DELIVERY MAGAZINE ISSUE #78 JUNE/JULY 2018 by Motoring Matters Magazine Group

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

www.deliverymagazine.com.au ISSUE 78 JUNE/JULY 2018 RRP: $8.95

ISSUE 78 JUNE / JULY 2018 Delivery Magazine is an AfMA Strategic Alliance Partner

NEW REVIEWS: + ISUZU D-MAX + HOLDEN COLORADO + FORD RANGER FX4 + TOYOTA HI-LUX HALO

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Save across our entire range of Sprinter vans. Whatever your business needs – an award-winning large van, a reliable people mover or a customisable chassis – there’s a Mercedes-Benz Sprinter to suit.^ ˆOffer available on new Sprinter Van, Sprinter Minibus and Sprinter Cab Chassis vehicles (excluding pre-owned vehicles, demonstrator vehicles), purchased and delivered between 1 April – 30 June 2018 unless offer extended. While stocks last and not available with any other offer. Finance fees of up to $1,440 payable. Restricted to approved business customers (excluding fleet, government or rental buyers) of Mercedes-Benz Financial Services Australia Pty Ltd ABN 73 074 134 517 and subject to standard credit assessment and lending criteria. Complimentary scheduled servicing is based on three years from the vehicle’s first registration date or 90,000km from new, whichever comes first. Scheduled servicing must be conducted at an authorised Mercedes-Benz Vans service dealer. Customers purchasing vehicles in Sprinter range that come with auto as standard (Sprinter 319, 419 and 519) will receive $2,450 off the drive away price in lieu of the free auto upgrade. Only items covered by the Mercedes-Benz Service Booklet are included. All other items, including normal wear and tear items and consumables are excluded and are at the owner’s cost. Please refer to your preferred participating Mercedes-Benz Vans dealer for full terms and conditions.

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X Marks the Spot Brenton O’Connor experiences the X-Factor in the ute market

Stepping Up Isuzu upgrades the D-MAX and MU-X to counter increased market competition

Blue Oval Advantage Ford increases its Ranger models to strike at the heart of ute competition

Colorado Country Stuart Martin reviews the latest Holden Z71 Colorado

Cost Competitive Ed Higginson finds there’s value in the JMC Vigus when you want a workhorse and not a show pony

The Halo Effect

Small Fry

High on Hydrogen

Stuart Martin takes time out in the up-spec models of the HiLux

Britain’s LCV preferences on show at the UK CV Expo

Brenton O’Connor reviews Hyster’s hydrogenpowered forklift

Vee-Dub

Quietly Confident

70 4X2 Small Cab/Chassis Utes

Triton scores its diamond profile as a quiet achiever in third-place ranking

74 4X4 Vehicles

Driving the up-spec Amarok V6 Sportline

Improving the Breed The Series III Navara puts the Nissan back in the spotlight

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - Stuart Martin, Rob Randazzo, Brenton O’Connor, Ed Higginson Photography - Bandits & 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

80 Small-Medium-Large Vans 84 People Movers 85 Light Trucks

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.

JUNE JULY

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Chris Mullett

EDITORIAL

Welcome

to Delivery Magazine,

We live in interesting times, where technology continues to bring overall savings in the total cost of operating vehicles. Many of the advances made in reducing fuel consumption and minimising emissions levels have resulted from a genuine concern by governments about the rising levels of pollution leading to avoidable illness and premature death of their populations. Europe and parts of Asia have already introduced Euro 6 emissions levels, but Australia lags behind, with its politicians appearing to deny climate change. By failing to provide incentives to upgrade to the latest tailpipe emissions standards to improve air quality, we do not reduce the effect of high pollution levels on the public, or slow down the rate of global warming. As long as fuel prices are low, there’s little interest amongst the LCV and car-owning public to buy more modern, fuel-efficient vehicles. Once fuel prices rise, the equation changes, with the cost differential between running dieselfuelled vehicles compared to operating electric-powered vehicles reducing, making the switch to electricity more interesting and within reach of universal introduction. That’s the position that we are now heading towards as the Trump administration disturbs the accord with the Middle Eastern oil producing countries. City congestion is another driver of change. The introduction of electric-powered vehicles is gaining momentum through the relaxation of road charging in European cities and regulations to reduce diesel vehicle access because of concerns over NOx and CO2 emissions. Australia has yet to introduce road charging for access into inner city areas, but it will undoubtedly be a feasible solution to reduce congestion and pollution. Recent statistics indicate that accident rates are higher for older vehicles. This could be attributed to the lack in some states of annual roadworthy checks. Without an independent maintenance check, vehicle safety standards undoubtedly reduce, both in the efficiency of braking systems and in the performance of tyres through excessive wear. Night driving safety is also affected by discoloured headlamp lenses that reduce light performance, illustrated by the increasingly common sight of vehicles being on the road at night with one headlamp defective. In the days of replaceable globes, the fix for a headlamp was measured in a couple of dollars. Today’s design shift 6

DELIVERY ISSUE 78

towards polycarbonate lenses in single-piece headlamp assemblies can raise the replacement cost to hundreds of dollars, meaning that maintenance gets postponed unless roadside checks and on-the-spot fines achieve a higher priority with the enforcement agencies. Into this mix of reasons for the introduction of new technologies with reduced environmental pollution come the lobby groups that represent manufacturers intent on delaying introducing these technologies on the grounds of cost competitiveness. All vehicle makers could introduce Euro 6 equivalent vehicles immediately for the Australian market, but actively resist that option on the grounds of increased cost. The recent AFMA (Australasian Fleet Managers Association) annual conference in Melbourne was of exceptional importance this year as it highlighted the timeline of the introduction of electric vehicles into common use and profiled the current status of autonomous vehicles. Membership of AFMA is on the increase, with this year’s event attracting a higher turnout of members for the fleet conference. This indicates the high level of importance attached by the membership of the need to discuss changing vehicle technology. Another hot topic was how fleet managers will have to cater for Generation Z (or Centennials), many of whom demonstrate a lack of interest in holding a driving licence and owning a car, preferring to rely on public transport and supporting the implementation of autonomous vehicles. Electric vehicles are coming, whether by legislation or by cost of operation. Five years ago, this wasn’t even considered an option. We live in interesting times. As always, stay safe and enjoy the drive. Kind regards,

Chris Mullett, Managing Editor and Publisher

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DRIVEN

X MARKS THE SPOT Brenton O’Connor experiences the X-Factor in the ute market

o call this the “Mercedes-Benz of utes” is clearly clichéd; however, anything less wouldn’t do justification to the vehicle tested.

When the X-Class was first shown as a prototype in October 2016, interest was huge and dealers across the country began taking formal notices of interest from prospective customers, and, in some cases, customers put down deposits to be the first in the country to take delivery of this vehicle when it eventually arrived in Australia. Dual-cab 4x4 utes have seen their popularity rise immensely in this country, so much so that two out of three of the most popular vehicles sold in Australia are 4x4 dualcabs (Toyota HiLux and Ford Ranger). Mercedes hopes to tap into some of this sales volume with its X-Class range. The X-Class will be marketed and sold by the Mercedes-Benz Van’s light commercial vehicle business in Australia, with availability through all MercedesBenz passenger-car dealerships. 8

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After selected drive programmes and product reveals in South Africa, South America and Europe, Australia got its turn in April 2018 for the launch of the Mercedes-Benz X-Class, which took place in Tasmania. The introduction of the X-Class to the Australian motoring press was confined to the four-cylinder diesel engines, which are available in two power outputs. The range-topping 3.0-litre V6 is set for launch later this year, aiming for the accolade of the most powerful dual-cab ute on the market. The two models launched initially are the X220d, available in either rear-wheel-drive or 4MATIC (Mercedes talk for 4x4), and the more powerful X250d that’s available in 4MATIC only. Mercedes-Benz designers and marketing people have been reticent to suggest the range of products will include configurations other than just a dual-cab, as single and king-cab options are not volume sellers. The choice at launch is for either a cab/chassis version or a tub, which MB calls a “Load Bed”. In total, 13 variants have been

MERCEDES-BENZ X-CLASS

launched so far, using various permutations with either of the four-cylinder engine options, manual and automatic transmissions, rear-wheel or all-wheel-drive options, as well as three distinct trim grades. The X220d is powered by a 2.298-litre, four-cylinder, single-turbo engine displacing 120 kW at 3750 rpm and 403 Nm of torque between 1500 and 2500 rpm. This drivetrain is only available with the six-speed manual synchromesh transmission. Stepping up to the X250d introduces twin turbochargers on what is basically the same engine, for a power increase to 140 kW at 3750 rpm and a torque rise to a respectable 450 Nm between 1500 and 2500 rpm. The X250d is available with the same six-speed manual, but also has the option of a seven-speed automatic transmission. Whichever four-cylinder engine and drivetrain find favour in your X-Class, be aware that both are sourced from Nissan, as part of a product sharing agreement. The outcome though is not identical with that of the Nissan Navara when it wears the Nissan badge. The smart technical people at Mercedes-Benz have introduced their own programmes to the electronic engine management system, defining the performance and transmission shift protocols and altering the feel and response to what they believe is the level of expectation of a Mercedes-Benz owner.

Those wanting the full Mercedes-Benz feel and appeal will have to wait for the V6 later this year, with the entire driveline hailing from the German manufacturer together with adjustable suspension dampening. In the meantime, this Nissan derived, but Mercedes-Benz improved four-cylinder engine range is returning claimed fuel consumption figures of between 7.6 to 7.9 litres per 100 km travelled (dependent on variant selected). The web sites are already carrying the comment from uninformed web writers, that have neither driven the X-Class nor been privy to the past 12 months of any interaction with the engineers and designers from Mercedes-Benz, that the three-pointed star version is just a sheep in wolf’s clothing. It will undoubtedly come as a shock to their self-created egotism based on limited industry experience that this expectation does not match the reality. Mercedes-Benz has substantially re-engineered the vehicle to meet its stringent core values of safety, performance and comfort. As such, the body on the X-Class is some 50 mm wider than the Navara, and the wheel track is some 70 mm wider. Furthermore, the X-Class features coil springs all-round to provide better handling and ride, and also ventilated disc brakes on all four wheels – both features virtually unheard of when it comes to this class of vehicle. All X-Class variants feature payload capacity of 1100 kg and a 3500 kg tow rating. DELIVERY ISSUE 78

DRIVEN

The X-Class is supremely comfortable to drive… provides a level of ride and handling not before seen in this category of vehicle”

On the topic of safety, the X-Class features a full five-Star ANCAP rating, matching the top accolade for several of the contenders in this category. It does, however, set the measuring stick considerably higher up the ladder by including seven airbags as standard, while being the only product in this category to feature Active Brake Assist (autonomous emergency braking) with Lane Keeping Assist. All models feature a reversing camera to make reversing safer and easier. As mentioned previously, the X-Class is to be launched in three different trim lines, these being designated as Pure, Progressive and Power. The “Pure” is the basic option targeted towards fleet buyers and those requiring a rugged workhorse. The basic overview includes 17” steel wheels, fabric trim, plastic (rubber) floor trim, reverse camera, and air conditioning. Stepping up to the “Progressive” includes all of the features of the Pure, while adding extras such as 17” alloy wheels, Garmin MAP PILOT Navigation, carpet floor trim, and colour-coded front and rear bumpers. Stepping up higher to the top-of-the-line “Power” adds in 18” twin-spoke alloy wheels, leather seats that are heated and electrically adjustable, COMAND online multimedia and 10

DELIVERY ISSUE 78

navigation system, LED headlights, leather steering wheel, gear shift lever and park brake lever, front and rear parking sensors, automatic climate control, and KEYLESS GO. Inside the cabin of the “Power” version, the main instrument cluster, steering wheel and COMAND infotainment/navigation unit are sourced directly from Mercedes-Benz’s passenger-car range, providing easy recognition of controls for those familiar with the brand. Disappointingly, the steering column is not adjustable for reach, and is height adjustable only. In that regard it scores poorly, as the wheel does not have sufficient ability to tilt upwards, and tall drivers will find the top of the wheel rim interferes with vision across the upper readout of the speedometer and tachometer. Those familiar with the Navara will recognise that the climate control switchgear and the 4x4 selector, diff lock and related switchgear are Nissan sourced rather than redesigned by Mercedes-Benz.

MERCEDES-BENZ X-CLASS

Pricing kicks off at $45,450 for the rear-wheel-drive X220d cab/chassis manual, which is some $5510 more expensive than the market leading Hi-Rider dual-cab Toyota HiLux. However, the pricing becomes comparable when you factor in that the Mercedes has features such as air conditioning as standard. When you get to the top end of town and compare the X250d POWER automatic with the Ford Ranger Wildtrak, Toyota HiLux SR5 and the Volkswagen Amarok Ultimate, youâ&#x20AC;&#x2122;ll discover this version, fitted with the seven-speed automatic, is priced from $64,500. This pricing position is cheaper than the V6 Amarok, but dearer than the SR5 and Wildtrak. Toyota is currently doing some special deals on the SR5 on-road that are making them substantially cheaper; however, this spec doesnâ&#x20AC;&#x2122;t include the features seen in the X250d.

As part of the launch programme in Tasmania, I drove the X250d POWER version from the CBD of Hobart, then onto a variety of road surfaces including freeway, single-lane sealed country roads, single-lane gravel farm roads as well as some wet off-road conditions on a farm that required the engagement of the standard rear differential lock as well as 4x4 low range. The X-Class is supremely comfortable to drive, and thanks to its rear coil springs provides a level of ride and handling not before seen in this category of vehicle. Until now the handling of a typical ute has always been a noticeable compromise. With its tremendous background of inhouse knowledge covering suspension, ride and handling characteristics and ability, and thanks to the rear multi-link suspension, Mercedes-Benz has established itself with a vehicle featuring a solid rear axle and independent front axle that outperforms all other contenders. It redefines what can be achieved if you know what you are doing and spend enough investment dollars to make sure it happens. DELIVERY ISSUE 78

DRIVEN Noise levels in the cabin are very low, and, despite having a long throttle travel, the four-cylinder engine is willing and able, but by no means over-powered. For those needing the vehicle to pull up to the maximum 3500 kg, the upcoming V6 would be more appropriate. Steering and road feel were also excellent, and certainly it felt as if this was a vehicle that wouldn’t leave you feeling shortchanged if you needed to spend significant time travelling for either work or pleasure. Benz seems to have struck the right balance in the steering weighting given this vehicle needs to perform both on freeway and off-road over rocks, mud and sand. Road and wind noise were near non-existent, further adding to the in-cabin experience and complementing the fact this is a vehicle suitable for long trips. A short course off-road was undertaken where low-range 4x4 and rear differential lock were all engaged. Despite having a cross-over tyre pattern that’s more suited as a road tyre, the vehicle did a very respectable job of traversing the clay-based soil that was particularly greasy thanks to a Tasmanian downpour just prior to my drive. In order to alleviate concerns of maintenance and repair costs that potential customers may have, Mercedes-Benz has introduced a fixed-price servicing scheme where customers can pay up front at the time of purchase and receive a $500 discount for the three vehicle services included in the package. The standard service intervals are 20,000 km or one year (whichever comes first), backed by a standard warranty of three years/200,000 km.

DELIVERY ISSUE 78

Mercedes has also introduced a wide range of accessories for the vehicle that combines both those made by the manufacturer and those made by approved suppliers. Included in the range are items such as a hard cover, a roller cover, a canopy, roll bars, side steps, and tow bars. A worthwhile addition to any X-Class would be the $495 tailgate damper, which adds gas struts to the rear tailgate so that it doesn’t just drop down when opened. Bullbars and nudge bars are on the way that will all be compatible with the standard Active Brake Assist. The X-Class is a very impressive vehicle for three keys reasons: its looks, its drivability and its safety/comfort orientated features, making this so much more than just a ute to carry tools to and from a job during the week. Given the drivability of the four-cylinder versions tested, the V6, with its full Mercedes-Benz driveline, promises to be a real cracker.

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NEW RELEASE

STEPPING UP Isuzu upgrades the D-MAX and MU-X to counter increased market competition â&#x20AC;&#x201C; Words by Ed Higginson

suzu continues to push to increase its popularity with several D-MAX updates coming in 2018. With strong sales for the past nine years, the Isuzu UTE Australia (IUA) team is looking for a tenth consecutive year of over 10 percent growth, which will lead it to its goal of selling 30,000 units by 2020.

The ute and SUV market has been growing too, from just 30 percent of all vehicles sold back in 2007, to now making up over 55 percent of the total market, showing Australiaâ&#x20AC;&#x2122;s increasing appetite for lifestyle vehicles. It also explains why nearly all manufactures have been looking for ute models to add to their portfolio here.

DELIVERY ISSUE 78

In 2017, Isuzu ranked fifth in the one-tonne ute market. Not surprisingly, the top two utes were Toyota HiLux with a 24 percent share and the Ford Ranger a close second, claiming 22 percent of the sales. Then the next three spots were Mitsubishi Triton on 12 percent, Holden Colorado with 11 percent and Isuzu a close fifth with over 9 percent. In the SUV space the Isuzu MU-X leads the market for ute-based seven seaters, ahead of the Pajero Sport, Ford Everest, Holden Trailblazer and Toyota Fortuner.

Isuzu stands out as the only ute produced by a commercial vehicle manufacturer, and the company is proud of its truck DNA. Indeed, the Isuzu has found many fans by being a scaled down truck rather than an up-scaled car.

ISUZU D-MAX & MU-X

“Isuzu stands out as the only ute produced by a commercial vehicle manufacturer, and the company is proud of its truck DNA”

“Over 98 percent of all Isuzu models sold currently featuring an automatic” DELIVERY ISSUE 78

NEW RELEASE Isuzu UTE Australia (IUA) managing director, Hiro Kuramoto, explains, “We work closely with Isuzu Trucks, and both source parts from the parent company Isuzu Motors. We have different customers, so need our own identity, although we have 13 dealerships that sell both trucks and utes, out of a total of 141 dealers Australia wide”. Perhaps surprisingly, Isuzu has stayed with just two models, and why not when you have such a strong fan base? The D-MAX ute for 2018 will now get 23 variants whilst the MU-X seven-seater has seven. In terms of the engines, IUA will offer just the single diesel option in Australia, the popular 3.0-litre turbo engine as found in the class-leading N-Series Isuzu truck. This advanced Euro-5-compliant unit generates 130 kW of power and a peak torque output of 430 Nm at a low 2000 rpm, delivering consistent levels of torque throughout the rev range, making it ideal for towing up to 3.5 tonnes.

Euro-6-complaint engines are available overseas in 2.3-litre and 1.9-litre blocks, but there are no plans to bring that here just yet. Hiro comments, “We are always in discussions with our engineers, mindful of the world trends in diesel, hybrids and EV. But, through listening to our Australian customers, and with great reliability shown in the Euro 5 3.0-litre unit, it’s a great option to stick with for now”. In fact, as over half of all Isuzu customers will plan to tow with their new D-MAX or MU-X, the engine choice is undoubtedly what gives it such a strong following, especially in the caravanning communities. It’s also why Isuzu has added trailer sway control (TSC) as standard on all D-MAX and MU-X models, excluding 4x2 low-ride single-cab/chassis SX manual. TSC will automatically apply the brake on individual wheels to counteract potentially dangerous swaying of the trailer to maintain vehicle and trailer control. With over 98 percent of all Isuzu models sold currently featuring an automatic transmission, IUA has opted for 16

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a six-speed ‘Rev-Tronic’ automatic transmission with sequential sports mode. This transmission features an adaptive-learning function that constantly monitors brake and throttle applications, enabling the transmission to automatically select the most appropriate shift points and lock-up points depending on driver behaviour and the vehicle’s load and speed. A smooth shift six-speed manual transmission is also available on selected models. Isuzu Ute has a strong focus on the Australian market, testimony indeed that Australia is now Isuzu’s largest export market, so, understandably, the company has listened to customer feedback in order to structure several updates for MY18. For Q3 and beyond, the Isuzu D-MAX gets the new LS-T 4x2 and 4x4 model to target the premium end of the onetonne ute market. This model incorporates many of the premium features from the MU-X, with inclusions such as

18” wheels with highway-terrain tyres, sat-nav, roof rails, premium leather seats and a passive enter and start system. Across the range, the D-MAX gets a refreshed interior, an increased GVM of 2950 kg on the 4x2 and 3050 kg on the 4x4, safety upgrades with trailer sway control, and a rear-view camera. Service intervals have been extended to 15,000 km and there is a palette of fresh new colours and, best of all, new suspension. The previous models tended to bounce around when running empty, which is probably more of the norm these days. For Q3 2018, the D-MAX benefits from a much softer ride by changing the rear five-leaf spring setup, to a three-leaf spring pack on the SX, LS-U and LS-T crewcab variants. The Isuzu engineers have been able to use stronger and lighter material to achieve a much-improved ride when empty, while not compromising on payload. Isuzu also has a strong dealer network to support the product, particularly in regional areas where the D-MAX and MU-X are now more commonly found.

ISUZU D-MAX & MU-X

As Ben Jaeger, the Australian deputy general manager of sales for IUA, explains, “We have a strong private market in Australia, with around 76 percent of sales going to individuals and small businesses. Our dealer network has grown considerably from 38 in 2008, to over 140 currently, so we have great coverage across the country”. “Our head office is based in Brisbane, so we have always been strong in Queensland, but we recently opened a regional office in Sydney, and another is

planned in Melbourne to give greater support to the dealers in each state,” he added. To get a feel for the updated models, Delivery Magazine previewed the range on a drive programme held at the Mount Cotton off-road proving grounds on the outskirts of Brisbane, with the opportunity to run through the various models in some tough conditions. The different parameters of the evaluation included towing circuits, rough dirt tracks, some serious off-road forest tracks, and, not to be outdone, a few laps of the skidpan.

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NEW RELEASE Isuzu customer data shows that over 50 percent of customers intend to use the D-MAX or MU-X for towing, so our first drives were with the MU-X pulling a large Finke off-road caravan with electric brakes at 1900 kg, and the D-MAX LS-T pulling a boat on a twin-axle trailer with mechanical brakes at 1760 kg. Both combinations pulled effortlessly with the 3.0-litre diesel, and the smooth Aisin six-speed auto box worked effectively at picking the right gears round tight bends and at a junction. The combinations felt well planted on the track, which helps to give you the confidence when fully loaded, especially when heading off for your annual holiday.

“Without having to spend top dollars, then the Isuzu will remain a key choice”

In terms of off-road credentials, the Isuzu is more than capable. Under the guidance of the I-Venture Club, that offers 4WD training to Isuzu customers, the team of instructors was highly proficient in showing exactly how capable these vehicles can be. The I-Venture programme is indicative of the extent to which IUA provides customer support. Owners of either model, together with their families, can join the team for trips into the country where they learn their off-road driving skills under expert guidance. Delivery Magazine believes this option is of major importance, especially geared to families that may have never ventured off-road or away from a city environment.

Interestingly, Isuzu Ute Australia is the only ute manufacturer offering this level of involvement and expertise to its customers, and it is a strong contributor to the safety and performance ability for the buyer. While other manufacturers are content to take orders and arrange finance options, IUA is the only manufacturer that actively supports its brand. As a synopsis of some of the features relevant to both the D-MAX and MU-X, with the Terrain Command 4WD select system you can change between 2WD and 4WD high ratio (or vice versa) on the move, such as when going from bitumen to dirt roads. For the change from 2WD and 4WD high into 4WD low range (or vice versa), the vehicle needs to be stationary. The hill start assist and hill descent control both worked well to manage the vehicle and was particularly helpful with the automatic box. The track on which we travelled had some seriously steep sections covered in rocks, and, although it was still wet from rain earlier in the morning, the ute never felt out of its depth or at risk of loosing its footings. Overall, the Isuzu D-MAX and MU-X have a strong package, and the updates continue to keep them highly competitive with other models. It might not be the sexiest model on the market, but many don’t want that. If you are looking for reasonable comfort, great reliability, and intend to go off-road, tow or do both without having to spend top dollars, then the Isuzu will remain a key choice. 18

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NEW RELEASE

BLUE OVAL ADVANTAGE Ford increases its Ranger models to strike at the heart of ute competition – Stuart Martin runs the ruler over the FX4

t’s often the case that a “special” edition model is released when a model is getting toward the end of its useful life, and the marketing department wants to jump-start the sales numbers.

That could be considered greedy if applicable to the Ford folks, as the top-selling Blue Oval model of 2017 shows few signs of slowing down this year. Both Ford and Toyota have been guilty of slicing margins past the bone in order to attract the vital fleet business, leaving the rest of the brands in the segment to make do with a fraction of the 3000-plus units a month next to the Ranger and HiLux models on the sales charts. Although the Ranger is starting to get toward veteran status (mechanically at least) in the LCV segment, it is far from done and dusted. The latest Ranger to grace the driveway is the ($55,415 manual, $61,115 auto) XLT-derived ($58,915 manual, $61,115 auto) FX4, which rolls on 18-inch dark grey alloy wheels and carries the brooding colour scheme to the body and the cabin. A black sports bar surrounds the rear window and the roof rails are also black, as are the side steps, rear bumper and door handles. The black theme continues across the broad bonnet, a model-specific grille and the tailgate (wrapped, like the bonnet), all of which give the already-muscular ute an even more aggressive brooding appearance. About the only thing they could have done was perhaps consider a black roof between the rails to continue the stripe right through to the tailgate, but even without that it’s a head-turner. The FX4 is offered in four colours – black, white and two (dark and light) silver hues – while the cabin also gets carpet floor mats and leather-trimmed seats with FX4 branding. In its FX4 guise it builds on the penultimate (at least until the Raptor arrived) Ranger, the XLT, which has a features list that’s not without merit.

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FORD RANGER FX4 List price is for a six-speed manual (which is a far nicer gearbox to use than the old one), but the six-speed automatic fitted to the test vehicle is a $2200 extra. The driver gets a six-way manual seat, cruise control, a towbar, manual-locking tailgate, tinted ‘privacy’ rear glass, front fog lights, mud flaps front and rear, power-folding, heated power-adjustable mirrors and 17-inch alloys. Inside there is dual-zone climate control, a 230-volt outlet in rear, two 12-volt front outlets, satellite navigation, CD, digital radio, Bluetooth phone and audio link as well as USB outlets. The cabin’s not quite as dark, although the leather seats carry over the special edition’s dark colour choice, but much of the dash goes grey with black to break up the

dark overtone. A dash-top tray is present, but, sadly, there’s no 12-volt outlet for secondary nav or dash camera users, but the centre stack is not short of power options with two USB outlets and two 12-volt outlets. Comfortable, but only manually-adjustable, the front seats are well-positioned – if a little high-set for this driver’s tastes – but it is the lack of reach adjustment that is still something of a disappointment. Cabin space overall is good, with useful degrees of rear leg and head room, as well as decent amounts of storage space beneath the rear bench, something many of its competitors still can’t manage. There is also a 12-volt outlet for rear occupants (as well as one in the rear tray), with a 230-volt three-pin outlet for rear seat occupants, but no rear vents for airflow.

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NEW RELEASE The big load-lugger is now running the third incarnation of the Sync touchscreen infotainment system (now 8.0 inches across) with a new layout and function menu system. It’s getting easier to use and boasts Apple CarPlay/Android Auto, Spotify, Pandora and Google Maps among its arsenal now. When teamed with the two easy-to-read info screens on the dash, there’s not a lot that the driver doesn’t know about – digital speed readout, mapping and fuel economy all easy to access. Putting a load in the back is job one for this vehicle, and the lined rear tray is rated for 995 kg payload, which can be restrained via six low-set tie-down points. Within the GCM of 6000 kg is a GVM of 3200 kg, a kerb weight of 2202 kg with the braked towing capacity listed at 3500 kg. The tray features an interior light and measures 1549 mm long at floor (1485 mm at top lip), is 511 mm deep, with 1139 mm between wheel arches. The width at the tailgate is 1330 mm and it sits about 840 mm above the road, so loading it is not an easy task for those shorter folks. The rear tailgate gets bottle and cup cutouts and there is also a 12-volt outlet, a useful power source but it looks a little susceptible to damage when the nearby tie-down hook is in use. Relocating it to face toward the rear, rather than inboard, might mitigate any issues. Safety features extend to dual front, front-side and sidecurtain airbags, seat belt warning (front only), stability control, ABS, plus an eLocking rear differential that’s operated by a dashboard switch. The list continues with emergency assistance, emergency brake assist and lights, hill ascent and descent control, MyKey, front and rear parking sensors, reversing camera, tyre pressure monitoring, alarm, rain-sensing wipers and an auto dimming centre mirror. Finally, there are automatic dusk-

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sensing projector headlights that look a little lacklustre in comparison to latest-generation headlight technology. The optional pack adds adaptive cruise and forward collision alert, driver impairment monitor, lane-keeping aid and lanedeparture warning, but it adds $800 to the pricetag. Anyone keen to test the 4WD system can do so with some enthusiasm – thanks to a ground clearance of 237 mm, a 29-degree approach angle, a departure angle of 21 degrees, a ramp-over of 25 degrees and an 800 mm fording depth claim that allows tougher terrain to be tackled with some confidence. The driveline is unchanged, continuing to use the fivecylinder, 3.2-litre, 20-valve, common-rail, direct injection turbodiesel producing 147 kW at 3000 rpm and 470 Nm between 1750 and 2500 rpm. Now shaded by the V6 Amarok and the improved Nissan Navara on some outputs, the Ranger still delivers plenty of punch by way of a sharp throttle – if you don’t want to wake up the stability and traction control then prudence is required on wet bitumen or dirt. But the five-cylinder remains one of the better engines on offer in the segment, claiming 8.7 litres from the 80-litre tank for every 100 km covered when teamed to the six-speed automatic. Our time in the Ranger resulted in 11.9 litres per 100 km at a 33 km/h average speed on the trip computer. Ford’s warranty remains at three years or 100,000 km, with service intervals at 12 months or 15,000 km, which is at the top end of the segment for maintenance and coverage. The Ranger still sits at the top end of the segment and the FX4 edition is a good example of the breed, with a decent features list (reach adjustment and drum rear brakes not withstanding) and even better road manners.

STOCK END OF FINANCIAL YEAR

CLEARANCE

FREE AUTOMATIC TRANSMISSION*

ON ALL DAILY VAN MODELS PURCHASED BEFORE JUNE 30, 2018*

The Daily van range is available in volumes spanning from 7.3m3 to 19.6m3, and GVM ratings ranging from a passenger car licence 3800 kg to light truck 7000 kg. Owners can select from either a 6-speed manual or market-leading 8-speed full automatic transmission and from a range of powerful yet efficient turbodiesel engines with up to 205 hp / 470 Nm. Standard safety features include four SRS airbags, front and rear disc brakes with ABS and Electronic Stability Program, and IVECO’s ‘ESP 9’ safety package along with optional Lane Departure Warning system.

For your nearest participating Dealer call 1800 4 IVECO or visit www.iveco.com.au

* Terms & Conditions apply. Offer available at participating Iveco Dealers only. All Daily Van models purchased by 30th June, 2018 will come with free automatic transmission. Excludes Government, Motorhome and Fleet Buyers. For further information see full terms and conditions at www.iveco.com. au or contact your local Iveco Dealer. 05/2018 - IVEC1198

DRIVEN

COLARADO Stuart Martin reviews the latest Holden Z71Â Colorado

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HOLDEN COLORADO Z71

COUNTRY H

eritage is important to some, vital to others, and the “Z” badge on a GM product designates something a bit special.

In the US there are Z-badged Corvettes and Camaros, and back in our home market Z-edition Commodores always garnered interest when the Holden marketing department put the special editions into action. But if you’re looking for a workhorse in a well-cut suit and want to stay in a Holden, and not wait for the similarly-powered HSV SportCat range now slipping into dealer forecourts, the Z71 is the top-spec Colorado on offer. The badge – which comes from a US code for the offroad suspension package – on the flagship Colorado designates plenty of extra gear, but the fundamentals stay the same, a decent payload and towing capacity, genuine off-road ability, competitive pricing within a now-handsome package. As is the case with the HSV SportsCat, the Z71 retains the 2.8-litre, turbodiesel, cast-iron block four-cylinder, with a double-overhead cam 16-valve alloy head and the six-speed auto, producing 147 kW and 500 Nm when teamed to a torque converter, the latter a 30 Nm increase over the six-speed manual model. There’s been a focus on improving insulation and reducing noise and vibration from the powerplant, and it has yielded results for the brand – it’s not the quietest in the segment but is certainly better than it was previously. We’re in the auto, which has had internal changes to the torque converter and does a good job of applying the sizeable torque offering, while also masking the narrow band of its delivery between 2000 and 2200 rpm, an ability it achieves without any Sport mode or paddle shift set-up, leaving the manual mode to the gear lever. It’s not the slickest or swiftest transmission on offer in the segment, but it gets the job done, as proven by the ADR fuel economy claim of 8.7 litres per 100 km on the combined cycle. The long-term fuel economy figure buried deep within the trip computer read 11.3 after our time in the vehicle, although the fuel use figure at the end of our 450-odd kilometres was right on 10 litres per 100 km.

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DRIVEN As you’d expect, the top-spec $54,990 (plus $2200 for the auto) ute gets the larger MyLink 8.0-inch touchscreen (up from the 7.0-inch display in the lower models) system with digital radio, integrated satellite navigation, as well as the ability to use smartphonebased nav if needed. It’s one of the easiest Bluetooth link systems, and fairly straightforward menu systems are also a highlight, as well as the ability to use the system as you want without being overruled by Apple CarPlay/ Android Auto. An area where the HSV version will shade the Holden is within the cabin, which in the Z71 remains largely workhorse in its materials – particularly in the case of some of the door plastics – but the new dash and centre stack improve the front half of the interior. The features list also includes leather trim inserts with two-stage heating and Z71 logos (also ever-present on the exterior), remote start (although it wasn’t always keen to work), a leather-wrapped steering wheel, decent-strength climate control (albeit single zone and with no rear vents in the centre console), two 12-volt outlets (as well as one in the rear), cruise control, power windows with remote down, side-steps, black roof rails, a sail-plane style of sports bar and a soft tonneau cover, but strangely the Z71’s power-folding mirrors miss out on the cheaper LTZ’s heating function for the exterior mirrors. Devices will remain charged with two 12-volt outlets up front as well as a USB and auxiliary jack in the centre console, which has a useful amount of space and sits at a good height to double as an armrest. The power adjustment of the driver’s seat doesn’t allow for any tilting of the seat base, giving rise to the thought that the driver’s seat at the least needs tilt adjustment on base, particularly given the Colorado is still a tilt-only steering adjustment proposition. The rear bench has head and legroom that is on par with the bulk of class, but there’s only a small amount of under-seat storage. The tonneau system is not easy to operate but is more flexible than a hard cover for the rear tray and rolls up neatly (and can be tied down) against the rear window, allowing the tray to be used for taller loads that can be secured and tied down to four points in the tray. The 18-inch wheels it sits on are the same diameter as the LTZ, but the Z71’s black rims are better-looking wheels that benefit from being wrapped in quieter and grippier Bridgestone Dueler H/T rubber, which makes a difference when out on the road.

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“There’s little doubt you’ll see both on the roads in plentiful numbers”

HOLDEN COLORADO Z71

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DRIVEN The blackened-wheel theme extends to door handles, mirrors and exterior trim, as well as within the modelspecific front-end treatment – no question it’s a handsome beast and much better looking than its predecessor. Safety features are above average for the segment, starting with forward collision alert with head-up warning, lane departure warning, tyre pressure monitoring system, a reversing camera, and daytime LED running lights. A total of seven airbags (dual front, front-side, curtain and a driver’s knee airbag) contribute to the ANCAP safety rating, plus there are rain-sensing wipers, stability, traction and trailer sway control, hill start and hill descent assistance, automatic (but still only halogen) headlights, an auto-dimming centre mirror, LED taillights and fog lights. Front and rear parking sensors are teamed with a reversing camera to allow for easier manoeuvring of the 5.4 m long ute. While the front brakes are discs, the rear wheels remain reliant on drums, which is the norm for now but probably won’t be for much longer, given the VW Amarok and Great Wall Steed have four-wheel discs, as does the larger Ram 2500 and the all-challenging Mercedes-Benz X-Class. The HSV model benefits from AP Racing front brakes that are a worthy upgrade from the standard stoppers.

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For most duties the brakes perform well enough, but once a load is on board – in the cabin and tray to the GVM of 3150 kg, or on the tow ball up to a braked towing maximum of 3500 kg and GCM of 6.0 tonnes – the brakes can feel as though they are working hard. Heavy-duty work on unsealed surfaces would benefit from the ability to run 4WD without locking the centre differential (in the same technical level of ability found with the Mitsubishi Triton), but the dual-cab doesn’t threaten to swap ends on every bend. The Z71 has a coil front and leaf spring rear suspension (leaving HSV to play with springs, SupaShock dampers and a decoupling anti-roll bar at the rear), and the updated steering means the driver can remain in rear-wheel-drive on a fast dirt road without relying on electronics to keep it shiny side up and pointing in the right direction. There’s also a limited slip rear differential, but no factory-fitted diff lock, something that will disappoint those looking to stretch the Colorado’s legs off-road. The Z71 retains enough of the workhorse DNA to avoid any Toorak Tractor tags and sits below the low to mid $60,000 price tag of the HSV version. Given the unrelenting demand for uber-utes, there’s little doubt you’ll see both on the roads in plentiful numbers.

West-Trans Equipment (Head Office) 9A Cunneen Street, Mulgrave NSW 2756 Phone: 1300 877 411 sales.nsw@west-trans.com.au www.west-trans.com.au

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DRIVEN

VEEDUB Stuart Martin drives the up-spec Amarok V6 Sportline

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VW AMAROK V6

he arrival of the V6 in Volkswagen’s Amarok reset the horsepower bar for the LCV segment in Australia.

The big Argentinean-built ute already had plenty of aces up its sleeve, but shoehorning the V6 turbodiesel from Audi (and others in the VW family) under the squared-off snout made the rest of the segment look a little anaemic.

Priced from $55,990, the newest addition to the muscular line-up is the Sportline, and it plants the powerful VW in amongst the top-end and top-selling models of the LCV 4x4 segment in Australia. Toyota’s recently-released Halo models of the HiLux range – Rogue, Rugged and Rugged X – all dwell in the high-$50k/ low-$60k realm, but fall well short on horsepower.

The Benz X250d Progressive and Power models, Ford’s Ranger Wildtrak, Holden’s Z71 Colorado and the HSV SportCat also sit in that region, but none can quite match the outputs on offer in the quiet and refined Amarok. The 3.0-litre turbodiesel currently produces 165 kW between 2500 and 4500 rpm, with 180 kW available on overboost – the extra 15 kW is on offer through the 10-second overboost function initiated by 70 percent throttle application, which is great for overtaking. By year’s end the power figure will be 190 kW – with 200 kW on overboost – in response to the incoming MercedesBenz V6-powered X-Class offering of 190 kW and 550 Nm. Where the fun can be had in the Amarok is down low in the rev range, where the 550 Nm is on offer between 1500 (where it sits when cruising on the open road) and 2500

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DRIVEN rpm from the 90-degree, 24-valve, variable-geometry, direct-injection, turbo 3.0-litre diesel V6. It is an impressive engine – smooth and quiet – and, with only part throttle applied, the eight-speed auto (which is good but not as impressive as the V6) can slip nicely between gears and allow the big ute to calmly surf the wave of torque, or the driver can keep it in a tall gear and revel in the torque surge. It’s remarkably fuss-free and quiet when driven in this manner and would go a long way to achieving its ADR combined-cycle fuel economy claim of 9.0 litres per 100 km, given the top two gears are overdrives. Our time in the big VW finished with a trip computer between the speedo and tachometer showing 11 litres per 100 km at a 35 km/h average speed. There was plenty of suburban work, as well as time with the tray laden on sealed and unsealed surfaces, and perhaps a little too much indulgent acceleration from the driver to test claims of a 100 km/h sprint in 7.9 seconds. Ride quality from the double-wishbone front and leaf-sprung rear suspension is better than average for the segment, but it still prefers a couple of hundred kilograms in the tray – even a load of old tyres and wheels in the large rear tub was enough to settle the fidgeting over small bumps.

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VW AMAROK V6

The full-time all-wheel-drive system offers ample grip and good dynamics regardless of the surface.Dropping the eight-speed auto into Sport mode, snoozing the stability control and spearing down a decent dirt road is a task completed without any concern for an unscheduled offroad excursion, and could even put a smile on the driver’s face – news of a six-speed manual coming next year broadens the grin. Disc brakes all round – still a rarity in the marketplace – haul the 2129 kg ute to a halt in short order when the need arises and instilled confidence when utilising some of the 951 kg payload. A GVM of 3080 kg and a GCM listed at 6000 kg has now been accompanied by a 3.5-tonne braked towing capacity – the V6 was launched with a 3.0-tonne rating but has undergone engineering changes including a rear spring upgrade and a new 3.5-tonne rated genuine towbar. The rear tub is one of the largest on offer, and until the X-Class arrived was the only one that could fit a standard forklift pallet between the rear wheelarches. The rear load space doesn’t get a standard tonneau cover, but is 500 mm deep, 1555 mm long and 1222 mm wide between the wheel arches (1260 mm at its widest) and the tub has a dedicated light and 12-volt outlet, which remains far from common. Measuring 5254 mm long, 1954 mm wide not including mirrors (which ups it 2228 mm), and 1834 mm tall, the Amarok takes up plenty of road but doesn’t feel too large

from behind the wheel. The only letdown was excessive power assistance through the helm, which was welcome when trying to slot the big square load lugger into a conventional parking space – it is wide – but the need for its efforts to be further reduced as speeds rise has hopefully been heard at VW HQ. Covered by a three-year/unlimited-kilometre warranty with roadside assistance, the Amarok has a 12-month/15,000 km service interval, and capped-price servicing ranges in price from $480 to $843 for a major service. Being the cheapest of the V6 line-up, the Sportline does miss out on some gear, but it is not completely devoid of creature comforts either. Sitting on 18-inch alloy wheels with 255/60 Continental tyres, the cloth-trimmed ute gets a leather-wrapped steering wheel (without paddle-shifters but with audio, phone and trip controls), dual-zone climate control, reach and rake steering adjustment, a touchscreen-controlled infotainment system with CarPlay/Android Auto and good sound from its six speakers (although an external aerial would be welcome), a hard-to-access USB outlet and four 12-volt outlets (including one on top of the dash, two near the gear selector, and one in the back seat), but there are no rear vents. The list also includes cruise control, power and heatinsulated windows, privacy tint rear windows, a digital speed readout within trip computer, but sadly there are no standard side-steps, no storage beneath flip-up rear seat bench and a smallish centre console. DELIVERY ISSUE 78

DRIVEN

The tall glasshouse makes the cabin anything but claustrophobic, and there’s a clever voice enhancer that allows front occupants to be heard in the rear through the speakers. Legroom in the rear will further disappoint, as it is tight for a tall adult sitting behind someone of a similar height, perhaps a victim of the large tub. Off-road work will be limited by the absence of a low-range transfer case, but the V6 does get a very low first gear, an electronic diff-lock as well as a rear mechanical diff-lock, off-road mode for the braking and stability control, ground clearance of 192 mm (which probably means the underbody protection will get regular work), an approach angle of 28 degrees, a 23.6 degree departure angle, 23 degrees of ramp-over angle and a wading depth of 500 mm. Safety features run to automatic (but only halogen) headlights, fog lights, rain-sensing wipers, front and rear parking sensors, a rear-view camera, front and outboard rear seatbelt pretensioners, front seatbelt load-limiter equipped, dual front and front-side airbags, but no automatic emergency braking, full-length curtain airbags or rear seatbelt warning system, which will disappoint those who regularly carry offspring in the rear pews. There’s much to like about the Amarok’s cargo-carrying space and its outputs, but, unlike the brand’s passenger cars, it falls a little short in some active safety areas. 34

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THE TOP OF THE RANGE

FULLY LOADED ISUZU D-MAX

GO YOUR OWN WAY IN THE 3-LITRE, 430Nm, 6-SPEED ISUZU D-MAX The Isuzu D-MAX LS-T is a stand out performer on or off-road. With a restyled interior, enhanced rear suspension and Terrain Command 4WD system, the D-MAX has everything you need for a fully loaded adventure. Discover the Isuzu D-MAX LS-T at your Isuzu UTE Dealer or isuzuute.com.au

PUSH BUTTON START§

SATNAV

LEATHER ACCENTED SEATS#

REVERSING CAMERA

18" ALLOY WHEELS

§ Only on 4x4 models. #Seats have leather touches or accents, but are not wholly leather. 5-star ANCAP safety rating on 4x4 D-MAX Crew Cab models built from November 2013 onwards and 4x2 D-MAX Crew Cab High Ride models built from November 2014 onwards.+3.5 tonne braked towing capacity on D-MAX 4x4 and 4x2 High Ride models when fitted with an optional genuine Isuzu UTE tow bar kit. ^5 years/130,000km whichever occurs first, for eligible customers. Excludes trays and accessories. >The Capped Price Servicing Program (“CPS Program”) applies to Eligible Vehicles with a Warranty Start Date on or after 1/1/15 at Participating Isuzu UTE Dealers only. The 5 years Capped Price Servicing covers the first 5 Scheduled Services for 18MY and later vehicle models for up to 5 years/75,000km (whichever occurs first) and for 16.5MY and 17MY for up to 5 years/50,000km (whichever occurs first). CPS Program is subject to change. For full terms & conditions and current pricing visit isuzuute.com.au/service-plus.

FEATURE ften lost in the dust cloud of battle between the Ranger and the HiLux is Mitsubishi’s Triton, the long-serving light-commercial that tops the Mitsubishi sales charts, as well as sitting third in 4x4 sales and being well-placed in the 4x2 section each month too.

Let’s put that in perspective – Ford’s dual-cab Ranger diesel pickup-body range starts at $45,590, the HiLux SR is $46,560, Isuzu’s D-MAX in a similar dual-cab guise starts at $44,600, the Colorado kicks off at $44,990 and Nissan’s Navara starts from $42,990.

It’s not hard to see what appeal is held by the Triton, once you get beyond the odd-looking exterior. The styling package has been around for years and has grown easier on the eye with time, but it’s still far from the most handsome load-lugger on the market. Distinctive – certainly – but there are other more appealing exteriors around.

The GLS is no hose-out bargain-basement machine either, with a features list worthy of investigation – cloth trimmed seats with manual height adjustment for the driver, dual-zone climate control (which seems colder than the numbers would suggest), touchscreen infotainment system with full smartphone integration (which is the only access to satellite navigation), carpeted floors, digital radio reception, two USB ports, an HDMI input and two 12-volt outlets, although sadly the driver doesn’t get a digital speed readout.

The pricing is where many are drawn into the Triton’s gravitational pull, with the GLS model – second from the top of the regular range – priced from $41,500, with 15,000 km/12-month service intervals and a five-year 100,000 km warranty.

QUIETLY CONFIDENT

Triton scores its diamond profile as a quiet achiever in third-place ranking – Words by Stuart Martin 36

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TRITON GLS

“It’s a veteran all-rounder that still competes well on a value-for-money footing”

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FEATURE It sits on 17-inch alloy wheels wrapped with 245/65 tyres, including a full-size matching spare wheel – a wheel/tyre package that lends itself to a reasonable ride quality. Triton was one of the first in the segment to offer reach and rake adjustment for the leather-wrapped steering wheel – a nice tiller that has sound, cruise and phone controls on it. There’s also a reasonable (if not cavernous) amount of storage from the door pockets and centre console. Chrome trim bits distinguish it from the lower-spec models, as well as having side steps, mud flaps and a useful rear step on the rear bumper. Rear passengers get a reasonably comfortable bench and armrest with just enough leg and headroom for adults, and there are ISOFIX and child seat anchors on the outboard seats, but the rear of the cabin misses out on any charging points or direct ventilation from the climate control system. The asking price delivers a decent safety features list as well – dual front, front side, driver’s knee and curtain airbags, with side door impact beams, load-limiting pretensioned front seat belts, a reversing camera, high intensity discharge (HID) headlights (but with no dusk-sensing function), LED daytime running lights and front fog lights.

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The active safety features list has stability and traction control, with trailer sway and smart brake systems, antilock braking with electronic brakeforce distribution and emergency brake assist, and hill-start assist, but no rainsensing wipers or hill-descent control. But there’s still only rear drums working with the front disc brakes, which are ventilated, but the number of offerings in the segment is slowly growing to include rear discs. Also due for an update is the venerable but still quiet 2.4-litre, common-rail, direct-injection, turbodiesel fourcylinder, which offers 133 kW at 3500 rpm, with a torque peak of 430 Nm around 1000 rpm lower. Those numbers are starting to look a little below par – not unexpected given the age of the model – and while it isn’t top of the class, the outputs get the Triton humming along without too much dawdling, provided you’re prepared to drive it to the torque peak.

TRITON GLS In this instance the engine is bolted to a six-speed manual and drives through the Super Select II 4WD system, which means the driver can choose four-wheel-drive on the bitumen for better dynamics and grip in adverse weather conditions, but can opt for rear drive when not required – the only thing missing is a rear diff lock, which is standard on the Exceed flagship. The difference on the road is particularly noticeable when under load or in wet conditions on the bitumen, improving the traction and dynamics a little, leaving the electronic stability systems undisturbed for longer. There are only single-digit percentage differences in fuel economy, but the system is flexible.

The factory claims an ADR laboratory-derived combinedcycle figure of 7.2 litres from the 75-litre tank for every 100 km. Our time in the Triton resulted in 8.9 litres per 100 km showing on the trip computer for the low-km test vehicle, which is better than the class average and would improve as the engine loosens up over time. The six-speed manual offers more flexibility in using the engine to its best, but is blighted by a dead clutch that offers little info on the pick-up point. The shift action is clean enough and the gearshift isn’t what you’d call rubbery, but the gate is very narrow and can mean 6th instead of 4th, or 3rd/5th mix-ups. Overall length for the Triton is just under 5.3 m on a 3.0 m wheelbase, with height and width both around 1.8 m, so it covers a reasonable amount of road without being the largest of the class.

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FEATURE For those with an off-road inclination, the ground clearance is a sub-standard 205 mm, with a 30-degree approach angle, a ramp-over angle of 24 degrees and a 22-degree departure angle – numbers which would not lend it to serious off-road work without some suspension rework and lifting. Mitsubishi claims the Triton’s gross vehicle mass sits at 2900 kg, of which 1935 kg is kerb mass – the listed gross combination mass is 5885 kg. A maximum payload of 965 kg is taken in the tub, which at 1520 mm long, 475 mm deep and 1470 mm wide (1085 mm between the wheelarches) isn’t the most cavernous of the dual-cab ute segment, but six tie-down points is two more than many offer.

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The braked towing capacity is down on much of its direct opposition at 3100 kg, where the contenders in the segment are carrying ratings of 3500 kg. Ride quality obviously improves under load, but even unladen the Triton is in the better end of the class for ride and cabin quietness, as well as having decent steering weight (and a decent turning circle at 11.8 m). Handling from the double-wishbone, coil-sprung (with anti-roll bar) front and leaf-sprung rear suspension is acceptable without being exemplary. In many respects that’s what sums up the Triton, it might not be the most powerful, largest or offer the greatest carrying capacity, but it’s a veteran all-rounder that still competes well on a value-for-money footing. The aesthetic doesn’t have the square-jawed appeal of the Ranger, nor does it have the grunt of the Ford or the likes of VW’s Amarok, but the Mitsi is a comfortable and quiet load-lugger.

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DRIVEN

IMPROVING THE BREED The Series III Navara puts the Nissan back in the spotlight – Words by Stuart Martin

etter late than never was a phrase applied to Holden’s catch-up Colorado, and the same can be said of Nissan’s third crack at the new Navara, with the Series III incarnation of what was originally launched as the NP300 now sitting far more confidently on local roads.

Local testing, local input and customer feedback – as well as some private comments on suspension performance to Nissan technicians from Delivery – resulted in the third version sporting dual-rate springs and a different steering ratio to bring the fruits of Nissan’s labour to a much-improved machine. The ST sits just beneath the flagship ST-X, starting from $47,190 in six-speed manual guise, or from $49,690 for the sevenspeed auto. For this evaluation we are in the latter, which is hooked up via a part-time 4WD system to the twinturbodiesel powerplant. The drivetrain is unchanged, and with the Renaultsourced four-cylinder offering 140 kW of power at 3750 rpm, the torque output is a respectable 450 Nm between 1500 and 2500 rpm. To be blunt, grunt was never the Navara’s problem – the double overhead cam, common-rail, direct-injection, intercooled engine suffers a little for lag in throttle response, but, once into the meaty sector of its outputs, it’s willing to work diligently without being overly vocal. Drinking from an 80-litre tank, the Navara lays claim to some decent fuel economy numbers, ranging from 6.5 for the six-speed manual to 7.0 l/100 km on the ADR combined cycle for the as-tested seven-speed auto. 42

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NISSAN NAVARA Our time in the vehicle, which was laden with occupants and cargo for most of the evaluation on metropolitan running, yielded 9.5 l/100 km at an average of 35 km/h. Measuring 5.3 m long, and just over 1.8 m tall and wide, the Navara is similar in overall size to a Triton with the exception of a 3150 mm wheelbase, which endows the Navara with a 12.4 m turning circle. The Triton line-up (which is better value in features terms) does have a better turning circle by 0.6 m.

Triton, with two fewer tie-down points (four for the Nissan) but it does have a 12-Volt outlet in the tray. The ST dual-cab auto tips the scales at 1942 kg kerb weight with a GVM of 2910 kg. The GCM is 5910 kg and the braked towing capacity is 3500 kg. Nissan points out in its literature (unlike the many LCV makers that don’t make it obvious), the need to reduce the vehicle’s GVM as the tow ball download increases.

A slightly higher payload for the Nissan (968 kg) is carried in a ute tub similar in length, but slightly wider than the

“Drinking from an 80-litre tank, the Navara lays claim to some decent fuel economy numbers” DELIVERY ISSUE 78

DRIVEN On this equation, 100 kg of ball download needs a 130 kg drop in GVM, 200 kg requires a drop of 280 kg in GVM, and 300 kg of ball download needs 410 kg taken from the GVM. For those with an off-road bent, the Navara provides 226 mm of ground clearance, an approach angle of 33.1 degrees, a 28.1-degree departure angle and a rampover figure of 24.5 degrees. There’s also a standard rear diff lock, but it doesn’t have the Mitsubishi’s ability to run in 4WD on the bitumen with the centre diff open. The cabin has cloth trim, with front seats manually adjusted and with the driver’s seat also being height adjustable. The rear seat backrest is fixed, but the seat base flips up to reveal a small amount of additional storage. The six-speaker sound system still has a CD slot, as well as a USB and auxiliary input, Bluetooth phone and audio link, plus satellite navigation with 3D mapping within a 7.0inch integrated colour touchscreen. The driver will soon also get a digital speed readout (from June production), but the features list also has cruise control, tilt-only steering adjustment for the leather-wrapped wheel, manual air conditioning, rear vents and remote keyless entry. There’s a handy upper storage tray atop the dash with one of three 12-volt outlets, and this holds items more securely than the area ahead of the gear selector. A carpeted floor, a trip computer, side steps, sliding rear window and a manual locking rear tailgate (which is not yet linked to the central locking), also appear on the features list, but it falls short of the top-spec similarlypriced Triton Exceed for features, if not outputs and towing capacity. The Navara has capped-price servicing for up to six years or 120,000 km (whichever occurs first), with a threeyear/100,000 km warranty that has three years of 24-Hour roadside assistance. At the time of writing, the first 12-month/20,000 km service for the auto was $547 and the subsequent services stayed around that mark, with the exception of 60,000 and 120,000 km maintenance, which jump beyond $700. A HiLux by comparison has six-month /10,000 km intervals while asking for $240 under the capped-price service schedule, but only for the first three years or 60,000 km.

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NISSAN NAVARA Mazda’s BT-50 only gets a two-year unlimited-kilometre warranty (or up to three years limited to 100,000 km) and servicing is required every 12 months or 15,000 km for between $431 and $502. The Navara is not short of safety gear – an auto dimming mirror (complete with compass), a reversing camera (but no sensors), and anti-lock brake function for the front ventilated discs and rear drum brakes (the latter replaced by discs on the X-Class Benz which shares the basic platform, albeit featuring additional strength and cross bracing). There’s not much left off the list, with the Navara including stability and traction control, a brake-based limited slip differential, hill-start assist, a rear diff lock and heated power-adjustable and folding exterior mirrors. The cabin gets dual front, front-side, driver’s knee and full-length side curtain airbags, as well as load-limiting pretensioning front seatbelts, seatbelt use warnings for all seats, three child seat anchor points and outboard rear ISOFIX points, although the fixed back rest and anchor tether system is one of the less user-friendly versions on the market. The safety features list also includes LED daytime running lights, dusk-sensing LED headlights and fog lights, but there’s no rain-sensing wipers on the ST. Substantial towed or tray loads do not have the same detrimental effect on the rear suspension as it did on the earlier Series 1 and II versions of the Navara. Nissan claims a 40 mm increase in the laden ride height of Series III, with a 25 mm increase in the unladen ride height, and, despite the fact that Nissan chose to leave the dampers unchanged, the benefit of that is transmitted to the driver as an advantage. Gone is the drooping rump behaviour that blighted the first NP300, with the dual-rate rear springs in the five-link rear suspension (the front gets double wishbones) giving it a more connected feeling, even when unladen. It’s still possible to notices a bit of a jiggle coming from the suspension on uneven broken bitumen – find me a ladder-frame chassis LCV ute that doesn’t – but 16-inch wheels with 255/70 rubber (and a full-size spare) help out with the ride quality.

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DRIVEN This goes to show that subsequent local testing of the suspension that took place in Australia resulted in the latest version being a definite preference to Thai or US tuning, with the rear axle no longer resorting to hitting the bump stops with only minimal provocation. The model update’s change to the steering ratio is also a worthy feature, resulting in a little more weight and feel, but sadly the horn-pad remains high when compared to the rim of the wheel, resulting in unwanted toots when having to deal with the wide turning circle and subsequent threepoint turns. There is no question the Navara shouldn’t have taken three swings from the tee to hit the green, but the Nissan loadlugger now has the correct set of road manners from which to grow its fan base.

“The Navara is not short of safety gear” 46

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COST COMPETITIVE

ould you expect to turn up at a building site in a suit? Then why turn up in a $55k ute when a $26k version will do the job? With many Australians catching the dualcab bug, and families trading in their V8 Commodore or Falcon for the next topof-the-range 4x4, have we lost sight of the reason why dual-cab utes were invented – as a sedan-based dual-purpose vehicle for the farm and to bring provisions back from town, or a pickup to move teams of workers with their tools around job sites? If you look closely, the Chinese manufacturers probably account for most of your worker’s tools and clothing, so why not their transport also. Australians were reluctant to go with Japanese products when they arrived a few decades ago, and also the Koreans, so will we fall in love with the likes of JMC or LDV in the next decade?

JMC (Jiangling Motors Corporation Ltd) is one of the leading automotive manufacturers in China, specialising in commercial utes and light trucks. But, what might surprise you, is that JMC is 32 percent owned by the Ford Motor Company and uses Ford engines in its products. JMIE Australia Pty Ltd, wholly owned by JMC, is the distributor for JMC vehicles in Australia and currently has 23 dealers across the country with the aim of expanding to 30 later this year. To give buyers confidence in their products, JMC is offering three-year/100,000 km warranty, plus 24/7 roadside assistance with every ute sold. The Vigus ute has three models, all meeting Euro 5 emission levels. The model range starts off with the 4x2 SLX. At $20,790 drive-away pricing for ABN holders, it comes with a 2.0 GTDi petrol engine at Euro 5 emissions levels and with a six-speed manual gearbox. With a 2.5 tonnes towing limit for braked trailers, power comes in at 149 kW at 5500 rpm, with torque rated at 325 Nm at 3000 rpm. Next up is the 4x2 LX with $22,790 drive-away pricing for ABN holders. The engine switches to a 2.4 Puma diesel engine, again at Euro 5 emissions levels. The braked trailer tow limit increases to 3.0 tonnes, while power drops to 101 kW at 3600 rpm, but torque rises to 370 Nm. Again the transmission is a six-speed manual.

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JMC VIGUS

Ed Higginson finds thereâ&#x20AC;&#x2122;s value in the JMC Vigus when you want a workhorse and not a show pony.

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DRIVEN Those seeking 4WD off-road ability have the choice of the 4x4 LX priced at $26,790 drive away for ABN holders. The same 2.4-litre Puma engine sits under the bonnet together with a six-speed manual gearbox.

“The JMC feels much better than its price suggests”

To test how the JMC Vigus 4x4 LX diesel performs in the real world, Delivery Magazine locked in for a two-week test to check how it performed in all conditions and routes around Victoria, handing it back pleasantly surprised. First impressions were that it certainly doesn’t look as modern as some of the current crop of dual-cab utes. As they say, you can’t judge a book by its cover, and after a couple of weeks I began to enjoy its simplicity. I can’t remember the last time I owned a manual car or truck, and I’d forgotten how enjoyable a diesel matched with a manual gearbox could be. One of the biggest surprises with the JMC was how great the 2.4-litre diesel and six-speed manual gearbox were to drive. The Ford JX4D24 diesel, called a Puma, gives out 101 kW at 3600 rpm, or, more relevant for a diesel, 370 Nm of torque from 1800 to 2200 rpm. This may not sound powerful, buts it’s not far behind a Toyota HiLux with 130 kW and 420 Nm. Keep your mind focused on the purchase price and it suddenly appears totally reasonable. The model we had on test had all of the features you would expect, with driver airbags, ABS, EBD, cruise control, multifunction steering wheel, touchscreen radio, Bluetooth, USB charger, powered windows and mirrors, and auto central locking. Externally, it has 16-inch alloy wheels running 235/70R16s on the 4x2 diesel, with 265/70R16s on the 4x2 petrol and 4x4 diesel. Other features include a black rollbar, side steps, tray protector, alarm system and optioned bullbar. Unfortunately, our test vehicle wasn’t fitted with a towbar, so we couldn’t put the Vigus through our tow evaluation, but acceleration rates were okay and comparable with others in the market. When running unladen, the Vigus felt a little rigid and could bounce over bumps, similar to some of the top ute brands of a few years back, but, with around 200 kg of concrete in the tray, the ride improved considerably. With a five-leaf rear spring, it could benefit from a move to a three leaf, similar to the recent Isuzu D-MAX update, which made a big improvement when running without a load. Inside, the front seats were comfy, the steering wheel gave decent feedback and the gearstick felt well positioned so you could relax into driving, particularly on country roads where changing gear reminded you that you could still participate in the process of driving. On the highway though, the cheaper build could be noticed with higher road noise than we’ve come to expect, and we couldn’t engage the cruise control, which was a shame.

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The ute is fitted with ESP, but in the wet we still managed to spin the rear wheels a few times, so you could push out the rear if you were not concentrating. If the going gets slippery and you are running on dirt roads, you can easily select 4H while moving, which easily improves traction, but, as it lacks a centre differential, that’s not an option on standard bitumen roads where you’ll be running in 2H . With disc brakes fitted all-round, the ABS did as was its intention, even on dirt roads. Off-road, the Vigus performed competently without any surprises in 4H, with 4L mode selectable only when the vehicle was stationary. When taking the ute into some local 4x4 tracks for a few photo shots, the Vigus felt sure-footed. It may not have the technical ability of some of the modern utes, but with a decent driver I wouldn’t expect it to get stuck too easily either.

JMC VIGUS

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DRIVEN

Fit and finish is one area of which most people are wary, especially when it comes to the quality of some Chinese vehicles after issues with early brands hitting Australia, but the JMC feels much better than its price suggests. With Chinese manufacturing plants now some of the most modern around the world, production quality appears to have improved considerably. When it comes to the quality of the interior, the plastic dash feels a little cheap, but will clean well, so maybe not a bad thing for a work ute. Everything closed and felt reasonable, including the buttons and dials. The Bluetooth also worked well, something that causes even some of the expensive brands to struggle. Style-wise, the dash looks modern, particularly with the chrome surrounds for the vents, steering wheel, door handles and speakers. The negative comments were reserved for the restriction of having just one coffee cup holder and no other storage except for the door pockets. Also very much below par these days was the centre rear seatbelt, which was just a lap belt, rather than a lap-sash belt. Externally, all the panels lined up, the paintwork was great, and the sound of the doors closing gave the impression of a well put together vehicle. After two weeks with the JMC, I’ve been impressed by the ute and enjoyed taking the 2.4-litre diesel with its six-speed manual for drives down our local country roads. The Vigus is never going to compete with a Ranger or HiLux, but, at half the cost of its more established competition, the Vigus starts to make sense. The resale value of Chinese utes has been less than impressive, and it would be reasonable to expect the JMC to suffer the same fate. But, if you own a small business and need a handful of utes for your staff for a tough workout, then the Vigus is worth a look. The next-generation Euro 6 Vigus is due for launch mid-2019, so it will be interesting to see if its design and specification improvements will bring the Chinese even closer to what’s on offer from Japan and Thailand.

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FEATURE

THE HALO EFFECT Stuart Martin takes time out in the up-spec models of the HiLux

The rich mix of dual-cab ute sales in Australia has prompted changes to the HiLux model line-up. A trio of new ‘Halo’ models has been installed at the top of the range, in and around the long-serving SR5 flagship and the SR model on which they are based. The Rogue and Rugged X use the SR5 as a foundation for the urban and off-road biased models, while those looking for more off-road aspects without as much of an asking price are offered the SR-based Rugged. Toyota said the programme, three years in the making, responds to growing market demand for high-end workhorses. The Japanese giant also points out it is happy with the current HiLux drivetrain, but questions remain

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with new up-spec HSV SportCat (which has upgraded suspension and brakes) and Ford’s incoming Ranger Raptor, which boasts additional urge. Toyota Australia vice-president of sales and marketing, Sean Hanley, said the company would look at any future opportunities in the performance LCV market. “We’ll certainly look toward any product offerings that offer a performance car in the future. We have no plans to announce today whatsoever, but, if it was to become available, then Australia’s hand would be held high,” he said. Mr. Hanley said the rich model mix encouraged the company to put the new models together, with targets of 6000 sales per year.

TOYOTA HILUX

“We knew we needed the extra functionality to go to the next level. You couldn’t build this car up in the same way we have, with the quality, homologation, ADR approved and fully warranted. These are three new models in the HiLux range”. “It’s demonstrating our local capability. We’re happy with the way it’s gone. We work out of a smaller facility, but we’ve taken much from our manufacturing to these new cars,” he said. Other body styles have not yet been made available in the Rugged or Rogue variants, but if the market demands additional models then Toyota is both equipped for and open to it. The HiLux Halo range retains the existing drivetrain – the 2.8-litre, 16-valve double overhead cam, intercooled turbodiesel with the variable-nozzle turbocharger producing 130 kW of power at 3400 rpm. Torque is 450 Nm between 1600 and 2400 rpm with the automatic and 420 Nm for a manual, available from between 1400 and 2600 rpm. Importantly, for those who still use these vehicles as workhorses, the weights and capacities remain unchanged; only the extra heft of a bullbar on the Rugged’s nose has added an extra 207 kg, which has been accommodated for by uprated front springs. Fuel economy is largely unaltered as well, ranging from 7.9 to 8.6 l/100 km from the useful 80-litre tank.

Also unchanged is the original model’s five-star ANCAP rating, as well as its 3500 kg braked towing capacity of the manual, with the 3200 kg figure for the auto also per the existing range. Service intervals sadly stay at six months or 10,000 km, and the warranty a three-year 100,000 km proposition. The SR5-based $61,690 Rogue gets a well-sealed, hard tonneau cover for the lined (with marine-grade carpet) rear tray, which still gets four tie-down points and the functional sports-styled roll bar rated for a 75 kg vertical load. The lockable body-coloured tonneau functions within the central locking system, but sadly that still does not extend to include the rear tailgate, perhaps rendering the locking tonneau somewhat redundant. The Rogue is further dressed up by gloss-black mirror covers, door handles and rear tailgate handle fascia that also holds the (slightly-offset) reversing camera. It is only offered with a six-speed automatic transmission and sits on 18-inch alloys, with its more aggressive front grille and bumper treatment blunting the elongated nose of the rest of the HiLux range. The grey rear bumper has a larger step, which sits above the standard-fit tow bar set-up. Inside the Rogue there’s a dark interior, with black perforated leather-trimmed seats, a black roof headliner, metallic trim additions and carpet floor mats front and rear. DELIVERY ISSUE 78

FEATURE Traditional dials remain in the instrument binnacle, but it’s a new-look panel with a white background for the speed denominations and orange needles.

The rear tray gets a similar sports bar in the open (but lined) rear tray, with four tie-down points, tailgate protection and a black tailgate handle with reversing camera.

The maker maintains it is still more than capable of lugging a load and getting well away from the black top when required or desired. The Rugged is, as the name suggests, more tailored to off-road tastes. Based on the $46,560 SR, this $54,990 variant gets either a six-speed manual, or, for an extra $2000, gains an automatic with the same number of ratios. It sits on 17-inch alloy wheels with a new nose design, augmented by the standard fitment of a steel bullbar and a snorkel.

In the cabin there’s still some of the more basic equipment on offer – the SR’s manual air conditioning remains – but the Rugged gets digital radio, satellite navigation, as well as front and rear rubber floor mats.

There’s also a steel rear bumper with step, coloured 8000 kg rear recovery points and a standard towing hitch, as well as side-step-equipped rock rails and side body trim additions.

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The new Rugged X starts from $61,690 and is based on the $54,440 SR5 double-cab, with a choice of a six-speed manual or the optional (at $2000) six-speed automatic transmission. Features over and above the Rugged that appear on the Rugged X, which starts from a loftier SR5 foundation, include a heavy-duty steel front bumper bar and 5.0 mm-

TOYOTA HILUX

“The Rugged is, as the name suggests, more tailored to off-road tastes” DELIVERY ISSUE 78

FEATURE

thick alloy bash plate with an integrated 120-watt LED light bar, LED driving lights, 8000 kg front recovery points, wheel arch mouldings, and black taillight surrounds. Inside, the X model mirrors the Rogue’s interior upgrade, save for the rubber floor mats over carpet versions in the Rogue. The new vehicles were sampled on and off-road in the midnorth of South Australia’s Flinders Ranges, where even the road-biased Rogue was taken off the beaten track. The styling changes have done little to detract from the off-road ability, even given the Rogue’s 265/60 road-biased rubber on its 18-inch alloys, which did sharpen up the ride quality a little more than is ideal.

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The Rugged model is delivered with a less salubrious interior – manual air conditioning among the features downgrade from the Rogue or Rugged X Models – but the cabin is far from spartan and the ride quality from the 17-inch alloys clad with 265/65 rubber is a little more comfortable (in relative terms); the Bridgestone tyres too seem to be more compliant than the Dunlop equivalents. Cruising in all the models is quiet for an LCV, from an engine and tyre noise perspective, with only some additional wind noise around the rear sports bar and the snorkel (where fitted). The fact that the bar in the tray is actually useful for a load, scores it points. Adding strings to the bow of the top-selling vehicle in the country might seem like overkill, but the brand is not known for relinquishing pressure on its opposition – this is more evidence of that fact.

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FEATURE

Britain’s LCV preferences on show at the UK CV Expo – words and images by Ed Higginson

eld each year in Birmingham, England, the UK Commercial Vehicle Show this year showed an interesting trend as traditional buyer preferences switch towards global vehicle specifications. Rather than staying loyal to brands such as Vauxhall and Ford (similar to the Australian experience of Ford and Holden), buyers are now looking to Europe and Asia for their light commercial loadcarrying inspiration.

Although it’s worlds away from our own market, there are many similarities, not just confined to them fitting their steering wheels on the correct side like we do. I’ve been attending the show since I was knee high to my old man, so I always love getting back there to explore what’s on offer in a market that tends to see new models before they arrive on our shores. It also lets us see trends in future technology and fuels, some of which we will undoubtedly see in Australia in the next couple of years.

This year’s event included exhibits from 460 manufacturers showcasing all the latest offerings from truck, trailer, van and ute makers, and their suppliers from across Europe. The show is of a similar size to our homegrown Brisbane show and attracts similar numbers of well over 20,000 visitors across three days.

As you walk into the Commercial Vehicle Show, you instantly see that everyone is focused on offering lowemission vehicles. These attitudes are being driven by major cities across the UK and Europe, each moving to restrict delivery vehicles, both large and small, if they don’t meet the highest level of emission regulations.

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UK CV EXPO

London has led the way for many years now, with areas designated as Clean Air Zones. Until now, this initiative has focused on heavy vehicles, but, by next year, these restricted access areas will become Ultra Low Emission Zones (ULEZ) covering trucks, vans and car emissions as well. All of this is aiming towards a total ban on dieselfuelled vehicles by 2040, or maybe even sooner, with many other cities quickly following suit. An added bonus of converting to zero-emission vehicles straight away is an exemption from congestion charges and road tax, so there is a great incentive for operators and manufactures to get onboard early, which was evident at the show. With Ford Transit being the highest selling light commercial vehicle with around 35 percent of the UK market, it is always the first stand to visit. On display was one of the plug-in hybrid electric (PHEV) Transit Custom vans currently participating in a 12-month fleet customer trial in London.

year after initial customer trials. Four of the largest trials are again being conducted around London, with UK customers being Gatwick Airport, Heathrow Airport, City of London Corporation and the London Borough of Southwark. The eCrafter will be focused on city deliveries with its 100 kW power output, range of around 160 km and top speed limited to 90 kph. The eCrafter’s lithium-ion battery is completely integrated into the underbody to give a cargo volume of 10.7 m3 and a maximum payload of between 1.0 and 1.75 tonnes. In terms of charging, a CCS charging station, found at most service stations in Europe, can charge the batteries to 80 percent in just 45 minutes. From a wall box, charging time to 100 percent is around 5.5 hours.

“Everyone is focused on offering low-emission vehicles”

The PHEV Transit operated by Transport for London, which is supporting the fleet trial project, has an advanced hybrid system that targets a zero-emission range exceeding 50 km and features the Ford EcoBoost 1.0-litre petrol engine as a range extender.

In total, 20 PHEV Transits will be running in the trial, working in a cross-section of city-based businesses. The vehicles are equipped with geofencing technology, which is capable of automatically modifying vehicle settings based on each van’s current location. Volkswagen debuted its fully-electric eCrafter van prior to its release in Europe scheduled for around September this

LDV, which is owned by SAIC, the largest Chinese vehicle manufacturer, had two allelectric vehicles models on display, but in various formats, including vans, cab/chassis, tippers, minibus and a camper van. A Transit sized EV80 is currently on sale in the UK, and a smaller EV31 that is a purpose-built electric van platform has a claimed range of 360 km, currently the longest distance available in the market. An impressive feat for a relative newcomer. Underlining SAIC’s commitment to zero-emissions technology, in the past 12 months the company has invested $1 billion into Chinese battery firm CATL, giving LDV access to the latest electric vehicle componentry. It will be an interesting manufacturer to watch over the next few years as LDV is clearly focused on electric power driving the expansion of its major sales volumes. DELIVERY ISSUE 78

FEATURE

Renault had 13 vans on display, leading with the launch of the all-electric Master ZE due for sale in Europe later in the year. Powered by a 77 hp electric motor and with the same 33 kWh battery pack as the smaller Renault Kangoo ZE, the Master ZE is said to be capable of a 120 km real-world range and has a payload capability of over 1.0-ton. With 225 Nm of torque, it is more than capable of city delivery work. In comparison, the Kangoo is capable of nearly 200 km range due to its smaller size.

With a cargo area big enough to take two Euro pallets and up to 705 kg in weight, itâ&#x20AC;&#x2122;s an impressive package considering it costs around $AUD35,000 plus tax.

Nissan has been selling its all-electric NV200 van in the UK now for a few years. Having been launched in America back in 2012, its appearance at the UK show coincided with a few updates.

A further feature suited to business users is the bidirectional charging technology, which allows operators to return any excess energy in the vehicleâ&#x20AC;&#x2122;s battery pack back to the grid. That gives operators the opportunity to charge vehicles at off-peak times and potentially sell energy back at peak times.

With the biggest changes in technology coming in battery performance, the e-NV200 received a modern 40 kWh battery pack, almost doubling its capacity and providing a 60 percent increase in driving range, up to 200 km.

DELIVERY ISSUE 78

The revised e-NV200 also features the Nissan Connect app, allowing owners to digitally track and log driver reports, check battery charge level and operate the vehicleâ&#x20AC;&#x2122;s climate control, and even begin charging via a smartphone, tablet or computer.

The UK ute market is around one fifth that of Australia, possibly due to the usually inclement weather patterns

UK CV EXPO enjoyed by the British that make an open ute tray somewhat impractical. It was interesting to see several impressive limited-edition utes on display that would do well Down Under. Hopefully some will find their way to our shores soon.

Mitsubishi launched its L200 Barbarian SVPII, or, as we know it, the Triton. With 250 units planned at around $54,000 each, buyers have the choice of black or grey, but need to be prepared for the bright orange trim inside and out.

Toyota was on top of the list with its HiLux Invincible X, and 150 examples going on sale to celebrate 50 years of HiLux production. It’s a new top-of-the-range model, sporting a redesigned front end along with interior improvements. It will be available in two exclusive colours with bespoke matching accessories and powered by a 148 bhp 2.4-litre D-4D engine and equipped with a six-speed automatic transmission.

With several upgrades, including Goodrich all-terrain tyres, wheelarch extensions and illuminated tray bed, there are a few features you could imagine running around Australian suburbia. Inside, the ute gets some impressive equipment too, such as the latest Mitsubishi Smartphone Link Display (SDA) infotainment system, which includes Apple CarPlay and Android Auto for smartphone connectivity, plus automatic lights and wipers, keyless entry, Bluetooth connectivity, cruise control, and a reversing camera.

Another highly special chassis that bore a Toyota badge was the 6x6 HILOAD. Using a Toyota ute as the donor vehicle, it debuted its one-piece frame with an impressive 6x6 system to achieve a GVM of 5500 kg. With today’s utes often being overloaded, the 6x6 kit would be ideal for the more specialised ute applications, such as SES, mobile workshops, army vehicles, plus others. Isuzu went with an even more limited-edition special, with just 10 units going on sale, named the Artic Truck Stealth in collaboration with Artic Trucks specialists in Norway. At around $82,000, as you might expect for that price it came with some impressive kit. Finished in black, with de-chromed detailing and 35-inch wheels, roof rails, side steps, LED lighting and bulging bodywork, it looks a serious off-roader. Inside, the ute gets full quilted leather, 9.0-inch touchscreen and a nine-speaker stereo with subwoofer to give it a touch of class.

Nissan has also chosen to go with a serious off-road style, beefing up the Navara and calling it the Off-Roader AT32, following the Isuzu pattern of collaborating with Artic Trucks. With 32-inch wheels, a 20 mm suspension lift and several other off-road essentials like LED lighting, it’s another impressive looking ute that many in Australia would like. Interestingly though, it was powered by a 190 hp 2.3-litre twin-turbo diesel instead of the V6 we have been hoping for, maybe due to the fact their diesel fuel costs nearly twice as much as Australian pricing. Fiat also offered its Fullback ute at the CV show. This is a newcomer to the ute market and results from shared technology with the Mitsubishi Triton in order to cut development time and have products on the showroom floor.

DELIVERY ISSUE 78

FEATURE

With utes now making up 55 percent of all car sales here in Australia, buyersâ&#x20AC;&#x2122; appetites for finding ways to stand out from the crowd will grow, and so it will be interesting to see how these ute specials could become commonplace in our own market as manufacturers have to try harder to compete. It is also clear that with many European cities putting strict controls in place and aiming towards banning diesels all together within the next 10 to 20 years, manufacturers now have serious plug-in hybrids and full-electric vehicles available today. So, with a couple of options already being shown in Australia, we can expect many more launches in the coming months, and, after seeing several firsthand, I for one hope they arrive sooner rather than later.

DELIVERY ISSUE 78

The following Servicepacks are available for immediate delivery: • NLR 45

• NPS 75C

• NLS 45

• NPS 75Crew

• NPR 45/55 For more information on available models visit isuzu.com.au/applications/ ready-to-work/

FORKTORQUE

HIGH ON HYDROGEN

Brenton O’Connor reviews Hyster’s hydrogenpowered forklift

ith global pressures of climate change, the quest continues for cleaner air and reductions in pollution, particularly in large cities. The motivator of course is the limited supply time left for fossil fuels, and, although we know they will eventually run out, the date this will occur remains a matter of conjecture. To counter that prediction, manufacturers of vehicles of all descriptions are investing heavily in technologies for alternate power sources to run the vehicles on which we depend within a modern pollution-free economy. The predominant alternate energy source has been from batteries, particularly pushed by America’s Tesla Corporation through Elon Musk, which has driven forward the boundaries on electric cars. Having made the concept attractive to many, their high purchase price has made them prohibitive for ordinary citizens when compared to their internal combustion fossil-fuelled rivals. Tesla has even released a fully electric prime mover that has sparked some interest with large fleets in the USA. In addition to price, electric vehicles with battery storage technologies face other significant challenges in their quest to become the preferred vehicle energy source. The particular challenge is battery-charging times. On a typical 240 V home socket, it can take eight hours to charge the batteries. The second issue is that of battery range. The batteries currently available don’t typically have the range motorists expect and are familiar with that result from a petrol-powered vehicle. The third issue is battery life. How long will the batteries last in the vehicle, how many times can they be recharged and how do we dispose of them or recycle them once they have reached the end of their service life? The final key issue is the infrastructure and charging stations that are not yet commercially available in strategic locations to enable motorists to venture out of our capital into regional areas and be able to charge their vehicle. For instance, if a petrol-powered vehicle runs out of fuel on the freeway, a five-litre Jerry can of fuel can fix the problem. All these issues require further thought and investment for the technology to flourish and become mainstream. Another alternate fuel to lead-acid battery electric vehicles is that of fuel cell technology using hydrogen gas. Don’t be misled into thinking that hydrogen is used as an alternate

DELIVERY ISSUE 78

“The hydrogen fuel cell creates electricity through a chemical reaction between hydrogen gas and oxygen, and this electricity powers the vehicle”

fuel to power a traditional internal combustion engine, in a similar fashion to that of LPG use. That is not the case. Hydrogen gas is used in conjunction with a fuel cell to create electricity to power the vehicle, with the hydrogen gas storage tank on the vehicle being the ‘battery’ for the vehicle. The major advantages are the quick refill time of the hydrogen tank, with tank life not limited to a certain number of recharges nor contributing to the associated costs (both financial and environmental) of disposing of the battery once the service life has ended. A hydrogen fuel cell works as follows: The vehicle is refuelled via a hose from a dispenser in the same way as that of a petrol or diesel fuelled vehicle.

HYSTER FORKLIFT

Using the Hyster hydrogen forklift as an example, as the dispenser pumps hydrogen into the tank, it also pumps out the water tank, which is the ‘emission’ (output) created from the hydrogen fuel cell process – water. The hydrogen fuel cell creates electricity through a chemical reaction between hydrogen gas and oxygen, and this electricity powers the vehicle. The process of the fuel cell is very clean, as the hydrogen is not burnt, but rather fused chemically with oxygen that in turn produces electricity and water, as a by-product. Hyster recently used its Lane Cove base in Sydney for its Hyster Yale Asia Pacific CEO, Tony Fagg, to demonstrate its new hydrogen-fuel-cell-powered forklift to the media, and potential key customers. “These new hard-working forklifts comprise a production tested Hyster range that complements our existing globally respected ranges and is backed by the distribution and technical expertise of the Hyster-Yale group,” said Tony. He went onto explain: “The new hydrogen-powered forklift trucks are aimed particularly at companies seeking the ultimate combination of environmentally harmonious indoor and outdoor performance, without production interruptions or lengthy battery charging processes associated with lead-acid battery forklifts,” said Tony. Hyster has had its hydrogen-powered forklifts in operation in North America in large operations such as Amazon and DELIVERY ISSUE 78

FORKTORQUE Wal-Mart, and these have proven very successful in large fleet operations. Hyster believes the hydrogen fuel-cell forklift is best suited to operations of 15 or more forklifts, to help amortise the costs of the refuelling infrastructure required on site. According to Mr. Fagg, Hyster believes its hydrogen fuelcell forklifts are the first of such types in Australia and New Zealand; however, a decision has not yet been made on their introduction. In the meantime, the company is gauging market interest from prospective operators of forklifts on a large scale, where the operational and environmental benefits of the fuel-cell technology would really stack up.

contrast to its electric lead-acid battery sibling that would require several hours of downtime for charging or for a second set of batteries to be installed so the unit could continue work. Another key advantage of the hydrogen fuel-cell unit compared to lead-acid battery units is the fuel cell provides continuous, fade free power for the full shift of operation – unlike batteries, which typically begin to fade in performance in the second half of the battery charge cycle.

According to Steve Mercer from Hyster-Yale, who was instrumental in the development of the hydrogen-powered forklift, operational costs of the unit are lower than alternate energy powered units. The disadvantage here being that the initial capital purchase price is higher, together with additional costs of setting up the necessary refuelling infrastructure. When looking at the overall lifecycle costs of the hydrogenfuelled units, Mercer believes these will be lower. A practical demonstration of Hyster’s hydrogen fuel-cell forklift was impressive due to its near silent operation and the benefit that its zero emissions would contribute to any indoor operation where noise and air pollution are top concerns. Also impressive was the refuelling procedure, which was completed within three minutes, preparing the unit for another shift of eight hours. This is a considerable

There are currently two ways to source hydrogen as a fuel supply. The first option is to purchase the gas externally and have it delivered to the worksite and put into storage tanks at the dispensing station. The second and most attractive option to those who want a true emissions-free operation is to generate the hydrogen on site, using solar power. In this system, roof-mounted solar panels power a substation that creates hydrogen gas through a chemical reaction from water, with the gas then stored in tanks and dispensed as required. Hyster’s hydrogen fuel-cell technology is testimony to the continuing search for cleaner, cheaper and more reliable sources of energy to power our economies of tomorrow. The technology makes sense, and, aside from the initial capital cost of purchasing the refuelling infrastructure, it makes a lot more sense than rechargeable batterypowered forklifts.

DELIVERY ISSUE 78

In conjunction with the Clarendon Classic Rally, we are proud to announce the 2018 Clarendon Kenworth Klassic. You are invited to display your Kenworth, new or old, working or retired, restored or original, and be part of the largest gathering of the Kenworth product that we have seen in Australia. Entry is free for exhibitors and this is a family day. There will be free fun rides for the kids, tractor pulls, food and collectors stalls, along with historic trucks, cars, steam powered vehicles and trade stands

No Judging, No Trophies, No problems.

Join the Clarendon Kenworth Klassic Facebook site for updated details. Contact Bruce via email: bruce@prodrivecompliance.com.au

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 78

Renault VANS

4X2 SMALL CAB / CHASSIS & UTES

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

ISUZU

Price $

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

Torque Nm – rpm

15/03/2018 9:21 AM

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

LS-U High Ride Duel Cab Ute

43,600

Dsl/4T/3.0L

7.7

130 @ 3600

430 @ 2000-2200

919 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. Service Inter: 10,000

Warranty: 5yrs- 130,000 roadside assistance

Max Tow: 2500 kg

MAHINDRA Pik-Up CRDe Single Cab Chassis

21,990

Dsl/4T/2.2L

8.4

103 @ 4000

330 @ 1600-2800

1360 kg

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: 5yrs-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 78

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 XENON

TATA

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 24,990 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 Extra Cab Ute Dual Cab Ute Hi-Rider

40,910 39,910

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

8.0 7.3

125 @ 3600 130 @ 3400

450 @ 2400 420 @ 2600

5m 6m/6a

4 5

1090 kg 1000 kg

5H 5H

SR5 Dual Cab Ute Hi-Rider

49,940

Dsl/4T/2.8L

8.1

130 @ 3400

420 @ 1600-2400

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 78

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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

29,990

Dsl/4T/2.8L

8.3

130 @ 3600

360 @ 1800-3000

5m/5a

1025 kg

N/A

6m 6m

5 5

1198 kg 1020 kg

2H 2H

Foton is underperforming and lacks serious backing from the manufacturer to make it worthwhile considering.

GREAT WALL

STEED NBP Single Cab Chassis Dual Cab Utility

20,990 30,990

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

8.6 9

110 @ 4000 110 @ 4000

310 @ 1800-2800 310 @ 1800-2800

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 78

Renault VANS

4X4 VEHICLES

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

HOLDEN

Price $

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

Torque Nm – rpm

15/03/2018 9:21 AM

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 Warranty: 3yrs-100,000 km Max Tow: 3500 kg

ISUZU D-MAX

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 Crew Cab Ute

38,000 40,700 43,200 43,900

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

7.8 7.8 7.8 7.8

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

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

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

5 5 5 5

1214 kg 1129 kg 1064 kg 949 kg

4H 4H 5H 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

LDV

T60 Pro Dual Cab Utility

30,516

Dsl/4T/2.8L

8.8

110@3400

360@1600-2800

6m/6a

1025 kg

34,726

Dsl/4T/2.8L

8.8

110@3400

360@1600-2800

6m/6a

875 kg

T60 Luxe Dual Cab Utility

DELIVERY ISSUE 78

4X4 VEHICLES Variants

MAHINDRA

SPECIFICATIONS

Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

Pik-Up CRDe Single Cab Chass - S6 Dual Cab Ute - S6 Dual Cab - S10

26,990 29,490 31,990

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

8.4 8.4 8.4

88 @ 4000 88 @ 4000 88 @ 4000

280 @ 1800 280 @ 1800 280 @ 1800

5m 5m 5m

2 5 5

1290 kg 1170 kg N/A

N/A 3H N/A

Genio Single Cab Chassis Dual Cab Chassis

24,490 27,490

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

1160 kg 1000 kg

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

MAZDA

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

SPRINTER VAN

DELIVERY ISSUE 78

Renault VANS

4X4 VEHICLES

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

MERCEDES BENZ

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

Price $

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

Torque Nm – rpm

15/03/2018 9:21 AM

Trans- Seats Payload ANCAP mission Safety

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

70,180

Dsl/4T/2.2L

N/A

120 @ 3800

360 @ 1400-2400

6m/5a

N/A

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

82,470

Dsl/V6/3.0L

N/A

140 @ 3800

440 @ 1600-2600

N/A

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

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

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 *HR: High Roof *SHR: Super High Roof Service Inter For Sprinter Single Cab & Sprinter Dual Cab: 30,000 km Warranty: 3yrs-200,000 km/3yrs roadside assist *CC: Cab/Chassis

MITSUBISHI

TRITON GLX Single Cab Chassis Club Cab Chassis Double Cab Chassis Double Cab Pick-Up GLS Double Cab Pick-Up GLX+ Double Cab Pick-Up Exceed Double Cab Pick-Up Blackline Double Cab

34,800 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/5a 6m/5a 6m/5a 6m/5a

2 4 5 5

1235 kg 1115 kg 960 kg 1085 kg

5H 5H 5H 5H

41,500

Dsl/4/2.4L

7.2

133 @ 3500

430 @ 2500

6m/5a

950 kg

37,500

Dsl/4/2.4L

7.2

133 @ 3500

430 @ 2500

6m/5a

985 kg

48,000

Dsl/4/2.4L

7.6

133 @ 3500

430 @ 2500

945 kg

43,490

Dsl/4/2.4L

7.6

133 @ 3500

430 @ 2500

950 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 Max Tow: 2700 kg Utility Max Tow: 3100 kg Cab Chassis

NISSAN

NAVARA DX Single Cab Chassis

31,990

Dsl/4T/2.3L

6.6

120 @ 3750

403 @ 1500-2500

1193 kg

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

32,990 35,490 38,490 37,290 42,990

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 7.1

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/7a 6m 7a

2 4 5 4 5

1278 kg 1178 kg 1144 kg 1037 kg 1015 kg

5H 5H 5H 5H 5H

ST King Cab Utility Dual Cab Utility

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

ST-X King Cab Utility Dual Cab Utility

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

974 kg 968 kg

5H 5H

A seven speed transmission and the latest upgrades have produced a much more appealing product. New Series 3 upgrades should make it much more competitive. Service Inter: 10,000 km Warranty: 3yrs-100,000 km Max Tow: 3500 kg DELIVERY ISSUE 78

4X4 VEHICLES Variants

TATA

SPECIFICATIONS Price $

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

Torque Nm – rpm

Trans- Seats Payload ANCAP mission Safety

XENON Dual Cab Pick-up

26,990

Dsl/4T/2.2L

7.4

110 @ 4000

320 @ 1500-3000

1050 kg

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

TOYOTA

HILUX Workmate Single Cab Chassis Extra Cab Chassis Double Cab

36,990 44,490 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 6a 6a/6m

2 4 5

1085 kg 1120 kg 955 kg

5H 5H 5H

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

39,410 42,910 46,560 45,060

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

8.1 8.1 7.6 8.1

130 @ 3400 130 @ 3400 130 @ 3400 130 @ 3400

420 @ 1400-2600 420 @ 1400-2600 420 @ 1400-2600 420 @ 1400-2600

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

3 4 5 5

1205 kg 1110 kg 920 kg 1045 kg

5H 5H 5H 5H

SR5 Extra Cab Pick-Up Dual Cab Pick-Up

54,440 56,390

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

7.6 12.0

130 @ 3400 175 @ 5200

450 @ 2400 376 @ 3800

6a 6a

4 5

1005 kg 1000 kg

4H 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 Warranty: 3yrs-100,000 km Max Tow: 2250 kg *CC: Cab Chassis Max Tow: 2500 kg

TOYOTA

LANDCRUISER Workmate Cab Chassis Double Cab

65,240 67,240

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

67,240

Dsl/V8T/4.5L

10.7

151 @ 3400

430 @ 1200-3200

1235 kg

GXL Cab Chassis Double Cab Chassis

69,240 71,740

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 Warranty : 3yrs-100,000 km Max Tow: 3500 kg

VOLKSWAGEN

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

42,490 43,990 47,990

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 1018 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

45,490 46,990 50,990 60,490 68,490

Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/4TT/2.0L Dsl/V6/3.0L Dsl/V6/3.0L

8.5 8.5 8.5 9 9

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 909 kg 868 kg

N/A N/A N/A 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 Max Tow: 3000 kg Cab Chassis Transporter 2000 kg *DCC: Dual Cab Chassis *DCU: Dual Cab Utility *CC: Cab Chassis

DELIVERY ISSUE 78

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Over 150 Trucks Free mini train

LIVE MUSIC Kids Rides

$2,100 IN PRIZES UP FOR GRABS

Casino Beef Week Promotions Committee Inc proudly presents the Casino Truck Show Ph: 02 6662 8181 Fax: 02 6662 6577 Website: www.casinotruckshow.com.au Email: info@casinotruckshow.com.au

SMALL - MEDIUM - LARGE VANS Variants

CITROEN

SPECIFICATIONS

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

Torque Nm – rpm

22,990 25,990

152 @ 3500 215 @ 1750

Trans- Seats mission

Payload

ANCAP Safety

BERLINGO L1 Short Body L2 Long body

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

7.1 5.0

72 @ 6000 66 @ 4000

5m 5m/6a

2 2

850 kg 3.3 cu.m 4H 800 kg 3.7 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 53,990

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 @ 3600 130 @ 3500 130 @ 3500 130 @ 3500 130 @ 3500

380 @ 1500 400 @ 1500 400 @ 1500 400 @ 1500 400 @ 1500

6m/6a 6m/6a 6m/6a 6m/6a 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 2026 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 340L

39,690 41,690

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 6a

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/2.0L Dsl/4T/2.0L

6.4 6.6

96 @ 3500 99 @ 3500

385 @ 1450-2000 385 @ 1450-2000

6m/6a 6m/6a

3 3

1088 kg 5.95 cu.m N/A 1387 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

7.6 7.6

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

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

DELIVERY ISSUE 78

Max Tow: 1500-2000 kg

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

IVECO

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

Torque Nm – rpm

Trans- Seats mission

Payload

15/03/2018 9:21 AM

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

32,621 37,884 39,989

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

8.9 8.9 8.9

100 @ 3800 100 @ 3800 100 @ 3800

27,358 30,516 29,990

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

11.5 105 @ 5250 8.3 106.5 @ 4000 11.7 165

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

200 350 @ 2600 330

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

2 2 2

1093 kg 5.2 cu.m 1030 kg 5.2 cu.m 743 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

DELIVERY ISSUE 78

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 1985 kg 2-3 opt

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 78

*LHR: Long High Roof

*CC: Cab/Chassis

ANCAP Safety: N/A

Renault VANS

SMALL - MEDIUM - LARGE VANS

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

RENAULT

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

Torque Nm – rpm

23,990 27,490 29,990

Trans- Seats mission

15/03/2018 9:21 AM

Payload

ANCAP Safety

KANGOO Compact Maxi Crew

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

6.5 4.7 4.7

84 @ 4500 81 @ 4000 81 @ 4000

190 @ 2000 240 @ 1750 240 @ 1750

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

2 2 5

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

4H 4H 4H

MASTER SWB-FWD MWB-FWD LWB-FWD LWB-RWD ELWB-RWD

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

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

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

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

34,990 38,490 39,990 43,490

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

6.6 6.2 6.2 6.2

85 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500

300 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500

6m 6m 6m 6m

3 3 3 6

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

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

TRAFIC SWB 85 SWB 103 LWB 103 CREW 103

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 Lwb Slwb

34,470 37,530 46,710 45,890

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

10.1 8.1 8.1 8.7

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

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

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

3 3 3 2

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

4H 4H N/A 4H

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 TSI220 Van TDI250 Van TSI220 Maxi Van TDI250 Maxi Van TSI220 Maxi Crewvan TDI250 Maxi Crewvan

29,590 32,590 31,090 34,790 31,090

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

6.2 5.3 6.2 5.3 6.2

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

36,290

Dsl/4/2.0L

5.3

75 @ 2900-4000

250 @ 3500

36,890 38,790 45,390 45,290 40,790 47,390 47,290

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

7.0 7.7 7.6 8.2 7.7 7.6 8.2

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

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

2 2 2 2 5

774 kg 3.2 cu.m 842 kg 3.2 cu.m 728 kg 4.2 cu.m 833 kg 4.2 cu.m 728 kg 1.65 cu.m

6DSG

719 kg 1.65 cu.m N/A

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

2 2 2 5 2 2 5

1256kg 5.8 cu.m 1266 kg 5.8 cu.m 1180 kg 5.8 cu.m 1082 kg 1180 kg 6.7 cu.m 1124 kg 6.7 cu.m 1019 kg

220 @ 1550-3000 7DSG 250 @ 3500 6m/7a 220 @ 1550-3000 6m/7DSG 250 @ 3500 6DSG 220 @ 1550-3000 6m/7DSG

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

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

DELIVERY ISSUE 78

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 LWB

60,990

Dsl/4/2.3L

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

Warranty: 3yrs-100,000 km

DELIVERY ISSUE 78

3000 kg

Warranty: 3yrs-200,000 km

N/A

SPECIFICATIONS Variants

RAM TRUCKS

LIGHT TRUCKS

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 78

LIGHT TRUCKS Variants

FUSO

SPECIFICATIONS

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

HINO

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

DELIVERY ISSUE 78

Renault VANS

LIGHT TRUCKS

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

15/03/2018 9:21 AM

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 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

DELIVERY ISSUE 78

LIGHT TRUCKS Variants

ISUZU

SPECIFICATIONS

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 78

Renault VANS

LIGHT TRUCKS

Always deliver. REN1157 227701 Delivery M LCV_Range 210mm(w) x 21mm(h)_R0c.indd 1

Variants

RENAULT

Price $

Engine Fuel/Cyl/Cap

Power kW – rpm

Torque Nm – rpm

43,490 49,990 53,490

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

110 @ 3500 120 @ 3500 120 @ 3500

350 @ 1500 360 @ 1500 360 @ 1500

Trans- Seats mission

15/03/2018 9:21 AM

GVM

MASTER Platform Cab Fwd LWB Single Cab Chassis Rwd LWB Dual Cab Chassis Rwd

6m 6m 6m

7 3 7

3510 kg 4495 kg 4495 kg

The Master single and dual-cab-chassis models have gained a major upgrade and are priced very competitively. Great to drive and high on appeal. Service Inter: 30,000 km 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 78

~Offer valid on new and demo (up to 10,000km) Fiat Professional Doblo Short Wheel Base Manual Vans, Ducato Short Wheel Base Manual vans and Ducato Long Wheel Base Manual Vans delivered between 3 April and 30 June 2018. Includes on road costs in vehicle colours shown. Other colours cost extra. While stocks last and available to ABN holders only (excludes Gov’t and rental buyers). The vehicle purchased must be registered in the ABN Holder’s name #4yrs from date of vehicle registration or 250,000km (whichever occurs first). 3yr Manufacturer’s warranty + additional 1yr extended warranty provided by Eric Insurance Limited ABN 18 009 129 793 (AFSL238279). Full PDS and T&Cs at fiat.com.au/commercial-offers.html

LOADED WITH A 4-YEAR WARRANTY WARRANTY..

We project profound progress in prosperity and productivity. With a 4-year extended warranty across the entire range during the Fiat Professional Pro-motion, youâ&#x20AC;&#x2122;ll want to proceed promptly to procure yours today. Visit your local Fiat Professional dealership or fiat.com.au

FIAT D UCATO lwb FROM

YOUR RIGHT HAND VAN

Renault KANGOO MAXI

The big small van.

Renault Kangoo is the perfect little workhorse for the city, with clever design, powerful turbo diesel engine, automatic transmission, and more: • Dual side doors • ESC & 4 airbags • 3-year 200,000km warranty

Don’t miss out on the van that handles small, but packs a big load. Head to your nearest Renault dealer today.

from

29,990

drive away

*Recommended drive away price for KANGOO Maxi Automatic with non-metallic paint. Valid for vehicles ordered between 01/01/2018 and 30/06/2018 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.