AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS
www.deliverymagazine.com.au ISSUE 80 OCT/NOV 2018 RRP: $8.95
ISSUE 80 OCTOBER / NOVEMBER 2018 Delivery Magazine is an AfMA Strategic Alliance Partner
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Cheeky Chappy There’s much to like with the baby Citroen, especially price-wise
Lone Wolf Will Mazda remain the underachiever in the ute market?
Up Market Load Lugger Living with the X-Class in the inner suburbs of Melbourne
Big Truck Time Warren Caves take his first drive of the RAM 1500
Liftability Maxilift Australia covers a broad spectrum of lifting requirements
Perfect Sight
How regularly do you check the lights on your vehicle with a front and back walk-around?
40 46 50
Damping Enthusiasm Never overlook the importance of effective shock absorbers
Crafter Returns
Volkswagen re-enters the large-van segment
RAM on the Right Track
Australia’s homegrown ute continues to improve
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Trumped!
58
The HSV Grand Plan
62 66
American-style pickups hold all the cards when it comes to safe towing Chevrolet re-enters the market with HSV and full factory support
Smooth Mover
The Mercedes-Benz V-Class is much more than just a mum bus
Water Sports
Hino’s 300 Series joins the battle to conserve water
Hydrogenised Stuart Martin weighs the pros and cons surrounding hydrogen fuel cells
70 4X2 Small Cab/Chassis Utes
32
Grande Furgone
74 4X4 Vehicles
Fiat’s back in the game with the Ducato
36
80 Small-Medium-Large Vans
The Daily Roster
84 People Movers
Winning the International Van of the Year Award for 2018 sets the scene for IVECO’s latest Daily
85 Light Trucks
For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Contributors - S tuart Martin, Rob Randazzo, Brenton O’Connor, Ed Higginson Photography - B andits & Co - Mark Bean, Warren Caves ‘Torque It Up’, Warwick Kent Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: info@motoringmatters.com.au Website: www.deliverymagazine.com.au
Delivery Magazine is published by: Motoring Matters Pty Ltd Advertising Enquiries National Business Development Manager Delivery Magazine Email: advert@deliverymagazine.com.au Telephone: +61 (0) 7 4946 4658 Website: www.deliverymagazine.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.
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Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence arising from the reliance on information published. The opinions expressed in Delivery are not necessarily the opinions of, or endorsed by the publisher.
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Chris Mullett
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EDITORIAL
he ute market is obviously the favoured child when it comes to market share, as, together with SUVs, the appeal of a standard passenger car seems to have been eclipsed by the shift towards light commercial vehicles.
Into the ute market has come an element of greed on the part of the automakers, with price hikes of what was originally a vehicle aimed at tradies now maxing out alongside the cost structure of some prestige vehicles. It’s incongruous how a $16,000 tray back can form part of a model range that busts pricing levels to over $70,000, while still running basically a similar body, engine and underpinnings. While the purchase price of typical Japanese-styled utes has been rising, so too have the weights of boats, caravans, horse floats and other trailers, now reaching a borderline state of legality around the 3000-3500 kg towing limit imposed by the ute manufacturers. The burgeoning weight of trailers, when added into the equation of goods carried on the towing vehicle, and the towbar downforce, has finally attracted the attention of the authorities, with on-road checks now becoming more commonplace to confirm overall GVMs and GCMs remain legal and consequently safe to drive on our roads.
There is a solution, and it comes in the form of turning our attention to North America. While the import and conversion of American-style utes was left to a select band of enthusiastic entrepreneurs that saw a profit in the margin of moving the steering wheel from one side to the other, the large-scale manufacturing conglomerates, linked directly to the vehicle makers themselves, have now stepped in to the game. The RAM Trucks 1500, 2500 and 3500 models, together with the range of Chevrolet Silverado products, are now available in the Australian market with a full retail operation backed by the automakers themselves. The remanufacturing processes of the chosen conversions are to fully-recognised engineering standards, developed by the engineers that were responsible for the creation of the HSV brand, who, due to the lack of Holden local manufacturing, had a degree of spare capacity. Under the ASV (American Special Vehicles) nameplate for RAM Trucks and the HSV (Holden Special Vehicles) regime for Chevrolet, the North American ute is now available in Australia, engineered to match or exceed the quality standards of the original manufacturer, with the same degree of warranty support expected from these big names in auto-making and distributed nationally. When shopping, look for the ASV or HSV badging on the tailgate. The larger size of the American models may deter some purchasers, but for those towing at higher weights than 6
DELIVERY ISSUE 80
are considered either safe or legal for the 3500 kg brigade, they provide a solution that previously only existed by moving to a light truck or a cab/chassis, such as the Mercedes-Benz Sprinter or IVECO Daily.
Delivery predicts that within two years, sales of RAMs and Chevrolets will be taking a major slice of retail sales from the typical Japanese-style ute makers, especially where government departments, mining companies and municipal operations demand total adherence to safety in their operations. The Chain of Responsibility legislation due for introduction in October does not only apply to heavy vehicles, reinforcing compliance of vehicle use, rather than relying on the defence of wishful thinking. As this edition of Delivery Magazine goes on sale, our team of writers will be reporting back from the IAA Show in Hanover, Europe’s largest commercial vehicle event, with full reviews to be published in the December issue. Expect to read about the significant development of hydrogen, CNG and LPG-fuelled vehicles, plus hybrids and electric vehicles, as Europe tightens access restrictions to inner city delivery operations for vehicles unable to match the latest permissible emissions standards. In this issue we review small van options with the Citroen Berlingo, hydrogen as a fuel source, the Fiat Ducato, IVECO Daily and Volkswagen Crafter. For the ute segment we continue our appraisal of the Mercedes-Benz X-Class, with the Mazda BT-50, and then move on to the first drive of the Chevrolet Silverado and the RAM 1500 introduction with upgrades to the 2500 and 3500. See how these fare when compared to the latest Ford F-Series Super Duty, also featured in this issue. Hino is finding niche markets for its 300 Series as typified by an application feature in service with Cairns Regional Council. We test drive the Mercedes-Benz V-Class peoplemover and we look at the need to consider shock absorber replacement as part of your regular maintenance regime through our discussions with suspension specialists Powerdown Australia. Remember to make use of our comprehensive comparison charts detailing the specification of every LCV on sale in the Australian market to broaden your horizons when it comes to vehicle purchase. As always, thanks for joining us, stay safe and enjoy the drive. Kind regards Chris Mullett, Managing Editor and Publisher
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FEATURE
CHEEKY CHAPPIE
Warren Caves finds there’s much to like about the baby Citroen, especially pricewise – Images by Torque it Up
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BERLINGO LWB DIESEL
W
ith the looming release of an all-new Citroen Berlingo van for 2019, Citroen dealers are offering sharp pricing to lure buyers and put money back in business owners’ pockets.
With drive-away pricing starting at $19,990 for the Berlingo L1, and $23990 for the L2, both in 1.6-litre turbodiesel, intercooled, five-speed manual form, there’s good reason to evaluate the out-going models’ credentials. Delivery Magazine’s test vehicle for a week was the Berlingo L2 1.6-litre diesel, five-speed manual. Power from the 1.6-litre 66 kW engine fitted in front-wheeldrive orientation was surprisingly good, with ample torque available from as low as 1600 rpm in the rev range, which made for leisurely driving without the need for excessive gear swapping or over-revving to maintain performance. While our test was performed with an empty cargo space, there seems ample gusto from this nimble performer to cater for a few hundred kilograms of load without too much strain; however, adding in the maximum 800 kg payload might draw some wind from its sails. With a kerbweight of 1366 kg, equating to 48.3 W/kg, keeping up with or even setting the pace in traffic was a breeze, and the fuel economy was outstanding, showing at 5.8 lires/100 km. With more subdued driving it would easily achieve figures as low as 5.0 litres/100 km, providing a very useful range theoretically in excess of 1000 km from its 60-litre fuel tank.
Handling and ride comfort benefited from the coil-spring rear suspension and coil-over-strut front end, resulting in surefooted handling through corners and roundabouts. Interestingly, the L1 and the L2 share exactly the same wheelbase, with only the rear overhang longer on the L2, equating to extra cargo space. This wheelbase of 2728 mm provided a tight turning circle and made parking a pain-free process. Vision from the cabin was excellent, with convex wing mirrors, complemented by rear parking sensors and a rear-view camera, viewed via the seven-inch touchscreen multimedia unit, which covered all angles adequately. Seating was firm and certainly comfortable enough for the intended market, complete with a driver’s side armrest, although I could not straighten my legs much at all, and after an hour or two this became uncomfortable. This was compounded by the clutch pedal, but with an automatic there would have been a little extra stretch space. If used for work that involves continually hopping in and out this may not be an issue, but there’s definitely a problem for tall drivers on long trips. On the road the engine noise was well controlled, but, sadly, the same cannot be said for the road noise. As with any uninsulated vans the tyre noise and drumming from the rear cargo area was obtrusive, with constant adjustment of the radio volume needed between driving and being stationary. This noise was helped little by the vinyl and clear plastic cargo blind fitted behind the seats, which actually hampered the placing of items in the back via the rear doors. A solid bulkhead or cargo barrier would be a wise investment.
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FEATURE
The five-speed manual transmission was smooth and precise and was a pleasure to negotiate, although with a long throw between gears. Stopping power from the four-wheel disc brakes was brilliant at the empty weight, providing controlled, reassuring speed retardation, even under heavy braking. On the safety front, the Berlingo provides a driver’s side airbag as standard (passenger optional), ABS brakes, traction control and seat belt pretensioners. An interesting omission was a clutch pedal inhibitor switch to prevent the engine starting without depressing the clutch pedal. In the area of cab functionality it was a bit of a mixed bag. The main gauges and switch functions came easy to hand and there is a lot of storage for everyday business use items in the full-width roof parcel shelf, generous centre console with sliding lid and a myriad of small peculiar-sized pockets in the doors and dash in general. The glovebox is tiny with not much storage capacity at all, and the drink holders, of which there are three (one in the front of the centre console and two awkwardly located at the rear), are too shallow, meaning the only sized drink vessel they could accommodate was a standard 375 ml can (which didn’t go all the way in) or something smaller. Unfortunately, it means forgetting your coffee or travel mug as it would inevitably end up spilling. There is also large storage availability beneath both seats. A USB audio socket is located at the side of the gearshift surround as well as a 12-volt socket, and another 12-volt socket in the rear cargo area. The seven-inch, touchscreen multimedia unit was functional and easy enough to navigate, and the sound quality was really good for this market. Bluetooth, Android Auto and CarPlay are supported, however there was no sat/nav on our test vehicle. 10
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The steering wheel controls for the audio functions are awkwardly located at the bottom rear side of the steering column, partially obscured by the steering wheel spokes. The same goes for the cruise control function. These need to be familiarised with before setting off, as doing this on the hop requires a whacky head tilt and eyes off the road to read, although once familiar the need to actually look at the controls should not be required as they are easily accessed by hand. At the business end there is a cargo area with a maximum volume space of 4100 litres by way of a length of 2050 mm in the rear, stretching out to 3250 for long narrow loads by folding the passenger seat forward to flat against the cushion, while 1250 mm width (enough for a standard pallet) and 1100 mm of available height. All this cargo space is accessible via the two sliding side doors or the twin rear doors, which open out to 90 degrees initially, then to 180 degrees via two additional latches. The right side can also be latched open for travel with long items, although I’m not sure about the load restraint legalities of doing this. Citroen currently offers a three-year/100,000 km warranty, and with 15,000 km service intervals and roadside assist the total cost of operation is sure to appeal. Ideally suited to urban delivery duties for florists, automotive spare parts suppliers, cleaners, coffee vans and selected tradies, the Berlingo, while it has a few downsides, ticks a whole lot of boxes when it comes to prudent business purchases. Nipping at the heels of its competition in the Renault Kangoo and VW Caddy, the 2018 Berlingo has an impressive CV to tempt potential employers looking for a no-nonsense business partner with low operating costs. The nimble, manoeuvrable and frugal Berlingo makes good sense, and the drive-away, run-out pricing on offer from Citroen dealers could well seal the deal with savings of up to $4000 against its competition.
RAMTRUCKS.COM.AU
FEATURE
LONE WOLF Will Mazda remain the underachiever in the ute market? – Words and images by Stuart Martin
T
here’s something to be said about going it alone, and Mazda Australia’s efforts with the revamped BT-50 demonstrate the brand’s determination in Australia.
Packing the same amount of grunt as the Ranger, and arguably sitting on a better suspension tune, the BT didn’t go close to the Ford’s sales tallies, even considering Ford’s cut-throat fleet prices. Enter the new, locally sculpted version – broader and blunter of snout with a new bumper and grille thanks to local work involving EGR Group – it carries the DNA of its forebears but wears it better. We’re in the dual-cab GT 4x4 with optional automatic, which wears a price tag of $56,990. The BT-50 flagship sits on 17-inch polished alloy wheels (with an equivalent spare), with tube side steps, a chrome sports bar in the rear tray, heated and power adjustable exterior
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mirrors of a good size, black leather trim, dual-zone climate control (but no rear vents), power adjustable (including height) driver’s seat, under-seat storage beneath the rear bench (with armrest), 12-volt outlets (three in the cabin and one in the tray), cruise control and carpet floor coverings. The cabin is looking a little dark and dated, with plenty of black and grey plastic, but there’s decent room for front occupants in terms of the footwell and cabin headroom. Oddment storage in the doors and centre console is better than average and includes a USB/HDMI equipped dashtop cubby, which seems an odd spot for the phone to sit securely – its surface and angle keep the phone in place but charging cords can hang out and annoy. The rear bench is certainly cut for two rumps as the centre is high, giving lateral support for two outboard occupants but cutting headroom for a third passenger. The 8.0-inch Alpine colour touchscreen six-speaker infotainment set-up of the outgoing model is retained and displays the satellite navigation with live traffic updates and off-road mapping as well as Apple CarPlay/Android Auto and the digital-radio system. The features list isn’t too shabby for the asking price, but the veteran status is betrayed by the absence of keyless entry and ignition, tilt-only adjustment for the nice leatherwrapped helm, and the small red-lit centre trip computer display controlled by the stalks within the instrument binnacle. The touchscreen 3D satellite navigation unit looks like an aftermarket add-on, and, while it can split the screen for maps and audio, the system is not immediately easy to use. In terms of safety gear, the dusk-sensing headlights are still only halogen, but it does have rain-sensing wipers, reversing camera, an auto-dimming centre mirror, traction, stability and trailer sway control, six airbags (including fulllength side-curtain units) and anti-lock brakes, but working on front discs but, sadly, still rear drums.
MAZADA BT-50
There’s hill ascent and descent control, but, unfortunately, no standard parking sensors to team up with the standard reversing camera – a pack with front and rear parking sensors costs $927.73 from the accessory catalogue. What has gone largely unchanged with few ramifications is the 3.2-litre turbodiesel five-cylinder. The cast-iron, 20-valve, intercooled, common-rail direct-injection engine uses a variable-nozzle turbocharger to develop 147 kW at 3000 rpm, with 470 Nm on offer between 1750 and 2500 rpm. The engine noise is a little easier on the ear than some of the harsh four-cylinder thrum emitted by much of its opposition, but peak power is still accompanied by plenty of engine noise. The 3.2-litre five-cylinder uses a little more fuel for the extra mambo on offer – the ADR claim is 10 litres per 100 km on the highway-biased combined cycle laboratory test, but our time in the GT resulted in 12.3 litres per 100 km when working hard and participating in the daily metropolitan grind. Teamed with a six-speed auto with Sport mode and a lever-led manual change, there’s no shortage of in-gear acceleration on offer from the Mazda, although low traction situations mean care with the sharp throttle pedal if you wish to leave the electronic traction and stability control aids unawakened. Around town, the double-wishbone front and leaf-sprung rear suspension returns a decent – if not outstanding – unladen ride quality, with good big-bump absorption and not unacceptable nervousness over the smaller ruts and holes.
Even a quarter of the listed payload is enough to settle it nicely, but the damping is well above par for the segment across the payload spectrum. Steering effort and feel is among the best in the segment, and, given the decent body control provided by the underpinnings and the above-average grunt, the BT-50 can cover ground littered with hills and bends at an indecent rate when required. Constant 4WD with an open centre differential would be a welcome addition to the features list on fast dirt, but the Mazda makes do with a dial-operated part-time 4WD system, as well as a rear diff lock for those who want to get way off the beaten track and up the hill at the end of it. Ground clearance of 237 mm (dropping to 205 mm when laden) with underbody protection helps the BT-50 clamber over most obstacles, with an approach angle of 28.2 degrees, a departure angle of 26.4 and a ramp-over angle of 25. Mazda also claims a maximum wading depth of 800 mm thanks to high-mounted components under the bonnet, but such depths would be dangerous to contemplate in anything other than slow-moving waterways. Measuring 5365 mm long, the BT-50 sits on a 3220 mm wheelbase and is 1850 mm wide and 1821 mm tall, so it has a sizeable footprint. The tray is a useful size – given that it’s behind a dual-cab there’s always a trade-off, if you’ll pardon the pun. But one feature the BT-50 GT has that few of its competition delivers is a locking tailgate linked to the remote central locking. DELIVERY ISSUE 80
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FEATURE
A load height of 841 mm allows access to the lined (as standard) rear tray, which measures 1549 mm long (the Freestyle tray is 1847 mm), 1560 mm wide – dropping to 1139 mm between the wheel arches – and 513 mm deep, with six tie-down points, a light and a 12-volt outlet. The BT-50 sits among the best in class, with a braked towing capacity of 3500 kg, an un-braked capacity of 750 kg, and a maximum ball download of 350 kg. The GCM is 6000 kg, with a kerb weight of 2161 kg, a GVM of 3200 kg and a subsequent payload of 1039 kg. While the BT-50 has longer service intervals than the likes of Toyota at every 12 months or 15,000 km, prices range from $431or $502 and the warranty is only two-years/ unlimited-kilometres (or up to three years and limited to 100,000 km if you don’t reach the milestone in the first two years), with roadside assistance an extra charge. For all its shortcomings in terms of an ageing interior and brief warranty, the updated BT-50 is capable and comfortable and should be on any dual-cab ute shopping list. 14
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“The BT-50 sits among the best in class”
GO YOUR
OWN WAY
GET OFF THE BEATEN TRACK IN THE 3-LITRE, 430Nm, 6-SPEED ISUZU D-MAX & MU-X The Isuzu D-MAX and MU-X are stand out performers on or off-road. With the legendary Isuzu 3-litre turbo diesel engine, 430Nm of torque and an intuitive 6-speed transmission across the range. Coupled with a Terrain Command 4WD system and outstanding towing capacity, the D-MAX and MU-X have everything you need for any adventure. GO YOUR OWN WAY! Discover the Isuzu D-MAX & MU-X at your local Isuzu UTE Dealer or isuzuute.com.au
5-star ANCAP safety rating on all MU-X models and 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. ^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
UP MARKET LOAD LUGGER Brenton O’Connor lives with the X-Class in the inner suburbs of Melbourne
F
ollowing on from the successful media launch of the X-Class in Tasmania earlier this year, a followup opportunity was provided by Mercedes-Benz to spend a week behind the wheel to gain a greater knowledge of the vehicle through regular driving. For the purposes of testing, I put the vehicle through a variety of scenarios to see how it handled each alternative, including city commuting, freeway driving and also some off-roading to trial the vehicle in 4x4, low-range and differential lock.
The vehicle tested was the X250d crew-cabin load bed, in “POWER” spec grade, which is Mercedes talk for the topof-the-line model in terms of fit out. The vehicle looked very smart with the optional metallic white paintwork, and the optional Style Pack ($2490) increased the visual appeal with window privacy glass, a neat electric rear window hatch that allows the middle of the rear window to open up facilitating the stowage of long items such as fishing rods or skis, poked through into the cabin for ease of transportation, with power assistance controlled from a switch on the dash. The Style Pack also provides side steps, roof rail and very smart looking 18” six-twin-spoke light alloy wheels.
“Ride and handling, with reduced body role, is far superior to other utes” 16
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Powering the X250d is the 2.3-litre Nissan-derived fourcylinder turbodiesel producing 140 kW and 450 Nm of torque, mounted to a seven-speed torque converter automatic transmission. For my week of driving, the average fuel consumption recorded on the in-dash display was 8.3 litres per 100 km – quite good, given that included some off-roading, which by its very nature includes plenty of idle time. Performance of the four-cylinder diesel is adequate, but by no means powerful, and I feel it would struggle if coupled to a trailer weighing in at the legal towing maximum of 3500 kg, such as heavy horse float, caravan or boat. However, Mercedes is introducing the V6 version of the X-Class, with its own in-house engine, later this year, which will no doubt solve the problems. At that point the X-Class will be the most powerful dual-cabin ute on the market when compared with the Amarok V6, Ford Ranger Wildtrak, Toyota HiLux SR5 and the like. The seven-speed automatic is slick shifting and is responsive to throttle input enabling it to choose the right gear at the right time.
MERCEDES-BENZ X-CLASS The engine management software causes the engine to spike in RPM when first started, which, when in a parking complex is quite annoying, as it draws noise and attention to the vehicle. Being a diesel engine, I’m unsure why the engineers have chosen to do this. Once up and mobile, the in-cabin noise is very low, which demonstrates the effort made by the Mercedes engineers to include extra noise insulation in the vehicle.
The perennial reasoning that the use of coil springs compromises load carrying ability is these days unsubstantiated through the fitment of progressive rate coil springs. This particular X-Class, with all of the accessories fitted, has a very competent legal payload of 963 kg, and by using progressive coil springs designed for this payload it does not suffer from any tendency to ‘bottom out’ under maximum load.
Steering feel of the X-Class, both on and off-road, is excellent, and inspires confidence in the driver when cornering and the like. Like most dual-cabin utes, the steering column is not adjustable for reach, which in this day and age is ridiculous, given that many low-priced passenger cars include this as standard.
Taking the X-Class off-road for some brief four-wheeldriving into a limestone quarry and farm – all in order to get some great photos of the vehicle, was also a good opportunity to test the vehicle’s off-road credentials.
Equally annoying was the offset mounting of the steering wheel with spokes at 10 and 4 rather than 9 and 3, something that should have been rectified by the dealership prior to delivery. The X-Class (like its Navara sibling) is quite unusual in the suspension department, as it has coil suspension all-round rather than the typical leaf-spring arrangement common on the rear axle of most utes. The advantages are obvious upon driving the vehicle, as the ride and handling, with reduced body role, is far superior to other utes with a leaf-spring arrangement.
Engaging 4WD is easy – simply move the dial and select 4WD. Moving to low-range 4WD means stopping the vehicle, engaging neutral and then selecting low range 4WD, all easy. There is also a button to electrically engage the rear differential lock. Even with its road-oriented tyres, I was surprised how well the X-Class handled wet grass and also greasy wet limestone in the quarry. Off-road, the rear coil springs enable the vehicle to keep its wheels on the ground much easier as the result of enabling greater axle articulation than can be achieved with a traditional leaf spring.
“The X-Class will be the most powerful dual-cabin ute on the market”
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Parking sensors, whilst very handy in the urban jungle, proved to be a real nuisance when off-road, as even long grass would set them off. Manually turning them off fixed the problem, but they revert “on� at each engine restart. The interior of the X-Class is a hybrid of Mercedes-Benz and Nissan switchgear, with the steering wheel, instrument cluster, navigation screen and controller all derived from the Mercedes-Benz C-Class. However, the climate-control switches, the 4x4 switches, door trims, and electric seat controls are Nissan based, which makes for an interesting mix. As a constant reminder of its origins, the steering wheel features a large Mercedes star embedded into its centre. The standard seat trim is Artico/Dynamic, which means man-made leather outer and a brushed cotton look in the seat centre. On a vehicle of this grade and price positioning it is fair to anticipate leather seats as standard equipment. Disappointingly, the seat design is both narrow and short in the seat squab. The changes from the base Navara from which the X-Class is derived are numerous, and the engineering changes and money invested by Mercedes-Benz has created a vehicle vastly different from that of the Nissan.
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To create the appropriate brand recognition, MercedesBenz has to emphasise that it differs substantially from Navara, especially with the many changes undertaken by Mercedes that include the increased track width and wider body. In its current form, the X-Class is really a step above the Navara in style, ride and handling, safety features and also interior fitout, making it deserving of being recognised as a premium SUV rather than just another 4x4 diesel ute.
FEATURE
BIG TRUCK TIME
Warren Caves takes his first drive of the RAM 1500 – Photography by Torque it Up
D
espair not, lovers of the V8 ute rumble, or trucks as they are more commonly known in their country of origin, Ram Trucks Australia has got you covered,
Following on from the release of the 2500 and 3500 series of Ram Trucks (not Dodge, as the affiliation with Dodge ended circa 2009), the 1500 series is set to send waves of excitement through the ranks of V8 petrol engine lovers all over. The smaller sibling of the larger models, the 1500 is a little smaller in stature and lower on the kilograms than its big brothers, which may well see this model gain broader appeal in the market by not scaring off buyers who think they may need to slip on a blue singlet and stubbies to take the wheel. Powered by a 5.7-litre Hemi V8 engine, Ram Trucks is defying the mainstream trend of downsizing engines in the never-ending quest for fuel economy and lower emissions. The winners here are those among us that live by the mantra of there’s no substitute for cubic inches. My first introduction to test drive the new V8 Ram 1500 at the Ram Trucks press drive event was to be held in Bathurst, NSW. With visions of driving a V8 at break-neck speed around a closed off Mt. Panorama circuit, I jumped at the chance. Sadly, the guys from Ram Trucks obviously didn’t cough up enough cash for Bathurst council to close off the circuit (much to my disappointment), which left our drive program to the rural public roads of the Bathurst, Wattle Flat and Oberon areas, with a private property, light off-road jaunt thrown in. Ram Trucks Australia’s media and public relations consultant, Edward Rowe, explains that the production of the Australian Ram Truck is a lot more than just a righthand drive conversion process. “We are remanufacturing to Australian standards more than converting. Our Melbourne facility is utilising skills and labour from a workforce of ex-car industry professionals, displaced by outgoing Australian manufacturing companies. For example, our dashboards are produced by the same company that produced dashes for Toyota,” said Edward. 20
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RAM 1500 Ram Trucks are imported and have the cabs completely stripped and removed from the chassis, with new firewalls manufactured for RHD orientation. The chassis is reworked for the new steering componentry, before the chassis and the cabs are remarried and completed in RHD orientation. The finished product is an Australian complied, full volume import status vehicle. There are two variants of the Ram 1500, the Express Quad Cab and the top-of-the-line Laramie Crew Cab. The Express is the entry-level model with a slightly reduced distance between the B and C pillars than the Laramie, facilitating a longer tray. The Express tray length is 1700 mm, while the Laramie is 1930 mm long. Sure to be popular are the optional RamBoxes, which are sealed and lockable (including from the main remote) storage boxes located in the unused space in the tub outskirts. Fitted with drain plugs, the boxes can even be utilised as ice boxes to keep your beer cold. A cargo bed divider and extension system are also available to make use of the full tray length for cargo with the tailgate down.
In layman’s terms, this means that you could, theoretically, load the 2650 kg kerb weight Ram 1500 with its 850 kg rated payload in the tray, couple a 3500 kg trailer to the back and come in at 7000 kg, 237 kg under its maximum GCM, although the tow ball weight needs to come off the GVM (3450), which, if it’s 200 kg, you would only get 650 kg in the tray. Still impressive by any standard in this market sector. I’m sure some four-cylinder dual-cab utes on the road could do this same equation and come up with figures well and truly in the red. Customers in the market for a tow vehicle are well and truly in the target of the Ram 1500. A heavy-duty towbar is standard equipment, as is the integrated, dash-mounted trailer brake control, easily operated by driver or passenger, with displays of current trailer settings in the main instrument cluster, the system also recognises when a trailer is attached to optimise engine and transmission behaviour to suit.
“Power is on-tap when needed and ride and noise levels are great, I could easily see myself touring all day long in this truck without a problem”
From the outside, the first thing noticed was the 1500’s size. It was not as daunting as you might expect from an American-based design ute (sorry, truck), at just 600 mm longer than a Toyota double-cab ute, 800 mm longer than a 200-Series wagon and just 50 mm wider than the 200-Series, the 1500 Ram offers a whole lot in comparison. Compared to the larger 2500-Series truck, the 1500 is shorter, lower and lighter. Shorter by 213 mm, lower by 49 mm and lighter by 927 kg – a dimensional downsizing that places the truck neatly in the recreational market sector. In a move more associated with truck sales, Ram offers the choice of two different axle ratios. The Laramie has the option of either a 3.21:1 or a 3.92:1 ratio depending on the intended use of the vehicle, while the Express is only available with the 3.21 ratio. It’s also worth noting that the chosen ratio impacts on towing and weight limits for the vehicle. The 4500 kg towing capacity only relates to the Express, and the Laramie fitted with 3.92:1 differential, while 3.21 ratio vehicles are reduced to a towing capacity of 3500 kg, on a 50 mm tow ball, and a GCM of 6261 kg. For the purpose of this article we will focus on the 3.92 ratio vehicles. With towing capacities of up to 4500 kg (on a 70 mm tow ball) and a GCM (gross combination mass) of 7237 kg, legal towing limits can be easily abided by for most applications including the magic 3500 kg caravan.
Upon sitting in the 1500 Laramie, immediately noticeable is the abundant space, wide leather heated seating, the steering wheel is also heated, large centre console with enclosed and open space for personal items. The dash layout is clean and clear from obstruction, and all switching is ergonomic and comes easily to hand. The steering wheel has height adjustment but lacks telescopic adjustment. Seating position is by way of electric seat adjustments of fore and aft travel and height. Seating in the rear of the Laramie was generous in proportion, with ample legroom for even the tallest passengers, and the seat back had a considerable slope rearward, something not seen in the dual-cab ute competition. Although the Express, which we did not get to sit in, may have a more confined seating environment due to the shorter cab.
The 8.4-inch UCONNECT 3 unit (5-inch in the Express) featured a premium Alpine sound system coupled to ten speakers and sub-woofer under the rear seat, satellite navigation, Bluetooth phone control, Android Auto and Apple CarPlay. A gentle push of the start button, urged into life the 5.7-litre V8 Hemi engine with a burble, thanks in part to the dual exhaust system (a sports system is available as an option). With a 291 kW rating at 5600 rpm and 556 Nm of torque at 3950 rpm, the 1500 V8 was never going to be a slouch. With competing current dual-cab utes in the market sporting outputs of 120-190 kW, albeit mostly in diesel form, performance is market leading. What does remain to be seen is whether or not potential buyers are willing to invest in a big petrol V8 for towing purposes with the fuel usage costs as a consideration. DELIVERY ISSUE 80
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Average fuel economy figures stated by Ram Trucks for a combined cycle are 9.9 l/100 km for the 3.21 axle ratio vehicles and 12.2 l/100 km for the 3.92 models. This has been influenced by a couple of unique technologies employed by Ram. The 5.7 V8 utilises fuel-saver technology by way of shutting off four cylinders when conditions of low load are identified, marked by a green eco light in the main dash display. The cylinders are shut off in a programmed alternating sequence to maintain even engine temperatures across the engine block and eliminating any cold or hot spots that could adversely affect the engines structural integrity.
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Also helping to provide optimal engine temperature control is the active grille shutters, which open and close automatically depending on climatic and load conditions to enable faster engine warm up and maintaining of engine temp by opening or closing to suit. This feature is more commonly used in extremely cold climates, but fuel efficiency gains can also be made. Additionally, the active shutters, when closed, redirect air-flow around the vehicle and over the bonnet, further enhancing efficiency. On the road, the power and torque were terribly underutilised running empty, and reaching posted speed limits was an effortless task. The eight-speed automatic transmission was smooth and precise with changes crisp.
RAM 1500 With the transmissions seventh and eighth gears being overdriven, the tachometer sat on an unlaborious 1500 rpm at 100 km/h. Handling and cornering for this large vehicle with a long wheelbase was not unruly, in fact it was a bit of a surprise. The coil springs on all four corners provided a pleasant ride on 20-inch wheels. Only on two occasions did a small amount of tail-whip occur – once on a gravel section of road induced by an empty tray and corrugations, and once on the bitumen when pushed into a right-hand corner that dropped away a little on the left side; however, the vehicle self-corrected quickly without fuss. Our off-road course was fairly sedate and handled easily, four-wheel-drive is controlled via the dash-mounted switches for 2WD, 4WD auto, which senses drive and load and adjusts from front to rear-drive bias as needed, 4WD lock (like a centre diff lock) and 4WD low. In standard form, ground clearance is not great for serious offroading, although a factory supplied two-inch lift kit is available.
Braking from the four-wheel disc brakes, with twin piston callipers on the front and single callipers on the rear incorporating, ABS, EBD and trailer sway control as standard, was reassuring and efficient, which is to be expected from an empty vehicle capable of rolling down the road at 7237 kg. In summary, the Ram 1500 seems to be a really capable tow package without stretching itself to or above its limits. Power is on-tap when needed and ride and noise levels are great, I could easily see myself touring all day long in this truck without a problem. The results will be tested by consumer acceptance of the V8 petrol engine and real-world fuel efficiency figures, particularly when towing. For those who might like something a bit more frugal at the bowser, the 1500 will in the near future be available with a VM Motori sourced, 3.0-litre V6 diesel engine, but of course then you’d have to sacrifice that V8 rumble, now there’s a dilemma!
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LIFTABILITY A Maxilift Australia covers a broad spectrum of lifting requirements – Report by Stuart Martin. range of vehicle-mounted machines capable of lifting from 500 kg/metre to 30,000 kg/metre is undoubtedly a broad claim, but, as Maxilift Australia points out, it can fulfil all demands throughout that weight range requirement.
The company has operated in its current form for the last six years, but has more than three decades of experience behind it on which to draw. Maxilift Australia started in 2009, built from the foundations of current managing director Bob Davis’ BG Crane (established in 1991). General manager for the last two of her six years at the company is Kymberly Davis, who told PowerTorque the company was in ‘a good place’ at the moment, although suffering the same struggles as much of the industry.
“There are no trucks in the country (for immediate delivery). Good on the dealers for selling the country out of trucks. Our order books are full, and we’ve got a lot of great things on the go, but deliveries are spread out because we’re waiting for trucks and body builders,” she said.
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“It’s always been vehicle loading cranes, BG had small Maxilift-style and knuckle boom cranes, and Unic straightboom cranes. Maxilift Australia started with the small cranes, and we’ve grown over time into the bigger ones,” Ms. Davis said. The company began in Lonsdale south of Adelaide with just five staff, but has grown to employ more than five times that many, opening a new branch late last year in Regency Park, just 10 km north of the Adelaide CBD.
“We started with five staff, and as of last count we had 37, in November last year we opened our first branch. “We had been running more as a wholesale business for the first few years. As we grew we needed more people and more technical skills and knowledge to support the industry and our customers, so, in November in the north of Adelaide, we opened the first branch,” Ms. Davis said. The Adelaide-based company has a broad range of vehicle-mounted offerings within Maxilift’s catalogue, starting with the Maxilift-branded small cranes.
MAXILIFT AUSTRALIA
Designed for installation on light-duty vehicles, Maxilift’s standard cranes range from 0.5-tonne/metre to 5.0-tonne/ metre units that are regularly tasked with lifting duties in forestry, marine, agriculture, civil and industrial maintenance and general building among others. Ms. Davis said the company had been built on the idea of customer service and its interstate dealer network reflected the company service ethos. “It’s something we’re passionate about, offering the best level of service to our customers. “We don’t have our own branches in other states. We have a fantastic dealer network that we work with, together with a number of people we have signed up as a formal dealer network for service and support. They’re a fantastic team of people who have had factory training, and we’ve run our own courses for them and we trust them to do the same kind of work as we would carry out ourselves,” she said. The company is also in partnership with Tommy Gate hydraulic lift-gates. These have been available in the US since 1965, subsequently coming to Australia. Constructed on a galvanised frame, the Tommy Gate G2 Series is popular for LCV utes and employs two hydraulic cylinders on the platform. Each is available with a standard remote control and steel checker-plate, extruded aluminium or open-mesh platform options. The G2 ranges from 460 to 590 kg capacities on the LCV utes and 730 kg ratings on light trucks, which can also be fitted with the Tommy Gate Lift ‘n’ Dump. Delivering the same 730 kg lifting performance, the dualcylinder hydraulic tailgate has ‘dump-through’ capability, and standard safety features include a ‘time-out’ system and a two-pin platform lock.
“As we’ve moved into retail, we have put on more sales people for feet on the ground – the key (to continued success) is that dealer network. It allows us to service and support our customers to the level that we need,” she said. The network is able to offer some of the largest vehiclemounted cranes available anywhere through the availability of the Effer knuckle boom range. Utilising experience gained from operating for more than half a century of history in the lifting industry, the Effer brand delivers machine capacities ranging from 2000 kg/ metre cranes to 30,000 kg/metre monsters. The brand has a strong reputation worldwide and is known for lightweight machines with world-beating power-to-weight ratios. Construction, mining and marine industries are all within the scope of the Effer breed. Each product is available with radio remote control, overload and operator protection systems, with manual or hydraulic swing-up stabiliser legs amongst the features. Customers opting for cranes over 25-tonne/metre will also have access to a specialist engineer – as well as the sales staff – to ensure the optimal truck/crane combination is delivered for the customer’s requirements. The Effer brand is growing, with the ability to offer a basic crane or one with all the ‘bells and whistles’ up to 30,000 kg/metre cranes “We are the only crane retailer in the Australian market able to offer cranes rated from 500 kg/metre to 30,000 kg/ metre. At its maximum capacity of 30,000 kg/metre it’s the largest crane available from Effer. It’s a very specialised unit, and, although I doubt we’ll see one here, the exciting point is that Effer can deliver such a crane and that we are partnered with them. That is what excites us about the business,” she said.
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FEATURE “The growth in the crane market is currently with the higher-capacity weight range in models such as the Effer knucklebone cranes. With the Effer brand being relatively new in the Australian market the brand is growing its identity and has a lot of potential. “The Maxilift cranes are really consistent with a great product range that has been a consistently great seller for 30 years. Future growth, though, is currently with the Effer brand. We took on the representation of Effer some two or three years ago and there’s been natural growth,” Ms. Davis said. Maxilift also offers Unic vehicle loading cranes for high-level lifting work. There’s a wide working range for customers and using them is a very easy operation. More than 70 years of experience is put into the Japanese brand’s hydraulic truck cranes, which the company claims offer excellent operational control even in tight work spaces. The Unic crane is lauded for high-lifting work that is due to its hoist-winch and long, straight telescopic boom combination. Its key safety features include the new Super Stability System and Super ML Radio Remote Transmitter – these allow the operator greater control and provide access to critical information. Lifting capacities range between 2330 kg (at a 9.8 m hook height) and 8200 kg with a 17.5 m hook height. Adelaide company, Waternish Constructions Pty Ltd, recently took delivery of a Unic straight boom telescopic 12,000 kg/metre winch truck-mounted crane, one of the largest straight boom cranes on offer. “Waternish had previously purchased a Unic crane, and now they’ve purchased a second unit. I think we have a good base of repeat customers and that’s because we appreciate their involvement and respect their businesses,” Ms. Davis said.
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The company’s stated aim is one of market leadership through sustainable, steady growth, not only for itself, but also its wider network. “We want to grow not only our own company, but those associated with us. A win-win for us, and the people with whom we are in business. That means as we grow – and we plan on doing that – we hope that our dealers and partners will grow with us,” Ms. Davis said. “Slow and steady wins the race. There’s no point in rushing ahead and not being able to sustain that. Sustainability is really important,” Ms. Davis added.
NARVA LIGHTS
PERFECT SIGHT T How regularly do you check the lights on your vehicle with a front and back walk-around? he importance of seeing and being seen appears to be lost on some drivers that head out at night with defective or underperforming lights on their vehicles. The standard headlamps fitted to vehicles are a starting point when it comes to night vision and any failure has a direct effect on your safety.
Daytime running lamps save lives by identifying a vehicle on the road to other road users. Those that travel extensively at night should also consider adding extra driving lamps, but before taking that step it’s important to firstly check that every light fitted to your vehicle works correctly.
The normal headlamp globe fitted to new vehicles by the vehicle manufacturer is usually a long-life performer, aiming to maintain efficiency for a longer period rather than providing the highest possible light output. Regardless of the manufacturer, all halogen performance globes achieve their extra light output by being pushed beyond their normal operating tolerances. Without introducing design changes to the globes, they would face a severely reduced life, possibly only lasting for several hours or even minutes. Performance globes compensate for the additional load on the filament by introducing special gases such as xenon into the glass bulb to protect the filament from premature failure. While this protective measure is effective, it will still not have the same life expectancy as a standard halogen globe.
turning on and off as a vehicle enters a tunnel, multilevel carpark or even in cloudy conditions can potentially reduce globe life. Every time headlights are activated, a short-term ‘surge’ is experienced by the globe during filament heat-up. The greater the number of on/off cycles, the increased likelihood that globe longevity will be compromised.
A problem particularly for vehicles that regularly travel rough secondary roads is vibration. The vibration from corrugated roads and rough surfaces will influence most of the vehicle’s components, including the delicate globe filament. Vehicles with firm suspension set-ups and low profile tyres can also experience the same predicament, with every bump on the road surface being felt, even on sealed roads. It’s recommended to wear gloves when fitting any type of halogen globe, or at a minimum to avoid directly placing bare skin on the glass section of the globe. When turning on a halogen globe, the glass needs to absorb much of the resulting heat, evenly. When the glass is touched during installation, the residual oil from fingers creates a ‘hot spot’ on the glass surface, resulting in uneven heating. If the glass doesn’t heat evenly, areas of the glass will be prone to higher mechanical stress resulting in eventual cracking. When replacing globes, it’s always recommended to do so in pairs, to ensure even light dispersion. A loose terminal connector on the rear of the globe can result in intermittent operation, with greater consequences than occur in the automatic headlight scenario. Faulty relays can also have a similar impact, so get this checked-out as soon as possible if you experience any intermittent light issues. Additional heat generated due to the bad connection can also transfer to the filament, adding to concerns.
Another vehicle design consideration is voltage. Alternator output tends to vary amongst auto manufacturers. Many modern cars and trucks with additional electrical loads from advanced multimedia and infotainment systems and other on-board computers are typically equipped with alternators that produce higher voltages. These higher voltages are often required for this equipment to operate correctly; the downside is that as performance globes are already operating at higher end tolerances, even small increases in voltage can lead to blown globes. To put this in perspective, a 5% increase in voltage can reduce the life of a globe by up to 50%.
The life of a performance globe will vary, depending on the brand selected and the factors discussed above. As with many purchases, ‘you get what you pay for’, with the premium brand products normally providing greater performance and longevity than cheaper parts. The globe variant selected will also play a role. From H7-type globes you might expect around 550 hours of performance, while for H4 globes that feature a dual filament, up to 900 hours is achievable.
Excessive heat is the enemy of most automotive components, and, in the case of performance globes, the heat build-up in the headlight can increase the filament temperature leading to reduced life. Unfortunately, modern cars are normally equipped with smaller, encased headlights that make it more difficult for heat to dissipate efficiently. Space within the engine bay or body of the vehicle is also limited, further adding to the issue. Automatic headlamps might be convenient, but lights
Ultimately, a driver needs to make a decision about how important additional light output is to them. It is not realistic to expect that performance globes will go for years without replacement, hence it’s important to consider replacing globes as part of the ongoing vehicle preventative maintenance schedule, with the same consideration as oils, fluids, filters and brake pads. With a disproportionate number of accidents happening at night, more light can be the difference between getting home safely, or becoming a statistic. DELIVERY ISSUE 80
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HYDROGENISED Stuart Martin weighs the pros and cons surrounding hydrogen fuel cells.
D
riving a truck that can refill its own windscreen washer bottle instead of needing an exhaust system is not that far away.
As vehicle manufacturers look to the future, hydrogen fuelcell vehicles are one of the options being brought to the road, and numbers will grow in the next decade. Hyundai is deep into its introduction of plug-in hybrid and petrol-electric hybrid vehicles. Having placed the petrolelectric IONIQ in government fleets in small but growing numbers, this in turn puts the vehicles into private hands within the next few years as the fleets turn them over. The brand is aiming for the same introduction pathway to the broader market for hydrogen. Growing sales volumes improve the economies of scale, resulting in the price tags – eventually – coming down and the refuelling network for hydrogen growing to feed the demand. Commercial vehicles will be a part of that growing demand as the fuel-cell drivetrain is even more applicable to the workhorse side of the market. The transport workhorses can take advantage of the back-to-base operation patterns of many businesses that could use hydrogen fuel-cell electric vehicles. Hyundai’s manager of Future Mobility & Government Relations, Scott Nargar, believes the transport sector is an ideal operating ground for fuel-cell vehicles.
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HYDROGEN FUEL “There was an H350 concept with this Nexo drivetrain in it, it can go into anything for which there is demand for it. “The back-to-base is a perfect example, such as for a courier or something. They come back to restock and refuel, it’s in France and the UK and it’s worked very successfully – we’re talking to Australia Post and StarTrack,” he said. Hyundai is well-advanced in its LCV fuel-cell development, having showcased the H350 concept vehicle two years ago at the 2016 IAA Commercial Vehicle Show in Hanover. The Korean brand described it as a “powertrain study showing the potential for the company’s advanced hydrogen fuel-cell technology in the light commercial vehicle (LCV) segment”. With no erosion of its cargo space, the H350’s 175-litre hydrogen tank sits beneath the floor and between the axles, laying claim to a four-minute refill time, a range over 400 km and capacity for between 10 and 12 cubic metres of space, or seating for 14. Water is the only emission from the 100 kW/300 Nm silent drivetrain, which consists of the aforementioned tank holding 7.05 kg of compressed hydrogen at 700-bar, which is broken down in the fuel-cell stack and feeds the 24 kW high-voltage battery pack. The electric power is sent through the inverter to drive the electric motor, with comparable running costs per km to equal current internal combustion options. “We’re not paying any more per kilometre than petrol. In Australia, because of the abundance of renewables, we should be able to get it for $5 a kg. With the appropriate volumes of vehicles to use it, the volumes also create economies of scale for the components as well as the fuel,” Mr. Nargar said. Oil companies are among a growing list of suppliers who can compete to produce and distribute hydrogen for commercial transport services. “The best thing about having back-to-base fleets is where a car will use 5.0 kg a week if you are lucky, a bus uses 50 kg a day for 500 km, so the infrastructure investment is paid off quicker,” he adds. Mr. Nargar said the applications for the hydrogen fuel-cell technology stretch from passenger cars through to large transport vehicles with minimal complications resulting from expanding the size of the powerplant. “We can increase the size of the stack. In terms of an LCV, this Nexo stack would go into one, for 120 kW and 395 Nm. In buses or trucks, it would be three of these. “The fuel cell isn’t physically connected. It’s all electric cables leading into an inverter, which then puts the power into the electric motor. DELIVERY ISSUE 80
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FEATURE “It’s got a complex air purification system, with filters and dehumidifiers. We take 99.9 percent out of the air. It’s like a rolling purifier. A car with a stack this size will purify enough over 15,000 km for two grown adults to breathe over a year,” he said. The Korean brand’s LCV sales with its iLoad van and iMax people mover are down significantly this year – the iLoad’s clear second place in 2017 has been retained but the opposition are gaining. “Trains would have four or six stacks every fourth bogey. Ferries would have six, a truck would have three, a mining truck would have eight depending on the load,” Mr. Nargar said. The debates continue on the merits of plug-in electric vehicles versus hydrogen. These relate to the infrastructure for hydrogen storage, the amount of energy used (and CO2 produced) during hydrogen production, the minerals required for battery construction and the green credentials of the power source used for both charging electric plug-in electric vehicles and creating the hydrogen. Mr. Nargar believes the air-cleaning claim of a hydrogen fuel cell drivetrain is one advantage of the fuel-cell system that has been overlooked. “Car makers have done a pretty average job of talking about how much the car purifies the air. We need pure air to run the fuel-cell stack.
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The Toyota HiAce continues its reign, but the Ford Transit Custom and VW Transporter are gaining market traction, and Renault, Mercedes-Benz and LDV are all taking growing chunks of the market. Ongoing talk of the need to expand its line-up to include a ute in the 4x4 LCV segment and a growing light truck and prime mover range will be welcome news on the brand’s commercial side, even more so if the alternative drivetrains are an early part of the equation. “We think the time is right, and we hope to prove the market is there for fuel cell and electric over the next couple of years. When we look at the workhorses, the couriers, the LCV and HCV, that needs to happen. “A ute would be lovely, an electric ute would be even better…..all I can say is, watch this space. It’s one of the areas where there is a great opportunity. We’ve been number-three consistently for a couple of years now.
HYDROGEN FUEL “Everyone around us has got pickups. So with a pickup we’ll see where Hyundai ends up in the near future – watch this space,” he said. Delivering vehicles to the marketplace that are too futuristic in appearance and operation has previously scared consumers. The first Honda Insight was an odd-looking machine, and the first-generation Prius was far from smooth in its drivetrain transitions. Concerns about longevity may also present hurdles for manufacturers, although Hyundai’s 10-year 160,000 km warranty (which may or may not make it to Australia) should allay some fears. “Hyundai has announced there’s a 10-year warranty with 160,000 km. What it says is the company believes the technology is practical, durable and safe. “Whoever buys it secondhand has seven years, backed up because we know the stacks can handle it. It will start at minus 30 degrees, for example,” Mr. Nargar added. Hyundai’s partner in Hydrogen Mobility Australia, Toyota, has expanded its fuel-cell research and development to include heavy vehicles as well. Last year Toyota undertook Project Portal, which involved adapting the fuel-cell technology from the Mirai passenger car to propel a 36-tonne semitrailer in order to study the potential of fuel-cell technology by hauling cargo between Los Angeles and Long Beach.
The truck produced more than 500 kW of power and almost 1800 Nm of torque (using two Mirai fuel-cell stacks and a 12 kWh battery) and laid claim to a 320 km driving range. When the project was first announced, Toyota Motor North America executive vice president, Bob Carter, said Toyota believed hydrogen fuel-cell technology had tremendous potential. “Toyota is a leader in expanding the use of versatile and scalable zero-emission technology. With Project Portal, we’re proud to help explore the societal benefits of a true zero-emission heavy-duty truck platform,” he said. The local company continues to work with governments, industry and other key stakeholders in Australia to fast-track the development of the refuelling infrastructure required to support the widespread sale of fuel-cell vehicles.
“A ute would be lovely, an electric ute would be even better”
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GRANDE FURGONE
T
here’s an old saying that good things come to those who wait – its been a long time coming, so finally getting our hands on a Fiat Ducato was exciting, and here’s hoping the age old cliché holds true. The particular van tested was the Fiat Ducato 2.3-litre long-wheelbase mid-roof. The Ducato is powered by a 2.3-litre four-cylinder diesel engine producing 130 kW of power at 3500 rpm and 400 Nm of torque at 1500 rpm – impressive numbers for a van, and we will discuss the performance later in this review. The standard transmission for the Ducato is a six-speed manual; however, this particular vehicle was fitted with optional COMFORT-MATIC transmission ($2900). This transmission is a six-speed automated manual, rather than a conventional torque converter automatic as fitted in most passenger cars.
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The other option fitted to the vehicle in addition to the AMT transmission is the reverse camera, which at $890 seems a near mandatory option in such a big vehicle. Although it’s mounted at the very top of the van and points down towards the ground, it gives an unusual view compared with a typical reverse camera, which is mounted near the number plate and faces backwards. In addition, the rear parking sensors fitted as standard are a nice touch, especially for a big vehicle like this. When it comes to carrying capacity, the big Ducato has a payload allowance of 2145 kg with the volume capacity of the vehicle being 13 cubic metres, allowing plenty of space to add in cargo. The van tested was only fitted with a sliding door on the left side of the vehicle, which is good and bad. From a safety perspective it is good as it forces the driver to unload cargo from the kerbside and not
FIAT DUCATO LWB MID-ROOF
“The rear parking sensors fitted as standard are a nice touch, especially for a big vehicle like this”
potentially get hit by ongoing traffic; however, for a courier doing multiple drops per shift, it is time-consuming and tiresome having to walk around the vehicle to the other side to access the cargo door. Fortunately, Fiat offers as an option, a right-hand sliding door for $1200. The rear of the van is fitted with a barn door arrangement, with both doors folding out and around to the side of the van to allow for a pallet to be loaded into the back. Inside the business part of the van (the cargo area) it’s fitted as standard with wall lining. Also as standard is load restraint hooks to make securing the load easier for the driver. While Fiat calls it a mid-roof, it’s more akin to a high-roof van, as the internal height of the van is 1932 mm, which allows almost anyone to be able to walk around in the cargo bay area, and makes access for loading and unloading much easier. Service intervals for the Ducato are a whopping 48,000 km (or every 12 months), which should appeal to operators doing high kilometres to both reduce costs and time off the road. The warranty is also a very credible threeyear/200,000 km. The van has a large fuel tank capacity of 90 litres and the official fuel economy according to Fiat is 8.9 litres per 100 kilometres for the combined cycle, which seems very credible as for the duration of our tests, DELIVERY ISSUE 80
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FEATURE which included a combination of different driving, a combined average of 9.4 litres per 100 kilometres was recorded on the in-dash trip computer. Fit and finish of the van seem very high, the interior was modern looking, and all controls worked well. For my liking, the bulkhead was fitted too far forward, which limited seat travel and seat recline immensely. Nonetheless, the bulkhead is a good feature as it would be near impossible to both heat and cool such a large area without it, and it also helps to reduce noise entering the driver’s cockpit from the rear of the van. There is a height-adjustable bucket seat for the driver and a two-seat bench for passengers providing legal seating positions for three people. All are fitted with three-point seat belts. Standard fit is a colour touchscreen that incorporates AM/FM radio and Bluetooth audio streaming, and this was where the optional reverse camera was fitted. Also as an option is a navigation system for an additional $890, which would seem to make sense, particularly for courier operations delivering goods across the city. The Ducato is a front-wheel-drive arrangement, but, due to the lack of payload in the rear of the van, it was impossible to test how it handled starting off on a hill under maximum payload. The turning circle at 14.4 metres seemed very good for such a big van, and the standard-fit power steering made the task less onerous on the driver. Ride and handling of the van is exceptionally good, and, as mentioned, the van was empty, so one would expect the ride to improve when payload is placed into the cargo area. The van is fitted with ESP as standard to improve driver safety, along with dual airbags for driver and passenger, and a hill-hold function, which is a great feature particularly for the vehicles fitted with the AMT transmission. The 2.3-litre engine has plenty of poke about it, and, despite not having any payload in the back, it was surprisingly swift, particularly off the mark. The engine feels smooth and refined and in-cabin noise level, even upon acceleration, were first rate. The only downside of the Fiat was the COMFORTMATIC transmission, which suffers the same flaws as most AMT transmissions, including slow and clunky gearshifts, and they make creeping forward or back into tight areas or into a loading bay difficult as the vehicle electronics are controlling the clutch, rather than a torque converter doing the work required. The transmission became quite annoying, particularly in city driving when constant upshifting and downshifting of gears was required as the shifts are cumbersome and somewhat jerky. Also experienced in lower gears around 20-30 km/h was a surging feeling of the van when the throttle was held in a constant position. 34
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FIAT DUCATO LWB MID-ROOF
The Fiat faces tough competition in the large-van segment, with strong offerings from the benchmark Mercedes-Benz Sprinter, along with the Ford Transit, Iveco Daily, and the Renault Master. These brands, particularly the Sprinter and Transit, have forged strong customer followings over many decades. Fiat will have to work hard through its dealer network to present the Ducato to buyers and demonstrate its ability as a comfortable, yet efficient and reliable workhorse for owner/drivers and fleet operators alike. The Ducato is a great van to drive, its powerful, rides well, is well equipped and has plenty of safety features. It’s only let down by the COMFORT-MATIC transmission, so much so that a manual would be preferred. If Fiat could fit the ZF torque converter automatic, like sister brand Iveco does, it would certainly bring it up into the best of the vans available for purchase. DELIVERY ISSUE 80
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THE DAILY ROSTER Winning the International Van of the Year Award for 2018 sets the scene for IVECO’s latest Daily – Words by Ed Higginson.
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ith Iveco adding to the appeal of the impressive Daily van and cab/chassis range with several upgrades in 2017, the latest version with Euro 6 technology continues to keep the range as a top contender. Back in late 2017 Delivery Magazine attended the Daily launch in Melbourne, taking six of IVECO’s models for a day’s drive around Victoria, and was impressed by the improvements. But to really test out a new vehicle, a day just isn’t enough. So, with the offer to take IVECO’s rangetopping 70C Van, fitted with the new Euro 6 engine for a week, it was a good opportunity to evaluate the Daily in more depth.
“The new Daily cab is an impressive area to work in… it’s a great space for a long shift”
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IVECO DAILY In the January issue of Delivery Magazine, I joined the IVECO media drive to review the 35S17 Van, 50C17 Van (12 m3), 50C17 Van (16 m3), 50C17 Cab Chassis (auto), 50C17 Cab Chassis (manual), and the 50C21 Cab Chassis. At the time, all the variants were fitted with the Euro 5 engine in comparison to the 70C for the test, which now has the IVECO FIC Euro 6 engine. In Euro 5 form, the 70C was fitted with the 3.0-litre diesel using direct-injection, variable geometry turbocharger (VGT) and intercooler to offer 180 hp @ 2900-3500 rpm, plus 430 Nm of torque @ 1400-3000 rpm. In comparison, the Euro 6 engine gives maximum power of 180 hp @ 2800-3500 rpm and 430 Nm of torque @ 1500-3000 rpm. They are so close in performance you cannot notice a difference on the road, but maybe just happier knowing your van is the cleanest it can be. To meet the stricter emission targets, the Euro 6 engine uses exhaust gas recirculation (EGR), which is the same as the Euro 5 van, plus now with the addition of selective catalytic reduction. This means that the IVECO can reduce the permitted level of NOx emitted from 180 mg/km down to a maximum of 80 mg/km. In terms of the transmission, there is a six-speed synchromesh single overdrive manual as standard, but the demonstration van was fitted with the optional eight-speed ZF torque converter automatic, known as the Hi-Matic with ECO mode. With the van loaded at around 80 percent payload, the automatic worked smoothly through the gears, so it felt effortless to get up to speed.
The only issue I found with the automatic option was that the dash moulding around the automatic lever stuck out a little too far, so my knee kept knocking it. Shame it’s not positioned just a few centimetres higher, but not an issue with the manual gear lever. With a decent load on board during the week, the ride in the 70C was fantastic on the independent front suspension with adjustable steel torsion bar, and on the rear air suspension, which is an optional extra. There is also a switch on the dash for dumping the airbags to lower the rear of the van during loading, which is another great function from IVECO. Being a van with the driver positioned behind the axles rather than over them, as you are in the comparable Isuzu or Hino, it adds to the smoothness of the IVECO, especially when riding on the mechanically suspended seat. In striking blue, the van highlights just how big the 70C is, with the demo unit being the largest on offer for IVECO, and in the market, with 19.6 m3 of load space, a GVM of 7000 kg and GCM of 10,500 kg. On the outside, the 70C has a wheelbase of 4100 mm and overall length of 7498 mm, so with a rear step and towbar you have a lot of overhang to consider, yet the turning circle is still good, which you need for urban deliveries.
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FEATURE The cargo area is where the IVECO excels, with the option of 1260 mm wide sliding doors on either side, plus rear barn doors that easily swing open 90 degrees or all the way round to 270 degrees so they are flush with the sides. This is a great feature when loading with a forklift through the 1530 mm x 2000 mm opening to reduce the risk of damage. Inside the cargo area, the largest of the 70C range has a length of 5125 mm, width of 1740 and height of 2100. The gap between the wheel arches is just 1032 mm though, so you can’t slide a standard Australian pallet between them, but, with such a large overhang, there is room for one pallet at the rear of the van and one through the sliding doors, beating many of its rivals. The new Daily cab is an impressive area to work in. With a modern dark blue and black material, loads of storage options and drink holders, it’s a great space for a long shift. The van on test had the upgraded suspended, fully adjustable and heated driver’s seat with armrests for the added level of comfort. With a single passenger seat you could set the van up for a walk-through door into the cargo area, ideal for courier drivers who don’t want to jump out of the driver’s door into traffic. You can also opt for a bench seat for two passengers, together with under-seat storage if you’d prefer.
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The IVECO Daily comes with a long list of standard features in the new model line-up. In terms of safety, the range includes four SRS airbags, front and rear disc brakes with ABS and electronic stability program, and IVECO ‘ESP 9’ safety package. For comfort, the range includes a four-speaker audio system with FM/AM radio, CD/mp3 player with USB and AUX input. You also get Bluetooth connectivity with radio and phone controls on the steering wheel, which most importantly works perfectly and was easy to connect with my iPhone. On top of the standard features, the Daily has three main option packs, with the first being called the ‘Business Premium’. This selection is ideal for courier work and city pick-up/delivery applications as the pack adds reverse buzzer, fog lights and IVECONNECT multimedia system with GPS and rear reversing camera. With the Business Premium pack added, you can then also opt for the ‘Comfort’ pack, which adds a very comfortable suspended, fully adjustable and heated driver and passenger seat with armrests, which was impressive for a van and ideal for those long shifts behind the wheel. The Comfort pack also adds automatic climate control.
IVECO DAILY You can also opt for a pack called the ‘Efficiency’, which focuses on reducing the running costs of the vehicles. The Eco switch is an option with the manual transmission that reduces the torque of the engine when running empty, to reduce fuel consumption. With the 2.3-litre 35S model, you get start and stop technology that automatically switches off the engine when you come to a stop. The pack also gives lane departure warning for added safety. The new range is backed by a three-year/200,000 km standard warranty. There is also a range of extended warranties available at additional cost if you want peace of mind over the long term. In terms of servicing, IVECO Daily boasts a 40,000 km or 12 month (whichever comes first) engine oil service interval. The Daily 70C is an impressive van, and, if you need lots of space and an impressive 3924 kg payload (or 4064 kg with smaller wheelbase), then the IVECO range offers market-leading figures. Add all these finer points together and it’s easy to see how the Daily received its award for International Van of the Year.
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FEATURE
DAMPING ENTHUSIASM Never overlook the importance of effective shock absorbers – Chris Mullett reports
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he motor industry used to be full of people with immense passion for all things mechanical. In a world where cars are now sold off information contained in an iPad, you can still find tremendous enthusiasm backed by personal knowledge in the allied industries such as tyre and brake outlets. Understanding tyre and rim sizes, together with predicting performance and handling levels to match a specific tyre to its intended use doesn’t come from a sales brochure. It’s much the same with suspension experts. Given the role that springs and shock absorbers play in ride, handling and safety for the driver and passengers, there’s much to consider when the time comes to replace or upgrade the original factory fitment.
Just as the footprint of the tyre dictates the way the vehicle will corner, brake and accelerate, the shock absorber plays its role in the same scenario. When the tyres and the suspension systems are working in harmony, safety levels are at their maximum. The trick here, though, is to realise that time and distance changes the abilities of these components to work effectively together and at peak efficiency. The handling of most European vehicles is tuned to enable a driver to respond to cornering forces when travelling on good quality roads, where stability and performance contribute to driving pleasure. Those inherent traits do not necessarily transfer to vehicles in North America, where flat surfaced concrete freeways abound with ridges where sections of road pavement join, producing the rhythmic thumping sound from tyres as they cross the joints. The North American auto industry has traditionally favoured soft suspension with a reduced level of rebound damping to minimise the intrusion of the tyre thump common on freeways. That’s fine for long distances on flat roads, but that handling trait doesn’t necessarily transfer well to the typical road network found in Australia. Our course, bitumen road topping with in-built camber to enable heavy rainwater run-off creates handling and steering obstacles that have to be overcome when seeking the right degree of steering and suspension response. Tuning a suspension system becomes significant if the driver is seeking specific ability such as turning in on cornering and resistance to potholes and road surface 40
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undulations. The right level of suspension damping is also a matter to consider if the vehicle is being set up to tow a heavy trailer through a towball or pintle hook, or a fifth wheeler gooseneck trailer.
POWERDOWN
PowerTorque’s RAM 2500 tackles the run south towards Brisbane and Sydney with a long-legged approach that, from an engine and driveline perspective, is effortless. But when covering a weekly distance in excess of 4000 km, the driver can appreciate the American suspension tune is not necessarily providing the maximum available level of steering and suspension response. It’s at a time like this that Australian know-how comes to the rescue. Founded in 1983, Powerdown is one of Australia’s leading suppliers of heavy vehicle shock absorbers. Having specialised in the design, manufacture and supply of suitable shock absorbers for heavy-truck and multiple-trailer combinations, the company took the decision to expand downwards through the weight ranges into the ute and lighttruck segment. This move resulted in Powerdown launching the RAW brand of shock absorber in 2005, followed by the Predator range, with its unique brand personality as a customisable product suited for utes, 4WDs and light trucks. “We provide shock absorbers at the high weight range as original equipment or as replacement items for selected brands. Because we understand the Australian operating conditions, our damper designs utilise oil with a higher flashpoint so that it can reach a higher temperature before it starts to thin out. These can cope better with our weather conditions and provide greater durability,” said managing director Mat Gatgens. “The larger style damper tube also enables us to take advantage of including extra oil capacity, another feature that enhances durability. With these practical benefits we can then drop the valving levels, so the ride comfort does not impact on the vehicle load or other suspension components through excessive damping harshness,” added Mat. With a product range that now encompasses damper requirements from light trucks and utes, right through to heavy haul, exceptional load, multi-trailer requirements, continual growth has resulted in the development of new export markets such as New Zealand, South East Asia, Africa and the Middle East. “The right choice of replacement shock absorber basically comes down to personal preference on what the driver feels the vehicle is doing,” said Adriaan van der Westhuizen, Powerdown’s engineering manager. “When comparing the overall handling characteristics of a vehicle it’s common to find that 80 percent of the influence on handling comes from the front of the vehicle, with the rear influencing up to 20 percent of the handling characteristics. “By tuning the front suspension damping response, the car will be a lot more controlled, stick to the correct line through a corner and maintain a strong connection to the road. Once this has been achieved drivers will also notice an immediate reduction in the amount of float on a series of undulations as experienced in straight-line running,” said Adrian. DELIVERY ISSUE 80
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At around 3820 kg tare weight, PowerTorque’s RAM 2500 Laramie was assessed by Powerdown’s engineering team as requiring additional front rebound control, with a reduction in total full damper rod extension by 10 mm. This additional control would prevent the possibility of a worst-case scenario where the front suspension coil spring could become unseated while negotiating a deep pothole at low speed. The RAW Predator monotube damper Powerdown recommends for use on the front of the RAM benefits from having an integral 60 lb force of gas that adds slightly to the standard spring rate. The RAW Predator shock absorber range is manufactured in Australia, and its fast acting monotube design incorporates a unique variable flow piston. Heat dissipation is handled by the single wall construction, resulting in consistent performance with sharper steering response, less body roll and improved traction. It features an increased rod diameter, with all coil-over shock absorbers having an 18 mm diameter piston rod for extra strength and durability. With a bore diameter of 46 mm it helps the damper stay cooler for longer under extreme working conditions. The RAW NitroMax extra heavy-duty shocks used on the rear of the RAM are specifically designed for heavy coilsprung and torsion bar vehicles. NitroMax uses a proven truck shock absorber design with highly tuned valving for 4x4 applications carrying heavy loads and is recommended for vehicles used in mining and long-distant touring. The dampers recommended for the RAM are a specific build modified to get the correct operating lengths and valving. Slightly greater recoil control reduces the vehicle bounce off the back that affects the bounce on the front. By reducing compression and recoil it absorbs the thumps between concrete sections, as experienced on typical North American freeways. Back in the day, the method for checking the performance of a shock absorber was to bounce up and down on a corner of the vehicle a few times using body weight, then stand back and see if the rebound was controlled to one or one and a half bounces. As you might expect, these days it’s not that easy. To check if the shock absorber is correct it needs to be removed from the vehicle and tested on specialised equipment, as today’s valving is speed sensitive. The damper also needs to be inspected for oil leaks, damaged mounts and bushing condition at all regular service intervals. Mounting a kerb at high speed can push a damper outside its design parameters causing damage. Similarly, running over a kangaroo can promote a fatigue-related failure or develop an oil leak that will reduce its functionality over time. Fleet managers and private owners alike need to focus on the maintenance levels required for the suspension system. Far from being a set-and-forget mechanical item, the condition and functions of components should be checked at each regular service interval, and replacement should be considered, especially for light commercial vehicles, at intervals such as 80,000 km.
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It is rare to find reference to shock absorber replacement in a vehicle manufacturer’s service schedule, but the need to maintain peak performance will affect not only road holding, handling, steering, braking distance and comfort, but also tyre life.
POWERDOWN
As Adriaan van der Westhuizen outlines, it’s a complex question, but the lifetime of a damper is not an exact science. Factors that influence damper life include rural roads versus highways. Unbalanced tyres versus balanced tyres also give a significant increase in suspension wear, together with higher than recommended tyre pressures. “When looking at heavy vehicles we can find that some may travel 500,000 km in one year with perfect damper ability,” said Adriaan. “The angle and length of stroke of the damper on HGV trailers works on a motion ratio. If it is straight up and down it operates at the same velocity as the axle. If it sits inboard and moves at an angle, then the damper moves more slowly. Between the two different mounting systems, the one constant factor is that the energy a damper has to take out of the system remains the same.
“Fleet managers and private owners alike need to focus on the maintenance levels required for the suspension system” “The shorter dampers in this scenario have a handicap. They need stronger mounting points as they generate higher forces at lower velocities, and, because the unit is smaller, it has less oil inside. “Scalloping of tyre tread wear on edges of trailer tyres often relates to a wheel alignment issue, but flat patches across the tyre usually indicate a damper problem. Wear in ball joints and bushes reduce the functionality of the damper, and it is also important to check visually for cracks or deterioration presenting in neoprene or rubber bushes, versus synthetic rubber with a polyurethane bush,” said Adriaan. Shock absorbers fitted by the vehicle manufacturer as original equipment may work perfectly on a standard specification vehicle. When changes to the application and use of the vehicle are made after purchase, such as when towing heavy trailers, the fitment of a large bullbar and sidesteps, front or rear-mounted winches and ancillary lighting systems, there can be substantial increases in tare weight. It’s in situations like these that aftermarket suspension specialists can provide a valuable improvement to the basic handling and performance characteristics of the vehicle, while improving overall safety standards. DELIVERY ISSUE 80
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CRAFTER RETURNS Volkswagen re-enters the large-van segment with the all-new Crafter range – Report by Stuart Martin.
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he brand kicking goals with Amarok and Transporter has launched a barrage into the large-van segment with the return of Crafter.
No longer shared with Mercedes-Benz, the Volkswagen workhorse is back in the pricelist with an automatic transmission, a requisite feature in the LCV van market and one that was missing to the detriment of sales in the previous model. With key standard active safety features and cab/chassis models to bolster the ranks to 59 variants within the next 18 months, it is apparent why VW Australia LCV’s Carlos Santos is excited about the future for Crafter. A pair of diesel engines mated to a six-speed manual or eight-speed automatic gearbox (for the first time since 2013) will propel front, rear or all-wheel-drive models on three wheelbases, sporting three roof heights and a cab/ chassis single or dual-cab duo. The new model range, from a purpose-built 10 billion Euro factory in Poland, will (when complete) offer single and bi-turbo diesel EA288 four-cylinder engines, all Euro-6compliant with high-pressure exhaust gas recirculation, a particle filter and SCR catalytic converter with AdBlue. Running common-rail direct-injection, the engines also have variable inlet manifolds and will offer 103 kW at 3500 rpm, or 130 kW another 100 rpm higher in the bi-turbo. Peak torque will be 340 Nm or 410 Nm at 2000 rpm. Standard fare across the range (vans and cab/chassis models where applicable) includes remote central locking, halogen headlights, daytime running lights, a left-hand side sliding door, rear barn-style doors, power windows, 16inch steel wheels, cruise control, rubber floors, Bluetooth, trip computer, LED cabin lights, cargo bay lighting, and bulkhead with window between cargo bay and cabin. Also standard is a touchscreen-controlled infotainment system with full smartphone integration, while integrated satellite navigation and digital radio reception are among the options. 46
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VW CRAFTER
The range starts with the ‘35’ TDI340 medium-wheelbase six-speed manual front-drive Runner edition, which has been quietly on sale since December from $48,490, rising to $52,490 for the TDI340 auto or a TDI410 manual guise, rising to $55,490 for the eight-speed auto. Adding the Haldex-based 4MOTION AWD system ups the price by $4500 and the eight-speed auto is a $3000 impost. Stepping up to the dual-rear-wheel ‘50’ mid-wheelbase removes the manual gearbox and 4MOTION choice – the 4.49-tonne version is priced from $62,490, or add $3000 for the 5.5-tonne version. Stretching to the long-wheelbase models of the aforementioned adds between $3000 and $3500, and opting for the ‘rear overhang’ LWB models also removes the manual gearbox and 4MOTION choice, adding a further price increase of between $3000 and $3500. Volkswagen has included an array of active and passive safety features, with automatic emergency braking as standard, as is the multi-collision brake system, the useful crosswind assist (standard on the van range) and front, side and curtain airbags. Stability, traction and, where applicable, trailer sway control (using four-wheel disc brakes), driver fatigue detection, front and rear parking sensors and a reversing rear camera are also standard. LED headlights, active cruise control, blind spot warning, active lane departure systems and rain-sensing wipers are on the options list. Auto-parking, adaptive cruise control, rear traffic alert and sensor-based side-assist are also options, the latter worth considering given the Crafter’s size.
The 35 TDI340 is priced from $58,490, the TDI410 is $61,490, $68,490 buys the dual-wheel 50 4.49-tonne version, and the 5.5-tonne is priced from $71,490. The Crafter cab/chassis range starts with the single-cab front-drive TDI340 auto from $48,290, rising to $51,290 for the TDI410 FWD and $55,790 for the AWD model. The Crafter single cab/chassis is also available in the two weight ranges with the dual-rear-wheel RWD guise – from $56,790 in mid-wheelbase and from $58,290 in the longwheelbase variant. The only manual cab/chassis models are the RWD TDI410 variants, priced from $52,790 for the single and from $56,290 for the dual-cab. DELIVERY ISSUE 80
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FEATURE Fleet operators and aftermarket suppliers will be able to integrate their systems as the brand is determined to work with customers and aftermarket manufacturers. Getting into the new model, the cabin has inherited much of its dashboard from the passenger car range, as well as the Amarok and Transporter models. Industry consultation during development resulted in the inclusion of brighter LED cabin lights and more comfortable seating with electric lumbar support, with three seats in the van and single cab/chassis models. The middle seat folds down to provide a ‘desk’ with cupholders and a useful flat area for paperwork. Disappointingly, only manual air conditioning is offered as standard, with options for air conditioning system upgrades. The driver gets a plastic steering wheel with audio, phone, cruise and trip computer controls, as well as a USB input within the dash top storage as well as a 12-volt outlet on the passenger’s side. There’s ample overhead storage that has integrated grab handles, as well as a handle on the A-pillar. Cabin entry in the wet needs care given plastic floor surfaces, but the grab handles on the A-pillar and integrated into the overhead storage compartment help. Good fore, aft and height adjustment on the manual driver’s seat will – with reach and rake adjustable steering – result in a comfortable driving position with forward vision. The blunt nose drops away sharply, but the presence of parking sensors front and rear (teamed with the reversing camera) is reassuring. Fold-down armrests on both front seats are welcomed by this driver, but the outboard armrest sits close to the top of the door trim anyway, and doesn’t need to be folded out of the way. Deep door pockets storage and a second smaller area provide decent oddment storage, kept secure by separate cabin and cargo locking systems. The rear load height is among the Crafter’s key upgrades, which has dropped by 100 mm (down to 570 mm on FWD models), and that will no doubt be music to the ears of those who have to load them. The cargo area has also been equipped with rigging tracks as well as tie-down points in the floor to secure cargo.
The centre mirror looks through a grille-covered bulkhead window to the standard rear barn doors – there’s not much of a view, but you’ll be looking out the useful side mirrors more often anyway. The new Crafter gets underway in good order, with the eight-speed auto demonstrating more smarts than previous incarnations. There’s a manual lever shift option but no paddles – the amount of low-down torque compensates with solid flexibility, demonstrated on a steep sixth gear 60 km/h climb at around 1500 rpm, with no issue accelerating up the hill from 60 km/h. Ride quality from the MacPherson strut front and parabolic leaf-sprung rear in an unladen van was on the firm side of comfortable. Repeating the same drive route in a mechanically-similar model with 500 kg (split in two loads at the front and rear of the cargo area) settled the suspension into a more compliant mindset. Fuel economy rose with the 500 kg load to 11.8 l/100 km at a 25 km/h average speed, compared to the unladen version that achieved 10.2 l/100 km, albeit at a trafficrestricted 20 km/h, helped by the smarter auto’s ability to start in second gear and slotting into top gear by 80 km/h. Engine noise is subdued but still obviously a four-cylinder diesel, while tyre noise from the Continentals was apparent, particularly on rougher bitumen. A conventional handbrake lever is buried between the seats – the brand does electric park brakes elsewhere in its range and could do worse than add it to the Crafter’s features list. Volkswagen has been waiting for a long time to get an automatic in the Crafter, and it’s a vital piece of equipment in our auto-addicted market – a market trend to which even the heavy commercial vehicle operators are fast succumbing. The lower load floor on the front-drive models will stand it in good stead, as will the value-for-money 4WD option.
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IF YOUR SMALL BUSINESS JUST KEEPS GETTING BIGGER. GET BUILT READY. Fuso. all day.
Fuso Built Ready Range If your business is growing and you need a truck fast, Fuso’s Built Ready Range has you covered. Available in both light and medium duty models, our Built Ready trucks come with everything you need to get straight down to business - including an unbeatable 5 year cab chassis warranty.* Contact your authorised local Fuso dealer or visit fuso.com.au
fuso.com.au * Warranty terms and conditions apply, 5 year cab chassis or 200,000km for Canter and 300,000km for Fighter models and 1 year body warranty. See an authorised Fuso dealer or our warranty policy at www.fuso.com.au/service for full details. Fuso is distributed by Daimler Truck and Bus Australia Pacific Pty Ltd ABN 86 618 413 282.
FEATURE
RAM ON THE RIGHT TRACK Australia’s homegrown ute continues to improve
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he RAM Truck Australia marketing machine continues to move ahead of its competitors, announcing a series of upgrades to the flagship vehicles in the fleet, the 2500 and 3500 RAM utes. Production capacity is on the increase and the forecast is for the Melbourne production line to target over 4500 vehicles per year across the range.
It’s taken RAM Trucks Australia two and a half years since production started in December 2015 to produce its 1000th RAM pickup truck in Australia. With production of the RAM 1500 adding to the numbers, the company looks set to achieve the 2000 vehicle mark in less than half the time of the climb to 1000 sales. Having tested the market with the RAM 2500 and 3500 models, RAM Trucks Australia has now blasted into the hugely popular ute segment by launching the RAM 1500 in three different trim levels and with two different choices of engine, one a petrol V8 HEMI Head of 5.7 litres, the other, due for release later this year, being a 3.0-litre VM Motori diesel, which also finds its way under the bonnet of the Chrysler 300C.
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When compared to the current crop of Japanese-styled utes, the RAM 1500 sets higher standards for towing capacity, tub size, interior space and comfort. Adding the 5.7-litre HEMI petrol engine brings back the V8 burble that’s part of the Australian ute-owning psyche. Those wanting more can have more in the form of the already established 2500 and 3500, both powered by the Cummins 6.7-litre, straight six with 276 kW of power and 1084 Nm of torque. This is matched to a six-speed Aisin automatic transmission with double overdrive ratios on 5th and 6th to give effortless cruising and surprisingly good fuel economy. As its local remanufacturing assembly line in Victoria expands to match demand for the RAM 1500 Express and 1500 Laramie models, RAM Trucks Australia has announced a series of upgrades to its 2500 and 3500 trucks for 2018. The RAM 2500 and 3500 feature revised suspension settings for 2018 that have been developed in Australia for Australian conditions and use Bilstein dampers.
RAM REPORT These provide a smoother, more comfortable ride quality without impacting on the class-leading towing ability of the RAM 2500 and 3500 of up to 6.9 tonnes.
the 2500 and up to 1713 kg in the RAM 3500. Depending on specification and driving licence type, the RAM 3500 can have a gross combined mass of up to 11,479 kg.
For 2018, the latest uConnect 4 system brings a new 8.4-inch touchscreen with pinch to zoom operation, Apple CarPlay and Android compatibility. The USB flip connection allows two phones to be plugged into the system simultaneously, and, at the touch of the screen, the system will switch between the two phones without them being plugged in and out. Voice commands control the operation of the sat/nav unit and the phone operation.
The long wheelbase contributes to exceptional towing stability, with the added safety of a full exhaust brake system to reduce or control speed on over-run for less brake wear. A slider control for electric trailer brakes is also standard and built into the dashboard, and ratio shift points in the automatic transmission can be modified to suit the vehicle load and terrain by pressing the Tow/Haul button. Camera vision of the tray area and the tow ball makes trailer coupling easy when reversing.
Standard features now include rain-sensing wipers and headlights that dip automatically for approaching vehicles. The load bay lights may now be set to come on automatically when the RAM is unlocked. As fully factory-approved imports that are built specifically for the Australian market, the RAM 2500 and 3500 may be ordered with factory fitted optional equipment. The standard fit-out is with six seats, but the RAM 2500 may now be ordered as a five-seater, with two bucket seats in the front replacing the current bench seat.
Power adjusted seats and external mirrors, windows and sunroof are complemented by power adjusted pedal positioning to suit different leg lengths. The front seats are also heated and cool-air ventilated and the steering wheel is also heated. The large centre locker between the front seats has two cup holders and USB power points and folds upwards to provide a backrest for the centre seat. The dashboard, also has the usual USB and 12-volt sockets, but adds a 240-volt 100 W mains power socket. The air con is dual-zone and the driver can start the engine from outside the vehicle through using the remote key fob to organise the cab temperature prior to entry.
“When compared to the current crop of Japanesestyled utes, the RAM 1500 sets higher standards for towing capacity, tub size, interior space and comfort”
More choice extends to the tub sizes, with the standard length being 1938 mm or the optional extended length of 2496 mm. The minimum width between the wheel arches remains identical at 1295 mm, able to accept a standard pallet. Selecting the longer tub also brings with it a larger capacity fuel tank of 132 litres, plus a further factory fitted option for the 2500 of auto-levelling rear air suspension that automatically detects load on the suspension from a trailer or payload. The air pressure increases until the vehicle reaches normal ride height, levelling the truck and improving the laden ride quality. By manually deleting air pressure the rear may be lowered by 25 mm to assist with hitching up trailers.
RamBoxes are a great use of space with 243-litre capacity lockers built in to each side of the tub and accessed by a lift-up lid that is locked and unlocked as part of the central locking system. A full tonneau cover is now standard equipment. The RAM Sport Appearance package adds a colourcoded grille and front and rear bumpers, black tubular cab-length side steps, performance-tuned shock absorbers, and black 20” rims with Nitto 275/65 R20 All Terrain tyres, black badging and dark lined bi-function projector headlights. The towing ability for the RAM 1500, RAM 2500 and 3500 is class-leading amongst the ute fraternity, with a 50 mm tow ball matched to a 3.5 tonnes limit, rising to 4.5 tonnes when fitted with a 70mm tow ball. When fitted with a pintle hook the towing limit rises to 6.9 tonnes. The payload is 913 kg in
The rear bench seat takes three passengers and the seats can be flipped upwards in a dual/single seat combination. With the seat bases flipped upwards, a foldout flat floor panel levels the rear of the cab for load carrying or to facilitate pet comfort. Rear seat passengers are also well catered for by the inclusion of air conditioning, storage lockers, a centre armrest with cup holders and reading lights.
The decision of whether to buy a 2500 or 3500 really comes down to the intended use. The RAM 2500 features a coil spring rear suspension while the 3500 is fitted with a Hotchkiss leaf spring rear suspension to meet additional towing demands. To maximise this ability, the RAM 3500 is available in two versions, one rated for a car driving licence and a second version rated for light rigid driving licence, which allows a higher payload as well as the 6.9-tonne towing capability. New chassis frames for the 2500 and 3500 feature highstrength 50 KSI steel and include eight separate crossmembers, hydroformed main rails and fully boxed rear rails for optimal strength and mass efficiency. Wide front frame rails (approximately 25 mm per side; 50 mm overall) enable front suspension springs to be positioned slightly outboard – generating more positive roll stiffness. DELIVERY ISSUE 80
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AdBlue tank the refill intervals are timed to match regular service intervals. For those with more interest in technical features, the frame-mounted fuel-filter/water-separator unit delivers best-in-class, 3.0-micron particulate filtration and water stripping. A unique venting system is designed to prevent dirt and water from entering the tank and a warning light illuminates on the truck’s instrument cluster when the high-capacity sump requires draining.
A new front suspension cross member is now a two-piece welded component, essentially vacuum formed between the front axle and oil pan. The larger plated structure’s interface to the frame brings a lengthened weld surface that creates a significantly stiffer, more robust front section. Centre frame rail sections are roll-formed, and in the rear portion of the new frame the structure includes fully boxed rear rails and a factory-installed rear axle cross member with provisions for 5th wheel and gooseneck hitches.
With more than 45 active and passive safety and security features, RAM Trucks include standard front air bags and seat-mounted side pelvic-thorax air bags with Enhanced Accident Response System (EARS), BeltAlert system and ParkView rear backup camera system. The standard electronic stability control (ESC) hosts a number of technologies including all-speed traction control, trailer-sway control, hill-start assist and antilock brake system (ABS).
Four-wheel disc brakes are standard, with front/rear rotors of 373-mm/356-mm operated by dual-piston callipers.
There are some tricky tech features such as the flashers initiate and doors are unlocked after air-bag deployment, which also corresponds with shutting off the flow of fuel to the engine. Tyre pressure monitoring of all four wheels gives an accurate reading on the dashboard and an alert when there’s any pressure deviation from the norm, interior surfaces are designed to minimise the opportunity for head impact, and knee bolsters keep the occupant in the right position for airbag actuation.
The exhaust system for the Cummins 6.7-litre uses AdBlue (diesel exhaust fluid or DEF), which is injected to reduce NOx (nitrogen oxides) emissions coming out of the tail pipe. This is a fully automatic system, and with a 27-litre
American-style utes have the benefit of offering the buyer greater suitability for towing, and, with local production and a significant level of local Australian input, the future for RAM Trucks looks particularly impressive.
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2019Australasian Fleet Conference & Exhibition
May 23rd-24th
Knowledge. Collaboration. Leadership.
Join us in Melbourne in 2019 for this must-attend industry gathering. More details on venue and speakers will be confirmed later in 2018.
2019 Conference Networking Dinner - May 23 Next year's dinner will incorporate and recognise our 2018 Fleet Award Winners for their industry achievements over the past twelve months. Since their introduction in 1996 the awards have recognised new approaches and applications that have produced substantial reductions in costs, lowered emissions and improved safety outcomes.
» » »
Submissions are now available for the following awards: Fleet Manager of the Year Award Fleet Safety Award Fleet Environment Award
Head to the following link for more information or to submit a nomination:
afma.net.au/fleet-management-awards For further enquiries and sponsorship enquiries please contact AfMA on 03 9866 6056 or via email info@afma.net.au.
FEATURE
TRUMPED American-style pickups hold all the cards when it comes to safe towing – Words and photography by Rob Randazzo
F
or vehicle buyers in Australia, the checklist of preferences is ever-changing. Today’s options are primed for safety as the highest priority, along with reliability, functionality and efficent aftersales service.
At the end of the second quarter of this year, the ute/ cab-chassis segment toppled the small passenger-car segment to share the top position with the medium-SUV segment for highest sales in the Australian market.
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However, it is the actual choice of ute that causes the most grief, particularly if one of the duties of your ute is to tow higher weights. Delivery Magazine has made regular comment on advertised towing capacities promoted by manufacturers, as it is this specification that can make or break your new ute. It is almost misleading the way some ute manufacturers spruik the towing prowess of their products – as they often ‘forget’ to stress that the quoted maximum towing capacity is for an empty vehicle. Once you add a driver, passengers, optional accessories (driving lights, bullbar, roof racks, etc.), lunch from McDonalds drive-through, and some kit in the tub, the GVM (gross vehicle mass) rises, often close to the allowable maximum – and leaving a Big Mac off the lunch menu is not likely to make a big enough difference.
FORD F-250 Into this mix you also need to add the often-considerable TBM (tow ball mass), which is the actual weight or down force imposed on the tow ball by anything hitched to it, as this could push the GVM to an illegal level. It is this GVM that affects towing capabilities, as it has a direct impact on the legal GCM (gross combination mass), which is the total mass of a loaded trailer plus the total loaded mass of the vehicle to which it is hitched. A typical example of a Japanese-style ute with a quoted towing capacity of 3.5 tonnes has a GVM of 3200 kg, and a GCM of 6000 kg. Simple maths confirms that something doesn’t add up here, and that this full-loaded ute can legally only tow 2.8 tonnes, including the actual weight of the trailer. For the uninformed and unsuspecting buyer who chooses a ute with an advertised 3.5-tonne towing capacity to pull their 3.5-tonne GTM (gross trailer mass) plant trailer or caravan, the consequences could be catastrophic. It is here that the Yankee option plays its hand, with the American-style pickups offering what the others can’t – unrivalled safety and comfort with the ability to tow just about anything! Delivery Magazine makes no secret of its predilection for American muscle, and, after a long-term assessment, added a RAM 2500 as the flagship to its own fleet.
The RAM Truck range and the Chevrolet Silverado (both featured in this edition), are imported directly from the North American factories in left-hand-drive, and then remanufactured to right-hand-drive on a purpose-built production line in Melbourne. These options come with a nationwide, factory-backed, three-year/100,000 km warranty with roadside assistance for the period of the waranty. Ford F-Trucks are remanufactured under full-volume Australian compliance regulations on several smaller production lines, but, like the RAM and Chev, adhere to the Full Volume Australian Design Rules and Motor Vehicle Standards Regulations 1989, and are audited by the Australian Government Department of Infrastructure and Transport. Most F-Truck remanufacturers offer a three-year/100,000 warranty, but the full range of remanufactured Ford F-Series pickups can be purchased through Harrison F-Trucks, where they will carry a four-year/130,000 km warranty and three-year/100,000 roadside assistance. The early F-100s, like our featured pickup, still turn heads on our roads today, and were followed by the reintroduction of the F-Series from 2001 to 2006 that were produced by Ford Motor do Brasil S.A. (Brazil). Our featured Australian-built, 351 Cleveland-powered, 1954 F-100, Sno White, has been Gary Christie’s daily drive for 41 years, and serves to show the timeless ‘attitude’ of the F-Series’ design – it also shows the evolution.
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FEATURE For NSW Southern Highlands mechanic Sean Hannan, and his wife Jacqui, the choice of an American pickup was not one made lightly, or on compulsion. Sean tested a wide variety of pickups, including the RAM 2500, Nissan Titan, Toyota Tundra, GMC Denali, Ford F-250 and Chev Silverado. However, he didn’t want a petrol-powered V8, and, at the time, two of the diesel options began to push ahead of the pack – the RAM 2500 and the Ford F-250. Originally, Sean had his heart set on a RAM truck, but had heard that the 2500 range was up for a facelift in the near future, while the F-250 was a new model for Ford. Being a mechanic, Sean had seen his fair share of the good, the bad and the ugly, and, after a great deal of research, and numerous visits to workshops of remanufacturers, the decision was made to purchase a brand-new Ford F-250 Platinum Super Duty from VDC (Vehicle Development Corporation) in Victoria. “The main reason for looking beyond the Japanese-style utes was towing capacity. They are able to pull around 3.0-tonne, with some claiming 3.5-tonne, but none could tow 4.0 tonnes,” said Sean. “With a new caravan loaded to a GTM of 3.7 tonnes, or our fullsize ski boat to tow, traditional utes just could not do the job, and light trucks didn’t have the comfort levels we wanted”. After owning his new F-250 for ten months, Sean is more than happy with his decision, saying, “I love it, and it does everything asked of it. In fact, the only thing I don’t like is getting out of it.
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“We recently had two pallets with four 44-gallon drums of oil on each in the back, and, other than seeing them in the mirrors, didn’t even notice they were there as we came up Mount Ousley from Wollongong. “It fits one pallet easily between the wheelarches, and, you can get two pallets in, but you have to leave the tailgate down. The bed extenders (removable sides around the tailgate) help to make extended loads much safer,” said Sean. The options list for the F-250 is extensive, to say the least, with Sean saying, “This came as a fully-loaded truck. About the only major things we didn’t tick on the order form were the tonneau cover and the bullbar. I wanted an aluminium electric roller-type cover, which we have now fitted, and didn’t want to spoil the looks with a bullbar”. Discussing safety and comfort, Sean said, “The inside is supremely comfortable and rivals our BMW X5. However, it is a truck, so it can transfer some vibration on certain sections of road when running empty at highway speeds, especially the section of Federal Highway around Lake George (near Canberra) where the road surface is rippled and poor quality. “It’s all the little things that make this truck so special. We don’t have to worry about towing mirrors, as the heated side mirrors are fully electric and can be extended out to see past anything being towed. It has all the crash avoidance systems, adaptive cruise control, blind-spot monitoring, ABS and everything else expected from a luxury car. “If we ever get pulled over to have our GCM checked while towing the van, which the authorities are doing, I know our weights are going to be perfect”.
FORD F-250
Intelligent Access with keyless entry and push-button start is commonplace these days, but Sean’s pickup has a SecuriCode keyless entry keypad in each B-pillar, enabling access by tapping a unique and changeable code into the keypad. Powered by a 6.7-litre Power Stroke V8 turbodiesel through a TorqShift heavy-duty six-speed SelectShift automatic transmission, the F-250 Platinum produces 328 kW of power at 2800 rpm and a massive 1253 Nm of torque at just 1800 rpm. It has a wheelbase of 4064 mm under a body that measures 6350 mm long, 2032 mm wide and 2070 high. Ginormous, by anybody’s standards, the F-250 needs 16 metres to do a full circle – amazing when compared to the much smaller Mercedes-Benz X250d ute that requires 13.4 metres. With a GVM of 4491 kg, the F-250 Super Duty can be driven on a standard car licence. The body and tub of the F-250 are built from military-grade aluminium, which is supported by a fully-boxed, high-strength steel ladder frame that Ford says makes this the strongest Super Duty frame ever. The result is an F-Truck that’s up to 24 times stiffer than previous generations, which aids ride quality, steering and towing ability. Payload is 1520 kg and the towing capacity is a massive 5670 kg, depending on hitch type and ball size. The 128.7-litre fuel capacity (and 28-litre AdBlue tank) means venturing off-road can be enjoyed with confidence, limited only by the long wheelbase and shock absorber travel. Sean opted for the FX4 Off-Road Package that includes hill descent control, plus transfer case and fuel tank skid plates. Sean’s big Ford is packed with standard features to assist with hauling big loads: such as the heavy-duty trailer hitch receiver with twin trailer connectors, front stabiliser bar, hill-start assist, integrated trailer brake controller, stationary elevated idle control (SEIC), a trailer hook-up light, trailer sway control, and, in the case of Sean’s SWB truck, a tub that measures 2080 mm long, 1699 mm wide and 536 mm deep, with 1283 mm between the arches, to give a cargo volume of 1.852 cubic metres. A longwheelbase model with a 2400 mm tub is also available. The list of standard comfort, safety and security features is also extensive and includes electronic stability control with roll stability control, a Sony radio with CD/MP3 system including ten speakers and all input options.
MyKey individualised keys automatically alter specific features for each driver, with front and side airbags for the driver and front passenger, a full Ford Safety Canopy System with roll-fold side-curtain airbags (front and rear), four-wheel vented disc with anti-lock brake system (ABS), SecuriLock Passive Anti-Theft System and child seat tether points in all rear seating positions. The SOS Post-Crash Alert System will automatically dial 000 in the case of a serious accident, and for added safety information there’s a tyre pressure monitoring system (TPMS), a perimeter alarm, auto-dimming rear-view mirror, auto high beam, a camera and spotlight in each heated side mirror, and configurable daytime running lights. Even with a list of standard features to rival most topend passenger cars and SUVs, Sean went further and added Ford’s Intelligent Oil-Life Monitor; heavy-duty gas shock absorbers; limited-slip rear axle; quad-beam light-sensing LED headlights; LED taillights and tub lighting; rain-sensing wipers; voice-activated dual-zone automatic air conditioning with steering-wheel controls; full leather seats (front and back) with ten-way adjustment front captain’s chairs that include heating, cooling and massage functions, and a heated rear bench seat with armrests – rear inflatable seatbelts that incorporate an airbag in each seatbelt are also available as an option. With electric side steps that automatically lower when the doors open, electric-opening and closing tailgate, and 360-degree camera coverage, the list of options and additions appears to be almost endless, requiring plenty of dedicated reading time for the buyer to acquaint themselves with just how much is on offer. Safety is the central focus, and the end result far outweighs any potential challenge from the one-tonne ute brigade that hails from Japan, Thailand, South Korea or Western Europe. At cost of $160,000 (plus on-road costs), Sean’s fullyoptioned truck might raise some eyebrows and drop a few jaws, but, with the comfort and safety levels of a luxury car, power of a prime mover, the highest torque rating in its class, greater diversity than an SUV, and higher payload and towing capacity than any Japanese-style ute on the market, it is truly exceptional value. With 64 years of evolution between Gary’s and Sean’s pickups, we can only wonder what we will see in the next 64 years. DELIVERY ISSUE 80
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THE HSV GRAND PLAN Chevrolet re-enters the market with HSV and full factory support – Words and images by Stuart Martin
As the metaphorical roller door comes down on the Commodore-based HSVs, a window – a large one, granted – opens in the form of Chevrolets gracing the pristine floors at HSV. Fresh from the factory in Flint, Michigan, and still wrapped in plastic, the vehicles arrive at the new factory in Clayton, not far from the former Nissan plant in the same suburb in which the brand started. The Silverados are split in two, as the cabs, once removed from the chassis, are stripped bare and revamped to suit the right-hand-drive requirements. When reintroduced to its chassis and tray the finished product has benefited from changes that incorporate 700 parts involved in the changeover.
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This first drive of the HSV Chevrolet Silverado is behind the wheel of an LTZ, wearing a $134,990 price tag, and in many respects the cabin presents as worthy of the pricetag. Expansive, cavernous, capacious, comfortable – pick one, they all apply – with leather trim for seats and the helm, dual-zone climate control, reach and rake steering adjustment, power-adjustable pedals (resulting in a good driving position), auto-dimming centre mirror, poweradjustable, folding and heated exterior mirrors, front seat heaters and coolers and a sliding rear window are among the standard LTZ fare. There are two USB ports as well as Bluetooth that link to the seven-speaker infotainment system, controlled by an 8.0-inch colour touchscreen, with voice control. There’s no digital radio or satnav, beyond that supplied via Apple CarPlay or Android Auto smartphone link, which is a little steep given the pricetag. The dual-zone climate control also decided not to make much use of the fascia vents, something that was to be examined by the service department.
CHEVROLET SILVERADO
In-cabin storage is considerable, with multiple door pockets, as well as a massive centre console. A lidded storage area under the elbow (where the wireless phone charger sits) was barely required, given the open space ahead of it, with cupholders and a deep receptacle and slotted areas for phones. Rear occupants get a comfortable bench with under-seat storage, a 12-volt outlet and cupholders in the armrests, but no rear vents. The Silverado sits on 18-inch chromed alloy wheels wrapped in Michelin 265/70 tyres, which look small given the vehicle atop, but what they put to the road is anything but. The 6.6-litre turbodiesel V8 produces 332 kW and 1234 Nm, drinking from a 136-litre fuel tank and sending drive via an Allison 1000 six-speed automatic. Regardless of the gear selected, even a small amount of throttle results in a strong surge forward, meaning openroad overtaking rarely requires a down change from the automatic.
Those with a truck licence will soon be able to step up the range to a 3500 with dual rear wheels, and more than double the 2500’s payload and towing capacities. But for towing, the 2500 boasts (with a 50 mm towball) 3500 kg towing capacity, rising by one tonne with a 70 mm ball and 5890 kg when employing a pintle hook tow hitch. Measuring 6085 mm long, 1985 mm tall and 2388 mm wide, the Silverado isn’t built for multi-storey or underground carparks, but its presence and stance are matched by the solid feel when towing.
“With the strains of The Simpsons’ “Canyonero” faintly ringing in my ears, I climbed into the cab of the Chevrolet Silverado”
Full throttle applications give the traction control a considerable amount of work to do as the 3.0-tonne Yank departs with haste, a rate only mildly retarded by a towed load. An 875 kg listed payload in the 2.0-metre long tray – with 1296 mm between the wheel arches – is more to do with driver’s licence restrictions than the capacity of the 3616 kg Chev, which boasts 2000 kg front and 2818 kg rear axle load maximums. The tray is accessed by a springloaded tailgate that is easy to lift and lower.
The reassurance of four-wheel discs, as well as an exhaust brake, integrated trailer brakes and a towing mode for the Allison six-speed automatic, a rear diff lock, dual-range 4WD, six airbags, stability and traction control, hill descent and ascent assistance and forward collision alert all offer driver assistance. There’s also a reversing camera and parking sensors front and rear, a lane departure warning using the seatvibration alert, which is more akin to a rump massager given the vehicle width and regularity of the alerts.
Digital steering assist is also on the features list – GM-speak for intelligent variable power assistance – operating through a bespoke HSV-cast part, welded on to the chassis for the steering changeover and leaving nothing to chance. When it comes to pointing the big ute in the right direction, the system feels on the money, with reasonable weight and something approaching accuracy. DELIVERY ISSUE 80
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With the strains of The Simpsons’ “Canyonero” faintly ringing in my ears, I climbed into the cab of the Chevrolet Silverado using the thankfully-standard side steps, having remote-started the big ute, which still needs the key in the ignition once aboard. Even at 191 cm and not yet ready for a walking frame, it is something of a journey from the bitumen outside HSV’s headquarters in the outskirts of Melbourne to the driver’s seat behind the Chev’s leather-wrapped steering wheel, with phone, cruise, heating and voice control, as well as the trip computer controls. There’s a stack of information on offer – trailer assistance, consumptions and capacities, digital speed readout, tyre pressures and off-road info, not that much was happening for the first trip. A long jaunt lies ahead, with 700-odd km northwest to Adelaide and some time towing and hauling once home, putting the turbodiesel V8 to the test with a number of duties. The first of which is dicing with the traffic and trucks (which are about the same width) on Melbourne’s motorway network.
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Not much cuts this squared-jawed behemoth off, and it feels as though it’s undergone much more than a mere hatchet RHD job too. Fit and finish is as good as it was out of the US factory, if that’s not a backhanded compliment. Eventually shrinking around the driver a little as the dimensions become more familiar, the first decent bump/yump combination was encountered with trepidation, prompted by recent experience in a RAM 2500 on US-spec suspension. The Silverado LTZ also doesn’t appreciate the intrusion into its otherwise-reasonable ride, but it doesn’t fire off on the rebound to the same extent as its compatriot, although this has now been amended with a Bilstein option or specialist alternatives from suspension specialists Powerdown Australia. Standard fit on the LTZ is the Z71 pack, which upgrades the underpinnings to 35 mm twin-tube Rancho gas dampers, a 33.6 mm front stabiliser bar, underbody transfer case shield, hill-descent control assist, and brushed metal Z71 door sill plates. Describing the smooth and quiet 6.6-litre turbodiesel V8 as simply powerful is doing it an injustice – epic and awesome
CHEVROLET SILVERADO
are more appropriate terms to describe the result of compression ignition of diesel fuel under the square snout. Deploying the exhaust brake and towing mode on the automatic delivers early down changes from the automatic and easy towing as a result – the mirrors are wide enough for most loads, the integrated trailer brakes are easy to adjust, and there’s no drama getting under way either. The big Chev had 13 litres per 100 km on the trip computer after the journey from Melbourne to Adelaide, into rain and head winds for the bulk of the 750 km journey. That number rose to 15.8 after some time towing solid loads and completing suburban duties. Warranty coverage stands at three years or 100,000 km, with maintenance every nine months or 12,000 km from 60-odd Holden/HSV dealers. The brand is aiming at those who tow boats, floats or earth moving machinery, among others, and there’s no reason why it wouldn’t be firmly on shopping lists for that crowd – muscular, handsome and capable, the Silverado offers titanic towing ability.
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SMOOTH MOVER
The Mercedes-Benz V-Class is much more than just a mum bus – Words by Stuart Martin. 62
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MERCEDES-BENZ V250D
J
ohn Travolta did his level best to make peoplemovers cool in Get Shorty, and Angelina Jolie and Brad Pitt made short work of some nasty Beemerdriving assassins while driving one as well, but the benefits of moving the masses in a vehicle appropriate to the task seems lost on many Australian vehicle buyers.
People-movers are shunned, by and large, in favour of SUVs, vehicles that might well seat a similar number of bums on seat, but in nowhere near the same level of comfort and practicality – breeders who want to look like explorers. Is it any wonder then that those who do it for a living opt for machines fit-for-purpose – exclusive winery tours, airport shuttles, corporate transport and the like? Shifting people for a living brings even more demands on a van, sometimes (but not always) beyond the juvenile demands of family members. The $88,800 Mercedes-Benz V250d is at the top-end of the people-mover brigade in Australia, although not by as much as you’d think given the flagship Volkswagen Transporter Highline sits near $84,000. It’s a stylish and commodious way to get from A to B, and remarkably quiet given the workhorse origins of its drivetrain. The V250d shares the Vito’s 2.1-litre turbodiesel doubleoverhead cam four-cylinder, which has proven to be a useful unit within the commercial range, offering 140 kW at 3800 rpm, with 440 Nm from 1400 through to 2400 rpm. The numbers suggest good flexibility from the commonrail direct-injection engine, and that is reflected on the road, shifting the considerable 2349 kg tare weight, while outright acceleration is a claimed 9.1 seconds to 100 km/h and a top speed of 206 km/h. Unlike some of the passenger-car derivatives, the big Benz has its rear wheels taking direction from the seven-speed auto and the engine, with the results on the trip computer remaining in the single-digit realm. A claimed thirst in the lab on the ADR combined-cycle test of 6.0 litres per 100 km is not worlds away from the realworld figure we achieved with five well-fed adults and gear on board – we saw an average of 8.4 litres from the 70 litre tank (plus a 25-litre AdBlue tank) for every 100 km when leaving the seven-speed auto to its own devices.
“The V-Class offers cargo and occupant space, comfort and the gravitas of the Benz badge, as well as an easy drive experience”
An upright but comfortable driving position was obtainable for the driver, thanks to the reach and steering adjustment and a decent range of power adjustment for the driver’s seat. A commanding view through the front isn’t matched by the scene to the rear, when even without occupants the headrests obscure the view aft. The 3rd row centre seat in particular was a distraction for the driver, and was subsequently removed and left to roll around in the boot, as there was no holder for it, something that has been a feature of some people-movers in the past. There were elegant wheel-mounted silver paddle shifters, but the transmission did a good enough job of picking the correct cog and didn’t warrant being overruled. A comprehensive safety package is typical of the threepointed star and there are all the good features from the LCV van range – top of that is the crosswind assist function within the stability control, which is a must-have as it keeps the van headed as directed without concern. DELIVERY ISSUE 80
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FEATURE There are also front, side and full-length curtain airbags, LED adaptive headlights with high-beam assist, tyre pressure monitoring, auto emergency braking, the PreSafe accident prep system, lane keeping assist, blindspot warning and rain-sensing wipers among the safety gear, as well as a handy 360-degree camera system and parking sensors front and rear. Its passenger-car ambience extends to the seven-seater’s (there’s an option for eight) centre stack and dashboard to upgrade the front of the cabin to passenger-car range status. Power adjustment for the comfortable and broad heated and cooled (optional) front seats is on the doors (a la the passenger-car set-up) and the centre screen sits atop the dash, rather than being integrated into the dashboard, a set-up not to all tastes but it easily controls integrated satnav, phone, digital-radio-equipped infotainment and car systems via a touchpad and roller wheel. Other niceties include leather trim, two USB ports, active high-beam adaptive dusk-sensing LED headlights, an electric park brake, ambient interior lighting, illuminated exits, power-adjustable, heated and folding power mirrors (with auto-dimming on the driver’s side exterior and the centre mirror) and a 15-speaker Burmester sound system. Both rear doors are power-operated, by dash-mounted buttons for the driver (who doesn’t get an in-car remote boot release button beyond the key fob) or by using exterior handles or B-pillar switches – making kerbside drop-offs or pick-ups simple. The lack of moving glass anywhere aft of the B-pillar was a concern, even with the three-zone climate control and vents for all rear rows.
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The optional (at $2797) panoramic sunroof above the middle row assists when extra ventilation is required, but the pop-out windows for the third row – as fitted to the Marco Polo camper – would be well worth including, but the options list exercise sends the as-tested price to almost $100,000. Both back rows have leather-trimmed seats, as well as some ventilation and storage pockets, but only the third row gets easy access to a 12-volt outlet – there’s one on each side adjacent the cupholder. Each row does have the safety benefit of integrated seat belts, the only drawback being the weighty nature of such a seat structure. While both rows can be slid, rotated and removed as required to tailor the rear occupant space for an ideal balance of legroom and loadspace, it’s not a job easily completed while seated and best done by two people before any journey is undertaken. A considerable split-level loadspace is divided by a flip-up bench (that contains fold-out baskets as well) and accessed by a large powered rear tailgate with an integrated glass hatch to allow larger items left below and lighter items to be retrieved through the glass section. Ride quality and chassis composure when laden toward its 905 kg payload was good, feeling at ease with bums on most of its seats and a load in the tail. It was hardened slightly by the fitment of optional 19-inch alloys and lowerprofile rubber, which jarred a little on some smaller ruts; with just the driver on board the V-Class felt a little jittery, but nothing that would send the driver to the funny farm.
MERCEDES-BENZ V250D
At just over 5.0 m long and nearly 2.0 m wide and tall, there’s plenty of girth to pilot, but it doesn’t take long to shrink around the driver a little – that’s helped by sensors and 360-degree cameras for tight squeezes, but it felt better than the 11.8 m turning circle would suggest.
The V250d comes with a three-year/200,000 km warranty and requires regular scheduled maintenance every 12 months or 20,000 km service interval. If your trade puts you behind the wheel and you are carting crew and gear regularly from A to B, then the V-Class offers cargo and occupant space, comfort and the gravitas of the Benz badge, as well as an easy drive experience….but it comes at a hefty price.
DELIVERY ISSUE 80
65
FEATURE
WATER SPORTS Hino’s 300 Series joins the battle to conserve water – Report by Chris Mullett
F
orget about the gold, silver and coal mining magnates, none of the multi-billion-dollar projects are worth a cracker if the areas in which they are based are totally devoid of water.
Until Australia has a cohesive federal government programme in place that stores, creates or moves ground water from where it is plentiful to where it isn’t, our growing population needs to be very aware of how to conserve our water resources, as we plan to provide water for future generations. That scenario leads us to Cairns Regional Council, where the WaterWhys Education and Training (WET) programme already in place to educating school children and students from prep to Year 10 about water usage, conservation and supply, is having an impact. As Graham O’Byrne, general manager of Cairns Regional Council’s Water and Waste Division explained to Delivery Magazine, if you can educate the children about water conservation, you educate their families and future generations. 66
DELIVERY ISSUE 80
“The programme is part of our overall Demand Management Strategy to reduce water consumption by 10 percent over the next 6-10 years. To change the view of kids and to then influence their parents,” said Graham. A key element of the WET programme has been the development of a purpose-built mobile education centre based on a Hino 300 cab/chassis with bodywork by Varley. The Varley Group builds specialised equipment for the emergency services, with unique designs for applications such as mobile blood donor vehicles, plus trailers and bodywork used for entertainment or education as well as providing local health service requirements. The research and development of the WaterWhys Education and Training (WET) programme was completed over an 18-month project, overseen by Lia McDonald, marketing and communications coordinator of Cairns Regional Council. “We brought together designers and suppliers to create a vehicle that could deliver education programmes about water conversation on-site at schools and other venues. “The displays are very tactile, with touchscreen displays that explain how we find, store and use water in our society. The children take part in practical experiments that illustrate the difference in water usage from manual
HINO to automatic watering systems, during which they can monitor and check the differences in water flow. “Obviously, as we are dealing with young children, every part of the design has been carefully thought through to prevent any risk of injury through their involvement,” Lia added. “Presentations are made to children at schools and to associations, so they learn how to conserve water as a valuable resource. The Hino display truck can operate completely independently through its own onboard power generation system, but generally links in to local electrical and water supplies while the demonstrations and interaction take place,” added Lia. The programme is already scoring goals, as confirmed by Graham O’Byrne. “We have had interest from other local government areas in Queensland together with local authorities that are keen to understand the programme. “We have major investment programmes planned for the future that are costed at $300 million to expand our infrastructure to meet future proposed water demands. If we can achieve a 10 percent reduction in water use, that $300 million investment can be postponed for an additional ten years, during which time other solutions may also be available for consideration.
DELIVERY ISSUE 80
67
FEATURE “Activity now future-proofs the community, and also in the long term it promotes the acceptance that water is a very valuable commodity. It’s a valuable resource that people can’t do without,” added Graham O’Byrne. Finding the right vehicle to form the basis of the WET demonstration unit led Cairns Regional Council to Hino and the 300 Series. Lia McDonald explained that the Hino 300 Series provides the right balance of car-like driving performance with high safety levels. “It’s important that the WET demonstration can be driven by our staff holding a standard car licence, and while driving they are protected to the level of safety that we expect from our car fleet. The turning circle is excellent, the driver’s suspension seat irons out the bumps, and, with airbags, disc brakes and vehicle stability control, it matches our safety criteria. “The automatic transmission makes driving in the city really effortless, and, with up to three cameras to monitor the road, including when reversing, it extends the safety levels to all corners of the vehicle,” added Lia.
68
DELIVERY ISSUE 80
The Hino 300 Series was actually the first light-duty truck available on the Australian market to be fitted with vehicle stability control (VSC), and it comes with traction control, cruise control, ABS braking, the six-speed automatic transmission and SRS airbags for the driver and lefthand passenger, coupled with emergency locking retracting (ELR) pre-tensioning seatbelts, electronic brake-force distribution (EBD) and brake assist (BA) as standard equipment. The wide-cab Hino 300 Series is powered by a 4.0-litre, diesel engine with Euro 5 emissions compliance that produces 110 kW of power at 2500 rpm and 420 Nm of torque at 1400 rpm (N04C-UT), with a sixspeed, double overdrive, fully automatic transmission. The project management relating to the completion of the Hino WET programme as administered by Cairns Regional Council was completed by Brandi Projects, with the Varley Group completing the fabrication. Artwork and interactive equipment and displays were supplied by Redsuit Advertising and Link Electronic Solutions of Brisbane and Think Virtual Reality of Cairns.
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
27,690 31,190 29,190
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 1500 kg 1115 kg
5H 5H 5H
XL Super Cab Cab Chassis Hi-Rider
35,890
Dsl/4T/2.2L
7.8
118 @ 3200
385 @ 1600-2500
6a
4
1420 kg
5H
XL Double Cab Cab Chassis Hi Rider Utility Hi Rider
37,890 37,190
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
1360 kg 1235 kg
5H 5H
XLT Super Cab Utility Hi Rider
47,790
Dsl/5T/3.2L
8.2
147 @ 3000
470 @ 1750-2500
6a
5
1145 kg
5H
XLT Double Cab Utility Hi Rider
47,590
Dsl/5T/3.2L
8.1
147 @ 3000
470 @ 1750-2500
6m/6a
5
1095 kg
5H
Ranger is a class leader and certainly up for a good tow vehicle. with the 3.2 litre engine. Those buying the 2.2 litre 4-cyl get an honest engine that performs well. 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
5m
5
1025 kg
N/A
Foton is worth considering with its tough Cummins diesel engine and aggressive drive-away pricing. Factory distribution is under-performing against competition, raising serious doubts about the future of Foton in the Australian market. Service Inter: 10,000 km Warranty: 3yrs-100,000 km
GREAT WALL
Max Tow: 2500 kg
STEED K2 Single Cab Chassis
18,990
Ptrl/4T/2.4L
8.2
110 @ 4000
310 @ 1800-2800
6m
2
1198 kg
2H
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
1010 kg 1022 kg
2H 2H
Another Chinese offering but dubious credentials in terms of product support and resale value, making purchase currently a dubious project. 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 @ 2000 440 @ 2000 440 @ 2000
6m/6a 6m/6a 6m/6a
2 5 5
1487 kg 1316 kg 1172 kg
5H 5H 5H
LT Crew Cab Pick-Up
38,990
Dsl/4T/2.8L
7.9
147 @ 3600
440 @ 2000
6m/6a
5
1135 kg
5H
LTZ Crew Cab Pick-Up
42,490
Dsl/4T/2.8L
7.9
147 @ 3600
440 @ 2000
6m/6a
5
1116 kg
5H
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
70
DELIVERY ISSUE 80
Renault VANS
4X2 SMALL CAB / CHASSIS & UTES
Always deliver. Variants
ISUZU
Price $
Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm
Torque Nm – rpm
Trans- Seats Payload ANCAP mission Safety
D-MAX SX Single Cab Chassis Crew Cab Ute
28,600 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 38,700 36,300 37,500
Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L
7.5 7.5 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 1029 kg 1084 kg 1144 kg
4H 5H 4H 5H
LS-T Hi Ride Crew Cab Ute
46,900
Dsl/4T/3.0L
7.7
130 @ 3600
430 @ 2000-2200
6a
5
1014 kg
5H
LS-U High Ride Duel Cab Ute
44,100
Dsl/4T/3.0L
7.7
130 @ 3600
430 @ 2000-2200
6a
5
1024 kg
5H
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
6m
2
1360 kg
N/A
Genio Single Cab
20,990
Dsl/4T/2.2L
8.6
88 @ 4000
280 @ 1800-2800
5m
2
1260 kg
N/A
The Pik-Up is the worker bee while the Genio adds more appeal. Plenty of space in the cab and a surprisingly good package. Service Inter: 10,000 km
Warranty: 5yrs-100,000 km
Max Tow: Pik-Up 2500 kg Genio 1800 kg
BT-50
MAZDA
XT Single Cab Chassis Hi-Rider Cab Chassis Hi-Rider Cab Chassis Hi-Rider Freestyle CC* Hi-Rider Dual CC* Hi-Rider Dual Cab Ute
28,815 30,690 30,690 32,745 34,745 39,290
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
44,290
Dsl/5T/3.2L
8.9
147 @ 3000
470 @ 1750-2500
6m/6a
5
1212 kg
5H
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
Warranty: 2yrs-Unlimited/3yrs-100,000 km
Max Tow: 2500-3350 kg depending on model
*CC: Cab/Chassis
TRITON
MITSUBISHI
GLX Single Cab Chassis Single Cab Chassis Double Cab Ute
22,300 25,800 35,500
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
MERCEDES BENZ
Warranty: 5yrs-100,000 km
Max Tow: 1800-3000 kg depending on model
X-CLASS X220d Pure Ute
45,450
Dsl/4T/2.3L
7.6
120 @ 3750
403 @ 2500
6m
5
1223 kg
DELIVERY ISSUE 80
5H
71
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 33,490
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
1356 kg 1256 kg 1100 kg
5H 5H 5H
ST Dual Cab Ute
40,190
Dsl/4T/2.3L
6.3
140 @ 3750
450 @ 1500-2500
6m/7a
5
1056 kg
5H
ST-X Dual Cab Ute
44,990
Dsl/4T/2.3L
6.3
140 @ 3750
450 @ 1500-2500
6m/7a
5
1019 kg
5H
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
5
1090 kg
4H
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
130 @ 3400 130 @ 3400
450 @ 2400 420 @ 2600
6a 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
450 @ 1600-2400
6m
5
1000 kg
5H
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
38,490 39,990
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
46,390 50,090
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
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DELIVERY ISSUE 80
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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
41,590
Dsl/4T/3.2L
8.3
147 @ 3000
470 @ 1600-2500
6m/6a
2
1340 kg
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/6a 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
7.1 8.3 8.0 8.3
118 @ 3200 147 @ 3000 118 @ 3200 147 @ 3000
385 @ 1600-2500 470 @ 1750-2500 385 @ 1600-2500 470 @ 1750-2500
6m 6m/6a 6m 6m/6a
5 5 5 5
1265 kg 1215 kg 1140 kg 1090 kg
5H 5H 5H 5H
XL Plus Cab Chassis Double Cab Chassis Double Cab Pick-Up
46,790 52,290 53,290
Dsl/5T/3.2L Dsl/5T/3.2L Dsl/5T/3.2L
10 10 10
147 @ 3000 147 @ 3000 147 @ 3000
470 @ 1750-2500 470 @ 1750-2500 470 @ 1750-2500
6a 6a 6a
5 5 5
1095 kg 969 kg 1250 kg
5H 5H 5H
XLT Super Cab Pick-Up
53,490
Dsl/5T/3.2L
8.3
147 @ 3000
470 @ 1750-2500
6m/6a
4
1045 kg
5H
XLT Double Cab Pick-Up
55,490
Dsl/5T/3.2L
8.3
147 @ 3000
470 @ 1750-2500
6m/6a
5
995 kg
5H
XLS Double Cab Pick Up
48,890
Dsl/5T/3.2L
8.3
147 @ 3000
470 @ 1750-2500
6m/6a
5
1085 kg
5H
Wildtrak Pick Up
59,590
Dsl/5T/3.2L
8.4
147 @ 3000
470 @ 1750-2500
6m/6a
5
950 kg
5H
FX4 Double Cab Pick Up
58,915
Dsl/5T/3.2L
8.4
147 @ 3000
470 @ 1750-2500
6m/6a
5
995 kg
5H
Raptor Pick Up
74,990
Dsl/4TT/2.0L
N/A
160 @ 3750
160 @ 3750
10a
5
N/A
N/A
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. The Raptor version with a 2.0 litre twin-turbo diesel and 10-speed auto currently lacks a reputation. 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/6a
5
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
74
DELIVERY ISSUE 80
Renault VANS
4X4 VEHICLES
Always deliver. Variants
HOLDEN
Price $
Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm
Torque Nm – rpm
Trans- Seats Payload ANCAP mission Safety
COLORADO LS Single Cab Chassis Space Cab Chassis Crew Cab Chassis Crew Cab Pick-Up
37,490 40,990 43,490 44,990
Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L Dsl/4T/2.8L
7.9 7.9 7.9 7.9
147 @ 3600 147 @ 3600 147 @ 3600 147 @ 3600
440 @ 1600-2800 440 @ 1600-2800 440 @ 1600-2800 440 @ 1600-2000
6m/6a 6m/6a 6m/6a 6m/6a
2 2 5 5
1380 kg 1287 kg 1230 kg 1078 kg
5H 5H 5H 5H
LT Crew Cab Pick-Up
46,990
Dsl/4T/2.8L
7.9
147 @ 3600
440 @ 1600-2800
6m/6a
5
1041 kg
5H
LTZ Space Cab Pick-Up Crew Cab Pick-Up
48,990 50,490
Dsl/4T/2.8L Dsl/4T/2.8L
7.9 7.9
147 @ 3600 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
5
1000 kg
5H
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
35,000
Dsl/4T/3L
7.8
130 @ 3600
430@2000-2200
6m
5
1319 kg
4H
SX Single Cab Chassis Space Cab Chassis Crew Cab Chassis Crew Cab Ute
38,200 41,000 43,400 44,600
Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L Dsl/4T/3L
7.8 7.8 7.8 8.1
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
1314 kg 1224 kg 1064 kg 1034 kg
4H 4H 5H 5H
LS-M Crew Cab Ute Hi-Ride
46,900
Dsl/4T/3L
7.8
130 @ 3600
430@2000-2200
6m/6a
5
1049 kg
5H
LS-U Space Ute Hi-Ride Crew Cab Ute Hi-Ride
46,600 48,800
Dsl/4T/3L Dsl/4T/3L
7.8 8.1
130 @ 3600 130 @ 3600
430@2000-2200 430@2000-2200
6m/6a 6m/6a
4 5
1074 kg 1029 kg
4H 5H
LS - Terrain Dual Cab Utility
54,200
Dsl/4T/3L
N/A
130 @ 3600
430@2000-2200
5a
5
1005 kg
5H
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 Cab Chassis Dual Cab Utility
28,411 30,516
Dsl/4T/2.8L Dsl/4T/2.8L
8.8 8.8
110@3400 110@3400
360@1600-2800 360@1600-2800
6m 6m/6a
2 5
1225 kg 1025 kg
5H 5H
34,726
Dsl/4T/2.8L
8.8
110@3400
360@1600-2800
6m/6a
5
875 kg
5H
T60 Luxe Dual Cab Utility
The T60 has a really high spec and great value, making it a surprise performer.
MAHINDRA
Pik-Up CRDe Single Cab Chass - S6 Dual Cab Chassis - S6 Dual Cab Ute - S6 Dual Cab - S10
26,990 29,490 29,990 31,990
Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L
8.6 8.8 8.8 8.8
88 @ 4000 88 @ 4000 88 @ 4000 88 @ 4000
280 @ 1800 280 @ 1800 280 @ 1800 280 @ 1800
5m 6m 5m 5m
2 2 5 5
1780 kg 1940 kg 1170 kg N/A
N/A N/A N/A N/A
Genio Single Cab Chassis
21,990
Dsl/4T/2.2L
8.6
88 @ 4000
280 @ 1800-2800
5m
2
1260 kg
N/A
This Indian ute offers excellent interior space and headroom and drives well either laden or unladen. It is a surprise package and if you have a local dealer it may be worth considering. Service Inter: 10,000 km Warranty: 3yrs-100,000 km DELIVERY ISSUE 80
75
4X4 VEHICLES Variants
MAZDA
SPECIFICATIONS
Price $
Engine Fuel Power Fuel/Cyl/Cap Econ kW – rpm
Torque Nm – rpm
Trans- Seats Payload ANCAP mission Safety
BT-50 XT Single Cab Chassis Freestyle CC* Dual Cab Chassis Dual Cab Utility
38,490 42,590 44,390 46,190
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
49,390 51,190
Dsl/5T/3.2L Dsl/5T/3.2L
9.7 9.7
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
54,990
Dsl/5T/3.2L
9.7
147 @ 3000
470 @ 1750-2500
6m/6a
5
1096 kg
5H
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
X-CLASS X220 Pure Ute
50,400
Dsl/4T/2.3L
7.8
120 @ 3750
403 @ 2500
6m
5
1056 kg
5H
X250 Pure Cab Chassis Pure Ute Progressive Cab Chassis Progressive Ute Power Ute
51,450 52,400 53,950 54,900 61,600
Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L
7.7 7.7 7.7 7.7 7.7
140 @ 3750 120 @ 3750 140 @ 3750 140 @ 3750 140 @ 3750
450 @ 2500 403 @ 2500 450 @ 2500 450 @ 2500 450 @ 2500
6m/7a 6m/7a 6m/7a 6m/7a 6m/7a
5 5 5 5 5
1172 kg 1042 kg 1052 kg 1188 kg 1027 kg
5H 5H 5H 5H 5H
G WAGON G300
119,900
Dsl/4T/2.2L
N/A
135 @ 3800
400 @ 1600-2600
5a
2
N/A
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
76
DELIVERY ISSUE 80
Renault VANS
4X4 VEHICLES
Always deliver. 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
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
3
N/A
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
N/A N/A
82,470
Dsl/V6/3.0L
N/A
140 @ 3800
440 @ 1600-2600
5a
3
N/A
N/A
74,680
Dsl/4T/2.2L
N/A
120 @ 3800
360 @ 1400-2400
6m/5a
6/7opt
N/A
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
N/A N/A
86,970
Dsl/V6/3.0L
N/A
140 @ 3800
440 @ 1600-2600
5a
3
N/A
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
32,500 34,800 35,750 36,500
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 1085 kg 960 kg
5H 5H 5H 5H
41,500
Dsl/4/2.4L
7.2
133 @ 3500
430 @ 2500
6m/5a
5
950 kg
5H
37,500
Dsl/4/2.4L
7.2
133 @ 3500
430 @ 2500
6m/5a
5
985 kg
5H
48,000
Dsl/4/2.4L
7.6
133 @ 3500
430 @ 2500
5a
5
945 kg
5H
44,490
Dsl/4/2.4L
7.6
133 @ 3500
430 @ 2500
5a
5
950 kg
5H
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
32,990
Dsl/4T/2.3L
6.6
120 @ 3750
403 @ 1500-2500
6m
2
1278 kg
5H
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 80
77
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
8.3
110 @ 4000
320 @ 1500-3000
5m
5
1050 kg
4H
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 54,440
Dsl/4T/2.8L Dsl/4T/2.8L
7.6 7.6
130 @ 3400 130 @ 3400
450 @ 2400 450 @ 2400
6a 6m/6a
4 5
1005 kg 1125 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 67,740
Dsl/V8T/4.5L Dsl/V8T/4.5L
10.7 10.7
151 @ 3400 151 @ 3400
430 @ 1200-3200 430 @ 1200-3200
5m 5m
2 5
1220 kg 1110 kg
5H N/A
GX Cab Chassis
67,240
Dsl/V8T/4.5L
10.7
151 @ 3400
430 @ 1200-3200
5m
3
1235 kg
5H
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 @ 1500-2250 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
78
DELIVERY ISSUE 80
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. Soon to be joined by an expanding range of vans. 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 42,990
Dsl/4T/2.2L Dsl/4T/2.2L Dsl/4T/2.2L
N/A N/A N/A
114 @ 3500 114 @ 3500 114 @ 3500
385 @ 1600-2300 385 @ 1600-2300 385 @ 1600-2300
6m/6a 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 96 @ 3500
385 @ 1450-2000 385 @ 1450-2000
6m/6a 6m/6a
3 3
1088 kg 5.95 cu.m N/A 1301 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 has 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
80
Warranty: 5yrs-160,000 km/12 months roadside assist
DELIVERY ISSUE 80
Max Tow: 1500-2000 kg
Renault VANS
SMALL - MEDIUM - LARGE VANS
Always deliver. Variants
IVECO
Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm
Torque Nm – rpm
Trans- Seats mission
Payload
ANCAP Safety
DAILY 35S13V H1 Swb LR*7.3m H2 Mwb MR*9m H2 Lwb MR*10.8m
50,710 52,690 55,330
Dsl/4T/2.3L Dsl/4T/2.3L Dsl/4T/2.3L
7.1 7.1 7.1
93 @ 3000 93 @ 3000 93 @ 3000
320 @ 1800-2500 320 @ 1800-2500 320 @ 1800-2500
6m/8a 6m/8a 6m/8a
3 3 3
1669 kg 7.3cu.m N/A 1630 kg 9.0cu.m N/A 1590 kg 10.8cu.m N/A
50C17V H2 Mwb MR*9m H2 Lwb MR*10.8m H3 XLwb HR*12m H3 XLwb HR*16m H3 XLwb HR*18m H3 XLwb HR*20m
60,610 63,250 65,010 68,970 72,270 76,670
Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L
7.5 7.5 7.5 7.5 N/A N/A
125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900 125 @ 2900
430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600
6m/8a 6m/8a 6m/8a 6m/8a 6m/8a 6m/8a
3 3 3 3 3 3
2087 kg 9.0 cu.m 2081 kg 10.8cu.m 2062 kg 12.0cu.m 1954 kg 16.0cu.m 1855 kg 18.0cu.m 1804 kg 20.0cu.m
N/A N/A N/A N/A N/A N/A
70C18V Lwb HR*16m Lwb HR*18m Lwb HR*20m
76,010 79,310 83,710
Dsl/4T/3.0L Dsl/4T/3.0L Dsl/4T/3.0L
7.5 7.5 7.5
125 @ 2900 125 @ 2900 125 @ 2900
430 @ 1500-2600 430 @ 1500-2600 430 @ 1500-2600
6m/8a 6m/8a 6m/8a
3 3 3
4180 kg 16.0cu.m 4140 kg 18.0cu.m 3974 kg 20.0cu.m
N/A N/A N/A
IVECO has matched great engines with a superb 8-speed automatic from ZF. Optional 3.0-litre engine with 150 kW @ 3100-3500 rpm / 470 Nm @1400-3000. Service Inter: 40,000 km
Warranty: 3yrs-200,000 km
*LR: Low Roof
*MR: Mid Roof
*HR: High Roof
LDV V80 SWB Low Roof Lwb Mid Roof Lwb High Roof G10 SV7C
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 80
81
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 6.4
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 6.3
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 80
*LHR: Long High Roof
*CC: Cab/Chassis
ANCAP Safety: N/A
Renault VANS
SMALL - MEDIUM - LARGE VANS
Always deliver. Variants
RENAULT
Price Engine Fuel Power $ Fuel/Cyl/Cap Econ kW – rpm
Torque Nm – rpm
23,990 27,490 29,990
Trans- Seats mission
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
41,990 34,990 38,490 39,990 43,490 43,490
Dsl/4/1.6L Dsl/4/1.6L Dsl/4/1.6L Dsl/4/1.6L Dsl/4/1.6L Dsl/4/1.6L
6.2 6.6 6.2 6.2 6.2 6.2
103 @ 3500 85 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500 103 @ 3500
340 @1500 300 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500 340 @ 1500
6m 6m 6m 6m 6m 6m
3 3 3 3 6 3
1237 kg 1235 kg 5.2 cu.m 1235 kg 5.2 cu.m 1274 kg 6.0 cu.m 1118 kg 4.0 cu.m 1274 kg
N/A N/A N/A N/A
TRAFIC SWB X82 SWB 85 SWB 103 LWB 103 CREW 103 LWB X82
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 Crew SLWB SLWB
34,470 37,530 39,570 46,710 45,690
Ptrl/4/2.7L Dsl/4/3.0L Dsl/4/3.0L Dsl/4/3.0L Ptrl/4/2.7L
10.1 8.1 8.7 8.7 10.5
118 @ 5200 100 @ 3400 100 @ 3400 100 @ 3400 118 @ 5200
243 @ 4000 300 @ 1200-2400 300 @ 2400 300 @ 1200-2400 243 @ 4000
5m/6a 5m/4a 5m/4a 5m/4a 6a
3 3 3 2 2
1088 kg 6 cu.m 965 kg 6 cu.m 885 kg 6 cu.m 1195 kg 9.8 cu.m 1295 kg
4H 4H N/A 4H N/A
An uninteresting box on wheels that provides space with low cost to shift more for your money. Not something you aspire to drive but it is practical. Service Inter: 10,000 km
VOLKSWAGEN
Warranty: 3yrs-100,000 km
Max Tow: 1400 kg
CADDY TSI220 Van TDI250 Van TSI220 Maxi Van TDI250 Maxi Van TSI220 Maxi Crewvan TDI250 Maxi Crewvan
30,390 32,590 29,590 34,790 31,090 36,290
Ptrl/4T/1.4L Dsl/4/2.0L Ptrl/4T/1.4L Dsl/4/2.0L Ptrl/4T/1.4L Dsl/4/2.0L
6.0 5.3 6.2 5.3 6.2 5.3
92 @ 4800 75 @ 4000 92 @ 4800 75 @ 4000 92 @ 4800 75 @ 4000
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
220 @ 1550-3500 7DSG 250 @ 2800 7a 220 @ 1550-3500 6m/7DSG 250 @ 2800 6DSG 220 @ 1550-3500 6m/7DSG 250 @ 2800 6DSG
2 2 2 2 5 5
773 kg 3.2 cu.m 740 kg 3.2 cu.m 842 kg 4.2 cu.m 833 kg 4.2 cu.m 728 kg 1.65 cu.m 719 kg 1.65 cu.m
N/A N/A N/A N/A N/A N/A
250 @ 1500-2500 340 @ 2500 400 @ 1500-2000 340 @ 1750-2500 340 @ 1750-2500 400 @ 1500-2000 340@ 1750-2500
2 2 2 5 2 2 5
1266kg 5.8 cu.m 1256 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
N/A N/A 4H 4H 4H N/A N/A
TRANSPORTER TDI250 Runner SE TDI340 Swb TDI400 Swb TDI340 Swb CV* TDI340 Lwb TDI400 Lwb TDI340 Lwb CV*
5m 6m/7DS 7DSG 7DSG 6m/7DS 7DSG 7DSG
DELIVERY ISSUE 80
83
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 2160 kg 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 Active Elite
43,990 48,490
Dsl/4T/2.5L Dsl/4T/2.5L
8.8 8.8
125 @ 3600 125 @ 3600
441 @ 2250 441 @ 2250
5a 5a
8 8
800 kg 800 kg
4H
8a 8a 8a 8a 8a 8a 8a 8a
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
42,490 47,990 52,490 60,290 44,990 50,490 54,990 62,790
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
10.8 10.8 10.8 10.8 7.6 7.6 7.6 7.6
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
76,300
Dsl/4TT/2.1L
6.3
120 @ 3800
380 @ 2400
7a
7
630 kg
5H
Valente 639
58,100
Dsl/4T/2.2L
6.3
120 @ 3800
380 @ 1400-2400
7a
8
790 kg
5H
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
6a
12
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
59,460 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
51,990
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 80
7a
9
3000 kg
Warranty: 3yrs-200,000 km
N/A
SPECIFICATIONS Variants
LIGHT TRUCKS
Price $
Engine Fuel/Cyl/Cap
Power kW – rpm
Torque Nm – rpm
79,950 99,950 139,500 142,350
Dsl/8T/5.7L Dsl/8T/5.7L Dsl/6T/6.7L Dsl/6T/6.7L
291 @ 5600 291 @ 5600 276 @ 2800 272 @ 2800
556 @ 3950 556 @ 3950 1084 @ 1600 1084 @ 1600
Trans- Seats mission
GVM
RAM TRUCKS Express 1500 Laramie 1500 Laramie 2500 RAM 3500
6a 6a 6a 6a
5 5 6 6
3330 kg 3330 kg 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
3
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 80
85
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
3
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
86
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 80
Renault VANS
LIGHT TRUCKS
Always deliver. 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
3
4500 kg
DELIVERY ISSUE 80
87
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
5m
3
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
Due for replacement soon 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
88
DELIVERY ISSUE 80
Renault VANS
LIGHT TRUCKS
Always deliver. Variants
RENAULT
Price $
Engine Fuel/Cyl/Cap
Power kW – rpm
Torque Nm – rpm
49,990 53,490
Dsl/4/2.3L Dsl/4/2.3L
120 @ 3500 120 @ 3500
360 @ 1500 360 @ 1500
Trans- Seats mission
GVM
MASTER LWB Single Cab Chassis Rwd LWB Dual Cab Chassis Rwd
6m/6a 6m
3 7
4495 kg 4495 kg
The Master single and dual-cab-chassis models have gained a major upgrade and are priced very competitively. Great to drive and high on appeal. Service Inter: 30,000 km Warranty: 3yrs-200,000 km Max Tow: 3000 kg
VOLKSWAGEN
TRANSPORTER TD1340 LWB Cab Chassis single cab FWD
46,390
Dsl/4T/2.0L
103 @ 3500
340 @ 2500
DSG
2
3000 kg
TD1400 LWB Cab Chassis Double Cab FWD
50,090
Dsl/4T/2.0L
132 @ 4000
400 @ 2000
DSG
5
3000 kg
Transporter will soon be joined by a totally new range of Crafter models. Service Inter: 30,000 km Warranty: 3yrs-unlimited km Max Tow: 2000 kg
DELIVERY ISSUE 80
89
THE RIGHT VAN
FOR THE JOB
*Drive away price on new Fiat Professional Ducato Short Wheel Base manual, excluding all motorhomes, registered and delivered between 1 October and 31 December 2018, unless changed, withdrawn earlier or extended at the discretion of FCA Australia Pty Ltd. Offer valid while stocks last to ABN holders only and excludes government and rental buyers. Includes all on road costs and white (as shown). Other colours may incur additional costs. ^Drive away price on new Fiat Professional Ducato Long Wheel Base Manual, excluding all motorhomes, registered and delivered between 1 October and 31 December 2018, unless changed, withdrawn earlier or extended at the discretion of FCA Australia Pty Ltd. Offer valid while stocks last to ABN holders only and excludes government and rental buyers. Includes all on road costs and Blue colour shown. Standard white paint available at a reduced cost. #Drive away price on new Fiat Professional Doblo 1.4 manual, registered and delivered between 1 October and 31 December 2018, unless changed, withdrawn earlier or extended at the discretion of FCA Australia Pty Ltd. Offer valid while stocks last to ABN holders only and excludes government and rental buyers. Includes all on road costs and Azzuro Blue colour shown. Standard white paint available at a reduced cost. Terms, conditions & exclusions apply. Visit FIAT.com.au for details. FIATÂŽ is a registered trademark of FCA Group Marketing S.p.A
Professional prices now available for couriers, food services and building & trade services. Contact fleet.au@fcagroup.com to find out more.
YOUR RIGHT HAND VAN
Renault MASTER
Always delivers.
A master deliverer needs a Master Van. Get the job done on time, every time with the capable combo of payload and manoeuvrability, complete with: • • • •
9 cubes of cargo space and 1.6T payload 3-year 200,000km warranty 30,000km service intervals Capped price for the first three maintenance services
There’s only one Master Van. Head to your nearest Renault dealer and experience the difference today.
Turbo from
38,888
$
*
drive away
*Recommended drive away price for MASTER SWB manual with solid paint valid for vehicles ordered before 31/12/18. ABN buyers only. Renault reserves the right to vary, extend or withdraw this offer.