Delivery Issue 41 2012

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

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www.deliverymagazine.com.au ISSUE 41 APR/MAY 2012 RRP: $7.95

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RENAULT’S

NEW MASTER

NOW IN OZ

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Holden shows

what we can

expect from the

all-new Colorado

he Colorado and its predecessor, the Rodeo, have been great ambassadors for Holden in the highly competitive ute market.

Although the current model is now at the end of its production run in its present form, the middle of this year will see Australia welcoming its replacement.

And, if the details on paper are anything to go by, it will continue to be a major source of profit for Holden in this country.

It’s an interesting anomaly that the 4x2 ute and cab-chassis market is about half that of its 4x4 relations.

Taking the entire 4x2 segment for 2011, we can see that, statistically (VFacts), it formed just 5.2 percent of the overall market, with 11 manufacturers fighting for their share of total sales that reached 52,179 registrations.

Holden’s Colorado 4x2 scored 2.3 percent of the segment, and, with 1,206 sales, it was easily eclipsed by Holden’s Commodore ute that sold 9,849 units for a market share of 18.2 percent. The only 4x2 ute to beat the Commodore was the HiLux at 12,399 units for a market share of 23.8 percent.

The addition of Mahindra and Land Rover in the 4x4 market, and the deletion of Proton which only sold its Jumbuck in 4x2 versions, brings the off-road ability seekers a choice of 12 different manufacturers.

Holden’s Colorado, even as an outgoing product, managed a strong serve in this segment of 10.6 percent for sales of 10,618 units. Performing above the Colorado were HiLux, again in first place (23,725 units and 23.8 percent), Navara (20,162 units and 20.2 percent) plus the Ranger 4x4 at 11,286 20

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units and Triton 4x4 at 11,297 units, both sharing 11.3 percent.

Altogether, this segment peaked at 99,850 registrations and represented 9.8 percent of the overall vehicle market.

Mike Devereux, the charismatic chairman and managing director of GM Holden Australia, presented an advanced

STEPPING UP peek at the 2012 Colorado at last year’s Melbourne Motor Show. At the time, it was expected that it would break ground here early this year, but the ensuing floods in Thailand had their own effect on the production levels at the plant on the outskirts of Bangkok.

As supply levels get back to being able to sustain the new model launch, Holden will be previewing the new Colorado, from April onwards, in a mobile drive programme event visiting dealerships around the country. This gives the brand the opportunity to gauge reaction and also to stimulate advance orders, prior to the full availability in Australia from July.

The 2012 Holden Colorado range will offer customers three body styles – single cab, space cab and crew cab – and offer two all-new 2.5-litre and 2.8-litre DOHC in-line 4-cylinder turbo diesel engines.

Diesel engine technology has come a long way since the original Isuzu-sourced Rodeo and Colorado engine was designed. These latest units offer maximum torque at 2,000 rpm with the 2.5-litre rated at 350 Nm, the 2.8-litre with five-speed manual gearbox

The new Colorado offers a claimed 3.5-tonne towing capacity across the 2.8-litre turbo diesel range, which reduces to 3.0 tonnes on all 2.5-litre variants.

At this stage, it’s not clear whether the ABS braking system also provides a reactive stability system for the trailer, but the braking system does include electronic brake force distribution and electronic stability control.

In terms of other safety inclusions, the new Colorado adds driver and front passenger airbags and side curtain airbags.

Holden will also be keen to ensure that its new model also matches the latest competitors, such as Ford’s Ranger and Volkswagen’s Amarok, offering five-star ANCAP crash rating.

Colorado will also be equipped with lifestyle and comfort features including Bluetooth® connectivity, air conditioning, power windows, auxiliary plug and USB port, two auxiliary power outlets and iPod® compatible audio system.

According to John Elsworth, Holden Executive Director Sales, Marketing and Aftersales: “The new Colorado is a new era for Holden LCVs and will play a vital role in our product renaissance. We’re so excited about its performance as a tough, daily workhorse and active recreational vehicle that we wanted to preview the range as soon as possible.

“This is the most impressive light truck ever designed by General Motors, and we expect it to be a serious challenger in the competitive Australian light commercial market.

“Our diesel-only powertrain strategy means we’ll offer two very competitive, responsive engines that boast impressive towing capacity of up to 3.5-tonne, which we know our customers will love.

“A number of new Colorados are already out on the road, gathering important data on engine and transmission performance, drive quality and suspension tune. This evaluation work will continue for the next few months to make sure it is perfectly suited for Australian roads and conditions.”

“And, in the meantime, customers will have the chance to inspect the new range at Holden dealerships from April, with a number of Colorados touring the country as part of our prelaunch roadshow,” Mr. Elsworth said.

at 440 Nm and the 2.8-litre with automatic transmission rated at 470 Nm. Put into perspective, the diesel engines used in the Jackaroo diesels, which were highly thought of in their day, were rated at 333 Nm. When paired with the six-speed automatic, this new 2.8-litre diesel produces ten percent more power and 40 percent more torque than its 3.0-litre predecessor in the outgoing Colorado.

In terms of the remaining mechanical specification, the diesel-only line up shows that both are four-cylinder, turbocharged designs, the 2.5-litre engine offering 110 kW while the 2.5-litre increases this output to 132 kW, all produced at 3,800 rpm.

The steering moves away from recirculating ball systems, to a power-assisted rack and pinion design, while the front suspension uses a conventional independent double wishbone system with coil springs, and, as expected, the rear suspension is a leaf spring design.

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FEATURE

MISSING OUT

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here are companies that like passenger cars and light commercial vehicles, and there are others that appear to have pre-set preferences that result in them focusing on one to the detriment of the other.

For Nissan Australia, any light commercial focus has been confined in recent years to that of the Navara, its sole entrant in the commercial vehicle world downunder. The Navara has been a solid performer but it has to be said that, in the global world of Nissan, there are more tools in the shed that could have been brought out on display.

In overseas markets, Nissan has been able to offer a wide range of vans and chassis cabs ranging up to light trucks. For our market though, there’s been little evidence that company executives had any interest in expanding their offering or promoting the merits of added diversity. Occasionally they talked the talk, but they’ve been reticent to walk the walk. The result is a missed opportunity for the company and its dealer group to increase the variety of profitable products in their portfolio.

The Navara is indisputably a good, solid performer. Sales performance within the 4x2 segment has been somewhat disappointing, with total registrations during 2011 of just 1,513 vehicles, scoring a market share of 2.9 percent and dropping 13.4 percent over the previous year’s performance.

Just to put this level of performance into perspective, the Mitsubishi Triton 4x2 sold 5,891 units, Mazda BT-50 4x2 scored 5,122 units, and Nissan was almost eclipsed

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Nissan’s claim of aiming to be the number one importer shows its ability, but to do so will require it to focus on the bigger picture

by newcomer to the market, Isuzu Ute, with its D-Max 4x2 selling 1,118 units.

All the marketing effort of Nissan, in terms of the light commercial market, went into publicising the 4x4 version, and here it has had considerable success.

With a sales performance of 20,162 registrations and a market share of 20.2 percent, it achieved second place in the market, following in the footsteps of industry stalwart the Toyota HiLux with 28.2 percent of the market and sales volumes of 23,725 units. In this segment it was a case of role reversal for Mitsubishi and its Triton against Navara, with its 4x4 versions selling 11,297 units for a market share of 11.3 percent.

There are some signs that Nissan is being shaken out of its complacency, probably as the result of new entries from Volkswagen with the Amarok that have joined the market complete with five-star crash safety ratings something that Nissan had not been able to achieve for itself. With Ford and Mazda bringing in their new products of the Ranger and BT-50, Nissan stood to lose substantial market share if it failed to take action.

The result of Nissan’s awakening is to see new equipment upgrades across the Navara D40 range, a new V6-engined Navara ST-X dual cab now priced at $56,990, a new 450 Nm and 140 kW engine ST Dual Cab and the inclusion of Vehicle Dynamic Control (VDC) and three-point seat belts for all passengers.

The flagship engine in the Navara range has been the turbocharged V6 diesel engine that produces 550 Nm

MISSING OUT It’s unfortunate that the high purchase price of the V6 diesel puts these two versions of the Navara up at the $56,990-$62,990 bracket, but even the 2.5-litre four-cylinder Dual Cab ST ute is expecting a return of $49,050 when ordered with the fivespeed automatic transmission. The manual version comes in with a saving of some $2,250.

As an overview of the Navara D40 range, it starts with the RX 4x2 ute. Power comes from a 2.5-litre, four-cylinder that produces 106 kW of power and 356 Nm of torque and is mated to a five-speed auto or six-speed manual transmission.

The RX 4x4 in ute or chassis-cab form uses a 2.5-litre diesel but with outputs of 126 kW and 403 Nm of torque.

The ST 4x4 dual cab 4x4 ute shares the same engine with the RX 4x4 and then buyers take the step-up to the ST-X 4x4 and ST-X 550, both of which now incorporate the V6 diesel with 170 kW of power and 550 Nm of torque. of torque and a performance level of 170 kW. This is a formidable engine, and matched to a seven-speed automatic transmission it is both smooth and impressive. Up until now though, pricing has been at the high end, restricting its inclusion in the shopping list of the average Aussie ute buyer.

Chopping $4,000 from the original price in 2011 of the V6-engined options, Nissan is now offering this excellent engine for 2012 in the Dual Cab ST-X 4x4. At $56,990 it’s still no steal, but it’s a definite improvement. That said, the upper level specification of the ST-X 550 4x4 for 2012 comes with an asking price of $62,990, back to the high end and of appeal to those that want a fashion statement as well as a workhorse.

The more affordable Navara D40 ST Dual Cab 4x4 has been upgraded by adding the 2.5-litre, four-cylinder diesel engine that produces 450 Nm of torque at 2,000 rpm with maximum power of 140 kW at 4,000 rpm. Safety levels are improved by the addition of six airbags, and all D40 models now enjoy a four-star crash safety rating.

Down in the entry-level jungle you’ll find the Navara D22 ST-R. Here, there is yet another differently rated four-cylinder diesel engine with a 2.5-litre producing a power output of 98 kW at 3,600 rpm and peak torque of 304 Nm rated at 2,000 rpm. At $33,990, the recommended retail pricing here is a far cry from the D40 V6, and it is only available with a five-speed manual transmission.

Before rushing out to grab what might appear to be a major price advantage, note that the D22 does not come with the ANCAP crash rating of four stars that is applicable to the D40 models only. The D20 carries only a three-star rating.

With no less than four different diesel engines and two distinctly different levels of safety and sophistication, the selection of the right vehicle for the task ahead remains a slightly complicated experience for the ute buyer.

There’s a range of light commercials available to Nissan that could become part of its Australian line-up.

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PASTA TO GO

t must be a struggle to continually improve something that’s been in production for 30 years, but that’s the challenge that faced Italian automaker, Fiat, when the time came to upgrade its Ducato van range.

During its life, the Ducato has nothched up various international awards and sold more than 2.2 million examples worldwide. Today, you’ll find Ducatos in various guises, from motorhomes to vans, cab-chassis to minibuses, and from ambulances to insulated freezer vehicles.

The latest changes follow on from the third generation launched in 1994, which boasted a family of 500 different versions. The fourth generation, launched in 2002, used the looks and philosophy of its predecessor as a basis, and just four years later, the fifth generation was announced, improving on styling and design flair.

The Ducato is built in the Sevel plant in Val di Sangro between Atessa and Paglieta in the Italian province of Chieti.

It’s the largest commercial vehicle factory in Europe, covering an area of more than 1.2 million square metres. The bodywork part of the plant creates 300 different types of chassis, paintwork uses around 120 colours, while the assembly line today produces more than 6000 different versions of the Ducato.

Today, the Ducato in Australia offers a comprehensive range of medium and large vans and provides the base vehicle for eight Australian motor home converters. It gains a new range of engines for 2012, all of which meet the toughest Euro V emissions standard as well cutting fuel consumption by up to 15 percent.

All Ducatos are now fitted, as standard, with the Tom Tom Sat Nav docking station and Tom Tom portable SatNav, fully integrated with the Blue&Me telematics system.

Another distinct advantage for Fiat buyers is the all-inclusive, drive-away pricing policy that starts off the range at a recommended retail price of $39,990.

The 2012 Fiat Ducato comes to the Australian market in a choice of five different body styles, with four vans and a cabchassis.

For those heading into underground car parks, the range starts with a compact lowroof van offering ten cubic metres of interior space and a 1.612-tonne payload. Adding the mid-roof lifts interior volume to 11.5 cubic metres and a payload increase to 2.009 tonnes.

A wheelbase extension, for Ducato number three, lifts the interior volume to 13 cubic metres with a payload rating of 1.959 tonnes. The largest Ducato van is the extra-long wheelbase medium-roof, which combines a 15 cubic metre interior

A sharper front grille and light treatment improves visual appeal while some new interior improvements give a gain in functionality.

volume with a 1.914-tonne payload. For those wanting a cab-chassis, this option comes as a medium-long wheelbase variant.

All versions of the Ducato are fitted with the 96 kW, 2.3-litre engine with the exception of the extra-long wheelbase medium-roof, which has the more powerful 109 kW, 2.3-litre engine.

It’s immediately obvious just how much design work has gone into the interior to make it suited for commercial applications. There’s a clipboard to store itinerant pieces of paper, and the central compartment is big enough to store a laptop computer – and it can be locked with a key. The refrigerated compartment will hold a 1.5-litre bottle and the drinks holder can also be used to take a mobile phone or ashtray.

The door panels retain the practical bottle holder and the mid-height pockets for smaller easy-to-lose objects.

The oval instrument panel, now sitting beneath a more pronounced anti-glare hood, has been redesigned to make it even easier to read. And there’s a Gear Shift Indicator to tell drivers the most efficient point to change gear.

Excellent noise insulation puts it on par with a medium category car, and the seats covered in a new red fabric, have a more luxurious head restraint, and provide a standard seating configuration of a two-seat bench with central backrest that can be folder down to make a table if required.

A single passenger seat is optional . The driver’s seat can be adjusted six ways, including up and down. This is combined with an adjustable steering wheel and a movable arm rest. Air conditioning is standard.

Both the driver’s and passenger’s seats feature handy storage compartments beneath, and all front seats have seatbelts with pre-tensioners and a head restraint.

The full-size, two-phase driver’s airbag is standard, as is the front passenger airbag. The ABS anti-lock braking is also standard and works in conjunction with Electronic Brakeforce Distribution. This uses sensors to ensure the braking action is divided over all four wheels to prevent locking, and guarantee maximum stopping power. The braking system employs discs all round, with those at the front ventilated for consistently high performance.

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MR. BIG The relaunch of the Renault Master shows the large van sector is going to be very interesting this year.

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enault in certainly undergoing a major change in strategy within Australia. From having a proud heritage and a strong involvement in our country, the brand here went into decline, almost forgotten even amongst its competition, let alone its buying public.

Delivery Magazine ran the previous model Master on its fleet for three years, during which time it proved to be 100 percent reliable, a pleasure to drive and remarkably economical, returning a general fuel consumption of 9.2 l/100 km, almost irrespective of route or driver.

The Master has been absent from the Australian market, and it’s taken the new management team here a couple of years to reinvent the brand, sort out a better dealer representation and to once again generate interest in all things Renault. While that may sound a daunting task, it should also be noted that back in Europe, Renault is not one of the leading 52

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light commercial vehicle manufacturers, it is “THE” leading light commercial vehicle manufacturer.

In the European region, including France, the Renault Group maintains a market share of over ten percent. When combining its passenger car and light commercial vehicle sales, the Renault Group was the number two brand with 8.6 percent, but it’s in the light commercial range that the success story is really highlighted.

Renault has held the number one spot in light commercial vehicle sales in Europe since 1998, taking a market share of 15.6 percent. Sales are also increasing outside Europe, with Renault increasing its share by 19.2 percent in other markets to account for 43 percent of Group sales.

The statistics make one very valid statement. That Renault has the product to make significant inroads into the Australian market. What it needs to do to succeed though, is to convince the buyers it has the product, the backup and the will to succeed.

Buyers of Renault light commercials in Australia will now enjoy the support of a 24/7 breakdown assist and improved warranty coverage of three years and 200,000 km. By the end of 2012, the dealer group will have grown by over 30 percent, making it easier to find a Renault dealer, and, offering a much improved parts and service support.

Joining Justin Hocevar, the MD of Renault Australia, is another new appointee, Lyndon Healey, who takes on the role of LCV Brand Manager, with the intent and the ability to grow market share and introduce the Renault van brand to a whole new raft of customers.

So, having set the scene when it comes to an expectation of improved corporate ability in our backyard, just what does the company have to entice the light commercial vehicle buyer?

In 2011, Renault Australia sold 294 of its small van entry, the Kangoo, a sales increase of 320 percent against the previous year. It sold 253 of its mid-sized Trafic vans, up 59.1 percent over the previous year.

MR. BIG When it comes to the Master, sales in 2011 were abysmal.

Peaking at just 68 units, the statistics indicated that stock levels just didn’t exist. What sales that did occur were basically the result of dealers exiting the old stock as the new Master went on sale in Europe and hadn’t made it to our market.

Renault is initially offering a medium wheelbase and a long wheelbase version of the new Master, each with a medium roof height and with each powered by the same engine but with a six-speed manual or six-speed automated manual gearbox.

In the medium to large segment of the van market, there’s a potential total annual sales volume to be achieved around 3,500-4,000 units, and that’s where Renault is setting its sights for the new Master.

The engine is a 2.3 litres, four-cylinder, and Euro 5 emissions compliant diesel engine. Maximum power of 107 kW at 3,500 rpm shows an increase over the previous engine by 19 kW, and a corresponding increase in torque of 50 Nm to peak at 350 Nm from 1,550-2,750 rpm.

Fuel economy is given as 8.5-9.0 l/100 km for the combined figure, and, with a fuel tank capacity of 105 litres, you’ll be refilling in some applications as far apart as 1,200 km intervals.

Payload for each van variant is around 1,600 kg, but cargo volumes do differ, the medium

At first sight, the new Master is much more positive in its appearance and stance. The big and bold cheesecutter grille stands out, and the sloping window glass in the front doors make an important styling statement and point of difference from other competitors. The cab interior is completely redesigned, and all for the better result, plus, there’s a larger capacity diesel available with correspondingly improved power and torque outputs.

wheelbase version offering 10.3 cubic metres and the longer wheelbase version 12.5 cubic metres.

The new cab interior design is way above the level of the previous model. Both driver and passenger seats are exceptionally comfortable with a wide range of adjustment to

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ehicle evolution depends on the potential demand for the end product and the cost of the research and development programmes necessary to produce results. In many ways, that somewhat simple explanation has held back new ideas, but as the economic situation changes, so too does the will to develop new solutions.

LPG, or Liquefied Petroleum Gas, is a case in point. The gas is a mixture of Butane and Propane, varying in supply from a 50/50 ratio to other percentages, usually dependent on the source and the climatic conditions. In winter, there’s a tendency towards a higher ratio of propane; in the summer, it’s the reverse.

LPG is actually a synthetic product, made from refining petroleum, or during the refining of crude oil, so it’s important to remember that it remains a fossil-based fuel. It enables a vehicle owner to operate a car while saving on fuel costs, often by as much as 60 percent when compared to petrol pricing.

new design of piston to cope with an increased compression ratio of 12.2:1 that takes full advantage of the higher octane rating of LPG. Specific fuel injectors have been developed to optimise fuel delivery – giving better performance, lower CO2 emissions and improved drivability and durability.

The fuel control system has also been optimised in the areas of fuelling, spark advance and cam positioning. This is to ensure that the advantages of LPG are fully realised for the lowest possible CO2 emissions and best performance and drivability under Australian driving conditions.

Producing 180 kW of power and 320 Nm of torque, the dedicated LPG engine eclipses the outgoing dual-fuel LPG variant by 5 kW and 2 Nm. In fuel consumption terms, the new LPG Commodore Omega sedan records 11.8 l/100 km on the ADR combined cycle, an improvement of 1.6 l/100 km – or 13 percent – compared to the outgoing dual-fuel LPG Omega sedan.

There are some underbody design differences, and these relate to the repositioning of the exhaust system away from the LPG tank to remove heat transfer. By doing this, there should be much less impact of heat on the LPG tank location, reducing any tendency to slowness in refuelling on a hot day.

For many Australians the only contact they have with LPG is when they hire a taxi, as this is the preferred fuel for the cab industry. But, for those looking to travel long distances and to reduce their fuel bills, the alternative of using LPG as their preferred choice is now making more sense than ever before.

If you want the best performance and fuel economy from an LPG-fuelled vehicle, you head for a dedicated LPG engine rather than for one that will run on either petrol or LPG at the flick of a switch. The dual-fuel engine is less efficient, because the engine can never be tuned perfectly to run on one fuel and has to cope with the different values of both petrol and LPG. Ford was the first to bring its Falcon EcoLPi dedicated LPG offering to the market last year, and is continuing with some slight upgrades this year with a broad product range that runs up to the G6E and XR6 models. Now it’s the turn of Holden to launch a wider and more comprehensive range of dedicated LPG-fuelled Commodore models.

We’ll start by saying that, fortunately, the new LPG Commodores are certainly not taxi-like in either their performance or behavior. The trim and vehicle specification levels available on the LPG Commodore run right through the product range, covering sedans, wagons and utes.

The dedicated LPG engine is actually the previous 3.6-litre unit, and it runs with hardened valves and valve seats in order to provide the right degree of engine longevity.

It’s a double overhead camshaft design with four valves per cylinder, and it’s been optimized to run on LPG only. The entire LPG fuel system has seen significant development, with new fuel injectors, fuel rail and LPG fuel filter, and it includes a

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While the majority of the car industry is still only conforming to Euro IV emissions legislation, the LPG Commodore is already outperforming the legislation being proposed for Euro VI emissions levels, and scores a full 4.5 stars in the Green Vehicle Guide.

Buyers of the LPG Commodore will no longer feel like the poor relations of Holden owners, as the specs no longer rank alongside the lowest on the charts. In place of low trim levels and four-speed automatic transmissions, this new LPG range comes out on top of the spec list options.

THE ALTERNATIVE TRACK Holden has launched its LPG line-up with an Equipe sedan and Sportswagon, adding to the standard spec level of an Omega, with 18-inch alloy rims, rear view camera, rear park assist, leather appointed seat trim, leather wrap steering wheel and front fog lamps.

Chairman and CEO of Holden, Mike Devereux, said that the dedicated LPG Commodore range is yet another example of Holden’s continued focus on making cars that suit modern Australia, and is the next step in the evolution of the VE Commodore.

“We are offering sophisticated motoring solutions to our customers.

cheaper fuel running costs than many small petrol cars, and excellent driving characteristics, our customers will be able to enjoy the practicality and comfort of a large car without the large car fuel bills.

“We are committed to taking a leadership position with alternative fuels to make sure Commodore remains the smart vehicle choice for Australian motorists,” said Mr. Devereux.

Although the emissions levels of the LPG Commodore reduce the CO2 production by up to 15 percent, it is of course the reduction in running costs that will increase the attraction for buyers.

In the old days of the lower technical ability and less sophisticated fuel injection systems used on the dual-fuel LPG aftermarket conversions, the fuel economy when running on

“The LPG Commodore range is a no-compromise prospect.

With outstanding fuel consumption and CO2 emissions,

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the

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taly may be passing through absolute financial turmoil as the result of atrocious fiscal mismanagement, but you’ve got to hand it to the Italians when it comes to design and style.

From clothes to cars, Italian design is respected throughout the world. In the automotive industry alone, the design studios such as Giugiaro and Bertone have each created some exceptional vehicles.

One of the best van and cab-chassis line-ups in Australia comes from Italian manufacturer IVECO. With design initiatives from Giugiaro, the use of interior space and the tactile development of the relationship between the driver and the vehicle set the Daily on a level that is above many of its competitors.

Another important asset for IVECO is Fiat Powertrain Systems, the provider of a wide range of engines that are used by members of the Fiat group as well as onsold to other manufacturers.

No new development at IVECO Australia would be complete without a change of executives. Managing Director, Georgio Gallia, has returned to his native Italy, replaced by Danilo Salvatore Martelli. Mr. Martelli has a background as director of key global accounts and has also served IVECO in overseas markets including the United Kingdom, South America and France.

For model year 2012, IVECO is providing a range of upgraded interiors and modifications to its cab-chassis and van models, plus, for the first time, it is introducing an allwheel-drive version.

With a four-wheel-drive system featuring a central, low-ratio transfer case with lockable centre differential and lockable front and rear differentials, this off-roader is going to be far more capable than just something to drive across a muddy paddock. Available only as cab-chassis, Delivery magazine caught up with the very first example to land in Australia, and, despite some atrocious weather, managed to get some sneak photos of the total vehicle.

Sales of the Daily in Australia are currently split 60/40 percent between vans and chassis-cabs, against units supplied to the motorhome industry. The company is looking

for additional growth, especially in the third and fourth quarters of this year, with an aim to increase total sales to over 1000 units per year.

For the van range, the single rear wheel variants come in under the model description of 35SI5 in body capacities of 8, 12 and 15 cubic metres. For the higher weight categories where twin rear wheels are required, the models involved are the 50C17 and 70C17, and these are available with cargo volumes of 12, 15 and 17 cubic metres.

For the single cab-chassis variants, in the 4.5 tonnes GVM weight range, there are three alternatives. The 45C17 with a 3750 mm wheelbase, the 50C17 with both a 3750 mm and 4350 mm wheelbase, and the 70C17, which offers a wheelbase choice of 4350 mm and 4750 mm. The dual-cab versions provide the same wheelbase options as the 50C17 single cab, with 3750 mm and 4350 mm, while for the 70C17 these are changed to 3750 mm and 4350 mm. As with many 4.5 tonnes rated versions, the Daily can be uprated to 5.2 tonnes for use by a light truck license holder.

The seven-tonne model is relatively new to Australia, and, in recent years, the Daily dual-cab has created a strong reputation for its suitability in the role of mini prime mover when coupled by a fifth-wheel to a large camping trailer of extended horse float.

Another unique feature of the Daily range is the optionally available rear suspension that includes air bags to provide a softer, more compliant ride. This is especially suited to operators carrying sensitive equipment such as computers or other fragile loads.

Electronic stability programmes are available throughout the entire range, standard with the 45C17 and optional in other models. The same applies to driver and passenger SRS airbags, with driver’s side as standard and passenger side optional. Seating configurations also vary with either single seat of bench seats available to suit personal choice.

On the road, the visual appeal of the Daily is set to reinforce its presence with the inclusion of daytime running lamps.

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DAILY UPGRADES Taking pride of place in the 50C dual cab and 70C single cab models, matched to a six-speed manual gearbox, will be FPT Industrial’s new 3.0-litre Euro 5 diesel engine, which will introduce a class-leading power output of 205 hp and a massive 470 Nm of torque.

Key to providing high power and torque with low emissions and fuel consumption is the adoption of twin turbochargers – one compact turbo to provide rapid throttle response from a very low engine speed and a larger unit to deliver the engine’s maximum performance.

The actual frontal design is cleaner and brighter, with a new bumper, new headlights, new fog lamps and a new grille.

The driver also benefits by now having a telescopic steering column with 45 mm of height adjustment to get the seat, driver and wheel relationship correct.

IVECO released the new updates to the European market last September and has since found interest is sustaining a strong order bank, especially in the cab-chassis models.

The IVECO Daily owes its success to sales in excess of two million units worldwide.

From its initial launch in 1978, Daily has always been a true commercial vehicle, and is renowned for its truck-derived strength, being the only van range to incorporate a full-length chassis.

With 2WD and 4WD options through chassis cab versions and 2WD vans the Daily range is looking better than ever.

In its latest form, new Daily retains its core qualities of strength, reliability, efficiency and versatility, whilst adding new high-efficiency engines, which offer more power, combined with refinements both economically and ecologically.

For new Daily models falling into the heavy-duty category, and all natural gas versions, the EEV (Enhanced Environmentally friendly Vehicle) certification remains, ensuring these models meet the most stringent European exhaust emission standard available.

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FAMILY BUSINESS Moving people with a certain degree of style, the Mercedes-Benz Viano changes the definition of the traditional Mum Bus

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here’s a certain dogma attached to driving a Mum Bus. The expectation is that performance will be average, handling will be from the wallow and pitch school of ride comfort, and that the total package will always be a compromise, rather than an epic experience.

Well, it’s hard to classify driving a people mover, even the Mercedes-Benz Viano, as providing an epic experience. But, if you’ve got a stack of people or kids to shift, and you want to accomplish the task with some flair and a high degree of safety, the Viano may well tick all the boxes.

Let’s start with why you go out to buy a Viano. Most importantly, the Viano is the only vehicle in this class to hold a five-star ANCAP rating. It comes with a host of safety features, all of which we cover later on, but before we do so, let’s just look at the competition, all vying for consideration.

Although it might seem like being out of left field, the Viano is a direct competitor for all those families driving around in large 4WDs that never actually go off-road. It consumes all the kids and their luggage in safe, easy to access seats, but it has ride and handling dynamics that none of the large 4WDs can even hope to achieve.

There’s also another market for the Viano, that of being a replacement for the conventional limousine as operated out of airports or through the inner city. No upper executive type wants to be seen being picked up or dropped off in a Mum Bus. But, when it’s sleek, has alloy wheels, dark tinted windows and the doors open to reveal leather captain’s chairs inside, well, it’s another dimension to executive travel.

Mercedes-Benz does make it easy for the Viano buyer to choose the exact specification. It’s a one-engine-suitsall-requirements offering, but that said, it’s one heck of an impressive engine.

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Using the Mercedes-Benz BlueEFFICIENCY concept for low emissions and impressive performance, aligned with frugal fuel economy, the Viano is powered by a 3.0-litre, sixcylinder, direct-injection V6 diesel. Thanks to turbocharging, this engine offers quite exceptional performance and will dispel many of the often-held myths from days gone by that diesel engines are slow, noisy and generally uninspiring. In the Viano, the front engine drives the rear wheels.

There’s nothing sluggish about this particular 3.0-litre V6 diesel. With a 0-100 km/h acceleration time of 9.1 seconds and a theoretical top speed of 201 km/h, it’s rather impressive.

EXTENDED FAMILY BUSINESS We are talking here about having 165 kW of power produced at 3,800 rpm and 440Nm of torque on tap through from 1,600 to 2,400 rpm. Team that with the five-speed full fluid automatic transmission, and the performance is always impressive. Fuel economy for the combined cycle comes in at 8.6 l/100 km and the emissions at the tailpipe are rated at 226 g/km of CO2.

also alter the available legroom to increase or decrease, at the expense of load space behind row three. You can also remove one complete row if you wish.

We will dwell for a moment on the transmission. A full fluid automatic, as used by Mercedes-Benz, is vastly superior to the automated manual or twin clutch DSG gearboxes available with other makes. The full fluid automatic is smoother, less intrusive and infinitely superior in slow moving, stop/start traffic, or when shuffling back and forth for a park in a tight space.

When choosing the three-seat centre row, this configuration can split between a dual and single seat with the single on the nearside tilting forwards to enable access to the rear tripleseat row. This provides seven passenger seats in addition to the driver.

Buyers can mix and match the interior seating configuration with a choice of what you

The front seats for the driver and passenger are, again, individual seats. When you drop down in seating capacity, from eight seats, you gain a foldaway table in the rear.

Getting in and out of the rear seats is also afforded a little extra luxury by the powered sliding side load doors on each side of the body. Touch the door handle from the outside, and the side doors slide effortlessly, under power, to the fully open position. Closure is by pressing a large button just inside the B pillar. Alternatively, the driver can control the door opening and closing by buttons on the dashboard.

When you line up the safety inclusions that are a standard item with the Viano, you really start to see where MercedesBenz is coming from, with an attitude that never compromises passenger and driver protection.

Anti-lock braking these days is a given, but, to that, the Viano adds a full electronic stability programme, brake assist, acceleration skid control (usually called traction control), and six airbags comprising front airbags for the driver and passenger, seat mounted thorax side bags, and side window bags for the driver and front passenger.

There are four child seat anchorage points, two in each row.

Within the general pricing structure, of $74,990, comes a COMAND APS multimedia system, Bi-Xenon headlamps, the powered sliding doors on both sides, a front and rear tilt and slide powered sunroof, and 17-inch alloys shod with 225/55R17 tyres.

A further $1,500 brings you 18inch alloys with 245/45R18 lower profile tyres, but we would suggest this would bring in a harsher ride for what is largely only a benefit in looks.

Bear in mind, you hopefully will not be cornering in your Viano on the absolute limits of adhesion in order to discuss the reduced tyre squirm of a 45 series aspect ratio tyre versus that of a 55 series.

might want, from either three seats across the centre row or the rather more impressive alternative of two captain’s chairs.

The third or rear row of seating is usually a three-seater, but, again, it’s possible to order up a second pair of captain’s chairs if you want the extra style and comfort.

Because of the clever seat track arrangement in the floor of the Viano, you can position your second and third row seats in theatre style, or turn them to face each other. You can

While on the subject of ride comfort, the rear of the Viano has a self-leveling air suspension that adjusts according to the weight carried to maintain a level ride height.

The system operates automatically, but can be manually overridden to provide a ride height variation of up to 50 mm.

Powering up iPhones or iPads will be accomplished through three 12-Volt sockets in the interior, and, with the COMAND APS system, you get a 6.5-inch colour screen display with HDD navigation, Linguatronic voice operation for personal discussion with the audio, telephone and navigation commands, a 4 GB music register, and AM/FM radio, MP3/ DELIVERY

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67

FEATURE

ebate may still rage in Australia about the truth, or otherwise, of global warming and rising carbon dioxide (CO2) levels in the atmosphere. However, the rest of the world is busy doing something about what are scientifically-acknowledged facts. Surprisingly, tyres are playing an important part.

Global targets range from China’s declared 40-45 percent reduction in CO2 output by 2020, and Brazil’s 36 percent CO2 reduction – both targets compared with economic growth – to Japan’s ambitious 25 percent absolute CO2 reduction by 2020, and the USA’s equally ambitious 17 percent target.

Various methods for emissions reduction are being employed, but, in the motoring world, Australians are becoming increasingly familiar with technologies such as exhaust gas recirculation (EGR), urea-injection catalysts (SCR), stop-start engines, hybrid powertrains and batterypowered vehicles.

It’s obvious that vehicle makers’ approaches to automotive emissions reduction include reduced vehicle weight, slipperier aerodynamics and fuel-saving powertrain design, so that’s where most R&D effort has been concentrated – to brilliant effect. If you compare early-1990s’ vehicles with today’s, you can see great improvements in emissions and fuel economy, as well as in dynamic and passive safety.

Combustion-related technologies have virtually eliminated most exhaust-pipe ‘nasties’, like nitrogen oxides, hydrocarbons and particulates, but CO2 can’t be eliminated on-vehicle. Because of the fact that CO2 emissions are directly related to the amount of carbon-based fuel you burn, fuel consumption reduction is critical in reducing automotive CO2 emissions.

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Although less obviously than is the case with these emissions-reducing technologies, the pace is just as hectic in what may seem an unlikely emissions-reduction research area: that of vehicle tyres.

The USA now has reintroduced Corporate Average Fuel Economy (CAFE) fuel consumption targets that become tighter over the next decade. (CAFE targets had previously been applied from the 1970s until President Reagan abolished them.)

In the European Union (EU), CO2 from car exhausts is being attacked directly, with progressively tightening grams-perkilometre targets that car makers have to reach, or face hefty fines. Meeting these rules comes down to one key element: reducing fuel consumption.

As we’ve seen, powertrain makers are doing their bit, but BMW’s research shows that 20-30 percent of a vehicle’s fuel consumption and 24 percent of its CO2 emissions are related not to its weight, aerodynamics or powertrain, but to its tyres.

When a vehicle tyre revolves, it deforms slightly to form a ‘contact patch’ on the road surface, ensuring good surface grip and also contributing a virtual air spring effect for ride comfort. The necessary bending and unbending of the tread surface, and ‘flexing’ of the sidewall, causes friction in the tyre structure, making the tyre heat up and waste some of the powertrain energy. This energy consumption is known as rolling resistance.

A ‘black hole’ (poor pun – Ed) of fuel consumption in the 2030 percent range makes reducing rolling resistance the focus of all tyre companies these days, and we’ve already seen the

THE ROLLING RESISTANCE TO CHANGE introduction of low-rolling-resistance tyres; so-called ‘green’ tyres. No, they’re not green in colour, so you don’t have to worry about new tyres clashing with your metallic-blue pride and joy.

Around the world, legislators are taking green tyres seriously: all new tyres sold in the EU from November 2012 will have to carry labelling, indicating each tyre’s rolling resistance factor, wet-road grip capability and noise level.

Similar labelling is already voluntary in Japan and Korea, and Korea plans to make it mandatory in late 2012. The USA and Brazil are expected to mandate tyre labelling in 2014.

It’s obvious that the move to green tyres is already global, but what constitutes a green tyre?

The new EU labelling shows a tyre’s rolling resistance factor in terms of its fuel efficiency, from A to G, with ‘A’ being best and ‘G’ worst. However, to the casual observer, the best tyre looks exactly the same as the worst – both being round black things – so what’s the difference?

Tyres are built by people on machines, mixing textiles, steel or synthetic wire, synthetic and natural rubber, carbon black and/or silica and other ingredients in a structure that is heat-cured in a press, to bind the various elements together.

Green tyres are built in the same way, but use advanced formulations of synthetic rubber in critical areas of tyre construction.

As we’ve already seen, the tyre tread and sidewall are the most critical zones contributing to rolling resistance. So, little wonder that’s where rubber R&D has focused. This isn’t a new endeavour, but has accelerated in recent years as globalwarming evidence mounted and legislators became involved.

2014. Its NdBR capacity is planned at 140,000 tonnes per annum, complementing other Lanxess plants in North and South America and in Europe.

Okay, so what’s the big deal with NdBR? According to the good rubber doctor, it’s the best performance butadiene compound yet developed commercially, with characteristics that put it ahead of cobalt, nickel, titanium and lithium butadienes. If you doubt Joachim Grub, we can easily send you his presentation, with references to glass transition temperatures, 1.4-cis content and number-averaged and weight-averaged molecular weight distribution curves.

Thought not!

In essence, NdBR has the capacity to produce automotive tyres with the lowest available rolling resistance, and Lanxess already has 250 tyre making companies as customers.

Handily, the critical element, neodymium, although categorised as a ‘rare earth’ mineral, isn’t all that rare, and several countries, including Australia, have reserves of the stuff.

When incorporated into a green tyre, NdBR is said to increase tread mileage and reduce heat build-up and rolling resistance. The prestigious German magazine, Auto Motor und Sport, tested green tyres with 30 percent-reduced rolling resistance, and calculated a five-percent improvement in fuel consumption, from 10 l/100 km to 9.5 l/100 km, with CO2 emissions reduction of 1.2 kg/100 km.

What makes these figures more impressive is that green tyres have to achieve this level of rolling resistance reduction without the compromise of wet road grip. In comparison with a tyre of the mid 1970s, today’s green tyre has around 30-37 percent better rolling resistance, handling, braking performance and wet-road grip, and a whopping 70 percent better tread and casing life.

To find out more about green tyre formulation, we hopped on a 747 and headed up to Singapore, for a presentation by the head of the Performance Butadiene Rubbers unit of the world’s largest producer of high-end synthetic rubber, Lanxess AG. Never heard of them? German-based Lanxess was split off from its parent, Bayer, in 2004, and Bayer has been in the chemical business since 1863.

Lanxess produces around 800,000 tonnes of rubber grades per annum, and that capacity is being progressively increased.

Joachim Grub PhD is a quietly-spoken industrial chemist who, we imagine, thinks in strings of long-chain polymer. When Dr Grub tells you that you need neodymium butadiene rubber (NdPBR or, more commonly, NdBR) to make the best tread and sidewall compounds for green tyres, you get the sneaking suspicion he knows what he’s talking about.

His bosses and shareholders agree, which is why the company is investing some $200 million in a new NdBR plant on Singapore’s Jurong Island, and that’s on top of a $400 million butyl rubber plant that’s partly built, next door. The latter plant is due to come on stream in early 2013, and the NdBR plant should start producing in DELIVERY

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71

BIO FEATURE

AVAILABILITY Sustainable fuels are coming to a bowser near you

Anything

you thought you knew about bio-fuels and whether they applied to your own section of the industry have hopefully been reinforced by Alan Whiting’s feature in this issue (P70-72). Now we add to that information by detailing the continuing expansion of fuel suppliers’ Refuelling Solutions, where the aim is to make early adoption of bio-fuels a much easier decision.

Refuelling Solutions started its operations as a refuelling service operating under the brand name of Mini-Tankers, Maxi-Tankers and Broadwater Fuels, but has since grown its services, all connected to the supply, distribution, use and storage of fuels in any type of application. It’s also developing the on-site storage of fuels within different locations under the brand name of Mini-Cube.

There is no doubt that bio-fuels will become an integral part of Australia’s fuel supply. This is notwithstanding the recent backflip of the NSW State Government, which recently mandated the introduction of E10 fuels (petrol with a ten

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percent ethanol content), to run concurrently with the end of standard petroleum without ethanol. In the face of opposition from owners of pre-1996 vehicles, the NSW State Government then cancelled the programme, returning to the previous position where E10 unleaded petrol is optional, and nonethanol fuels remain available.

It’s estimated that the existing historic vehicle park of pre1996 vehicles is around the 790,000-unit mark. Although these vehicles will run on higher octane, non-ethanol petrol, the added cost to their owners was seen as a potential vote loser for the fledgling government.

According to Greg Strom, general manager of Refuelling Solutions, Australian operators are expected to move towards the introduction of bio-fuels in order to reduce their national dependency on fossil-based fuels.

“The fuel supply industry is developing its wholesale supply of bio-fuels through South East Queensland and the Sydney basin, and is currently developing storage facilities in Melbourne, Canberra, the Sunshine Coast and North Queensland, with a national rollout following that will include Adelaide and Perth,” said Greg.

MISSING OUT

“Australia already has a mandated national content of biofuels in diesel of between two and five percent, and this will be standardised at five percent from 1st July 2012, and marketed as B5,” he added.

Although Government is content to initially standardise its bio-fuel content at B5, the industry expects the percentage to increase rapidly to at least 20 percent as B20 becomes more available. The only hesitation to this introduction is the slow response of some engine manufacturers to approve the

use of B20 within their own engine range. Specific engine manufacturers are already well ahead with this approval process, confirming that, subject to quality standards of the fuel supplied being standardised, they will approve bio-fuel use to a full B100 level of supply.

Some transport operations, such as those covered by the NSW Government Fuel Supply agreement, are already focused on the supply of B20 when distillate is required. This level of commitment has justified the establishment of supply chain options, by companies such as Refuelling Solutions, to ensure that supply is consistent and can expand as demand grows.

Currently, the percentage of supply of B20 bio-diesel to fleet operators is running at around seven to eight percent, but this figure is expected to grow strongly within the next five years by at least 30 percent on total diesel sales.

“We know that airlines will have to include a percentage of bio-fuels in their aircraft refueling operations, and, with that knowledge, we see their ground fleets of vehicles also adopting bio-fuel as a consistent supply,” said Greg.

“Soy, tallow and cooking oil used for making bio-fuels may only have a five to ten year life. New plants for higher quality fuel supplies are being developed that have less impact on crops for feedstock, with changes to composition such as canola and rapeseed.

“Algae, working on the tailings of mine sites to produce an algae reactor impacting with water with a high saline content, are also showing great promise as these alternatives are developed.

“The alternative of bio-fuels is important to marine operators that, in the past, have suffered fuel contamination and fungal matting. The same applies to operations involving stationary engines such as stand-by generators in hospitals, airports and city shopping complexes. The bio-fuel remains cleaner and emissions are reduced.

“It’s not about bringing in a low cost of fuel into the market.

It’s all about bringing in a high quality alternative to diesel,” said Greg.

Where companies such as Refuelling Solutions see gains in the future, is when transport companies cost in the time related to their drivers refuelling vehicles through the day as part of their work task. It’s estimated that any driver refuelling a vehicle loses productivity of at least 30 minutes per day, and, with delays at inner city refuelling stations, this can be extended to 45 minutes.

Companies such as Refuelling Solutions can take responsibility for the fleet refuelling process by bringing in a mini-tanker to a company yard, after hours, to refuel the entire DELIVERY

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77

AUSTRALIA’S GUIDE TO ECO FRIENDLY, FUEL EFFICIENT CARS

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

AUSTRALIA’S LEADING TRUCK & ENGINE MAGAZINE

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