51,700 55,100 58,670 60,370

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

6 6 6.3 N/A

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

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

7a 7a 7a 7a

2 2 5 5

1145 kg 5.8 cu.m 1100 kg 6.9 cu.m 895 kg 3.6 cu.m TBC kg 4.1 cu.m

5H 5H 5H 5H

310 CDI Swb Mwb

44,490 46,590

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

N/A N/A

70 @ 3800 70 @ 3800

250 @ 1400-2400 250 @ 1400-2400

6m/7a 6m/7a

2-3 opt 1535 kg 7.5 cu.m 2-3 opt 1470 kg 9.0 cu.m

N/A N/A

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 59,350

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

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

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

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 1285 kg 15.5 cu.m

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

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

55,945 57,995 59,580 61,680 62,155 65,255

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

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

1500 kg 9 cu.m 1480 kg 10.5 cu.m 1305 kg 14 cu.m 1285 kg 15.5 cu.m 1255 kg 15.5 cu.m 1235 kg 17 cu.m

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

62,510 64,560 66,145 69,245

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 opt 1450 kg 9 cu.m 2-3 opt 1430 kg 10.5 cu.m 2-3 opt 1255 kg 14 cu.m 2-3 opt 1235 kg 15.5 cu.m

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

60,250 62,300 63,885 66,985

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 opt 2200 kg 9 cu.m 2-3 opt 2180 kg 10.5 cu.m 2-3 opt 2000 kg 14 cu.m 2-3 opt 1980 kg 15.5 cu.m

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

70,450 72,740

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

N/A N/A

140 @ 3800 140 @ 3800

440 @ 1600-2600 440 @ 1600-2600

7a 7a

62,310 64,680

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

N/A N/A

95 @ 3800 95 @ 3800

305 @ 1200-2400 305 @ 1200-2400

6m/7a 6m/7a

2-3 opt 1945 kg 14 cu.m N/A 2-3 opt 1910 kg 15.5 cu.m N/A N/A 2-3 opt 1995 kg 14 cu.m N/A 2-3 opt 1985 kg

65,640 65,740 65,640 68,740 68,215 71,315

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

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

2000 kg 14 cu.m N/A 1980 kg 15.5 cu.m N/A 2510 kg 14 cu.m N/A 2490 kg 15.5 cu.m 2435 kg 15.5 cu.m 2415 kg 17 cu.m

72,205 75,305 72,205 75,305

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

1925 kg 14 cu.m 1920 kg 15.5 cu.m 2455 kg 15.5 cu.m 2435 kg 15.5 cu.m

SPRINTER

319 CDI Mwb Mwb HR* Lwb HR* Lwb SHR* 416 CDI Mwb 4.49t Mwb HR* 4.49t Lwb HR* 4.49t Lwb SHR* 4.49t 419 CDI Lwb HR* 4.49t Lwb SHR* 4.49t 513 CDI Lwb HR* Lwb SHR* 516 CDI Lwb HR* 4.49t Lwb SHR* 4.49t Lwb HR* 5t Lwb SHR* 5t Ex Long HR* Ex Long SHR* 5t 519 CDI Lwb HR* 4.49t* Lwb SHR* 4.49t* Lwb HR* 5t Lwb SHR* 5t

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

Mercedes-Benz has the strongest overall line-up throughout the LCV arena. Model complexity makes it difficult to choose but knowledgeble sales staff make it easier. Service intervals: for all Vitos, Valente & V-Class 25,000 km Warranty for all Vitos, Valente & V-Class: 3yrs/200,000 km Max Tow: 2000 kg *HR: High Roof 82

*SHR: Super High Roof

DELIVERY

ISSUE 75

*LHR: Long High Roof

*CC: Cab/Chassis

ANCAP Safety: N/A

SMALL - MEDIUM - LARGE VANS

Variants

RENAULT

Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats mission

Payload

ANCAP Safety

23,490 26,990 29,490

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

7.7 4.7 4.7

79 @ 6000 81 @ 4000 81 @ 4000

148 @ 3750 240 @ 1750 240 @ 1750

5m/4a 6m 6m

2 2 5

611 kg 3.0 cu.m 831 kg 4.0 cu.m 740 kg 1.3 cu.m

4H 4H 4H

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 cu.m 1583kg 10.8 cu.m 1540 kg 13 cu.m 2207 kg 12.4 cu.m 2129 kg 17 cu.m

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

37,990 39,490 42,990 46,780

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

6.2 6.2 6.2 6.2

103 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500

340 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500

6m 6m 6m 6m

3 3 3 6

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

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

KANGOO Swb Maxi Maxi Crew

MASTER L1H1 Swb-Fwd L2H2 Mwb-Fwd L3H2 Lwb-Fwd L3H2 Lwb-Rwd L4H3 Elwb-Rwd TRAFIC L1H1 L1H1 L2H1 L2H1 Crew Lifestyle

Take a close look at the Kangoo Crew and Trafic Crew for clever use of space and high levels of practicality. Trafic suffers from no auto but one is coming. Service Inter: 30,000 km Warranty: 3yrs-200,000 km

TOYOTA

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

HIACE Lwb Lwb Slwb Slwb Slwb Crewvan

34,470 37,530 45,690 45,890 44,870

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

10.1 8.1 10.5 8.7 8.7

118 @ 5200 100 @ 3400 118 @ 5200 100 @ 3400 100 @ 3400

243 @ 4000 300 @ 1200-2400 243 @ 4000 300 @ 1200-2400 300 @ 1200-2400

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

3 3 2 2 5

1088 kg 6 cu.m 965 kg 6 cu.m 1310 kg 9.8 cu.m 1195 kg 9.8 cu.m 885 kg 6 cu.m

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

An uninteresting box on wheels that provides space with low cost to shift more for your money. Not something you aspire to drive but it is practical. Service Inter: 10,000 km

VOLKSWAGEN

Warranty: 3yrs-100,000 km

Max Tow: 1400 kg

CADDY TSI160 Runner SE TSI220 Van TDI250 Van TSI220 Maxi Van TDI250 Maxi Van TSI220 Maxi Crewvan TDI250 Maxi Crewvan

24,990 29,390 31,590 28,590 33,790 30,090

Ptrl/4T/1.2L Ptrl/4T/1.4L Dsl/4/2.0L Ptrl/4T/1.4L Dsl/4/2.0L Ptrl/4T/1.4L

5.9 6.0 5.3 6.2 5.3 6.2

66 @ 4800 92 @ 4800 75 @ 2900-4000 92 @ 4800 75 @ 2900-4000 92 @ 4800

160 @ 1500-3500 5m 220 @ 1550-3000 7DSG 250 @ 1300-2800 6DSG 220 @ 1550-3000 6m/7DSG 250 @ 1300-2800 6DSG 220 @ 1550-3000 6m/7DSG

2 2 2 2 2 5

779 kg 3.2 cu.m 774 kg 3.2 cu.m 740 kg 3.2 cu.m 841 kg 4.2 cu.m 833 kg 4.2 cu.m 726 kg 1.65 cu.m

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

35,290

Dsl/4/2.0L

5.3

75 @ 2900-4000

250 @ 1300-2800

6DSG

720 kg 1.65 cu.m N/A

34,490 38,390 44,990 44,890 43,390 46,990 46,890

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 7.6 8.2 8.2 7.6 8.2

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

250 @ 1500-2500 250 @ 1500-2500 400 @ 1500-2000 340 @ 1750-2500 340 @ 1750-2500 400 @ 1500-2000 340@ 1750-2500

5m 6m/7DS 7DSG 7DSG 6m/7DS 7DSG 7DSG

2 2 2 2 2 2 2

1266kg 5.8 cu.m 1266 kg 5.8 cu.m 1180 kg 5.8 cu.m 1082 kg 1160 kg 6.7 cu.m 1124 kg 6.7 cu.m 1019 kg

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

DELIVERY

ISSUE 75

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

PEOPLE MOVERS Variants

FUSO

SPECIFICATIONS Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

ROSA Standard-BE64DJRMBFAE Deluxe-BE64DJRMDFAE Deluxe-BE64DGRMDFAE

POA POA POA

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

N/A N/A N/A

110 @ 2700 110 @ 2700 110 @ 2700

441 @ 1600 441 @ 1600 441 @ 1600

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

25 25 22

2160 kg 2160kg 1705 kg

N/A N/A N/A

Rosa looks better than its flat fronted competitors and you need to shop around to get the best price. Still short on luggage space unless you lose the rear row of seats. Service Inter: 10,000 km Warranty basic: 3yrs-100,000 km

HYUNDAI

iMax CRDi 2.5

44,290

Dsl/4T/2.4L

7.5

100 @ 3800

343 @ 1500-2500

6m/5a

815kg

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

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

Excellent value and a strong overall package that is pleasant to drive and has established a good reputation for relaibility. 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 58,790 43,990 47,990 52,490 61,290

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

Amazingly agile, this is a quick little Mum Bus that even handles far better than expected. Some clever interior seat moves but not as easy to access as a proper minibus. Service Inter: 15,000 km Warranty: 5yrs-unlimited km

MERCEDES BENZ

Sprinter 313 CDI Mwb 3.88t Mwb HR* 3.88t Sprinter 316CDI Mwb 3.88t Mwb HR* 3.88t

64,990 67,040 79,990 82,040

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

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

95 @ 3800 95 @ 3800 120 @ 3800 120 @ 3800

305 @ 1200-2400 305 @1200-2400 360 @ 1400-2400 360 @1400-2400

7a 7a 7a 7a

12(11 opt) 12(11 opt) 12(11 opt) 12(11 opt)

1400 kg 1380 kg 1400 kg 1380 kg

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

V Class V250

87,200

Dsl/4TT/2.1L

6.3

140 @ 4200

440 @ 1400-2400

630 kg

Valente 639

58,100

Dsl/4T/2.2L

6.3

120 @ 3800

380 @ 1400-2400

790 kg

The best of everything in this category, with Valente the practical one, V-Class the high spec impressive one and Sprinter the get them there comfortably one. Service Inter: 25,000 km Warranty: 3yrs-200,000 km

RENAULT Master Bus L3H2

59,990

Dsl/4T/2.3L

N/A

110 @ 3500

350 @ 1500

1252 kg

N/A

Highly cost competitive and with a very high spec it is not quite as big as the Sprinter but nonetheless holds its own. Service Inter: 30,000 km Warranty: 3yrs-200,000 km

TOYOTA

HiAce Commuter bus

58,640 60,480

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

10.9 8.9

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

Horrible in all ways and not much fun to drive. It does the job like all Toyotas without fuss and bother. Service Inter: 10,000 km

VOLKSWAGEN

CARAVELLE Lwb

50,690

Dsl/4T/2.0L

8.2

103 @ 3500

340 @ 1750-2500

Capable and comfortable, the Caravelle loses out by not having a fluid auto to replace the DSG. Service Inter: 30,000 km 84

DELIVERY

Warranty: 3yrs-100,000 km

ISSUE 75

3000 kg

Warranty: 3yrs-200,000 km

N/A

LIGHT TRUCKS Variants

RAM TRUCKS

SPECIFICATIONS Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

139,500 142,000

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

276 @ 2800 272 @ 2800

1084 @ 1600 1084 @ 1600

Trans- Seats mission

GVM

LARAMIE RAM 2500 RAM 3500

6a 6a

6 6

4490 kg 5309 kg

It is so over the top in all aspects except when you need stability and safety for towing or cruising all day on the freeway, then it reigns supreme. Service Inter: 10,000 km

FORD

Warranty: 3yrs-100,000 km

RAM 2500 Max Tow: 6989 kg

RAM 3500 Max Tow: 6170 kg

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

5m 5m 5m

2/3 2/3 2/3

4490 kg 4490 kg 4490 kg

Selling like hot cakes in Europe, the addition of a new 2.0-litre engine and a six-speed auto will kick start its sales progress. Service Inter: 15,000 km

FOTON

Warranty basic: 3yrs-100,000 km

Max Tow: 750-3000 kg

45.110 SWB Ute - Steel Tray MWB Cab Chassis Silverback

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

China and Cummins Diesel make a good combo with more street credit than the average Chinese copycat lookalike. Service intervals 20,000 km

Warranty 3yrs-160,000 km Variants

Max Tow: 3000 kg

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

CANTER FG 4WD FG84DC6SRFAB Swb FG84DE6SRFAB Mwb Crew Cab

POA POA POA

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

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

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

5 x 2m 5 x 2m 5 x 2m

3 3 7

6500 kg 6500 kg 6500 kg

CANTER 413 City Cab Swb Narrow cab

POA

Dsl/4T/3.0L

96 @ 3050 - 3500

300 @ 1300 - 3050

5m/6a

3510 kg

CANTER 515 515 City Cab Narrow Cab SWB 515 City Cab Narrow Cab MWB 515 City Cab Narrow Cab SuperLow MWB

POA POA POA

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

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

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

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

3 3 6

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

CANTER 815 Mwb Lwb Mwb Lwb Crew cab Mwb Crew cab Lwb Crew cab Lwb

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

3 3 3 3 7 7 7

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

FUSO

DELIVERY

ISSUE 75

LIGHT TRUCKS

Variants

FUSO

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

CANTER 918 Lwb Lwb XLwb XLwb XXLwb XXLwb Crew Cab Lwb Crew Cab Lwb

POA 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 Dsl/4T/3.0L

129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500 129 @ 2860-3500

430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860 430 @ 1600-2860

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

3 3 3 3 3 3 7 7

8550 kg 8550 kg 8550 kg 8550 kg 8550 kg 8550 kg 8200 kg 8200 kg

CANTER FG 4x4 4WD, Swb 4WD, Mwb 4WD Crew Cab Mwb

POA POA POA

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

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

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

5m 5m 5m

3 3 7

6500 kg 6500 kg 6500 kg

CANTER ECO HYBRID Hybrid Mwb

POA

Dsl/4T/3.0L Electric motor

110 @ 2840-3500

370 @ 1350-2840

6 DC AMT

7500 kg

May the Force of Daimler be with you. Strong engineering and ability make Fuso attractive at the light end of the market. Service Inter: 30,000 km Warranty Basic: 3yrs-100,000 km Max Tow: Canter Eco-Hybrid 0 kg 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 Variants

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

616 Short IFS Trade Ace Short Auto IFS Trade Ace Short Auto IFS Auto IFS Tipper Short IFS IFS Tipper Medium IFS Medium Auto IFS Medium Auto IFS Work Ace Short Hybrid IFS ProShift 5 Medium Hybrid IFS ProShift5 Short Auto Medium Auto Medium Auto Trade Ace Medium Auto Steel Ace Long Crew Auto Medium Hybrid ProShift 5 Long Hybrid ProShift 5 Short Auto Tipper Long Auto

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

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 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 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

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

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 7 3 3 3 3

4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg

617 Short Cab Chassis Tipper Cab Chassis Medium Cab Chassis Medium Trade Ace Cab/Chassis Medium Steel Ace Alloy Tray Long Steel Tray Long Crew Cab/Chassis

POA POA POA POA POA POA POA

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

121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500

464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400 464 @ 1400

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

3 3 3 3 3 3 3

4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg 4495/5500 kg

716 Medium AutoTrade Ace Alloy Tray Medium Auto Steel Ace Steel Tray Medium Auto Tipper Medium Auto Medium Hybrid ProShift 5 Long Hybrid ProShift 5

POA POA POA POA POA POA

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 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

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

3 3 3 3 3 3

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

HINO

DELIVERY

ISSUE 75

LIGHT TRUCKS

SPECIFICATIONS

Variants

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

717 Medium AutoTrade 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 XLong Crew Tipper

POA POA POA POA POA POA POA

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 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500 121 @ 2500

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

6a 6a 6m 6m 6m 6m 6m

3 3 3 3 3 7 7

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

816 Medium Auto Medium AutoTrade Ace Alloy Tray Medium Auto Steel Ace Steel Tray Long Auto X Long Crew Auto X Long Auto Crew Tipper

POA POA POA POA POA POA

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 110 @ 2500

420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400 420 @ 1400

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

3 3 3 3 7 3

7300/4495 kg 7300/4495 kg 7300/4495 kg 7300/4495 kg 7300/4495 kg 7300/4495 kg

920 Medium Medium Trade ace Medium Steel Ace Steel Tray Long XXLong XXLong Crew Medium Auto Medium Auto Trade Ace Medium Auto Steel Ace Steel Tray Long Auto XXLong Auto XXLong Crew

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

Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L Dsl/4T/5.1L

139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 139 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600 151 @ 2600

510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 510 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500 600 @ 1500

6m 6m 6m 6m 6m 6m 6a 6a 6a 6a 6a 6a

3 3 3 3 3 7 3 3 3 3 3 7

8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg 8500/4495 kg

Hino is experiencing such an upgrade to its product line up and customer support that it is stepping into a higher level of appeal with all its products. Service Inter: 20,000 km Warranty basic: 3yrs-200,000 km Max Tow: 3500 kg

ISUZU

N SERIES

DELIVERY

NLR 45-150 SWB MWB Tipper SWB TradePack SWB Premium TradePack MWB TradePack MWB Premium TradePack SWB ServicePack

N/A N/A N/A N/A N/A 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 Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L

110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800 110 @ 2800

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

5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT 5m/6AMT

3 3 3 3 3 3 3 3

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

NLR 45-150 AWD AWD AWD Crew AWD Tipper

N/A N/A N/A

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

110 @ 2800 110 @ 2800 110 @ 2800

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

5m 5m 5m

3 7 3

4500 kg 4500 kg 4500 kg

NNR 45-150 SWB MWB CREW

N/A N/A N/A

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

110 @ 2800 110 @ 2800 110 @ 2800

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

6m/6AMT 6m/6AMT 6m/6AMT

3 3 3

4500 kg 4500 kg 4500 kg

NNR 55-150 SWB MWB

N/A N/A

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

110 @ 2800 110 @ 2800

375 @ 1600-2800 375 @ 1600-2800

6m/6AMT 6m/6AMT

3 3

4500 kg 4500 kg

NNR 65-150 MWB

N/A

Dsl/4T/3.0L

110 @ 2800

375 @ 1600-2800

6m/6AMT

4500 kg

ISSUE 75

LIGHT TRUCKS

Variants

ISUZU

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Transmission

Seats

GVM

NPR 45-155 SWB TradePack SWB Premium TradePack

N/A N/A

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

114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600

6m/6AMT 6m/6AMT

3 3

4500 kg 4500 kg

NPR 45-190 MWB CREW Tipper Crew Tipper

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

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

6AMT 6m/6AMT 6m 6m

3 3 3 7

4500 kg 4500 kg 4500 kg 4500 kg

NPS 45-155 4x4 4x4 Crew

N/A N/A

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

114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600

5m 5m

3 7

4500 kg 4500 kg

NLS200 Cab Chassis

60,977

Dsl/4T/3.0L

110 @ 2800

375 @ 1600-2800

4500 kg

NPS250/300 4X4 Cab Chassis Crew Cab

80,281 87,099

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

114 @ 2600 114 @ 2600

419 @ 1600-2600 419 @ 1600-2600

5x2m 5x2m

3 7

4500/6000kg 4500/6000kg

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

IVECO

DAILY 45C Single Cab/Chassis Single Cab/Chassis

POA POA

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

125 @ 2900-3500 430 @ 1500-2600 150 @ 3100-3500 470 @ 1400-3000

6m/8a 6m/8a

3 3

4495 kg 4495 kg

50C Single Cab/Chassis Lwb Single Cab Chassis LWB Dual Cab/Chassis Lwb Dual Cab Chassis Lwb

POA POA POA POA

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

125 @ 2900-3500 150 @ 3100-3500 125 @ 2900-3500 150 @ 3100-3500

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

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

3 3 7 7

4495 kg 4495 kg 4495 kg 4495 kg

70C Single Cab/Chassis Single Cab/Chassis Dual Cab/Chassis Dual Cab/Chassis

POA POA POA POA

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

125 @ 2900-3500 150 @ 3100-3500 125 @ 2900-3500 150 @ 3100-3500

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

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

3 3 7 7

4495 kg 4495 kg 4495 kg 4495 kg

4x4 Single Cab/Chassis Dual Cab/Chassis

POA POA

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

125 @ 2900-3500 430 @ 1500-2600 125 @ 2900-3500 430 @ 1500-2600

6m/8a 6m/8a

3 7

4495 kg 4495 kg

The Italian answer to the light commercial van market is strong on appeal and certainly has an excellent drivetrain. So many options you may need a phrase book to find the right spec’. 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 6/7opt 3 6/7 opt

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 6/7 opt

4490/5000*kg 4490/5000*kg

It may be due for replacement in the next two years but Sprinter still outclasses just about any LCV on the market. Service Inter: 30,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist Max Tow: 2000 kg

DELIVERY

ISSUE 75

LIGHT TRUCKS Variants

RENAULT

SPECIFICATIONS Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

Trans- Seats mission

GVM

L3H1 Platform Cab Fwd City Box

43,490 POA

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

110 @ 3500 110 @ 3500

350 @ 1500 350 @ 1500

6m/AMT 6m/AMT

3 3

3510 kg N/A

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

MASTER

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 Warranty: 3yrs-200,000 km Max Tow: 3000 kg

VOLKSWAGEN

TRANSPORTER TD1340 LWB Cab Chassis single cab FWD

POA

Dsl/4T/2.0L

340 @ 1750-2500

103 @ 3500

DSG

3000 kg

TD1400 LWB Cab Chassis Double Cab FWD

POA

Dsl/4T/2.0L

400 @ 1500-2000

132 @ 4000

DSG

3000 kg

Crafter has been killed off until its replacement surfaces, so in the meantime only the Transporter is left holding the VW baton. Service Inter: 30,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg

DELIVERY

ISSUE 75

Renault TRAFIC

Renault TRAFIC 66 SWB RUNOUT from

31,990

*drive

away

Recommended drive away price for the Trafic 66KW SWB manual with non-metallic paint. Valid for vehicles ordered between 02/10/17 and 02/01/18 or while stocks last. Renault reserves the right to vary, extend or withdraw this offer. Offer available to ABN holders only, and excludes government and fleet buyers.